Documente Academic
Documente Profesional
Documente Cultură
STI-203-1 (5/08P)
A24-00509-000
Printed in U.S.A.
Foreword
© 1989-2008 Daimler Trucks North America LLC. All rights reserved. Daimler Trucks North America LLC is a Daimler
company.
No part of this publication, in whole or part, may be translated, reproduced, stored in a retrieval system, or transmitted
in any form by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written per-
mission of Daimler Trucks North America LLC. For additional information, please contact Daimler Trucks North
America LLC, Service Systems and Documentation, P.O. Box 3849, Portland OR 97208–3849 U.S.A. or refer to
www.Daimler-TrucksNorthAmerica.com and www.FreightlinerTrucks.com.
Contents
Chapter Page
Introduction, Environmental Concerns and Recommendations,
Event Data Recorder, Customer Assistance Center, Reporting
Safety Defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foreword
1 Vehicle Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1
2 Instruments and Controls Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
3 Vehicle Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
4 Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
5 Seats and Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
6 Steering and Brake Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1
7 Engines and Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1
8 Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1
9 Rear Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1
10 Fifth Wheels and Trailer Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1
11 Pretrip and Post-Trip Inspections and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1
12 Cab Appearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
13 In an Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I.1
1
Vehicle Identification
Vehicle Specification Decal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1
Federal Motor Vehicle Safety Standard (FMVSS) Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1
Canadian Motor Vehicle Safety Standard (CMVSS) Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2
Tire and Rim Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2
EPA Emission Control Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2
Vehicle Identification
1.1
Vehicle Identification
TIRES AND RIMS LISTED ARE NOT NECESSARILY THOSE INSTALLED ON THE VEHICLE. 24−00273−040
10/10/2006 f080024
EPA Emission Control Labels
Fig. 1.5, Canadian National Safety Mark
Vehicle Noise Emission Control Label
A vehicle noise emission control label (Fig. 1.7) is
If purchased for service in Canada, trucks built with- attached either to the left side of the dashboard or to
out a cargo body and tractors built without a fifth the top-right surface of the frontwall between the
wheel are certified by a "Statement of Compliance" dash and the windshield.
label, similar to Fig. 1.2. This label must be attached
by the final-stage manufacturer after completion of VEHICLE NOISE EMISSION CONTROL INFORMATION
the vehicle. The label is located on the left rear door FREIGHTLINER CORPORATION DATE OF MANUFACTURE 01/96
THIS VEHICLE CONFORMS TO U.S. EPA REGULATIONS FOR NOISE EMISSION
post, and certifies that the vehicle conforms to all APPLICABLE TO MEDIUM AND HEAVY TRUCKS.
THE FOLLOWING ACTS OR THE CAUSING THEREOF BY ANY PERSON ARE PROHIBITED BY
THE NOISE CONTROL ACT OF 1972:
applicable CMVSS regulations in effect on the date A. THE REMOVAL OR RENDERING INOPERATIVE, OTHER THAN FOR PURPOSES OF
MAINTENANCE, REPAIR, OR REPLACEMENT, OF ANY NOISE CONTROL DEVICE OR
ELEMENT OF DESIGN (LISTED IN THE OWNER’S MANUAL) INCORPORATED INTO THIS
of completion. VEHICLE IN COMPLIANCE WITH THE NOISE CONTROL ACT.
B. THE USE THIS VEHICLE AFTER SUCH DEVICE OR ELEMENT OF DESIGN HAS
BEEN REMOVED OR RENDERED INOPERATIVE. 24−00273−020
10/06/98 f080026
Tire and Rim Labels
Fig. 1.7, Vehicle Noise Emission Control Label
Tire and rim labels (attached to the left rear door
post) certify suitable tire and rim combinations that IMPORTANT: Certain Freightliner incomplete
can be installed on the vehicle, for the given gross vehicles may be produced with incomplete noise
axle weight rating. See Fig. 1.6. Tires and rims in- control hardware. Such vehicles will not have a
stalled on the vehicle at the time of manufacture may
have a higher load capacity than that certified by the
vehicle noise emission control information label.
tire and rim label. If the tires and rims currently on For such vehicles, it is the final-stage manufac-
the vehicle have a lower load capacity than that turer’s responsibility to complete the vehicle in
shown on the tire and rim label, then the tires and conformity to U.S. EPA regulations (40 CFR Part
rims determine the load limitations on each of the 205) and label it for compliance.
axles.
Refer to Fig. 1.6 for U.S. and Canadian tire and rim
EPA07 Exhaust Emissions
labels. To meet January 2007 emissions regulations, ve-
hicles with engines manufactured after January 1,
2007, are equipped with an emission aftertreatment
device. There is a warning label on the driver’s sun-
visor, explaining important new warning indicators in
the driver’s message display, that pertain to the after-
treatment system. See Fig. 1.8.
1.2
Vehicle Identification
12/11/2007 f080147
1.3
2
Instruments and Controls
Identification
Instrument and Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Warning and Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13
Collision Warning System (CWS), Eaton VORAD EVT–300, Optional . . . . . . . . . . . . . . . . . . . . . . 2.20
Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25
Exterior Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.31
Instruments and Controls Identification
NOTE: On SilverAero models, switches for In the "Off" position, the key slot is vertical; the key
can be inserted and removed only in this position.
cruise control and manual control for the engine
The low beam headlights, taillights, brake lights, fog
fan are standard. If these features are not re- lights, dome lights, clearance lights, turn signals,
quested, dummy switches with blank labels are hazard warning lights, utility and baggage lights,
installed. spotlights, electric wipers, horn, CB radio, power mir-
A warning and indicator light module, located above rors, cigarette lighter, clock, refrigerator, fuel heater,
the speedometer and tachometer, houses all of the electric oil pan heater, and electric or diesel-fired
standard and optional warning and indicator lights. engine-coolant preheaters can be operated in the off
Some of the controls discussed in this chapter are position (regardless of whether the key is inserted or
not dash-mounted. not).
In the "Accessory" position, the key is turned coun-
terclockwise. The auxiliary (bunk) fan, windshield
fan(s), radio or stereo system, mirror heat, ether start
5 20 21
22
1 2 12 13 23
24
6 16 25
11 26
7 14 15 17
8 18 27
19 28
3 4 9 10 29
02/02/95 30 f600831
NOTE: Instruments and controls, and their locations, may vary from those shown.
1. Water Temperature Gauge 15. Fuel Tach
2. Engine Oil Pressure Gauge 16. Engine Brake Switches
3. Pyrometer 17. Trailer Air Supply Valve
4. Tachometer 18. Parking Brake Control Valve
5. Warning and Indicator Light Module (VIGIL and Kysor 19. Fifth Wheel Air Slider Control Valve Switch
shown) 20. Interaxle Differential Lockout Control Valve Switch
6. Parking Brake Indicator Light 21. Transmission Oil Temperature Gauge
7. Antilock Braking System (ABS) Tractor Warning Light 22. Forward Differential Oil Temperature Gauge
8. ABS Wheel Spin Indicator Light 23. Rear Differential Oil Temperature Gauge
9. ABS Trailer Warning Light (dash light for DDEC 24. Engine Oil Temperature Gauge
Optimized Idle®, if so equipped) 25. Turbocharger Boost Pressure Gauge
10. Speedometer/Odometer 26. Fuel Pressure Gauge
11. Application Air Pressure Gauge 27. Automatic Engine Idler/Timer
12. Dual System Air Pressure Gauge 28. Intake-Air Restriction Gauge
13. Voltmeter 29. Digital Clock
14. Fuel Gauge 30. Radio (optional)
Fig. 2.1, Instrument and Control Panel Layout (upper dash) Pre-EPA07
2.1
Instruments and Controls Identification
5 23 24
25
1 2 15 16 26
6 7 27
8 19 28
14 29
9 17 18 20
10 21 30
11 22 31
3 4 32
12 13
03/14/2007 33 f600831a
NOTE: Instruments and controls, and their locations, may vary from those shown.
1. Water Temperature Gauge 17. Fuel Gauge
2. Engine Oil Pressure Gauge 18. Fuel Tach
3. Pyrometer 19. Engine Brake Switches
4. Tachometer 20. Trailer Air Supply Valve
5. Warning and Indicator Light Module (VIGIL and Kysor 21. Parking Brake Control Valve
shown) 22. Fifth Wheel Air Slider Control Valve Switch
6. Engine Malfunction Indicator Light (MIL) 23. Interaxle Differential Lockout Control Valve Switch
7. DPF Regen Warning Light 24. Transmission Oil Temperature Gauge
8. High Temperature Exhaust Warning Light (HEST) 25. Forward Differential Oil Temperature Gauge
9. Parking Brake Indicator Light 26. Rear Differential Oil Temperature Gauge
10. Antilock Braking System (ABS) Tractor Warning Light 27. Engine Oil Temperature Gauge
11. ABS Trailer Warning Light (dash light for DDEC 28. Turbocharger Boost Pressure Gauge
Optimized Idle®, if so equipped) 29. Fuel Pressure Gauge
12 Air Suspension Warning Light 30. Automatic Engine Idler/Timer
13. Speedometer/Odometer 31. Intake-Air Restriction Gauge
14. Application Air Pressure Gauge 32. Digital Clock
15. Dual System Air Pressure Gauge 33. Radio (optional)
16. Voltmeter
Fig. 2.2, Instrument and Control Panel Layout (upper dash) EPA07
1 2 3 4 5 6 7 8 9 10 11
12 14
13 15
16
02/02/95 f600832
NOTE: Instruments and controls, and their locations, may vary from those shown.
1. Ignition Switch 9. Headlight/Parking Light Switch
2. Engine Start Button 10. Marker Light/Taillight Interrupt Switch
3. Engine Shutdown Override Button 11. Windshield Wiper/Washer Control Knob
4. Mirror Heat Switch 12. Intermittent (delay) Wiper Control Knob
5. Right Side Power Mirror 13. Auxiliary Heater Fan Switch
6. Fog Light Switch 14. Heater/Air Conditioner Fan Switch
7. Utility Light Switch 15. Airflow Lever Slide Control
8. Panel Light Control Knob 16. Temperature Lever Slide Control
2.2
Instruments and Controls Identification
2.3
Instruments and Controls Identification
2.4
Instruments and Controls Identification
All Caterpillar electronic engines have an engine tronic engines are controlled by a microprocessor-
check light in the lightbar located above the speed- based computer. This computer controls specific en-
ometer and tachometer. This warning light comes on gine and vehicle speed modes of operation to
or flashes if the engine oil pressure is low, the cool- maximize vehicle fuel economy and performance.
ant temperature is high, the intake manifold air tem- Vehicles with these engine systems have a yellow
perature is high, the coolant level is low (optional), or engine check light and a red engine stop light in the
whenever there is a problem within the electronic lightbar located above the speedometer and tachom-
engine system. Some vehicles equipped with Cater- eter. With the ignition switch on, both lights come on
pillar electronic engines have an automatic engine for about two seconds; then, if there is no problem
shutdown option. This option will shut off fuel to the with the engine system, the lights will go out. When-
engine if potentially damaging conditions are de- ever there is a problem within the electronic engine
tected. See the engine manufacturer’s service litera- system, one of the lights will come on and stay on as
ture for troubleshooting procedures. long as the problem exists.
The cruise control and PTO governor options are If the yellow engine check light comes on while driv-
controlled in one of two ways: ing, some features will not work, but the vehicle can
By two switches on the instrument control panel still be driven. If the red engine stop light comes on
(Fig. 2.5). The "On/Off" switch turns on the cruise while driving, and if the engine will not accelerate,
control option, and the spring-loaded "Set/Resume" pull off of the road and shut down the engine. In ei-
switch selects the cruise speed or resumes cruise ther situation, have the problem repaired as soon as
control after slowing down. For PTO operation, the possible.
"On/Off" switch turns on the PTO, and the "Set/ With the CELECT IV system—if the system is pro-
Resume" switch either selects or resumes the engine grammed to shut down—the engine shuts down 30
operating speed. seconds after the red engine stop light comes on.
By three optional buttons on the transmission shift The ignition switch will restart the engine after shut-
knob (Fig. 2.6). The "Pause" button allows the driver down, but if the potentially damaging problem still
to temporarily interrupt cruise control. The "Resume" exists, the engine will operate at the reduced speed
button allows the driver to resume the cruise speed or torque level allowed just prior to shutdown. To
after slowing down. The "Set" button allows the check whether a vehicle is equipped with CELECT or
driver to select the cruise speed. For PTO operation, with CELECT IV, see the vehicle service manual.
the "Pause" button temporarily interrupts PTO opera- The cruise control and PTO governor options are
tion, the "Resume" button resumes PTO operation at controlled in one of two ways:
the previously selected engine speed, and the "Set"
button is used to select the engine operating speed. By two switches on the instrument control panel
See Chapter 7 for complete instructions. (Fig. 2.5). The "On/Off" switch turns on the cruise
control option, and the spring-loaded "Set/Resume"
BrakeSaver Control, Optional switch selects the cruise speed or resumes cruise
control after slowing down. For PTO operation, the
The BrakeSaver (optional on Caterpillar C-15 en- "On/Off" switch turns on the PTO, and the "Set/
gines) is operated by a lever mounted in the cab. Resume" switch either selects or resumes the engine
The lever controls the amount of oil being directed operating speed.
through the BrakeSaver. The time required to fill the
BrakeSaver with pressure oil to the point of maxi- or
mum braking in the BrakeSaver is about 1.8 sec- By three optional buttons on the transmission shift
onds. knob (Fig. 2.6). The "Pause" button allows the driver
to temporarily interrupt cruise control. The "Resume"
Cummins PACE and CELECT™ button allows the driver to resume the cruise speed
Electronic Engines, Operator Control after slowing down. The "Set" button allows the
driver to select the cruise speed. For PTO operation,
Cummins PACE, CELECT, and CELECT IV are elec- the "Pause" button temporarily interrupts PTO opera-
tronic fuel control systems installed on model L10 tion, the "Resume" button resumes PTO operation at
and, for PACE only, Big Cam IV engines. These elec- the previously selected engine speed, and the "Set"
2.5
Instruments and Controls Identification
button is used to select the engine operating speed. Battery Boost Push Button and
See Chapter 7 for complete instructions.
Optional Battery Isolator System
Ether Start Push Button, Optional A battery isolator system has two or three regular
batteries to turn the starter motor, and one or two gel
For cold weather starting, the vehicle may be
cell batteries to provide power for cab and sleeper
equipped with one of several manual-control, ether
accessories when the engine is off. The system uses
start systems. To start the engine in cold weather,
an isolator relay, which is normally open. The relay
push the ether button (Fig. 2.7), then start the en-
isolates the engine-starting batteries while the engine
gine. See the engine operating instructions in Chap-
is not running, so that the engine can still be started
ter 7 for additional information.
even if the gel cell battery has been used to the point
of complete discharge.
When all four batteries have a charge, the engine
can be started in the normal manner, by turning the
ignition key to the "Start" position and pressing the
1 2 starter push button.
To start the engine when the gel cell battery is
01/18/95 f600648a drained, press and hold the BATT BOOST push but-
1. Ether Start Push Button ton (Fig. 2.6) while pressing the starter push button.
2. Battery Boost Push Button This will temporarily close the isolator relay, and con-
nect the engine-starting batteries to the ignition
Fig. 2.7, Ether Start and Battery Boost Controls, switch for engine starting.
Optional
The isolator relay is closed only while the engine is
Low Voltage Disconnect, Optional running or the BATT BOOST push button is de-
pressed. With the engine running, all four batteries
The optional Sure Power Low Voltage Disconnect are connected in parallel, allowing the alternator to
(LVD) system monitors battery power when accesso- charge them all, in addition to supplying power for all
ries are being used when the engine is shut down. vehicle loads.
The system automatically turns off cab and sleeper
accessories when voltage drops to 12.3 volts to en- When the engine is not running, the gel cell provides
sure that there is enough battery power to start the all of the vehicle’s electrical needs except for turning
vehicle. An alarm sounds for one minute before ac- the starter motor. The gel cell is longer-lived and
cessories are turned off. If no action is taken within cheaper to use than a standard wet cell, but it can
that minute, the LVD module will shut off power to take a charge only within an extremely narrow
predetermined cab and sleeper circuits, and illumi- range—13.8 to 14.1 volts.
nate an LED indicator on the LVD module, located At 14 volts, a gel cell has a very high charge accep-
inside the baggage compartment. These circuits will tance rate. Because a truck charging system oper-
remain off until the LVD measures 13.0 volts applied ates at approximately 14 volts, under normal condi-
to the system, which can be done by starting the en- tions a gel cell will never need to be recharged with
gine. After the engine is started, the system will an external charger.
reset.
All vehicles equipped with LVD should have a sticker CAUTION
on the dash indicating the presence of the system.
Another sticker is located inside of the baggage com- Do not attempt to charge a gel cell with a stan-
partment, along with the LVD module. dard battery charger. All standard battery charg-
ers supply at least 16 volts to the battery. This
will damage the gel cell.
IMPORTANT: To recharge a gel cell, see an au-
thorized Freightliner dealer or the instructions in
2.6
Instruments and Controls Identification
Group 54 of the Heavy-Duty Trucks Service for example, "F37." Fault codes are also stored in a
Manual. history file for later viewing. For engine fault code
instructions, see "Fuel Tach Gauge" in this chapter.
However, the single gel cell, like any other single bat-
tery, has limited current-supply capability, and will The "Reset" toggle switch cancels the information in
drain down faster than a standard multiple-battery memory used for calculating average miles per gal-
installation that has no battery isolator system. Avoid lon and erases the fault code history file. To reset,
ultra-deep discharging. Repeated ultra-deep dis- press and hold the reset switch. The average MPG
charging of a gel cell will reduce its life significantly. reading slowly blinks on and off for about 10 sec-
onds, indicating that you are in the reset mode. After
To protect against ultra-deep discharging, a low volt- erasing the memory, the display blinks "Er" until you
age warning alarm and indicator light activate when release the reset switch. If you release the reset
the battery voltage falls to 12.0 volts or less. To si- switch before the display changes to "Er," the engine
lence the alarm, turn off all cab electrical loads or fault code history will be displayed and the memory
start the engine. will not be erased. After being reset, the display will
show "0" MPG until you drive at least 150 feet (46
Fuel-Tach™ Switch, Optional m).
The FloScan Fuel-Tach is an electronic monitoring
system that records fuel consumption and displays Fog Light Switch, Optional
average miles per gallon. The Fuel-Tach gauge pro- The fog light switch (Fig. 2.9) operates the fog lights,
vides you with immediate feedback, showing a per- mounted on the bottom edge of the front bumper or
centage difference between the current fuel con- recessed into the front bumper.
sumption rate and the total trip miles per gallon
average.
The system is controlled by a toggle switch. See
Fig. 2.8. 1 2 4 5
3
01/18/95 f600071a
2.7
Instruments and Controls Identification
2.8
Instruments and Controls Identification
In electric wiper systems, the delay feature is inte- Jacobs Engine Brake Switches,
grated with the wiper switch between the stop and
low-speed positions. Turn the knob between the stop Optional
and low speed until the desired interval is reached. Jake Brake controls consist of two dash-mounted
The longest delay is approximately 10 seconds be- toggle switches (Fig. 2.12) which control the degree
tween strokes. of engine braking. In conjunction with these switches,
an engine-mounted microswitch (controlled by the
CAUTION throttle pedal) and an under-deck-mounted mi-
croswitch (controlled by the clutch pedal) actuate the
Do not move the wiper arms manually. Wiper engine brake.
motor damage will occur if the arms are moved.
Heater/air-conditioner controls (Fig. 2.11) consist of Fig. 2.12, Brake Switches and Control Valves
two lever slide controls, a four-speed fan control
switch, and a switch for the optional auxiliary heater See Chapter 7, under the heading "Engine Braking
fan. See Chapter 4 for detailed operating instructions System, Optional," for additional information.
of the heater/air-conditioner and the auxiliary heater.
Interaxle Differential Lockout Control
Valve Switch
Differential lockout, standard on all dual-drive ve-
hicles, is driver-actuated by means of a "Lock/
Unlock" control valve switch (Fig. 2.12) mounted on
the control panel. A red indicator light comes on
whenever the interaxle differential is locked out
(switch is in the lock position; no differential action
between the drive axles). A guard around the switch
01/18/95 f600497
prevents it from being accidentally activated.
Fig. 2.11, Heater/Air-Conditioner Controls
2.9
Instruments and Controls Identification
Fifth Wheel Air Slider Control Valve Controlled Traction Differential Control
Switch, Optional Air-Operated Sliding Valve Switch
Fifth Wheel On vehicles equipped with an Eaton single-drive rear
axle, a controlled traction differential feature is stan-
WARNING dard. A control valve switch (Fig. 2.13) engages and
disengages the controlled traction feature. A guard is
Do not activate the fifth wheel air slider control positioned around the switch to prevent it from being
valve when the vehicle is in motion. Doing so accidentally activated.
could result in damage to the fifth wheel member,
kingpin, cab, or trailer, and ultimately, to the driv-
etrain. A guard is positioned around the switch to
prevent it from being accidentally activated.
The fifth wheel air slider valve permits repositioning
of the sliding fifth wheel from inside of the cab. Mov-
ing the air slider control valve switch (Fig. 2.12) to
the lock position deactivates the control valve and
locks the fifth wheel to the baseplate. Moving the
switch to the unlock position activates the control
valve and unlocks the fifth wheel slide mechanism,
allowing changes to the total length of the tractor-
trailer and changes to axle loads, to comply with
varying state or provincial laws. A red indicator light, 10/04/93 f600307
if so equipped, is illuminated whenever the fifth
wheel slider is unlocked. Fig. 2.13, Controlled Traction Differential Control Valve
Switch
Parking Brake Control Valve and
See Chapter 9 for complete operating instructions.
Trailer Air Supply Valve
The yellow diamond-shaped knob (Fig. 2.12) oper- Air Suspension Dump Valve, Optional
ates the parking brake valve. Pull the knob out to
The air suspension dump valve allows the air in the
apply both the tractor and the trailer spring parking
vehicle air suspension to be quickly exhausted, low-
brakes. Push the knob in to release the tractor spring
ering the rear of the vehicle. This makes it easier to
parking brakes. Before the spring parking brakes can
connect to or disconnect from a trailer. A control
be released, the air pressure in either air brake sys-
valve switch (Fig. 2.14) exhausts and fills the air sus-
tem must be at least 65 psi (447 kPa).
pension. To exhaust air from the suspension, move
The red octagonal-shaped knob (Fig. 2.12) operates the switch to LOWER. A guard is positioned around
the trailer air supply valve. After the vehicle and its the switch to prevent it from being accidentally
air hoses are connected to a trailer, and the pressure activated.
in the air system is at least 65 psi (447 kPa), push
the trailer air supply valve knob in (it should stay in) CAUTION
to charge the trailer air supply system and release
the trailer spring parking brakes. Before disconnect- Never exhaust air from the suspension while
ing a trailer, or when operating a vehicle without a driving. If the air is exhausted, the suspension
trailer, pull the trailer air supply valve knob out. will not absorb road shocks and could be dam-
See Chapter 6, under the heading "Brake System," aged.
for instructions regarding use of the trailer air supply
valve and parking brake valve.
2.10
Instruments and Controls Identification
1 2
01/18/95 f600508a
01/18/95 f600545a
1. Automatic Engine Idler/Timer
Fig. 2.14, Air Suspension Dump Valve Switch, Optional 2. Kysor Digital Clock
Fig. 2.15, Engine Idler/Timer and Clock
AirLiner Plus Suspension, Optional
The AirLiner Plus suspension is used on vehicles Cigarette Lighter
with pusher or tag axles to improve traction perfor- Push the lighter in (Fig. 2.16) to heat the element.
mance. The system maintains an accurate leveling of The lighter will stay in and will automatically pop out
frame height whether the vehicle is in motion or when the element is hot.
parked. The Meritor WABCO® ECAS (Electronically
Controlled Air Suspension) system uses a height
sensor mounted between the frame and the drive
axle housing as well as other sensors to provide
frame height information to a control unit mounted 1 2
inside of the cab. The electronic control unit quickly
lowers or raises the frame height, as necessary. Al-
tering the height of the frame while the vehicle is 3 4
parked can be performed using a hand-held remote
control unit.
1. Cigarette Lighter
Stand away from the rear of the vehicle when 2. Air Window Control Valve Switch
raising or lowering the height of the frame. The 3. Antenna Connection
ECAS system operates quickly, and contact 4. CB Radio Connections
could result in personal injury. Fig. 2.16, Window Control Switch
For the optional automatic function to work, the ve-
hicle must be equipped with a rear axle air suspen- Air Window Control Valve Switch,
sion and ABS. Automatic Traction Control is recom- Optional Right-Hand Air Window
mended for optimal vehicle traction control.
2.11
Instruments and Controls Identification
A toggle switch (Fig. 2.16) controls the air window. Headlight Dimmer
Push the switch up to raise the window, or push it
down to lower the window. The headlight dimmer (Fig. 2.17) may be a push but-
ton at the end of the turn signal lever, or a lift-handle
CB Radio Connections type built into the turn signal lever.
An antenna connection and positive (+) and negative To operate the push button type dimmer, press the
(–) power connections are provided for a CB radio. button once to change from low beam to high beam
See Fig. 2.16. headlights; press it again to cancel the high beam
lights.
Turn Signal Lever To operate the lift-handle type dimmer, pull the turn
signal lever up to change from low beam to high
The turn signal lever (Fig. 2.17) is mounted on the beam headlights, or from high beam back to low
steering column. Pushing the lever counterclockwise beam.
turns on the left-turn signal lights; pushing it clock-
wise turns on the right-turn signal lights. When one When the headlights are on high beam, a green light
of the turn signal lights is on, a green indicator light on the indicator light panel comes on. For vehicles
flashes at the far left or far right of the warning and built to operate in the United States, switching from
indicator light panel. To cancel the signal, return the low beams to high beams will switch off the fog
lever to the neutral position, except when equipped lights.
with an optional self-canceling switch. NOTE: The ignition switch must be on for the
high beams to work.
2.12
Instruments and Controls Identification
responsibility of the driver to adjust the seat to lever in this position, move the steering wheel up-
prevent damage to the seat and the cab interior. ward or downward to the desired position. Release
the control lever to lock the steering wheel in place.
Dome Light Switches
For vehicles with a single dome light mounted on the
WARNING
roof inside of the cab, the light is operated by a Make sure that the control lever is in the locked
three-position switch mounted in the dome light. The (neutral) position before driving the vehicle.
switch provides both a low- and a high-intensity set- Never try to adjust the height of the steering
ting; in the middle position, the dome light is off. wheel or tilt the steering column while driving the
For vehicles with a single dome light and two reading vehicle. Doing so could cause loss of vehicle
lights mounted on the roof inside of the cab, each control, personal injury, and property damage.
light is operated by its own on/off switch, mounted in
the dome light. Warning and Indicator Lights
Tilt Steering Wheel All of the standard and optional warning and indicator
lights are housed in a lens and bezel assembly, lo-
The tilt steering wheel (Fig. 2.18) has a tilt range of cated above the speedometer and tachometer.
15 degrees, and a telescoping range of 2-5/8 inches
(67 mm). A control lever is located just below the turn For pre-EPA07 vehicles, up to six rectangular indica-
signal switch on the steering column. tor lights may be installed on the center dash panel
between the tachometer and speedometer. See
Fig. 2.19. The pre-EPA07 standard installation in-
cludes one parking brake indicator light and two an-
tilock braking system (ABS) lights, the tractor warn-
ing light and the wheel spin indicator light. One other
ABS light, the trailer warning light, is optional. The
other two lights represent a variety of optional func-
tions that may not be installed on all models.
For EPA07 vehicles, up to ten rectangular indicator
lights may be installed on the center dash panel be-
1 tween the tachometer and speedometer. See
Fig. 2.20. The EPA07 standard installation includes
three indicator lights for the after treatment device;
2
an engine malfunction indicator light (MIL), a diesel
particulte filter (DPF) regen light, and a high exhaust
system temperature (HEST) light. Details of the after-
treatment lights can be found in Chapter 7, under
the heading EPA07 Aftertreatment System (ATS).
03/09/94 f460309a The other standard lights are the parking brake indi-
1. Control Lever cator light, and two antilock braking system (ABS)
2. Tilt Wheel Assembly lights. The other lights are for optional functions that
may not be installed on all models.
Fig. 2.18, Tilt Steering Wheel
After adjusting the seat to the desired ride position, Parking Brake Indicator Light
unlock the steering column by pushing the control The red parking brake indicator light (Fig. 2.19)
lever and holding it all the way down. Tilt the steering comes on whenever the parking brakes are activated
column to the desired position, then release the con- and the ignition is on.
trol lever to lock the steering column in place.
Additional optional lights may be installed in the cen-
To adjust the height of the steering wheel, pull up- ter dash.
ward on the control lever. While holding the control
2.13
Instruments and Controls Identification
1 2 3 4 5 6 7 1 2 3 4 5 6 7
A B
8 9 8 9
A C
B D
C E
D F
G
10/26/98 f600769b 03/14/2007 f600769c
A. Parking Brake Indicator Light A. MIL Engine Warning Light
B. Tractor ABS Warning Light B. DPF Regen Warning Light
C. Wheel Spin Indicator Light C. Hi-Temperature Exhaust Warning Light
D. Trailer ABS Warning Light D. Parking Brake Indicator Light
1. Left-Turn Signal Light E. Tractor ABS Warning Light
2. Oil Pressure Warning Light F. Trailer ABS Warning Light
3. Low-Water Warning Light G. Air Suspension Warning Light
4. Water Temperature Warning Light 1. Left-Turn Signal Light
5. High-Beam Indicator Light 2. Oil Pressure Warning Light
6. Low Air Pressure Warning Light 3. Low-Water Warning Light
7. Right-Turn Signal Light 4. Water Temperature Warning Light
8. Tachometer 5. High-Beam Indicator Light
9. Speedometer 6. Low Air Pressure Warning Light
7. Right-Turn Signal Light
Fig. 2.19, Dash Assembly for VIGIL and Kysor Warning 8. Tachometer
Systems Pre-EPA07 9. Speedometer
Meritor WABCO® Antilock Braking Fig. 2.20, Dash Assembly for VIGIL and Kysor Warning
Systems EPA07
System (ABS)
ABS system. Once the vehicle moves faster than
The Meritor WABCO® Antilock Braking System (ABS)
about 4 mph (6 km/h), the TRLR ABS warning light
may have up to three of the following amber lights
goes out only if all of the trailer’s ABS components
(the first two are standard: a tractor warning light
are working. For more detailed information about
(TRAC ABS), a wheel spin indicator light (WHL
TRLR ABS light operation, see Chapter 6.
SPIN), and an optional trailer warning light (TRLR
ABS). Vehicles built before July, 1994, also have a IMPORTANT: If any of the ABS warning lights
DEEP SNOW/MUD indicator light. do not work as described above, or come on
With the tractor ABS system, the tractor warning light while driving, repair the ABS system immedi-
(TRAC ABS) comes on after the engine is started ately to ensure full antilock braking capability.
(Fig. 2.19). Once the vehicle moves faster than The wheel spin indicator light (WHL SPIN) comes on
about 4 mph (6 km/h), the warning light goes out flashing if one of the drive wheels spins during accel-
only if all of the tractor’s ABS components are work- eration (Fig. 2.19). The flashing light goes out when
ing. the wheel stops spinning. A label (Fig. 2.21) on the
With the tractor and trailer ABS system, the vehicle dash explains what actions should be taken when
also has a trailer warning light labelled TRLR ABS the WHL SPIN indicator light starts to flash.
(Fig. 2.19). If equipped with an electronic engine, an automatic
After the engine is started, the TRLR ABS light traction control (ATC) system may be installed. On
comes on if the trailer is equipped with a compatible
2.14
Instruments and Controls Identification
2.15
Instruments and Controls Identification
2.16
Instruments and Controls Identification
VIGIL II Warning System, Optional gine. It will run for about 30 seconds before
shutting down again.
The VIGIL II system is an electronically controlled
warning and engine shutdown system. It controls the Turn Signal Functions
turn signal functions and various optional functions. A
solid state lightbar (Fig. 2.22) in the instrument panel The system operates the turn signal relay and the in-
contains displays for the functions. dicators.
Other Functions
1 2 3 4 5 6 7 8
The system also controls several functions such as
the headlight high beam indicator, low air pressure
warning light, and control of indicators for six optional
10/26/98 f600630b features. The optional features can be any combina-
1. Left-Turn Signal Light tion of the following:
2. Oil Pressure Warning Light
3. Low-Water Warning Light • transmission temperature
4. Water Temperature Warning Light • axle temperature
5. Engine Shutdown Light
6. High-Beam Indicator Light • engine heater
7. Low Air Pressure Warning Light
8. Right-Turn Signal Light • alternator no charge
Fig. 2.22, VIGIL II and Kysor VIP Warning System, • fifth wheel lock
Optional • parking brake
Engine Functions • sand
2.17
Instruments and Controls Identification
VIGIL III Warning System, Optional • All shutdown features have an automatic over-
ride. If the vehicle needs to be moved to a safe
The VIGIL III system is an electronically controlled location after shutdown, just crank the engine.
warning system with maximum vehicle speed control, It will run for about 30 seconds before shutting
vehicle overspeed reporting, and optional engine down again.
shutdown. It controls the turn signal functions and
various optional functions. A solid-state lightbar Turn Signal Functions
(Fig. 2.23) in the instrument panel contains displays
for the functions. The system operates the turn signal relay and the
turn indicators (Fig. 2.23).
2.18
Instruments and Controls Identification
2.19
Instruments and Controls Identification
• fifth wheel lock radar beam’s field of view and provide a surface area
that can reflect back the radar beam.
• parking brake
The front-looking antenna assembly transmits radar
• sand
signals to, and receives them back from, vehicles
• antilock and objects ahead. This allows the determination of
the distance to, relative speed of, and angle to the
• mirror heater target of vehicles and objects ahead. The system
• utility lights uses this information to warn the driver of potentially
dangerous situations.
• axle lock
Optional side sensor(s) mounted on the side of the
• sludge ejector vehicle also transmit and receive radar signals for a
or any six that are specially ordered. distance of 2 to 10 feet (0.5 to 3 meters) alongside
your vehicle. The side sensor(s) provide a 15 degree
Three of the six optional indicators can trigger the vertical by 15 degree horizontal beam pattern. The
warning buzzer. The buzzer feature can be activated side sensor(s) can detect unseen vehicles and ob-
at the factory or in the field by setting DIP switches jects moving and stationary adjacent to your vehicle.
on the control module. The low air pressure buzzer is
an intermittent signal; all other warning buzzers give
a constant signal. When the air pressure is low, the
WARNING
buzzer will sound intermittently, regardless of what
The Eaton VORAD EVT–300 Collision Warning
optional features are selected, how the DIP switches
System (CWS) is intended solely as an aid for an
are set, or what other warnings might be on.
alert and conscientious professional driver. It is
Additional Features not intended to be used or relied on to operate a
vehicle. Use the system in conjunction with rear-
When the ignition switch is turned on and the starter view mirrors and other instrumentation to safely
is engaged, all of the LEDs in the lightbar will light up operate the vehicle. Operate this vehicle,
as a check that they are working. When the starter is equipped with the EVT–300 Collision Warning
released, those LEDs not in use will turn off. System, in the same safe manner as if the EVT–
300 Collision Warning System were not present.
If the ignition switch is turned on and the engine is
not cranked, there will be no warning buzzer for any The EVT–300 Collision Warning System is not a
of the warning features. The warning buzzer is trig- substitute for safe, normal driving procedures,
gered by the start circuit if the engine is cranked, re- nor will it compensate for any driver impairment,
leasing the start switch turns on the buzzer. After re- such as drugs, alcohol, or fatigue.
leasing the starter, the oil pressure buzzer sounds
The EVT–300 Collision Warning System may pro-
during the time engine oil pressure is rising.
vide little or no warning of hazards such as pe-
destrians, animals, oncoming vehicles, or cross
Collision Warning System traffic.
(CWS), Eaton VORAD EVT– Failure to drive safely and use the system prop-
300, Optional erly could result in personal injury and/or death
and severe property damage.
The Eaton VORAD EVT–300 is a computerized colli-
sion warning system (CWS) that uses front-mounted Driver Display Unit (DDU)
and side-mounted (optional) radar to continuously
monitor vehicles ahead of and alongside your ve- NOTE: All system controls are located on the
hicle. DDU. See Fig. 2.24. Indicators to inform the
driver about the system’s operation are located
The system warns of potentially dangerous situations on both the DDU and the optional side sensor
by means of visual and audible alerts. The system display.
performs in fog, rain, snow, dust, smoke, and dark-
ness. To be detected, objects must be within the
2.20
Instruments and Controls Identification
3 4 5
2 6
ON SC
FAIL
1 7
VOLUME ALERTS RANGE
EATON VORAD 11 10 9
TECHNOLOGIES
12
10/15/98 8 f610258
1. Red System Failure Indicator Light 7. Photo Light Sensor
2. Green Power ON/Driver’s Card Status Indicator Light 8. Driver’s Identification Card Slot
3. Volume Control and Power ON/OFF Knob 9. Red Alert Light
4. Speaker 10. Orange Alert Light
5. Range Knob 11. Yellow Alert Light
6. Green SC Indicator Light 12. Distance/Danger Alert Lights
Fig. 2.24, Driver Display Unit, EVT-300
The DDU controls system power, range for vehicle 2. Push in the volume control and power ON/OFF
warnings, speaker volume, and all other system func- knob to turn power on or off. Turn the knob left
tions. At the lower front edge of the DDU, a slot is or right to increase or decrease speaker volume.
provided to insert the optional driver’s identification Press and hold the knob for 5 seconds and then
card. Alert and indicator lights advise of multiple release it to activate the failure display mode.
warning levels, system power, system failure, and, if
so configured, failure of the driver to insert the identi- NOTE: The system may be configured to have
fication card. no on/off capability and the volume may be con-
figured to allow only some volume control.
A light sensor automatically adjusts alert and indica-
tor light brightness depending on cab lighting condi- 3. The speaker is located under the top cover of
tions. A small speaker provides audible alert tones to the DDU. It sounds audible tones to alert the
warn of closing on an object ahead and, when driver to potential hazards. Volume may be re-
equipped with an optional side sensor, of objects stricted to a range above a minimum level.
alongside when the turn signal is activated in prepa-
NOTE: This is a configurable electronic param-
ration for a lane change. Additional tones indicate
speaker volume, system failure, driver’s card status, eter.
and data extraction pass or fail. 4. Rotate the range knob (if enabled) to change the
1. The green power-on/driver’s card (optional) sta- first alert detection range from 3 to 2 seconds.
tus indicator light illuminates when the system is This will also change the second alert detection
activated and the power-on LED test is complete. range from 2 to 1.75 seconds. Push and hold the
If the system is configured to require that the knob for 5 seconds to activate the accident re-
driver’s card be read, and it is not, the ON light construction function and freeze the most recent
blinks continuously. data in half of the allocated memory.
2.21
Instruments and Controls Identification
NOTE: The system may be configured to pre- 9. The yellow alert light illuminates when an object
vent adjustment of the range levels. is detected within the system’s maximum range
of 350 feet (107 meters) on a straight road.
5. The red system failure indicator light illuminates Range is reduced in curves by the turn radius of
if a system problem is detected. Press and hold the curve. This light also illuminates when the
the volume control knob for 5 seconds to display proximity alarm threshold is crossed.
fault codes. The fault codes will be blinked out
as a pattern of flashes on this indicator light. See 10. The yellow and orange alert lights illuminate
Table 2.1 for fault codes. when your vehicle is within a 3-second following
interval behind another vehicle in the same lane.
Fault Codes (blink codes) If you are within a 2-second following interval,
Fault Code Suspect Failure and closing on the vehicle ahead, a warning tone
will also sound.
11 Central Processing Unit (CPU)
12 CyberCard 11. The yellow, orange, and red alert lights illuminate
13 Driver Display Unit (DDU) when you are 1 second (and less than 1 second)
14 Antenna Assembly behind a vehicle. If the vehicle ahead is opening
15 Right Side Sensor the interval, no tone will sound. If you are closing
16 Left Side Sensor the interval, double tones will sound. Within a
1/2-second or less following interval, opening or
21 Right-Turn Signal
closing, the tones will repeat twice per second.
22 Left-Turn Signal
23 Brake 12. If a stationary vehicle or object, or an object
24 Speed moving less than 3.4 mph (5.5 km/h) in the same
25 SmartCruise lane is detected within 220 feet (67 meters) and
31 J1587 within 3 seconds, all three alert lights will illumi-
nate and the double tones will sound. This warn-
32 J1939
ing overrides all others and is not affected by the
33 VBUS
range control knob setting.
34 DDU Communications
35 Antenna Assembly Communications IMPORTANT: The system is disabled in turns
41 No Fault or End of Fault Codes with a radius of less than 750 feet (230 meters)
and when the brakes are applied.
Table 2.1, Fault Codes or Blink Codes
13. If your vehicle is traveling less than 2 mph (3
6. The green SC indicator light will flash 8 times if km/h) and an object is detected less than 15 feet
the range knob is pressed to store accident re- (4.5 meters) in front of your vehicle, and the
construction information. It will also flash 8 times closing rate is more than 1/2 mph (1 km/h), the
after the system is activated, after the power-on yellow alert light will illuminate and a low-
LED test is finished, and if accident reconstruc- frequency double tone will sound. This is the
tion data was previously stored. proximity alert.
7. The photo light sensor senses lighting conditions NOTE: All warnings apply only to objects within
in the cab and automatically adjusts the intensity the maximum detection range and in your lane.
of the indicator and alert lights. Proximity alert tones and vehicle-closing 1/2-
8.
second and 2-second following interval tones
If the system’s configuration requires, insert the
driver’s identification card in the slot at the lower are configured items. All tones are disabled in
front edge of the DDU. A high-pitched tone will sharp turns or when the brakes are applied. If
sound when the driver’s identification card has the configuration permits, the 3-second and
been successfully read. One low tone will sound 2-second alert levels may be adjusted with the
if the driver’s card has been unsuccessfully read. range control knob. A single low-frequency tone
If so configured, a repeated low tone will sound if sounds when a system failure is detected. A
the system is on and the requested driver’s card
has not been inserted.
2.22
Instruments and Controls Identification
2.23
Instruments and Controls Identification
• The side sensor only detects objects within its days the frozen information will automatically
field of view, next to the tractor. A vehicle far- clear if the vehicle is driven.
ther back, behind the field of view, will not be
detected. Maintenance and Diagnostics
• The side sensor range is set to detect average 1. Keep the antenna assembly and side sensor(s)
sized vehicles, 2 to 10 feet (0.5 to 3 meters) free of a buildup of mud, dirt, ice, or other debris
away, in the adjacent lane. The side sensor that might reduce the system’s range.
provides a 15 degree vertical by 15 degree
horizontal beam pattern. 2. The system tests itself continuously and evalu-
ates the results every 15 seconds. If a problem
• The radar beam of the CWS will detect near is detected with the front radar system, the red
range cut-ins of approximately 30 feet (9 FAIL light on the DDU illuminates continuously as
meters) or less, depending on the angle of en- long as the failure is active. The corresponding
trance into the lane in front of your vehicle. fault code is stored in the CPU’s memory.
3. Both active and inactive fault codes can be indi-
WARNING cated by the DDU when the system is placed in
Heavy rain or water spray at the side sensor may failure display mode. Inactive faults are those
temporarily prevent the system from providing that have occurred and have cleared. Active
adequate warnings. faults are still present. Fault codes provide the
driver the ability to record the system faults dur-
Failure to drive safely and use the system prop- ing a trip and to notify his maintenance depart-
erly could result in personal injury and/or death ment or Eaton VORAD. See "Failure Display
and severe property damage. Mode/Fault Codes" below. In this mode, specific
fault codes are indicated by the pattern of blinks
NOTE: A continuous fixed object on the right of the driver display unit red FAIL light.
side of the vehicle such as a guard rail, wall,
tunnel, or bridge may cause the side sensor 4. Each fault code is a two-digit number, as shown
alert light to stay on. in Table 2.1. The red FAIL light blinks the same
number of times as the first digit, a pause of ap-
In Case of Accident proximately 3/4 of a second follows, then the
light blinks the same number of times as the sec-
The optional vehicle accident reconstruction capabil- ond digit.
ity provides two segments of system data, one of
5. Additional fault codes are blinked out at intervals
which can be stored in system memory. Push and
of approximately 3 seconds. After all of the fault
hold the DDU range knob for at least 5 seconds to
codes have been blinked out, a code 41 will be
store the first segment. Within 6 seconds, the green
blinked out.
SC indicator light will blink rapidly 8 times, confirming
that the data has been saved. If the range knob is
pushed again, a fail tone will sound. After the first Failure Display Mode/Fault Codes
segment is saved, the second segment runs continu- NOTE: If the vehicle does not have ON/OFF
ously, but only contains the last 10 minutes (approxi- control on the DDU, press and hold the volume
mately) of system data. The system will cease re-
knob after the ignition key is turned on and the
cording data 30 seconds after the vehicle comes to a
stop. 15-second self-test is complete.
1. Press and hold the DDU volume control and
NOTE: Once the first memory segment is fro-
power ON/OFF knob for at least 9 seconds. The
zen, the other can’t be frozen. Only by discon- system will turn off if you release the knob before
necting the main CPU connector can the sec- 9 seconds. After 9 seconds, the DDU FAIL light
ond memory segment be preserved. If you begins to blink out the fault codes. After a
desire immediate downloading and interpretation 3-second interval additional fault codes, if
of accident reconstruction data, you must return present, will be blinked out. A code 41 will be
the CPU to Eaton VORAD. However, after 30
2.24
Instruments and Controls Identification
Instruments
Tachometer
A tachometer (Fig. 2.19) indicates engine speed in
revolutions per minute (rpm), and serves as a guide
for shifting the transmission and keeping the engine
in the appropriate rpm range. For low idle and rated
01/18/95 f600510a
rpm, see the engine identification plate.
1. Water Temperature Gauge
An optional tachometer is equipped with an engine 2. Oil Pressure Gauge
hour meter to record continuous operating hours of 3. Pyrometer
the engine. In cases where actual mileage doesn’t
indicate overall usage, maintenance and lubrication Fig. 2.26, Water Temperature and Oil Pressure Gauges
intervals for the engine and engine-operated equip- and Pyrometer
ment can be determined by operating hours.
Maximum Water Temperature
Speedometer Engine Model °F (°C)
Caterpillar C-10, C-12 216 (102)
A speedometer (Fig. 2.19) registers speed in both Caterpillar C-15 225 (107)
miles per hour (mph) and kilometers per hour (km/h).
Cummins L10 212 (100)
Standard speedometer gauges are equipped with a
Cummins NTC 212 (100)
seven-digit odometer that records total distance trav-
eled. Cummins NTC-444 220 (104)
Cummins C Series 212 (100)
An optional speedometer is equipped with a seven- Detroit Diesel 210 (99)
digit odometer, and a four-digit odometer that records
trip distance. The trip odometer can be reset to zero Table 2.2, Maximum Water Temperature
by pressing a button near the lower edge of the
gauge face.
Engine Oil Pressure Gauge
Water Temperature Gauge The oil pressure gauge (Fig. 2.26) should read as
During normal engine operation, the water tempera- shown in Table 2.3.
ture gauge (Fig. 2.26) should read 175 to 195°F (79
to 91°C). If the temperature remains below 160°F Oil Pressure*
(71°C) or exceeds the maximum temperature shown Idle Speed: Rated Speed:
Engine Model
in Table 2.2, inspect the cooling system to determine psi (kPa) psi (kPa)
the cause. See the Heavy-Duty Trucks Service Caterpillar C-10, C-12 10 (69)
43 to 53 (296 to
Manual for troubleshooting and repair procedures. 365)
61 to 71 (420 to
Caterpillar C-15 23 (158) min.
490) min.
35 to 45 (241 to
Cummins L10 10 (69) min.
310)
2.25
Instruments and Controls Identification
1 2 3
CAUTION
A sudden decrease or absence of engine oil
pressure may indicate mechanical failure. Bring
the vehicle to a safe stop, and investigate the
cause to prevent further damage. Do not operate
the engine until the cause has been determined
and corrected. 4 5
Pyrometer, Optional
A pyrometer (Fig. 2.26) registers the exhaust tem-
perature near the turbocharger. Normal exhaust tem-
peratures are listed in Table 2.4.
01/18/95 f600511
Normal Exhaust Temperature
1. Application Air Pressure Gauge
Engine Model °F (°C) 2. Dual System Air Pressure Gauge
Caterpillar C-10, C-12 935 to 1290 (500 to 700) 3. Voltmeter
Caterpillar C-15 950 to 1050 (510 to 566) 4. Fuel Gauge
Cummins L10 800 to 1000 (430 to 540) 5. FloScan Fuel-Tach
Cummins NTC 750 to 950 (400 to 510) Fig. 2.27, Air Pressure, Fuel Gauges, and Voltmeter
Cummins C Series 1290 (700) max.
Detroit Diesel 700 to 950 (370 to 510) The voltmeter will normally show approximately 13.7
to 14.1 volts when the engine is running. The voltage
Table 2.4, Normal Exhaust Temperature of a fully charged battery is 12.7 to 12.8 volts when
the engine is stopped. A completely discharged bat-
Variations in engine load can cause exhaust tem- tery will produce only about 12.0 volts. The voltmeter
peratures to vary. If the pyrometer reading shows will indicate lower voltage as the vehicle is being
that exhaust temperature exceeds normal, throttle started or when electrical devices in the vehicle are
less fuel to the engine until the exhaust temperature being used.
is reduced. Shift to a lower gear if the engine is over-
loaded. If the voltmeter shows an undercharged or over-
charged condition for an extended period, have the
NOTE: A pyrometer is set to ambient tempera- charging system and batteries checked at a repair
ture. When the engine is cold, the pyrometer facility.
indicates the approximate outside temperature. On a vehicle equipped with a battery isolator system,
the voltmeter measures the average voltage of all of
2.26
Instruments and Controls Identification
the batteries when the engine is running. When the example, (h13, h27, h17). Each code blinks three
engine is stopped, the voltmeter shows only the gel times before showing the next code. After showing all
cell battery voltage and does not indicate the voltage of the codes, the display shows "- -" and then goes
of the engine-starting batteries. back to displaying MPG. If there are no fault codes in
the history file, the display blinks "- -" four times and
Fuel-Tach Gauge, Optional goes back to showing MPG. The history file may be
viewed at any time.
The FloScan Fuel-Tach (Fig. 2.27) is an electronic
monitoring system that records fuel consumption and If there are multiple active fault codes, they are sent
displays average miles per gallon. The Fuel-Tach sequentially by the engine databus. The sequence
provides you with immediate feedback showing a repeats as long as the faults are not corrected. Any
percentage difference between the current fuel con- code appears in the history file only once even
sumption rate and the total trip miles per gallon aver- though the sequence of codes is repeating. If you
age. view the history file several times in a short period of
time, the order of the codes may change depending
The "0" point on the gauge means that the current on which code of the repeating sequence was sent
fuel consumption rate is the same as the miles per most recently.
gallon average of the total trip distance traveled.
Clockwise movement (into the green zone) of the Engine Hour Meter, Optional
gauge needle shows the percentage improvement in
An engine hour meter records continuous operating
the current fuel consumption rate compared to the
hours of the engine and is mounted in the control
miles per gallon trip average.
panel. In cases where actual mileage does not indi-
Counterclockwise movement (into the red zone) of cate overall usage, maintenance and lubrication in-
the gauge needle shows that the current fuel con- tervals for the engine and engine-operated equip-
sumption rate is higher than miles per gallon trip av- ment can be determined by operating hours.
erage. Needle movement into the red zone means
that the driver should shift the transmission or Application Air Pressure Gauge,
change vehicle speed to increase fuel efficiency, as
driving conditions permit.
Optional
The Fuel-Tach system is operated by a toggle switch. An application air pressure gauge (Fig. 2.27) regis-
For switch operating instructions, see "Fuel-Tach ters the air pressure being used to apply the brakes
Switch" in this chapter. and should be used for reference only. The gauge
will not register air pressure until the foot brake pedal
The Fuel-Tach system installed in vehicles with elec- is depressed or the trailer hand brake is applied.
tronic engines also displays fault codes correspond-
ing to any engine problems that might occur. When Dual System Air Pressure Gauge
the engine databus sends a fault code, it interrupts
the LED miles per gallon display for 60 seconds. An A dual system air pressure gauge (Fig. 2.27) regis-
"F" appears in the display together with the fault ters the constant pressure in the primary and sec-
code, for example "F37." If the engine sends a single ondary air systems. Normal pressure, with the engine
fault code, the display blinks on and off for 60 sec- running, is 100 to 120 psi (689 to 827 kPa) in both
onds while displaying the code. It then goes back to systems. A low-air-pressure warning light and buzzer,
displaying the MPG. If the engine sends more than connected to both the primary and secondary sys-
one fault code, the display blinks each fault code on tems, activates when air pressure in either system
and off three times and keeps repeating them for 60 drops below a minimum pressure of 64 to 76 psi
seconds. It then goes back to reading MPG. To find (441 to 524 kPa). When the engine is started, the
out the engine problem, look up the displayed num- warning light and buzzer remain on until air pressure
ber in your engine fault code list. in both systems exceeds minimum pressure.
If you need to review the fault codes received, simply
press and release the "Reset" toggle switch to dis-
play the fault code history file. The display shows "h"
plus each fault code starting with the most recent, for
2.27
Instruments and Controls Identification
Fuel Gauge
The fuel gauge (Fig. 2.27) indicates the level of fuel
in the fuel tank(s). If equipped with a second (op-
tional) fuel gauge, each fuel tank level is indicated on
a separate gauge.
Intake-Air Restriction
1 2 3 Engine Type* Initial inH2O Service inH2O
Cummins 12 25
Detroit Diesel 12 20
Caterpillar 15 25
4 5 6 * Turbocharged engines must be checked at full load and governed en-
gine speed.
Table 2.5, Intake-Air Restriction
7 8 9
Fuel Pressure Gauge, Optional
A fuel pressure gauge (Fig. 2.28) registers output
pressure of the fuel pump. Whenever the engine is
01/18/95 f600512a operating, the fuel pressure reading should be con-
1. Transmission Oil Temperature Gauge stant. If the fuel pressure drops, investigate the
2. Forward Differential Oil Temperature Gauge cause and make the necessary repairs.
3. Rear Differential Oil Temperature Gauge
4. Engine Oil Temperature Gauge
5. Turbocharger Boost Pressure Gauge
Ammeter, Optional
6. Fuel Pressure Gauge An ammeter measures current flowing to and from
7. Automatic Engine Idler/Timer the battery. When the batteries are charging, the
8. Intake-Air Restriction Gauge
9. Pana-Pacific Digital Clock
meter needle moves to the plus side of the gauge;
when the batteries are being discharged, the needle
Fig. 2.28, Optional Gauges moves to the minus side.
2.28
Instruments and Controls Identification
• 200 to 230°F (93 to 110°C) for Detroit Diesel cate mechanical failure. Bring the vehicle to a
engines. safe stop, and investigate the cause to prevent
further damage. Do not operate the vehicle until
Under heavy loads, such as when climbing steep
the cause has been determined and corrected.
grades, temperatures which exceed the normal oil
temperature range for a short period are not unusual.
Turbocharger Boost Pressure Gauge,
CAUTION Optional
A turbocharger boost gauge (Fig. 2.28) measures the
A sudden increase in engine oil temperature that pressure in the intake manifold, in excess of atmos-
is not caused by a load increase may indicate pheric pressure, being created by the turbocharger.
mechanical failure. Bring the vehicle to a safe
stop, and investigate the cause to prevent further Pana-Pacific Digital Clock, Optional
damage. Do not operate the engine until the
cause has been determined and corrected. A Pana-Pacific clock (Fig. 2.28) has black characters
on a constantly backlighted green display, with a
Transmission Oil Temperature Gauge, brightness that automatically adjusts for day or night.
Optional The clock has a 24-hour alarm, with a 3-minute
snooze feature.
During normal operation, the transmission oil tem-
1. To set the time of day:
perature gauge (Fig. 2.28) reading should not ex-
ceed 250°F (121°C) for Eaton-Fuller transmissions. 1.1 Push the Run/Set (lower) switch to the
right (TIME-SET position).
CAUTION NOTE: When the hour setting is for a time
between noon and midnight, the small letters
A sudden increase in transmission oil tempera-
ture that is not caused by a load increase may
"PM" will appear in the lower left corner of
indicate mechanical failure. Bring the vehicle to a the display; no "PM" indicates an A.M. set-
safe stop, and investigate the cause to prevent ting.
further damage. Do not operate the vehicle until 1.2 Advance the hour setting to the correct
the cause has been determined and corrected. number by pushing and releasing the hour
button as many times as needed. Or, if
Forward and Rear Differential Oil the button is pressed and held in for
Temperature Gauges, Optional longer than two seconds, the numbers will
continue to advance until the button is re-
During normal operation, forward and rear differential leased.
oil temperature gauges (Fig. 2.28) should read be-
tween: 1.3 Advance the minute setting by repeatedly
pushing, or pushing and holding the
• 160 to 220°F (71 to 104°C) for Meritor drive minute button, as needed.
axles;
1.4 Push the Run/Set switch to the middle
• 180 to 200°F (82 to 93°C) for Eaton drive (RUN) position.
axles.
2. To set the alarm time:
Under heavy loads, such as when climbing steep
grades, temperatures up to a maximum of 250°F 2.1 Push the Run/Set switch to the left
(121°C) are not unusual. (ALARM-SET position).
2.2 Set the alarm time by using the same pro-
CAUTION cedure that you used to set the time of
day. Remember to set the hour for A.M.
A sudden increase in differential oil temperature (no letters in the corner of the display), or
that is not caused by a load increase may indi- P.M., as desired.
2.29
Instruments and Controls Identification
2.3 Return the Run/Set switch to the middle 2.1 Depress the alarm "Set" push button. Ob-
(RUN) position. The readout will return to serve that a red lamp above the word
the time-of-day setting. "Alarm" illuminates.
3. To operate the alarm: 2.2 Set the alarm time by using the same pro-
cedure that you used to set the time of
3.1 With the alarm time set, push the alarm day. Remember to select either A.M. (no
(upper) switch to the left. An alarm "wave" red dot) or P.M. (red dot illuminates) when
symbol and the letters "AL" will appear in setting the alarm time.
the upper left corner of the display when
the alarm is on. 2.3 After the desired alarm time appears, de-
press the alarm "Set" push button again.
3.2 When the displayed time of day coincides
The readout will return to the time of day,
with the alarm time, the alarm will sound.
and the red lamp will go out.
If the "snooz" button is not pushed or the
alarm switch is not moved, the alarm will 2.4 To set the alarm, depress the alarm "On"
automatically stop sounding after 1 push button. Observe that a red dot on
minute, and will not sound again for 24 the right side of the time-of-day readout is
hours. illuminated. The alarm is now set, and
when the displayed time of day coincides
3.3 If desired, press the "snooz" button while
with the alarm time, the alarm will sound.
the alarm is sounding, to shut the alarm
off for 3 minutes. The alarm symbol will 2.5 To cancel or shut off the alarm, depress
flash in the display when the button is the alarm "On" push button again. The red
pushed, and will continue to flash until the dot on the face of the clock will go out.
alarm switch is moved or the alarm has
sounded for 1 minute. The snooze proce- Tachograph, Optional
dure can be done as many times as de-
sired. A Sangamo tachograph (Fig. 2.30) indicates and
records vehicle speed, time, and distance traveled. It
3.4 Move the alarm switch to the right when also records the length of time the engine is oper-
you wish to shut off or cancel the alarm; ated when the vehicle is stationary. A warning light
the alarm symbol will disappear. comes on whenever a preestablished speed limit is
exceeded.
Kysor Digital Clock, Optional
A Kysor digital clock (Fig. 2.14) has a constant red
display, which automatically adjusts the brightness
for day or night. The clock features a 24-hour alarm.
1. To set the time of day:
1.1 Depress both of the time "Set" push but-
tons, labelled "Fast" and "Slow"; 12:00
A.M. will appear as the readout.
NOTE: A small illuminated red dot in the
upper left side of the clock (above "PM") in-
dicates P.M. No dot indicates A.M.
1.2 Advance to the correct time by pushing 01/18/95 f600151a
either the "Fast" or "Slow" push button.
Fig. 2.30, Tachograph, Optional
2. To set the alarm:
2.30
Instruments and Controls Identification
Exterior Switches
Battery Disconnect Switch, Optional
The switch is used whenever service operations re-
quire that the batteries be disconnected. It is also
used whenever the vehicle is placed out of service
for extended periods, to prevent battery discharge.
See Fig. 2.31.
IMPORTANT: The battery disconnect switch
does not completely isolate the batteries from
the electrical system. For service operations that
require that the batteries be disconnected, al-
ways shut down the engine and remove the
negative battery cables.
01/18/95 f600150a
2.31
3
Vehicle Access
Ignition and Lock Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
Cab Door Locks and Handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
Grab Handles and Access Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
Door Windows and Vent Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
Cab Door and Sleeper Compartment Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Glove Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Circuit Breaker/Relay Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Cab-to-Sleeper Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Upper Bunk Access, 70-Inch Raised Roof SleeperCab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
Sleeper Compartment Exit Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Baggage Compartment Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Back-of-Cab Grab Handles, Steps, and Deck Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Battery Box Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6
Hood Tilting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6
Windshield Washer Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7
Vehicle Access
2
10/26/98 f720004b
1
1. Lock Button 5. Release Lever
2. Integral Grab Bar 6. Door Handle
3. Window Release 7. Crank Handle
Lever Button 8. Cab Door Vent
4. Slide Channel
01/18/95 f720055a
Fig. 3.2, Door Interior
1. Lockset 1. Paddle Handle
Fig. 3.1, Exterior Door Handle Grab Handles and Access
To unlock the passenger’s door from outside the cab,
Steps
insert the key in the lockset and turn it one-quarter
turn counterclockwise. Turn the key to the original WARNING
position to remove it.
Wet or dirty shoe soles greatly increase the
NOTE: The cab door locks can be operated chance of slipping or falling. If your soles are wet
when the doors are open. or dirty, be especially careful when climbing
To lock a door from outside the cab, insert the key in onto, or leaving, the back-of-cab area.
the lockset and turn it opposite the unlocking direc- Always maintain three-point contact with the
tion, then close the door if it is open. Or, push down back-of-cab access supports while entering and
the inside lock button (Fig. 3.2), then close the door. exiting the back-of-cab area. Three-point contact
To lock either door from inside the cab, push down means both feet and one hand, or both hands
the lock button (Fig. 3.2), then close the door if it is and one foot, on the grab handles, steps, and
open. Pull the integral grab bar (Fig. 3.2) when clos- deck plates. Other areas are not meant to sup-
ing the door. port back-of-cab access, and grabbing or step-
ping in the wrong place could lead to a fall, and
To open the door from the inside, pull the door personal injury.
handle toward you. See Fig. 3.2. This will unlatch the
door whether or not it is locked. To unlock the door
without unlatching it, pull the lock button up.
3.1
Vehicle Access
Be careful not to get hands or feet tangled in Exiting the Driver’s Side (See Fig. 3.3)
hoses or other back-of-cab equipment. Careless-
ness could cause a person to trip and fall, with Exit the cab from the driver’s side as follows:
possible injury.
IMPORTANT: Do not attempt to exit the cab
Entering the Driver’s Side (See Fig. 3.3) while carrying any items in your hands.
1. Grasp the steering wheel with your left hand, and
stand on the threshold facing into the cab.
2. Place your left foot on the top step, then grasp
the grab handle with your right hand.
3. Move your right foot to the bottom step.
1
4. Step to the ground with your left foot.
01/18/95 f600066a
1. Steering Wheel 3. Top Step
2. Grab Handle 4. Bottom Step
Fig. 3.3, Driver’s Side Steps and Grab Handle
When entering the cab from the driver’s side, use the
grab handle and access steps as follows:
01/18/95 f720005a
1. Open the driver’s door, and place anything that
you are carrying in the cab. Fig. 3.4, Grab Handle
3.2
Vehicle Access
01/18/95 f600152a
Cab-to-Sleeper Access
WARNING
Place rigid or heavy objects in storage areas on
the floor or under the bunk. Sudden stops or
swerves could cause personal injury if items fall
from overhead storage shelves.
To open the sleeper access on vehicles with vinyl
01/18/95 f720059a sleeper curtains, unzip the sleeper curtains. If de-
1. Sleeper Compartment Vent sired, unsnap the curtains all the way around the
2. Handle-Access Cutout sides and top, and remove the curtains.
Fig. 3.5, Sleeper Compartment Exit Door
3.3
Vehicle Access
01/04/96 f540041a 1
1 9
2 10 2
3 11
4 12
5
6 13
7 14
3
04/18/95 f600917
3.4
Vehicle Access
3. Swing your right hip over the bunk and use the
grab handles and your left foot to push yourself
backwards onto the bunk.
To open the door from the inside, push down on the 1. Sleeper Compartment Exit Door Lockset
lever handle at the bottom of the handle-access cut- 2. Baggage Compartment Door Lockset
out. See Fig. 3.5. To open the door from the outside, 3. Baggage Compartment Door Handle
insert the ignition key in the lockset (Fig. 3.10) and Fig. 3.10, Sleeper Compartment Exit and Baggage
turn it one-quarter turn clockwise. Turn the key to the Compartment Doors
original position to remove it. To close and lock the
door, push it closed until it latches. Back-of-Cab Grab Handles,
Baggage Compartment Doors Steps, and Deck Plate
To open the baggage compartment door on the pas- When trailer air and electrical connections cannot be
coupled from the ground, Federal Motor Carrier
senger’s side, insert the ignition key in the lockset,
and turn it one-quarter turn clockwise. See Fig. 3.10. Safety Regulations require commercial carriers to
provide back-of-cab access. For this reason a grab
Hold the key in this position while pulling outward on
the baggage compartment door handle. Turn the key handle is mounted either on the exhaust shield, the
cab, or the sleeper box. See Fig. 3.11. Steps are
to the original position to remove it. To close and lock
the door, push it closed until it latches. mounted on the fuel tank, battery box, or frame, de-
pending on the available space. When an optional
Use the same procedure to open the baggage com- deck plate is included, it is mounted across the top of
partment door on the driver’s side, but turn the key the frame rails.
counterclockwise.
When climbing onto the frame rails or deck plate,
If the key is difficult to turn, push inward on the door use the grab handle and steps.
handle while turning the key.
3.5
Vehicle Access
Hood Tilting
The hood can be tilted to a full-open position. A grab
handle at the front of the hood provides a hand-hold
for hood tilting. See Fig. 3.13. Tilt-assist springs
(FLD 120 Conventionals) or a torsion bar (FLD 112
Conventionals), help you to tilt the hood open, and to
return it to the operating position. Stop cables (FLD
120 Conventionals), or hood straps (FLD 112 Con-
ventionals), prevent the hood from overtravel. In the
1
operating position, the hood is secured to the lower
cab side panels by a hold-down latch on each side of
the hood.
2
3
01/18/95 f600486a
1. Grab Handle 3. Step
2. Deck Plate
Fig. 3.11, Back-of-Cab Access
CAUTION
Do not let the hood free-fall to the full-open posi-
tion. To do so could cause damage to the hood
or hood straps.
3. Using the bumper step and grab handle, slowly
01/18/95 f540036a tilt the hood until the stop cables or straps sup-
port it.
Fig. 3.12, Battery Box Cover
3.6
Vehicle Access
01/15/97 f820192
1. Washer Reservoir
2. Baggage Compartment Door
3.7
4
Heater and Air Conditioner
HVAC General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Defogging and Defrosting Using Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
Heating, Sleeper Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
Air Conditioning, Sleeper Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
Heater and Air Conditioner
OFF
1 MAX A/C A/C VENT HEAT/DEF DEF
Defogging and Defrosting
2
3
Using Fresh Air
4
1. Set the mode control (upper lever) to HEAT, the
fan switch to OFF and, if so equipped, the bunk
02/03/95 f830069a fan switch to OFF before starting the engine.
See Fig. 4.6.
Fig. 4.1, Climate Control Panel
2. Remove any ice or snow from the outside of the
An auxiliary heater and air conditioner unit is stan- windshield, door windows, and fresh air inlet
dard when there is a sleeper compartment. The unit grille.
is installed in the sleeper baggage compartment and
3. With the engine at operating temperature, slide
uses the cab’s refrigerant system for air conditioner
operation. The unit is equipped with a separate the temperature control (lower lever) to WARM.
evaporator coil, expansion valve, and fan. It is also 4. Move the mode control to DEF. In this position
equipped with its own heater core and water valve, the system is engaged to dehumidify the air be-
independent of the cab heater. On vehicles with a fore heating it, unless the temperature at the
60-inch sleeper the auxiliary unit’s climate control evaporator coil is less than 32°F (0°C). Warm,
panel (Fig. 4.3 or Fig. 4.4) is located in the shelf dry air is directed to the windshield.
area; with a 40-inch sleeper it is mounted on the left
front wall. On vehicles with a 48-inch or 70-inch IMPORTANT: If equipped with a FRESH/
SleeperCab, the control panel is mounted on the left RECIRC push button, the system draws in fresh
rear wall or the rear overhead storage compartment. air when the mode control (upper lever) is at
HEAT/DEF or DEF, regardless of the FRESH/
NOTE: Shutting off the heater supply gate valve RECIRC push button setting.
(if equipped) on the engine limits the ability to
control air conditioning temperature in the cab NOTE: At DEF, airflow is directed to the wind-
and in the sleeper. With the valve shut off, warm shield outlets and the extreme left and right
coolant is no longer available from the engine, dash-face outlets. To defrost the driver’s door
and the outlet air temperature controls can’t be window, turn the extreme left dash-face outlet to
used to change air temperature. direct airflow to the upper left. In all positions of
the mode control, airflow is directed to the pas-
senger’s door window.
4.1
Heater and Air Conditioner
2
1
2 3
9
4
6
7
8 7
02/09/95 f830350b
1. Dash Face Outlet (driver’s door window defrost outlet) 6. Blower Motor
2. Windshield Defrost Outlet 7. Floor Outlet
3. Fresh Air Inlet 8. Recirculated Air Inlet
4. Passenger’s Door Window Defrost Outlet 9. Dash Face Outlet
5. Dash Face Outlet
Fig. 4.3, Control Panel for a Manual Temperature Fig. 4.4, Control Panel for Automatic Temperature
Control Cable System Control System
4.2
Heater and Air Conditioner
4
than 20 minutes.
A
C Air Conditioning
02/06/95 f830071a
A. Fan Switch at Position 4
IMPORTANT: Operate the air conditioner at
B. Mode Control at DEF least five minutes each month, even during cool
C. Temperature Control at WARM weather. This helps prevent drying and cracking
of tubing seals, reducing refrigerant leaks in the
Fig. 4.6, Settings for Defog/Defrost
system. Operate the air conditioner only after
the engine compartment is warm, and the inte-
B rior of the cab is 70°F (21°C) or higher. During
OFF
1 MAX A/C A/C VENT HEAT/DEF DEF
cold weather, the heater can be operated at the
2 same time, to prevent discomfort.
3
4
1. If the cab is hot inside, temporarily open the win-
dows to let the hot air out.
A
C
02/06/95 f830074a
2. Set the mode control to VENT and turn the fan
switch off before starting the engine.
A. Fan Switch at Position 4 (or lower as desired)
B. Mode Control at HEAT 3. Start the engine.
C. Temperature Control at WARM
4. Move the mode control to A/C. See Fig. 4.8.
Fig. 4.7, Settings for Maximum Heat With the control at A/C, fresh air is drawn into
the cab. With the control at MAX A/C, the air in-
positions of the mode control, airflow is directed side the cab is recirculated.
to the passenger’s door window.
IMPORTANT: If the outside air is dusty or
NOTE: In mild weather the fan switch can be smoky, set the mode control at MAX A/C and
kept off, since forward motion of the vehicle will keep the windows and vent closed, to prevent
provide airflow through the heater. drawing in dust or smoke. On vehicles with the
4. If the vehicle has a sleeper with a rear climate FRESH/RECIRC push button, recirculated air
control panel, set the controls as desired. For can be selected either with the push button in or
instructions, refer to "Heating, Auxiliary Heater by setting the mode control to MAX A/C.
and Air Conditioner." 5. Move the temperature control to COOL. In this
5. When a comfortable temperature has been position, no heat is given off by the heater.
reached, adjust the fan switch setting and tem- 6. Turn the fan switch to the highest speed, 4.
4.3
Heater and Air Conditioner
3
B
OFF
4 1 MAX A/C A/C HEAT HEAT/DEF DEF
2
A
3
C
02/06/95 f830185a 4
4.4
Heater and Air Conditioner
1 2
01/18/95 f600516a 01/18/95 f600517a
1. Fan Control Knob 1. Temperature Rheostat
2. Fan Control Knob
Fig. 4.10, Control Panel for Manual Temperature
Control System Fig. 4.11, Control Panel for Automatic Temperature
Control System
1.3 Whenever heat is not desired, push the
temperature control cable all the way in, Air Conditioning, Sleeper
and turn off the fan.
2. If equipped with either the Red Dot constant tem-
Heater and Air Conditioner
perature control (CTC™) system, or the Behr au- 1. If equipped with the manual temperature control,
tomatic temperature control system (Fig. 4.11), do the following:
do the following:
1.1 Turn on the cab air conditioner. For in-
2.1 With the engine at operating temperature, structions, refer to "Air Conditioning."
turn the rotary knob on the temperature
1.2 Make sure that the temperature control
rheostat all the way clockwise to HEAT.
cable (attached to the outlet duct at the
Turn the fan control knob to position 3.
foot of the bunk) is pushed in all the way.
2.2 When the sleeper compartment heats to Turn the fan control knob to position 3.
the desired temperature, turn the rotary
1.3 When the sleeper compartment cools to
knob on the temperature rheostat counter-
clockwise to adjust outlet air temperature. the desired temperature, turn the fan con-
Then, turn the fan control knob to adjust trol knob to adjust the air flow level. If
the air flow level. needed, pull the temperature control cable
out to adjust outlet air temperature. Use
The system will automatically maintain the the temperature control cable and the fan
selected outlet air temperature. control knob as needed to help maintain
2.3 Whenever heat is not desired, turn the the desired temperature.
rotary knob on the temperature rheostat 1.4 Whenever air conditioning is not desired,
counterclockwise (as needed) and turn off pull the temperature control cable out (as
the fan. needed) and turn off the fan.
NOTE: Whenever the refrigerant compressor
is operating, the fan will always run at a very
4.5
Heater and Air Conditioner
4.6
5
Seats and Seat Belts
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Seat Belts and Tether Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8
Sleeper Compartment Bunk Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.11
Bunk Mattress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.12
Seats and Seat Belts
1
3 4
2
6 7
5
02/02/2001 f910169a
1. Back Cushion Tilt 5. Bottom Cushion Angle (fore and aft bottom cushion
2. Lumbar Support height)
3. Isolator Feature 6. Fore and Aft Seat Adjustment (seat track adjustment)
4. Height Adjustment 7. Seat Tilt
5.1
Seats and Seat Belts
6. Fore and Aft Seat or Seat Track Adjustment: The Height and Weight Adjustment
entire seat moves forward or backward when this
adjustment is made. There are 4 inches (102 mm) of ride zone motion
plus 2 inches (51 mm) of height adjustment. Pull the
7. Weight Adjustment: On those seats with weight lever up to raise the seat, and push the lever down
adjustment, the feature is fully automatic. By sit- to lower it. The seat should be no less than 2 inches
ting on the seat, a leveling valve places you in (51 mm) from either the top or bottom position.
the center of the ride zone. Additional adjust-
ments are possible by using the height adjust- Seat Tilt
ment feature.
Pull the lever up, and the back and bottom cushions
Bostrom Seat, Air–715 Series (Fig. 5.2) may be moved forward or backward by shifting your
weight.
Back Cushion Tilt
By lifting the lever up, the back cushion angle posi-
Bostrom Air–915 Seat (Fig. 5.3)
tion may be moved either forward or backward. Re- Lumbar Support Adjustment
lease the lever to lock the back cushion in place.
Move the lever forward to increase lumbar support.
Move the lever rearward to decrease lumbar support.
1
4
1
2 3
5
2
01/18/95 f910033a
1. Seat Tilt Lever
2. Isolator Lockout Lever
3. Height and Weight Adjustment Lever
4. Back Cushion Tilt Lever
5. Lumbar Support Lever 04/16/96
4 3 f910146
Fig. 5.2, Bostrom Air-715E High Back Seat 1. Lumbar Support Adjustment Lever
2. Back Cushion Tilt Lever
Lumbar Support 3. Height Adjustment Knob
4. Fore and Aft Seat Adjustment and Isolator Lever
Move the lever forward or backward for more or less 5. Seat Cushion Adjustment Lever
lower back support; there are three positions to
choose from. Fig. 5.3, Bostrom Air-915 Seat
5.2
Seats and Seat Belts
Height Adjustment
Push the knob in to inflate the suspension and raise
the seat height. Pull the knob out to deflate the sus-
pension and lower the seat. 7
Isolator 2
Isolation is provided when the lever in the center po- 2 3
3 4
sition. Move the lever to the right to lock out isola- 4
6
tion.
5
11/06/98 f910148a
Seat Cushion Adjustment 1. Back Cushion Tilt Lever
Move the lever downward to decrease or upward to 2. Lumbar Support Control Switch
increase seat cushion tilt. There are five adjustment 3. Damper Adjustment Knob
4. Height Adjustment Switch
positions available.
5. Bottom Cushion Tilt Adjustment Knob
6. Fore and Aft Seat Adjustment and Isolator Knob
Bostrom Talladega 900 Seat (Fig. 5.4) 7. Lumbar Support Knob
NOTE: Two different sets of controls are used Fig. 5.4, Bostrom Talladega 900 Seat
on Bostrom Talladega seats. On some models,
the height adjustment, lumbar support and Fore and Aft Seat Adjustment
damper adjustment are controlled by switches
Hold the lever to the left and slide the seat forward
mounted to the bottom cushion. On other or backward to the desired position.
models, these controls are mounted to the seat
frame. Bottom Cushion Tilt Adjustment
Back Cushion Tilt Rotate the knob to increase or decrease bottom
cushion tilt.
To tilt the back cushion, lean forward slightly to re-
move pressure from the cushion and hold the lever Lumbar Support
rearward. Lean backward slowly to the desired posi-
tion and release the lever to lock the cushion in To increase lumbar support on LSO models, press
place. the plus sign on the control switch. To decrease lum-
bar support on LSO models, press the minus sign on
Height Adjustment the control switch. To increase lumbar support on
non-LSO models, rotate the knob forward. To de-
To raise the seat, push the top portion of the switch. crease lumbar support on non-LSO models, rotate
To lower the seat, push the lower portion of the the knob rearward.
switch.
Damper Adjustment
Isolator
Rotate the knob or push the switch to adjust the
To engage the isolator, put the lever in the center damper.
position. Lock out the isolator by moving the lever to
the right.
5.3
Seats and Seat Belts
1 3
5
4
2 1
02/09/95 f910039a
5.4
Seats and Seat Belts
02/09/95 f910002a
Height Adjustment
1
Push the air button to raise the seat; pull the air but- 5 2
ton to lower the seat. See Fig. 5.6 or Fig. 5.8.
4
3
02/09/95 f910071a
Isolator Lockout
05/30/2006 f910037 Called a Chugger-Snubber™, the isolator is locked
out by moving the handle down.
Fig. 5.8, Air Button
5.5
Seats and Seat Belts
Back-of-Cushion Height
To adjust the height at the back of the cushion, rotate
the lever to the desired setting.
Isolator
Also called a Chugger-Snubber™, the isolator is
locked out by moving the handle down.
7
6 1 Dura-Form Seats (Fig. 5.11)
NOTE: Some vehicles may be equipped with
5 the Freightliner Power 6000 or nonpower 5000
seat available from Dura-Form. These seats
offer air lumbar, infinite recline, a map pocket, a
2
4 3 rear storage pocket, and a pen/glasses pocket.
The Power 6000 seat offers 6-way power
adjustment.
11/02/95 f910128
5.6
Seats and Seat Belts
1
5
2
8
1 7 3
4 2 4
3
5
6
02/09/95 f910003a
5.7
Seats and Seat Belts
Armrest Angle Adjustment (Optional) America LLC urges that the driver and all passen-
gers, regardless of age or physical condition, use
Rotate the 9/16-inch bolt head on the back of each seat belts when riding in the vehicle.
armrest clockwise to raise the armrest and counter-
clockwise to lower the armrest. Seat belt assemblies in the vehicle meet Federal
Motor Vehicle Safety Standard 209, "Type 1," and
Swivel Seat (Fig. 5.13) "Type 2" requirements. They are recommended for
all persons weighing over 50 pounds (23 kg).
A swivel seat option is available for the passenger’s A child restraint system should also be provided for
seat only. A lever on the side of the seat base re- each child weighing 50 pounds (23 kg) or less. It
leases the swivel mechanism, allowing the seat to should meet the requirements of Federal Motor Ve-
rotate on the base. hicle Safety Standard 213, "Child Restraint Systems."
When providing such a restraint system, carefully
read and follow all instructions pertaining to installa-
tion and usage for the child. Make certain the child
remains in the restraint system at all times when the
vehicle is in motion.
In addition to seat belt assemblies, tether belts are
installed on suspension-type seats. Tether belts help
secure the seat to the floor and are intended to re-
strain the seat and seat belt in case of an accident or
sudden stop.
IMPORTANT: Seat belts have a finite life which
may be much shorter than the life of the vehicle.
Regular inspections and replacement as needed
are the only assurance of adequate seat belt
1
security over the life of the vehicle. See Chap-
ter 11 for the inspection procedure.
5.8
Seats and Seat Belts
01/18/95 f910072a
05/30/2006 f910074
Fig. 5.14, Tether Belt Routing
Fig. 5.16, Shortening the Tether Belt
05/30/2006
WARNING
Wear three-point seat belts only as described
Fig. 5.15, Lengthening the Tether Belt
below. In case of an accident or sudden stop, in-
juries could result from misuse. Three-point seat
Seat Belt Operation belts are designed to be worn by one person at a
Lap Belt time.
1. Before driving the vehicle, slowly pull the link end
WARNING of the three-point seat belt out of the retractor
and pull it across your lap (from outboard to in-
Wear lap belts only as described below. In case board) far enough to engage the buckle. If the
of an accident or sudden stop, injuries could re- retractor locks too soon, allow the belt to retract
sult from misuse. Lap belts are designed to be slightly, then slowly pull it out again.
worn by one person at a time.
2. Fasten the three-point seat belt by pushing the
1. Before driving the vehicle, slowly pull the link end link into the buckle until it latches. See Fig. 5.17.
of the lap belt out of the retractor and pull it Give the belt a tug at the buckle. If the buckle
across your lap far enough to engage the buckle. unlatches, repeat this step. If the problem contin-
If the retractor locks too soon, allow the belt to ues, replace the three-point seat belt.
retract slightly, then slowly pull it out again.
5.9
Seats and Seat Belts
01/06/95 f910006a
01/18/95 f910049a
5.10
Seats and Seat Belts
WARNING 1
01/18/95 f910069a
Do not use the sleeper compartment while the 1. Mattress 4. Link
vehicle is in motion unless a bunk restraint is 2. Sleeper Wall 5. Belt Anchor
installed and used. Not using the bunk restraint 3. Buckle
increases the chance of injury, or the degree of
injury, from accidents or sudden stops to all oc- Fig. 5.22, Bunk Restraint in 40-Inch Sleeper Shown
cupants of the vehicle.
1. Starting at the foot of the bunk, pull up the link
Belt Adjustment (See Fig. 5.21) end of the belt far enough to engage the buckle.
2. Fasten the belt by pushing the link end into the
buckle until they latch. Make sure that the belt is
2 not twisted. Check the engagement by trying to
pull the link out of the buckle. If they come apart,
repeat this step. If the problem continues, re-
A place the belt. Repeat steps 1 and 2 for the
1 other two belts located in the middle and upper
portion of the bunk to lock the restraint in place.
3
NOTE: On 60-inch raised roof cabs, the upper
bunk restraint, if present, pulls up in front of the
01/06/95 f910068a bunk and fastens at the ceiling.
A. Pull on the loose end to shorten the belt.
3. To release the bunk restraint, push the release
1. Buckle 3. Link
2. Belt Release Button button on the buckle at the head of the bunk and
pull the link from the buckle.
Fig. 5.21, Belt Adjustment
Repeat this step for the other two buckles to
1. Make sure the belt is attached to the bunk sup- completely release the bunk restraint.
port and sleeper wall. NOTE: When the sleeper compartment is not
2. To lengthen the belt, tip the link end downward occupied, the bunk restraint can be stored
and pull the link until it connects with the buckle. under the mattress.
3. After the belt is connected, shorten it by pulling
on the loose end until the belt is snug, but com-
fortable. Be sure the belts are not twisted.
5.11
Seats and Seat Belts
Bunk Mattress
To prevent damage to the bunk mattress and to en-
sure even wear, it is recommended that the mattress
be turned over on a monthly basis.
5.12
6
Steering and Brake Systems
Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1
Steering and Brake Systems
1 2
WARNING
10° 10° Driving the vehicle without the power-assist fea-
ture of the steering system requires much greater
05/24/94 f460307a effort, especially in sharp turns or at low speeds,
1. 8 o’Clock 2. 4 o’Clock which could result in an accident and possible
injury.
Fig. 6.1, Power Steering Wheel Position (with tires
pointed straight ahead) Drivers should carefully use the power available with
a power steering system. If the front tires become
lodged in a deep chuckhole or rut, drive the vehicle
CAUTION out instead of using the steering system to lift the
tires from the hole. Also, avoid turning the tires when
Never steam clean or high-pressure wash the they are against a curb, as this places a heavy load
steering gear. Internal damage to gear seals, and on steering components and could damage them.
ultimately the steering gear, can result.
6.1
Steering and Brake Systems
6.2
Steering and Brake Systems
bring the vehicle to a complete stop in the saf- be pulled out when operating a vehicle without a
est location possible. trailer. If pressure in both air systems drops to 35 to
45 psi (242 to 310 kPa), the red knob automatically
NOTE: If equipped with main and auxiliary pops out, exhausting the trailer air supply, and apply-
transmissions, do not shift both transmissions ing the trailer service or spring parking brakes.
into Neutral while the vehicle is rolling. Shifting
both transmissions back into gear would be diffi-
1 2
cult while the vehicle is rolling.
The trailer brake hand control valve (Fig. 6.2) actu-
ates the trailer service brakes independently from the
vehicle chassis service brakes. The valve can be
partially or fully applied, but in any partially-on posi-
tion it will be overridden by a full application of the
TRACTOR ONLY PARKING BRAKES
foot brake control pedal. Moving the valve handle PULL PARKING BRAKES CONTROL
clockwise actuates the trailer brakes, while moving it THEN PUSH TRAILER AIR CONTROL 24−227−0
3 CAUTION
11/06/98 f460002b
Do not use the spring parking brakes if the ser-
1. Turn Signal Lever vice brakes are hot, such as after descending a
2. Trailer Brake Hand Control Valve
3. Hazard Warning Light Tab
steep grade. Also, do not use the spring parking
brakes during freezing temperatures if the ser-
Fig. 6.2, Steering Column-Mounted Controls vice brakes are wet. To do so could damage the
brakes if hot, or cause them to freeze during cold
weather.
WARNING
If the brakes are wet, drive the vehicle in low
Do not use the trailer service brakes for parking; gear and lightly apply the brakes to heat and dry
they are not designed for this purpose. If air them. Allow hot brakes to cool before using the
bleeds out of the trailer air tank during parking, spring parking brakes. Always chock the tires.
the vehicle could roll causing serious personal If the trailer is not equipped with spring parking
injury or property damage. brakes, pulling out the yellow knob applies the tractor
The red octagonal-shaped knob (Fig. 6.3) in the con- spring parking brakes and the trailer service brakes.
trol panel actuates the trailer air supply valve. After When the tractor and trailer parking brakes (or trailer
the vehicle’s air hoses are connected to a trailer, and service brakes) are both applied, the trailer brakes
the pressure in both air systems is at least 65 psi are released by pushing in the red knob, leaving the
(448 kPa), the red knob must be pushed in. It should tractor parking brakes applied. Air pressure in the
stay in, to charge the trailer air supply system and to primary or secondary reservoir must be at least 65
release the trailer spring parking brakes; it must be psi (447 kPa) before the tractor spring parking
pulled out before disconnecting a trailer. It must also
6.3
Steering and Brake Systems
brakes, or the trailer service or spring parking hind the passenger seat. The ECU interprets the
brakes, can be released. speed sensor signals and compares wheel speed,
wheel braking and vehicle speed. If it senses wheel
On trailers not equipped with spring parking brakes,
lockup, the ECU signals the appropriate solenoid
chock the trailer tires before disconnecting the truck
control valve to reduce braking. During emergency
or tractor when parking just the trailer.
braking, the solenoid control valve constantly adjusts
When parking a truck or tractor with a trailer (combi- air pressure supply in the brake chambers to prevent
nation vehicle), and the trailer is not equipped with wheel lockup.
spring parking brakes, apply the truck or tractor
spring parking brakes.
CAUTION
WARNING An accumulation of road salt, dirt, or debris on
the ABS tone wheels and sensors can cause the
If a trailer is not equipped with spring parking ABS warning light to come on. If the ABS light
brakes, do not park it or a combination vehicle does come on, the tone rings and sensors
by pulling out only the trailer air supply valve should be inspected for corrosion and serviced if
knob. This would apply only the trailer service necessary. The service should include cleaning
brakes. If air were to bleed from the trailer brake of the tone rings and sensors. If any tone ring on
system, the trailer brakes would release, possibly a vehicle shows severe corrosion, all tone rings
causing an unattended runaway vehicle. on that vehicle should be replaced.
During winter months in areas where corrosive
CAUTION materials are used on the highways, periodically
clean the underside of the vehicle, including the
Never apply the service and spring parking tone rings and sensors, to ensure proper ABS
brakes simultaneously. To do so transmits exces- function and to protect the components from cor-
sive input force to the brake components, which rosion. Clean more frequently when unusually
could damage or cause eventual failure of brake corrosive chemicals are being used.
actuating components.
The electronic control unit also has a safety circuit
Meritor WABCO® Antilock Braking that constantly monitors the wheel sensors, solenoid
control valves, and the electrical circuitry. If only the
System (ABS) tractor is equipped with an ABS system, the tractor
The Meritor WABCO Antilock Braking System (ABS) warning light (TRAC ABS) comes on after the engine
is an electronic wheel speed monitoring and control is started. See Fig. 6.4. If all of the tractor’s ABS
system that works with the standard air brake sys- components are working, the light should go out
tem. ABS passively monitors vehicle wheel speed at when the vehicle moves faster than about 4 mph (6
all times, but controls wheel speed during an emer- km/h).
gency or reduced-traction stop. In normal braking If equipped with the tractor and trailer ABS system,
applications, the standard air brake system is in ef- the vehicle also has a trailer warning light labelled
fect. TRLR ABS (Fig. 6.4).
IMPORTANT: For proper ABS system operation, After the engine is started, the TRLR ABS light
do not change tire sizes. The sizes of the tires comes on if the trailer is equipped with a compatible
installed during production are programmed into ABS system. Once the vehicle moves faster than
the electronic control unit. Installing different about 4 mph (6 km/h), the TRLR ABS warning light
sized tires could result in a reduced braking goes out only if all of the trailer’s ABS components
force, leading to longer stopping distances. are working.
For more information on trailer ABS lamp operation,
ABS includes signal-generating tone wheels and sen-
see Trailer ABS Lamp Operation in this chapter.
sors located in the wheel hubs of each sensed axle.
The sensors transmit vehicle wheel speed informa- A wheel spin indicator light (WHL SPIN) comes on if
tion to an electronic control unit (ECU) located be- one of the drive wheels spins during acceleration
6.4
Steering and Brake Systems
6.5
Steering and Brake Systems
ABS) comes on and the control circuit where the fail- when the ignition key is turned to the ON posi-
ure occurred is switched to normal braking action. tion, it is possible that the lamp is burned out.
The remaining control circuit will retain the ABS ef-
fect. Even if the ABS system is partially or completely Automatic Slack Adjusters
inoperative, normal braking ability is maintained. The
vehicle is not disabled. Automatic slack adjusters are required on all vehicles
equipped with air brakes manufactured after October
IMPORTANT: If any of the ABS warning lights 20, 1994. Automatic slack adjusters should never be
do not work as described above, or come on manually adjusted except during routine maintenance
while driving, repair the ABS system immedi- of the foundation brakes (e.g., replacing shoes), dur-
ately to ensure full antilock braking capability. ing slack adjuster installation or in an emergency
situation.
During emergency or reduced-traction stops, fully
depress the brake pedal until the vehicle comes to a When the brake pushrod stroke exceeds the legal
safe stop; do not pumpthe brake pedal. With the brake adjustment limit on a vehicle, there is likely a
brake pedal fully depressed, the ABS system will mechanical problem with the foundation brake com-
control all wheels to provide steering control and a ponents or the adjuster is improperly installed.
reduced braking distance.
Visit a repair facility as soon as possible when
Although the ABS system improves vehicle control brakes equipped with automatic slack adjusters are
during emergency braking situations, the driver still determined to be out of adjustment.
has the responsibility to drive appropriately for exist-
ing traffic and road conditions. For example, the ABS WARNING
system cannot prevent an accident if the driver is
speeding or following too closely on slippery road Manually adjusting an automatic slack adjuster to
surfaces. bring the pushrod stroke within legal limits is
likely masking a mechanical problem. Adjustment
Trailer ABS Lamp Operation is not repairing. In fact, continual adjustment of
Antilock braking systems on tractors are designed to automatic slack adjusters may result in prema-
communicate with trailer ABS systems, if they are ture wear of the adjuster itself. Further, the im-
compatible. Compatibility will result in the illumination proper adjustment of some automatic slack ad-
of the trailer ABS lamp during vehicle start-up and justers may cause internal damage to the
fault detection. adjuster, thereby preventing it from properly
functioning.
The dash-mounted lamp will operate as follows when
a compatible trailer is properly connected to a tractor:
• When the ignition key is turned to the ON posi-
tion, the trailer ABS lamp will illuminate mo-
mentarily, then turn off.
• If the lamp comes on momentarily during ve-
hicle operation, then shuts off, a fault was de-
tected and corrected.
• If the lamp comes on and stays on during ve-
hicle operation, there is a fault with the trailer
ABS. Repair the trailer ABS system immedi-
ately to ensure full antilock braking capability.
The Trailer ABS lamp will not illuminate unless a
compatible trailer is connected to the tractor.
IMPORTANT: If a compatible trailer is connected
and the lamp is not illuminating momentarily
6.6
7
Engines and Clutches
EPA07 Aftertreatment System (ATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2
Ether Start System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5
Cold-Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5
Engine Break-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7
Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18
High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19
Bendix Cruise Control System, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20
Engine Braking System, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.21
Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.22
Engines and Clutches
EPA07 Aftertreatment System extra fuel is injected into the exhaust stream to su-
perheat the soot trapped in the DPF and turn it to
(ATS) ash. Active regeneration happens only when the ve-
hicle is moving above a certain speed, determined by
All on-road diesel engines built after December 31, the engine manufacturer. Consult manufacturers’
2006 (EPA07 engines) must meet strict new guide- documentation for details.
lines for reduced emissions of particulate matter and
nitrogen oxides (NOx) from the exhaust. NOx is lim- Both active and passive regeneration happen auto-
ited to just over 1 gram per brake horsepower hour matically, without driver input.
(g/bhp-hr) and particulate matter cannot exceed 0.01
g/bhp-hr.
NOTE: Caterpillar engines do not use a DOC;
Cat engines burn diesel fuel at the regeneration
EPA07-compliant engines require ultralow-sulfur die- head to superheat the exhaust and burn the
sel (ULSD) fuel, and they should never be run on trapped soot to ash. Engine software monitors
fuel with sulfur content higher than 15 ppm. In addi- and controls this process.
tion, they require low-ash engine oil. The following
guidelines must be followed or the warranty may be If conditions do not provide for at-speed active re-
compromised. generation, the vehicle will need a driver-activated
parked regeneration. The vehicle must be standing
• Use ultralow-sulfur diesel (ULSD) with 15 ppm still, and the driver must initiate parked regen. Com-
sulfur content or less, based on ASTM D2622 pleting a parked regen takes 20 minutes to an hour,
test procedure. depending on ambient conditions.
• Do not use fuel blended with used engine lube
oil. DANGER
• Engine lube oil must have a sulfated ash level
less than 1.0 wt %; currently referred to as During parked regeneration, exhaust tempera-
CJ-4 oil. tures are very high, and could cause a fire, heat
damage to objects or materials, or personal in-
The "exhaust system" in EPA07-compliant vehicles is jury to persons near the exhaust outlet.
called the aftertreatment system (ATS). The ATS var-
ies according to engine manufacturer and vehicle Before a parked regeneration, make certain the
configuration, but instead of a muffler, an aftertreat- exhaust outlets are directed away from struc-
ment system has a device that outwardly resembles tures, trees, vegetation, flammable materials, and
a muffler, called the aftertreatment device (ATD). anything else that may be damaged or injured by
prolonged exposure to high heat.
IMPORTANT: See your engine operation manual
There are three warning lamps in the driver message
for complete details and operation of the after- center that alert the driver of the need to perform a
treatment system. parked regen, clean the filter, or of an engine fault
Inside the ATD on Mercedes-Benz, Detroit Diesel, that affects the emissions.
and Cummins engines, the exhaust first passes over A slow (10-second) flash of the high exhaust system
the diesel oxidation catalyst (DOC), then it passes temperature (HEST) lamp, indicates a regeneration is
through the diesel particulate filter (DPF), which traps in progress, and the driver is not controlling the en-
soot particles. If exhaust temperature is high enough, gine idle speed.
the trapped soot is reduced to ash, in a process
called passive regeneration (regen). Passive regen- A solid illuminated high exhaust system temperature
eration occurs as the vehicle is driven normally (HEST) lamp, alerts the operator of high exhaust
under load; the driver is not even aware that it is temperature during the regeneration process, when
happening. The harder an EPA07 engine works, the the speed is below 5 mph (8 km/h). The HEST lamp
better it disposes of soot, as the exhaust heat alone does not signify the need for any kind of vehicle or
is enough to burn the soot to ash. Over the course of engine service; it only alerts the vehicle operator of
a workday, however, passive regeneration cannot high exhaust temperatures. Make sure the engine
always keep the ATD filter clean, so the filter must exhaust pipe outlet is not directed at any person, or
undergo active regeneration. In active regeneration,
7.1
Engines and Clutches
at any surface or material that will melt, burn, or ex- Diesel particulate filter servicing must be performed
plode. See Fig. 7.1. by an authorized technician, and a record must be
maintained for warranty purposes. The record must
include:
• date of cleaning or replacement;
• vehicle mileage;
• particulate filter part number and serial number.
09/25/2006 f610816a
WARNING
09/25/2006 f610814a
Automatic regeneration can occur any time the
vehicle is moving, and the exhaust can remain Fig. 7.3, Malfunction Indicator Lamp (MIL)
hot after the vehicle has stopped moving. The
exhaust gas temperature could reach 1500°F The request/inhibit regen switch (Fig. 7.4), located
(800°C), which is hot enough to ignite or melt on the dash, may have three selectable positions:
common materials, and to burn people.
• request regeneration;
A solid yellow diesel particulate filter (DPF) lamp indi-
• default (can include appropriate normal state
cates that a parked regen is required soon, and
condition—either in an automatic regeneration
should be scheduled for the earliest convenient time.
or inhibit state);
See Fig. 7.2. A blinking yellow DPF lamp indicates
that a parked regen is required immediately, or an • inhibit regeneration.
engine derate may occur.
NOTE: The regen switch can start an active
regen only when at least one of two conditions
exists: either the DPF light is lit, or the engine
software calls for it. If neither of those conditions
exist, the regen switch cannot cause a regen-
eration to happen.
The function of the switch will vary by the engine
make and model in the vehicle. See the engine op-
eration manual for switch operation details.
09/25/2006 f610815a
Engine Starting
For cold-weather starting, refer to "Ether Start Sys-
Fig. 7.2, Diesel Particulate Filter (DPF) Status Lamp tem" in this chapter.
A solid yellow malfunction indicator lamp (MIL) indi-
cates an engine fault that affects the emissions. See
Fig. 7.3.
7.2
Engines and Clutches
7.3
Engines and Clutches
Cummins and Detroit Diesel NOTE: Some starters are equipped with an op-
tional thermostat. If overcranking occurs, the
NOTE: Before starting the engine, read Chap- thermostat breaks the electrical current to the
ter 2 in this manual for detailed information on starter motor until the motor has cooled.
how to read the instruments and operate the
controls. On vehicles equipped with a neutral 6. Press the start button. Release the button the
start switch, the transmission must be in neutral moment the engine starts.
before the engine can be started. If the vehicle is equipped with an automatic en-
gine shutdown system with a manual override
1. Before engine start-up, perform the engine pre- push button, press the override button while
trip inspection and daily maintenance checks in pressing the engine start button. Once the en-
Chapter 11 of this manual. gine has started, release the engine start button,
2. Set the spring parking brakes. but continue to press the override push button
until the warning bell stops.
CAUTION If the vehicle is equipped with a battery isolator
system, and the gel cell battery is completely
Protect the turbocharger during the start-up by discharged, press and hold the battery boost
not opening the throttle or accelerating the en- push button while pressing the starter push but-
gine above 1000 rpm until normal engine idle oil ton. This will temporarily disconnect the isolated
pressure registers on the gauge. battery while connecting the engine-starting bat-
teries to the ignition switch for engine starting.
3. Set the throttle idle (hold down the clutch pedal).
7. When the engine is started, it takes a while to
4. Make sure the transmission is in neutral. get the lubricating oil film reestablished between
the shafts and bearings, and between the pistons
CAUTION and liners. Bring the engine up to operating
speed gradually as it warms up and develops
Do not crank the engine for more than 30 sec- stable oil pressure.
onds at a time. Wait two minutes after each try to
allow the starter to cool. Failure to do so could The oil pressure gauge indicates any drop in lu-
cause starter damage. bricating oil pressure or mechanical malfunction
in the lubricating oil system. The operator should
5. Turn on the ignition switch. note the loss of oil pressure and shut down the
engine before damage can occur.
NOTE: A manual override knob, provided on the
forward end of the electric shutdown valve, al- 8. During the warm-up period, apply the load gradu-
lows the valve to be opened in case of electric ally until the oil temperature reaches 140°F
power failure. To use the override, open it by (60°C). For an engine starting a loaded vehicle,
turning the knob fully clockwise. Return it to the the coolant temperature must be approximately
120°F (49°C).
run position after repair.
IMPORTANT: For Detroit Diesel engines, pump- Starting After Extended Shutdown or Oil
ing the accelerator before or during cranking will Change
not aid in starting. If the engine won’t start, Do the following steps after an oil change or after the
check the main engine power fuses; they may engine has been shut down for more than three
have blown. The fuses are located along the days:
main engine electrical harness on the left frame
rail, near the batteries. If needed, replace the 1. Disconnect the wire from the fuel pump solenoid
valve.
fuses. Be sure to find the cause of the blown
fuses as soon as possible. 2. Crank the engine until oil pressure shows on the
gauge.
7.4
Engines and Clutches
3. Connect the wire to the fuel pump solenoid When the use of unblended No. 2 diesel fuel in win-
valve. ter cannot be avoided, install a thermostatically con-
trolled fuel heater. Fuel heaters can prevent wax
4. Start the engine. Refer to "Engine Starting" from clogging the fuel filters and formation of ice
above. crystals from water in the fuel.
7.5
Engines and Clutches
cold mode, limiting engine power, advancing tim- nected so there is little effect on the engine when
ing, and adjusting the low idle to 600 rpm (for they are not in use.
C-15 engines) or 800 rpm (for C-10 and C-12 The two most commonly used terms associated with
engines) to improve warm-up time. The system preparation of equipment for low-temperature opera-
will keep the engine in cold mode until the cool- tion are "winterization" and "arctic specifications."
ant temperature rises above 82°F (28°C). After
the cold mode has been completed, operate the Winterization of the engine and/or components so
vehicle at low load and low rpm until the engine that starting and operating are possible in the lowest
coolant reaches the normal operating tempera- temperature to be encountered, requires:
ture of 189°F (87°C). A. Proper lubrication with low-temperature lubricat-
6. Fuel cloud point is the temperature at which wax ing oils.
crystals become visible, which is generally above B. Protection from the low-temperature air. The
the pour point of the fuel. To keep the fuel filter
metal temperature does not change, but the rate
elements from plugging with wax crystals, the
of heat dissipation is affected.
cloud point should be no higher than the lowest
ambient temperature at which the engine must C. Fuel of the proper grade for the lowest tempera-
start. ture.
D. Heat to raise the engine block and component
Cummins temperatures to at least –25°F (–32°C) for start-
Satisfactory performance of a diesel engine operating ing in lower temperatures.
in low ambient temperatures requires modification of E. Electrical equipment capable of operating in the
the engine, surrounding equipment, operating prac- lowest expected temperature. All switches, con-
tices, and maintenance procedures. The colder the nections, and batteries in the electrical system
temperatures, the greater the amount of modification should be inspected and kept in good condition
required, and yet with the modifications applied the to prevent losses through poor contacts.
engines must still be capable of operation in warmer
climates without extensive changes. Arctic specifications refer to the design of material
and specifications of components necessary for sat-
The following information is provided to engine own- isfactory engine operation in extremely low tempera-
ers, operators, and maintenance personnel on how tures to –65°F (–54°C). Contact the nearest Freight-
the modifications can be applied to get satisfactory liner dealer or Cummins engine dealer, to obtain the
performance from their diesel engines. special items required.
There are three basic objectives:
• Reasonable starting characteristics followed by CAUTION
practical and dependable warm-up of the en-
gine and equipment. "Antileak" antifreezes are not recommended for
use in Cummins engines. Although these anti-
• A unit or installation which is as independent freezes are chemically compatible with DCA
as possible from external influences. water treatment, the "antileak" agents may clog
• Modifications which maintain satisfactory oper- the coolant filters.
ating temperatures with a minimum increase in IMPORTANT: Fuel heaters used on vehicles
maintenance of the equipment and accesso- with Cummins PACE or CELECT engine sys-
ries. tems could cause high fuel temperatures that
If satisfactory engine temperature is not maintained, affect engine performance and operation of the
higher maintenance cost will result due to increased electronic engine controls. If a fuel heater is
engine wear. Special provisions to overcome low used, make sure it has thermostatic controls. If
temperatures are definitely necessary, whereas a the fuel heater has a timer, set the timer to acti-
change to a warmer climate normally requires only a vate only for a limited period of time before the
minimum of revision. Most of the accessories should
be designed in such a way that they can be discon-
7.6
Engines and Clutches
engine starts. Make sure the fuel heater is used Engine Break-In
only for starting the engine.
Caterpillar
Detroit Diesel Every Caterpillar engine must pass a full-load opera-
Preparations made in advance of winter and mainte- tion test on a dynamometer before shipment, elimi-
nance performed during the cold months will help to nating the need for a break-in period. Only an initial
ensure efficient engine starting and operation. operational check is necessary.
1. Engine oil thickens as it gets colder, slowing
cranking speed. When cold, multigrade oil offers
Cummins
less resistance to the cranking effort of the en- Cummins engines are also run on a dynamometer
gine and permits sufficient rpm to be developed before being shipped from the factory. In most appli-
to start the engine. Refer to "Lubricating Oil Rec- cations, the engine can be put to work immediately,
ommendations" in the Detroit Diesel Owner’s and but the operator has an opportunity to establish con-
Operator’s Guide for specific recommendations. ditions for the best service life during the initial 100
2. When an engine equipped with a DDEC system hours or 3000 miles (5000 km) of service by:
is started at temperatures below 25°F (–4°C), the 1. Operating as much as possible at three-quarter
idle speed automatically increases to 900 rpm. load.
The injection timing is also advanced to de-
crease white smoke. As the engine oil warms up, 2. Avoiding operation at engine idle speeds or at
the idle speed gradually decreases. When the oil maximum horsepower levels longer than five
temperature reaches 122°F (50°C), both the idle minutes.
speed and the injection timing return to normal. 3. Developing the habit of closely watching the en-
3. During cold weather, the batteries should be gine instruments during operation. Let up on the
tested more frequently to ensure ample power throttle if the oil temperature reaches 250°F
for starting. All electrical connections should be (121°C) or if the coolant temperature exceeds
tight and in good condition to prevent losses 195°F (91°C).
through loose or corroded connections. 4. Operating with a power requirement that allows
4. The ether start system should be properly acceleration to governed speed when conditions
charged and in good working order. require more power.
5. Ethylene-glycol-base antifreeze is recommended. 5. Checking the oil level periodically during the
An inhibitor system is included in this type of an- break-in period.
tifreeze and the corrosion protection is sufficient
as long as the recommended concentration Detroit Diesel
range of 30 to 67 percent (antifreeze to water by Detroit Diesel engines can be put to work upon deliv-
volume) is employed. See Group 20 of the ery without having to follow a formal break-in sched-
Heavy-Duty Trucks Maintenance Manual for cool- ule. The engine has been "run-in" on a factory dyna-
ing system capacity and quantity of antifreeze mometer during performance and quality assurance
required for the lowest anticipated temperature. tests prior to shipment.
6. If the engine is to be operated in arctic tempera-
tures, consult the nearest Freightliner dealer or Engine Operation
an authorized Detroit Diesel engine dealer for
information regarding availability of special cold Operating vehicles with diesel engines in areas
weather equipment. where there are concentrated flammable vapors
(such as diesel, gasoline, or propane fumes) can cre-
ate a hazardous situation. These vapors can be
drawn into the engine through the air intake, and
cause engine overspeed. Be especially cautious of
7.7
Engines and Clutches
low-lying or closed-in areas, and always check for terfront to allow airflow through the entire
signs that flammable vapors may be present. charge-air-cooler core. Do not use a winterfront
with closed areas that block uniform air flow
DANGER across all sections of the charge-air-cooler
crossflow tubes. This will adversely affect the
Do not operate the engine in an area where flam- operation and durability of the charge air cooler.
mable vapors such as gasoline or diesel fumes
are present. Shut down the engine when in an 1. Operate the engine at low load. After normal oil
area where flammable liquids or gases are being pressure is reached and the temperature gauge
handled. Failure to observe these precautions begins to move, the engine may be operated at
could result in serious injury or death. full load.
Caterpillar electronic engines automatically idle
Caterpillar at 900 to 1000 rpm for the correct warm up time
after a cold engine start (less than 40°F [5°C]).
Proper operation and maintenance are key factors in
These electronic engine systems will reduce the
obtaining the maximum life and economy of a vehicle
idle speed to 600 rpm when the engine is warm
engine. Follow the directions in the Caterpillar Opera-
enough to drive the vehicle.
tion and Maintenance Management Manual and this
manual for trouble-free, economical engine operation. IMPORTANT: Fuel heaters used on vehicles
Caterpillar C-10, C-12, and C-15 electronic engines with Caterpillar electronic engines could cause
can be equipped with a variety of options designed excessive fuel temperatures that affect engine
to warn the driver of engine malfunctions. The driver performance and operation of the electronic en-
of a vehicle equipped with these engines should gine controls. If a fuel heater is used, make sure
know the extent of the warning system in order to it has thermostatic controls. If the fuel heater
bring the vehicle to a safe stop if the engine malfunc- has a timer, set the timer to activate only for a
tions. If the driver doesn’t understand how the warn- limited period of time before the engine starts.
ing system functions, an engine shutdown could Make sure the fuel heater is used only for start-
cause a safety hazard. See Chapter 2 for informa-
ing the engine.
tion on the control panel for these engines.
2. Keep the engine speed to a minimum. An ac-
The electronic control system can monitor engine oil
pressure, coolant temperature, intake manifold air ceptable range is 1200 to 1600 rpm.
temperature, and coolant level. There are four cus- 3. Select a gear that allows a smooth, easy start
tomer programmable levels of Caterpillar engine without increasing engine speed above low idle
monitoring: off, warning (factory default), derate, and or slipping the clutch. Engage the clutch
shutdown. smoothly. Jerky starts waste fuel and put stress
In the engine monitoring "off" mode the ECM will ig- on the drivetrain.
nore the oil pressure sensor and coolant level sensor It is not necessary to accelerate Caterpillar elec-
(if installed). Engine monitoring "warning" mode uses tronic engines to governed speed in the lower
oil pressure, coolant temperature, intake manifold gears to get the vehicle moving, except in a high
temperature, and the coolant level sensor (if installed power demand situation such as starting on a
and enabled). The CHECK ENGINE lamp will flash grade.
and the warning lamp will come on when the diag-
nostic code is active. Engine monitoring "derate" and 4. Continue to upshift until cruising speed is
"shutdown" modes allow the ECM to alter engine reached. Use only the rpm needed to make an
performance or stop the engine to help the engine upshift into the next gear. The engine speed
avoid damage and return to normal conditions. needed to make an upshift increases as the
truck speed increases or if upshifts are made on
IMPORTANT: If a winterfront is used on a ve- uphill grades. If the truck can be operated in a
hicle with an electronic engine equipped with a higher gear after reaching the desired speed,
charge air cooler, make sure that there are slit select the highest gear available that will pull the
openings distributed across the face of the win- load. Experience with your truck will show you
7.8
Engines and Clutches
7.9
Engines and Clutches
BrakeSaver, Optional
CAUTION
The BrakeSaver (optional on C-15 engines) permits
Do not attempt to shift gears without using the the operator to control the speed reduction of the
clutch pedal when the cruise control is engaged. vehicle on grades, curves, or anytime speed reduc-
Failure to follow this precaution will result in a tion is necessary but long applications of the service
temporarily uncontrolled increase in engine brakes are not desired.
speed; transmission damage and gear stripping
During downhill operation, the crankshaft is turned by
could result.
the rear wheels (through the drivetrain). To reduce
1. To cruise at a particular speed: the speed of the vehicle, an application of braking
force can be made to the crankshaft. The Brake-
1.1 Flip the ON/OFF switch on the instrument Saver does this by converting rotation energy into
control panel to ON. heat which is removed by the engine cooling system.
1.2 Hold the throttle pedal until the speedom- The BrakeSaver is controlled by the driver, as neces-
eter indicates the desired speed. sary, by operating a lever on the instrument panel.
Brake pressure increases as the lever is moved to-
1.3 Momentarily move the SET/RESUME ward the ON position. An air pressure gauge pro-
switch on the instrument control panel to vides a relative indication of the braking force. An oil
SET or push the SET button on the trans- temperature gauge indicates the heat in the Brake-
mission shift knob. Saver during its operation. If the temperature gauge
2. To disengage the cruise control: indicates HOT, the BrakeSaver control lever must be
moved to the OFF position. The oil temperature will
2.1 Depress the brake pedal, or clutch pedal, decrease rapidly with the BrakeSaver off. When the
or temperature reaches normal, the BrakeSaver can be
2.2 Flip the ON/OFF switch on the instrument used.
control panel to OFF or push the PAUSE
button on the transmission shift knob. CAUTION
3. To resume a preselected cruise speed:
Do not engage the BrakeSaver and control the
3.1 If the ON/OFF switch on the instrument wheel speed with the accelerator. The design of
control panel is in the OFF position, flip it the cooling system is for the control of the tem-
to ON. perature of the oil at full engine power or full
BrakeSaver capacity, but not both at the same
3.2 Momentarily move the SET/RESUME time.
switch on the instrument control panel to
RESUME, or push the RESUME button on Power Takeoff (PTO) Governor
the transmission shift knob. Cruise will
return to the last speed selected. Caterpillar electronic engines may be equipped with
a PTO governor. This mode is used only when the
To adjust cruise speed up or down, hold vehicle is parked. The PTO mode is activated by the
the SET/RESUME switch on the instru- ON/OFF and SET/RESUME switches on the dash
ment control panel at SET to accelerate or (Fig. 7.5) or by optional PAUSE, RESUME, and SET
at RESUME to decelerate until the desired buttons on the transmission shift knob (Fig. 7.6).
speed is reached, or press the SET button
on the transmission shift knob to acceler- 1. To engage the PTO:
ate or the RESUME button to decelerate
1.1 Flip the ON/OFF switch on the instrument
until the desired speed is reached.
control panel to ON.
NOTE: The resume-vehicle-speed memory is 1.2 Hold the throttle pedal until the tachometer
not maintained if the ignition is shut off. indicates the desired speed.
7.10
Engines and Clutches
1.3 Momentarily move the SET/RESUME understand how the warning system works, an en-
switch on the instrument control panel to gine shutdown could cause a safety hazard. See
SET, or push the SET button on the trans- Chapter 2 for information on the control panel for
mission shift knob. these engines.
2. To disengage the PTO: Follow the directions in the Cummins Operation and
Maintenance Manual and this manual for trouble-
2.1 Depress the brake pedal, or clutch pedal, free, economical vehicle engine operation.
or
1. Cummins diesel engines produce high horse-
2.2 Flip the ON/OFF switch on the instrument power and peak torque characteristics at lower
control panel to OFF or press the PAUSE rpm. Because of this, it is not necessary to keep
button on the shift knob. the engine "wound up" to deliver the required
3. To resume a previously selected engine speed: horsepower at the wheels. These characteristics
may also result in less shifting, and make shifting
3.1 If the ON/OFF switch on the instrument at lower rpm (to peak torque) more practical.
control panel is in the OFF position, flip it
to ON. 2. Depending on the vehicle gearing, the posted
speed limit can sometimes allow operation in ei-
3.2 Momentarily move the SET/RESUME ther of the top two gears; however, for improved
switch on the instrument control panel to operating efficiency (fuel economy and engine
RESUME, or press the RESUME button life), operate in the top gear at reduced rpm,
on the transmission shift knob. rather than in the next lower gear at the maxi-
To adjust engine speed up or down, hold mum rpm.
the SET/RESUME switch on the instru- 3. Cruise at partial throttle whenever road condi-
ment control panel at SET to accelerate or tions and speed requirements permit. This driv-
at RESUME to decelerate until the desired ing technique permits operating within the most
speed is reached, or press the SET button economical power range of the engine.
on the transmission shift knob to acceler-
ate or the RESUME button to decelerate 4. When approaching a hill, open the throttle
until the desired speed is reached. smoothly to start the upgrade at full power, then
shift down as desired to maintain the maximum
NOTE: The resume-engine-speed memory is vehicle speed. The higher torque of Cummins
not maintained if the ignition is shut off. engines may permit topping some grades without
shifting.
Cummins 5. Cummins engines are designed to operate over
Cummins diesel engines have been built by Cum- a wide speed range. More frequent shifting than
mins to comply with the requirements of the Federal necessary does not allow proper utilization of this
(U.S.) Clean Air Act. Once the engine is placed in flexibility. The driver who stays in top gear and
service, the responsibility for meeting both state and uses the wider speed range will achieve the best
local regulations is with the owner/operator. Good fuel economy.
operating practices, regular maintenance, and proper
6. The Cummins diesel engine is effective as a
adjustments are factors which will help to stay within
brake on downhill grades, but care must be used
the regulations.
not to overspeed the engine going downhill. The
Proper maintenance of the engine, which is the re- governor has no control over engine speed when
sponsibility of the owner/operator, is essential to it is being pushed by the loaded vehicle.
keep the emission levels low.
Never turn off the ignition switch while going
Cummins electronic engines are equipped with warn- downhill. With the engine still in gear, fuel pres-
ing lights designed to alert the driver to engine mal- sure will build up against the shutdown valve and
functions. The driver should be familiar with the may prevent it from opening when the ignition
warning system in order to bring the vehicle to a safe key is turned on.
stop if the engine malfunctions. If the driver doesn’t
7.11
Engines and Clutches
7.12
Engines and Clutches
preset value or, move the switch to RE- hazard. See Chapter 2 for information on the DDEC
SUME for the second preset value. After one control panel.
preset value has been selected, you must All engines have an operating range in which the en-
turn the ON/OFF switch off, then turn it back gine performs most efficiently. The operating range
on before using the second preset value. extends from maximum torque rpm at the low end to
engine rated speed at the high end. Detroit Diesel
2. To disengage the PTO: engines deliver best fuel economy when operated in
2.1 Depress the brake pedal, clutch pedal, or the low- and mid-speed segments of the efficiency
throttle pedal (CELECT engines only), or range and produce maximum horsepower at rated
speed, which is also the recommended maximum
2.2 Flip the ON/OFF switch on the instrument speed of the engine.
control panel to OFF or press the PAUSE
button on the shift knob. IMPORTANT: If a winterfront is used on a ve-
3. To resume a previously selected engine speed:
hicle with an electronic engine equipped with a
charge air cooler, make sure that there are slit
3.1 If the ON/OFF switch on the instrument openings distributed across the face of the win-
control panel is in the OFF position, flip it terfront to allow airflow through the entire
to ON. charge-air-cooler core. Do not use a winterfront
3.2 Momentarily move the SET/RESUME with closed areas that block uniform air flow
switch on the instrument control panel to across all sections of the charge-air-cooler
RESUME, or press the RESUME button crossflow tubes. This will adversely affect the
on the transmission shift knob. operation and durability of the charge air cooler.
3.3 To adjust engine speed up or down, hold 1. It is seldom necessary to accelerate the engine
the SET/RESUME switch on the instru- to governed speed in the lower gears to get the
ment control panel at SET to accelerate or vehicle moving, except in a high power demand
at RESUME to decelerate until the desired situation such as starting on a grade.
speed is reached, or press the SET button
on the transmission shift knob to acceler- To conserve fuel, start off in low gear and de-
ate or the RESUME button to decelerate velop only the engine speed needed to get roll-
until the desired speed is reached. ing. Then, increase engine speed gradually as
upward gear shifting progresses.
NOTE: The resume-engine-speed memory is
As described by Detroit Diesel, this "progressive
not maintained if the cruise control ON/OFF shifting" technique will get the vehicle up to the
switch is turned OFF or if the ignition is shut off. desired cruising speed while minimizing noise
emission and maximizing fuel economy. A pro-
Detroit Diesel gressive shift pattern is illustrated in Fig. 7.7.
Individual driving habits can make a difference in the NOTE: A momentary hesitation in throttle re-
performance and economy of any engine. The rec- sponse will occur when a vehicle with a turbo-
ommendations below call attention to the techniques charged engine is started on a grade. Do not
that can be employed to save fuel and extend the disengage the clutch. The rpm will recover, and
operating efficiency and life of a new Detroit Diesel
the vehicle will accelerate up the grade.
engine for the longest possible time.
Engines with Detroit Diesel Electronic Control 2. For city driving, run in the highest gear possible
(DDEC) can be equipped with a variety of options and reduce engine speed. This enables you to
designed to warn the operator of engine problems. operate at a safe speed for traffic conditions
The operator of a DDEC-equipped engine should while using less fuel and reducing noise. Also,
know the extent of the warning system in order to when slowing down for reduced speed zones,
bring the vehicle to a safe stop if the engine malfunc- remain in your running gear and reduce engine
tions. If the operator doesn’t understand how the sys-
tem works, an engine shutdown could cause a safety
7.13
Engines and Clutches
7.14
Engines and Clutches
7.15
Engines and Clutches
To adjust cruise speed up or down, hold 2.3 Momentarily move the SET/RESUME
the SET/RESUME switch on the instru- switch on the instrument control panel to
ment control panel at SET to accelerate or SET or push the SET button on the trans-
at RESUME to decelerate until the desired mission shift knob.
speed is reached, or press the SET button
2.4 To disengage the PTO, depress the brake
on the transmission shift knob to acceler-
ate or the RESUME button to decelerate pedal, or clutch pedal, or flip the ON/OFF
until the desired speed is reached. switch on the instrument control panel to
OFF or press the PAUSE button on the
NOTE: The resume vehicle speed memory shift knob.
is not maintained if the ignition is shut off or 3. To resume a previously selected engine speed:
if the ON/OFF switch is off for more than 10
seconds. 3.1 If the ON/OFF switch on the instrument
control panel is in the OFF position, flip it
Power Takeoff (PTO) to ON.
A power takeoff option is available for vehicles 3.2 Momentarily move the SET/RESUME
equipped with a DDEC system. The PTO operates switch on the instrument control panel to
only when the vehicle is at a standstill. RESUME or press the RESUME button on
the transmission shift knob.
Some vehicles have separate controls for the PTO.
In the case of a preset nonadjustable PTO engine To adjust engine speed up or down, hold
speed, there is only an on/off switch labeled FAST the SET/RESUME switch on the instru-
IDLE. If the vehicle is equipped with a variable PTO ment control panel at SET to accelerate or
engine speed, there are two controls: an on/off at RESUME to decelerate until the desired
switch, and a potentiometer knob. Both of these are speed is reached, or press the SET button
labeled GOVERNOR. on the transmission shift knob to acceler-
ate or the RESUME button to decelerate
On other vehicles, the PTO mode is activated by the until the desired speed is reached.
ON/OFF and SET/RESUME cruise control switches
located on the instrument control panel on the dash Optimized Idle®
(Fig. 7.5), or by optional PAUSE, RESUME or SET
buttons on the transmission shift knob (Fig. 7.6). The Optimized Idle option on DDEC III-equipped ve-
hicles is a system that automatically stops and re-
1. Operating the PTO With Separate PTO Controls: starts the engine to accomplish the following:
1.1 Set the parking brake. • Keep the engine oil temperature between 60 to
1.2 104°F (16 to 40°C)
Turn on the switch labeled GOVERNOR
(or FAST IDLE for vehicles with a preset • Keep the battery charged
PTO system).
• Keep the cab or sleeper at a constant, desired
1.3 For vehicles with a variable PTO, use the temperature (if equipped with a thermostat)
potentiometer knob to adjust the engine
rpm. The benefits of the system include reduced engine
idle time, fuel savings, reduction of exhaust emis-
2. Operating the PTO Using Cruise Control sions and noise, increased starter and engine life,
Switches: and less chance of dead batteries due to electrical
2.1 To engage the PTO, flip the ON/OFF loads.
switch on the instrument control panel to Optimized Idle operates in two modes. They are the
ON. engine mode or the thermostat mode. The engine
2.2 Hold the throttle pedal until the tachometer mode keeps the battery charged and the engine oil
indicates the desired speed. temperature within factory set limits. The thermostat
mode is the same as the engine mode, but also
7.16
Engines and Clutches
7.17
Engines and Clutches
dash light stays on and shines steadily at display will appear five seconds after the button
this point. is released.
2. Activate the thermostat mode (if so equipped) as 4. To deactivate the thermostat mode and return to
follows: just the engine mode, press the Mode button and
hold it for three seconds.
NOTE: When the system is in the thermostat
mode, it is also in the engine mode. It will 5. To shut down Optimized Idle completely, either
continue to operate in the engine mode even turn off the ignition or use the drive away feature.
if the thermostat mode is turned off. The drive away feature allows the use of all the
2.1 DDEC features. Use the drive away feature as
With the system in the engine mode, set
follows:
the cab and sleeper heater or air condi-
tioner controls to the highest setting. 5.1 If the engine is running: Release the park-
2.2 ing brakes or put the transmission in gear.
Turn on the thermostat by touching any of
the four buttons. See Fig. 7.9. If the engine is not running: Start the en-
gine. Release the parking brakes or put
The display will flash the current sleeper
the transmission into gear.
temperature and the previous mode (cool-
ing or heating) selected. If the cab needs 5.2 Let the engine return to base idle. The
to be cooled or heated, the cool/heat icon active light will turn off. Optimized Idle is
will flash. now disabled and all the DDEC features
2.3 are available.
Choose either cool or heat by pressing the
Cool/Heat button. Make sure the selection
matches that of the cab controls. Engine Shutdown
IMPORTANT: If the heat or cool selection of Caterpillar
the thermostat does not match that of the
cab, the system will idle and cycle exces- CAUTION
sively.
2.4 Select Fahrenheit or Celsius by pressing Stopping the engine immediately after it has been
and holding the Mode button until either working under load can result in overheating and
the "F" or "C" is displayed. accelerated wear of the engine components. Ex-
cessive temperatures in the turbocharger center-
2.5 Select the temperature set point by press- housing will cause oil coking problems. Follow
ing either the Up button or the Down but- the procedure, outlined below, to allow the en-
ton, as applicable. Holding the button will gine to cool.
cause the display to count up or down
rapidly. When the desired set point is dis- 1. With the vehicle stopped, apply the parking
played, release the button. The set point brakes. Reduce the engine speed to low idle.
is stored in memory. 2. Place the transmission shift lever in neutral.
2.6 Select the temperature comfort zone by 3. If the engine has been operating at low loads,
pressing the Mode button until the upper run it at low idle for 30 seconds before stopping.
and lower temperature limit icon is dis- If the engine has been operating at highway
played. Then use the Up or Down button speed or at high loads, run it at low idle for three
to select one of the three comfort zones of minutes to reduce and stabilize internal engine
4°F (2°C), 7°F (4°C), or 10°F (6°C). temperatures before stopping.
3. To change the display to either Fahrenheit or 4. Turn off the ignition key to shut down the engine.
Celsius, press the Modebutton until only the F°
or C° icon is flashing. Press the Up or Down but- 5. If equipped with an idle shutdown timer, it can be
ton to change to the desired value. The main set to shut the engine down after a preset
7.18
Engines and Clutches
amount of time. Ninety seconds before the pre- peratures drop so low the fuel may not burn
set shutdown time, the CHECK ENGINE light will completely. This will cause carbon to clog the
begin to flash at a rapid rate. If the clutch pedal injector spray holes and piston rings, and may
or service brake indicates position change during result in stuck valves.
this final ninety seconds, diagnostic lamp flash- If the engine coolant temperature becomes too
ing, the idle shutdown timer will be disabled until low, raw fuel will wash the lubricating oil off the
reset. cylinder walls and dilute the crankcase oil; there-
6. After stopping the engine, fill the fuel tank. fore, all moving parts of the engine will suffer
from poor lubrication.
7. Check the crankcase oil level while the engine is
stopped. Maintain the oil level between the ADD 4. If the engine is not being used, shut it down by
and FULL marks on the dipstick. turning the ignition key off.
8. If freezing temperatures are expected, allow the
engine jacket water expansion tank to cool, then CAUTION
check the coolant for proper antifreeze protec-
tion. The cooling system must be protected Stop the engine at the first sign of malfunction.
against freezing to the lowest expected outside Almost all malfunctions give some warning to the
temperature. Add permanent-type antifreeze, if operator before significant damage occurs. Many
required. For additional information, see Group engines are saved because alert operators heed
20 of the Heavy-Duty Trucks Maintenance the warning signs (sudden drop in oil pressure,
Manual. unusual noises, etc.) and immediately shut down
the engine.
9. Repair any leaks, perform minor adjustments,
tighten loose bolts, etc. Observe the vehicle mile- Detroit Diesel
age or the service meter reading, if so equipped.
Perform periodic maintenance as instructed in 1. With the vehicle stopped, apply the parking
the Lubrication and Maintenance Chart in the brakes, and place the transmission in neutral.
Caterpillar Operation and Maintenance Manage- 2. Allow the engine to run at half speed or slower,
ment Manual. with no load, for four to five minutes to cool the
engine gradually and uniformly.
Cummins
3. Shut down the engine by turning the ignition key
1. With the vehicle stopped, apply the parking off.
brakes and place the transmission in neutral.
2. It is important to idle an engine three to five min- High Altitude Operation
utes before shutting it down. This allows the lu-
bricating oil and the water to carry heat away Cummins
from the combustion chamber, bearings, shafts,
Engines lose horsepower when operated at high alti-
etc. This is especially important with turbo-
tude because the air is too thin to burn as much fuel
charged engines.
as at sea level. This loss is about three percent for
Bearings and seals in the turbocharger are sub- each 1000 feet (300 m) altitude above sea level for a
jected to the high heat of combustion exhaust naturally aspirated engine. Most turbocharged en-
gases. While the engine is running, this heat is gines are rated for higher altitudes than naturally as-
carried away by oil circulation, but if the engine pirated engines. An engine will have smoky exhaust
is stopped suddenly, the turbocharger tempera- at high altitudes unless a lower gear is used. The
ture may rise as much as 100°F (56°C). The ex- engine will not demand full fuel from the fuel system
treme heat may cause bearings to seize or oil unless the engine is altitude-compensated by the use
seals to leak. of a turbocharger. Shift gears as needed to avoid
excessive exhaust smoke.
3. Do not idle the engine for excessively long peri-
ods. Long periods of idling are not good for an
engine because the combustion chamber tem-
7.19
Engines and Clutches
7.20
Engines and Clutches
engine throttle linkage. Engine governor To engage the engine brake, one or both of the dash
characteristics and engine temperature may switches must be on (up), and both the clutch and
cause engine speed to vary. Don’t leave the throttle pedals must be fully released. To disengage
vehicle unattended for long periods of time the engine brake, depress the throttle or clutch
while the stationary throttle control feature is pedal, or turn both dash switches off (down). De-
pending on the engine type, dual dash switches en-
being used. able the driver to operate the engine brake at one-
third, two-thirds, and full capacity or at half and full
Engine Braking System, capacity.
Optional
WARNING
Jacobs Engine Brake
Do not use the engine brake to shift gears. Using
A Jacobs engine brake is a hydraulic-electric engine the engine brake to shift gears could result in
attachment that converts a diesel engine into an air loss of vehicle control, possibly causing personal
compressor. This is done by changing engine ex- injury and property damage.
haust valve operation; it engages or disengages in
less than one-fourth of a second. An engine brake is Since the engine brake is most effective at rated en-
not a substitute for a service braking system, except gine speed, gear selection is very important. Gearing
in emergencies. down the vehicle within the limits of the rated engine
speed makes the engine brake more effective. Maxi-
The controls consist of:
mum braking occurs with the use of the lowest gear
• dual dash switches (Fig. 7.10), which are on/ that does not exceed the rated engine speed. A rule
off toggle switches; of thumb for gear choice is to select the gear that
normally would be used to climb an approaching
downhill grade. Generally, this same gear can be
used with the engine brake for a controlled descent
of the hill.
"Control speed" is the speed at which the engine
brake performs 100 percent of the required downhill
braking, resulting in a constant speed of descent.
The control speed varies, depending on vehicle
08/20/93 f600087 weight and the downhill grade.
Fig. 7.10, Engine Brake Switches For faster descent, select a higher gear than that
used for control speed. Service brakes must then be
• a clutch switch, which is a transmission- used intermittently to prevent engine overspeed and
mounted microswitch that actuates when the to maintain desired vehicle speed.
driver removes his foot from the clutch pedal;
IMPORTANT: When descending a grade, re-
• a throttle switch, which is an engine-mounted member that frequent use of service brakes
microswitch that actuates when the driver re- causes them to become hot, which results in a
moves his foot from the throttle pedal.
reduction of their stopping ability. Grade descent
Jacobs Engine Brake Operation speed should be such that the service brakes
are used infrequently and that they remain cool,
thus retaining their effectiveness.
WARNING
A driver may descend slower than control speed by
Do not use the engine brake if road surfaces are selecting a lower gear, one that will not overspeed
slippery. Using the engine brake on wet, icy, or the engine. The engine brake retarding force will
snow-covered roads could result in loss of ve- then be sufficient to cause vehicle deceleration. Oc-
hicle control, possibly causing personal injury casional deactivation of the engine brake may be
and property damage.
7.21
Engines and Clutches
necessary to maintain the designated road speed 4. When either the clutch or throttle pedal is de-
under these conditions. pressed, the engine brake is deactivated.
The engine brake can be used to stop a vehicle if
the service brakes quit working. By energizing the CAUTION
engine brake as soon as a service brake problem is
apparent, a retarding effect is applied to the vehicle. If the engine brake fails to shut off when either
As grade conditions permit, the driver can progres- the throttle or clutch pedal is depressed, place
sively downshift, using the engine brake in each the dash switch in the OFF position and do not
gear. Eventually the engine brake will stop the ve- use the engine brake until the throttle or clutch
hicle. switch system is repaired. If the engine brake
fails to shut off when the dash switch is turned
off, the engine should be shut down and the en-
WARNING gine brake repaired before continuing operation.
Failure to do so could result in damage to the
Using the engine brake as a primary braking sys-
engine.
tem when the service brakes are operable is dan-
gerous. This can cause long, unpredictable stop-
ping distances, possibly resulting in personal Clutches
injury or property damage.
General Information
Whenever vehicle braking is required, the engine
brake may be used with the service brakes. There is The major reason why clutches wear out too soon is
no time limit for operation of the engine brake. excessive heat. Clutches are designed to absorb and
dissipate more heat than encountered in typical op-
1. After the engine is warmed up and the vehicle is eration. The temperatures developed in typical op-
in motion, turn on the dash toggle switches (up eration will not break down the clutch friction sur-
position). faces. However, if a clutch is slipped excessively or
On vehicles equipped with a Cummins NTC en- asked to do the job of a fluid coupling, high tempera-
gine, select either the left-side switch (one-third tures develop quickly and destroy the clutch. Tem-
engine brake retarding capacity), the right-side peratures generated between the flywheel, driven
switch (two-thirds engine brake retarding capac- discs, and pressure plates can be high enough to
ity), or both switches (full engine brake retarding cause the metal to flow and the friction facing mate-
capacity). rial to char and burn.
On vehicles equipped with a Cummins L10 or Heat and wear are practically nonexistent when a
Caterpillar engine, select either the left-side clutch is fully engaged. But during the moment of
switch or right-side switch (for one-half engine engagement, when the clutch is picking up the load,
brake retarding capacity), or both switches (for it generates considerable heat. An improperly ad-
full engine brake retarding capacity). justed or slipping clutch will rapidly generate suffi-
cient heat to destroy itself.
2. The engine brake activates when the driver’s feet
are removed from both the clutch and throttle The most important items that a driver should be
pedals. If it fails to activate, stop the vehicle in a aware of to ensure long service life of the clutch in-
safe spot and check the adjustment of the clude: starting in the right gear, clutch malfunctions,
throttle and clutch switches. If no cause can be and when to adjust a clutch.
detected in the electrical system, check the en-
gine brake system. See Group 01 of the Heavy- Clutch Operation
Duty Trucks Service Manual for instructions. Eaton Valeo Clutch Break-In
3. To obtain maximum retarding, maintain the top With a new or newly-installed Eaton Valeo clutch, the
governed speed of the engine through appropri- clutch may slip for a short time while the friction sur-
ate selection of gears when the engine brake is faces break-in. However, allowing the clutch to slip
in use. for more than two seconds can severely damage the
clutch disc, pressure plate, and the flywheel.
7.22
Engines and Clutches
During initial operation of a new vehicle or a vehicle transmission still in gear, a reverse load will be
with a new clutch, check for clutch slippage during put on the gear. At the same time, it will have the
acceleration. If the clutch slips, decelerate until the effect of trying to stop or decelerate the vehicle
clutch does not slip. Allow the clutch to cool 15 to 30 with the clutch brake. Rapid wear of the friction
seconds and then gradually accelerate again. If the discs will take place necessitating frequent re-
clutch continues to slip, repeat the procedure. If nec- placement. Considerable heat will be generated,
essary, repeat the procedure up to five times. If the which will be detrimental to the release bearings
clutch slips after five attempts, stop the vehicle. Allow and transmission front bearings.
the clutch to cool for at least one hour. Notify your
Freightliner dealer of the problem. Excessive Vehicle Overload, or
Overloading the Clutch
CAUTION Clutches are designed for specific vehicle applica-
tions and loads. These limitations should not be ex-
Do not allow sustained slippage of the clutch; ceeded.
this could severely damage the clutch disc, pres-
sure plate, or flywheel. Damage caused by clutch
slippage due to improper break-in is not warrant- CAUTION
able.
Overloading will not only result in damage to the
Starting the Vehicle in the Proper Gear clutch, but also to the entire powertrain.
An empty truck can be started in a higher transmis- Riding the Clutch Pedal
sion gear ratio than when partially or fully loaded. A
good rule of thumb for the driver to follow is: select Riding the clutch pedal is very destructive to the
the gear combination that allows you to start moving clutch since partial clutch engagement permits slip-
with an idling engine, or, if necessary, just enough page, generating excessive heat. Riding the clutch
throttle to prevent stalling the engine. After the clutch pedal will also put a constant thrust load on the re-
is fully engaged, the engine should be accelerated to lease bearing, which can thin out the lubricant. Re-
the correct rpm for the upshift into the next higher lease bearing failures can be attributed to this type of
gear. misuse.
CAUTION WARNING
Never apply the clutch brake when making down- Do not coast with the clutch released (pedal de-
shifts or upshifts. The clutch pedal should never pressed) and the transmission in gear. High
be fully depressed before the transmission is put driven-disc rpm could cause the clutch facing to
in neutral. If the clutch brake is applied with the
7.23
Engines and Clutches
be thrown off the disc. Flying debris could cause See Group 25 of the Heavy-Duty Trucks Service
injury to persons in the cab. Manual for clutch adjustment procedures and specifi-
cations.
Engaging the Clutch While Coasting
Engaging the clutch while coasting can result in tre- CAUTION
mendous shock loads and possible damage to the
clutch, as well as to the entire drivetrain. Operating the vehicle with incorrect free pedal
could result in clutch damage.
Reporting Erratic Clutch Operation Clutch brake squeeze is an increased resistance
Promptly (greater than the force of the clutch spring) felt as
Reporting erratic clutch operation as soon as pos- the clutch pedal approaches the end of its stroke. If
sible will give maintenance personnel a chance to the gears grind when shifting into first or reverse
inspect and lubricate the clutch components, make gear with the clutch pedal fully depressed, the clutch
necessary internal clutch and linkage adjustments, is out of adjustment or the clutch brake is worn and
etc. needs to be replaced.
Lubrication
The release bearing and linkage should be lubricated
at frequent intervals. See Group 25 of the Heavy-
Duty Trucks Maintenance Manual for intervals and
procedures.
CAUTION
Failure to lubricate the release bearing and link-
age as recommended could result in release
A bearing and clutch damage.
02/09/95 f250148b
A. Free Pedal
Fig. 7.11, Clutch Free Pedal
7.24
8
Transmissions
Eaton® Fuller® Straight-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1
Eaton Fuller Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2
Eaton Fuller Splitter and Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Eaton Fuller Deep-Reduction Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.7
Eaton Fuller Super 10, Top 2, and Lightning Semi-Automated Transmissions . . . . . . . . . . . . . . . . 8.10
Eaton Fuller AutoShift™ Automated Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.13
Spicer Straight-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15
Meritor™ Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16
Meritor Splitter and Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18
Meritor Engine Synchro Shift™ (ESS) Automated Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.20
Transmissions
8.1
Transmissions
torque, then shift into neutral. Engage the clutch See Fig. 8.2 for the shift patterns, noting that the
and bring the engine rpm up to governed speed. 3rd/7th and 4th/8th shift positions in the RT (direct
Disengage the clutch, shift into 4th gear, and en- ratio) and RTX-B (overdrive ratio) transmissions are
gage the clutch smoothly. opposite of the RTO (overdrive ratio) transmissions.
The RTX-P ratio transmissions have the 1st/5th shift
Follow the same sequence to downshift from 4th
positions where LO is in the A and B ratio transmis-
into 3rd, 3rd into 2nd, and from 2nd into 1st gear.
sions. The top gear in the RTX-P ratio transmissions
IMPORTANT: Never use the clutch brake when is called 9th gear.
downshifting, or as a brake to slow the vehicle.
10-Speed RT, RTO, and RTX Models
Eaton Fuller Range-Shift Eaton Fuller 10-speed range-shift model transmis-
sions have ten selective, evenly-spaced forward ra-
Models tios. Each transmission consists of a 5-speed front
Refer to the Eaton website for additional information, section, and a 2-speed rear range section. The ten
www.roadranger.com. forward speeds are obtained by twice using a
5-speed shift pattern: the first time in low range, the
General Information, Eaton Range- second time in high range. See Fig. 8.3 for the shift
patterns, noting that the 4th/9th and the 5th/10th shift
Shift positions in the RT (direct ratio) and RTX (overdrive
Range-Shift transmissions are typically upshifted by ratio) transmissions are directly opposite in the RTO
moving the shift lever through all of the low gear po- (overdrive ratio) transmissions.
sitions and then activating a range switch to provide
an additional set of ratios in the high range using the Operation, Eaton Range-Shift
same shift lever positions as used in low range. The 1. When operating off-highway, or under adverse
shift lever then is moved sequentially through each conditions, always use low gear (if so equipped)
position as before but all the positions now provide a when starting to move the vehicle.
higher gear ratio. The initial low gear is often used
only in low range. When operating on-highway, with no load, or
under ideal conditions, use 1st gear when start-
Eaton Fuller Range-Shift transmissions are not syn- ing to move the vehicle (except when equipped
chronized in the front section, but the range section with a 9-speed RTO transmission, then always
is synchronized to prevent grinding gears during start in low gear).
range shifts.
For all conditions, use the highest gear that is
IMPORTANT: Not all lever positions are used in still low enough to start the vehicle moving with
each range and the shift patterns vary between engine idling, and without slipping the clutch ex-
transmissions. Be sure to read the shift pattern cessively.
decal on the dash for the operating instructions 2. Use the clutch brake to stop gear rotation when
for the specific transmission installed in your shifting into low (or 1st) or reverse when the ve-
vehicle. hicle is stationary. The clutch brake is actuated
by depressing the clutch pedal all the way to the
9-Speed RT, RTO, and RTX Models floor.
Eaton Fuller 9-speed range-shift model transmissions For normal upshifts and downshifts, only a partial
have a 5-speed front section, and a 2-speed rear disengagement of the clutch is necessary to
range section. The low gear in the front sections of break engine torque.
the RT-8609 and A and B ratio transmissions is used
only as a starting ratio. The high gear in the front 3. Do not make range shifts with the vehicle moving
section of the "P" ratio transmissions is used only as in reverse gear.
the top gear. The remaining gear positions of the 4. Never attempt to move the range preselection
above transmissions are used once in the low range lever with the gear shift lever in neutral while the
and once in the high range. vehicle is moving. Preselection with the range
8.2
Transmissions
A B C
5 7 5 8 6 8
1 3 1 4 2 4
D N
N N
6 8 E 6 7 5 7 9
2 4 2 3 1 3
03/13/96 f260027a
8.3
Transmissions
Eaton Fuller Shift Progressions through neutral, and shift into the top gear of the
low range. As the shift lever passes through neu-
TRANS. LOW RANGE HIGH
tral, the transmission will automatically shift from
MODEL Off-Highway On-Highway RANGE
high range to low range.
9-Speed 5 7
R R R
Direct or 1 3 1 3 3. With the transmission in low range, downshift
Overdrive 6 8
through the low range gears as conditions re-
LOW
(RT or 2 4 2 4 quire.
RTX) f260322 f260323 f260324
6 8
IMPORTANT: Never use the clutch brake when
R R R
9-Speed 2 4 2 4 downshifting, or as a brake to slow the vehicle.
Direct 5 7
(RTX-P) 9
1 3
f260325
1 3
f260325 f260326 Eaton Fuller Splitter and
9-Speed
R 1 4 R 1 4 R
5 8 Range-Shift Models
Overdrive 6 7 Refer to the Eaton website for additional information,
LOW LOW
(RTO) 2 3 2 3 www.roadranger.com.
f260327 f260327 f260328
10-Speed
Direct or
R 2 4 R 2 4 R
7 9 General Information, Eaton Splitter
Overdrive 6 8 10
and Range-Shift
(RT or 1 3 5 1 3 5
RTX) f260329 f260329 f260330 Combination splitter and range-shift transmissions
7 10
allow the choice of two splitter ratios in each lever
R R R
10-Speed 2 5 2 5 position as well as the additional ratios provided in
Overdrive 6 8 9
each lever position after shifting to the other range.
(RTO) 1 3 4 1 3 4
f260331 f260331 f260332 IMPORTANT: Not all lever positions are used in
Table 8.1, Eaton Fuller Shift Progressions
each range and the shift patterns vary between
transmissions. Be sure to read the shift pattern
decal on the dash for the operating instructions
6. With the transmission in high range, shift pro- for the specific transmission installed in your
gressively upward through each of the high
range gears (Table 8.1), double-clutching be-
vehicle.
tween shifts.
13-Speed RTO Models
Downshifting Eaton Fuller 13-speed RTO model transmissions
1. have thirteen forward speeds and two reverse
With the transmission in high range, shift pro-
speeds. Each transmission consists of a 5-speed
gressively downward to the bottom gear in high
front section, and a 3-speed auxiliary section. The
range, double-clutching between shifts.
auxiliary section contains low- and high-range ratios,
plus, an overdrive splitter gear. See Fig. 8.4 for the
CAUTION shift patterns.
To prevent damage to the range section syn- All of the thirteen speeds are controlled with one shift
chros, make sure the range preselection lever is lever. Built into the shift knob of the lever, are a
in low range before moving the shift lever to neu- range preselection lever and a splitter control button
tral. Leave the shift lever in neutral long enough (on the side of the shift knob), that control range se-
to be sure the range section has shifted. lection and gear splits, respectively.
2. When in the bottom gear of the high-range shift Low gear in the front section is used only as a start-
pattern, and ready for the next downshift, push ing ratio. The remaining four forward positions are
the range preselection lever down into low range. used once in the low range and once in the high
With the lever in low range, double-clutch range. However, each of the four high range gear
positions can be split with the underdrive ratio (RT
8.4
Transmissions
models), or overdrive ratio (RTO models) of the split- lever is down (in low range). When in high
ter gear. Ratios cannot be split while the transmis- range and the splitter control button is in the
sion is in low range. forward position, the range preselection lever
cannot be moved down.
Hi 5 5 7 7 1
R Dir OD Dir OD 1. When operating off-road, or under adverse condi-
Lo 1 3 tions, always use low gear when starting to move
the vehicle forward.
A When operating on-highway, with no load, or
N under ideal conditions, use 1st gear when start-
B
ing to move the vehicle forward.
6 6 8 8
LOW Dir OD Dir OD For all conditions, use the highest gear that is
2 4 C D still low enough to start the vehicle moving with
03/13/96 f260044a the engine at or near idle speed, and without
A. Up for High Range C. Forward for Overdrive slipping the clutch excessively.
B. Down for Low Range D. Rearward for Direct
2. Use the clutch brake to stop gear rotation when
1. Splitter Control Button
shifting into low (or 1st) or reverse when the ve-
Fig. 8.4, Eaton Fuller 13-Speed RTO Model hicle is stationary. The clutch brake is actuated
Transmissions Shift Patterns by depressing the clutch pedal all the way to the
floor.
18-Speed RTLO Models For normal upshifts and downshifts, only a partial
Eaton Fuller 18-speed RTLO model transmissions disengagement of the clutch is necessary to
have eighteen forward speeds and four reverse, con- break engine torque.
sisting of a 5-speed front section and a 3-speed aux- 3. Use double-clutching between all upshifts and
iliary section. The auxiliary section contains low and downshifts that require movement of the shift
high range ratios, plus an overdrive splitter gear. lever. Splitting of the high range gears does not
One ratio in the front section (low) is used as a start- require movement of the shift lever.
ing ratio; it is never used when the transmission is in 4. Never move the shift lever into low gear while in
high range. high range.
The other four ratios in the front section are used 5. Never move the splitter control button while in
once in low range and once again in high range; neutral.
however, each of the five ratios (low–1–2-–3–4) in
low range and each of the four ratios (5–6–7–8) in 6. Do not preselect with the splitter control button.
high range can be split with the overdrive splitter After moving the control button, complete the
gear. shift immediately.
All of the eighteen speeds are controlled with one 7. Except when downshifting from 5th direct to 4th
shift lever. Built into the shift knob of the lever, are a gear, never push the range preselection lever
range preselection lever and a splitter control button down into low range while operating in high
(on the side of the shift knob), that control range se- range-the splitter will become inoperative.
lection and gear splits, respectively. 8. Do not shift from high range to low range at high
vehicle speeds.
Operation, Eaton Splitter and Range-
9. Do not make range shifts with the vehicle moving
Shift in reverse gear.
IMPORTANT: On 13-speed transmissions, the 10. Never attempt to move the range preselection
shifter knob has an interlock feature that pre- lever with the gear shift lever in neutral while the
vents the splitter control button from being vehicle is moving. Preselection with the range
moved forward when the range preselection
8.5
Transmissions
preselection lever must be made prior to moving pedal. After releasing the clutch, accelerate
the shift lever out of gear into neutral. again.
11. After your shifting ability improves, you may want 5. For 13-speed transmissions:
to skip some of the ratios. This may be done Shift upward from low to 1st gear, 2nd, etc. until
only when operating conditions permit, depend- 4th gear, double-clutching between shifts, and
ing on the load, grade, and road speed. accelerating to 80 percent of engine governed
speed. See Fig. 8.4.
Upshifting
For 18-speed transmissions:
1. Position the gear shift lever in neutral. Start the
engine, and bring the air system pressure up to Shift upward from low overdrive to 1st direct by
100 to 120 psi (689 to 827 kPa). first moving the splitter control button into the
direct (rearward) position (Fig. 8.5). Move the
2. Position the range preselection lever down, into shift lever, double-clutching, to the 1st gear posi-
low range. See Fig. 8.4 or Fig. 8.5. tion.
Continue upshifting through the shift pattern.
1
5 5 7 7 Double-clutch during lever shifts (1st to 2nd to
Dir OD Dir OD 3rd to 4th); single-clutch during split shifts (1st
R 1 1 3 3
Dir OD Dir OD direct to 1st overdrive, etc.).
A 6. When in 4th gear (13-speed transmissions) or
N
4th overdrive (18-speed transmissions) and
6 6 8 8 ready to shift up to 5th gear, use the range shift
Dir OD Dir OD B
LOW LOW
Dir OD 2 2 4 4 lever as follows:
Dir OD Dir OD
C D For 13-speed transmissions:
03/13/96 f260157a
While in 4th gear, pull the range shift preselec-
A. Up for High Range C. Forward for Overdrive tion lever up, into high range. The transmission
B. Down for Low Range D. Rearward for Direct will automatically shift from low to high range as
1. Splitter Control Button the shift lever passes through neutral. Then, dis-
Fig. 8.5, Eaton Fuller 18-Speed RTLO Model engage the clutch; double-clutch through neutral;
Transmission Shift Patterns move the shift lever to 5th gear; engage the
clutch, and accelerate the engine.
3. Make sure the splitter control button is in the di- For 18-speed transmissions:
rect (rearward) position. See Fig. 8.4 or Fig. 8.5.
While in 4th overdrive, pull the range shift prese-
4. For 13-speed transmissions: lection lever up, into high range. The transmis-
Depress the clutch to the floor, shift into low or sion will automatically shift from low to high
1st gear; then engage the clutch, with the engine range as the shift lever passes through neutral.
at or near idle speed, to start the vehicle moving. Move the shift lever, double-clutching, to the 5th
Accelerate to 80 percent of engine governed gear position. Just before making final clutch en-
speed. gagement, move the splitter control button to the
For 18-speed transmissions: direct (rearward) position; then engage the clutch
and accelerate. Do not move the control button
Depress the clutch to the floor, shift into low; while the shift lever is in neutral.
then engage the clutch, with the engine at or
near idle speed, to start the vehicle moving. 7. Shift up through the high range gears as follows:
To shift from low direct to low overdrive, move For 13-speed transmissions:
the splitter control button (Fig. 8.5) into the over- To shift from 5th direct to 5th overdrive, move the
drive (forward) position, then immediately release splitter control button (Fig. 8.4) into the overdrive
the accelerator. Press and release the clutch (forward) position, then immediately release the
8.6
Transmissions
accelerator. Press and release the clutch pedal. For 18-speed transmissions:
After releasing the clutch, accelerate again. Continue downshifting from 4th overdrive to 4th
Continue upshifting through the shift pattern. direct, then 4th direct to 3rd overdrive, 3rd over-
Double-clutch during lever shifts (6th to 7th to drive to 3rd direct, etc. Single clutch when split
8th); single-clutch during split shifts (6th direct to shifting (direct to overdrive, overdrive to direct).
6th overdrive, etc.). Double clutch when making lever shifts (4th to
3rd, 3rd to 2nd, etc.).
For 18-speed transmissions:
To shift from 5th direct to 5th overdrive, move the IMPORTANT: Never use the clutch brake when
splitter control button (Fig. 8.5) into the overdrive downshifting, or as a brake to slow the vehicle.
(forward) position, then immediately release the
accelerator. Press and release the clutch pedal. Eaton Fuller Deep-Reduction
After releasing the clutch, accelerate again.
Models
Continue upshifting through the shift pattern.
Double-clutch during lever shifts (6th to 7th to Refer to the Eaton website for additional information,
8th); single-clutch during split shifts (6th direct to www.roadranger.com.
6th overdrive, etc.).
General Information, Deep-Reduction
Downshifting
10-Speed RTO Models
1. Downshift from 8th overdrive to 8th direct without
moving the shift lever. Flip the splitter control but- Eaton Fuller 10-speed RTO model transmissions
ton to the direct (rearward) position; then, imme- have a 5-speed front section, and a 2-speed rear-
diately release the accelerator, and disengage range section, with a deep reduction gear. The low-
the clutch. Engage the clutch, and accelerate the low, deep reduction gear is used only when operating
engine only after the transmission has shifted. under adverse conditions. Low gear in the front sec-
tion is used only for rough, off-highway conditions, as
2. Start the downshift from 8th direct to 7th over- a starting ratio. The remaining four forward positions
drive by flipping the splitter control button to the are used once in the low range and once in the high
overdrive (forward) position; then, immediately range. See Fig. 8.6 for the shift pattern, noting that
double-clutch through neutral, moving the shift the 3rd/7th and 4th/8th shift positions in the RTX-LL
lever from 8th to 7th gear. transmissions are opposite of the RTO-LL
3. Shift downward through each of the high range transmissions.
gears, alternating the procedures in steps 1 and
2, above, until reaching 5th direct. A 1 B
5 8 5 7
4. While in 5th direct and ready for the downshift to 1 4 1 3
4th (13-speed transmissions) or 4th overdrive
(18-speed transmissions), push the range prese- C
lection lever down. Then, double-clutch through N N
neutral and move the shift lever to the 4th gear
position. On 18-speed transmissions, move the 6 7 D 6 8
splitter control button to the overdrive (forward) 2 3 2 4
position before engaging the clutch. Do not move E F
the control button while the shift lever is in neu- 03/13/96 f260026a
8.7
Transmissions
15-Speed RT, RTO, and RTX Models 2. Use the clutch brake to stop gear rotation when
shifting into low-low, low-1st (whichever is used
Eaton Fuller 15-speed RT, RTO, and RTX model as a starting ratio) or reverse, when the vehicle
transmissions have a 5-speed front section, and a is stationary. The clutch brake is actuated by de-
2-speed rear, range section. They also have five ad- pressing the clutch pedal all the way to the floor.
ditional deep reduction ratios. The 5-speed front sec-
tion, and the low- and high-range sections provide For normal upshifts and downshifts, only a partial
ten evenly and progressively spaced forward speeds. disengagement of the clutch is necessary to
The five deep reduction ratios are also evenly and break engine torque.
progressively spaced; however, they do overlap the 3. Use double-clutching between all upshifts and
low-range ratios, and should be used only when op- downshifts.
erating under adverse conditions. See Fig. 8.7 for
the shift patterns, noting that the 4th/9th, and the 5th/ 4. Never move the shift lever into low gear while in
10th shift positions in the RT (direct ratio) and RTX high range.
(overdrive ratio) transmissions are directly opposite in 5. Do not preselect with the deep reduction button.
the RTO (overdrive ratio) transmissions. When making the shift from a deep reduction
ratio to a low-range ratio, move the deep reduc-
Operation, Deep-Reduction tion button from a forward position to a rearward
IMPORTANT: The shifter knob has an interlock position, then complete the shift immediately.
feature that prevents the deep reduction button 6. Never move the deep reduction button from a
from being moved forward when the range pre- rearward position to a forward position when the
selection lever is up (in high range). When in transmission is in high range.
low range and the deep reduction button is in 7. Do not shift from high range to low range at high
the forward position, the range preselection vehicle speeds.
lever cannot be moved up.
8. Do not make range shifts with the vehicle moving
1. For all driving conditions, use the highest gear in reverse gear.
that is still low enough to start the vehicle moving
with the engine idling, and without slipping the 9. Never attempt to move the range preselection
clutch excessively. lever with the gear shift lever in neutral while the
10
A B
9
Lo Hi 7 9 8 1 Lo Hi 7 10
R 2 2 4 4 R 2 2 5 5
7 DR Lo DR Lo
DR DR Lo DR Lo DR
6
5
4 4
N 3 2 N
5 2
4 1
3
5
6 8 10 6 8 9
1 1 3 3 5 5 2 1 1 3 3 4 4
DR Lo DR Lo DR Lo 1 6 7 DR Lo DR Lo DR Lo
3
03/13/96 f260045a
A. Eaton Fuller RT and RTX transmissions shift pattern B. Eaton Fuller RTO transmissions shift pattern
1. High Range 4. High Range 6. Forward for IN
2. Low Range 5. Low Range 7. Rearward for OUT
3. Deep Reduction
Fig. 8.7, Eaton Fuller 15-Speed RT, RTO and RTX Model Transmissions Shift Patterns
8.8
Transmissions
15-Speed RTO
1 3 4 1 3 4 1 3 4 6 8 9
DR DR DR Lo Lo Lo Lo Lo Lo
f260341 f260342 f260343 f260344
6
R 2 4 R 2 4 R 2 4 R 7
DR DR Lo Lo Lo Lo
8.9
Transmissions
8. With the transmission in high range, shift pro- General Information, Super 10/Top
gressively upward through each of the high
range gears (Table 8.2), double-clutching be- 2/Lightning
tween shifts. Super 10, Top 2, and Lightning transmissions have
10 selective forward ratios and a 2-speed rear sec-
Alternate Upshifting Procedures (15- tion. Half of the 10 speed ratios are shifted with the
Speed Transmissions Only) shift lever and the other half are shifted by moving
The shift from deep reduction to low range can also the shift button. See Fig. 8.8 for the Super 10 and
be made from 2nd, 3rd, or 4th gear of deep reduc- Top 2 shift knob, and Fig. 8.9 for the Lightning shift
tion, but must be made to the next gear lower in the knob.
low range. The shift from 2nd gear of deep reduction
to 1st gear in low range (or 3rd gear of deep reduc-
tion to 2nd gear in low range, and 4th gear of deep B
reduction to 3rd gear in low range), is an upshift, and Fuller
8.10
Transmissions
8.11
Transmissions
5. Double-clutch between all upshifts and down- move the shift lever to the next desired gear po-
shifts. sition.
6. After your shifting ability improves, you may want The combination button/lever shift is used for
to skip some of the ratios. This may be done gear changes from 2nd to 3rd, 4th to 5th, 6th to
only when operating conditions permit, depend- 7th and 8th to 9th.
ing on the load, grade, and road speed.
Downshifting
7. Avoid hunting for neutral by moving the gear shift
lever from the left rail to right rail. This action can
cause excessive transmission wear. CAUTION
Upshifting Do not attempt a button-only downshift at too
high an engine speed (generally above 1400
1. Position the gear shift lever in neutral. Start the rpm). Doing so could result in damage to the en-
engine, and bring the air system pressure up to gine, transmission, and/or driveline.
100 to 120 psi (689 to 827 kPa).
1. Button-only shift—With the throttle still applied,
2. Depress the clutch pedal to the floor. Shift into preselect the next gear by sliding the shift button
1st gear, then engage the clutch, with the engine rearward. Break torque by releasing the throttle
at or near idle speed, to start the vehicle moving. or by depressing the clutch pedal. Increase en-
3. Button-only shift—Preselect the next gear by gine speed to synchronize the engine speed with
sliding the shift button forward. Break torque by the transmission speed. The shift will complete
releasing the throttle or by depressing the clutch when the engine rpm has increased to the
pedal. Decrease engine speed to synchronize proper speed.
the engine speed with the transmission speed. The button-only shift is used for gear changes
The shift will complete when the engine rpm has from 10th to 9th, 8th to 7th, 6th to 5th, 4th to 3rd,
decreased to the proper speed. and 2nd to 1st.
The button-only shift is used for gear changes
from 1st to 2nd, 3rd to 4th, 5th to 6th, 7th to 8th, CAUTION
and 9th to 10th.
Do not attempt a lever-only downshift at too high
4. Lever-only shift—Break torque by releasing the an engine speed (generally above 1000 rpm).
throttle and depressing the clutch pedal. Double- Doing so could result in damage to the engine,
clutching, move the shift lever to the next desired transmission, and/or driveline.
gear position. Decrease engine speed to syn-
chronize the engine speed with the transmission 2. Lever-only shift—Break torque by releasing the
speed. The shift will complete when the engine throttle and depressing the clutch pedal. Double-
rpm has decreased to the proper speed. clutching, move the shift lever to the next desired
gear position.
The lever-only shift is used to skip a full gear.
With the shift button rearward—1st to 3rd, 3rd to The lever-only shift is used to skip a full gear.
5th, 5th to 7th, and 7th to 9th. With the shift but- With the shift button rearward—9th to 7th, 7th to
ton forward—2nd to 4th, 4th to 6th, 6th to 8th, 5th, 5th to 3rd, and 3rd to 1st. With the shift but-
8th to 10th. ton forward—10th to 8th, 8th to 6th, 6th to 4th
and 4th to 2nd.
NOTE: Lever-only shifts skip an entire gear ratio
and will require the engine rpm to decrease IMPORTANT: Never use the clutch brake when
twice the amount of a normal shift. downshifting, or as a brake to slow the vehicle.
5. Combination button/lever shift—Preselect the
next gear by sliding the shift button rearward. CAUTION
Break torque by releasing the throttle and de-
Do not attempt a combination button/lever down-
pressing the clutch pedal. Double-clutch and
shift at too high an engine speed (generally
8.12
Transmissions
above 1400 rpm). Doing so could result in dam- to be engaged while the transmission is in neu-
age to the engine, transmission, and/or driveline. tral during a gear change.
3. Combination button/lever shift—With the throttle
still applied, preselect the next gear by sliding
the shift button forward. Break torque by releas-
ing the throttle and depressing the clutch pedal.
Double-clutch and move the shift lever to the
next desired gear position.
The combination button/lever shift is used for 1 A
gear changes from 9th to 8th, 7th to 6th, 5th to
4th, and 3rd to 2nd.
2
SOLID
Eaton Fuller AutoShift™
Automated Transmissions 3
SOLID
Refer to the Eaton website for additional information,
www.roadranger.com. 4
FLASHING
General Information, AutoShift
5
18-Speed RTLO Models SOLID
02/17/98 B f270062
Eaton Fuller 18-speed RTLO model transmissions
have 18 forward speeds and four reverse speeds. A. Gear Display Module B. Module Detail
The transmission consists of a 5-speed front section 1. Current Gear
and a 3-speed rear section. The driver must use the 2. 9th Gear Engaged
clutch to start and stop the vehicle. 3. In 9th Gear, Preselected Toward 10th
4. Out Of Gear, Waiting For Engine/Transmission rpm
10-Speed RTO Models To Synchronize
5. 10th Gear Engaged
Eaton Fuller 10-speed RTO model transmissions
Fig. 8.12, Gear Display Module
have 10 forward speeds and two reverse speeds.
The transmission consists of a 5-speed front section • The Driver Command Console (DCC) replaces
and a 2-speed rear section. The driver must use the the shift lever and controls the transmission’s
clutch to start and stop the vehicle. shift patterns. On newer models, the Smart-
Both 10- and 18-speed AutoShift models are partially Shift™ controller replaces the DCC. If your ve-
automated transmissions. The driver does not need hicle is equipped with a SmartShift controller,
to break torque or increase or decrease engine see the information under the heading "Freight-
speed to synchronize the shift. The transmission sig- liner SmartShift Transmission Shift Control."
nals the engine controller when to break torque and • The Standard DCC (Fig. 8.13) has indicators
the engine controller automatically increases or de- for the three forward positions: Drive, Low (2nd
creases engine speed. When engine speed is cor- gear), and Low1 (1st gear), plus Reverse and
rect, the transmission engages the next gear and Neutral positions. Service and wait lamps are
signals the engine controller to resume operation. also located on the console. The gear select
The AutoShift system consists of the following com- handle contains only a gear select lever detent
ponents: button.
• The Gear Display Module (Fig. 8.12), mounted • The Enhanced DCC (Fig. 8.14) has indicators
on the dashboard, indicates the current gear for the three forward positions: Drive, Hold,
position. The display also flashes the next gear and Low, plus Reverse and Neutral positions.
Service and wait lamps are also located on the
8.13
Transmissions
D
shift functions.
• An electronic range valve, controlled by the
WAIT
L
2 HOLD
D
1 WAIT
tral.
HOLD
H 5
L 4. With the transmission in neutral, release the
2 4
clutch.
B
NOTE: This allows the speed sensor on the
input shaft to get a reading.
A
02/16/98 f270064 5. Press down on the clutch again and release the
A. Console Top View parking brake.
B. Select Handle Side
View 6. Select the desired starting gear.
1. Indicator Lamps 3. Upshift Button 7. Release the clutch.
2. Gear Position 4. Detent Button
Indicator 5. Downshift Button Reverse
Fig. 8.14, Enhanced Driver Command Console (DCC) NOTE: To drive in reverse, first depress the
console. The gear select handle contains up- clutch.
shift and downshift buttons and a gear select 1. Move the gear select lever to the "R" position.
lever detent button.
2. On 10-speed models, select either LO or HI re-
• The shifter performs shifts at the front portion verse by depressing either the downshift or up-
of the transmission. It preselects the shift to shift button (Fig. 8.14) on the gear select handle
neutral and completes the gear change after (if equipped).
driver input.
8.14
Transmissions
On 18-speed models, four reverse gears are 1. With the vehicle stopped, place the gear select
available. Select either low range, low split (1R); lever in the "D" or "H" position to select a starting
low range, high split (R); high range, low split gear.
(1H); high range, high split (H).
2. Select the starting gear with the upshift or down-
3. Release the clutch. shift buttons on the gear select handle.
NOTE: The clutch must be used for starting and Driving in the "H" Mode (if equipped)
stopping.
NOTE: You must use the upshift and downshift
Driving in the "D" Mode buttons on the gear select handle to change
gears while in the "H" (hold) mode.
NOTE: The drive mode is used for normal driv-
ing conditions. 1. Depress the clutch pedal.
1. Fully depress the clutch. 2. Place the shift lever in the "H" mode.
2. Move the gear select lever from neutral to drive. 3. Select the starting gear you want.
NOTE: The clutch must be fully depressed to 4. Slowly release the clutch pedal.
shift from neutral to drive.
Upshifting
3. Upshifting and downshifting are performed auto-
matically with no driver interaction required. NOTE: In the "H" mode you, the driver, decide
when to upshift and downshift.
NOTE: The clutch must be used for starting and
stopping. 1. Accelerate.
2. Press the upshift button on the gear select
Parking the Vehicle handle. To skip shift, press twice.
1. With the clutch pedal depressed, move the gear 3. The transmission automatically selects and shifts
select lever to neutral. to the next gear.
2. Ensure that a solid "N" appears on the gear dis-
play module. See Fig. 8.12. Downshifting
NOTE: If the gear display does not show a solid 1. Decelerate.
"N," the transmission is not yet in neutral. 2. Press the downshift button on the gear select
3. handle. To skip shift, press twice.
Set the parking brakes.
3. The transmission automatically selects and shifts
4. Slowly release the clutch pedal.
to the next gear.
Selecting the Starting Gear (push button
equipped gear select handle only) Spicer Straight-Shift Models
NOTE: On vehicles equipped with upshift and Refer to the Spicer/TTC website for additional infor-
downshift buttons (Fig. 8.14) on the gear select mation, www.ttcautomotive.com.
handle (enhanced DCC), you may select the
starting gear. The gear you select is only active General Information, Spicer Straight-
while the vehicle is running. The transmission Shift
resets to the default starting gear after you have Spicer 7-speed series transmissions are synchro-
shut off the engine. Depending on the vehicle’s nized in all gears except 1st and reverse. They have
load, you may select gears 1 through 5 as the seven forward gears and one reverse gear. See
starting gear. Fig. 8.15 for the shift pattern.
8.15
Transmissions
8.16
Transmissions
A B C
5 7 5 8 6 8
1 3 1 4 2 4
1
N N N
2
6 8 6 7 5 7 9
2 4 2 3 1 3
03/13/96 f260156a
A. All Standard "A" and "B" Ratios B. RMO Models with "A" and "B" C. All "R" Ratios
Ratios
1. Up for High Range 2. Down for Low Range
Fig. 8.16, Meritor 9-Speed Transmission Shift Patterns
NOTE: The 3rd/7th and 4th/8th shift positions in NOTE: The 4th/9th and 5th/10th shift positions
the standard "A" and "B" ratio transmissions in the standard "A" and "B" ratio transmissions
(both direct drive and overdrive) are opposite of (both direct drive and overdrive) are opposite of
the RMO model (overdrive only) transmissions. the RMO model (overdrive only) transmissions.
The "R" ratio transmissions have the 1st/5th shift po-
sitions where low is in the "A" and "B" ratio transmis-
Operation, Meritor Range-Shift
sions. The top gear in the "R" ratio transmissions is Reverse
called 9th gear.
To drive in reverse, push the range selector lever
10-Speed Models down to put the transmission in the low range. Push
the clutch pedal to the bottom of travel so the clutch
Meritor 10-speed transmissions have ten evenly- brake slows the transmission for initial gear engage-
spaced forward ratios. Each transmission consists of ment. Holding the clutch pedal at the bottom of
a 5-speed front section, and a 2-speed auxiliary sec- travel, shift into reverse.
tion. The ten forward speeds are obtained by twice
using a 5-speed shift pattern: the first time in low Slowly release the clutch pedal to move the vehicle
range, the second time in high range. See Fig. 8.17 in reverse.
for the shift patterns.
Upshifting
A B 1. To drive forward, make sure the vehicle is com-
7 9 7 10 pletely stopped and the range selector lever is
2 4 2 5 pushed down to put the transmission in the low
C range.
N N Push the clutch pedal to the bottom of travel so
the clutch brake slows the transmission for initial
D gear engagement. Holding the clutch pedal at
6 8 10 6 8 9
1 3 5 1 3 4 the bottom of travel, shift into low.
03/13/96 f260155a
2. Slowly release the clutch pedal to begin moving
the vehicle forward.
A. All Standard Models C. Up for High Range
B. RMO Models Only D. Down for Low Range 3. To upshift into 1st gear, only partial depression of
the clutch pedal is needed. Do not push the
Fig. 8.17, Meritor 10-Speed Transmission Shift Patterns clutch pedal all the way to the floor and engage
the clutch brake; instead, partially depress the
8.17
Transmissions
clutch pedal, and move the shift lever into neu- 8. Release the clutch pedal, and let the engine slow
tral. until the road speed and engine RPM match.
4. Release the clutch, and allow the engine to de- 9. Partially depress the clutch pedal, and move the
celerate until the road speed and the engine shift lever into the lowest gear in the high range-
RPM match. 5th gear in 9-speed models, 6th gear in 10-
speed models.
5. Partially depress the clutch pedal, and move the
shift lever into first gear. 10. Double clutch to continue upshifting.
6. Double clutch to continue upshifting until the top Downshifting
gear in the low range-4th gear in 9-speed
models, 5th gear in 10-speed models. See 1. With the transmission in high range, shift pro-
Table 8.3. gressively downward to the bottom gear in high
range-5th gear in 9-speed models, 6th gear in
Meritor Shift Progressions 10-speed models-double-clutching between
LOW RANGE HIGH shifts. See Table 8.3.
MODEL
Off-Highway On-Highway RANGE 2. When in the bottom gear of the high-range shift
R R R
5 7 pattern, and ready for the next downshift, push
1 3 1 3
9-Speed the range selection lever down into low range.
Standard LOW 6 8 Double-clutch through neutral, and shift into the
2 4 2 4
f260322 f260323 f260324
top gear of the low-range shift pattern. As the
shift lever passes through neutral, the transmis-
R R 6 8
2 4 2 4 R sion will automatically shift from high range to
9-Speed low range.
"R" Ratio 5 7 9
1 3 1 3
f260325 f260325 f260326
3. With the transmission in low range, downshift
through the low range gears as conditions re-
R R 5 8
9-Speed 1 4 1 4 R quire.
RMO
Models LOW LOW 6 7 IMPORTANT: Never use the clutch brake when
2 3 2 3
f260327 f260327 f260328 downshifting, or as a brake to slow the vehicle.
R R 7 9
R
10-Speed
2 4 2 4
Meritor Splitter and Range-
Standard
1 3 5
f260329
1 3 5
f260329
6 8 10
f260330
Shift Models
7 10 Refer to the Meritor website for additional informa-
R 2 5 R 2 5 R
10-Speed tion, www.arvinmeritor.com.
RMO 6 8 9
Models 1 3 4
f260331
1 3 4
f260331 f260332
General Information, Meritor Splitter
and Range-Shift
Table 8.3, Meritor Shift Progressions
Combination splitter and range-shift transmissions
7. To upshift into high range—with the transmission allow the choice of two splitter ratios in each lever
still in the highest low-range gear—move the position as well as the additional ratios provided in
range selector lever up to put the transmission each lever position after shifting to the other range.
into high range, then partially depress the clutch IMPORTANT: Not all lever positions are used in
pedal and move the shift lever into neutral. As each range and the shift patterns vary between
the shift lever passes through neutral, the trans- transmissions. Be sure to read the shift pattern
mission will automatically shift from low range to
high range.
decal on the dash for the operating instructions
for the specific transmission installed in your
vehicle.
8.18
Transmissions
8.19
Transmissions
8.20
Transmissions
B
A
1 02/17/98 f270059
A. Press the top portion (engage the first position) of
the shift-intent switch to begin an upshift.
2
B. Press the top portion again (engage the second
position) to break torque.
Fig. 8.20, ESS Upshifting Using the Shift-Intent Switch
02/17/98 f270058
8.21
Transmissions
Shifting Into a Starting Gear 1.6 Move the shift lever to the next higher
gear.
CAUTION 2. To upshift through the rest of the gears, repeat
the substeps above. Before each upshift, push
Always use the proper starting gear. Do not shift the top of the shift-intent switch into the shift
into neutral and coast, as this will result in dam- handle body to break torque. The range shift is
age to the transmission. automatic.
1. Press the system switch down, into the ON posi- 3. To skip a gear, press the shift-intent switch into
tion, to activate the ESS system. the shift handle body, while in neutral, one time
2. for every gear that is skipped.
Press the top portion of the shift-intent switch.
IMPORTANT: Use the clutch brake only when Downshifting
initially engaging a gear with the vehicle stand- 1. To downshift into the next lower gear.
ing still.
1.1 Press the bottom portion of the shift-intent
3. Push the clutch pedal to the bottom of its travel switch.
so that the clutch brake stops the transmission
input shaft from rotating. 1.2 Apply pressure with the shift lever toward
the neutral position.
4. Move the shift lever and engage a starting gear.
1.3 Press the bottom portion of the shift-intent
5. Slowly release the clutch pedal. switch again, far enough so that the
NOTE: If you do not shift the transmission out of switch goes into a second position inside
neutral into a gear within two seconds, the ESS the body of the shift knob. Then release
the switch. See Fig. 8.21. This will break
system will "time out" and deactivate. The trans- torque.
mission returns to manual operation. To reacti-
vate the ESS system, press the shift-intent 1.4 Immediately move the shift lever to the
switch again. See the following procedures for neutral position.
upshifting and downshifting for instructions on 1.5 Allow engine rpm to speed up enough to
how to use the shift-intent switch. synchronize with road speed.
8.22
Transmissions
R 5 7 R 6 8 R 7 9
R 1 3 R 2 4 R 2 4
N N N
LO 2 4 1 3 1 3 5
9
6 8 5 7 6 8 10
A B C
02/17/98 f270061
A. 9-Speed Shift Pattern with LO B. 9-Speed Shift Pattern C. 10-Speed Shift Pattern
Gear
8.23
9
Rear Axles
Meritor Single Drive Axles With Traction Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1
Meritor Drive Axles With Main Differential Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1
Meritor Main Differential Lock Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1
Meritor Tandem Drive Axles With Interaxle Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2
Meritor Interaxle Differential Lockout Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2
Eaton Single Reduction Axles With Controlled Traction Differential . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2
Eaton 2-Speed Tandem Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3
Eaton Interaxle Differential Lockout Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3
Rear Axles
9.1
Rear Axles
02/09/96 f350079a
Meritor Interaxle Differential
A. Turning Radius When Differential is Locked Lockout Operation
(engaged)—Understeer Condition
B. Turning Radius When Differential is Unlocked To lock the interaxle differential and achieve maxi-
(disengaged) mum pulling power when approaching slippery or
poor road conditions, move the lockout control valve
Fig. 9.1, Turning Radius to LOCK while maintaining vehicle speed, before en-
countering the poor road conditions. Let up momen-
When the differential lock disengages, the indicator tarily on the accelerator to engage the differential
light will go off and the buzzer will stop. lock. Proceed over poor road conditions with caution.
Do not wait until traction is lost and the tires are
Meritor Tandem Drive Axles spinning before locking the interaxle differential.
With Interaxle Differential
CAUTION
Meritor tandem drive axles with an interaxle differen-
tial have a lockout feature. Differential lockout is con- Do not actuate the interaxle differential control
trolled by a switch (Fig. 9.2) on the control panel. valve while the tires are slipping. Do not operate
the vehicle continuously with the interaxle differ-
ential locked during extended good road condi-
tions. To do so could result in damage to the axle
gearing and excessive tire wear.
To unlock the interaxle differential, move the lockout
control valve to UNLOCK while maintaining vehicle
speed, after leaving the poor road conditions. Let up
momentarily on the accelerator to allow the shift,
then resume driving at normal speed.
9.2
Rear Axles
01/19/95 f260056a
9.3
Rear Axles
01/19/95 f600306
CAUTION
Engage the lockout only when stopped or at slow
speeds and never when the wheels are spinning.
Do not operate the axles on dry pavement with
the lockout engaged for prolonged periods. Use
only when additional traction is needed under
adverse road conditions. Disengage the interaxle
differential lockout before shifting the axle to a
higher range.
When the interaxle differential lockout control valve is
in the UNLOCK position, the interaxle differential al-
lows differential action between the axles thereby
compensating for different wheel speeds and varia-
tions in tire size. Keep the interaxle differential lock-
out in the UNLOCK position for normal driving on
roads where traction is good. On 2-speed axles, the
interaxle differential must be in the UNLOCK position
before attempting to shift the axles out of low or high
range.
9.4
10
Fifth Wheels and Trailer
Couplings
Holland Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1
ASF Castloc® II and Simplex® Series Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7
Fontaine® Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.12
Premier Trailer Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.16
Holland Trailer Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.18
Fifth Wheels and Trailer Couplings
mum weight distribution over the tractor axles. NOTE: Baseplate rails not shown.
1. Kingpin Lock Control Handle
2. Double-Ended Air Cylinder
3. Slide Plunger Release
01/19/95 f310046a
1. Kingpin Lock Mechanism 4
2. Kingpin Control Handle A 2
3. Mounting Bracket 3
02/09/95 f310332b
Fig. 10.1, Holland Fifth Wheel NOTE: Baseplate rails not shown.
A. Slide plunger must be flush with mounting bracket
The air-operated release slide assembly (Fig. 10.2) when locked.
contains a double-ended air cylinder which locks and 1. Kingpin Lock Control Handle
unlocks both sides of the sliding member at the 2. Plunger Holdout Latch
same time. The air cylinder is activated by a two- 3. Slide Plunger Release Handle (one side each)
position air-control valve in the tractor cab. 4. Plunger Release Spring
The double manual release slide assembly Fig. 10.3, Double Manual Release Slide
(Fig. 10.3) contains two slide plunger release
handles, one on each side of the bracket assembly. sides of the sliding member. A hook is used to move
Both handles must be manually operated to lock and the lever to the locked and unlocked positions.
unlock each side of the sliding member.
The single manual release slide assembly (Fig. 10.4)
has a single lever which locks and unlocks both
10.1
Fifth Wheels and Trailer Couplings
10.2
Fifth Wheels and Trailer Couplings
2 2
A B
1
1
3
3
5
4
07/11/2000 f310841
3
2
2
3
1 B
4
4
A
11/07/94 D C f310106a
A. Locks open.
B. Locks closed.
C. Kingpin correctly entering the lock. Note how the depressed tongue allows lock halves to close completely around the
neck and shoulder of the kingpin.
D. Kingpin incorrectly entering the lock. Note how the steel tongue prevents lock halves from closing, preventing false
lockup.
1. Fifth Wheel Plate 3. Kingpin
2. Trailer 4. Lockguard
Fig. 10.6, Lockguard Mechanism (rear view)
10.3
Fifth Wheels and Trailer Couplings
1
2
2
1
3 3
4 4
A B
07/26/96 f310532
A. Closed Position, Locked B. Open Position, Unlocked
1. Release Arm 3. Lock Pin 4. Hinged Lock
2. Release Handle
Fig. 10.7, Type "A" Kingpin Lock Mechanism
chocks. Check for correct maximum clearance door post of the tractor. The desired load on the
between the lock halves. If more than 1/8-inch axle is no less than 80 percent of the maximum
(3.2-mm) clearance exists between the lock axle weight rating, but in no instances should the
halves, the lock must be adjusted. See Group axle load exceed the maximum axle weight rat-
31 of the Heavy-Duty Trucks Service Manual for ing given on the FMVSS or CMVSS label.
adjustment procedures.
7. After lockup is completed, connect the tractor-to- WARNING
trailer air system lines and electrical cable to the
trailer. Take care to prevent dirt or foreign mate- Do not overload any tractor axle by improperly
rial from entering the air lines. loading the trailer. This could cause erratic steer-
ing and loss of vehicle control, possibly resulting
8. Charge the air brake system with air. Make sure in serious personal injury or death.
that the air connections do not leak.
9. Retract the trailer landing gear and secure the Unlocking the Fifth Wheel Lock
ratchet handle. Mechanism
10. Remove the chocks from the trailer tires. 1. Apply the tractor parking brakes.
11. The load distribution on the front steering axle 2. Pull the trailer air supply valve to cut off the air
and rear drive axle(s) will have a direct effect on supply to the trailer.
the steering control of the vehicle. 3. Chock the front and rear of the trailer tires to
Determine the front and rear axle weights by prevent the trailer from moving.
weighing the vehicle on scales designed for this
purpose. WARNING
The maximum axle weight ratings are shown on
the Federal Motor Vehicle Safety Standard Do not use the trailer air supply for parking trail-
(FMVSS) label or Canadian Motor Vehicle Safety ers not equipped with spring parking brakes.
Standard (CMVSS) label attached to the left rear This applies the trailer service brakes only. As air
10.4
Fifth Wheels and Trailer Couplings
CAUTION 22−11571−3
10.5
Fifth Wheels and Trailer Couplings
4. Pull the trailer air supply valve to cut off the air 8.2 For double manual release models, lift the
supply to the trailer. plunger holdout latch on each side of the
mounting brackets. Then, move the re-
5. Chock the front and rear of the trailer tires to
lease plunger on each side of the mount-
prevent the trailer from moving.
ing brackets (Fig. 10.3) into the locked
position. Make sure that the slide plungers
WARNING are engaged in the fully locked position.
See Fig. 10.9.
Do not use the trailer air supply for parking trail-
ers not equipped with spring parking brakes. 8.3 For single manual release models, trip the
This applies the trailer service brakes only. As air release lever (Fig. 10.4) to allow the slide
bleeds from the trailer brake system, brake appli- plungers to retract to the locked position.
cation is lost. This could allow the unattended Visually check the slide plungers to make
vehicle to roll away, possibly resulting in serious sure they are in the locked position as
personal injury or death. shown in Fig. 10.9.
6. Slowly move the tractor forward or backward 9. The amount of load distribution on the front
until the fifth wheel is in the desired location. steering axle and rear drive axle(s) will have a
direct effect on the steering control of the vehicle.
CAUTION Determine the front and rear axle weights by
weighing the vehicle on scales designed for this
After moving the fifth wheel to the desired posi- purpose.
tion, be sure the trailer landing gear will not, at The maximum axle weight ratings are shown on
any time, come in contact with the tractor frame the Federal Motor Vehicle Safety Standard
or other components. Make sure that the front of (FMVSS) label or Canadian Motor Vehicle Safety
the trailer will not come in contact with the rear Standard (CMVSS) label attached to the left rear
of the cab or with other components if they ex- door post of the tractor. The desired load on the
tend beyond the rear of the cab. axle is no less than 80 percent of the maximum
7. Apply the tractor parking brakes. axle weight rating, but in no instances should the
axle load exceed the maximum axle weight rat-
NOTE: The fifth wheel may have to be moved ing given on the FMVSS or CMVSS label.
slightly to enable the locking plungers to enter
the fully locked position. WARNING
8. Lock the sliding member into position using one
of the following methods: Adjust the fifth wheel slide correctly, and do not
overload any tractor axle by incorrectly loading
the trailer. Incorrect slide adjustment or improper
WARNING axle loading could cause erratic steering and
loss of vehicle control, possibly resulting in seri-
Check to be sure that the slide plungers are in ous personal injury or death.
the locked position. Failure to achieve complete
lockup may allow disengagement of the tractor
from the trailer, possibly resulting in serious per-
Fifth Wheel Lubrication
sonal injury or death. The fifth wheel plate must be kept well lubricated
8.1 For air-operated models, set the cab- with chassis grease to prevent friction and binding
operated control switch to LOCK. Visually between the tractor fifth wheel plate and the trailer.
check the slide plungers to make sure Friction and binding, caused by insufficient grease on
they are engaged in the fully locked posi- the fifth wheel plate, could result in erratic steering.
tion. For lubrication instructions, see Group 31 of the
Heavy-Duty Trucks Maintenance Manual.
10.6
Fifth Wheels and Trailer Couplings
10.7
Fifth Wheels and Trailer Couplings
2 4
3 1
2
1
6
5
1
3
B C
04/08/96 f310446
A. Locked Position
B. Jaw movement compresses spring. 04/08/96 f310447
C. Fully open. 1. Safety Latch
1. Operating Lever 4. Jaw Eccentric Pin 2. Operating Rod (locked)
2. Safety Latch 5. Lock 3. Operating Rod (unlocked)
3. Jaw 6. Spring
Fig. 10.13, Simplex Kingpin Locking Mechanism,
Fig. 10.12, ASF Castloc II and Simplex Series Kingpin Locking and Unlocking
Locking Mechanism Operation
10.8
Fifth Wheels and Trailer Couplings
WARNING WARNING
Keep the fifth wheel plate lubricated to prevent Adjust the jaw pin if there is more than 1/8-inch
binding between the tractor and trailer. A binding (3-mm) clearance between the kingpin and the
fifth wheel could cause erratic steering and loss lock. Incorrect adjustment could cause the trailer
of vehicle control, possibly resulting in serious to disconnect, possibly resulting in serious per-
personal injury or death. sonal injury or death.
3. Make sure the fifth wheel top plate is tilted so the 11. With the trailer wheels chocked and the brakes
ramps are as low as possible. If equipped with set, check for clearance between the kingpin and
an air suspension, make sure the air bags are the fifth wheel jaws by moving the tractor forward
completely inflated. and backward against the locked kingpin. A
4. Position the tractor so that the center of the fifth clearance of approximately 1/16 inch (1.6 mm)
wheel is in line with the trailer kingpin. The king- between the jaw and kingpin is allowable. When
pin should be in a position to enter the throat of clearance between the jaw and kingpin exceeds
the locking mechanism. See Fig. 10.12. Adjust 1/8 inch (3.2 mm), adjust the jaw to restore the
the trailer landing gear so that the lower front 1/16-inch (1.6-mm) clearance between the jaw
trailer edge contacts the top surface of the tilted and kingpin. For instructions, see Group 31 of
fifth wheel plate, approximately 8 inches (20 cm) the Heavy-Duty Trucks Service Manual.
before the fifth wheel center. 12. Retract the trailer landing gear, and secure the
5. With the fifth wheel lock opening aligned with the ratchet handle.
trailer kingpin, back the tractor slowly toward the 13. Remove the chocks from the trailer tires.
trailer, making sure that the kingpin enters the
throat of the locking mechanism. Continue back- 14. The load distribution on the front steering axle
ward motion until positive lockup occurs. and rear drive axle(s) will have a direct effect on
the steering control of the vehicle.
6. Apply the tractor parking brakes.
Determine the front and rear axle weights by
7. Make a visual check (even if equipped with the weighing the vehicle on scales designed for this
Touchloc air-operated system) for positive king- purpose.
pin lockup. The trailer bed plate must be flush on
The maximum axle weight ratings are shown on
the fifth wheel plate surface. When positive
the Federal Motor Vehicle Safety Standard
lockup has occurred, the fifth wheel operating
(FMVSS) label or Canadian Motor Vehicle Safety
rod will have moved inward to the locked posi-
Standard (CMVSS) label attached to the left rear
10.9
Fifth Wheels and Trailer Couplings
door post of the tractor. The desired load on the 6. If equipped with a manual kingpin lock release:
axle is no less than 80 percent of the maximum Release the kingpin lock mechanism by raising
axle weight rating, but in no instances should the the safety latch to the rear and pulling the lock
axle load exceed the maximum axle weight rat- operating rod out and up into the lockset posi-
ings given on the FMVSS or CMVSS label. tion. See Fig. 10.13. The offset of the lock con-
trol upper rod should bottom against the plate
WARNING casting above the hole. If the operating rod can-
not be pulled to the lockset position, back the
Do not overload any tractor axle by improperly tractor slightly to release the kingpin force
loading the trailer. This could cause erratic steer- against the jaw.
ing and loss of vehicle control, possibly resulting If equipped with a Touchloc air-operated kingpin
in serious personal injury or death. lock release: Pull and hold the dash-mounted
control valve out (approximately 2 to 3 seconds).
Unlocking the Fifth Wheel Lock The air cylinder and slide cam (see Fig. 10.15)
Mechanism will rotate the safety indicator and move the lock
control handle into the unlocked position, then
1. Apply the tractor parking brakes. retract. The safety indicator will rotate towards
2. Pull the trailer air supply valve to cut off the air the rear and the lock control handle upper shoul-
supply to the trailer. der will rest on the fifth wheel plate just above
the rod hole. When the lock control handle is in
the out position, the trailer may be uncoupled
WARNING from the tractor.
Do not use the trailer air supply for parking trail-
ers not equipped with spring parking brakes.
This applies the trailer service brakes only. As air 2 4
bleeds from the trailer brake system, brake appli- 5
3
cation is lost. This could allow the unattended
1
vehicle to roll away, possibly resulting in serious
personal injury or death.
6
3. Chock the front and rear of the trailer tires to
prevent the trailer from moving.
4. Lower the trailer landing gear until the trailer
rises about 1/2 inch (13 mm).
5. Disconnect the tractor-to-trailer air system lines 9 7
and electrical cable. Plug the air lines to prevent
8
dirt or foreign material from entering the lines.
CAUTION
Before attempting to unlock the fifth wheel lock
mechanism of a sliding type fifth wheel, the slide
operating rod (Fig. 10.11) must be in the locked 10/17/96 f310544
position, and the slide lockpins must be in the 1. Housing Weldment 6. Lever Bar
locked position, fully inserted in baseplate rail 2. Air Cylinder 7. Lock Spring
slots. This prevents the sliding member from 3. Extension Spring 8. Lock
moving rapidly to the far forward or rearward po- 4. Slide Cam 9. Jaw
sition, which could damage the fifth wheel mem- 5. Lock Control Handle
ber or kingpin.
Fig. 10.15, Touchloc Air-Operated Lock Control
10.10
Fifth Wheels and Trailer Couplings
WARNING WARNING
If the air mechanism does not operate properly, Check to be sure that the lockpins are seated in
do not attempt to use the system. Operate the the holes and that the operating rod is in the
fifth wheel manually until the air mechanism is locked position with the safety latch securing the
repaired or replaced. Under no circumstances operating rod. Failure to achieve complete lockup
should the vehicle be operated or the air mecha- may cause the trailer to detach from the tractor,
nism used when the spring brake section is possibly resulting in serious personal injury or
caged. death.
7. Slowly drive the tractor away from the trailer. NOTE: The fifth wheel may have to be moved
slightly to enable the locking pins to enter the
Fifth Wheel Slide Operation fully locked position.
1. Chock the front and rear of the trailer tires to 8. Lock the sliding member into position using one
prevent the trailer from moving. of the following methods:
2. Connect the trailer kingpin to the tractor fifth For air-operated models: Set the cab-operated
wheel. For instructions, refer to "Fifth Wheel control switch to LOCK. Visually inspect the lock-
Locking Operation," in this chapter. pins to make sure they have seated in the base-
plate rail holes.
3. After positive lockup of the fifth wheel lock
mechanism has been accomplished, release the For manually-operated models: Raise the operat-
slide using one of the following methods: ing rod so that it is free to move inward. Make
sure that the lockpins have seated in the base-
3.1 For air-operated models, set the cab- plate rail holes and the operating rod moves into
operated control switch (Fig. 10.8) to UN- the locked position. Also, the safety latch must
LOCK. drop downward so that it holds the operating rod
3.2 For manually-operated models, raise the in the locked position.
safety latch and pull the slide operating 9. The amount of load distribution on the front
rod (Fig. 10.11) outward until the shoulder steering axle and rear drive axle(s) will have a
is outside of the operating rod support, direct effect on the steering control of the vehicle.
then lower the operating rod as far as it
will go. Determine the front and rear axle weights by
weighing the vehicle on scales designed for this
4. Lower the trailer landing gear just enough to re- purpose.
move the weight from the tractor.
The maximum axle weight ratings are shown on
5. Pull the trailer air supply valve to cut off the air the Federal Motor Vehicle Safety Standard
supply to the trailer. (FMVSS) label or Canadian Motor Vehicle Safety
Standard (CMVSS) label attached to the left rear
CAUTION door post of the tractor. The desired load on the
axle is no less than 80 percent of the maximum
After moving the fifth wheel to the desired posi- axle weight rating, but in no instances should the
tion, be sure the trailer landing gear will not, at axle load exceed the maximum axle weight rat-
any time, come in contact with the tractor frame ing given on the FMVSS or CMVSS label.
or other components. Make sure that the front of
the trailer will not come in contact with the rear WARNING
of the cab or with other components if they ex-
tend beyond the rear of the cab. Adjust the fifth wheel slide correctly, and do not
6. Slowly move the tractor forward or backward overload any tractor axle by incorrectly loading
until the fifth wheel is in the desired location. the trailer. Incorrect slide adjustment or improper
axle loading could cause erratic steering and
7. Apply the tractor parking brakes.
10.11
Fifth Wheels and Trailer Couplings
bly, allowing for optimum weight distribution over the 1. Locking Wedge
tractor axles. 2. Sliding Release Pull Handle
Slots are evenly spaced along the slide rails and re- Fig. 10.17, Manual Release Sliding Fifth Wheel Mount,
tractable lockpins are positioned through the holes to MWS Model
hold the fifth wheel in the desired position. See
Fig. 10.16 or Fig. 10.17. The air-operated release slide contains an air cylin-
der that locks and unlocks the fifth wheel slide. See
The slide portion of the sliding model may be at- Fig. 10.16. The air cylinder is activated by a two-
tached to either an air-operated release slide, or a position air-control valve in the tractor cab.
manual release slide.
10.12
Fifth Wheels and Trailer Couplings
The manual release slide contains a slide locking the trailer, the kingpin moves the jaw until the kingpin
control handle, located on the left side of the fifth is out of the mechanism. With the jaw in the un-
wheel, which locks or unlocks the fifth wheel slide. locked position, the lock control handle will remain in
See Fig. 10.17. the unlocked position until manually moved by the
operator.
Fifth Wheel Lock Mechanism for Trailer
During coupling (Fig. 10.18), the motion of the king-
Kingpin (See Fig. 10.18) pin entering the jaw will actuate the jaw and wedge.
The jaw will move behind the kingpin, followed by the
2 A wedge. The purpose of the wedge is to reinforce the
jaw and take up slack around the pin. Any wear on
1 the jaw is immediately taken up by the wedge so
there is no slack in the connection.
10.13
Fifth Wheels and Trailer Couplings
4. With the fifth wheel lock opening aligned with the 9. Charge the air brake system with air. Make sure
trailer kingpin, back the tractor slowly toward the that the air connections do not leak.
trailer, making sure that the kingpin enters the
throat of the locking mechanism. Continue back- WARNING
ward motion until positive lockup occurs.
5. Apply the tractor parking brakes. Eliminate slack between the trailer and the trac-
tor. Incorrect fifth wheel adjustment could cause
6. Make a visual and physical check for positive the trailer to disconnect, possibly resulting in se-
kingpin lockup. When lockup has occurred, the rious personal injury or death.
fifth wheel control handle will have moved to the
locked position. Make sure that the safety latch 10. With the trailer wheels chocked and the brakes
is down over the lock control handle. See set, check for clearance between the kingpin and
Fig. 10.19. This will hold the control handle in the fifth wheel jaws by moving the tractor forward
the locked position. and backward against the locked kingpin. There
should be no slack between the tractor and the
trailer. If slack is present, uncouple the trailer.
For adjustment instructions, refer to the appli-
1 cable manufacturer’s service information.
11. Retract the trailer landing gear, and secure the
ratchet handle. Remove the chocks from the
trailer tires.
A
12. The load distribution on the front steering axle
and rear drive axle(s) will have a direct effect on
2 the steering control of the vehicle.
Determine the front and rear axle weights by
weighing the vehicle on scales designed for this
1 purpose.
The maximum axle weight ratings are given on
the Federal Motor Vehicle Safety Standard
(FMVSS) label or Canadian Motor Vehicle Safety
Standard (CMVSS) label attached to the left rear
B
door post of the tractor. The desired load on the
2
02/09/95 f310110a axle is no less than 80 percent of the maximum
axle weight rating, but in no instances should the
NOTE: Make sure the safety latch is down when the
control handle is locked.
axle load exceed the maximum axle weight rat-
ing given on the FMVSS or CMVSS label.
A. Unlocked B. Locked
1. Safety Latch 2. Lock Control Handle
WARNING
Fig. 10.19, Fontaine 5000 Series Fifth Wheel, Locking
and Unlocking Do not overload any tractor axle by improperly
loading the trailer. This could cause erratic steer-
7. Release the tractor parking brakes. Test for king- ing and loss of vehicle control, possibly resulting
pin lockup by pulling on the trailer against the in serious personal injury or death.
chocks.
8. After lockup is completed, connect the tractor-to-
Unlocking the Fifth Wheel Lock
trailer air system lines and the electrical cable to Mechanism
the trailer. Take care to prevent dirt or foreign 1. Apply the tractor parking brakes.
material from entering the air system lines.
10.14
Fifth Wheels and Trailer Couplings
2. Pull the trailer air supply valve to cut off the air 2.2 For manual release models, lift the slide
supply to the trailer. locking handle to disengage it from the
guide plate. Then, pull out the handle
WARNING (Fig. 10.20) until it is in the unlocked posi-
tion and can be positioned against the
Do not use the trailer air supply for parking trail- guide plate to hold it out. The slide locking
ers not equipped with spring parking brakes. handle will stay in the unlocked position
This applies the trailer service brakes only. As air until it is manually disengaged from the
bleeds from the trailer brake system, brake appli- guide plate.
cation is lost. This could allow the unattended
vehicle to roll away, possibly resulting in serious
personal injury or death.
3. Chock the front and rear of the trailer tires to
prevent the trailer from moving.
4. Lower the trailer landing gear until the weight is
removed from the fifth wheel.
5. Disconnect the tractor-to-trailer air system lines
and electrical cable. Plug the air lines to prevent
dirt or foreign material from entering the lines.
CAUTION
Before attempting to lock or unlock the fifth
wheel lock mechanism of a sliding type fifth 05/19/94 f310050
wheel, the slide locking handle, if so equipped,
Fig. 10.20, Fontaine 5000 Series Sliding Fifth Wheel
and the slide lockpins must be in the locked po- Manual Release
sition (fully inserted in the slider rail holes). This
prevents the sliding member from moving rapidly 3. Lower the trailer landing gear just enough to re-
to the far forward or rearward position, which move the weight from the tractor.
could damage the fifth wheel member or kingpin.
4. Pull the trailer air supply valve to cut off the air
6. Release the kingpin locking mechanism by lifting supply to the trailer.
the safety latch and pulling the lock control
handle to the unlocked position. See Fig. 10.19.
WARNING
7. Slowly drive the tractor away from the trailer.
Do not use the trailer air supply for parking trail-
Fifth Wheel Slide Operation ers not equipped with spring parking brakes.
This applies the trailer service brakes only. As air
1. Connect the trailer kingpin to the tractor fifth bleeds from the trailer brake system, brake appli-
wheel. For instructions, refer to Fontaine 5000 cation is lost. This could allow the unattended
Series "Fifth Wheel Locking Operation," in this vehicle to roll away, possibly resulting in serious
chapter. personal injury or death.
2. After positive lockup of the fifth wheel lock 5. Chock the front and rear of the trailer tires to
mechanism has been accomplished, release the prevent the trailer from moving.
slide using one of the following methods:
2.1 For air-operated release models, set the CAUTION
cab-operated control switch to UNLOCK.
After moving the fifth wheel to the desired posi-
tion, be sure the trailer landing gear will not, at
10.15
Fifth Wheels and Trailer Couplings
any time, come in contact with the tractor frame The maximum axle weight ratings are given on
or other components. Make sure that the front of the Federal Motor Vehicle Safety Standard
the trailer will not come in contact with the rear (FMVSS) label or Canadian Motor Vehicle Safety
of the cab or with other components if they ex- Standard (CMVSS) label attached to the left rear
tend beyond the rear of the cab. door post of the tractor. The desired load on the
axle is no less than 80 percent of the maximum
6. Slowly move the tractor forward or backward axle weight rating, but in no instances should the
until the fifth wheel is in the desired location. axle load exceed the maximum axle weight rat-
7. Apply the tractor parking brakes. ing given on the FMVSS or CMVSS label.
NOTE: The fifth wheel may have to be moved
slightly to enable the locking pin(s) to enter the WARNING
fully locked position. Adjust the fifth wheel slide correctly, and do not
8. Lock the sliding member in position using one of overload any tractor axle by incorrectly loading
the following methods: the trailer. Incorrect slide adjustment or improper
axle loading could cause erratic steering and
loss of vehicle control, possibly resulting in seri-
WARNING ous personal injury or death.
Check to be sure that the lockpins are seated in
the holes. Failure to achieve complete lockup Fifth Wheel Lubrication
may cause the trailer to detach from the tractor, The fifth wheel plate must be kept well lubricated
possibly resulting in serious personal injury or with chassis grease to prevent friction and binding
death. between the tractor fifth wheel plate and the trailer.
8.1 For air-operated release models, set the Friction and binding, caused by insufficient grease on
cab-operated slide control switch to the fifth wheel plate could result in erratic steering.
LOCK. Visually inspect the lockpins to For lubrication instructions, see Group 31 of the
make sure that they are fully inserted in Heavy-Duty Trucks Maintenance Manual.
the slide rail holes.
8.2 For manual release models, disengage Premier Trailer Couplings
the slide locking handle from the guide General Information
plate. The slide locking handle is spring-
loaded in the locked position and will seek Trailer couplings, used only on trucks, are attached
the locked position when disengaged from to the rear closing crossmember.
the guide plate. The fifth wheel may have
The Premier 260 and 460 trailer couplings
to be moved slightly to enable the locking
(Fig. 10.21) have a rigid pintle hook, and are air-
pins to fully enter the locked position.
adjusted. An air chamber, mounted forward of the
When the slide lock control handle returns
coupling, operates a push rod, which pushes against
to the fully in position, visually and physi-
a shoe inside the coupling. The shoe maintains con-
cally check the lockpins to make sure they
stant pressure on the eye of the trailer drawbar when
are fully inserted into the holes in the slide
it’s over the pintle hook. This takes up any slack in
rails. Make sure the slide locking handle is
the trailer connection, providing smoother towing and
locked in position against the guide plate.
less wear on the pintle hook. The air pressure is acti-
9. The amount of load distribution on the front vated when the trailer brakes are released.
steering axle and rear drive axle(s) will have a The Premier 690 trailer coupling (Fig. 10.22) has a
direct effect on the steering control of the vehicle. moveable pintle hook, and is non-air adjusted. It is
Determine the front and rear axle weights by used for heavy-duty applications.
weighing the vehicle on scales designed for this
purpose.
10.16
Fifth Wheels and Trailer Couplings
4
4 5
3 5
3
2
2
6 6
1
1
A
B
01/20/95 f310312a
A. Model 260 B. Model 460
1. Pintle Hook 3. Pawl Assembly 5. Pawl Wedge
2. Latch 4. Pawl Lock 6. Shoe
Fig. 10.21, Premier 260 and 460 Trailer Couplings
10.17
Fifth Wheels and Trailer Couplings
WARNING 1 2
3
Do not use the trailer air supply for parking trail-
ers not equipped with spring parking brakes.
This applies the trailer service brakes only. As air
bleeds from the trailer brake system, brake appli-
cation is lost. This could allow the unattended
vehicle to roll away, possibly resulting in serious
personal injury or death. 4
2. Chock the front and rear tires of the trailer.
3. Disconnect the trailer air and electrical lines. 01/20/95 f310314a
Plug the air lines to keep out dirt.
1. Lock 3. Latch
4. Take the weight of the trailer drawbar eye off the 2. Cotter Pin 4. Pintle Hook
pintle hook. Fig. 10.23, Holland PH-T-60-AL Trailer Coupling
5. Open the coupling.
4. Lower the trailer until the drawbar eye rests on
Models 260 and 460: Pull up on the pawl lock; the pintle hook.
then, while squeezing the pawl wedges together,
lift up the pawl assembly. Lift up the latch, and 5. Close the latch, then insert the cotter pin.
push it up against the pawl, locking the latch in 6. Hook up the trailer’s electrical and air lines.
place.
7. Remove the chocks from the trailer’s tires.
Model 690: Remove the linchpin from the handle,
then push in on the handle and turn it toward Trailer Release
you. Open the pintle hook by pulling it down and
toward you. Release the handle, locking the 1. Apply the truck and trailer parking brakes.
pintle hook open.
6. Slowly drive the vehicle away from the trailer. WARNING
Do not use the trailer air supply for parking trail-
Holland Trailer Coupling ers not equipped with spring parking brakes.
General Information This applies the trailer service brakes only. As air
bleeds from the trailer brake system, brake appli-
The Holland PH–T–60–AL trailer coupling is de- cation is lost. This could allow the unattended
signed for use with trailers having a maximum gross vehicle to roll away, possibly resulting in serious
weight of 10,000 lbs (4536 kg). It is a rigid type pintle personal injury or death.
hook, used only on truck applications, and is fas- 2. Chock the front and rear tires of the trailer.
tened to the rear closing crossmember of the vehicle.
See Fig. 10.23. It is a non-air adjusted coupling. 3. Disconnect the trailer air and electrical lines.
Plug the air lines to keep out dirt.
Operation 4. Take the weight of the trailer drawbar off the
Trailer Hookup pintle hook.
1. Chock the front and rear tires of the trailer. 5. Open the latch by first removing the cotter pin,
then lift up the lock and raise the latch.
2. Remove the cotter pin, then lift the lock and raise
the latch. 6. Slowly drive the vehicle away from the trailer.
3. Back up the vehicle until the drawbar eye is over
the pintle hook.
10.18
11
Pretrip and Post-Trip
Inspections and
Maintenance
Pretrip and Post Trip Inspection Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1
Pretrip and Post Trip Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3
Pretrip and Post-Trip Inspections and Maintenance
Pretrip and Post Trip instructions found under the pretrip and post-trip
maintenance procedures.
Inspection Checklists
Pre- and post-trip inspections cannot be done
Regulations in both Canada and the United States quickly. However, careful inspections save time by
clearly indicate that it is the driver’s responsibility to eliminating stops later to adjust items overlooked or
perform an inspection and ensure the complete road- forgotten.
worthiness of a vehicle before placing it into service
for the day. Commercial vehicles may be subject to If any system or component does not pass this in-
inspection by authorized inspectors, and an unsafe spection, it must be corrected before operating the
vehicle can be put "out of service" until the driver or vehicle. Whenever equipment requires adjustment,
owner repairs it. replacement, repair, addition of lubricants, or a
change of lubricants, see the Heavy-Duty Trucks
IMPORTANT: The pre- and post-trip checklists, Service Manual for procedures and specifications,
and inspections and maintenance procedures and see the Heavy-Duty Trucks Maintenance Manual
detailed in this chapter, are not all-inclusive. for lubricant recommendations, specifications, and
Also refer to other component and body manu- maintenance intervals.
facturers’ instructions for specific inspection and See Table 11.1 for a list of procedures that should
maintenance instructions. be perfomed daily, before the first trip.
Use the inspection checklists to ensure that vehicle See Table 11.2 for a list of procedures that should
components are in good working condition before be performed weekly, post-trip.
each trip. A driver that is familiar with the vehicle,
and drives it regularly, can perform the daily inspec- See Table 11.3 for a list of procedures that should
tions, then add the weekly and monthly post-trip in- be performed monthly, post-trip.
spections as scheduled. If the driver does not oper- IMPORTANT: Before performing any checks,
ate the vehicle on a consistant basis, all three of the apply the parking brake and chock the tires.
inspection procedures should be performed before
the trip.
NOTE: Procedure reference numbers in the
checklists reference the corresponding detailed
11.1
Pretrip and Post-Trip Inspections and Maintenance
11.2
Pretrip and Post-Trip Inspections and Maintenance
Pretrip and Post Trip 1.3 Water and oil emulsion often form pockets
that will not drain while compressed air is
Maintenance Procedures in the reservoirs. Because of these pock-
ets, leave the valves blocked open during
Whenever equipment requires adjustment, replace- the first part of the pretrip inspection.
ment, repair, addition of lubricants, or a change of
lubricants, see the Heavy-Duty Trucks Service 1.4 If the drained water is cloudy or oily, it
Manual for procedures and specifications, and see may indicate a problem with the compres-
the Heavy-Duty Trucks Maintenance Manual for lubri- sor. If oil is allowed to contaminate the air
cant recommendations, specifications, and mainte- dryer, it will not remove the water from the
nance intervals. Specific references to the manual air brake system, which could adversely
will be found where appropriate. affect braking.
2. Check the fluid level in the windshield washer
Daily Pretrip Maintenance Procedures reservoir.
1. Drain manually drained air reservoirs. Add washer fluid as needed. Unscrew the cap to
Water and oil normally enter the air reservoir in add fluid.
the form of vapor because of the heat generated
during compression. After the water and oil con- WARNING
dense, drain the resulting emulsion as follows:
Washer fluids may be flammable and poisonous.
1.1 Open the wet tank valve. The drain cock
Do not expose washer fluid to an open flame or
or pull chain drain is located on the for-
any burning material, such as a cigarette. Always
ward end of the supply air reservoir, which
comply with the washer fluid manufacturer’s rec-
is connected directly to the air compres-
ommended safety precautions.
sor. Block the valve open.
3. Check the coolant level in the surge tank.
WARNING See Fig. 11.1. If the coolant is low, add a 50/50
mixture of water and the type of antifreeze cur-
When draining the air reservoir, do not look into rently installed in your vehicle. Fill the surge tank
the air jets or direct them toward anyone. Dirt or with coolant to the MAX line when the tank is
sludge particles may be in the airstream and cool. If the surge tank was empty, start the en-
could cause injury. gine after refilling and check the level again
1.2 Exhaust the remaining air and moisture when the engine is at operating temperature.
from the system by opening the drain
cocks on the bottoms of the remaining air
reservoirs. Block the valves open.
11.3
Pretrip and Post-Trip Inspections and Maintenance
1
Check for loose wiring, chafed insulation, and
damaged or loose hold-down clamps. Tighten
loose wires or hold-down clamps; replace dam-
aged wiring or clamps.
6. Inspect the air intake system for leaks or dam-
age.
CAUTION
Failure to maintain a sealed air intake system
could allow the entry of dirt and contaminants
01/20/95 f500030a into the engine. This could adversely affect en-
1. Filler Neck gine performance and result in engine damage.
6.1 Check the intake-air restriction indicator.
Fig. 11.1, Coolant Level Checking
6.2 Replace the primary filter element in the
air cleaner if the yellow signal stays
CAUTION locked at 25 inH2O for Caterpillar and
Cummins engines or 20 inH2O for Detroit
Coolant must be filled to the full line of the surge
Diesel engines. See Group 09 of the
tank. Low coolant could result in engine over-
heating, which could cause engine damage. Heavy-Duty Trucks Service Manual for
filter element replacement instructions, or
4. Inspect the radiator and charge air cooler. take the vehicle to an authorized Freight-
liner dealer.
4.1 Inspect the radiator and charge air cooler
for clogged fins. Use compressed air or NOTE: After replacing the filter element,
water directed from the fan side of the reset the restriction indicator by pressing the
core to backflush any material restricting rubber reset button.
airflow.
6.3 Inspect the secondary or safety filter ele-
4.2 Inspect the radiator and charge air cooler ment in the air cleaner when replacing the
for damage and accumulated debris. primary element, and replace it when
Straighten bent or damaged fins to permit clogged or dirty. This element should be
airflow across all areas of the cores. replaced with every third primary element
NOTE: When traveling through areas of high replacement.
insect concentration, it may be necessary to 6.4 Check the engine air intake piping from
clean the exterior of the radiator or the the air cleaner to the engine intake. In-
charge air cooler core as often as every 200 spect the piping for loose connections,
miles (320 km). cracks, torn or collapsed hoses, punc-
tures, and other damage. Tighten loose
4.3 On vehicles equipped with air condition- connections, and have damaged compo-
ing, also inspect and clean the condenser. nents replaced. Make sure the piping sys-
If clogged, the condenser can restrict air- tem is airtight so that all intake air passes
flow through the radiator. through the air cleaner.
4.4 Check the radiator for leaks. If leaks are 7. Check the engine oil level.
found, have the radiator repaired or re-
placed. See Group 20 of the Heavy-Duty If the oil level is at or below the minimum fill (or
Trucks Service Manual for instructions, or "add") mark on the dipstick, add enough oil to
take the vehicle to an authorized Freight- maintain the level between the minimum fill (or
liner dealer. "add") and the maximum fill (or "full") marks on
the dipstick. See Fig. 11.2. Engine lube oil must
5. Inspect the engine and chassis wiring.
11.4
Pretrip and Post-Trip Inspections and Maintenance
WARNING
Never fill fuel tanks to more than 95 percent of
their liquid capacity. This could make them more
likely to rupture from impact, possibly causing
fire and resulting in serious personal injury or
02/09/95 f180002 death by burning.
1. Oil Check 2. Oil Fill Do not mix gasoline or alcohol with diesel fuel.
This mixture could cause an explosion, possibly
Fig. 11.2, Oil Level Checking
resulting in serious personal injury or death. Do
not fill the fuel tanks in the presence of sparks,
CAUTION open flames, or intense heat. These could ignite
the fuel, possibly causing severe burns.
Operating the engine with the oil level below the
minimum fill (or "add") mark or above the maxi-
IMPORTANT: Engines manufactured since
mum fill (or "full") mark could result in engine 2007 must use ultralow-sulfur diesel (ULSD)
damage. with 15 ppm sulfur content or less, based on
ASTM D2622 test procedure. Failure to use
8. Inspect the fuel tanks, fuel lines, and connections ultralow sulfur diesel fuels may void the war-
for leaks. ranty on emission components.
8.1 Check that the fuel tanks are secured to
9.1 Fuel should always be strained or filtered
their mounting brackets and that the
before being put into the tanks. This will
mounting brackets are secured to the
lengthen the life of the engine fuel filter
frame.
and reduce the chances of dirt getting into
8.2 Replace leaking fuel tanks. the engine.
8.3 If lines or connections are leaking, have 9.2 Before installing the fuel cap, clean the
them repaired or replaced. area with a rag, or if necessary, clean the
cap with solvent.
For repair and/or replacement procedures,
see Group 47 of the Heavy-Duty Trucks 9.3 If needed, prime the fuel system. For
Service Manual, or take the vehicle in to priming procedures, see the applicable
an authorized Freightliner dealer. engine manufacturer’s manual.
8.4 If equipped with fuel tank shutoff valves, 10. Drain the water from the fuel/water separator as
be sure the valves are fully open. follows:
11.5
Pretrip and Post-Trip Inspections and Maintenance
02/09/95 f470105
11.6
Pretrip and Post-Trip Inspections and Maintenance
11.7
Pretrip and Post-Trip Inspections and Maintenance
17. Make sure all the exterior lights are working 18.1 Be sure valve stem caps are on every tire
properly. and that they are screwed on finger-tight.
Check that all the lights and reflectors are clean. 18.2 Inflate the tires to the applicable pressures
See Fig. 11.7. if needed.
18.3 If a tire has been run flat or underinflated,
check the wheel for proper lockring and
1 2 side-ring seating, and possible wheel, rim,
or tire damage before adding air.
Moisture inside a tire can result in body
ply separation or a sidewall rupture. Dur-
ing tire inflation, compressed air reservoirs
and lines must be kept dry. Use well-
maintained inline moisture traps and ser-
vice them regularly.
WARNING
Do not operate the vehicle with underinflated or
6 3 overinflated tires. Incorrect inflation can stress
4 the tires and make the tires and rims more sus-
05/08/95 5 f000018a
ceptible to damage, possibly leading to rim or
1. Clearance Lights 5. Turn Signals and tire failure and loss of vehicle control, resulting
2. Identification Lights Side-Marker Lights in serious personal injury or death.
3. Fog Lights 6. Intermediate Turn
4. Headlights Signal Lights IMPORTANT: The load and cold inflation pres-
sure must not exceed the rim or wheel manu-
Fig. 11.7, Exterior Lights
facturer’s recommendations, even though the
17.1 Check that the brake lights, taillights, tire may be approved for a higher load inflation.
headlights, parking lights, turn signals, Some rims and wheels are stamped with a
marker lights, identification lights, road maximum load and maximum cold inflation rat-
lights (if so equipped), and front clearance ing. If they are not stamped, consult the rim or
lights are working properly and are clean. wheel manufacturer for the correct tire inflation
17.2 Test the high and low beams of the head- pressure for the vehicle load. If the load ex-
lights. ceeds the maximum rim or wheel capacity, the
load must be adjusted or reduced.
17.3 Replace light bulbs or sealed beam units
that are not working. 19. Inspect each tire for wear, bulges, cracks, cuts,
penetrations, and oil contamination.
17.4 Be sure all reflectors and lenses are in
good condition and are clean. Replace 19.1 Check the tire tread depth. If tread is less
any broken reflectors or lenses. than 4/32 inch (3 mm) on any front tire, or
less than 2/32 inch (1.5 mm) on any rear
18. Check tire inflation pressures using an accurate
tire, replace the tire.
tire pressure gauge.
19.2 Inspect each tire for bulges, cracks, cuts,
Tires should be checked when cool. For inflation
and penetrations.
pressures and maximum loads (per tire) see the
tire manufacturer’s guidelines. 19.3 Inspect each tire for oil contamination.
A weekly pressure loss of 4 psi (28 kPa) or more Fuel oil, gasoline, and other petroleum
in a tire may indicate damage. The tire should be derivatives, if allowed to contact the tires,
inspected and, if necessary, repaired or replaced. will soften the rubber and destroy the tire.
11.8
Pretrip and Post-Trip Inspections and Maintenance
20. Check the wheel nuts or rim nuts for indications 20.3 Have broken, cracked, badly worn, bent,
of looseness. Examine each rim and wheel com- rusty, or sprung rings and rims replaced.
ponent. Be sure that the rim base, lockring, and
side ring are matched according to size
20.1 Remove all dirt and foreign material from
and type.
the assembly. Dirt or rust streaks from the
stud holes, metal buildup around stud
holes, or out-of-round or worn stud holes 20.4 Make sure all wheel nuts are tightened
may be caused by loose wheel nuts. See 450 to 500 lbf·ft (610 to 678 N·m) for Ac-
Fig. 11.8 and Fig. 11.9. curide wheels with unlubricated threads.
Use the tightening pattern in Fig. 11.10 for
10-hole wheels, and the tightening pattern
in Fig. 11.11 for 8-hole wheels. See
Group 40 of the Heavy-Duty Trucks Ser-
vice Manual for more information.
CAUTION
Insufficient wheel nut torque can cause wheel
shimmy, resulting in wheel damage, stud break-
age, and extreme tire tread wear. Excessive
wheel nut torque can break studs, damage
threads, and crack discs in the stud hole area.
Use the recommended torque values and follow
02/09/95 f400058 the proper tightening sequence.
Fig. 11.8, Dirt and Rust Streaks from the Stud Holes
DANGER
20.2 Examine the rim and wheel assembly
components (including rims, rings, flanges, Do not loosen or remove the parking brake clamp
studs, and nuts) for cracks, or other dam- ring for any purpose. The parking/emergency
age. brake section of the brake chamber is not in-
See Group 33 or Group 35 of the Heavy- tended to be serviced. Serious injury or death
Duty Trucks Service Manualfor service may result from sudden release of the power
procedures on the studs and hubs, and spring.
see Group 40 in the same manual for Before doing any repairs or adjustments on a
wheel and tire servicing, or take the ve- service/parking brake chamber, read the appli-
hicle to an authorized Freightliner dealer. cable warnings and instructions in Group 42 of
the Century Class Trucks Workshop Manual.
WARNING 21. Inspect the air brake chamber and the air brake
chamber pushrods. See Fig. 11.12 .
Have any worn or damaged wheel components
replaced by a qualified person using the wheel
manufacturer’s instructions and the wheel indus- WARNING
try’s standard safety precautions and equipment.
Otherwise a vehicle or workshop accident could Do not operate the vehicle with the front brakes
occur, possibly resulting in serious personal in- backed off or disconnected. Backing off or dis-
jury or death. connecting the front brakes will not improve ve-
hicle handling and may lead to loss of vehicle
control resulting in property damage or personal
injury.
11.9
Pretrip and Post-Trip Inspections and Maintenance
02/09/95 f400001
1
10 8 1
3 6 A
5 4
7 9
2
08/23/93 f400081a
A
1 2
02/22/2000 f421352
11.10
Pretrip and Post-Trip Inspections and Maintenance
21.3 See if the chamber piston rod is in line 22.3 Check for damage to hoses located near
with the slack adjuster. Misalignment can moving parts, such as drivelines, kingpins,
cause the piston rod to rub on the non- suspensions, and axles. If moving parts
pressure chamber and cause a dragging are catching or pinching the lines, correct
brake. See Group 42 of the Heavy-Duty as needed.
Trucks Service Manual.
22.4 Check for hose damage caused by abra-
sion. If abraded, have the hose replaced.
CAUTION Check for the cause of abrasion, such as
loose or damaged hose clamps. Have the
If the external breather tube or breather cap is clamps repaired or replaced as needed.
missing or incorrectly installed, road dirt and de-
bris can adversely affect the operation of the 22.5 Observe the hose cover condition, espe-
brake chamber. Once inside of the chamber, dirt cially hoses exposed to water splash and
and debris can cause the internal parts of the ice. If dried out or ragged (the wire or liner
chamber to deteriorate faster. is showing through the cover), have the
hose(s) replaced.
21.4 Inspect the exterior surfaces of the cham-
ber for damage. Make sure that breather 22.6 Inspect the air tubing, especially tubing
holes in the non-pressure section(s) are made of nylon. In cold weather, nylon tub-
open and free of debris. See Group 42 of ing is sensitive to damage, such as nicks
the Heavy-Duty Trucks Service Manual to or cuts. Have nicked or cut tubing re-
replace any damaged parts. placed, even if it is not leaking.
21.5 On all parking brake installations, make 22.7 Check for kinked or twisted hoses. A
sure the end cover cap or dust plug is se- seven-percent twist in the hose can re-
curely snapped into place. duce its life by up to 90 percent. A twisted
hose under pressure tends to untwist,
NOTE: On most MGM parking brake cham- which may loosen the fitting. Reconnect
bers equipped with an integral release bolt, hoses that are twisted.
an end cover cap is installed over the re-
lease bolt. NOTE: The front brake lines flex continu-
ously in vehicle operation, so they require
21.6 Check for rusted connections, missing special examination. Give particular attention
snap rings, and damaged camshaft to the areas near where they connect to the
grease seals. Have damaged or missing front air brake chambers. This inspection
parts repaired or replaced. requires two people, one in the driver seat
22. Inspect the air brake lines. and another to inspect the brake line con-
22.1
nections at the wheels.
Check the clearance between the hoses
and the exhaust manifold or other hot 22.8 Both wheel air lines must be inspected
spots. Excessive heat will cause material with the emergency brake set, engine
in the hoses to deteriorate rapidly or be- idling, air pressure at 80 to 90 psi (550 to
come brittle. Provide at least 6 inches 620 kPa), and the brake pedal held down.
(150 mm) of clearance. More clearance is
22.9 Turn the wheels to full lock in one direc-
recommended if the hose is located above
the heat source. tion and inspect both air lines where they
connect to the air chambers, then turn the
22.2 Check for kinks, dents, or swelling of the wheels to full lock in the other direction
hoses. If damaged, have the hose re- and inspect both lines. If a hose is leak-
placed with the same size and type. ing, have it replaced.
NOTE: Do not route the hose on top of any- IMPORTANT: ABS-equipped vehicles operat-
thing likely to be stepped on. ing in regions where especially corrosive ice
removal chemicals are used may experience
11.11
Pretrip and Post-Trip Inspections and Maintenance
higher than normal rotor corrosion. Tone 23.3 Haldex Slack Adjusters: Inspect each
rings should be routinely inspected for corro- slack adjuster and anchor strap for dam-
sion. Severe corrosion of the integral ABS age. See Fig. 11.14. Have any damaged
tone ring may cause the ABS warning lamp components replaced.
in the dash to illuminate due to false wheel Check that the control-arm nut is fully re-
speed readings. If the ABS warning lamp leased. If the control arm is in the wrong
illuminates at any time other than at vehicle position, the brakes will drag.
start-up, have the problem repaired immedi-
ately.
23. Inspect the slack adjusters. 1
2
23.1 Meritor Slack Adjusters: Check the boot
for cuts, tears, or other damage. Have it
replaced if necessary. 3
4 5
5
10/11/2005 A f421397
6
A. Rotate the control arm toward the brake chamber
7 until you can feel it contacting the internal stop.
3 8 1. Clevis 6. Control-Arm Washers
2. Slack Adjuster and Nut
3. Clevis Pin 7. Anchor Strap Slot
2 9 4. Manual Adjusting Nut 8. Anchor Strap
5. Control Arm 9. Brake Chamber
1
Fig. 11.14, Haldex Automatic Slack Adjuster
10
24. Check the air brake system for proper operation.
24.1 Check the air governor cut-in and cut-out
06/17/2003 f421398 pressures as follows.
1. 7/16-inch Adjusting 6. Clevis Run the engine at fast idle. The air gover-
Nut 7. 1/2-inch Clevis Pin nor should cut out the air compressor at
2. Grease Fitting 8. 1/4-inch Clevis Pin
approximately 120 psi (827 kPa). With the
3. Boot 9. Grease Relief
4. Link Opening engine idling, apply the brake pedal sev-
5. Brake Chamber Piston 10. Slack Adjuster Spline eral times. The air governor should cut in
Rod the air compressor at approximately 100
psi (689 kPa). If the air governor does not
Fig. 11.13, Gunite Automatic Slack Adjuster cut in and out as described above, it must
be adjusted to these specifications. If the
air governor cannot be adjusted or re-
paired, replace it before operating the ve-
hicle.
11.12
Pretrip and Post-Trip Inspections and Maintenance
24.2 Check the air pressure buildup time as Maximum Allowable Service Brake Air Leakage
follows.
Air Leakage in psi
With the air system fully charged to 120 Description (kPa) Per Minute
psi (827 kPa), make one full brake appli- Released Applied
cation and note the air pressure reading Truck or Tractor Only 2 (14) 3 (21)
on the gauge. Continue to reduce the air Truck or Tractor w/Single Trailer 3 (21) 4 (28)
pressure by moderate brake applications Truck or Tractor w/Two Trailers 5 (35) 6 (42)
to a maximum of 90 psi (620 kPa), then
run the engine at governed rpm. If the Table 11.4, Maximum Allowable Service Brake Air
time required to raise the air pressure to Leakage
120 psi (827 kPa) (from the pressure
noted after one brake application) is more 25. Test the service brakes.
than 30 seconds, eliminate any leaks or
replace the air compressor before operat- When starting to move the vehicle and before
ing the vehicle. picking up speed, test the brakes with the foot
pedal and parking brake control valve (yellow
24.3 Check the air pressure reserve as follows. knob) to be sure they will bring the vehicle to a
With the air system fully charged to 120 safe stop.
psi (827 kPa), stop the engine and note
the air pressure. Then make one full brake Weekly Post-Trip Maintenance
application and observe the pressure Procedures
drop. If it drops more than 25 psi (172
kPa), all areas of leakage must be elimi-
nated before operating the vehicle.
WARNING
24.4 Check the air leakage in the system as Battery posts, terminals, and related accessories
follows. contain lead and lead compounds, chemicals
known to the State of California to cause cancer
With the parking brake (spring brake) ap-
and reproductive harm. To prevent possible per-
plied, the transmission out of gear, and
sonal injury, always wash your hands after han-
the tires chocked, charge the air system
dling battery parts and related accessories.
until cut-out pressure of 120 psi (827 kPa)
is reached. 1. Inspect the batteries and battery cables.
With the service brakes released, shut 1.1 Access the batteries. Be sure the battery
down the engine, wait one minute and hold-down is secure. If it is loose, tighten
note the air pressure gauge reading. Ob- the hold-down bolts; if it is broken, replace
serve the air pressure drop in psi (kPa) it.
per minute.
1.2 If the battery is equipped with a built-in
Charge the air system until cut-out pres- hydrometer, examine the hydrometer. If a
sure of 120 psi (827 kPa) is reached. With green dot shows in the sight glass, the
the parking brakes released and the ser- battery is sufficiently charged.
vice brake applied, shut down the engine,
wait one minute and note the air pressure If the sight glass is dark, the charge is low
gauge reading. Observe the air pressure and the battery must be recharged.
drop in psi (kPa) per minute. If the sight glass is clear, the battery has a
If leakage exceeds the limits shown in low level of electrolyte and must be re-
Table 11.4, repair all areas of leakage be- placed.
fore driving the vehicle. 2. Check the level of the wheel bearing lubricant in
the hub cap at each end of the front axle.
If needed, fill the hubs to the level indicated on
the hub cap. See Group 35 of the Heavy-Duty
11.13
Pretrip and Post-Trip Inspections and Maintenance
Trucks Maintenance Manual, for recommended have the belt replaced, following the instructions
lubricants. in Group 01 of the Heavy-Duty Trucks Service
Manual.
IMPORTANT: Before removing the fill plug, al-
ways clean the hub cap and plug. 5. Check the drive belt for proper tension.
3. Examine the steering components. Use your index finger to apply force at the center
of the belt free-span. See Fig. 11.16. There is no
See Fig. 11.15. If repairs are needed, see adjustment for belt tension on engines with auto-
Group 46 of the Heavy-Duty Trucks Service matic belt tensioners. If there is not proper ten-
Manual for instructions, or take the vehicle to an sion, have the belt tensioner replaced. See
authorized Freightliner dealer. Group 01 of the Heavy-Duty Trucks Service
Manualfor instructions, or take the vehicle to an
authorized Freightliner dealer.
1
A
1
B
2 1 10/31/94 f200036a
10/11/2001 f461916
WARNING
1. Steering Gear Mounting Bolt
2. Pitman Arm Pinch Bolt Nut Inspect and maintain seat belts as instructed
3. Drag Link Nut below. Worn or damaged seat belts could fail
Fig. 11.15, Steering Gear Fasteners during a sudden stop or crash, possibly resulting
in serious injury or death.
3.1 Check the mounting bolts and pitman arm IMPORTANT: Seat belts have a finite life
nut for tightness.
which may be much shorter than the life of
3.2 Check the drag link nuts for missing cotter the vehicle. Regular inspections and re-
pins. placement as needed are the only assur-
3.3 Inspect the steering driveshaft and steer- ance of adequate seat belt security over the
ing linkage for excessive looseness, or life of the vehicle.
other damage. NOTE: When any part of a seat belt needs
3.4 Tighten loose nuts, and have damaged replacement, the entire seat belt must be
parts replaced as needed. replaced, both retractor and buckle side.
4. Check the condition of the serpentine drive belt. 6.1 Check the web for fraying, cuts, or ex-
Look for signs of glazing, wear (frayed edges), treme wear, especially near the buckle
damage (breaks or cracks), or oil contamination. latch plate and in the D-loop guide area.
If a belt is glazed, worn, damaged, or oil soaked,
11.14
Pretrip and Post-Trip Inspections and Maintenance
6.2 Check the web for extreme dirt or dust 2.1 Make sure the radiator inlet and outlet
and for severe fading from exposure to hoses are pliable and are not cracking or
sunlight. ballooning. Replace hoses that show signs
of cracking, weakening, or ballooning.
6.3 Check the buckle and latch for operation
and for wear or damage. 2.2 Make sure the heater hoses are pliable
and are not cracking or ballooning. Re-
6.4 Check the Komfort Latch for function and
place hoses that show signs of cracking,
cracks or other damage.
weakening, or ballooning.
6.5 Check the web retractor for function and 2.3 Tighten hose clamps as necessary, but do
damage. not overtighten, as hose life can be ad-
6.6 Check the mounting bolts for tightness versely affected.
and tighten any that are loose. 2.4 Be sure the hose support brackets are
securely fastened. Make sure the hoses
Monthly Post-Trip Maintenance are not located near sources of wear,
Procedures abrasion, or high heat.
IMPORTANT: Replace all hoses, including
WARNING heater hoses, at the same time. Service-type
knitted or braided yarn-reinforced neoprene
Battery posts, terminals, and related accessories
hose is acceptable. Silicone hoses having an
contain lead and lead compounds, chemicals
known to the State of California to cause cancer extended service life can be substituted for the
and reproductive harm. To prevent possible per- reinforced neoprene type. See the Freightliner
sonal injury, always wash your hands after han- Service Parts Catalog or contact your Freight-
dling battery parts and related accessories. liner Dealer.
1. Clean the batteries. 3. Check the steering wheel for excessive play.
1.1 Remove any corrosion from the hold-down 3.1 With the front tires straight ahead, turn the
and the top of the battery. steering wheel until motion is observed at
the front wheels.
CAUTION 3.2 Align a reference mark on a ruler, then
slowly turn the steering wheel in the oppo-
Take care to keep the vent plugs tight so that the site direction until motion is again detected
neutralizing solution does not enter any of the at the wheels.
battery cells and damage the battery.
3.3 Measure the lash (free play) at the rim of
1.2 Use a soda solution to neutralize the acid the steering wheel. Excessive lash exists
present, then rinse off the soda solution if steering wheel movement exceeds 2-1/4
with clean water. inches (57 mm) with an 18-inch (450-mm)
1.3 If the battery posts or cable terminals are steering wheel.
corroded, disconnect the terminals from If there is excessive lash, check the steer-
the posts. Clean them with a soda solution ing system for wear or incorrect adjust-
and a wire brush. After cleaning, connect ment of the linkage and steering gear be-
the terminals to the battery posts, then fore operating the vehicle.
apply a thin coat of petroleum jelly to the
posts and terminals to help retard corro- 4. Check the brake lining wear on all vehicles, in-
sion. cluding those with automatic slack adjusters.
Proper brake operation is dependent on periodic
2. Inspect the radiator and heater hoses, including maintenance and inspection of the brake linings.
the clamps and support brackets.
4.1 Check that brake linings are free of oil and
grease.
11.15
Pretrip and Post-Trip Inspections and Maintenance
11.16
12
Cab Appearance
Cab Washing and Polishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
Care of Fiberglass Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
Care of Chrome Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
Dashboard Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
Vinyl Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
Velour Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2
Leather Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3
Cab Appearance
12.1
Cab Appearance
12.2
Cab Appearance
Mildew
Brush the dry fabric with a soft brush. Sponge with
detergent, and blot. If the fabric is colorfast, dilute a
teaspoon of bleach in one quart (one liter) of cool
water. Apply with a swab, directly on the mildew
stain. Dab repeatedly with clear, cool water, and blot
dry.
12.3
13
In an Emergency
Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1
Emergency Kit, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1
Emergency Starting With Jumper Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3
Fire in the Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4
In an Emergency
CAUTION
Failure to remove the axle shafts when towing
02/02/95 f460312
the vehicle with the rear wheels on the ground
Fig. 13.1, Hazard Warning Light Tab could result in damage to the transmission and
other parts.
To cancel the hazard warning lights, push the turn 2. Remove both drive axle shafts. On dual drive
signal control lever either up or down, then return the axles, if the vehicle is to be lifted and towed, re-
lever to its neutral position. move only the rearmost drive axle shafts.
On vehicles equipped with an air fairing, remove
Emergency Kit, Optional both the forward and rearmost drive axle shafts if
An optional emergency kit package is located in the there is insufficient towing clearance.
baggage compartment behind the driver’s seat if the 3. Cover the ends of the hubs with metal plates or
vehicle has a sleeper compartment. If there is no plywood cut to fit the axle opening, and drilled to
sleeper compartment, the emergency kit is located fit the axle shaft studs. This prevents lubricant
behind and between the seats. The package includes from leaking out, and will keep contaminants
one or more of each of the following: fire extin- from getting into and damaging the wheel bear-
guisher, first aid kit, and a triangular reflector and ings and axle lubricant.
flare kit.
If there is an emergency while driving, cautiously pull CAUTION
off the road, paying attention to other traffic. Turn on
the hazard warning lights. Place the flares and reflec- Failure to protect the frame rails from the chains
tor along the side of the road, to alert other drivers could cause damage, leading to eventual frame
that an emergency situation exists. failure.
4. On dual drive axles, if the vehicle is to be lifted
WARNING and towed, chain the forward rear-axle assembly
to the vehicle frame. Use protection to keep the
Use extreme care when placing flares in emer- chains from damaging the frame.
gency situations that involve exposure to flam-
mable substances such as fuel. An explosion or
fire could occur causing serious personal injury.
13.1
In an Emergency
5. Remove the bumper extension and chrome 9. Lift the vehicle, and secure the safety chains. If
bumper, if so equipped. Remove the bumper fair- extra towing clearance is needed, remove the
ing, if so equipped. front wheels.
6. On vehicles equipped with an air fairing, adjust 10. On vehicles equipped with an air fairing, repeat
the trim tab to the lowest position. the measurement taken in step 8. The difference
between the two measurements must not exceed
CAUTION 14 inches (36 cm). If necessary, lower the ve-
hicle.
Do not pass a sling (for example, a rope or chain)
from one tow hook to another to fasten for tow- WARNING
ing (see Fig. 13.2). Known as reeving, this prac-
tice is not permissible in most industrial applica- Failure to lower the vehicle could result in the air
tions of towing and hoisting. Reeving can fairing striking an overhead obstruction, such as
overload the hooks and result in damage to the a bridge or overpass, and causing vehicle dam-
vehicle. age or personal injury.
7. Attach the towing device. Due to the many vari- 11. Connect the clearance lights, taillights, and sig-
ables that exist in towing, positioning the lifting nal lights. Connect any special towing lights re-
and towing device is the sole responsibility of the quired by local regulations.
towing-vehicle operator.
12. Chock the disabled vehicle’s tires, and connect
8. On vehicles equipped with an air fairing, mea- the towing vehicle’s air brake system to the ve-
sure the distance from the ground to the bumper, hicle being towed. Then, release the spring park-
or from the ground to a frame bracket. ing brakes and remove the chocks.
OK
2 1
1
OK
01/11/2006 f880694
13.2
In an Emergency
13.3
In an Emergency
WARNING
Do the next step exactly as instructed and do not
allow the clamps of one cable to touch the
clamps of the other cable. Otherwise, a spark
could occur near a battery, possibly resulting in
severe personal injury from explosion and acid
burns.
7. Disconnect the grounded cable from the frame or
other nonbattery location; then disconnect the
other end of the cable.
13.4
Index
I-1
Index
I-2
Index
I-3
Index
P T
Premier Trailer Couplings . . . . . . . . . . . . . . . . . . 10.16 Tire and Rim Labels . . . . . . . . . . . . . . . . . . . . . . . 1.2
General Information . . . . . . . . . . . . . . . . . . . 10.16 Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 10.17 Front Towing Hookup . . . . . . . . . . . . . . . . . . . 13.1
Pretrip and Post Trip Inspection Rear Towing Hookup . . . . . . . . . . . . . . . . . . . 13.3
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1
Pretrip and Post Trip
Maintenance Procedures . . . . . . . . . . . . . . . . . . 11.3 U
Daily Pretrip Maintenance Upper Bunk Access, 70-Inch
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 11.3 Raised Roof SleeperCab . . . . . . . . . . . . . . . . . . 3.4
Monthly Post-Trip Accessing the Upper Bunk
Maintenance Procedures . . . . . . . . . . . . . . . 11.15 Using the Driver’s Side
Weekly Post-Trip Cabinets . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Maintenance Procedures . . . . . . . . . . . . . . . 11.13 Accessing the Upper Bunk
Using the Passenger’s
S Side Cabinets . . . . . . . . . . . . . . . . . . . . . . . . 3.4
I-4
Index
Subject Page
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . 12.2
Nail Polish and Nail Polish
Remover . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2
Ordinary Dirt . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
Paint, Shoe Heel Marks . . . . . . . . . . . . . . . . . 12.2
Shoe Polish . . . . . . . . . . . . . . . . . . . . . . . . . 12.2
Sulfide Stains . . . . . . . . . . . . . . . . . . . . . . . . 12.2
Tars, Asphalts, and Creosote . . . . . . . . . . . . . . 12.2
W
Warning and Indicator Lights . . . . . . . . . . . . . . . . 2.13
Bendix Antilock Braking
System (ABS) . . . . . . . . . . . . . . . . . . . . . . . 2.15
Kysor Vehicle
Instrumentation and
Protection (VIP) System,
Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.19
Meritor WABCO® Antilock
Braking System (ABS) . . . . . . . . . . . . . . . . . 2.14
Parking Brake Indicator Light . . . . . . . . . . . . . . 2.13
VIGIL I Warning System . . . . . . . . . . . . . . . . . 2.16
VIGIL II Warning System,
Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.17
VIGIL III Warning System,
Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.18
Windshield Washer Reservoir . . . . . . . . . . . . . . . . 3.7
I-5