argosy driver's manual

IntroductionThis manual provides information needed to operateand understand the vehicle and its components.More detailed information is contained in the Owner’sWarranty Information for North America booklet, andin the vehicle’s workshop and maintenance manuals.

Custom-built Freightliner vehicles are equipped withvarious chassis and cab components. Not all of theinformation contained in this manual applies to everyvehicle. For details about components in your ve-hicle, refer to the chassis specification pages in-cluded in all new vehicles and to the vehicle specifi-cation decal, located inside the vehicle.

For your reference, keep this manual in the vehicleat all times.

IMPORTANT: Descriptions and specifications in thismanual were in effect at the time of printing. Freight-liner Trucks reserves the right to discontinue modelsand to change specifications or design at any timewithout notice and without incurring obligation. De-scriptions and specifications contained in this publi-cation provide no warranty, expressed or implied,and are subject to revisions and editions without no-tice.

Environmental Concerns andRecommendationsWhenever you see instructions in this manual to dis-card materials, you should first attempt to reclaimand recycle them. To preserve our environment, fol-low appropriate environmental rules and regulationswhen disposing of materials.

Event Data RecorderThis vehicle is equipped with one or more devicesthat record specific vehicle data. The type andamount of data recorded varies depending on howthe vehicle is equipped (such as the brand of engine,if an air bag is installed, or if the vehicle features acollision avoidance system, etc.).

Customer Assistance CenterHaving trouble finding service? Call the CustomerAssistance Center at 1-800-385-4357 or 1-800-FTL-HELP. Call night or day, weekdays or weekends, fordealer referral, vehicle information, breakdown coor-

dination, or Fleetpack assistance. Our people areknowledgeable, professional, and committed to fol-lowing through to help you keep your truck moving.

Reporting Safety DefectsIf you believe that your vehicle has a defect whichcould cause a crash or could cause injury ordeath, you should immediately inform the NationalHighway Traffic Safety Administration (NHTSA) inaddition to notifying Daimler Trucks North AmericaLLC.

If the NHTSA receives similar complaints, it mayopen an investigation, and if it finds that a safetydefect exists in a group of vehicles, it may order arecall and remedy campaign. However, NHTSAcannot become involved in individual problemsbetween you, your dealer, or Daimler Trucks NorthAmerica LLC.

To contact NHTSA, you may call the VehicleSafety Hotline toll-free at 1-888-327-4236 (TTY:1-800-424-9153); go to www.safercar.gov ; orwrite to: Administrator, NHTSA, 1200 New JerseyAvenue, SE, Washington, DC 20590. You can alsoobtain other information about motor vehicle safetyfrom www.safercar.gov .

Canadian customers who wish to report a safety-related defect to Transport Canada, Defect Investi-gations and Recalls, may telephone the toll-freehotline 1-800-333-0510, or contact TransportCanada by mail at: Transport Canada, ASFAD,Place de Ville Tower C, 330 Sparks Street,Ottawa, Ontario, Canada K1A 0N5.

For additional road safety information, please visitthe Road Safety website at: www.tc.gc.ca/roadsafety .

Foreword

STI-385 (10/11)A24-00879-000

Printed in U.S.A.

www.safercar.gov

www.safercar.gov

www.tc.gc.ca/roadsafety

www.tc.gc.ca/roadsafety

© 1998–2011 Daimler Trucks North America LLC. All rights reserved. Daimler Trucks North America LLC is a Daimlercompany.

No part of this publication, in whole or part, may be translated, reproduced, stored in a retrieval system, or transmittedin 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 NorthAmerica LLC, Service Systems and Documentation, P.O. Box 3849, Portland OR 97208–3849 U.S.A. or refer towww.Daimler-TrucksNorthAmerica.com and www.FreightlinerTrucks.com .

Foreword

http://www.daimler-trucksnorthamerica.com

www.freightlinertrucks.com

ContentsChapter Page

Introduction, Environmental Concerns and Recommendations,Event Data Recorder, Customer Assistance Center, ReportingSafety Defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foreword

1 Vehicle Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.12 Instruments and Controls Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13 Vehicle Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14 Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15 Seats and Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.16 Steering and Brake Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.17 Engines and Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18 Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.19 Rear Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1

10 Fifth Wheels and Trailer Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.111 Pretrip Inspection and Daily Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.112 Cab Appearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.113 In an Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I.1

1

Vehicle IdentificationVehicle Specification Decal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1Federal Motor Vehicle Safety Standard (FMVSS) Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1Canadian Motor Vehicle Safety Standard (CMVSS) Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2Tire and Rim Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2EPA Emission Control Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2

Vehicle Specification DecalThe vehicle specification decal lists the vehiclemodel, identification number, and major componentmodels. It also recaps the major assemblies and in-stallations shown on the chassis specification sheet.One copy of the specification decal is attached to theinside of the sliding storage/waste drawer. Anothercopy is inside the rear cover of the Owner’s WarrantyInformation for North America booklet. An illustrationof the decal is shown in Fig. 1.1 .

NOTE: Labels shown in this chapter are ex-amples only. Actual specifications may vary fromvehicle to vehicle.

Federal Motor Vehicle SafetyStandard (FMVSS) LabelsNOTE: Due to the variety of FMVSS certificationrequirements, not all of the labels shown willapply to your vehicle.

Tractors with or without fifth wheels purchased in theU.S. are certified by means of a certification label(Fig. 1.2 ) and the tire and rim labels. These labelsare attached to the left rear door post, as shown inFig. 1.3 .

If purchased for service in the U.S., trucks built with-out a cargo body have a certification label (Fig. 1.4 )attached to the left rear door post. See Fig. 1.3 . Inaddition, after completion of the vehicle, a certifica-tion label similar to that shown in Fig. 1.2 must beattached by the final-stage manufacturer. This labelwill be located on the left rear door post and certifies

f08002111/21/96

USE VEHICLE ID NO.WHEN ORDERING PARTS

WHEELBASEENGINE NO.TRANS NO.FRT AXLE NO.REAR AXLE NO.REAR AXLE NO.RATIO

FOR COMPLETE PAINT INFORMATIONSEE VEHICLE SPECIFICATION SHEET

MANUFACTURED BY

MODELVEHICLE ID NO.

DATE OF MFRENGINE MODELTRANS MODEL MAINFRONT AXLE MODELREAR AXLE MODEL

PAINT MFRPAINT NO.

PART NO. 24−00273−010

COMPONENT INFORMATION

IMRON PAINT−CABCAB COLOR A: WHITE (4775)CAB COLOR B: BROWN (3295)CAB COLOR C: BROWN (29607)CAB COLOR D: DARK BROWN (7444)

Fig. 1.1, Vehicle Specification Decal, U.S.-Built VehicleShown

11/21/96 f080053

1 2 3

1. Date of Manufacture: by month and year.2. Gross Vehicle Weight Rating: developed by taking

the sum of all the vehicle’s gross axle ratings.3. Gross Axle Weight Ratings: developed by

considering each component in an axle system,including suspension, axle, wheels, and tires. Thelowest component capacity is the value for thesystem.

Fig. 1.2, Certification Label, U.S.

1

2

11/01/95 f601086

1. Tire and Rim Labels2. Certification Label

Fig. 1.3, Labels Location

09/28/98 f080023

Fig. 1.4, Incomplete Vehicle Certification Label, U.S.

Vehicle Identification

1.1

that the vehicle conforms to all applicable FMVSSregulations in effect on the date of completion.

Canadian Motor Vehicle SafetyStandard (CMVSS) LabelsIn Canada, tractors with fifth wheels are certified bymeans of a "Statement of Compliance" label and theCanadian National Safety Mark (Fig. 1.5 ), which areattached to the left rear door post. In addition, tireand rim labels (Fig. 1.6 ) are also attached to the leftrear door post.

If purchased for service in Canada, trucks built with-out a cargo body and tractors built without a fifthwheel are certified by a "Statement of Compliance"label, similar to Fig. 1.2 . This label must be attachedby the final-stage manufacturer after completion ofthe vehicle. The label is located on the left rear doorpost, and certifies that the vehicle conforms to allapplicable CMVSS regulations in effect on the dateof completion.

Tire and Rim LabelsTire and rim labels certify suitable tire and rim combi-nations that can be installed on the vehicle, for thegiven gross axle weight rating. Tires and rims in-stalled on the vehicle at the time of manufacture mayhave a higher load capacity than that certified by thetire and rim label. If the tires and rims currently onthe vehicle have a lower load capacity than thatshown on the tire and rim label, then the tires andrims determine the load limitations on each of theaxles.

See Fig. 1.6 for U.S. and Canadian tire and rim la-bels.

EPA Emission Control LabelsEPA Vehicle Noise Emission ControlLabelA vehicle noise emission control label (Fig. 1.7 ) isattached either to the left side of the dashboard or tothe top-right surface of the frontwall between thedash and the windshield.

It is the owner’s responsibility to maintain the vehicleso that it conforms to EPA regulations.

IMPORTANT: Certain Freightliner incompletevehicles may be produced with incomplete noisecontrol hardware. Such vehicles will not have avehicle noise emission control information label.For such vehicles, it is the final-stage manufac-turer’s responsibility to complete the vehicle inconformity to U.S. EPA regulations (40 CFR Part205) and label it for compliance.

EPA07 Exhaust EmissionsRegulationsTo meet EPA07 emissions regulations, enginesmanufactured after January 1, 2007, are equipped

f08002410/10/2006

Fig. 1.5, Canadian National Safety Mark

f080054

24−00273−040TIRES AND RIMS LISTED ARE NOT NECESSARILY THOSE INSTALLED ON THE VEHICLE.

VEHICLE ID NO.DATE OF MFRGVWR

FRONT AXLEFIRST INTERMEDIATE AXLESECOND INTERMEDIATE AXLETHIRD INTERMEDIATE AXLEREAR AXLE

GAWR TIRES RIMS PSI COLD

1 2 3

10/31/95

1. Date of Manufacture: by month and year.2. Gross Vehicle Weight Rating: developed by taking

the sum of all the vehicle’s gross axle ratings.3. Gross Axle Weight Ratings: developed by

considering each component in an axle systemincluding suspension, axle, wheels, and tires. Thelowest component capacity is the value for thesystem.

Fig. 1.6, Tire and Rim Label

10/06/98 f080026

24−00273−020

VEHICLE NOISE EMISSION CONTROL INFORMATIONFREIGHTLINER CORPORATIONTHIS VEHICLE CONFORMS TO U.S. EPA REGULATIONS FOR NOISE EMISSIONAPPLICABLE TO MEDIUM AND HEAVY TRUCKS.THE FOLLOWING ACTS OR THE CAUSING THEREOF BY ANY PERSON ARE PROHIBITED BYTHE NOISE CONTROL ACT OF 1972: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 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.

DATE OF MANUFACTURE 01/96

Fig. 1.7, Vehicle Noise Emission Control Label


1.2

with an emission aftertreatment device. A warninglabel on the driver’s sunvisor explains important newwarning indicators in the driver’s message displaythat pertain to the aftertreatment system. See Chap-ter 7 . Vehicles domiciled outside of the USA andCanada may not have aftertreatment equipment, de-pending upon local statutory emissions guidelines.

It is a violation of federal law to alter exhaust plumb-ing or aftertreatment in any way that would bring theengine out of compliance with certification require-ments. (Ref: 42 U.S.C. S7522(a) (3).) It is the own-er’s responsibility to maintain the vehicle so that itconforms to EPA regulations.


1.3

2

Instruments and ControlsIdentification

Instrument and Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5Instrumentation Control Unit, ICU4M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14Instrumentation Control Unit, ICU3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.24Instrumentation Control Unit, ICU2M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.26Instrumentation Control Unit, ICU2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.38Meritor™ WABCO® Antilock Braking System (ABS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.42Collision Warning System (CWS), Eaton VORAD EVT–300 (Stand Alone) . . . . . . . . . . . . . . . . . . . 2.42Collision Warning System (CWS), Eaton VORAD EVT–300 (with ICU-Integrated display) . . . . . . 2.47Lane Guidance™ System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.52Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.54Exterior Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.58

Instrument and Control PanelFigure 2.1 and Fig. 2.2 represent a portion of a typi-cal Freightliner left-hand-drive (LH DR) dash. Figure2.3 and Fig. 2.4 represent a portion of a typicalFreightliner right-hand-drive (RH DR) dash. The left-hand-drive and right-hand-drive dashes are shownequipped with all of the standard and many of theoptional instruments and accessories. Most standardand optional instrument gauges and switches can bemounted in either of these dashes.

The instrumentation control unit (ICU) houses mostwarning and indicator lights, most gauges, and a

message display screen. Warning messages anddiagnostic fault codes will appear in the messagedisplay screen. The dash light bars have warningand indicator lights that may be comprised of letter-ing, icons, or both. Until December 31, 2006, thewarning and indicator lights are a mixture of ISOicons, and lettering. Since January 2007, ISO iconsare used for all standard warning and indicator lightson the dash light bar. For more information, see theappropriate heading in this chapter, depending on theICU installed in the vehicle.

See Table 2.1 for descriptions of the standard warn-ing and indicator lights used on the lightbars.

Warning and Indicator Lights

CHECK Check Engine Lamp (amber)

Indicates an undesirable engine condition is detected orrecorded. The vehicle can still be driven. If the condition getsworse, the stop engine or engine protection light willilluminate.

STOPStop Engine or Engine ProtectLamp (red)

Indicates a serious fault which requires the engine shut downimmediately. The engine ECU will reduce the maximumengine torque and speed and, if the condition does notimprove, will shut down the engine within 30 seconds of thelight illuminating. The driver must safely bring the vehicle toa stop on the side of the road and shut down the engine assoon as the red light is seen. If the engine shuts down whilethe vehicle is in a hazardous location, the engine can berestarted after turning the key to the OFF position for a fewseconds.

High Exhaust System Temperature(HEST) Lamp (amber)

Slow (10-second) flash, indicates a regeneration is inprogress, and the driver is not controlling the engine idlespeed.

Solid illumination indicates a regeneration is in progress, withhigh exhaust temperatures at the outlet of the tail pipe, if thespeed is below 5 mph (8 km/h). It does not signify the needfor service; it only alerts the vehicle operator of high exhausttemperatures. See the engine operation manual for details.

Diesel Particulate Filter (DPF)Lamp (amber)

Solid illumination indicates a regeneration is required.Change to a more challenging duty cycle, such as highwaydriving, to raise exhaust temperatures for at least 20minutes, or perform a parked regeneration. See the engineoperation manual for details.

Blinking indicates that a parked regeneration is requiredimmediately. An engine derate and shutdown will occur. Seethe engine operation manual for details on how to perform astationary regeneration.

Malfunction Indicator Lamp (MIL)(amber)

Indicates an engine emissions-related fault, including, but notlimited to the aftertreatment system. See the engineoperation manual for details.

Instruments and Controls Identification

2.1


Tractor ABS (amber)Indicates a problem with the ABS is detected. Repair thetractor ABS immediately to ensure full antilock brakingcapability.

Trailer ABS Lamp (amber) Indicates a fault is detected with the trailer ABS.

Left-Turn Signal (green) Flashes on and off whenever the outside turn signal lightsare flashing.

Right-Turn Signal (green) Flashes on and off whenever the outside turn signal lightsare flashing.

High-Beam Indicator (blue) Indicates the headlights are on high beam.

Low Air Pressure Warning (red)Activates with a buzzer when air pressure in the primary orsecondary air reservoir falls below 64 to 76 psi (440 to 525kPa).

High Coolant Temperature Warning(red)

Activates with a buzzer when the coolant temperature goesabove a maximum level specified by the enginemanufacturer (see the engine manual).

Low Engine Oil Pressure Warning(red)

Activates with a buzzer when engine oil pressure goes belowa minimum level specified by the engine manufacturer (seethe engine manual).

BRAKE

Parking/Emergency Brake(BRAKE!) (red)

Indicates the parking brake is engaged, or hydraulic brakefluid pressure is low. A buzzer activates when the vehicle ismoving over 2 mph (3 km/h) with the parking brake set.

Fasten Seat Belt (red) Illuminates for 15 seconds when the ignition key is turned tothe ON position.

Intake Heater (amber) Indicates the intake air heater is active.

Water in Fuel (amber) Indicates that the fuel could contain water.

Fuel Filter Restricted (amber) Indicates that the fuel could contain water.

Low Battery Voltage (red) Indicates battery voltage is 11.9 volts or less.


2.2


NOCHARGE No Charge (amber) Indicates an alternator charge output failure.

Table 2.1, Warning and Indicator Lights

Engine Protection Warning andShutdown

WARNINGWhen the red STOP engine or engine protectionlight illuminates, most engines are programmedto shut down automatically within 30 seconds.The driver must immediately move the vehicle toa safe location at the side of the road to preventcausing a hazardous situation that could causebodily injury, property damage, or severe damageto the engine.

Certain engine conditions that are programmed foryour engine will activate an engine protection shut-down sequence. The shutdown sequence can beactivated by readings from the following sensors.

• engine coolant temperature

• engine coolant level

• engine oil pressure

• engine oil temperature

• engine intake air temperature

• diesel particulate filter for the exhaust after-treatment system

0 0

3 6

7

8 9

16

17

18

19

20

21

22

23

10

11

12

13

14

15

1

2

4

5

04/08/96 f541099

NOTE: Instruments and controls, and their locations, may vary from those shown.

1. Oil Pressure Gauge2. Engine Oil Temperature Gauge3. Turbocharger Boost Pressure Gauge4. Coolant Temperature Gauge5. Voltmeter6. Pyrometer7. Dash Message Center or Driver Message Center8. Tachometer9. Speedometer10. Primary Air Pressure Gauge11. Fuel Gauge12. Forward Axle Oil Temperature Gauge

13. Secondary Air Pressure Gauge14. Transmission Oil Temperature Gauge15. Rear Axle Oil Temperature Gauge16. Windshield Wiper/Washer Controls17. 10-Key Keypad18. Controlled Traction Differential Control Valve Switch19. Fifth Wheel Air Slide Control Valve Switch20. Interaxle Differential Lockout Control Switch21. Air Suspension Dump Valve22. Trailer Air Supply Valve23. Parking Brake Control Valve

Fig. 2.1, Instrument and Control Panel Layout (upper LH DR dash shown)


2.3

The engine protection shutdown sequence is as fol-lows:

1. The red stop engine light, or engine protectionlight, comes on to indicate that the engine pro-tection system has been activated.

2. The engine ECU begins to reduce the maximumengine torque and speed.

3. If the condition does not improve, the engine willshut down within 30 seconds.

02/09/96 f541100

13

2


1. Ignition Switch2. Heater/Air Conditioner Controls

3. AM/FM Stereo Radio/Cassette-Player/Clock

Fig. 2.2, Instrument and Control Panel Layout (lower LH DR dash shown)

f61026403/02/99

1

2

3

4

5

67

8

9

10

11

12

13

14

15

16 17

18

19

20

21

22

23


1. Trailer Air Supply Valve2. Parking Brake Control Valve3. Controlled Traction Differential Control Valve Switch4. Fifth Wheel Air Slide Control Valve Switch5. Interaxle Differential Lockout Control Switch6. Air Suspension Dump Valve7. 10-Key Keypad8. Windshield Wiper/Washer Controls9. Oil Pressure Gauge10. Engine Oil Temperature Gauge11. Turbocharger Boost Pressure Gauge12. Coolant Temperature Gauge

13. Voltmeter14. Pyrometer15. Dash Message Center or Driver Message Center16. Tachometer17. Speedometer18. Primary Air Pressure Gauge19. Fuel Gauge20. Forward Axle Oil Temperature Gauge21. Secondary Air Pressure Gauge22. Transmission Oil Temperature Gauge23. Rear Axle Oil Temperature Gauge

Fig. 2.3, Instrument and Control Panel Layout (upper RH DR dash shown)


2.4

The driver must safely bring the vehicle to a stop onthe side of the road and shut down the engine assoon as the red light is seen. If the engine shutsdown while the vehicle is in a hazardous location, theengine can be restarted after turning the key to theOFF position for a few seconds.

See Chapter 7 in this manual, for the warning andshutdown modes associated with the exhaust after-treatment system. There is a progressive series ofwarnings for the aftertreatment system.

ControlsIgnition Switch and KeyThe ignition switch has four positions: ACCESSORY,OFF, ON, and START. The ignition key also locksand unlocks the cab doors, baggage door(s), and ifequipped, the bunk door(s).

In the OFF position, the key slot is vertical; the keycan be inserted and removed only in this position.The low-beam headlights, taillights, brake lights, roadlights, dome lights, clearance lights, turn signals,hazard warning lights, utility and baggage lights,spotlights, horn, CB radio, power mirrors, cigarettelighter, clock, refrigerator, fuel heater, electric oil panheater, and electric or diesel-fired engine-coolant pre-heaters can be operated in the OFF position (regard-less of whether the key is inserted).

In the ACCESSORY position, the key is turned coun-terclockwise. The auxiliary (bunk) fan, windshieldfan(s), radio or stereo system, mirror heat, ether startsystem, air dryer, backup lights, and all of the electri-

cal systems that are operable in the OFF position areoperable in the ACCESSORY position.

In the ON position, the key is turned clockwise. Allelectrical systems are operable. Low air- and oil-pressure warning lights (or messages) and buzzeroperate until the engine is started and pressure isbuilt up. The engine can be started and operatedonly when the ignition switch is ON.

Switching ON the ignition and releasing the parkingbrakes automatically activates the daytime runninglights. The daytime running lights will operate untilthe parking brakes are applied; then, they will switchoff. The vehicle must not be driven unless the day-time running lights are activated.

Idle Shutdown TimerThis feature is a 1- to100-minute idle shutdown sys-tem. Its purpose is to conserve fuel by eliminatingexcessive idling, and allowing a turbocharger cool-down period. To activate the shutdown, the transmis-sion must be in neutral with the vehicle parkingbrakes set and the engine in idle or fast-idle mode.

Mirror Heat SwitchOne or both outside door mirrors can be heated tokeep them defrosted. Whenever the mirror heatswitch is on, an amber indicator light illuminates inthe switch.

03/01/99 f610263

12

3


1. Ignition Switch2. Heater/Air Conditioner Controls

3. AM/FM Stereo Radio/Cassette-Player/Clock

Fig. 2.4, Instrument and Control Panel Layout (lower RH DR dash shown)


2.5

Power MirrorsBoth outside mirrors can be equipped with an electri-cal remote control. Operate the driver door-mountedswitch to adjust the mirror.

Exhaust Aftertreatment Regen SwitchA parked regen of the aftertreatment system can beinitiated with the regen switch. Refer to Chapter 7 forinstructions on how to perform a parked regen.

An optional regen request/inhibit switch provides ad-ditional control over the aftertreatment regenerationprocess. When activated, the inhibit switch will stop aregeneration cycle in progress, and prevent the startof a regeneration cycle until the switch is no longeractive. See Fig. 2.5 .

Low Voltage DisconnectThe Sure Power Low Voltage Disconnect (LVD) sys-tem monitors battery power when accessories arebeing used when the engine is shut down. The sys-tem automatically turns off cab and sleeper accesso-ries when voltage drops to 12.3 volts to ensure thatthere is enough battery power to start the vehicle. Analarm sounds for one minute before accessories areturned off. If no action is taken within that minute, theLVD module will shut off power to predetermined caband sleeper circuits and illuminate an LED indicatoron the LVD module located inside the right-handdoor frame behind the seat. These circuits will re-main off until the LVD measures 13.0 volts applied tothe system, which can be done by starting the en-gine. After the engine is started, the system willreset.

All vehicles equipped with LVD should have a stickeron the dash indicating the presence of the system.Another sticker is located inside the right-hand doorframe behind the seat, along with the LVD module.

Battery Isolator SystemA battery isolator system has two or three regularbatteries to turn the starter motor, and one or two gelcell batteries to provide power for cab and sleeperaccessories when the engine is off. The system usesan isolator relay, which is normally open. The relayisolates the engine-starting batteries while the engineis not running, so the engine can still be started evenif the gel cell has been used to the point of completedischarge.

The isolator relay is closed only while the engine isrunning. With the engine running, all four batteriesare connected in parallel allowing the alternator tocharge them all in addition to supplying power for allvehicle loads.

When the engine is not running, the gel cell providesall of the vehicle’s electrical needs except for turningthe starter motor.

The gel cell is longer-lived and cheaper to use than astandard wet cell, but it can take a charge only withinan extremely narrow range—13.8 to 14.1 volts.

At 14 volts, a gel cell has a very high charge accep-tance rate. Because a truck charging system oper-ates at approximately 14 volts, under normal condi-tions a gel cell will never need to be recharged withan external charger.

NOTICEDo not attempt to charge a gel cell with a stan-dard battery charger. All standard battery charg-ers supply at least 16 volts to the battery. Thiswill damage the gel cell.

However, the single gel cell has limited current-supply capability and will drain down faster than astandard multiple-battery installation that has no bat-tery isolator system. Avoid ultra-deep discharging.Repeated ultra-deep discharging of a gel cell will sig-nificantly reduce its life.

To protect against ultra-deep discharging, a low volt-age warning alarm and indicator light activate whenthe battery voltage falls to 12.0 volts or less. To si-lence the alarm, turn off all cab electrical loads orstart the engine.

f61094407/30/2009

Fig. 2.5, Regen Request/Inhibit Switch


2.6

IMPORTANT: To recharge a gel cell, see an au-thorized Freightliner dealer or the instructions inGroup 54 of the Century Class Trucks Work-shop Manual.

Road Light SwitchThe road light switch operates the road lightsmounted on the bottom edge of the front bumper orrecessed in the front bumper.

For vehicles built to operate in the United States, thelow-beam headlights must be turned on before theroad lights can be turned on. The road lights will notgo on if the high-beam headlights are already on,and switching from low beams to high beams willswitch off the road lights.

For vehicles built to operate in Canada, the markerlights must be on before the road lights can beturned on.

Utility Light SwitchUtility lights can be swivel-mounted on top of thecab, mounted on the intake/exhaust support, or flush-mounted in the back of the cab or sleeper box. Theyare operated by the utility light switch, which whenturned on also illuminates a red indicator light in theswitch (if equipped).

Panel Lamp Control SwitchThe circuit to the panel lamps is activated by theheadlight switch. When the headlights are on, thepanel lamp switch controls the intensity of the instru-ment panel lamps. Slide the switch up to brightenthem and down to dim them.

Headlight Switch and DaytimeRunning LightsA three-position headlight switch is used to operatethe exterior lights. When the switch is up, the head-lights and all other vehicle lights are on. All vehiclelighting is off when the switch is in the middle posi-tion. When down, the switch activates only the clear-ance, instrument panel, marker lights, and the tail-lights. The switch for the headlight high beams isbuilt into the turn signal lever. When the headlightsare on high beam, a blue light in the warning andindicator light module goes on. The ignition switchmust be on for the high beams to operate.

Switching on the ignition and releasing the parkingbrakes automatically activates the daytime runninglights. The daytime running lights will operate untilthe parking brakes are applied; then, they will switchoff. The vehicle must not be driven unless the day-time running lights are activated.

Interrupt SwitchA spring-loaded interrupt switch temporarily deacti-vates the marker lights and taillights. With the vehiclelights on, raise and release the interrupt switch tobriefly turn off the marker lights and taillights. To alertthe driver that the switch is functioning, the dashlights will flash with the marker lights when the switchis actuated.

Windshield Wiper/Washer ControlsThe wipers are operated by a double-paddle switchmounted on the auxiliary instrument panel. SeeFig. 2.6 . The top paddle, when pushed in, turns thewipers on (if they are off) or off (if they are on).When it is pushed up, the top paddle switches thewipers to high speed; when it is pushed down, itswitches them to low speed.

The bottom paddle, when pushed in, turns thewashers on. When pressed for less than 1/2-second,the wipers will perform a single, low speed dry wipe(mist function). When pressed for more than 1/2-second, the wash cycle begins and continues forthree cycles or until the paddle is released. When thebottom paddle is pushed up, the wipers operate infast delay. When the bottom paddle is pushed down,the wipers operate in slow delay. With the wipers in

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1. Windshield Wiper/Washer Switch

Fig. 2.6, Instrument Panel


2.7

delay mode (fast or slow), push the bottom paddleup to shorten the delay period, or push the paddledown to lengthen it.

NOTICEDo not move the wiper arms manually. Wipermotor damage will occur if the arms are moved.

Left and Right Windshield-FanSwitchesCeiling-mounted defogger fans are operated by"Low/Off/High" toggle switches located in the base ofthe fan.

Heater/Air-Conditioner ControlsHeater/air conditioner controls consist of a four-speed fan switch, an air selection switch, a tempera-ture control switch, and a fresh air/recirculationswitch. See Fig. 2.7 . See Chapter 4 for detailed op-erating instructions of the heater/air conditioner.

Interaxle Differential Lockout ControlValve SwitchDifferential lockout, standard on all dual-drive ve-hicles, is driver-actuated by means of a "Lock/Unlock" control valve switch (Fig. 2.8 ) mounted onthe control panel. A red indicator light comes onwhenever the interaxle differential is locked out(switch is in the lock position; no differential action

between the drive axles). A guard around the switchminimizes accidental activation.

Fifth Wheel Air Slide Control ValveSwitchThe fifth wheel air slide valve permits repositioning ofthe sliding fifth wheel from inside the cab. Moving theair slide control valve switch (Fig. 2.9 ) to the lockposition deactivates the control valve and locks thefifth wheel to the baseplate. Moving the switch to theunlock position activates the control valve and un-locks the fifth wheel slide mechanism, allowingchanges to the total length of the tractor-trailer andchanges to axle loads, to comply with varying stateor provincial laws. A red indicator light, if soequipped, is illuminated whenever the fifth wheelslide is unlocked. A guard is positioned around theswitch to minimize accidental activation.

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1. Fan Switch2. Air Selection Switch3. Temperature Control Switch4. Fresh Air/Recirculation Switch5. Auxiliary (sleeper bunk) Switch

Fig. 2.7, Heater/Air Conditioner Controls

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Fig. 2.8, Interaxle Differential Lockout Switch

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Fig. 2.9, Fifth Wheel Air Slide Switch


2.8

NOTICEDo not activate the fifth wheel slide control valvewhile the vehicle is in motion. To do so couldcause damage to the fifth wheel member, thekingpin, the cab or trailer, and ultimately to thedrivetrain.

Parking Brake Control ValveThe yellow diamond-shaped knob (Fig. 2.10 ) oper-ates the parking brake valve. Pulling the knob ap-plies both the tractor and the trailer spring parkingbrakes. Pushing in the knob releases the tractorspring parking brakes. Before the spring parkingbrakes can be released, the air pressure in either airbrake system must be at least 65 psi (447 kPa).

See Chapter 6 under the heading "Brake System"for instructions regarding use of the parking brakevalve.

Trailer Air Supply ValveThe red octagonal-shaped knob (Fig. 2.10 ) operatesthe trailer air supply valve. After the vehicle and itsair hoses are connected to a trailer and the pressurein the air system is at least 65 psi (447 kPa), thetrailer air supply valve knob must be pushed in (andshould stay in) to charge the trailer air supply systemand release the trailer spring parking brakes. Beforedisconnecting a trailer or when operating a vehiclewithout a trailer, the trailer air supply valve knob mustbe pulled out.

See Chapter 6 under the heading "Brake System"for instructions regarding use of the trailer air supplyvalve.

Controlled Traction Differential ControlValve SwitchA controlled traction differential feature is included onsome rear axles. A control valve switch (Fig. 2.11 )engages and disengages the controlled traction fea-ture. A guard is positioned around the switch to mini-mize accidental activation.

See Chapter 9 for complete operating instructions.

Air Suspension Dump ValveThe air suspension dump valve allows the air in thevehicle air suspension to be quickly exhausted, low-ering the rear of the vehicle. This makes it easier toconnect to or disconnect from a trailer. A controlvalve switch (Fig. 2.12 ) exhausts and fills the air sus-pension. To exhaust air from the suspension, movethe switch to LOWER. A guard is positioned aroundthe switch to minimize accidental activation.

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1. Trailer Air Supply Valve Knob2. Parking Brake Control Valve Knob

Fig. 2.10, Brake Valve Knobs

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Fig. 2.11, Controlled Traction Differential Switch

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Fig. 2.12, Air Suspension Dump Valve


2.9

NOTICEDo not operate the vehicle over uneven groundsuch as ramps, speed bumps, curbs, etc. withthe air springs deflated. Doing this may lead toair bag separation from the piston, preventing thesuspension air springs from reinflating.

NOTICENever exhaust air from the suspension whiledriving. If the air is exhausted, the suspensionwill not absorb road shocks and could be dam-aged.

Lane Guidance™ System RockerSwitchThe lane departure warning system is controlled by adash-mounted rocker switch that toggles the systemon and off. Additional information is detailed later inthis chapter.

Automatic Engine Idler/TimerA Henke automatic engine idler/timer allows thedriver to select the idle time required for engine shut-down. The driver can turn off the ignition, remove theignition key, lock the vehicle, and leave it with theengine idling; the automatic timer will shut the engineoff at the end of the selected time.

Cigarette LighterPush in the lighter to heat the element. The lighterwill stay in, then will automatically pop out when theelement is hot.

CB Radio ConnectionsAn antenna connection and positive (+) and negative(–) power connections are provided for a CB radio.

Turn Signal LeverThe turn signal lever (Fig. 2.13 ) is mounted on thesteering column. Pushing the lever counterclockwiseturns on the left-turn signal lights; pushing it clock-wise turns on the right-turn signal lights. When oneof the signal lights is on, a green indicator lightflashes at the far left or far right of the warning and

indicator light panel. To cancel the signal, return thelever to the neutral position.

Hazard Warning Light Switch TabThe hazard warning light switch tab (Fig. 2.13 ) islocated below the lever on the turn signal switch.Hazard warning lights are operated by pulling the tabout. When the hazard warning light switch tab ispulled out, all of the turn signal lights and both of theindicator lights on the control panel will flash. To can-cel the warning lights, move the turn signal lever upor down.

Headlight DimmerPull the turn signal lever toward the steering wheel tochange from low-beam to high-beam headlights, orfrom high beam back to low beam.

When the headlights are on high beam, a blue lighton the indicator light panel comes on. For vehiclesbuilt to operate in the United States, switching fromlow beams to high beams will switch off the roadlights.

NOTE: The ignition switch must be on for thehigh beams to work.

Trailer Brake Hand Control ValveLeverThe trailer brake hand control valve lever (Fig. 2.13 )is used for applying the trailer brakes without apply-ing the truck or tractor brakes, and is mounted on the

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3

1. Turn Signal Lever2. Trailer Brake Hand Control Valve Lever3. Hazard Warning Light Switch Tab

Fig. 2.13, Steering Column-Mounted Controls


2.10

steering column. See Chapter 6 under the heading"Brake System" for operating instructions.

Transmission ControlsIf so equipped, the transmission range control valveand splitter valve are attached to the gearshift knob.Transmission shift pattern labels are located insidethe cab.

See Chapter 8 for complete transmission operatinginstructions.

Allison Automatic TransmissionControlsAllison HD-series automatic transmission models arecontrolled by an electronic control unit (ECU). TheECU processes information from sensors, pressureswitches, and the shift selector (Fig. 2.14 ) to auto-matically control the transmission according to pro-grammed specifications.

Vehicles with these transmissions have a red do-not-shift light in the lens and bezel assembly. Also, thereis a service light in the indicator panel on the shiftselector. With the ignition switch on, both lights comeon for a few seconds; then, if there is no problemwith the transmission system, the lights will go out.Whenever there is a problem with the transmissionsystem, the lights will come on and stay on as longas the problem exists.

If "service" is displayed in the indicator panel, somefeatures may not work but the vehicle can still bedriven. If the do-not-shift light comes on while driving(accompanied by eight short beeps from the shift se-lector), operating limits will be placed on the trans-mission, such as restricting upshifts and downshifts.However, the vehicle can still be driven to reach ser-vice assistance. In either situation, have the problemrepaired as soon as possible. See the Allison Trans-mission Service Manual for troubleshooting proce-dures.

See Chapter 8 for complete transmission operatinginstructions.

Suspension Seat Adjustment ControlsAll adjustment controls for a suspension seat are lo-cated on the seat base. See Chapter 5 for completeinstructions.

Dome Light SwitchesDiffuse dome lights are installed on all cabs. SeeFig. 2.15 and Fig. 2.16 . The dome lights are locatedeither on the overhead console, or on the cab roof (ifno overhead console is installed). Both dome lightsturn on when either the driver’s or passenger’s dooris opened. The dome lights can also be turned on bypressing in on the light lens.

Red Map Light SwitchesRed map lights are available on all cabs. SeeFig. 2.15 and Fig. 2.16 . They are located next to thedome lights in the same fixture. Like the dome lights,the map lights can be turned on by pressing in onthe light lens.

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1. Indicator Panel 2. Mode ID

Fig. 2.14, Allison Push Button Shift Selector

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Fig. 2.15, Dome/Tray, Red Map, and Clear ReadingLights


2.11

Clear Reading Light Switches—SleeperCabs OnlyClear reading lights are available on sleepers only.See Fig. 2.15 . They are located next to the domelights in the same fixture. Like the dome lights, thereading lights can be turned on by pressing in on thelight lens.

Courtesy Light SwitchCourtesy lights are available on all cabs. They illumi-nate the footwell area on both sides of the cab. Thedriver’s courtesy light (Fig. 2.17 ) is attached to thesteering column and the passenger’s footwell light(Fig. 2.18 ) is located on the lower right dash panel.To turn on the courtesy lights, press the rockerswitch on the dash. When the lights are on, theswitch is illuminated by a light inside it.

Rear-Wall Fluorescent Light SwitchesA rear-wall fluorescent light (Fig. 2.19 ) is available onall raised roof cabs. It is located on the rear wallwhere the wall meets the roof. To turn on the rear-wall fluorescent light, press the rocker switch on ei-ther the lower or upper bunk control panels(Fig. 2.20 ).

Mid-Roof Fluorescent Light Switches,SleeperCabs OnlyA mid-roof fluorescent light (curtain bow light) is stan-dard on sleepers only. It is located on the ceiling inthe middle of the cab where the curtain is drawn toseparate the bunk area from the rest of the cab. SeeFig. 2.19 . To turn on the mid-roof fluorescent light,press the rocker switch on the dash, or on either thelower or upper bunk control panels (Fig. 2.20 ).

Bunk Reading Light Switches—SleeperCabs OnlyBunk reading lights are high-intensity reading lightsfor use when reading in the bunk. They are locatedon the bunk control panel for each bunk. To turn onthe bunk reading lights, press the rocker switch on

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Fig. 2.16, Dome Light with Red Map Light

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Fig. 2.17, Driver’s Floor Courtesy Light

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Fig. 2.18, Passenger’s Footwell Courtesy Light

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1. Fluorescent Light2. Fluorescent Light Lens

Fig. 2.19, Mid-Roof Fluorescent


2.12

the bunk control panel that holds the light. SeeFig. 2.20 .

Baggage Compartment LightSwitches, SleeperCabs OnlyBaggage compartment lights are installed in all Slee-perCabs. One light is located on each side of under-side of the lower bunk, and illuminates the baggagecompartment. Both lights turn on when either bag-gage compartment door is opened. The lights alsocome on when the lower bunk is raised. SeeFig. 2.21 .

Tilt Steering WheelThe tilt steering wheel control button (Fig. 2.22 ) islocated to the left of the brake (automatic transmis-sions) or clutch (manual transmissions) pedal.

After adjusting the seat to the desired ride position,unlock the steering column by pushing and holdingthe control button all the way down. Tilt the steeringcolumn to the desired position, then release the con-trol button to lock the steering column in place.

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f830811

1. Reading Light Switch2. Reading Light3. A.T.C. Control Knob4. Dome Light Switch5. Cigarette Lighter

6. Clock7. Volume Control Knob8. Dome Light Switch9. Fan Control Knob

Fig. 2.20, Bunk Reading Light and Control Panel

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1. Under-Bunk Light2. Bunk

3. Switch

Fig. 2.21, Baggage Compartment Light

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1. Control Button 2. Clutch Pedal

Fig. 2.22, Tilt Steering Wheel Control Button


2.13

WARNINGMake sure that the steering column is locked be-fore driving the vehicle. Never tilt the columnwhile driving the vehicle. Doing so could causeloss of vehicle control, personal injury, and prop-erty damage.

Instrumentation Control Unit,ICU4MGeneral InformationThe ICU4M is used on pre-EPA07 engines, and theICU4M-2 is used on vehicles with engines that areEPA07 compliant. They can be differentiated by theexhaust icons in the middle row of the dash messagecenter on the ICU4M-2. See Fig. 2.23 and Fig. 2.24 .

The ICU4M/ICU4M-2 instrument cluster is anindividual-gauge cluster, with an intelligent lightbarand integrated warning and indicator lights. SeeFig. 2.25 . Some main features of the ICU4M/ICU4M-2 are:

• gauges sweep 270 degrees and have pointerslit by an LED (light-emitting diode)

• service intervals are programmable from thekeypad

• a warning chime and alert message displaywarns the driver if the door is opened withoutfirst setting the parking brake

• if low oil pressure or high coolant temperatureis detected, a red warning light at the bottom ofthe gauge illuminates, a warning buzzersounds, and a flashing alert message appearson the display, along with a text message giv-ing additional information

The dash message center is the heart of the ICU4M/ICU4M-2. It has three parts:

• a set of 24 warning and indicator lights;

• a 10-key keypad on the auxiliary instrumentpanel;

• a message display screen in the center.

The message display screen is a two-line by twenty-character liquid crystal display (LCD).

GaugesThere can be up to 14 removable gauges on thedriver’s instrument panel. The ICU4M/ICU4M-2 canalso drive gauges located on the auxiliary instrumentpanel. Gauges cannot be removed from the front ofthe panel.

The standard gauges are:

• speedometer

• engine coolant temperature

• engine oil pressure

• battery voltmeter

• fuel level

Other available gauges include:

• tachometer

• engine oil temperature

• transmission fluid temperature

• rear axle temperature; on vehicles with tandemaxles, forward-rear, and rear-rear

• ammeter

• system air pressure; primary, secondary, appli-cation, and suspension

• pyrometer

• turbo boost air pressure

Some gauges have a red warning light integratedinto the gauge. These are listed below, with an indi-cation of how the warning light is activated:

• engine coolant temperature (high)

• engine oil pressure (low)

• fuel level (low)

• transmission fluid temperature (high)

KeypadThe ICU4M/ICU4M-2 is controlled by a keypad lo-cated on the auxiliary dash panel. See Fig. 2.26 .This keypad, which has 10 keys, can be used to dothe following tasks:

• Call up information onto direct access screenswhile the vehicle is moving, using the dedi-cated keys (TEMP, FUEL, TRIP, and LEG).


2.14

• Move from screen to screen while the vehicleis stationary using the general keys (left, right,and down arrow keys).

• Program on-screen service intervals, screenbrightness, language, units of measurement,and other display functions, using the set func-tion of the SET/RESET key.

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FASTEN SEATBELTS 0000432 MILES

1. Left Turn Signal2. Check Engine Indicator3. Optional Indicator4. Engine Protection Warning5. Intake Heater Indicator6. Air Filter Indicator7. Water in Fuel Indicator8. Message Display Screen9. Tractor ABS Indicator10. Message Indicator11. Trailer ABS Indicator

12. Wheel Spin Indicator13. Check Transmission Indicator14. Optimized Idle Indicator15. Right Turn Signal16. Low Air System Pressure Warning17. High Beam Indicator18. Parking/Emergency Brake Warning19. Fasten Seat Belt Warning20. No Charge Indicator (alternator)21. Low Vehicle Battery Voltage

Fig. 2.23, ICU4M Dash Message Center (typical) Pre-2007

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BRAKE!

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OPT OPT OPT OPTOPT OPT OPT OPT

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09/27/2006

1. Left Turn Signal2. Check Engine Indicator3. Stop Engine Warning4. High Exhaust System Temperature (HEST) Warning5. Diesel Particulate Filter (DPF) Status Lamp6. Message Display Screen7. Tractor ABS Indicator8. Trailer ABS Indicator9. Check Transmission Indicator

10. Optimized Idle Indicator11. Right Turn Signal12. Low Air System Pressure Warning13. High Beam Indicator14. Parking/Emergency Brake Warning15. Fasten Seat Belt Warning16. Malfunction Indicater Lamp (MIL)17. Low Vehicle Battery Voltage

Fig. 2.24, ICU4M-2 Dash Message Center (typical) EPA07 Compliant


2.15

• Clear unused or obsolete data, using the resetfunction of the SET/RESET key.

• Record significant data using the event key (ifa data logging unit is installed).

• Acknowledge (diamond button), cancels rollstability alarm (RSA).

Buzzer and ChimeThe buzzer sounds for three seconds during the self-test at start-up, and when the following conditionsexist:

• low air pressure

• low oil pressure

• high coolant temperature

• the parking brake is applied and the vehicle ismoving at a speed of at least 2 mph (3 km/h)

• VORAD failures (e.g., WARNING HEADWAYFAILURE)

• Some roll stability (RSA) messages

A friendly chime sounds when the parking brake isoff and the door is open, or when the headlights areon and the door is open.

0 160

10060

PSI

AIR

S

0 160

10060

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110 350

270190

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100 250

200150

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AXLE

F

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PSI

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PYRO

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OIL

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OIL

PSI

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ABS

BRAKE!

ABSSTOPCHECK

OPT OPT OPT OPTOPT OPT OPT OPT

OPTIDLE

1. Engine Oil Pressure Gauge2. Engine Coolant Temperature Gauge3. Engine Oil Temperature Gauge4. Battery Voltage Gauge5. Turbo Boost Air Pressure Gauge6. Pyrometer7. Dash Message Center8. Warning and Indicator Lights

9. Tachometer10. Speedometer11. Primary Air Pressure Gauge12. Secondary Air Pressure Gauge13. Fuel Level Gauge14. Transmission Fluid Temperature Gauge15. Tandem Rear Axle Temperature Gauge, Forward16. Tandem Rear Axle Temperature Gauge, Rear

Fig. 2.25, ICU4M/ICU4M-2 Instrument Cluster (typical)

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Dedicated Keys General Keys Control Keys

Fig. 2.26, 10-Key Keypad


2.16

Ignition SequenceWhen the ignition key is turned on, the ICU4M/ICU4M-2 begins a self-test. During the first half ofthis process, the following events occur. Observingthese events is a good way to make sure the ICU4M/ICU4M-2 is functioning properly.

• All gauges controlled by the cluster sweep tofull scale and return.

• All display segments of the message centerturn on and then turn off.

• The buzzer sounds for three seconds.

• The battery voltage, low air pressure, andparking brake warning lights come on and thengo off.

• The fasten seat belt warning light illuminatesfor 15 seconds.

In the second half of the self-test, the software revi-sion level of the ICU4M/ICU4M-2 displays on themessage center, followed by the active faults, if any.

When the self-test is complete, the fasten seat beltscreen displays if the engine is not running. If theengine is running, the idle hours screen displays.See Fig. 2.27 for the idle hours screen (odometerdisplay).

Alert ScreensAlert screens come on whenever the condition oc-curs. They appear when the vehicle is moving; theyoverride the regular screen display. They are warn-ings, cautions, or other messages that require thedriver’s attention, but not all of them are critical to theoperation of the vehicle. Warning messages alwaysdisplay at full brightness.

More important messages take priority over less im-portant messages. The order of importance, or prior-ity, is:

1. Eaton VORAD and RSA warnings (if soequipped)

2. Park brake on (with the vehicle moving)

3. Park brake off (with door open)

4. Low oil pressure, high coolant temperature

5. Hard brake warnings (if equipped with RSA)

6. Low voltage

7. Turn signal on

8. Incoming instant or Qualcomm messages

9. Service warnings

10. No datalink activity

"Incoming Message" ScreenOn vehicles with an onboard communications systemlike Truckweb or Qualcomm, this screen activateswhenever a message is received. "Incoming Mes-sage" appears on the message display screen.

NOTE: The "Incoming Message" screen alsodisplays during the ignition sequence if a mes-sage is available.

This message displays for a preset time period andthen disappears. It returns after the preset intervaluntil it is dismissed by pressing any key on the key-pad.

"Parking Brake On" ScreenThis warning message and an alarm tone come onwhenever the parking brake is applied and the ve-hicle is moving faster than 2.5 miles per hour or theclutch has been depressed. The word "Warning"flashes on the message display screen above themessage "Parking Brake On." The screen and alarmtone go away only when the parking brake is re-leased. See Fig. 2.28 .

"Low Oil Pressure" ScreenThis warning message and an alarm tone come onwhenever the oil pressure falls below the minimumoil pressure specified by the engine manufacturer,whether the vehicle is idling or in motion. The word"Warning" flashes on the message display screen

f610754

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123456.7 MI

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IDLE HOURS

12.3 GAL − − −

NOTE: On vehicles with automated manual transmis-sion, the three digits on the lower right are reserved forcurrent gear information.

Fig. 2.27, Idle Hours Screen


2.17

above the message "Low Oil Pressure." To dismissthe message, press any key on the keypad.

NOTE: If there is more than one alert messageto display, pressing any key takes you to thenext message and so on until all the messageshave been received.

If low oil pressure is detected during the ignition se-quence, it displays as an active fault and the alertscreen does not appear.

After 30 seconds, this message displays again andcan be dismissed as before by pressing any key.

"High Coolant Temp" ScreenThis message and an alarm tone come on wheneverthe engine coolant temperature exceeds a presetpoint specified by the engine manufacturer (see theengine manual for this temperature). The word"Warning" flashes on the message display screenabove the message "High Coolant Temp."

This message follows the same rules of dismissaland display as "Low Oil Pressure."

"Low Voltage" ScreenOn some vehicles, this message and an alarm tonecome on whenever a low voltage condition is de-tected by the instrumentation control unit. The word"Warning" flashes on the message display screenabove the message "Low Voltage."

"Turn Signal On" ScreenThis warning message (the alarm tone is optional)comes on whenever the turn signal remains on be-yond a preset time or distance traveled. The word"Warning" flashes on the display screen above themessage "Turn Signal On."

To dismiss this message, either turn off the turn sig-nal or press any key on the keypad.

Service WarningsService warning screens display during the ignitionsequence and indicate that a service interval hasbeen reached or exceeded and maintenance is re-quired. The messages may indicate the number ofmiles or hours until the next service or, once passed,the number of miles or hours ago that maintenanceshould have been performed. The messages read "XMiles To Next Service," "X Hours To Next Service,""Service Was Due X Mi Ago," and "Service Was DueX Hr Ago." The letter X represents the number ofmiles or hours programmed. The ICU4M/ICU4M-2can be programmed using ServiceLink to generateservice warnings in either miles or hours, but notboth.

"No Datalink Activity" ScreenThe "No Datalink Activity" screen comes on when-ever the datalink is not receiving data.

If the condition persists, take the vehicle in for ser-vice as soon as possible to discover the cause of theproblem.

Automated Manual TransmissionsThe ICU4M/ICU4M-2 can display current gear infor-mation for vehicles with automated manual transmis-sions (AMT). The last three digits at the far right onthe lower line are reserved for this information. Onthe diagrams for the stationary access screens, thisis indicated by the legend "AMT."

If there is a need to shift, one digit displays an arrow,either up or down depending on the shift direction.The other two digits display the current gear.

On vehicles with conventional manual or automatictransmissions, these three digits do not display.

Direct Access ScreensThe driver can also override the regular screen dis-play at any time by pressing the keypad to displayone of the direct access screens.

• Press the TRIP key for the "Trip miles and TripHours" screen, and "Roll Count and HardBrake Count" screen.

• Press the FUEL key for the "Fuel Used andAverage MPG" screen.

f601414

WARNINGPARK BRAKE ON

06/21/2007

Fig. 2.28, Parking Brake On Screen


2.18

• Press the LEG key for the "Leg miles and LegHours" screen, and "Roll and Hard Brake"Screen.

Data for each of the above screens can be reset(cleared). To reset, display the screen and push theSet/Reset key twice within six seconds (a confirma-tion screen will display after you press the key once).

NOTE: Resetting "Trip Miles and Hours" alsoresets "Leg Miles and Hours" and "Roll Counts".

Press the TEMP key to display the outside air tem-perature.

Stationary Access ScreensThe stationary access screens provide a wealth ofinformation. Using the general keys (arrow keys) toscroll up, down, and to the left or right, you controlthe following functions:

• trip information including trip miles and hours,idle hours and average speed, and leg milesand hours

• fuel information including fuel used, fueleconomy, and idle and PTO fuel usage

• engine information including engine miles andhours, engine and PTO gallons, and oil level(on some Mercedes engines, if equipped andenabled)

• diagnostic information including J1587 faultcodes

• service information including mileage or time tonext service

• setup information of various kinds

• vehicle information including datalink status,ICU serial number, and software version

Many features of the ICU4M/ICU4M-2 are user-programmable. The set function of the set/reset keycan be used to program the display. In addition, thereset function of the set/reset key can be used toreset the counters for trip and fuel information, and toreset fault code screens after the faults have beencleared. See Fig. 2.29 for information on how to usethe set/reset key.

With the parking brake released, only the odometerand alert screens can be displayed. Park the vehicleand set the parking brake to display additionalscreen functions.

Trip InformationTrip information allows you to view trip mileage andtime, time spent idling, average miles per hour, legmileage and time, and roll count if the vehicle hasroll stability. See Fig. 2.30 .

When the odometer is displayed, press the rightarrow key to display the trip information screen.Press the right arrow key again to display trip miles,average miles per hour, and leg miles, in that order.This sequence completes the trip informationscreens.

From here, press the right arrow key again to returnto the trip information screen. From any trip informa-tion screen, press the left arrow key to return to theprevious screen in the sequence. Press the downarrow key to go on to fuel information.

Fuel InformationFuel information allows you to view total fuel usagesince the last reset, fuel mileage, and fuel consumedwhile idling or running the PTO. See Fig. 2.31 .

From the trip information screen, press the downarrow key to display the fuel information screen.Press the right arrow key to display fuel used andaverage miles per gallon, and again to display idlegallons and PTO gallons. This sequence completesthe fuel information screens.

From here, press the right arrow again to return tothe fuel information screen. From any fuel informa-tion screen, press the left arrow key to return to theprevious screen in the sequence. Press the downarrow key to go on to engine information.

Engine InformationEngine information allows you to view total enginemileage and hours, fuel consumption for the engineand PTO, and engine oil level (where installed). SeeFig. 2.32 .

NOTE: Engine oil level is an optional functionavailable on vehicles with Mercedes-Benz en-gines.

From the fuel information screen, press the downarrow key to display the engine information screen.Press the right arrow key to display, in order, enginemiles/hours, engine/PTO gallons of fuel used, and,when installed, engine oil level. This sequence com-pletes the engine information screens.


2.19

From here, press the right arrow key again to returnto the engine information screen. From any engineinformation screen, press the left arrow key to returnto the previous screen in the sequence. Press thedown arrow key to go on to diagnostic information.

Diagnostic InformationDiagnostic information allows you to view any J1587fault codes transmitted on the vehicle datalink. Thecomplete fault code is displayed both as a text mes-sage and in numbers. Specific fault code informationcan be displayed only with the vehicle stopped andthe parking brake set.

During vehicle start-up, with the parking brake set,the ICU4M/ICU4M-2 displays active fault codes, ifany, until the parking brake is released. With an ac-

tive fault code on display, push the left arrow key togo to the active faults screen (gives the total numberof active faults), and again to go to the diagnosticinformation screen. From here, any of the diagnosticinformation can be obtained, including informationabout any fault, active or historical.

NOTE: Historical faults are dash faults only.

Diagnostic information can also be obtained at anytime. From the odometer screen, press the rightarrow key once and the down arrow key three timesto display the diagnostic information screen. SeeFig. 2.33 .

This resets the value on the screen.

SET/ RESET

Push Once S

R Push Once PUSH RESET AGAIN

TO CONFIRM CLEAR

When in Setup, this brings up a screen where a selection can be made.

R Push Again

to get this screen

f04070712/17/2004

AMT= Current gear information for automated manual transmissions.

Fig. 2.29, Set/Reset Key Functions

Engine Idling

IDLE HOURS 1234:56 12.3GAL123456.7MI AMT

FASTEN SEATBELTS 123456.7 MILES AMT

Press Right Arrow Key and Set the Parking Brake

TRIP MILES 123456.7 TRIP HR 1234:56 AMT

IDLE HOURS 1234:56 AVG MPH 12.3 AMT

LEG MILES 123456.7 LEG HR 1234:56 AMT

R R R

TRIP INFORMATION AMT

12/01/2004 f040699

(100 RPM or more)

Go to Fuel Information Screens


NOTE: Metric unit screens are similar.

Fig. 2.30, Trip Information Screens


2.20

Active FaultsActive faults are current problems that require atten-tion. If active fault codes display during start-up or atany other time, make a note of the fault code andtext message. Then call an authorized Freightlinerservice facility for assistance.

From the diagnostic information screen, press theright arrow key to display the number of active faults,then each individual fault, in order, until the end ofthe list is reached. This sequence completes the ac-tive fault diagnostic screens.

IDLE GALLONS 12.3 PTO GAL 12345.6 AMT

FUEL USED 12345.6 AVG MPG 12.34 AMT

R R

FUEL INFORMATION AMT

f040700Go to Engine Information Screens

12/17/2004

Return to Idle Hours From Trip

InformationScreen



Fig. 2.31, Fuel Information Screens

ENG GALLONS 123456.7 PTO GAL 12345.6 AMT

ENG MILES 123456.7 ENG HOUR1234:78AMT

ENG OIL LEVEL LO −1 QTS AMT

ENGINE INFORMATION AMT

12/01/2004

ENG OIL LEVEL LO −1 QTS AMT

If Oil Level OK ENG OIL LEVEL

OK AMT

If Oil Level High ENG OIL LEVEL

HI 1 QTS AMT

If Oil Level Low

f040701

Go to Diagnostic Information Screens

Return to Idle Hours From Fuel

InformationScreen



Fig. 2.32, Engine Information Screens


2.21

IMPORTANT: Do not attempt to clear activefaults. Bring the vehicle to an authorizedFreightliner service facility as soon as possible.

From here, press the right arrow again to return tothe diagnostic information screen. From any activefault diagnostic screen, press the left arrow key toreturn to the previous screen in the sequence. Pressthe down arrow key to go on to historical fault infor-mation.

Historical FaultsHistorical faults (dash faults only) are kept in theICU4M/ICU4M-2’s memory after the active fault hasbeen cleared. The data are useful for situationswhere the same fault recurs over time, to indicate anunderlying problem that may otherwise escape atten-tion.

From the diagnostic information screen, press thedown arrow key to display the historical faults infor-mation screen. Press the right arrow key again todisplay each individual historical fault, in order, untilthe end of the list is reached. From any historical

fault screen, press the down arrow key to scrollthrough the occurrence data for each fault. This se-quence completes the historical fault diagnosticscreens.

It is possible to clear historical fault data from theICU4M/ICU4M-2’s memory when the information isno longer needed. When there are less than 254miles on the odometer, clearing historical faults alsoclears the memory of the electronic unit reporting thefault.

IMPORTANT: Do not reset historical faults un-less you are sure that the data will not beneeded in the future. It is not possible to clearparticular historical faults: either all the data arecleared, or none.

To clear historical faults, press the set/reset key.When the message "all faults cleared" appears, allthe historical fault data have been cleared. From thismessage, press the left arrow key to return to thediagnostic information screen, the right arrow key to

MID(text) PID/SID(text) FMI(text) MID#sPID#FMI#AMT

ACTIVE FAULTS 12 or NONE AMT

12 HIST DASH FAULTS LAST CLR 123456.7AMT

LAST OCCUR 123456.7 1234 TIMES AMT

FIRST OCCUR 123456.7 1234 TIMES AMT



Fault # 1 Fault # n

Hist Fault # 1


Hist Fault # n

LAST OCCUR 123456.7 1234 TIMES AMT

FIRST OCCUR 123456.7 1234 TIMES AMT

2 PUSH RESET TO CLEAR DASH FAULTS AMT

R

ALL FAULTS CLEARED AMT

DIAGNOSTIC INFORMATION AMT

Go to Service Information Screens f040702

Return to Idle Hours From Engine

InformationScreen

12/17/2004


NOTE: With less than 254 miles on the odometer, clearing historical faults also clears the memory of the electronic unitreporting the fault.

Fig. 2.33, Diagnostic Information Screens


2.22

return to the historical faults information screen, orthe down arrow key to go on to service information.

Service InformationService information allows you to view the next re-curring service interval. Service intervals can be ex-pressed in either miles or hours. They can also beinactivated, so they do not display at all. For pro-gramming service intervals, look under the heading"Setup Information."

From the diagnostic information screen, press thedown arrow key to display the service informationscreen, if activated. See Fig. 2.34 .

NOTE: If the service information screen is notactivated, the ICU4M/ICU4M-2 will instead dis-play the setup information screen, which can beused to activate service information.

From the service information screen, press the rightarrow key to display, in order, the service intervalscreen and the miles/time remaining before the nextservice interval. This sequence completes the serviceinformation screens.

NOTE: If the vehicle has gone past the serviceinterval, the "miles/hours remaining" screen isreplaced by the "service was due" screen, fol-lowed by the number of miles/hours since theservice fell due.

From here, press the right arrow key again to returnto the service information screen. From any serviceinformation screen, press the left arrow key to returnto the previous screen in the sequence. Press thedown arrow key to go on to setup information.

Setup InformationSetup information allows you to program various fea-tures of the ICU4M/ICU4M-2 environment. Some ofthe features which can be programmed include:

• service intervals

• target miles per gallon

• LCD lighting

• display brightness

• language

• units of measurement

INTERVAL IS SET TO XXXXX MILES AMT

R

OR

Distance prior to reaching the set Service Interval

Distance traveled beyond the set Service Interval

R

SERVICE WAS DUE 12345 MILES AGO AMT

Time accumulated beyond the set Service Interval

Time prior to reaching the set Service Interval

INTERVAL IS SET TO XXXX HOURS AMT

SERVICE INFORMATION AMT

SERVICE INFORMATION AMT

12345 MILES TO NEXT SERVICE AMT

1234 HOURS TO NEXT SERVICE AMT

SERVICE WAS DUE 1234 HOURS AGO AMT

R

OR R

f040703Go to Setup Information Screens

Go to Set−up Information Screens

Return to Idle Hours From Diagnostic

InformationScreen

12/17/2004


NOTE: Service information screens only appear if the service interval is set to MILES or HOURS in Setup Information.Metric unit screens are similar.

Fig. 2.34, Service Information Screens


2.23

• parameters

From the service information screen, press the downarrow key to display the setup information screen.See Fig. 2.35 . Press the right arrow key to displaythe setup screen for changing the service intervalfeature. Press the down arrow key to scroll amongthe various setup feature screens. This sequencecompletes the setup feature screens.

From any setup feature screen, press the left arrowkey to return to the setup information screen.

To set any feature, press the set/reset key whenprompted. A decision screen appears, displaying thedecision choices with the current selection flashing.To change the selection, move the left or right arrowkey as many times as required until the desired se-lection is flashing. Then press the down arrow key toleave the decision screen and go to the next setupfeature screen. See Fig. 2.36 .

Service Interval ProgrammingFor service intervals only, there is an extra program-ming step. From the service interval feature screen,press the set/reset key to display a decision screenfor setting service interval units (the choices aremiles, hours, or off).

If you select miles or hours on this decision screen,press the down arrow key to go to a second decisionscreen. This decision screen allows you to select thelength of the interval in the units you have chosen(either miles or hours). Once you have selected theinterval length, press the down arrow key again to goto the next setup feature screen (target mpg).

If, on the other hand, you select "off" at the selectionscreen for service interval units (meaning you haveturned off service interval information), you go di-rectly to the next setup feature screen (target mpg).

Vehicle InformationVehicle information allows you to view datalink activ-ity in a dynamic graph format, datalink usage anderror rate (datalink status), and ICU4M/ICU4M-2data, including ICU4M/ICU4M-2 serial number andsoftware revision level. See Fig. 2.37 .

From the setup information screen, press the downarrow key to display the vehicle information screen.Press the right arrow key to display, in order, datalinkactivity, datalink status, and ICU4M/ICU4M-2 data.

This sequence completes the vehicle informationscreens.

From here, press the right arrow key again to returnto the vehicle information screen. From any vehicleinformation screen, press the left arrow key to returnto the previous screen in the sequence. Press thedown arrow key to return to trip information.

Instrumentation Control Unit,ICU3Figure 2.38 shows the gauge portion of the dash forvehicles equipped with the ICU3 or ICU3 ‘07.

The ICU3/ICU3 ‘07 electronic dashboard can acceptinformation from the various sensors installed on thevehicle and feed it to electronic gauges. Only airgauges operate mechanically.

There can be up to eight gauges on the driver’s in-strument panel (six electronic and two mechanical).The ICU3/ICU3 ‘07 cannot drive gauges located onthe auxiliary instrument panel.

The ICU3 is on vehicles with engines manufacturedup until December 31, 2006, and the ICU3 ‘07 is onvehicles with engines manufactured January 1, 2007,or later. They can be differentiated by the ISO iconsused on the ICU3 ‘07.

The dash message center is the heart of the ICU3/ICU3 ‘07. It has a set of 26 warning and indicatorlights similar to those found on a conventional light-bar, and a dash driver display screen. The dashdriver display screen is a one-line by seven-characterliquid crystal display (LCD) that normally showsodometer readings.

Warning and Indicator LightsThere can be up to 26 warning and indicator lightsinstalled in the ICU3 or ICU3 ‘07. See Fig. 2.39 andFig. 2.40 .

There are four rows of lights in the dash messagecenter. Lights installed in the top row are optionaland their positions may vary. The lights in the bottomthree rows are installed in fixed positions on all ve-hicles.


2.24

ICU Ignition SequenceIf the headlights are turned on, the screen displaysthe odometer and waits for the ignition to be turnedon.

When the ignition is turned on, all the electronicgauges complete a full sweep of their dials, thewarning and indicator lights light up, and the buzzersounds for three seconds.

NOTE: The air gauges do not sweep.

The following lights illuminate during the ignition se-quence:

• fasten seat belt warning

• low battery voltage warning

• high coolant temperature warning

• low engine oil pressure warning

• low air pressure warning

• parking brake on indicator

• all engine warning lights, including engine pro-tection, check engine, and stop engine (Cum-mins only)

SETUP INFORMATION AMT

PUSH SET KEY TO CHANGE SERVICE AMT

OR

S INTERVAL XXXXX MILES <−−LESS MORE−−> AMT

If Service Interval is set to MILES

SERVICE INTERVAL OFF/ MILES /HOURS AMT

S

PUSH SET KEY TO CHANGE SERVICE MI AMT

PUSH SET KEY TO CHANGE SERVICE HR AMT

S SERVICE INTERVAL

OFF/ MILES / HOURS AMT

If Service Interval is set to HOURS

INTERVAL XXXX HOURS <−−LESS MORE−−> AMT

S

To more Setup Information

Go to Vehicle Information Screens

f040704

Return to Idle Hours From Service

InformationScreen

12/17/2004

The current selection flashes. Press the left and/or right arrow key(s) to change the selection. To store the changes andexit the screen, press the down arrow key.

Fig. 2.35, Setup Information Screens (for service intervals)

PUSH SET KEY TO CHANGE TARGET MPG AMT

TARGET MPG: <−−LESS MORE−−>AMT

S LCD LAMP

<−−OFF ON −−> AMT

S DISPLAY BRIGHTNESS <−−DARK LIGHT−−>AMT

S

S

PUSH SET KEY TO CHANGE LCD LAMP AMT

PUSH SET KEY TO CHANGE BRIGHTNESS AMT

PUSH SET KEY TO CHANGE LANGUAGE AMT

PUSH SET KEY TO CHANGE UNITS AMT

PUSH SET KEY TO CHANGE PARAMETERS AMT S RESET PARAMETERS

<−− NO−−> AMT

UNITS / METRIC AMT

LANGUAGE: FRENCH/SPANISH AMT

f040705Go to Vehicle Information Screens

Go to Setup Information Screens

12/17/2004

ENGLISH

ENGLISH

12.3S

YES

The current selection flashes. Press the left and/or rightarrow key(s) to change the selection. To store thechanges and exit the screen, press the down arrow key.

Fig. 2.36, Other Setup Information


2.25

• all ABS warning lights, including wheel spin,tractor ABS, and trailer ABS (if installed)

NOTE: Although the engine and ABS warninglights illuminate during the ignition sequence,they are not controlled by the ICU but by theirown system ECU (electronic control unit).

When the ignition switch has been turned on, theICU performs a self-test, looking for active faults.

During the first half of the self-test, all segments ofthe display illuminate as follows: "888888.8." TheICU voltmeter display also illuminates, but with thevalue "18.8." During the second half of the self-test,the software revision level is displayed.

If there are no active faults, the ICU displays theodometer. However, if the ICU has received activefault codes from other devices, it displays them oneafter the other until the parking brake is released orthe ignition switch is turned off. Once the parkingbrake is released, the ICU displays the odometeragain.

See Fig. 2.41 for the ICU3/ICU3 ‘07 ignitionsequence.

Instrumentation Control Unit,ICU2MNOTE: The ICU2M is not available on vehiclesbuilt after January 1, 2007. It is replaced withthe ICU4M.

The ICU2M is an advanced programmable electronicdashboard. It can accept information from the sen-sors and electronic control units installed on the ve-hicle and feed it to electronic gauges. Only airgauges operate mechanically.

There can be up to 14 removable gauges on thedriver’s instrument panel (11 electronic, one electro-mechanical, and two mechanical).

The Driver Message Center is the heart of theICU2M. It has three parts:

VEHICLE INFORMATION AMT

DATALINK ACTIVE AMT

DATA LINK STATUS USAGE 12% ERR1%AMT

DASH# XXX−XXXXX−XXX SW# P1.2.3 AMT

f040706

Return to Trip Information Screens

01/11/2005

From SetupInformation

Return to Idle Hours

Screen


Fig. 2.37, Vehicle Information Screens

f610205b06/02/99

0

5

10

1520

30

RPM5

15

2535

4555

65

75

85

MPHkm/h

25

X100

30

5070

90

130

110

10

E F

1/2

0 100

50

PSI

WATER

OIL

TRANS

FUEL

AIR

AIR

100

150 200

250

F°

100

225

350

F°

0 150

50

PSI

100

0 150

50

PSI

1001

2

34

5

6

7

8910

1. TransmissionTemperature Gauge

2. Water TemperatureGauge

3. Engine Oil PressureGauge

4. Dash Message Center5. Fuel Gauge

6. Primary Air PressureGauge

7. Mode/Reset PushButton

8. Secondary AirPressure Gauge

9. Speedometer10. Tachometer

Fig. 2.38, ICU3/ICU3 ‘07 Gauge Layout (typical)


2.26

• a set of 18 warning and indicator lights similarto those found on a conventional lightbar

• a 10-key keypad on the auxiliary instrumentpanel

1 2 310 11 12

16 17 1822 23

4 5 6 7 8 913 14 15

19 20 2126 272524 f610231a11/10/2006

1. Stop Engine Warning2. Engine Fan On Indicator3. Do Not Shift Indicator4. ECAS Failure Warning5. ECAS Transfer Indicator6. Low Washer Fluid Indicator7. Wheel Spin Indicator8. EBS Warning (optional)9. Water In Fuel Indicator10. Check Engine Indicator

11. Engine Protection Warning12. No Charge Indicator13. Tractor ABS Warning14. Transmission Temperature

Warning15. Trailer ABS Warning16. Low Oil Pressure Warning17. High Coolant Temperature

Warning18. Fasten Seat Belt Warning

19. Parking Brake On Warning20. Recirculated Air Indicator21. Air Restriction Indicator22. Left-Turn Signal23. Low Battery Voltage Warning24. Dash Driver Display Screen25. High Beams Indicator26. Low Air Pressure Warning27. Right-Turn Signal

Fig. 2.39, ICU3 Dash Message Center, Pre-2007

f61083608/31/2006

1 2 3 4

8 9 1014 15

5 6 7

11 12 1318 191716

ABS ABS

OPT OPT OPT OPT OPT OPT OPT OPT OPT

BRAKE

1. Optional Indicator2. Check Engine Indicator3. Stop Engine Indicator4. Malfunction Indicator Light (MIL)5. Tractor ABS Indicator6. Transmission Temperature

Indicator7. Trailer ABS Indicator8. Low Oil Pressure Warning

9. High Coolant TemperatureWarning

10. Fasten Seat Belt Warning11. Parking Brake On Warning12. Diesel Particulate Filter (DPF)

Status Indicator13. High Exhaust System

Temperature (HEST) Warning

14. Left-Turn Signal Indicator15. Low Battery Voltage Warning16. Driver Display Screen17. High Beam Indicator18. Low Air Pressure Warning19. Right-Turn Signal Indicator

Fig. 2.40, ICU3 ‘07 Dash Message Center, EPA07 Compliant


2.27

• a message display screen

The message display screen is a 2-line by 20-character vacuum fluorescent display that provides awide range of information to the driver.

Some of the information that can be provided by themessage center includes:

• odometer readings

• outside air temperature

• messages from remote locations such as com-pany docks and offices, shipper’s terminals,etc. (if equipped with a communications sys-tem, such as Truckweb or Qualcomm®)

• trip information, such as trip miles and hours,idle hours, average mph, and leg miles andhours

• fuel information, such as fuel used and milesper gallon, fuel used idling, and PTO fuel used

• engine information, such as miles, hours, gal-lons of fuel used, and PTO fuel used

• diagnostic information, such as listings of ac-tive faults and troubleshooting information

• vehicle information, such as datalink operationand use data, dash part number, and softwarenumber

Some of the advanced features supported by theICU2M are: Truckweb with instant messages, AMTdisplay, Fuel Use Efficiency Level (FUEL) systemdisplay, target miles per gallon (MPG), and bright-ness control.

TruckwebWith Truckweb and the necessary hardware to sup-port it, specific vehicle information can be transmittedwirelessly over the Internet. Transmitted informationincludes:

• Global Positioning System (GPS) coordinates

• instant messages

• vehicle mileage

• diagnostics in the form of active fault codes

Transmitted information is viewed by going to thevehicle’s web page using an Internet browser. With

POWER ON

PARK BRAKE

IGNITION ON

HEADLIGHTS ON

RELEASE PARK BRAKE

f040420a02/14/2003

RELEASED − MOVING

FAULT CODESCREEN

IF NO FAULTSWERE DETECTED

ELECTRONIC GAUGE NEEDLESSWEEP, WARNING/INDICATORLIGHTS COME ON, BUZZER SOUNDS

IF FAULT DETECTED

ICU INITIALIZES

888888.8

ABS 136

ODOMETERSCREEN

123456.7

12.3 VOLTS

123456.7

12.3 VOLTS

MI

MI

MI

Fig. 2.41, ICU3/ICU3 ’07 Ignition Sequence


2.28

the exception of instant messages, all of the informa-tion mentioned above is transmitted to the web pagewithout any action required of the vehicle operator.

Instant MessagesThe ICU2M is capable of transmitting and receivinginstant messages to and from the vehicle’s web pagefor vehicles equipped with Truckweb.

IMPORTANT: The parking brake must be set inorder to send instant messages or to retrieveinstant messages from memory. Bring the ve-hicle safely to a stop out of the flow of trafficand set the parking brake before sending mes-sages or retrieving them from memory.

Receiving MessagesIncoming messages are displayed as they are re-ceived, and will be interrupted only by higher prioritymessages. If interrupted, the instant message beingreceived will display after the higher-priority messageis dismissed. Instant messages are stored in memoryafter being received and dismissed. Up to three mes-sages can be stored in memory at any one time. If anew message arrives and three messages are al-ready in memory the newest message replaces theoldest message.

The size of each incoming message is limited to thetotal characters that can be displayed on threescreens, or 111 total characters. Press the downarrow key on the 10-key keypad, located on theB-panel, to scroll through a message, if necessary.

To acknowledge to the sender that an incoming mes-sage has been received, press the "Set/Reset" but-ton. The message then goes into memory, replacingthe oldest message there.

To recall a message from memory:

1. Safely stop the vehicle and set the parkingbrake.

2. With the parking brake set, press the right arrowkey on the 10-key keypad to display the "TripInformation" screen.

3. Press the down arrow key until the "MessageInformation" screen appears.

4. Press the right arrow key until "Read Message"appears.

5. Press the down arrow key until the first messageis displayed.

6. Press the down arrow key to continue scrollingthrough incoming messages stored in memory.

7. To return to the default screen, press the leftarrow key as necessary after reading messages.

Sending MessagesUp to 10 different messages can be stored for send-ing; 5 are fixed and 5 are programmable using Ser-viceLink.

To send a message:

1. Safely stop the vehicle and set the parkingbrake.

2. With the parking brake on, press the right arrowkey on the 10-key keypad until the "Trip Informa-tion" screen appears.

3. Press the down arrow key until the "MessageInformation" screen appears.

4. Press the right arrow key until the "Send Mes-sage Information" screen appears.

5. Press the down arrow key until the first choicemessage appears.

6. Press the down arrow key again to scroll throughthe choices. The five programmable messagesappear first; the next five messages are the fixedmessages. The fixed messages are:

• "Message Received"

• "Destination Confirmed"

• "Please Provide Return Load"

• "Please Provide Directions"

• "Send Help"

7. Once the correct message appears, to send it,press the "Set/Reset" key. When the messagehas been sent, the display will revert to the"Send Message Information" screen.

8. To return to the default screen, press the leftarrow key as necessary.


2.29

AMT DisplayThe ICU2M replaces the gauge display on vehiclesbuilt with Eaton AutoShift or Meritor SureShift trans-missions and Freightliner SmartShift column-mountedshifter. The ICU receives information from the Trans-mission Control Unit (TCU) and displays it in the lastthree positions in the bottom right corner of the ICU.

The two right-hand positions are dedicated to alpha/numeric characters, N for neutral, R for Reverse, and1 through 10 or 18, depending on the transmissionconfiguration. The left-hand position is for the up/down arrow.

When a solid (non-blinking) indication is present inthe right position(s), it indicates which gear the ve-hicle is operating in. When a flashing (blinking) indi-cation is present in the right position(s), it indicateswhich gear the transmission is attempting to reach.The arrow indication will also be flashing with eitheran up or down arrow, indicating the need to increaseor decrease input shaft speed.

Fuel Use Efficiency Level (FUEL)If so equipped, the FUEL system continuously moni-tors fuel usage efficiency and instantly transmits ac-tion messages through the Driver Message Center tohelp the driver get better mileage. The system maysuggest a different speed, gear, or throttle position,and will calculate and transmit estimated fuel savingsbased on the suggested action. It also calculates anddisplays a bar graph that shows a fuel efficiencyscore as a percentage of optimum efficiency.

The messages this system displays are:

• "Drive 60 MPH, Gain X MPG"

• "Shift to Next Gear, Gain X MPG"

• "End Idling, Save X Gal/Hr"

• "Drive Steady Speed, Gain X MPG"

• "Move Throttle Slower, Gain X MPG"

In each example, the X value in the statement isvariable. The system will estimate and display a nu-merical savings gain in place of the X.

NOTE: The information provided by the FUELefficiency system is different than, and shouldnot be confused with, the information availableby pressing the FUEL key on the 10-key key-

pad. The keypad and its direct access keys aredescribed in more detail later in this chapter.

Target MPGThe target MPG feature allows quick and easychecking of fuel economy through the "MPG Graph/Target MPG..Odometer" screen. See Fig. 2.42 .

NOTE: Use the LEFT ARROW key to lower thetarget MPG, and the RIGHT ARROW key toraise it. For more information on how to set tar-get MPG, adjust screen display brightness,change languages, or switch between USC andmetric units of measure, see "Setup Information"later in this chapter.

The "Target MPG" area is on the second line of thedisplay, to the left of the odometer. It shows the ac-tual target miles per gallon (MPG).

Example: A reading of "12.3 MPG" indicates that thetarget MPG is 12.3 miles per gallon.

The "MPG Graph" on the first line of the displaygives the same information in dynamic form. The"0%" mark in the center of the line gives the targetMPG. Bars showing to the right of the display indi-cate that short term fuel economy is above the tar-get; bars showing to the left of the display indicatethat short term fuel economy is below the target.

Brightness ControlThe panel light dimmer switch normally controls thebrightness of all panel and gauge lights, including theICU2M message display screen. With the parkingbrake set, the ICU keypad can control the brightnessof the message display screen independently of theother lights. If the panel lights are set to maximumbrightness, the message display screen cannot bebrightened any further.

f601412b

9012.0MI R− +0%II

10/31/2000

12.3MPG

Fig. 2.42, MPG Graph/Target MPG..Odometer Screen


2.30

NOTE: Use the left arrow key to dim the mes-sage display screen, and the right arrow key tobrighten it. For more information on how to setthe brightness of the message display screen,see "Setup Information" later in this chapter.

When the parking brake is released, the arrow keysno longer work to change the brightness of the mes-sage display screen, but the settings stay in effectunless the headlights are turned on. With the head-lights on, the message display screen dims slightly toadjust to nighttime conditions.

Warning and Indicator LightsThere can be up to 18 warning and indicator lightsinstalled in the ICU2M (see Fig. 2.43 ).

• The turn signal lights flash green, on and offwhenever the outside turn signal lights areflashing.

• The blue high-beam indicator light comes onwhen the headlights are on high beam.

• The yellow "Check Engine" (CHK ENG) lightcomes on to indicate an engine condition suchas low coolant level, high coolant temperature,or low oil pressure. It also comes on when afault is detected or recorded.

• The red "Engine Protection" (ENG PROT) lightcomes on to warn that the protection systemavailable on the engine has been activated.

• Installed on Cummins engines only, the red"Stop Engine" (STOP ENG) light comes on towarn that the engine is not functioning nor-mally. The vehicle should be pulled over to theside of the road and the engine shut down im-mediately.

• The red low air pressure (LOW AIR) warninglight and buzzer come on whenever air pres-sure in the primary or secondary air reservoirfalls below 64 to 76 psi (440 to 525 kPa).

• Depending on options installed, other warningand indicator lights can be installed in thespaces marked "OPT." Available optional indi-cator lights include: air bag warning, alternatorno charge warning, automatic transmissionoverheat warning, trailer ABS warning, ECAS(electronic suspension) transfer indicator, andECAS failure warning.

NOTE: The functions of the ABS warning lightsare explained under "Meritor WABCO AntilockBraking System (ABS)" later in this chapter.

KeypadThe ICU2M is controlled by a keypad located on theauxiliary dash panel. See Fig. 2.44 . This keypad,which has 10 keys, can be used for the followingtasks.

• Read and send instant messages on vehiclesequipped with Truckweb.

• Call up information onto direct access screens.

• Move about from screen to screen while thevehicle is stationary.

• Set up the display.


1 2 3

4

6

5

11

10

5 12 f600996a 04/02/96

7 8 9

Typical installation shown. Location and function ofoptional lights may vary.

1. Left-Turn Indicator2. Engine Protection

Warning LampIndicator

3. Check EngineIndicator

4. Stop Engine Warning5. Optional Indicator

6. Message DisplayScreen

7. High-Beam Indicator8. Low Air Warning9. Right-Turn Indicator10. Air Bag Warning11. Tractor ABS Warning12. Wheel Spin Indicator

Fig. 2.43, Driver Message Center, ICU2M

08/08/96 f601009

Dedicated Keys General Keys Control Keys

Fig. 2.44, 10-Key Keypad


2.31

• Set a target MPG to monitor fuel economywhile driving. Press the left arrow key to lowerthe target MPG and the right arrow key to raiseit.

• Set the brightness of the message displayscreen independently of the panel dimmerswitch. Use the left arrow key to dim the dis-play and the right arrow key to brighten it.

• Record significant data using the EVENT key(if a data logging unit is installed).

NOTE: One key is blank and is not usable atthis time.

ICU2M Ignition SequenceIf the headlights are turned on, the screen displaysthe odometer and waits for the ignition to be turnedon. See Fig. 2.45 .

When the ignition is first turned on, all the electronicgauges complete a full sweep of their dials, thewarning and indicator lights light up for five seconds,and the buzzer sounds for two seconds.

NOTE: The air gauges and voltmeter do notsweep.

Once the ignition has been turned on, the screendisplays the "Freightliner" message. At the sametime, the ICU2M conducts a roll call of all the elec-tronic control units (ECUs) installed on the vehicle,looking for active faults.

If there are no active faults, the screen displays the"Fasten Seat Belts/Odometer" screen.

If, however, the ICU2M has received active faultcodes or an electronic control unit (ECU) fails to re-spond to the roll call, it shows the "Active Faults"screen and displays the number of active faults up toa total of eight. If desired, press the right arrow(Fig. 2.44 ) to see the active fault codes. Continuing

03/18/98 f040415

12.3 TMPG 123456.7 MI0%

Fig. 2.45, Ignition Sequence, ICU2M


2.32

to press the right arrow key will display all additionalfault codes (if any).

NOTE: A list of fault codes and definitions canbe found in Section 54.03 of the Century ClassTrucks Workshop Manual.

To go on, press the left arrow, or if the engine is on,release the parking brake to go on to the "FastenSeat Belts/Odometer" screen.

Unless the engine is running, the ignition sequenceends with the "Fasten Seat Belts/Odometer" screen.

IMPORTANT: At this point, if the vehicle has acommunications system and an incoming mes-sage is available, it will be displayed. To dismissthe incoming message, press any key on thekeypad.

With the engine idling (the vehicle not moving), theignition sequence cycles on, and displays the "IdleHours/Idle Gallons..Odometer" screen. SeeFig. 2.46 .

The Message Display ScreenTo understand the information displayed on the mes-sage display screen, here is an example of screenlayout. On the "Idle Hours/Idle Gallons..Odometer"screen, idle hours are displayed on the top line withthe words "Idle Hours" on the left side of the screenand the number of hours on the right. On the bottomline, the number of idle gallons is on the left and theodometer miles are on the right, with a space in be-tween. See Fig. 2.47 .

Once the parking brake is released (whether the ve-hicle is moving or not), the regular message screendisplay is the "MPG Graph/Target MPG..Odometer"screen. The MPG graph is a dynamic display graphdemonstrating how the actions of the driver affectfuel economy. The graph moves to the right as fueleconomy improves. See Fig. 2.42 .

NOTE: Press the left arrow key to lower the tar-get MPG and the right arrow key to raise it. Formore information on how to set the target MPG,see "Setup Information" later in this chapter.

ICU2M Roll CallEach time the ignition switch is turned on, the ICU2Mroll call function requests data from each ECU on thedatalink. If the ECU does respond to this request, thedatalink is communicating with that ECU and no faultcode is displayed.

NOTE: Each ICU is configured to receive re-sponses from a list of selected ECUs as in-stalled on that particular vehicle.

If the ECU does not respond to this request, theICU2M displays an active fault code that indicatesthe datalink is not communicating with that ECU. Fora sample fault code and message of this type, seeFig. 2.48 . For a list of roll call faults, see Section54.03 of the Century Class Trucks WorkshopManual.

f60141507/29/97

Fig. 2.46, ICU2M At the End of the Ignition Sequence

07/29/97 f601411

Fig. 2.47, Idle Hours/Idle Gallons..Odometer Screen


2.33

ICU2M OdometerThe ICU2M odometer is a seven-digit display withone decimal point after the sixth digit allowing it todisplay tenths of miles (or kilometers).

When first installed, the odometer starts at 0.0 miles(or kilometers). When replaced, the odometer doesnot start with the engine miles but starts again from0.0 and cannot be changed up or down.

IMPORTANT: Although the odometer uses datasupplied by the engine ECM to update its count,it keeps its own mileage starting from the zeropoint, which marks where it was first installed.

Alert ScreensAlert screens come on whenever the condition oc-curs. They appear when the vehicle is moving; theyoverride the regular screen display. They are warn-ings, cautions, or other messages that require thedriver’s attention, but not all of them are critical to theoperation of the vehicle. Warning messages alwaysdisplay at full brightness.

More important messages take priority over less im-portant messages. The order of importance, or prior-ity, is:

1. Eaton VORAD warnings (if so equipped)

2. Parking Brake On (with the vehicle moving)

3. Low Oil Pressure, High Coolant Temperature,Low Coolant Level, and Low Voltage

4. Alternate Speedometer

5. Recirc Mode Engaged, and Provide Fresh Air

6. Low Fuel Level

7. Turn Signal On

8. Incoming instant or Qualcomm messages

9. Service warnings

10. No Datalink Activity

"Incoming Message" ScreenOn vehicles with an onboard communications systemlike Truckweb or Qualcomm, this screen activateswhenever a message is received. "Incoming Mes-sage" appears on the message display screen.

NOTE: The "Incoming Message" screen alsodisplays during the ignition sequence if a mes-sage is available.

This message displays for a preset time period andthen disappears. It returns after the preset intervaluntil it is dismissed by pressing any key on the key-pad.

"Parking Brake On" ScreenThis warning message and alarm tone come onwhenever the parking brake is applied and the ve-hicle is moving faster than 2.5 miles per hour or theclutch has been depressed. The word "Warning"flashes on the message display screen above themessage "Parking Brake On." The screen and alarmtone go away only when the parking brake is re-leased. See Fig. 2.49 .

The "Parking Brake On" screen overrides any otherscreen message.

07/29/97 f601413

Fig. 2.48, ICU2M Roll Call Fault Code and Message

f601414

WARNINGPARK BRAKE ON

06/21/2007

Fig. 2.49, Parking Brake On Screen


2.34

"Low Oil Pressure" ScreenThis warning message and alarm tone come onwhenever the oil pressure falls below the minimumoil pressure specified by the engine manufacturer,whether the vehicle is idling or in motion. The word"Warning" flashes on the message display screenabove the message "Low Oil Pressure." To dismissthe message, press any key on the keypad.

NOTE: If there is more than one alert messageto display, pressing any key takes you to thenext message, and so on until all the messageshave been received.

If low oil pressure is detected during the ignition se-quence, it displays as an active fault and the alertscreen does not appear.

After 30 seconds, this message displays again andcan be dismissed as before by pressing any key.

"Low Coolant Level" ScreenThis warning message and alarm tone activatewhenever the coolant level falls below a preset point.The word "Warning" flashes on the message displayscreen above the message "Low Coolant Level."


"High Coolant Temp" ScreenThis message and alarm tone come on whenever theengine coolant temperature exceeds a preset pointspecified by the engine manufacturer (see the enginemanual for this temperature). The word "Warning"flashes on the message display screen above themessage "High Coolant Temp."


"Low Voltage" ScreenOn some vehicles, this message and alarm tonecome on whenever a low voltage condition is de-tected by the instrumentation control unit. The word"Warning" flashes on the message display screenabove the message "Low Voltage."


"Faulty Speedo Gauge" ScreenThis message is displayed when the system detectsa faulty speedometer. This becomes the defaultscreen, and vehicle speed is displayed as a digitalreadout at the bottom left of the screen. All otherscreens and functions operate normally.

"Recirc Mode Engaged" and "ProvideFresh Air" ScreensThe "Recirc Mode Engaged" screen comes on when-ever recirculated air is selected on the fresh/air recir-culation switch or the air circulation switch is rotatedto the maximum air conditioning position. It displaysone time only for seven seconds. It notifies the driverthat recirculated air is being used and that fresh airneeds to be provided after 20 minutes.

If fresh air is not provided after 20 minutes, the "Pro-vide Fresh Air" message is displayed. It displays forseven seconds every 254 seconds (about every fourminutes) until the driver switches to fresh air, eitherby selecting fresh air on the fresh/air recirculationswitch or by rotating the air circulation switch awayfrom maximum air conditioning and to one of theother positions. See Chapter 4 for detailed operatinginstructions for the heater/air conditioner.

"Low Fuel Level" ScreenFuel level is continuously monitored by the ICU.When the fuel level drops to 1/8th full, the word"Warning" flashes on the message display screenabove the message "Low Fuel Level."

"Turn Signal On" ScreenThis warning message (the alarm tone is optional)comes on whenever the turn signal remains on be-yond a preset time or distance traveled. The word"Warning" flashes on the display screen above themessage "Turn Signal On."

To dismiss this message, either turn off the turn sig-nal or press any key on the keypad.

Service WarningsService warning screens display during the ignitionsequence and indicate that a service interval hasbeen reached or exceeded, and maintenance is re-quired. The messages may indicate the number ofmiles or hours until the next service, or, once


2.35

passed, the number of miles or hours ago that main-tenance should have been performed. The messagesread "X Miles To Next Service," "X Hours To NextService," "Service Was Due X Mi Ago," and "ServiceWas Due X Hr Ago." The letter X represents thenumber of miles or hours programmed. The ICU2Mcan be programmed using ServiceLink to generateservice warnings in either miles or hours, but notboth.

"No Datalink Activity" ScreenThe "No Datalink Activity" screen comes on when-ever the datalink is not receiving data.


Direct Access ScreensThe driver can also override the regular screen dis-play at any time by pressing the keypad to displayone of the direct access screens.

• Press the TRIP key for the "Trip Miles and TripHours" screen.

• Press the FUEL key for the "Fuel Used andAverage MPG" screen.

• Press the LEG key for the "Leg Miles and LegHours" screen.

Data for each of the above screens can be reset(cleared). To reset, display the screen and push theSet/Reset key twice within six seconds (a confirma-tion screen will display after you press the key once).

NOTE: Resetting "Trip Miles and Hours" alsoresets "Leg Miles and Hours."

Press the TEMP key to display the outside air tem-perature.

If the vehicle has a data logging unit, press theEVENT key to record data about a significant drivingevent (engine problem, driving problem, unusual ve-hicle operation, etc.). Normally, the screen displays"Data Being Recorded."

NOTE: If the memory in the data logger is full,the screen instead displays "Memory Full/DataNot Recorded." If the data logger is not con-nected or not responding, the screen displays"Data Recorder/Not Responding." If the EVENTkey was pressed recently (within the last two

minutes), the screen displays "Still Recording/Last Event."

Stationary Access Screens—UsedWith Parking Brake AppliedThe stationary access screens are a series of infor-mational displays that give trip, fuel, engine, diagnos-tic, setup, and vehicle information.

For reasons of safety, stationary access screens canbe seen only when the vehicle is not moving and theparking brake is applied.

Each set of stationary access screens has a titlescreen followed by one or more data screens. Tomove forward and backward through these screens,use the three arrow keys as shown in Fig. 2.50 ,Fig. 2.51 , and Fig. 2.52 .

Trip InformationTrip information provides three data screens: "TripMiles and Hours," "Idle Hours and Average MPH,"and "Leg Miles and Hours." See Fig. 2.50 .

"Trip Miles and Hours" displays the number of milesand hours driven since the start of the trip. At thestart of a trip, press RESET (SET/RESET twice) toset trip miles and hours back to zero.

NOTE: Resetting "Trip Miles and Hours" alsoresets "Idle Hours and Average MPH."

"Idle Hours and Average MPH" displays the hoursspent idling and the average miles per hour.

"Leg Miles and Hours" records the number of milesand hours driven since the start of the leg. At thestart of a new leg, press RESET to set leg miles andhours back to zero.

NOTE: Resetting "Trip Miles and Hours" alsoresets "Leg Miles and Hours."

Fuel InformationFuel information provides two data screens: "FuelUsed and Average MPG" and "Idle Gallons and PTOGallons." See Fig. 2.50 .

"Fuel Used and Average MPG" displays the gallonsof fuel used since the last reset. At the start of a trip,after refueling, or whenever desired, press RESET(SET/RESET twice) to set fuel used and averagemiles per gallon back to zero.


2.36

NOTE: Resetting "Trip Miles and Hours" doesnot also reset "Fuel Used and Average MPG" or"Idle Gallons and PTO Gallons." Fuel Informa-tion must be reset separately.

"Idle Gallons and PTO Gallons" displays the gallonsof fuel used idling and to operate the Power Takeoffunit (if installed). At the start of a trip or wheneverdesired, press RESET to set idle gallons and PTOgallons back to zero.

Engine InformationEngine information provides two data screens: "En-gine Miles and Hours," and "Engine Gallons andPTO Gallons." See Fig. 2.50 or Fig. 2.51 .

"Engine Miles and Hours" displays the total milesand hours logged by the engine since installation.

NOTE: Engine information is supplied by theengine Electronic Control Module (ECM). It canbe reset using engine diagnostic tools. For more

information, see the engine manufacturer’smanuals.

"Engine Gallons and PTO Gallons" displays the gal-lons of fuel used by the engine and PTO since instal-lation.

Diagnostic InformationDiagnostic information provides two sets of datascreens: "Active Faults," followed by a separatescreen for each fault until all have been shown, and"Historical Dash Faults," also followed by a separatescreen for each fault until all have been shown. SeeFig. 2.51 .

"Active Faults" cannot be reset. Active faults can becleared only by correcting the fault.

"Historical Dash Faults" displays all dash faults sincethe last reset. The second line of the display showsthe mileage the last time faults were cleared.

IDLE HOURS 1234:56AVERAGE MPH 12.3

LEG MILES 123456.7LEG HOURS 1234:56

TRIP MILES 123456.7TRIP HOURS 1234:56

IDLE GALLONS 12345.6PTO GALLONS 12345.6

FUEL USED 12345.6AVERAGE MPG 12.34

FUELINFORMATION

ENG MILES 1234567.8ENG HOURS 123456:78

ENGINEINFORMATION

IDLE HOURS 1234:5612.3 GAL 1234567 MI

IGNITIONON ONLY

FASTEN SEATBELTS1234567 MILES

f040324a01/28/98

TRIPINFORMATION

IDLING

ENG GALLONS 123456.7PTO GALLONS 123456.7

See applicable figure

R =RESET (PUSH RESET/SET KEY TWICE)

=SET (PUSH RESET/SET KEY ONCE)S

R R

R R R

Fig. 2.50, Trip Information, Fuel Information, and Engine Information


2.37

Setup InformationSetup information allows the user to change the tar-get MPG, the brightness of the screen display, thelanguage of the display (English, French, or Span-ish), and the units of measurement (English/USC ormetric).

When prompted by the screen, press SET (push theSET/RESET key once). The units that are setablewill be blinking. Use the arrow keys (left, right, anddown) until the display shows the desired setup.Press SET again when finished to save the new set-tings. See Fig. 2.52 .

Vehicle InformationVehicle information displays important information,including datalink activity and status, ICU part num-ber, and software identification number.

The "Datalink Active" screen is a dynamic displaythat shows if the datalink unit is active at the giventime. If all the arrows are pointing down, the ICU2M

has not received any information on the datalinksince the last time the ignition switch was turned on.

The "Datalink Status" screen is also dynamic, show-ing current datalink use and error rate. The otherscreen, which shows the ICU part number and thesoftware identification number, is informational only.See Fig. 2.52 .

After vehicle information, pressing the DOWNARROW takes you back to trip information and soon.

Instrumentation Control Unit,ICU2LThe instrumentation control unit, ICU2L is a basicelectronic dashboard. It can accept information fromthe various sensors installed on the vehicle and feedit to electronic gauges. Only air gauges operatemechanically.

ENG GALLONS 123456.7PTO GALLONS 123456.7

ENG MILES 1234567.8ENG HOURS 123456:78

ENGINEINFORMATION

IDLE HOURS 1234.5612.3 GAL 1234567 MI

IGNITIONON ONLY


IDLING

f04032502/13/96

FIRST SECOND LAST

See applicable Figure.

LASTFIRST PUSH RESET TOCLEAR DASH FAULTS

123 HIST DASH FAULTSLAST CLEAR 1234567

ACTIVE FAULTS1234 or NONE

For each fault, display fault codes and description.

For each fault, display fault codes and description.


=SET (PUSH RESET/SET KEY ONCE)S

R

See applicable Figure for trip and fuel information.

LAST OCCR

FIRST OCCR

LAST OCCR

FIRST OCCR

DIAGNOSTICINFORMATION

Fig. 2.51, Engine Information and Diagnostic Information


2.38

There can be up to 14 removable gauges on thedriver’s instrument panel (11 electronic, one electro-mechanical, and two mechanical). The ICU2L cannotdrive gauges located on the auxiliary instrumentpanel.

The dash message center is the heart of the ICU2L.It has two parts, a set of 18 warning and indicatorlights similar to those found on a conventional light-bar, and a message display screen. The messagedisplay screen is a one-line by six-character vacuumfluorescent display.

Warning and Indicator LightsThere can be up to 18 warning and indicator lightsinstalled in the ICU2L. See Fig. 2.53 .

• The green right- and left-turn signal lights flashon and off whenever the outside turn signallights are flashing.

• The blue high-beam indicator light comes onwhen the headlights are on high beam.

• The yellow "Check Engine" (ENG CHK) lightcomes on if an engine condition exists such aslow coolant level, high coolant temperature, orlow oil pressure. It also comes on when a faultis detected or recorded.

• The red "Engine Protection" (ENG PROT) lightcomes on to indicate that the protection systemavailable on the engine has been activated.

• Installed on Cummins engines only, the red"Stop Engine" (STOP ENG) light comes on towarn that the engine is not functioning nor-mally. The vehicle should be pulled over to theside of the road and the engine shut downimmediately.

• The red low air pressure (LOW AIR) warninglight and buzzer activate whenever air pressurein the primary or secondary air reservoir fallsbelow 64 to 76 psi (440 to 525 kPa).

• The red high coolant temperature (thermom-eter symbol) warning light and buzzer activatewhenever the coolant temperature goes above


=SET (PUSH RESET/SET KEY ONCE)S01/29/98 f040326a

To trip informationSee applicable Figure.

VEHICLEINFORMATION

S

S

S

S

PUSH SET KEY TOCHANGE LANGUAGE

LANGUAGE ENGLISHFRENCH SPANISH

UNITSENGLISH METRIC

PUSH SET KEY TOCHANGE UNITS

SETUPINFORMATION

DATA LINK ACTIVE DATA LINK STATUSUSAGE 40% ERROR 6%

DASH #SW#

A06−XXXXX−XXX7.3.9

CURRENT UNITSIS FLASHING

CURRENT LANGUAGEIS FLASHING

S

SPUSH SET KEY TOCHANGE BRIGHTNESS

S

SPUSH SET KEY TOCHANGE TARGET MPG

TARGET MPG 7.0

DISPLAY BRIGHTNESS

<−−LESS MORE−−>

<−−LIGHT DARK−−>

SeeapplicableFigure.

Fig. 2.52, Setup Information and Vehicle Information


2.39

a maximum level specified by the enginemanufacturer (see the engine manual).

• The red low oil pressure (oil can symbol) warn-ing light and buzzer activate whenever the en-gine oil pressure goes below a minimum levelspecified by the engine manufacturer (see theengine manual).

• The parking brake on (PARK BRAKE) warninglight activates whenever the parking brake isengaged.

• The recirculated air (RECIRC AIR) warninglight activates whenever the ventilating systemis switched to recirculated air.

• Depending on options installed, other warningand indicator lights can be installed in thespaces marked "OPT." The optional indicatorlights that are available include: low voltagewarning, alternator no charge warning, auto-matic transmission overheat warning, trailerABS warning, ECAS (electronic suspension)transfer indicator, and ECAS failure warning.

NOTE: The functions of the ABS warning lightsare explained under "Meritor WABCO AntilockBraking System (ABS)" later in this chapter.

ICU2L Ignition SequenceIf the headlights are turned on, the screen displaysthe odometer and waits for the ignition to be turnedon. See Fig. 2.54 .

When the ignition is turned on, all the electronicgauges complete a full sweep of their dials, thewarning and indicator lights light up, and the buzzersounds for three seconds.

NOTE: The air gauges and voltmeter do notsweep.

The following lights go on during the ignition se-quence:

• High Coolant Temperature Warning

• Low Engine Oil Pressure Warning

• Low Air Pressure Warning

• Park Brake On Indicator

• All engine warning lights, including Engine Pro-tection, Check Engine, and Stop Engine (Cum-mins only)

• All ABS warning lights, including Wheel Spin,Tractor ABS, and Trailer ABS (if installed)

NOTE: While the engine and ABS warning lightsgo on during the ignition sequence, they are notcontrolled by the ICU2L, but by their own sys-tem ECU (electronic control unit).

Once the ignition switch has been turned on, theICU2L performs a self-test looking for active faults.During the first half of the self-test, all segments ofthe display illuminate. During the second half of theself-test, the software revision level is displayed.

If there are no active faults, the screen displays theodometer. However, if the ICU2L has received activefault codes from other devices, it displays them oneafter the other until the parking brake is released orthe ignition switch is turned off.

A list of fault codes and definitions can be found inSection 54.14 of the Century Class Trucks Work-shop Manual. Once the parking brake is released,the ICU2L displays the odometer again.

1 2 3

4

5 6

7 8 9

10 11 12 13

15

14

17 18 19 16 f601458 06/26/98

Typical installation shown. Location and function ofoptional lights may vary.

1. Left-Turn Indicator2. Engine Protection

Warning LampIndicator

3. Check Eng. Indicator4. Stop Engine Warning5. High Coolant Temp.

Warning6. Low Oil Pressure

Warning7. Optional Indicator 38. Optional Indicator 29. Optional Indicator 1

10. Message DisplayScreen

11. High-Beam Indicator12. Low Air Warning13. Right-Turn Indicator14. Trailer ABS Warning15. Tractor ABS Warning16. Wheel Spin Warning17. Park Brake On

Indicator18. Recirc Air Warning19. Optional Indicator 4

Fig. 2.53, Dash Message Center, ICU2L


2.40

Setting the Units for the OdometerThe ICU2L odometer is a six-digit display without adecimal point. It can display the distance the vehiclehas traveled in either miles or kilometers, but it can-not display tenths of miles (or kilometers). Thechoice of units is selectable using the cruise controlswitches.

To change the display, shut down the engine and setthe parking brake. Turn the ignition switch to the ONposition. Turn the cruise control on (cruise controlon/off switch). See Fig. 2.55 .

With the cruise control on, press and hold down thecruise control set switch until the odometer displaybegins to blink. After about five seconds, the MI dis-play at the bottom of the screen will change to KM(or KM will change to MI, depending on what unitswere previously set).

POWER ON

PARK BRAKE

IGNITION ON

HEADLIGHTS ON

RELEASE PARK BRAKE

f04039510/03/97

RELEASED − MOVING

FAULT CODESCREEN

IF NO FAULTSWERE DETECTED

ELECTRONIC GAUGE NEEDLESSWEEP, WARNING/INDICATORLIGHTS COME ON, BUZZER SOUNDS

IF FAULT DETECTED

ICU PERFORMS SELFTEST:

123456MI

A/C 190

123456MI

123456MI

ODOMETERSCREEN

Fig. 2.54, Level II ICU Ignition Sequence

07/29/98 f541126

1 2

To switch from miles to kilometers, turn the cruise controlon. Then press and hold down the set switch until the MIdisplay starts to blink.

1. On/Off Switch 2. Set Switch

Fig. 2.55, Cruise Control Switches


2.41

Alert ScreenThe NODATA screen comes on whenever thedatalink is not receiving data. It appears when thevehicle is moving and overrides the regular screendisplay.


Meritor ™ WABCO® AntilockBraking System (ABS)The Meritor WABCO Antilock Braking System (ABS)has a tractor warning light (TRACTOR ABS)(Fig. 2.56 ) and, if equipped with automatic tractioncontrol (ATC), a wheel spin indicator light (WHEELSPIN).

After the ignition switch is turned on, the tractorwarning light (TRACTOR ABS) and (if equipped) thewheel spin (WHEEL SPN) indicator light come on forabout three seconds. After three seconds, the lightsgo out only if all of the tractor’s ABS components areworking.

IMPORTANT: If any of the ABS warning lightsdo not work as described above, or come onwhile driving, repair the ABS system immedi-ately to ensure full antilock braking capability.

The wheel spin indicator light (WHEEL SPIN) comeson if one of the drive wheels spins under power. Thelight goes out when the wheel stops spinning. A label(Fig. 2.57 ) on the dash explains what actions shouldbe taken when the WHEEL SPIN indicator lightcomes on.

NOTICEAxle lock should only be engaged when the ve-hicle is moving slowly at low throttle. Engage-ment at high speed or power can damage theaxle(s).

Vehicles with electronic engines and ABS may haveautomatic traction control (ATC). On these vehicles,the ATC system automatically limits wheel spin whenpower is applied to the drive axles during reduced-traction situations.

If the vehicle has ATC, there will be a momentarycontact rocker switch on the dash labeled NORM/SPIN and ATC.

When the ATC system is in the NORMAL mode, itwill apply gentle braking to the spinning wheel, tofeed power to the wheel(s) with better traction. Ifboth wheels are spinning, the system will signal theelectronic engine to reduce power.

Pressing NORM/SPIN will temporarily allow moredrive wheel spin to help burn through a thin layer ofice or to help throw off accumulated mud or snow.SPIN mode is indicated by a flashing WHEEL SPINlight. Pressing NORM/SPIN again will cycle the sys-tem back to normal operation.

See the brake system operating instructions in Chap-ter 6 for more information.

Collision Warning System(CWS), Eaton VORAD EVT–300(Stand Alone)The Eaton VORAD EVT–300 is a computerized colli-sion warning system (CWS) that uses front-mountedand side-mounted radar to continuously monitor ve-hicles ahead and alongside your vehicle.


2f60112504/02/96

1

1. Tractor ABS Warning 2. Wheel Spin Indicator

Fig. 2.56, ABS Warning and Wheel Spin IndicatorLights

IF REAR WHEEL SPIN OCCURS,PARTIALLY RELEASE THROTTLE

PEDAL UNTIL WHEEL SPINAMBER LIGHT EXTINGUISHES,

THEN ENGAGE AXLE LOCK.

09/22/98 f600311a

Fig. 2.57, Dash Label


2.42

The system warns of potentially dangerous situationsby means of visual and audible alerts. The systemperforms in fog, rain, snow, dust, smoke, and dark-ness. To be detected, objects must be within theradar beam’s field of view and provide a surface areathat can reflect back the radar beam.

The front-looking antenna assembly transmits radarsignals to, and receives them back from, vehiclesand objects ahead. This allows the determination ofthe distance to, relative speed of, and angle to thetarget of vehicles and objects ahead. The systemuses this information to warn the driver of potentiallydangerous situations.

A side sensor(s), mounted on the side of the vehicle,also transmits and receives radar signals for a dis-tance of 2 to 10 feet (0.5 to 3 meters), alongsideyour vehicle. The side sensor can detect unseen ve-hicles and objects, moving and stationary, adjacentto your vehicle.

IMPORTANT: Ensure that the B-pillar door isclosed and secured when the vehicle is in op-eration. Unintended motion of the B-pillar doorwill affect the CPU’s internal gyroscope. Thesystem may provide an incorrect or unneces-sary warning or no warning when one is re-quired.

WARNINGThe Eaton VORAD EVT–300 Collision WarningSystem (CWS) is intended solely as an aid for analert and conscientious professional driver. It isnot intended to be used or relied on to operate avehicle. Use the system in conjunction with rear-view mirrors and other instrumentation to safelyoperate the vehicle. Operate this vehicle,equipped with the EVT–300 Collision WarningSystem, in the same safe manner as if the EVT–300 Collision Warning System were not present.

The EVT–300 Collision Warning System is not asubstitute for safe, normal driving procedures,nor will it compensate for any driver impairment,such as drugs, alcohol, or fatigue.

The EVT–300 Collision Warning System may pro-vide little or no warning of hazards such as pe-destrians, animals, oncoming vehicles, or crosstraffic.

On vehicles with SmartCruise, the vehicle will notdeactivate cruise control for stationary targets,such as a car stopped in your traveling lane.

Failure to drive safely and use the system prop-erly could result in personal injury and/or deathand severe property damage.

Driver Display Unit (DDU)NOTE: All system controls are located on theDDU. Indicators to inform the driver about thesystem’s operation are located on both the DDUand the side sensor display. See Fig. 2.58 .

The DDU controls system power, range for vehiclewarnings, and speaker volume. At the lower frontedge of the DDU, a slot is provided to insert the driv-er’s identification card (). Alert and indicator lightsadvise of multiple warning levels, system power, sys-tem failure, and if so configured, failure of the driverto enter the identification card.

A light sensor automatically adjusts alert and indica-tor light brightness depending on lighting conditions.A small speaker provides audible alert tones to warnof closing on an object ahead and, when equippedwith a side sensor, of objects alongside when theturn signal is activated in preparation for a lanechange. Additional tones indicate speaker volume,system failure, driver’s card status, and data extrac-tion pass or fail.

1. The green power-on/driver’s card status indicatorlight illuminates when the system is activatedand the power-on LED test is complete. If thesystem is configured to require that the driver’scard be read, and it is not, the ON light blinkscontinuously.

2. Push in the volume control and power ON/OFFknob to turn power on or off. Turn the knob leftor right to increase or decrease speaker volume.Press and hold the knob for five seconds andthen release it to activate the failure displaymode.

NOTE: The system may be configured to haveno on/off capability.

3. The speaker is located under the top cover ofthe DDU. It sounds audible tones to alert thedriver to potential hazards. Volume may be re-stricted to a range above a minimum level.


2.43

NOTE: This electronic parameter can be config-ured.

4. Rotate the range knob to adjust the first alert de-tection range to between 3 and 2.25 seconds.Push and hold the knob for 5 seconds to activatethe accident reconstruction function and freezethe most recent data in half of the allocatedmemory.

NOTE: The system may be configured to pre-vent adjustment of the range levels.

5. The red system failure indicator light illuminatesif a system problem is detected. Press and holdthe volume control knob for 5 seconds to displayfault codes. The fault codes will be blinked outas a pattern of flashes on this indicator light. SeeTable 2.2 for fault codes.

6. The green SC indicator light will flash 8 times ifthe range knob is pressed to store accident re-construction information. It will also flash 8 timesafter the system is activated, after the power-onLED test is finished, and if accident reconstruc-tion data was previously stored.

Fault CodesFault Code Suspect Failure

11 Central Processing Unit (CPU)12 CyberCard13 Driver Display Unit (DDU)14 Antenna Assembly15 Right Side Sensor16 Left Side Sensor21 Right-Turn Signal22 Left-Turn Signal23 Brake24 Speed25 Cruise31 J158732 J193933 VBUS34 DDU Communications35 Antenna Assembly Communications41 No Fault or End of Fault Codes

Table 2.2, Fault Codes

VOLUME ALERTS RANGEEATON VORADT E C H N O L O G I E S

10/15/98 f610258

ON SC

1

2

3 4 5

6

7

812

FAIL

1011 9

1. Red System Failure Indicator Light2. Green Power ON/Driver’s Card Status Indicator Light3. Volume Control and Power ON/OFF Knob4. Speaker (on top of unit)5. Range Knob6. Green SC Indicator Light

7. Ambient Light Sensor8. Driver’s Card Slot9. Red Alert Light10. Orange Alert Light11. Yellow Alert Light12. Distance/Danger Alert Lights

Fig. 2.58, Driver Display Unit (EVT-300)


2.44

7. The ambient light sensor senses lighting condi-tions and automatically adjusts the intensity ofthe indicator and alert lights.

8. If the system’s configuration requires, insert thedriver’s identification card in the driver’s card slotat the lower front edge of the DDU. A high-pitched tone will sound when the driver’s identifi-cation card has been successfully read. One lowtone will sound if the driver’s card has been un-successfully read. If so configured, a repeatedlow tone will sound if the system is on and therequested driver’s card has not been inserted.

9. The yellow alert light illuminates when an objectis detected within the system’s maximum rangeof 350 feet (107 meters) on a straight road.Range is reduced in curves by the turn radius ofthe curve. This light also illuminates when theproximity alarm threshold is crossed.

10. The orange alert light illuminates, along with theyellow alert light, when your vehicle is within atwo- to three-second following interval behindanother vehicle in the same lane. If you arewithin a two-second following interval, and clos-ing on the vehicle ahead, a warning tone willalso sound.

11. The red alert light illuminates, along with the yel-low and orange alert lights, when you are lessthan one second behind a vehicle. If the vehicleahead is opening the interval, no tone will sound.If you are closing the interval, double tones willsound. Within a 1/2-second or less following in-terval, opening or closing, the tones will repeattwice per second.

12. If a stationary vehicle or object, or an objectmoving at least 20 percent slower than your ve-hicle, is detected within 220 feet (67 meters) andwithin 3 seconds, all three alert lights will illumi-nate and the double tones will sound. This warn-ing overrides all others and is not affected by therange control knob setting.

IMPORTANT: The detection range will be re-duced during a sharp turn.

13. If your vehicle is traveling less than 5 mph (8km/h) and an object is detected less than 15 feet(4.5 meters) in front of your vehicle, and theclosing rate is less than 2 mph (3 km/h) but morethan 1/2 mph (1 km/h), the yellow alert light will

illuminate and a low-frequency double tone willsound.

NOTE: All warnings apply only to objects withinthe maximum detection range and in your lane.Proximity alert tones and vehicle-closing 1- to2-second following interval tones are configureditems. All tones are disabled in sharp turns orwhen the brakes are applied. If the configurationpermits, the 3-second alert level may be ad-justed with the range control knob. A single low-frequency tone sounds when a system failure isdetected. A medium-frequency tone soundswhen the volume control level is changed. Suc-cessful downloading of Vehicle Information Man-agement System (VIMS) data will cause adouble tone to sound. Unsuccessful download-ing will cause a low-frequency tone to sound.

14. A failure of the side sensor(s) will cause a con-tinuous red light on the side sensor display toappear.

Side Sensor Display1. The yellow indicator light (Fig. 2.59 ) illuminates

continuously when no vehicle is detected by theside sensor(s).

01/27/97 f601259

2

3

1

1. Red Alert Light (vehicle or object detected)2. Ambient Light Sensor3. Yellow Indicator Light (no vehicle or object detected)

Fig. 2.59, Side Sensor Display


2.45

2. The ambient light sensor senses lighting condi-tions and automatically adjusts the intensity ofindicator and alert lights.

3. The red alert light illuminates when objects aredetected by the side sensor(s). If the right turnsignal is activated and the side sensor detectsan object, the red alert light will illuminate andthe DDU speaker will sound a high-frequencydouble tone. This tone is sounded only once peractivation of the turn signal. The red light willalso illuminate and stay on if a failure of the sidesensor is detected. If objects are temporarily un-able to be detected during heavy rain, both thered and yellow lights will illuminate.

Special Road SituationsCertain special road situations may affect the sys-tem’s ability to detect objects. These situations in-clude the effects of curves, dips, and hills, which canprovide an unexpected result.

NOTE: A warning may sound when an object isdetected in front of the vehicle even though thedriver intends to turn away or stop before reach-ing the object.

• When an object is detected in a very sharpright- or left-hand turn, the audible alarm willnot sound.

• When approaching a curve, before turning intoit, alarms may sound and lights illuminate be-cause of an object off the road, directly in linewith your vehicle. This will not occur when thebrakes are applied.

• Elevated obstacles such as overpasses andoverhead signs may be detected when ap-proaching a roadway descending to a lowerelevation.

• Vehicles cannot be detected on the other sideof a hill. An alarm will not sound until the objectis within the antenna assembly field of view.

• On approaching a steep hill, objects above thebeam cannot be detected. Generally, the beamhitting the road surface does not cause analarm.

• The side sensor only detects objects within itsfield of view, next to the tractor. A vehicle far-ther back, behind the field of view, will not bedetected.

• The side sensor range is set to detect averagesized vehicles, 2 to 10 feet (0.5 to 3 meters)away, in the adjacent lane.

• The radar beam of the CWS will detect nearrange cut-ins of approximately 30 feet (9meters) or less, depending on the angle of en-trance into the lane in front of your vehicle.

WARNINGHeavy rain or water spray at the side sensor maycause both the yellow and red lights on the sidesensor display to illuminate at the same time.Under these conditions the system is temporarilyunable to provide adequate warnings.


NOTE: A continuous fixed object on the rightside of the vehicle such as a guard rail, wall,tunnel, or bridge may cause the side sensoralert light to stay on.

In Case of AccidentThe accident reconstruction capability provides twosegments of system data, one of which can bestored in system memory. Push and hold the DDUrange knob for about 5 seconds to store the first seg-ment. Within 6 seconds, the green SC indicator lightwill blink rapidly 8 times, confirming that the data hasbeen saved. If the range knob is pushed again, a failtone will sound. After the first segment is saved, thesecond segment runs continuously, but only containsthe last 10 minutes (approximately) of system data.

NOTE: Once the first memory segment is fro-zen, the other can’t be frozen. Only by discon-necting the main CPU connector can the sec-ond memory segment be preserved. You mustreturn the CPU to Eaton VORAD for download-ing and interpretation of accident reconstructiondata.

Maintenance and Diagnostics1. Keep the antenna assembly and side sensor(s)

free of a buildup of mud, dirt, ice, or other debristhat might reduce the system’s range.


2.46

2. The system tests itself continuously and evalu-ates the results every 15 seconds. If a problemis detected with the front radar system, the redFAIL light on the DDU illuminates continuously aslong as the failure is active. The correspondingfault code is stored in the CPU’s memory.

3. Both active and inactive fault codes can be indi-cated by the DDU when the system is placed infailure display mode. Inactive faults are thosethat have occurred and have cleared. Activefaults are still present. Fault codes provide thedriver the ability to record the system faults dur-ing a trip and to notify his maintenance depart-ment or Eaton VORAD. See "Failure DisplayMode/Fault Codes" below. In this mode, specificfault codes are indicated by the pattern of blinksof the driver display unit red FAIL light.

4. Each fault code is a 2-digit number, as shown inTable 2.2 . The red FAIL light blinks the samenumber of times as the first digit, a pause of ap-proximately 3/4 of a second follows, then thelight blinks the same number of times as the sec-ond digit.

5. Additional fault codes are blinked out at intervalsof approximately eight seconds. After all the faultcodes have been displayed, a code 41 will beflashed.

Failure Display Mode/Fault Codes1. Press and hold the DDU volume control and

power ON/OFF knob. Continue pressing theknob until the FAIL light begins to blink in ap-proximately five seconds. If so configured, thesystem will turn off if you release the knob beforefive seconds. After five seconds, the DDU FAILlight begins to blink out the failure flash codes. Acode 41 will be displayed either if no faults arefound or when all fault codes have been dis-played.

2. Position the DDU range knob to the left to blinkactive fault codes and to the right to blink inac-tive codes.

3. Fault codes can only be reviewed, tested, andcleared by using a Pro-Link® 9000 diagnostictool.

Collision Warning System(CWS), Eaton VORAD EVT–300(with ICU-Integrated display)The Eaton VORAD EVT–300 is a computerized colli-sion warning system (CWS) that uses front-mountedand side-mounted radar to continuously monitor ve-hicles ahead and alongside your vehicle.

The system warns of potentially dangerous situationsby means of visual and audible alerts. The systemperforms in fog, rain, snow, dust, smoke, and dark-ness. To be detected, objects must be within theradar beam field of view and provide a surface areathat can reflect back to the radar beam.

The front-looking antenna assembly transmits radarsignals to, and receives them back from, vehiclesand objects ahead. This allows the determination ofthe distance to, relative speed of, and angle to thetarget of vehicles and objects ahead. The systemuses this information to warn the driver of potentiallydangerous situations. Vehicles with SmartCruise alsouse this system to maintain consistent headway.

A side sensor(s), mounted on the side of the vehicle,also transmits and receives radar signals for a dis-tance of 2 to 10 feet (0.5 to 3 meters), alongsideyour vehicle. The side sensor can detect vehiclesand objects, moving and stationary, adjacent to yourvehicle.

WARNINGThe Eaton VORAD EVT–300 Collision WarningSystem (CWS) is intended solely as an aid for analert and conscientious professional driver. It isnot intended to be used or relied on to operate avehicle. Use the system in conjunction with rear-view mirrors and other instrumentation to safelyoperate the vehicle. Operate this vehicle,equipped with the EVT–300 Collision WarningSystem, in the same safe manner as if the EVT–300 Collision Warning System were not present.

The EVT–300 Collision Warning System is not asubstitute for safe, normal driving procedures,nor will it compensate for any driver impairment,such as drugs, alcohol, or fatigue.


2.47

The EVT–300 Collision Warning System may pro-vide little or no warning of hazards such as pe-destrians, animals, oncoming vehicles, or crosstraffic.



Dash SwitchesThe following dash switches (Fig. 2.60 ) are used tocontrol the collision warning system and Smart-Cruise.

• Headway Alert (HDWY ALERT) : This switchturns on the collision warning system. On mostsystems, the collision warning system will turnon automatically when the ignition is turned on.The switch is backlit by a green light that indi-cates the system is on.

If the system is equipped with SmartCruise, theswitch is not installed.

• Headway Control (HDWY CNTL) : This switchis installed on vehicles with SmartCruise.When this switch is pressed the light comes onto indicate that the vehicle is in SmartCruisemode. It has the same function as the SPDCNTL switch, which is installed on vehicleswithout SmartCruise. The switch is backlit by agreen light when the Headway Control is on.

• Resume/Accelerate - Set/Coast (RSM/ACC -SET/CST): This switch works the same as itdoes on conventional cruise control. On ve-hicles with SmartCruise, the speed will change,if necessary, to maintain the set headway.

• Headway Volume (HDWY VOL+/-) : Thisswitch adjusts the volume of the headwayalerts and other audible alerts from the CWS.The speaker volume resets to maximum vol-ume when the system turned off and back onagain, or the ignition is turned off and back on.

• Headway Adjustment Switch (HDWY+/HDWY-): This switch will adjust the headwayfor alerts. When the system power is reset, theheadway will default back to the maximum dis-tance.

For vehicles with SmartCruise, the headwayadjustment will determine the headway the ve-hicle will maintain from other moving vehiclesin the same traveling lane of your vehicle.Cruise control must be set for the headway toadjust.

Headway AlertsThe ICU displays indicator lights (Fig. 2.61 ) andmessages that advise of multiple warning levels, sys-tem power, or system failure.

See Table 2.3 for a complete description of thewarning messages this system displays with the inte-grated ICU.

05/08/2000

1 2

f610414

3 4 5

1. Headway Control Switch2. Resume/Accelerate - Set/Coast Switch3. Headway Alert Switch (on vehicles without Smart

Cruise)4. Headway Adjustment Switch5. Headway Volume Switch

Fig. 2.60, Dash Switches for Collision Warning Systemand SmartCruise


2

f610412

1

07/13/2000 3

1. SmartCruise Lamp (HDWY CRUISE)2. Headway Alert Lamp (HDWY DETECT)3. System Failure Lamp (HDWY FAIL)

Fig. 2.61, ICU Indicator Lights


2.48

ICU Display MessagesICU Message Description

Speed Set: 55 mph (88.5 km/h)

Headway Set: 3.0s

The Speed Set and Headway readings will display when the vehicle speeddrops 5 mph (8 km/h) below the set speed. The vehicle will automaticallyaccelerate to the set speed when the headway is clear, up to the HeadwaySet distance.

WARNING

HEADWAY FAILURECWS has failed. HDWY FAIL lamp will also illuminate.

WARNING

CRUISE OFF

Vehicle speed is below 30 mph (48 km/h), minimum cruise speed. An audibletone will also be heard. The cruise is off.

HEADWAY RANGE

f601895

Displays current headway setting (maximum setting displayed).

HEADWAY ALERT VOLUME

f601896

Displays current audible tone volume (maximum volume shown).

HEADWAY EVENT DATA

WAS SAVEDAccident reconstruction segment was saved.

HDWY EVENT DATA NOT

SAVED, MEMORY FULL

Second accident reconstruction segment was not saved. Only one accidentreconstruction segment may be saved.

OBJECT AHEAD

f601891

Displayed if an object is detected and has a headway 0.5 to 1 second. Alsodisplayed if a very slow or stationary target is detected in the vehicleheadway.

OBJECT AHEAD

f601892

Displayed if an object is detected and has a headway of more than 1 secondand up to 2 seconds.

OBJECT AHEAD

f601893

Displayed if an object is detected and has a headway of more than 2 secondsand up to 3 seconds.

APPROACHING OBJECT

f601894

Displayed if an object is within 15 ft (4.5 m) and the vehicle is traveling lessthan 5 mph (8 km/h)

Table 2.3, ICU Display Messages

The speaker provides audible alert tones to warn ofclosing on an object ahead and, when equipped witha side sensor, of objects alongside when the turnsignal is activated in preparation for a lane change.Additional tones indicate speaker volume, systemfailure, and data extraction pass or fail.

The "object ahead" alerts given by the system arebased on headway to the vehicle ahead, that is thetime required by the host vehicle to travel ahead and

reach the vehicle ahead. A simple way to figure theheadway is to look when the vehicle ahead drives bya certain object, like a traffic sign, and then startcounting the time required to reach the same sign. Ifthe count reaches 3, then the headway is a 3-secondheadway. A more precise method of determining theheadway would be to use a stopwatch rather thancounting.


2.49

For example, If the headway is 3 seconds and thevehicle speed is 55 mph (88.5 km/h), then the dis-tance to the vehicle ahead is 242 ft (74 m). If the ve-hicle speed is reduced to 40 mph (64 km/h), the dis-tance is 176 ft (53.5 m) for a 3-second headway.

Audible and visual headway alerts are as follows:

• When a moving object is detected in the travellane and is less than 350 ft (107 m) from thefront of the vehicle, the HDWY DETECT lightwill illuminate on the ICU. No warning tone willsound.

• When a moving object is detected in the travellane and it has a headway between one andtwo seconds, the HDWY DETECT light will illu-minate and a message will appear on the ICU.A warning tone will sound.

• When a moving object is detected in the travellane and it has a headway between 1/2 secondand 1 second, the HDWY DETECT light willilluminate and a message will appear on theICU. Warning tones will sound also.

If the headway is increasing, no tone willsound. If the headway is decreasing, doubletones will sound. Within a 1/2-second or lessfollowing interval, opening or closing, the toneswill repeat twice per second.

• If a stationary vehicle or object, or an objectmoving at least 20 percent slower than yourvehicle is detected within 220 feet (67 meters)and within 3 seconds, the HDWY DETECTlamp will illuminate, a message will be dis-played, and double tones will sound. Thiswarning overrides all others and is not affectedby the headway setting.

• If your vehicle is traveling less than 5 mph (8km/h) and an object is detected less than 15 ft(4.5 m) in front of your vehicle and the closingrate is less than 2 mph (3 km/h) but more than1/2 mph (1 km/h), the HDWY DETECT lampwill illuminate, a message will be displayed,and a low-frequency double tone will sound.

NOTE: All warnings apply only to objects withinthe maximum headway range and in your lane.Proximity alert tones and vehicle-closing 1- to2-second following interval tones are configureditems. All tones, except the 1/2-second alert, aredisabled in sharp turns or when the brakes are

applied. If the configuration permits, the3-second alert level may be adjusted with theheadway adjustment switch (HDWY +/HDWY -)on the dash. A single low-frequency tonesounds when a system failure is detected. Amedium-frequency tone sounds when the vol-ume control level is changed. Successful down-loading of Vehicle Information Management Sys-tem (VIMS) data will cause a double tone tosound. Unsuccessful downloading will cause alow-frequency tone to sound.

Driver IdentificationThe EVT is capable of selecting two driver IDs. Thisidentification can be set on the ICU.

If the vehicle is programmed for multiple drivers, fol-low the steps in Fig. 2.62 to select identification of adriver.

SmartCruise–Adaptive Cruise Control

WARNINGThe Eaton VORAD EVT–300 Collision WarningSystem (CWS) with SmartCruise is intendedsolely as an aid for an alert and conscientiousprofessional driver. It is not intended to be usedor relied on to operate a vehicle. Use the systemin conjunction with rearview mirrors and otherinstrumentation to safely operate the vehicle.This system will not warn of many possible haz-ards. It will not adjust the vehicle speed for many

f610413

SERVICE WARNING SCREEN

SELECT DRIVER: 1 SET=OK, =CHANGE

SELECT DRIVER: 2

FASTEN SEATBELTS 123456.7 MILES

SET=OK, =CHANGE

PUSH ANY ARROW KEY

PUSH SET KEY or RELEASE PARK BRAKE

PUSH ANY ARROW KEY

PUSH SET KEY or RELEASE PARK BRAKE

09/12/2003

Fig. 2.62, Driver Identification Setup Sequence


2.50

possible hazards. Do not assume it is "all clear"if no alert lights are illuminated and the Smart-Cruise does not adjust vehicle speed.



SmartCruise is an Adaptive Cruise Control (ACC)system that uses the EVT-300 hardware and Smart-Cruise software to maintain the vehicle’s headway byinteracting with the engine and requesting that theengine either de-fuel, or de-fuel and apply the enginebrakes. Since SmartCruise does not apply the ser-vice brakes or steer the vehicle, the driver needs tobe in control of the vehicle at all times. Also, becauseof the limitations of the EVT-300 system in distin-guishing real targets from false targets, when thesetargets are stationary and present in or near the ve-hicle’s path (road signs in a curve or near the lane oftravel, overpasses, parked vehicles on the side of theroad, center dividers, retaining walls, etc.), Smart-Cruise ignores stationary targets when maintainingthe headway. The EVT-300 Collision Warning System(CWS) alerts the driver of a target in the vehicle’spath.

SmartCruise works in conjunction with the engine’scruise control functions. All of the cruise control func-tions operate as usual when no targets are presentin front of the vehicle.

When a valid target is present and SmartCruise de-termines that the headway cannot be maintained itwill request the engine to de-fuel, or to de-fuel andapply the engine brake. Once the correct headwayhas been achieved, then SmartCruise will maintainthe headway. When the target vehicle acceleratesbeyond the vehicle set speed, SmartCruise will ac-celerate up to the set speed and will allow the engineto continue with the normal cruise control functions.

The driver may override the system at any time, andthe system will relinquish control anytime the clutchor service brake pedals have been pressed or thefuel pedal is pressed to accelerate the vehicle.

If the vehicle speed drops below 30 mph (48 km/h)(minimum cruise set speed), the engine will changefrom cruise control to throttle control. The message,"WARNING CRUISE OFF" will display in the ICU.

The message will not display if the brake, clutch, orpanel switches were used to deactivate cruise con-trol.

IMPORTANT: If SmartCruise is not functioning(due to a failure), conventional cruise controlcan be used instead. To enable conventionalcruise control, toggle the headway control(HDWY CNTL) switch twice within 10 seconds.Toggling of the switch twice only activates con-ventional cruise control after SmartCruise hasfailed.

Accident ReconstructionThe EVT-300 system has a continuously operatingmemory segment that records target and vehicledata for the purpose of reconstructing an accident.The memory will record as much data as possible.When the memory is full, the earliest information isrecorded over.

To activate the accident reconstruction and freezethe most recent action in memory, hold the volumeadjustment switch (HDWY VOL +/-) and headwayadjustment switch (HDWY +/-) up simultaneously forfive seconds. The ICU will confirm that the data wassaved with an audible tone and the message,"HEADWAY EVENT DATA WAS SAVED."

The data stored will be cleared by the system after30 days.

In the event that the first segment is frozen, the EVTwill continue to record current data in a second seg-ment as long as there is power to the system.

If the first segment of data has already been frozenand the user attempts to freeze another segment, theEVT will not allow the user to freeze the segment.Instead, an audible tone will be heard and the ICUwill display the message, "HDWY EVENT DATA NOTSAVED, MEMORY FULL."

Side Sensor DisplayThe ambient light sensor senses lighting conditionsand automatically adjusts the intensity of indicatorand alert lights.

The yellow indicator light illuminates continuouslywhen no vehicle is detected by the side sensor(s).

If the side sensor detects an object, the red alert lightwill illuminate and, if the right turn signal is activated,the speaker will sound a high-frequency double tone.


2.51

This tone is sounded only once per activation of theturn signal. The red light will also illuminate, and stayon, if a failure of the side sensor is detected. If ob-jects are temporarily unable to be detected duringvery heavy rain storms, both the red and yellowlights will illuminate

Special Road SituationsCertain special road situations may affect the sys-tem’s ability to detect objects. These situations in-clude the effects of curves, dips, and hills, and thesecan provide an unexpected result.

NOTE: A warning may sound when an object isdetected in front of the vehicle even though thedriver intends to turn away or stop before reach-ing the object.

• When an object is detected in a very sharpright- or left-hand turn, the audible alarm willnot sound.

• When approaching a curve, before turning intoit, alarms may sound and lights illuminate be-cause of an object off the road, directly in linewith your vehicle. This will not occur when thebrakes are applied.

• Elevated obstacles such as overpasses andoverhead signs may be detected when ap-proaching a roadway descending to a lowerelevation.

• Vehicles cannot be detected on the other sideof a hill. An alarm will not sound until the objectis within the antenna assembly’s field of view.

• On approaching a steep hill, objects above thebeam cannot be detected. Generally, the beamhitting the road surface does not cause analarm.

• The side sensor only detects objects within itsfield of view, next to the tractor. A vehicle far-ther back, behind the field of view, will not bedetected.

• The side sensor range is set to detect averagesized vehicles, 2 to 10 feet (0.5 to 3 meters)away, in the adjacent lane.

• The radar beam of the CWS will detect nearrange cut-ins of approximately 30 feet (9meters) or less, depending on the angle of en-trance into the lane in front of your vehicle.

WARNINGHeavy rain or water spray at the side sensor maycause the red light on the side sensor display toilluminate. Under these conditions the system istemporarily unable to provide adequate warnings.


NOTE: A continuous fixed object on the rightside of the vehicle such as a guard rail, wall,tunnel, or bridge may cause the side sensoralert light to stay on.

Maintenance and Diagnostics1. Keep the antenna assembly and side sensor(s)

free of a buildup of mud, dirt, ice, or other debristhat might reduce the system’s range.

2. The system tests itself continuously and evalu-ates the results every 15 seconds. If a problemis detected with the front radar system, theHDWY FAIL light on the ICU illuminates continu-ously as long as the failure is active. The corre-sponding fault message is displayed on the ICU.

3. Both active and inactive faults can be indicatedby the ICU when the system is placed in failuredisplay mode. Inactive faults are those that haveoccurred and have cleared. Active faults are stillpresent. Faults provide the driver the ability torecord the system faults during a trip and to no-tify his maintenance department or EatonVORAD. In this mode, specific fault messagesare displayed on the ICU.

4. Additional failure messages display at intervals ofapproximately 8 seconds.

Lane Guidance ™ SystemThe Lane Guidance lane departure warning systemmonitors the vehicle’s position within the roadwaylane markings and sounds a warning in the cabwhen the vehicle is about to stray outside its lane,provided the turn signal is not on and the vehicle istraveling at least 40 mph (64 km/h). The system in-cludes a digital camera mounted high near the centerof the windshield inside the cab (Fig. 2.63 ), a centralprocessing unit in the overhead console, and a ste-reo speaker above and behind each door that emits


2.52

a sound similar to a rumble strip. The sound is madeon the side of the vehicle it’s straying toward,prompting the driver to respond and steer away fromthe sound and back into the center of the correctlane.

WARNINGThe lane departure warning system is intendedonly as an aid for a conscientious and alertdriver. The system may not indicate lane depar-tures under certain conditions. Read carefully theinformation in this manual to understand the cir-cumstances under which this system may notprovide adequate lane departure warnings. Donot rely solely on the system to safely operatethe vehicle. The system does not warn of all pos-sible hazards. For example, the system cannotprevent an accident if the driver is impaired ornot driving safely.

The lane departure warning system is not a sub-stitute for safe driving procedures.


IMPORTANT: It is still the responsibility of thedriver to change driving styles depending onexisting traffic and road conditions.

Starting the vehicle activates the system. On start-upthe system performs a self-test, then sounds two

chirps through the speakers to indicate the system isready. The rocker switch on the B instrument panelturns the system on and off. Once the vehicle isstarted and the system is ready, the ON light at thebottom of the switch illuminates. Pushing the top ofthe rocker switch turns the system off; pushing theswitch again turns the system on. The top portion ofthe switch reads LANE ALERT, and is backlit with thedash lights on.

The LANE SRCHNG amber warning light illuminatesto indicate the system is not fully functional. Whenthe warning light is on, the system audible alert maynot indicate a lane departure. Conditions that cancause the warning light to come on include:

• The system is unable to detect lane markings.

• Vehicle speed is less than 40 mph (64 km/h).

• Lane width is greater than 13 feet (4 m).

• A dirty windshield or a similar problem is ob-scuring the camera.

• A system problem is detected.

While the system is capable of detecting a number ofdifferent types of lane markers, its performance maybe compromised or degraded by certain conditions,including the following:

• Weather conditions such as snow, heavy rain,ice, or standing water.

• Damaged, worn, or faded lane markings.

• Broken pavement, dirt, sand, salt, gravel, orskid marks.

• Poor lighting, such as heavy glare or an inop-erable headlight.

• A cracked, dirty, or streaked windshield.

The lane guidance system is not meant for use incity traffic or in heavy highway traffic. System alertsare automatically disabled when vehicle speed dropsbelow 40 mph (64 km/h). The system may be manu-ally turned off with the instrument panel rocker switchif an unacceptable level of false alerts is reached.

NOTE: If the green light on the LANE ALERTrocker switch remains off despite depressing theswitch, and the LANE SRCHNG amber warninglight remains on, the system is not fully func-tional and needs service at an authorized ser-vice facility.

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2

3

1. Clock2. Windshield

3. Digital Camera

Fig. 2.63, Lane Departure Warning System Camera


2.53

InstrumentsTachometerThe tachometer (Fig. 2.64 ) indicates engine speed inrevolutions per minute (rpm) and serves as a guidefor shifting the transmission and keeping the enginein the appropriate rpm range. For low idle and ratedrpm, see the engine identification plate. The greencolor band on the tachometer indicates the best fueleconomy range. The yellow band indicates lower fueleconomy, the orange band indicates much lower fueleconomy, and the red band indicates poor fueleconomy.

SpeedometerThe speedometer (Fig. 2.64 ) registers speed in bothmiles per hour (mph) and kilometers per hour (km/h).

Engine Oil Pressure GaugeThe engine oil pressure gauge (Fig. 2.65 ) shouldread as shown in Table 2.4 .

Oil Pressure *

Engine ModelAt Idle Speed:

psi (kPa)At Rated RPM:

psi (kPa)Caterpillar C–10 10–20 (69–138) 30–45 (207–310)Caterpillar C–12 10–20 (69–138) 30–45 (207–310)Caterpillar 3406E 15 (100) min. 40 (275) min.Cummins M11 10 (69) min. 35–45 (241–310)Cummins N14† 10 (69) min. 35–45 (241–310)Cummins ISX 15 (103) min. 35 (241) min.Detroit Diesel S60 12 (83) 50 (345) min.MBE-4000 7 (50) 36 (250) min.DD13/DD15 14 (97) 55 (350) min.* Oil pressures are given with the engine at operating temperature. With

the engine cold, oil pressure may be higher.† Individual engines may vary from the listed pressures; observe and

record pressures when the engine is new to create a guide for checkingengine condition.

Table 2.4, Oil Pressure

NOTICEA sudden decrease or absence of oil pressuremay indicate mechanical failure. Bring the vehicleto a safe stop and investigate the cause to pre-vent further damage. Do not operate the engine

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1. Tachometer 2. Speedometer

Fig. 2.64, Instrument Panel (center)

f60112602/12/96

1 2

3 4

5 61. Engine Oil Pressure Gauge2. Coolant Temperature Gauge3. Engine Oil Temperature Gauge4. Voltmeter5. Turbocharger Boost Pressure Gauge6. Pyrometer

Fig. 2.65, Instrument Panel Gauges (left side)


2.54

until the cause has been determined and cor-rected.

Coolant Temperature GaugeDuring normal engine operation, the coolant tem-perature gauge (Fig. 2.65 ) should read 175 to 195°F(79 to 91°C). If the temperature remains below 160°F(71°C) or exceeds the maximum temperature shownin Table 2.5 , inspect the cooling system to determinethe cause. See Group 20 of the Century ClassTrucks Workshop Manual for troubleshooting andrepair procedures.

Maximum Coolant TemperatureEngine Model °F (°C)

Caterpillar 215 (101)Cummins 225 (107)Mercedes-Benz 221 (105)Detroit Diesel 215 (101)

Table 2.5, Maximum Coolant Temperature

Engine Oil Temperature GaugeDuring normal operation, the engine oil temperaturegauge should read from 200 to 260°F (93 to 126°C).Under heavy loads, such as when climbing steepgrades, temperatures that exceed the normal oil tem-perature range for a short period are not unusual.

NOTICEA sudden increase in oil temperature that is notcaused by a load increase may indicate mechani-cal failure. Bring the vehicle to a safe stop andinvestigate the cause to prevent further damage.Do not operate the engine until the cause hasbeen determined and corrected.

VoltmeterThe voltmeter (Fig. 2.65 ) indicates the vehicle charg-ing system voltage when the engine is running andthe battery voltage when the engine is stopped. Bymonitoring the voltmeter, the driver can be aware ofpotential charging system problems and have themfixed before the batteries discharge enough to createstarting difficulties.

The voltmeter will normally show approximately 13.7to 14.1 volts when the engine is running. The voltage

of a fully charged battery is 12.7 to 12.8 volts whenthe engine is stopped. A completely discharged bat-tery will produce only about 12.0 volts. The voltmeterwill indicate lower voltage as the vehicle is beingstarted or when electrical devices in the vehicle arebeing used.

If the voltmeter shows an undercharged or over-charged condition for an extended period, have thecharging system and batteries checked at a repairfacility.

On a vehicle equipped with a battery isolator system,the voltmeter measures the average voltage of all thebatteries when the engine is running. When the en-gine is stopped, the voltmeter shows only the gel cellbattery voltage and does not indicate the voltage ofthe engine-starting batteries.

NOTICEGel cell batteries can be damaged if the batteryvoltage is allowed to drop below 12.0 volts or ifthe charging voltage is more than 14.1 volts.Start the engine to recharge the gel cell beforethe battery becomes fully discharged. If an exter-nal charger is needed, disconnect the gel cellbattery and use only an external battery chargerthat has been approved for gel cell batteries.

Turbocharger Boost Pressure GaugeA turbocharger boost pressure gauge (Fig. 2.65 )measures the pressure in the intake manifold, in ex-cess of atmospheric pressure, being created by theturbocharger.

PyrometerA pyrometer registers the exhaust temperature nearthe turbocharger. Normal exhaust temperatures are700 to 1100°F (370 to 595°C).

Variations in engine load can cause exhaust tem-peratures to rise as high as 1100°F (600°C). If thepyrometer reading shows that exhaust temperatureexceeds normal, reduce fuel to the engine until theexhaust temperature is reduced. Shift to a lower gearif the engine is overloaded.


2.55

Primary and Secondary Air PressureGaugesAir pressure gauges (Fig. 2.66 ) register the pressurein the primary and secondary air systems. Normalpressure, with the engine running, is 100 to 120 psi(689 to 827 kPa) in both systems. A low-air-pressurewarning light and buzzer, connected to both the pri-mary and secondary systems, activate when air pres-sure in either system drops below a minimum pres-sure of 64 to 76 psi (441 to 524 kPa). When theengine is started, the warning light and buzzer re-main on until air pressure in both systems exceedsminimum pressure.

Fuel GaugeThe fuel gauge (Fig. 2.66 ) indicates the level of fuelin the fuel tank(s). If equipped with a second fuelgauge, each fuel tank level is indicated on a sepa-rate gauge.

Transmission Oil Temperature GaugeDuring normal operation, the transmission oil tem-perature gauge (Fig. 2.66 ) reading should not ex-ceed 250°F (121°C) for Fuller transmissions.


Forward and Rear Axle OilTemperature GaugesDuring normal operation, forward and rear axle oiltemperature gauges (Fig. 2.66 ) should readbetween—

• 160 and 220°F (71 and 104°C) for Meritor™

drive axles;

• 180 and 200°F (82 and 93°C) for Eaton driveaxles.

Under heavy loads, such as when climbing steepgrades, temperatures up to a maximum of 250°F(121°C) are not unusual.


Application Air Pressure GaugeAn application air pressure gauge registers the airpressure being used to apply the brakes and shouldbe used for reference only. The gauge will not regis-ter air pressure until the foot brake pedal is de-pressed or the trailer hand brake is applied.

Intake-Air Restriction GaugeAn intake-air restriction gauge measures the vacuumon the engine side of the air cleaner at the aircleaner outlet. Vacuum is measured in inH2O (inchesof water). When the vacuum reading in normal op-eration equals the applicable level shown under "Ser-vice" in Table 2.6 , the air cleaner needs to be ser-viced.

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1. Primary Air Pressure Gauge2. Secondary Air Pressure Gauge3. Fuel Gauge4. Transmission Oil Temperature Gauge5. Forward Axle Oil Temperature Gauge6. Rear Axle Oil Temperature Gauge

Fig. 2.66, Instrument Panel Gauges (right side)


2.56

NOTE: Rain or snow can wet the filter andcause a temporarily higher than normal reading.

Intake-Air Restriction IndicatorAn intake-air restriction indicator (Fig. 2.67 ) mea-sures the vacuum on the engine side of the aircleaner at the air cleaner outlet. If the yellow signalstays locked at or above the values shown inTable 2.6 after the engine is shut down, the aircleaner needs to be serviced. The indicator thenneeds to be reset by pressing the yellow button.

Intake-Air Restriction

Engine Type * Initial:inH2O

Service:inH2O

Cummins 12 25Detroit Diesel 12 20Caterpillar 15 25Mercedes-Benz 10 22* Turbocharged engines must be checked at full load and governed en-

gine speed.

Table 2.6, Intake-Air Restriction

NOTE: Rain or snow can wet the filter andcause a temporarily higher than normal reading.

AmmeterAn ammeter measures current flowing to and fromthe battery. When the batteries are charging, themeter needle moves to the plus side of the gauge;when the batteries are being discharged, the needlemoves to the minus side. A consistent negative read-ing when the engine is running indicates a possibleproblem with the charging system.

Borg Indak Analog ClockThe analog clock features electronic setting. Do notpull the set knob. The time can be set either forward(turn knob to the right) or backward (turn the knob tothe left). A slight turn of the knob either right or leftwill change the setting of the clock one minute at atime. Holding the knob to either the right or the leftwill allow accelerated sweeping of the hands for set-ting the hour.

Pana-Pacific Digital ClockA Pana-Pacific clock has black characters on a con-stantly backlighted green display, with a brightnessthat automatically adjusts for day or night. The clockhas a 24-hour alarm, with a three-minute snooze fea-ture.

1. To set the time of day:

1.1 Push the Run/Set (lower) switch to theright (TIME-SET position).

NOTE: When the hour setting is for a timebetween noon and midnight, the small lettersPM will appear in the lower left corner of thedisplay; no PM indicates an A.M. setting.

1.2 Advance the hour setting to the correctnumber by pushing and releasing the hourbutton as many times as needed. Or if thebutton is pressed and held in for longerthan two seconds, the numbers will con-tinue to advance until the button is re-leased.

1.3 Advance the minute setting by repeatedlypushing, or pushing and holding theminute button as needed.

1.4 Push the Run/Set switch to the middle(RUN) position.

2. To set the alarm time:

2.1 Push the Run/Set switch to the left(ALARM-SET position).

2.2 Set the alarm time by using the same pro-cedure that you used to set the time ofday. Remember to set the hour for A.M.(no letters in the corner of the display), orP.M. as desired.

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Fig. 2.67, Intake-Air Restriction Indicator


2.57

2.3 Return the Run/Set switch to the middle(RUN) position. The readout will return tothe time-of-day setting.

3. To operate the alarm:

3.1 With the alarm time set, push the alarm(upper) switch to the left. An alarm "wave"symbol and the letters AL will appear inthe upper left corner of the display whenthe alarm is on.

3.2 When the displayed time of day coincideswith the alarm time, the alarm will sound.If the "snooz" button is not pushed or thealarm switch is not moved, the alarm willautomatically stop sounding after oneminute and will not sound again for 24hours.

3.3 If desired, press the "snooz" button whilethe alarm is sounding to shut the alarm offfor three minutes. The alarm symbol willflash in the display when the button ispushed and will continue to flash until thealarm switch is moved or the alarm hassounded for one minute. The snooze pro-cedure can be done as many times asdesired.

3.4 Move the alarm switch to the right whenyou wish to shut off or cancel the alarm;the alarm symbol will disappear.

Kysor Digital ClockA Kysor digital clock has a constant red display,which automatically adjusts the brightness for day ornight. 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"; 12:00A.M. will appear as the readout.

NOTE: A small illuminated red dot in theupper left side of the clock (above "PM") in-dicates P.M.; no dot indicates A.M.

1.2 Advance to the correct time by pushingeither the "Fast" or "Slow" push button.

2. To set the alarm:

2.1 Depress the alarm "Set" push button. Ob-serve that a red lamp above the word"Alarm" illuminates.

2.2 Set the alarm time by using the same pro-cedure that you used to set the time ofday. Remember to select either A.M. (nored dot) or P.M. (red dot illuminates) whensetting the alarm time.

2.3 After the desired alarm time appears, de-press the alarm "Set" push button again.The readout will return to the time of dayand the red lamp will go out.

2.4 To set the alarm, depress the alarm "On"push button. Observe that a red dot onthe right side of the time-of-day readout isilluminated. The alarm is now set, andwhen the displayed time of day coincideswith the alarm time, the alarm will sound.

2.5 To cancel or shut off the alarm, depressthe alarm "On" push button again. The reddot on the face of the clock will go out.

Exterior SwitchesBattery Disconnect SwitchA battery disconnect switch (Fig. 2.68 ) cuts off allbattery power to the vehicle. The switch is usedwhenever service operations require that the batter-ies be disconnected. It is also used whenever thevehicle is placed out of service for extended periodsto prevent battery discharge.


2.58

04/15/98 f542521

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1. Disconnect Switch

Fig. 2.68, Battery Disconnect Switch


2.59

3

Vehicle AccessIgnition and Lock Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Cab Door Locks and Handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Cab Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Door Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12Sleeper Compartment Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12Circuit Breaker/Relay Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12Cab-to-Sleeper Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12Sleeper Bunk Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13Baggage Compartment Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13Back-of-Cab Grab Handles, Steps, and Deck Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13Battery Box Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14Hydraulic Cab-Tilt System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15Keyless Security System (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18Cab Amenities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21Windshield Washer Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21Cab Front Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21

Ignition and Lock KeyOne key operates the ignition switch and all of thedoor locks.

IMPORTANT: Each key is numbered. Recordthe number so, if needed, a duplicate key canbe made.

Cab Door Locks and HandlesTo unlock the driver’s door from outside the cab, in-sert the key in the lockset and turn it one-quarter turnclockwise (Fig. 3.1 ). Turn the key counterclockwiseto the original position to remove it. Pull out on thepaddle handle to open the door (Fig. 3.1 ).

To unlock the passenger’s door from outside the cab,insert the key in the lockset and turn it one-quarterturn counterclockwise. Turn the key to the originalposition to remove it.

NOTE: The cab door locks can be operatedwhen the doors are open.

To lock a door from outside the cab, insert the key inthe lockset and turn it opposite the unlocking direc-tion, then close the door if it is open. Or, push downthe inside lock button (Fig. 3.2 ), then close the door.

To lock either door from inside the cab, push downthe lock button (Fig. 3.2 ), then close the door if it isopen. Pull the integral grab bar (Fig. 3.2 ) when clos-ing the door.

To open the door from the inside, pull the doorhandle toward you (Fig. 3.2 ). This will unlatch thedoor whether or not it is locked. To unlock the doorwithout unlatching it, pull the lock button up.

Cab Access

WARNINGWet or dirty shoe soles greatly increase thechance of slipping or falling. If your soles are wetor dirty, be especially careful when climbingonto, or down from, the back-of-cab area.

Always maintain three-point contact with theback-of-cab access supports while entering andexiting the back-of-cab area. Three-point contactmeans both feet and one hand, or both handsand one foot, on the grab handles, steps, anddeck plates. Other areas are not meant to sup-port back-of-cab access, and grabbing or step-ping in the wrong place could lead to a fall, andpersonal injury.

Be careful not to get hands or feet tangled inhoses or other back-of-cab equipment. Careless-ness could cause a person to trip and fall, withpossible injury.

9/07/95 f600906

1. Lockset 2. Paddle Handle

Fig. 3.1, Exterior Door Handle

f720311

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2

3

4

05/15/98

1. Lock Button2. Integral Grab Bar

3. Door Handle4. Grab Handle

Fig. 3.2, Door Interior

Vehicle Access

3.1

Cab Access Stairs, Optional (Fig. 3.3)

The optional cab access stairs will move into positionwhen you open the cab door from the inside or theoutside. As the stairs deploy, an alarm outside thevehicle will sound. If anything prevents deployment ofthe stairs (for example: if the parking brake is notset, or something is blocking the stairs, or the cab istilted) a buzzer will sound and an indicator light willactivate on the dash. If the interior buzzer and lightactivate, the exterior alarm will also sound.

You can open the door without activating the stairsas follows:

• If you’re outside the cab, press the button onthe cab side, directly above the stairs beforeopening the door. See Fig. 3.4 .

• If you’re inside the cab, press the dash rockerswitch labeled RH STEP or LH STEP whileopening the cab door.

NOTE: You must press the disable button eachtime you don’t want the stairs to deploy. Press-

ing the button will disable the stairs for onecycle of opening and closing the door. The nexttime you open the door the stairs will deployunless you’ve pressed the disable button again.

The cab stairs will not operate in any of the followingconditions:

• The stairs will not deploy if the parking brake isnot set.

• The stairs will not deploy if the vehicle is inmotion. The stairs will automatically stow if thevehicle begins to move.

• The stairs will not stow if there is any weighton them.

• The stairs will not deploy if the cab is tilted.

• The stairs will stop moving out if they hit any-thing.

• The stairs will stop moving out if you press theoutside or inside buttons described above.

WARNINGIf the optional cab access stairs do not move intoposition or if there is not enough room for themto deploy, use the fixed steps on the outside sur-face of the moving stairs ( Fig. 3.5) and follow theaccess instructions for the standard fixed stepsystem. Freightliner recommends you practiceusing the fixed steps until you are familiar withtheir use.

Enter the cab only as specified in the followingsteps. Keep your body close to the cab andmaintain three-point contact with the cab at alltimes. This means one hand and two feet, or two

08/10/98 f720309

1

2

3

4

5

6

7

1. Bottom Step2. Middle Step3. Top Step4. Top Deck

5. Aft Grab Handle6. Forward Grab Handle7. Steering Wheel

Fig. 3.3, Optional Cab Access Stairs, Driver’s SideShown

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f500313

1. Stairs Disable Button

Fig. 3.4, Stairs Disable Button, Cab Right Side Shown

Vehicle Access

3.2

hands and one foot. Do not lean out away fromthe cab. Do not engage in horseplay. Do notenter the cab with dirty or greasy hands or feet.Disregarding this careful step-by-step procedurecan result in your falling from the cab and pos-sible personal injury or death.

IMPORTANT: If the stairs do not stow automati-cally, you can stow them manually as follows:

1. Remove the plastic cover on the underside of thestairs assembly. See Fig. 3.6 .

2. Remove the quick release pin by pulling itsspring handle down and using the handle to un-screw the pin. If the pin is stuck, you can use a7/8-inch socket to remove it. This disconnectsthe stairs assembly from its control arm. SeeFig. 3.7 .

3. Press the stairs into the stowed position.

4. Secure the stairs in the stowed position. SeeFig. 3.8 .

4.1 Locate the L-rod mounted on the lowercab structure near where the V-block onthe inboard side of the stairs mates withthe U-bolt on the cab.

4.2 Loosen the wheel nut around the L-rod.

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2

3

4 5

f720312

1. Bottom Step2. Middle Step3. Top Step

4. Forward Grab Handle5. Aft Grab Handle

Fig. 3.5, Fixed Access Steps and Grab Handles,Driver’s Side

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1

A. Remove this clip to remove the plastic cover.1. Plastic Cover

Fig. 3.6, Cab Access Stairs, Underside Shown

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A

1

A. Unscrew the release pin.1. Cab Access Stairs, Top Deck

Fig. 3.7, Removing the Quick Release Pin

Vehicle Access

3.3

4.3 Turn the L-rod until it extends out and en-gages the nut in the stairs assembly. Keepturning the L-rod until the nut on the L-rodis flush with the inboard surface of thestair assembly.

4.4 Tighten the wheel nut.

5. If you can’t secure the stairs using the L-rod, usewire, tie straps or bungee cords to hold the stairsin the stowed position.

NOTE: When replacing the quick release pin,you must fold the pin’s spring handle back upagainst the pin. This will hold the pin in placeafter it’s installed. See Fig. 3.9 .

Entering the Driver’s Side Using the CabAccess Stairs (Fig. 3.3)

WARNINGIf the optional cab access stairs do not move intoposition or if there is not enough room for themto deploy, use the fixed steps on the outside sur-face of the moving stairs ( Fig. 3.5) and follow the

access instructions for the standard fixed stepsystem. Freightliner recommends you practiceusing the fixed steps until you are familiar withtheir use.

Enter the cab only as specified in the followingsteps. Keep your body close to the cab andmaintain three-point contact with the cab at alltimes. This means one hand and two feet, or twohands and one foot. Do not lean out away fromthe cab. Do not engage in horseplay. Do notenter the cab with dirty or greasy hands or feet.Disregarding this careful step-by-step procedurecan result in your falling from the cab and pos-sible personal injury or death.

1. Open the driver’s door, and place anything thatyou are carrying in the cab.

2. Grasp the aft grab handle (Fig. 3.3 ) with yourright hand and grab the forward grab handle withyour left hand. Reach up as far as you’re com-fortable.

3. Very carefully place your right foot on the bottomstep and pull yourself up.

4. Place your left foot on the next step and carefullypull yourself up.

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Fig. 3.8, Manually Securing the Access Stairs

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31. Pin Handle (in correct stowed position)2. Release Pin3. Underside of Access Stairs

Fig. 3.9, Quick Release Pin, Cab Access Stairs

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5. Place your right foot on the top step and care-fully move your right hand to the forward grabhandle and your left hand to the steering wheel.Hold on very tightly and maintain three-point con-tact with the cab at all times.

6. Then, slowly move your left foot to the deck atthe top of the stairs.

7. Holding tightly to the steering wheel with your lefthand, move your right hand to the steeringwheel.

8. With both of your hands gripping the steeringwheel tightly, step into the cab with your rightfoot.

9. With your right foot securely in the cab and bothhands gripping the steering wheel, move your leftfoot into the cab.

Exiting the Driver’s Side Using the CabAccess Stairs (Fig. 3.3)



IMPORTANT: Do not attempt to exit the cabwhile carrying any items in your hands.

1. Grasp the steering wheel tightly with both yourhands, and stand on the deck at the top of thestairs facing into the cab.

2. With your right hand, grasp the forward grabhandle.

3. Move your right foot very carefully to the topstep.

4. Move your left hand to the forward grab handleand grip it tightly.

At this point, both your hands should be grippingthe forward grab handle.

5. Move your left foot to the next step.

6. Maintaining three-point contact with the cab at alltimes, very carefully move your right hand to theaft grab handle.

7. Move your right foot to the bottom step.

8. Step to the ground with your left foot.

9. Let go of the grab handles.

Entering the Passenger’s Side Using theCab Access Stairs (Fig. 3.10)



1. Open the passenger’s door, and place anythingthat you are carrying in the cab.

2. Grasp the aft grab handle with your left hand andgrab the forward grab handle with your righthand. Reach up as far as you’re comfortable.

3. Very carefully place your left foot on the bottomstep, and pull yourself up.

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4. Place your right foot on the next step, and care-fully pull yourself up.

5. Place your left foot on the top step, and carefullymove your left hand to the forward grab handleand your right hand to the lower inside grabhandle. See Fig. 3.10 . Hold on very tightly andmaintain three-point contact with the cab at alltimes.

6. Then, slowly move your right foot to the thresh-old of the door.

7. Holding tightly to the lower inside grab handlewith your right hand, move your left hand to theupper inside grab handle. See Fig. 3.10 .

8. With both of your hands gripping the inside grabhandles tightly, step into the cab with your leftfoot.

9. With your left foot securely in the cab and bothhands gripping the inside grab handles, moveyour right foot into the cab.

Exiting the Passenger’s Side Using theCab Access Stairs (Fig. 3.10)




1. Grasp the upper inside grab handle (Fig. 3.10 )and stand in the threshold of the door facing intothe cab.

2. With your left hand, grasp the forward grabhandle.

3. Move your left foot very carefully to the top step.

4. Move your right hand to the lower inside grabhandle and grip it tightly.

5. Move your right foot to the next step.

6. Maintaining three-point contact with the cab at alltimes, very carefully move your right hand to theforward grab handle. Then, move your left handto the aft grab handle .

7. Move your left foot to the bottom step.

8. Step to the ground with your right foot.


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1. Aft Grab Handle2. Forward Grab Handle3. Upper Inside Grab

Handle4. Lower Inside Grab

Handle

5. Passenger DoorThreshold

6. Top Step7. Middle Step8. Bottom Step

Fig. 3.10, Passenger’s Access Stairs and Grab Handles

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Entering the Driver’s Side Using the CabAccess Stairs for Right-Hand-DriveVehicles (Fig. 3.11)




2. Grasp the aft grab handle (Fig. 3.11 ) with yourleft hand and grab the forward grab handle withyour right hand. Reach up as far as you’re com-fortable.

3. Very carefully place your left foot on the bottomstep and pull yourself up.

4. Place your right foot on the next step and care-fully pull yourself up.

5. Place your left foot on the top step, and carefullymove your left hand to the forward grab handleand your right hand to the steering wheel. Holdon very tightly and maintain three-point contactwith the cab at all times.

6. Then, slowly move your right foot to the deck atthe top of the stairs.

7. Holding tightly to the steering wheel with yourright hand, move your left hand to the steeringwheel.

8. With both of your hands gripping the steeringwheel tightly, step into the cab with your left foot.

9. With your left foot securely in the cab and bothhands gripping the steering wheel, move yourright foot into the cab.

Exiting the Driver’s Side Using the CabAccess Stairs for Right-Hand-DriveVehicles (Fig. 3.11)


Enter the cab only as specified in the followingsteps. Keep your body close to the cab and

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1. Bottom Step2. Middle Step3. Top Step4. Top Deck

5. Aft Grab Handle6. Forward Grab Handle7. Steering Wheel

Fig. 3.11, Right-Hand-Drive Optional Cab Access Stairs,Driver’s Side Shown

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maintain three-point contact with the cab at alltimes. This means one hand and two feet, or twohands and one foot. Do not lean out away fromthe cab. Do not engage in horseplay. Do notenter the cab with dirty or greasy hands or feet.Disregarding this careful step-by-step procedurecan result in your falling from the cab and pos-sible personal injury or death.


1. Grasp the steering wheel tightly with both yourhands, and stand on the deck at the top of thestairs facing into the cab.

2. With your left hand, grasp the forward grabhandle.

3. Move your left foot very carefully to the top step.

4. Move your right hand to the forward grab handleand grip it tightly.

At this point, both your hands should be grippingthe forward grab handle.

5. Move your right foot to the next step.

6. Maintaining three-point contact with the cab at alltimes, very carefully move your left hand to theaft grab handle.

7. Move your left foot to the bottom step.



Entering the Passenger’s Side Using theCab Access Stairs for Right-Hand-DriveVehicles (Fig. 3.12)


Enter the cab only as specified in the followingsteps. Keep your body close to the cab andmaintain three-point contact with the cab at all

times. This means one hand and two feet, or twohands and one foot. Do not lean out away fromthe cab. Do not engage in horseplay. Do notenter the cab with dirty or greasy hands or feet.Disregarding this careful step-by-step procedurecan result in your falling from the cab and pos-sible personal injury or death.


2. Grasp the aft grab handle with your right handand grab the forward grab handle with your lefthand. Reach up as far as you’re comfortable.

3. Very carefully place your right foot on the bottomstep, and pull yourself up.

4. Place your left foot on the next step, and care-fully pull yourself up.

5. Place your right foot on the top step, and care-fully move your right hand to the forward grabhandle and your left hand to the lower inside cabgrab handle. See Fig. 3.12 . Hold on very tightly

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1. Aft Grab Handle2. Forward Grab Handle3. Upper Inside Cab

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Fig. 3.12, Right-Hand-Drive Passenger’s Access Stairsand Grab Handles

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3.8

and maintain three-point contact with the cab atall times.

6. Then, slowly move your left foot to the thresholdof the door.

7. Holding tightly to the lower inside cab grabhandle with your left hand, move your right handto the upper inside cab grab handle. SeeFig. 3.12 .

8. With both of your hands gripping the inside cabgrab handles tightly, step into the cab with yourright foot.

9. With your right foot securely in the cab and bothhands gripping the inside cab grab handles,move your left foot into the cab.

Exiting the Passenger’s Side Using theCab Access Stairs for Right-Hand-DriveVehicles (Fig. 3.12)




1. Grasp the upper inside cab grab handle(Fig. 3.12 ) and stand in the threshold of thedoor, facing into the cab.

2. With your right hand, grasp the forward grabhandle.

3. Move your right foot very carefully to the topstep.

4. Move your left hand to the lower inside cab grabhandle and grip it tightly.

5. Move your left foot to the next step.

6. Maintaining three-point contact with the cab at alltimes, very carefully move your left hand to thecab forward outside grab handle. Then, moveyour right hand to the cab aft outside grabhandle.

7. Move your right foot to the bottom step.



Exiting the Cab When the Access StairsDo not Fully DeployClose the door.

• Make sure the park brake is applied.

• Look to see if there is an obstruction in thetravel path of the steps.

• Start the engine to increase battery voltage.

• If the vehicle is parked at an incline greaterthan 3.5 degrees (fore-aft or side-to-side),move it to a level surface (if conditions permit).

Open the door. If the steps will not fully deploy, butwill return to a fully stowed position, the steps can betemporarily disabled by depressing the step toggleswitch on the dash panel and opening the door atthe same time. Exit the cab using the instructions forfixed access steps.

Exiting the Cab When the Access StairsDo not Fully StowOpen and close the door. If the steps do not fullystow, check the following items:

• Look to see if there is an obstruction in thetravel path of the steps.

• Start the vehicle to increase the battery volt-age.

• If the truck is parked at an incline of greaterthan 3.5 degrees (fore-aft or side-to-side),move it to a level surface (if conditions permit).

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3.9

Open and close the door. If the steps will not stowafter the above action items have been checked, at-tempt to stow the steps as follows:

1. Leave the door open and exit the cab from theopposite side.

2. Place a hand on the exterior surface of the step,then apply light pressure to the step and closethe door.

3. If the step stows, press the yellow disable buttonnext to the grab handle. This will disable the stepfor one deploy and stow cycle.

4. If the steps will not fully stow, follow the instruc-tions on the inside of the baggage door to safelystow the steps.

Exterior Cab Grab Handles and FixedAccess StepsEntering the Driver’s Side (Fig. 3.5)

1. Open the driver’s door and place anything thatyou are carrying in the cab.

2. Grasp the aft grab handle with your right handand grab the forward grab handle with your lefthand. Reach up as far as you’re comfortable.

3. Place your right foot on the bottom step andcarefully pull yourself up.

4. Slowly place your left foot on the next step.

5. Place your right foot on the top step.

6. Grasp the steering wheel with your left hand andstep up into the cab.

Exiting the Driver’s Side (Fig. 3.5)


1. Grasp the steering wheel tightly with both handsand stand on the door threshold, facing into thecab.

2. With your right hand, grasp the forward grabhandle at the aft edge of the door.

3. Move your right foot to the top step.

4. Move your left hand to the forward grab handle.Then move your right hand to the aft grabhandle.

5. Step to the middle step with your left foot.

6. Step to the bottom step with your right foot.



Entering the Passenger’s Side (Fig. 3.13)


2. Grasp the aft grab handle with your left hand.

3. Place your left foot on the bottom step.

4. Grasp the forward grab handle with your righthand.

5. Place your right foot on the middle step and stepup to the top step with your left foot.

6. Carefully move your left hand to the forward grabhandle. Then, move your right hand to the upperinside grab handle.

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1. Aft Grab Handle2. Forward Grab Handle3. Upper Inside Grab

Handle4. Lower Inside Grab

Handle



Fig. 3.13, Passenger’s Side Steps and Grab Handles

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3.10

7. Place your right foot on the door threshold andstep up.

8. Step into the cab with your left foot first.

Exiting the Passenger’s Side (Fig. 3.10)


1. Grasp the upper inside grab handle with bothhands and place your right foot on the doorthreshold while standing up from the seat facinginward.

2. Move your left hand to the forward grab handle.

3. Carefully place your left foot on the top accessstep.

4. Move your right hand to the forward grab handle.Then, move your left hand to the aft grab handle.

5. Place your right foot on the middle step.

6. Place your left foot on the bottom step.



Entering the Driver’s Side for Right-Hand-Drive Vehicles (Fig. 3.14)


2. Grasp the aft grab handle with your left hand andgrab the forward grab handle with your righthand. Reach up as far as you’re comfortable.

3. Place your left foot on the bottom step and care-fully pull yourself up.

4. Slowly place your right foot on the next step.

5. Place your left foot on the top step.

6. Grasp the steering wheel with your right hand,and step up into the cab.

Exiting the Driver’s Side for Right-Hand-Drive Vehicles (Fig. 3.14)


1. Grasp the steering wheel tightly with both hands,and stand on the door threshold, facing into thecab.

2. With your left hand, grasp the forward grabhandle at the aft edge of the door.

3. Move your left foot to the top step.

4. Move your right hand to the forward outside cabgrab handle. Then move your left hand to the aftgrab handle.

5. Step to the middle step with your right foot.

6. Step to the bottom step with your left foot.



Entering the Passenger’s Side for Right-Hand-Drive Vehicles (Fig. 3.15)


2. Grasp the cab aft outside grab handle with yourright hand.

3. Place your right foot on the bottom step.

4. Grasp the cab forward outside grab handle withyour left hand.

5. Place your left foot on the middle step and stepup to the top step with your right foot.

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1. Bottom Step2. Middle Step3. Top Step

4. Forward Grab Handle5. Aft Grab Handle

Fig. 3.14, Right-Hand-Drive Fixed Access Steps andGrab Handles, Driver’s Side

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3.11

6. Carefully move your right hand to the cab for-ward outside grab handle. Then, move your lefthand to the upper inside cab handle.

7. Place your left foot on the door threshold andstep up.

8. Step into the cab with your right foot first.

Exiting the Passenger’s Side for Right-Hand-Drive Vehicles (Fig. 3.15)


1. Grasp the upper inside cab handle with bothhands, and place your right foot on the doorthreshold while standing up from the seat facinginward.

2. Move your right hand to the cab forward outsidegrab handle.

3. Carefully place your right foot on the top accessstep.

4. Move your left hand to the cab forward outsidegrab handle. Then, move your right hand to thecab aft outside grab handle.

5. Place your left foot on the middle step.

6. Place your right foot on the bottom step.



Door WindowsThe windows in both doors operate manually or elec-trically (if so equipped). Use the crank handle or theappropriate switch to raise or lower a door window.

Sleeper Compartment VentsTo open any sleeper compartment vent, push thevent handle outward and forward with your fingertips.To close the vent, turn your hand so that your fingersare pulling on the handle from the front edge, thenpull in and back on the handle. Use care to avoidpinching your fingers.

Circuit Breaker/Relay PanelThe circuit breaker/relay panel is located in front ofthe passenger’s seat under the top cover of the in-strument panel. To access the compartment, pressthe button labeled PRESS and lift the top dashpanel. See Fig. 3.16 .

Cab-to-Sleeper Access

WARNINGPlace rigid or heavy objects in storage areas onthe floor or under the bunk. Sudden stops orswerves could cause personal injury if items fallfrom overhead storage shelves.

To open the sleeper access on vehicles with vinylsleeper curtains, unzip the sleeper curtains. If de-sired, unsnap the curtains all the way around thesides and top, and remove the curtains.

To open the sleeper access on vehicles with veloursleeper curtains, unfasten the snaps at one side,then push the curtain to the opposite side.

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1. Aft Grab Handle2. Forward Grab Handle3. Upper Inside Cab

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Fig. 3.15, Right-Hand-Drive Passenger’s Side Steps andGrab Handles

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3.12

Sleeper Bunk LatchesTo move the lower or upper sleeper bunk (ifequipped), disengage the latch at the front of thelower bunk, or the latches on both sides of the upperbunk. Lock the bunks into operating position, downfor the lower bunk and up or down for the upperbunk, by engaging both the primary and secondarylatches.

Baggage Compartment DoorsTo unlock the baggage compartment doors(Fig. 3.17 ), pull the release handle just inside thelower rear corner of the driver or passenger doors.See Fig. 3.18 . To close the compartment doors,press them flush with the cab skin.

Back-of-Cab Grab Handles,Steps, and Deck PlateWhen trailer air and electrical connections cannot becoupled from the ground, Federal Motor CarrierSafety Regulations require commercial carriers toprovide back-of-cab access (Fig. 3.19 ).

WARNINGFollow these rules for back-of-cab access. Failingto follow these rules could lead to a fall, and pos-sible personal injury.

Never step on any exterior part unless it has aslip-resistant surface meant for safe stepping. Ifthe surface is movable, such as a battery box

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A. Press this button.

Fig. 3.16, Circuit Breaker/Relay Panel

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Fig. 3.17, Baggage Compartment Door, Driver’s Side

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Fig. 3.18, Baggage Door Release Location

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cover with a slip-resistant surface, be certain it isfirmly secured.

Be careful not to trip on items such as chains orair lines in the back-of-cab area.

Always follow safety procedures for back-of-cabaccess, maintaining three-point contact—bothhands and one foot, or both feet and one hand—whenever moving around, and always face in to-ward the deck plate when climbing up or down.

Wet or dirty shoes, steps, or grab rails greatlyincrease the chance of slipping or falling. If yourshoes or the contact areas are wet or dirty, cleanand dry them as much as possible before ac-cessing the back of cab area, and be especiallycareful when climbing or standing on the vehicle.

Never jump onto, or off of, a vehicle; doing socreates a very high likelihood of a fall and per-sonal injury.

A grab handle and steps facilitate safe climbing up ordown.

Accessing Back-of-Cab AreaWhen climbing onto the deck plate, use the grabhandle and access steps as follows:

1. Facing the center of the deck plate, grasp thegrab handle with both hands. Reach up as far asis comfortable.

2. Place one foot on the bottom step, and pull your-self up.

3. Place your other foot on the top step.

4. Move your lower hand to a higher position on thegrab handle.

5. Step onto the deck plate.

Exiting the Back-of-Cab AreaWhen climbing down from the deck plate, use thegrab handle and access steps as follows:

1. Facing the center of the deck plate, grasp thegrab handle with both hands.

2. Step one foot at a time to the top step.

3. Move your upper hand to a lower position on thegrab handle.

4. Move one foot to the bottom step.

5. Move your upper hand to a lower position on thegrab handle.

6. Step to the ground with your upper foot first.

Battery Box CoverNOTE: On vehicles with vertical-mounted muf-flers, you must tilt the cab slightly in order toopen the battery box.

To remove the cover from the battery box, releasethe latch and lift the cover. See Fig. 3.20 .

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Fig. 3.19, Back-of-Cab Access

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Hydraulic Cab-Tilt SystemThe hydraulic tilt system used to raise and lower thecab consists of four major parts:

1. A hydraulic pump, which consists of pump body,reservoir, and pump control lever.

2. Two tilt cylinders.

3. Tilt strut on the right-side tilt cylinder.

4. Two hydraulic cab latches.

An electric motor is used to activate the hydraulic tiltpump. The tilt pump can also be manually operated ifnecessary.

The hydraulic cab latches are plumbed into the cabtilt system, and open automatically when the cab istilted. When the cab is returned to the operating posi-tion, latch pins on the underside of the cab engagethe latch hooks, which lock automatically. Springforce keeps the hooks locked. An indicator pin on theoutboard side of each latch protrudes when the latchis unlocked, and recedes when the latch is locked.

CAUTIONDo not use either the telescoping tube assemblyor the hydraulic tilt cylinder as a step or hand-hold; you could damage the transmission, tele-scoping tube assembly, or the tilt cylinder.

The tilt cylinders lift the cab to a 45 degree angle,and from a full-tilt position back to 45 degrees. SeeFig. 3.21 . The rate of cab descent beyond over-center (in either direction) is controlled by the tiltpump.

A pump handle is located in the baggage compart-ment for manually working the tilt pump.

Hydraulic LockupHydraulic lockup can occur for the following reasons:

• very cold temperatures

• use of the wrong hydraulic fluid

• air in the system

• sudden cab movement

• a ruptured hydraulic line

• continued pumping after the cab goes over-center

• tilt strut in locked position while lowering thecab

Any of the above situations will cause the velocityfuses to function as check valves, and lock up the tilt

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Fig. 3.20, Battery Box

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Fig. 3.21, Cab Tilt Positions

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cylinders. To unlock the cylinders, the cab must bemoved in the opposite direction of travel.

For example, if the cab is moving toward the full-tiltposition when the lockup occurs, move the controllever to "Lower," and work the pump a few strokes.This will unlock the cylinders. Move the control leverto "Raise," and allow the cab to descend to a full-tiltposition.

If the cab is moving toward the lowered (operating)position when the lockup occurs, move the controllever to "Raise," and work the pump a few strokes.This will unlock the cylinders. Move the control leverto "Lower," and allow the cab to descend to the oper-ating position.

Tilting the Cab

WARNINGBefore tilting the cab, make sure there is ad-equate clearance in front of the vehicle and thatthe area is free of people and objects.

Do not tilt the cab with the engine running. Tilt-ing the cab could engage the transmission. If theengine is running, the vehicle could move, caus-ing an accident that could result in personal in-jury or property damage.

The hydraulic tilt system is a cab-tilting, not acab-holding device. Do not leave the vehicle un-attended unless the cab is fully tilted or restingagainst the safety stop. Holding the cab in placewith the hydraulic tilt system may result in per-sonal injury or death and/or property damage.

NOTICEMake sure the front access panel is open beforetilting the cab. Leaving the front access panelclosed while tilting the vehicle will cause damageto the vehicle.

IMPORTANT: Before tilting or lowering the cab,read the warning label on the tilt pump and thetilt instructions label on the exhaust stack.

1. With the vehicle parked on a level surface, shutdown the engine, apply the parking brake, andplace the shift lever in the neutral position.

2. Deploy the cab access stairs (if equipped) on theright-hand side of the vehicle.

WARNINGObjects falling in the cab or a door flying opencould damage the vehicle or cause personal in-jury.

3. Secure all loose articles in the cab and bunk,and make sure the doors are securely latched.

4. Fully open the front access panel.

5. Activate the tilt system power switch on thedash.

6. Check the cab travel path for obstructions.

7. Move the pump control lever to the "Tilt" position.

8. Stand clear of the cab travel path.

9. Using the electric motor control button or thepump handle (located in the baggage compart-ment), operate the tilt pump to disengage thehold-down latches.

IMPORTANT: Check the indicator pin on eachcab latch. The latches have disengaged if thepins are out. See Fig. 3.22 .

DANGERMake sure the safety stop is engaged on the righttilt cylinder rod. If the safety stop isn’t engaged,and the cab should drop, the result could be seri-ous injury or death.

10. When the cab reaches a 30 degree angle, stopworking the pump. Engage the safety stop on theright tilt cylinder rod. See Fig. 3.23 . The safetystop prevents the cab from accidently droppingbelow this position.

IMPORTANT: If the cab stops moving while it isbeing raised, don’t force it to move with the tiltpump. The velocity fuses have locked up the tiltcylinders. To unlock them, see "HydraulicLockup."

11. To tilt the cab all the way, continue working thepump until the cab nears a 45 degree angle (thebalance point). Reduce pumping speed. Oncethe cab goes beyond 45 degrees, stop workingthe pump. The cab will gently descend to a full-tilt position. To slow cab descent, reverse the tilt

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pump lever after the cab passes the balancepoint.

IMPORTANT: If the cab stops after it has gonebeyond 45 degrees, don’t force it down with thetilt pump. The velocity fuses have locked the tiltcylinders. To unlock them, see "HydraulicLockup."

Returning the Cab from a TiltedPosition

DANGERStay completely clear of the cab’s travel path atall times. Once the safety stop has been re-leased, don’t lean over the frame rails, the en-gine, or the transmission for any reason. To doso could result in serious injury or death.

1. Secure all loose articles in the cab and bunk,and make sure the doors are securely latched.

2. Make sure the parking brakes are applied.

3. Move the pump lever to the "return" position.

4. Make sure the tilt system power switch on thedash is activated.

5. Check the cab travel path for obstructions.

6. From full tilt, operate the cab tilt pump until thecab reaches the balance point. From that point,the cab will continue to lower.

NOTE: To slow the cab descent, reverse the tiltpump lever after the cab passes the balancepoint.

7. Allow the cab to lower to the safety stop.

8. Move the safety stop away from the right tilt cyl-inder rod (you may need to raise the cabslightly). See Fig. 3.24 .

9. Lower the cab to the operating position andmake sure the cab latches engage.

IMPORTANT: If the cab stops after it has gonebeyond 45 degrees, don’t force it down with thetilt pump. The safety stop is in the locked posi-tion or, the velocity fuses have locked the tiltcylinders. Release the safety stop or, to unlockthe fuses, see "Hydraulic Lockup."

10. Leave the pump lever in the "return" position.

11. Switch off the tilt system dash switch.

12. Push the transmission shift lever forward to lockthe shift tube latch mechanism.

13. Check the indicator pin on each cab latch. Thelatches are locked when the pins have moved

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Fig. 3.22, Indicator Pin

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Fig. 3.23, Safety Stop Engaged

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back into the piston and cylinder spring assem-bly.

NOTE: Maintain the hydraulic oil level at the oilfill plug. Add oil only when the cab is in the op-erating position. Use only Freightliner approvedhydraulic oil. See Group 60 of the CenturyClass Trucks Maintenance Manual.

14. Close the front access panel.

Keyless Security System(optional)General InformationThe optional Meritor keyless security system is acomplete vehicle security system. If installed, it locksand unlocks the doors, protects against theft, andprovides security for the driver while sleeping or rest-ing inside the vehicle.

The system consists of the following components:

• A hand-held radio frequency transmitter thatlooks like a key chain fob. It acts as a remotecontrol for locking the doors, unlocking thedoors, or placing the system on alert. Eachsystem allows as many as four different fobs.See Fig. 3.25 .

• A red system-status LED (light-emitting diode)mounted on the overhead panel above the

clock. The LED flashes slow or fast to indicatewhat state the system is in: armed, alert,alarmed, or violated. It is off when the systemis disarmed. See Fig. 3.26 .

• A Meritor relay module mounted behind theright-hand B-pillar electrical compartment doorthat arms and disarms the system and pro-grams the fobs.

04/15/93 f310358a

1

2

3

1. Safety Stop2. Tilt Cylinder Rod

2. Tilt Cylinder

Fig. 3.24, Safety Stop Disengaged 08/30/96 f541289

ALERT1

2 3

1. ALERT Button2. LOCK Button

3. UNLOCK Button

Fig. 3.25, Key Chain Fob (radio transmitter)

SECURITY SYSTEM

07/01/96 f541288

1

2

3

1. System Status LED2. Overhead Panel

3. Clock

Fig. 3.26, Red System-Status LED

Vehicle Access

3.18

• A program switch on the Meritor relay modulethat places the relay module in the learningmode, which is the only state in which the sys-tem can learn fob ID codes. The switch isshown in its normal, or OFF, state (togglepointing up). See Fig. 3.27 .

• A security system electronic control module(ECM), also mounted behind the right-handB-pillar electrical compartment door, that moni-tors all the entry points, controls the doorlocks, operates the alarm, and interrupts thepower to the engine, as necessary. There isalso a PDM (power distribution module) relaymodule mounted on top of the left-hand side ofthe ECM.

How It WorksThe fob has three push buttons: LOCK, UNLOCK,and ALERT. When a button is pushed, the fob sendsa radio frequency signal to the ECM. The signal con-tains a unique vehicle access code that identifies theindividual fob, plus codes that indicate which buttonhas been pushed.

The ECM detects the signal sent by the fob, ampli-fies it and converts it to a digital sequence.

If the LOCK button is pressed, the ECM arms thesystem. It locks the two cab doors, begins to monitorall the entry points (the two cab doors, the sleepercab access door, and the two baggage doors, as in-stalled), and instructs the relay module to start flash-ing the system LED at the slow rate. If any entrypoints are open, the ECM sounds the horn andflashes the cab marker lights twice. If the ignition keyswitch is turned off, the ECM interrupts ignitionpower to the engine.

The driver may be inside or outside the vehicle.However, if the engine is running at the time theLOCK button is pressed, the system still enters thearmed state, except that the engine is not immobi-lized. This improves security for the occupant as wellas comfort while sleeping or resting, because thesystem is armed, and the heating or air conditioningis operating without draining any batteries.

Once the system is armed, the alarm functions acti-vate whenever one of the entry points is opened. Inthe alarmed state, the ECM does the following:

• Immobilizes the vehicle by cutting off powerbetween the ignition key switch and the engineelectronic control unit (ECU).

• Sounds the horn in pulses of 0.5 second on,0.5 second off.

• Flashes the cab marker lights in pulses of 0.5second on, 0.5 second off.

• Changes the blink rate of the LED from slow tofast.

If the UNLOCK button is pressed, the ECM disarmsthe system, if armed. It unlocks all the entry points,discontinues its monitoring of the entry points, in-structs the relay module to stop flashing the systemLED, and restores ignition power to the engine, if in-terrupted.

If the ALERT button is pressed, the ECM executesthe unlock sequence and also activates the vehiclealarm functions (see above). To cancel an ALERT (toturn off the alarm), press the UNLOCK button.

Once activated, the alarm sequence continues for 30seconds unless deactivated by pressing the UN-LOCK button on the fob. After 30 seconds in thealarmed state, the system automatically enters theviolated state.

In the violated state, the horn does not sound andthe cab marker lights do not flash, but the engine is

11/15/96 f541501

1

1. Program Switch (off position)

Fig. 3.27, Program Switch

Vehicle Access

3.19

still immobilized and the LED continues to blink atthe fast rate. The vehicle remains in this state untilthe UNLOCK button is pressed.

Fob ProgrammingThe security system ECM can store up to four fobidentification codes. Once the first fob has been pro-grammed, there are never any vacant memory loca-tions.

IMPORTANT: As a security measure, all fobsmust be coded during the same programmingsequence. The first fob code is stored in all fourmemory locations. Taken together, these ensurethat only the vehicle owner’s fobs can be pro-grammed into the system. If additional fobs areprogrammed, they overwrite the original code inlocations two, three, and four, in that order.

The ECM provides a 20-second time period to pro-gram each fob. If the fob is not programmed withinthis time span, the system will exit the programmingsequence.

After each valid code storage sequence, the systemLED will indicate the completion of a learning cycleby turning off the LED for approximately 0.5 second,and unlocking the doors.

To program a fob, do the following steps:

1. With the ignition key switch turned off, turn theprogram switch ON (flip the toggle DOWN). SeeFig. 3.27 .

2. Now turn the ignition key switch on. Note that thesystem LED illuminates continuously. SeeFig. 3.26 . This indicates that the ECM is ready tobegin the learning sequence.

NOTE: If the LED does not illuminate continu-ously at this point, repeat the first two steps.

3. On the fob, press down both the LOCK and UN-LOCK buttons at the same time and hold themdown for at least three seconds. See Fig. 3.25 . Ifthe code was learned, the system LED flashesand the doors unlock.

IMPORTANT: If no valid code was received, thesystem does not erase any stored data in thatmemory location. This is a security measure toensure that a fob ID cannot be erased acciden-tally.

4. Repeat the above step to program additionalfobs, up to a total of four.

5. When the programming sequence is over, returnthe system to normal operation by turning theprogram switch OFF (flip the toggle UP).

Fob Battery Replacement1. Open the battery cover on the back of the fob

with a suitable coin or other thin piece of metal.Twist off the cover. See Fig. 3.28 .

2. Remove the battery and the O-ring installed in-side the cover. Save the O-ring for later installa-tion.

IMPORTANT: The battery may contain perchlor-ate material; special handling may apply, seewww.dtsc.ca.gov/hazardouswaste/perchlorate .

3. Install the new battery, as follows.

3.1 Insert the new battery into the fob. Makesure the battery is right side up.

3.2 Install the O-ring as removed. If the O-ringis damaged, or there are signs of moistureinside the fob, replace the O-ring.

3.3 Twist on the battery cover and check it tomake sure it is tight.

4. Check the fob for correct operation.

10/22/96

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3

4

f541446

1. Fob2. Battery

3. O-Ring4. Battery Cover

Fig. 3.28, Fob Battery

Vehicle Access

3.20

www.dtsc.ca.gov/hazardouswaste/perchlorate


Cab AmenitiesCup HoldersThe Century Class vehicle features two cup holders.The driver’s cup holder is located above the ash trayon the lower dash panel. See Fig. 3.29 . The passen-ger’s cup holder is on the lower dash panel near thepassenger’s seat.

Ash Tray and Cigar LighterThe driver’s ash tray and cigar lighter assembly is onthe right side of lower dash panel. See Fig. 3.29 .

Map HolderAn elastic-topped pouch is located above each door.These are intended for holding maps and otheritems.

Glove BoxSome vehicles have two glove boxes and two smalloverhead bins, all located in the overhead consoleassembly. See Fig. 3.30 . Above the sun visors onboth the driver’s and the passenger’s sides are theglove boxes with latched doors or netted openings.In the middle section of the console assembly aretwo small bins. The driver’s-side bin is often removed

and replaced with a CB radio. The grille underneaththis portion of the console allows the radio’s speakerto be heard.

Overhead LightsAbove both the driver’s and the passenger’s seatsare three oval-shaped lights mounted to the bottomof the overhead console: A red light and two whitelights. The red light is mounted nearest to the wind-shield. Each light is activated by pushing on the lenscover. Also, the center light, a white light, activateswhen the doors to the vehicle are opened.

Courtesy LightsThere are optional red lights mounted underneath thedash on the driver’s and the passenger’s sides of thevehicle. These lights are activated by a rocker switchon the lower dash panel next to the climate controlswitches.

Windshield Washer ReservoirThe windshield washer reservoir may be located oneither the right-hand or left-hand side of the frontwall,behind the front access panel. See Fig. 3.31 .

Cab Front Access Panel

CAUTIONStep back from the front access panel whenopening it. The access panel can open quicklyand could hit a person, possibly resulting in per-sonal injury.

04/07/98 f610210

1 2

3

4

1. Ash Tray2. Driver’s Cup Holder3. Passenger’s Cup Holder4. Electrical Access Panel

Fig. 3.29, Cab Amenities

05/15/98 f680007

Fig. 3.30, Glove Boxes and Overhead Storage

Vehicle Access

3.21

The front access panel allows the driver access tothe engine oil dipstick, the coolant fill cap, and thewindshield washer reservoir. To open the panel, facethe grille, reach through the latch access openingson either side of the panel, and release the twolatches. See Fig. 3.32 . Hold the latch on your lefthand open while lifting the access panel, then gripthe panel firmly with both hands, and lift. The panelwill stay open until you grab the strap and pull itshut. See Fig. 3.33 .

Make sure the panel is shut and latched securely.

NOTE: On some vehicles, the access panellatches are located behind the lower corners ofthe panel.

05/24/2011 f602459

1

1. Washer Reservoir Fill Tube

Fig. 3.31, Windshield Washer Reservoir Location (right-hand side location shown)

05/23/2011 f602457

Fig. 3.32, Opening the Front Access Panel

05/23/2011 f602458

1

1A

A. Use this strap to close the access panel.1. Access Panel Latch

Fig. 3.33, Access Panel (shown fully open)

Vehicle Access

3.22

4

Heater and Air ConditionerHVAC General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1Defogging and Defrosting Using Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Heating, Auxiliary (Sleeper Bunk) Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Air Conditioning, Auxiliary (Sleeper Bunk) Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . 4.4

HVAC General InformationA dash-mounted climate control panel (Fig. 4.1 orFig. 4.2 ) allows you to control all of the heating, airconditioning, defrosting, and ventilating functions.

A four-speed fan forces fresh or recirculated air toany selected air outlets at the windshield, door win-dows, dashboard face, and cab floor.

An air selection switch controls the direction of warmor cool air to the face and feet, face only, feet only,feet and windshield, or windshield only (defrost).

A temperature control switch is used to select thedesired temperature. Turn the switch counterclock-wise for cool air, or clockwise for warm air.

All of the dash-face outlets have adjustable louversthat pivot right and left, and up and down. The out-lets can be closed by moving the louvers all the waydown. Windshield defrost outlets and the passenger’sdoor window defrost outlet have nonadjustable lou-vers. The bunk outlet (at the right-hand rear corner ofthe bunk) has two sets of vertical louvers that oper-ate like the horizontal dash-face louvers.

An auxiliary heater and air conditioner unit is stan-dard when there is a sleeper compartment. The unitis installed in the right side sleeper baggage com-partment and uses the cab’s refrigerant liquid systemfor air conditioner operation. The unit is equippedwith a separate evaporator coil, expansion valve, andfan. It is also equipped with its own heater core andwater valve, independent of the cab heater. The aux-iliary unit’s climate control panel (Fig. 4.3 ) ismounted on the right rear wall or the rear overheadstorage compartment.

NOTE: Shutting off the heater supply gate valve(if equipped) on the engine limits the ability tocontrol air conditioning temperature in the caband in the sleeper. With the valve shut off, warmcoolant is no longer available from the engine,

9/07/95 f830716

1 2 3

4

1. Fan Switch2. Air Selection Switch3. Temperature Control Switch4. Maximum Air Conditioning

Fig. 4.1, Climate Control Panel, Heater and AirConditioning

10/26/95 f830717

1 2 3

45

1. Fan Switch2. Air Selection Switch3. Temperature Control Switch4. Fresh Air/Recirculation Switch5. Auxiliary (sleeper bunk) Switch

Fig. 4.2, Climate Control Panel, Heater Only10/04/95 f830728

1

2

1. Temperature Control Knob2. Fan Control Knob

Fig. 4.3, Auxiliary (sleeper bunk) Control Panel

Heater and Air Conditioner

4.1

and the outlet air temperature controls can’t beused to change air temperature.

A fresh air/recirculation switch (Fig. 4.2 ) is standardequipment when there is no air conditioning. Thiscontrol is an option when air conditioning is ordered.It allows the cab to be ventilated with either fresh orrecirculated air. When the air selection switch is ro-tated to the maximum air conditioning position(Fig. 4.1 ), the system uses only recirculated air, re-gardless of whether fresh or recirculated air hasbeen selected.

When the air selection switch is set to air condition-ing and recirculated air has been selected, the sys-tem functions the same as when the air selectionswitch is set at maximum air conditioning.

The dash mounted auxiliary switch (Fig. 4.2 ) over-rides the auxiliary (sleeper) control panel. This switchshould be set in the HI (up) position for increasedventilation in the bunk area, the center (middle) posi-tion for normal fan and temperature operation, andthe OFF (lower) position to cut power to the auxiliaryunit.

NOTE: When the auxiliary switch is in the OFF(lower) position, the sleeper temperature controlwill default to the HEAT mode. The sleeper fanwill blow hot air when any air conditioning modeis selected. To operate the temperature controls,move the auxiliary switch to the center (middle)position.

A cab exhaust system is included with sleepers.When the climate control unit is set for fresh air, 300cubic feet per minute of air is provided to the sleeperand exhausted through a vent in the left rear area ofthe sleeper. When the system is activated, fresh airrapidly displaces stale air as the cab pressurizes.

IMPORTANT: To prevent the buildup of fumes orodors inside the cab (for example, from smok-ing), do not operate the heater and air condi-tioning system in a recirculation mode for morethan 20 minutes.

Defogging and DefrostingUsing Fresh Air1. Turn the temperature control switch all the way

clockwise for warm air, the fan switch to OFF

and, if so equipped, the bunk fan switch to OFFbefore starting the engine.

2. Remove any ice or snow from the outside of thewindshield, door windows, and fresh air inletgrille.

3. With the engine at operating temperature, turnthe fan switch to 4, the highest speed. SeeFig. 4.4 . Leave it in this position for 30 seconds.This will clear the system of moist air.

4. Move the air selection switch to the defrost(windshield) position. In this position warm, dryair is directed to the windshield.

NOTE: The air conditioner (if equipped) is auto-matically engaged in the defrost mode. Thisdries the air.

Heating1. With the engine at operating temperature, move

the temperature control switch all the way clock-wise (for heat). See Fig. 4.5 .

2. Turn on the fan switch to the desired speed.

3. Move the air selection switch to the desired set-ting.

IMPORTANT: If the windows start to fog, movethe air selection switch to defrost (windshield),and make sure the fan is on. To defog the driv-er’s door window, turn the extreme left dash-face outlet to direct airflow to the upper left.

9/07/95 f830718

1 2 3

1. Fan Switch at Highest Speed2. Air Selection Switch at Defrost3. Temperature Control Switch at Warm

Fig. 4.4, Defogging and Defrosting Settings


4.2

NOTE: In mild weather the fan switch can bekept off, since forward motion of the vehicle willprovide airflow through the heater.

4. If the vehicle has a sleeper with a rear climatecontrol panel, set the controls as desired. Forinstructions, refer to "Heating, Auxiliary Heaterand Air Conditioner."

5. When a comfortable temperature has beenreached, adjust the fan switch setting and tem-perature control as needed to maintain the tem-perature.


Air ConditioningIMPORTANT: Operate the air conditioner atleast five minutes each month, even during coolweather. This helps prevent drying and crackingof tubing seals, reducing refrigerant leaks in thesystem. Operate the air conditioner only afterthe engine compartment is warm, and the inte-rior of the cab is 70°F (21°C) or higher. Duringcold weather, the heater can be operated at thesame time, to prevent discomfort.

1. If the cab is hot inside, temporarily open the win-dows to let the hot air out.

2. Move the air selection switch to the (nonair con-ditioning) face only position and turn the fanswitch off before starting the engine. SeeFig. 4.6 .

3. Start the engine.

4. Move the air selection switch to either one of theair conditioning settings. With the control at ei-ther one of the air conditioning settings, fresh airis drawn into the cab. With the control at maxi-mum air conditioning, the air inside the cab isrecirculated.

IMPORTANT: If the outside air is dusty orsmoky, set the air selection switch at maximumair conditioning and keep the windows and ventclosed, to prevent drawing in dust or smoke. Onvehicles with the fresh air/recirculation switch,recirculated air can be selected either with theswitch or by setting the air selection switch tomaximum air conditioning.

5. Move the temperature control switch counter-clockwise for cool air. In this position, no heat isgiven off by the heater.

6. Turn the fan switch to the highest speed, 4.

7. As soon as cool air is flowing from the dash-board outlets, close the windows. Adjust the fanswitch setting as desired.

9/07/95 f830719

1 2 3

4

1. Fan Switch2. Air Selection Switch3. Temperature Control Switch at Warm4. Fresh Air/Recirculation Switch

Fig. 4.5, Heating Settings9/07/95 f830720

1 2 3 4

56

1. Fan Switch2. Air Conditioning Settings3. Face Only Setting (non-air conditioning)4. Temperature Control Switch5. Maximum Air Conditioning6. Fresh Air/Recirculation Switch

Fig. 4.6, Air Conditioning Settings


4.3

8. If the air from the vents is too cold, move thetemperature control switch clockwise for warmerair flow.


Fresh Air1. Move the fresh air/recirculation switch to the

fresh air position. See Fig. 4.2 . Move the air se-lection switch to the desired position.

2. Move the temperature control switch counter-clockwise for no heating, or move it clockwise forheat.

3. Set the fan switch at the desired speed.

IMPORTANT: To prevent the buildup of fumes orodors inside the cab (for example, from smok-ing), do not operate the heater or ventilationsystem in a recirculation mode for more than 20minutes.

Heating, Auxiliary (SleeperBunk) Heater and AirConditioner1. With the engine at operating temperature, set the

three position switch on the main climate controlpanel on the dash (Fig. 4.2 ) to the middle posi-tion.

The switch in the middle position gives full con-trol of the auxiliary heater/air conditioner to thesleeper bunk mounted control panel. The sleeperbunk fan is turned off when the switch is in thebottom position. The sleeper bunk fan is on highwhen the switch is in the top position.

NOTE: Whenever the refrigerant compressor isoperating, the fan will always run at a very lowspeed, even with the fan control knob in the"Off" position. This prevents ice from forming onthe evaporator, especially during humid weather.

2. Turn the temperature control knob all the wayclockwise to HEAT. Turn the fan control knob toposition 3. See Fig. 4.3 .

3. When the sleeper compartment heats to the de-sired temperature, turn the temperature controlknob counterclockwise to adjust outlet air tem-perature. Then, turn the fan control knob to ad-just the air flow level.

The system will automatically maintain the se-lected outlet air temperature.

4. Whenever heat is not desired, turn the tempera-ture control knob counterclockwise (as needed)and turn off the fan.

IMPORTANT: To prevent the buildup of fumes orodors inside the sleeper (for example, fromsmoking) do not operate the heater and air con-ditioning system in a recirculation mode formore than 20 minutes.

Air Conditioning, Auxiliary(Sleeper Bunk) Heater and AirConditioner1. Turn on the cab air conditioner (refer to "Air Con-

ditioning") and set the three position switch onthe main climate control panel on the dash(Fig. 4.2 ) to the middle position.

The switch in the middle position gives full con-trol of the auxiliary heater/air conditioner to thesleeper bunk mounted control panel. The sleeperbunk fan is turned off when the switch is in thebottom position. The sleeper bunk fan is on highwhen the switch is in the top position.

2. Turn the temperature control knob all the waycounterclockwise to COOL. Turn the fan controlknob to position 3. See Fig. 4.3 .

3. When the sleeper compartment cools to the de-sired temperature, turn the temperature controlknob clockwise to adjust outlet air temperature.Then, turn the fan control knob to adjust the airflow level.

The system will automatically maintain the se-lected outlet air temperature.

4. Whenever air conditioning is not desired, turn thetemperature control knob clockwise (as needed)and turn off the fan.

IMPORTANT: To prevent the buildup of fumes orodors inside the sleeper (for example, from


4.4

smoking) do not operate the heater and air con-ditioning system in a recirculation mode formore than 20 minutes.

NOTE: Whenever the refrigerant compressor isoperating, the fan will always run at a very lowspeed, even with the fan control knob in the"Off" position. This prevents ice from forming onthe evaporator, especially during humid weather.


4.5

5

Seats and Seat BeltsSeats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1Seat Belts and Tether Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5Sleeper Compartment Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8Supplemental Restraint System, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9Air Bag, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9SPACE System, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.10

SeatsGeneral InformationUnless otherwise noted, all seat adjustments shouldbe made while seated and before the engine isstarted.

Due to the maximum adjustability of mid- and high-back air suspension seats, it is possible to combinethe seat back recline adjustment and the seat slideadjustment so that the seat back contacts the back-wall. It is the responsibility of the driver to adjust theseat to prevent damage to the seat and the cab inte-rior.

WARNINGKeep hands, tools, and other objects away fromthe scissor points under the seats. Failure to doso could cause personal injury.

Seat AdjustmentThe following is a description of adjustments that canbe made to various Freightliner-installed seats. Notall seats have all of the adjustments listed below.See Fig. 5.1 .

1. Back Cushion Tilt: This adjustment enables theback cushion to pivot forward or backward.

2. Lumbar Support: Lumbar support changes theshape of the seat-back to give more or less sup-port to the occupant’s lumbar (lower back) area.This adjustment is either mechanical or air con-trolled, depending on make and model of theseat.

3. Isolator: This feature (also referred to as back-slap isolator or Chugger-Snubber®) reduces theamount of road shock by isolating the occupantfrom the motion of the vehicle, and allowing theupper seat to move in a simple pendulum mo-tion. A lockout feature is used whenever the iso-lator is not desired.

4. Height Adjustment: The entire seat moves up ordown when adjusting the height. The adjustmentis either manually or air controlled, depending onthe make of the seat.

5. Bottom Cushion Angle or Fore and Aft BottomCushion Height: This feature enables the occu-pant to raise or lower the front or back of the

bottom cushion. This adjustment is easier to per-form when all weight is removed from the seat.

6. Fore and Aft Seat or Seat Track Adjustment: Theentire seat moves forward or backward when thisadjustment is made.

7. Seat Tilt: When this adjustment is made, the seatassembly (back and bottom cushions) tilts for-ward or backward.

8. Upper Back Cushion Adjustment: When this ad-justment is made, the upper back cushionchanges angle to provide upper back support.

9. Weight Adjustment: On those seats with weightadjustment, the feature is fully automatic. Whenyou sit on the seat, a leveling valve places you inthe center of the ride zone. Additional adjust-ments are possible by using the height adjust-ment feature.

EzyRider® SeatFor seat adjustment controls on vehicles built beforeNovember 28, 2005, see Fig. 5.2 . For seat adjust-ment controls on vehicles built on or after November28, 2005, see Fig. 5.3 .

Back Cushion TiltTo tilt the back cushion, raise the back cushion tiltlever and lean forward or backward. Release thelever to lock the cushion in place.

Lumbar SupportTo adjust the amount of support for your lower back,use the lumbar support switch or lever on the side ofthe seat.

IsolatorTo engage the isolator, push in on the isolator lever.To lock out the isolator, pull the isolator lever out tothe first stop.

Fore and Aft Seat AdjustmentPull the fore and aft seat adjustment lever out to thesecond stop and slide the seat forward or backwardto the desired position.

Height AdjustmentTo raise or lower the seat, use the height adjustmentswitch or lever on the side of the seat.

Seats and Seat Belts

5.1

Bottom Cushion AngleTo adjust the bottom cushion angle, pull the bottomcushion up and forward or down and back. The bot-tom cushion angle is controlled by the guides oneach side of the seat.

Seat Position IndicatorsSeats installed in vehicles built before November 28,2005 are equipped with seat position indicators. Aback cushion tilt position indicator and a fore/aft seatposition indicator allow the driver to see where theseat is adjusted within the adjustment ranges.

Armrest Angle (optional armrests)To adjust the vertical angle of the armrest, turn theadjustment knob on the underside of the armrest.

Freightliner/Bostrom SeatSee Fig. 5.4 for seat adjustment controls.

Back Cushion TiltTo tilt the back cushion, lean forward slightly to re-move pressure from the cushion and hold the backcushion tilt lever rearward. Lean backward slowly tothe desired position and release the lever to lock thecushion in place.

Weight and Height AdjustmentTo raise the seat, press the upper portion of theweight and height adjustment switch. To lower theseat, press the lower portion of the switch.

IsolatorTo engage the isolator, put the isolator lever in thecenter position. Lock out the isolator by moving thelever to the right.

Fore and Aft Seat AdjustmentHold the fore and aft adjustment lever to the left andslide the seat forward or backward to the desired po-sition.

10/26/2000 f910149a

1

2

3 4

56 7

8

1. Back Cushion Tilt2. Lumbar Support3. Isolator Feature4. Height Adjustment

5. Bottom Cushion Angle (fore and aft cushion height)6. Fore and Aft Seat Adjustment (seat track adjustment)7. Seat Tilt8. Upper Back Cushion

Fig. 5.1, Seat Adjustments


5.2

Bottom Cushion Tilt AdjustmentRotate the bottom cushion tilt knob to increase ordecrease bottom cushion tilt.

Lumbar SupportTo increase lumbar support on LSO models, pressthe plus sign on the lumbar support switch. To de-crease lumbar support on LSO models, press theminus sign on the switch. To increase lumbar supporton non-LSO models, rotate the lumbar support knobforward. To decrease lumbar support on non-LSOmodels, rotate the knob rearward.

Damper AdjustmentPress the damper adjustment switch to adjust thedamper.

Dura-Form Fleetcruiser SeatSee Fig. 5.5 for seat adjustment controls.

Back Cushion TiltTo tilt the back cushion through a range of 10 de-grees, push down on the back cushion tilt handle.Move the back cushion to the desired position andrelease the handle.

Height AdjustmentPush the height adjustment knob in to inflate the sus-pension and raise the seat. Pull the knob out to de-flate the suspension and lower the seat.

Isolator and Fore-Aft Seat AdjustmentMove the fore-aft adjustment lever to the left to ad-just the seat to the desired fore-aft position. Movethe same lever to the center position to lock out theisolator feature. Move the lever to the right to engagethe isolator.

f9104561

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03/12/20017

1. Isolator and Fore/Aft Seat Adjustment Lever2. Bottom Cushion Angle Guide3. Armrest Adjustment Knob4. Back Cushion Tilt Position Indicator5. Back Cushion Tilt Lever6. Height Adjustment and Lumbar Support Lever7. Fore/Aft Seat Position Indicator

Fig. 5.2, EzyRider Seat Adjustment Controls (VehiclesBuilt Before November 28, 2005)

f9105651

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01/06/2006

1. Isolator and Fore/Aft Seat Adjustment Lever2. Armrest Adjustment Knob3. Bottom Cushion Angle Guide4. Back Cushion Tilt Lever5. Lumbar Support Switch6. Height Adjustment Switch

Fig. 5.3, EzyRider Seat Adjustment Controls (VehiclesBuilt on or After November 28, 2005)


5.3

Seat Cushion AdjustmentTo put the seat cushion in the upper position, lift up-ward on the front of the cushion, then push rearward.To put the seat cushion in the lower position, pull for-ward and then push downward.

Lumbar SupportMove the lumbar support lever to any of the threepositions as desired.

National 2000 Series SeatSee Fig. 5.6 for seat adjustment controls.

Back Cushion TiltTo tilt the back cushion, turn the back cushion tiltknob until the desired position is reached.

Height AdjustmentTo raise or lower the height of the seat, use theheight adjustment switch on the side of the seat.

Fore and Aft Seat AdjustmentTo adjust the fore and aft position of the entire seat,move the fore and aft seat adjustment lever to theleft and slide the seat forward or backward to thedesired position. Move the lever back to its originalposition to lock the seat in place.

Rear Cushion AdjustmentTo adjust the height of the rear of the seat cushion,remove your weight from the seat and turn the rearcushion adjustment knob to one of three positions.

IsolatorAlso called a Chugger Snubber®, the isolator reducesthe amount of road shock by isolating the occupantfrom the motion of the vehicle and allowing the seatto move in a simple pendulum motion. To use theisolator feature, turn the isolator handle to the hori-zontal position. Turn the isolator handle down whenthe isolator feature is not desired.

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10/10/96 f910131

1. Back Cushion Tilt Lever2. Lumbar Support Switch (LSO models)3. Damper Adjustment Switch4. Weight and Height Adjustment Switch5. Bottom Cushion Tilt Knob6. Fore and Aft Adjustment and Isolator Lever7. Lumbar Support Knob (non-LSO models)

Fig. 5.4, Freightliner/Bostrom Seat Adjustment Controls

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1. Back Cushion Tilt Handle2. Height Adjustment Knob3. Isolator and Fore/Aft Adjustment Lever4. Seat Cushion Adjustment5. Lumbar Support Lever

Fig. 5.5, Dura-Form Fleetcruiser Seat AdjustmentControls


5.4

Lumbar SupportTo adjust the lumbar support, use the lumbar supportswitch on the side of the seat to give more or lesssupport to your lower back.

Bottom Cushion Front HeightTo adjust the height of the front of the bottom cush-ion, lift the bottom cushion front height adjustmenthandle, and pull forward or push back to the desiredsetting.

Seat Belts and Tether BeltsGeneral InformationSeat belt assemblies are designed to secure personsin the vehicle to help reduce the chance of injury orthe amount of injury resulting from accidents or sud-den stops. For this reason, Daimler Trucks NorthAmerica LLC urges that the driver and all passen-

gers, regardless of age or physical condition, useseat belts when riding in the vehicle.

WARNINGAlways use the vehicle’s seat belt system whenoperating the vehicle. Failure to do so can resultin severe personal injury or death.

Seat belt assemblies in Daimler Trucks NorthAmerica (DTNA) vehicles meet Federal Motor Ve-hicle Safety Standard 209, "Type 1" and "Type 2" re-quirements.

When transporting a child, always use a child re-straint system or the vehicle seat belts as appropri-ate. To determine whether a child restraint system isrequired, review and comply with applicable stateand local laws. Any child restraint used must complywith Federal Motor Vehicle Safety Standard 213,"Child Restraint Systems." When providing a childrestraint system, always carefully read and follow allinstructions pertaining to installation and usage forthe child. Make certain the child remains in the re-straint system at all times when the vehicle is in mo-tion.

In addition to seat belt assemblies, tether belts areinstalled on suspension-type seats. Tether belts helpsecure the seat to the floor and are intended to re-strain the seat and seat belt in case of an accident orsudden stop.

IMPORTANT: Seat belts have a finite life whichmay be much shorter than the life of the vehicle.Regular inspections and replacement as neededare the only assurance of adequate seat beltsecurity over the life of the vehicle.

Seat Belt Inspection

WARNINGInspect and maintain seat belts. When any part ofa seat belt system needs replacement, the entireseat belt must be replaced, both retractor andbuckle side. Any time a vehicle is involved in anaccident, and the seat belt system was in use,the entire vehicle seat belt system must be re-placed before operating the vehicle. Do not at-tempt to modify the seat belt system; doing socould change the effectiveness of the system.Failure to replace worn or damaged seat belts, or

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1. Back Cushion Tilt Knob2. Lumbar Support Switch3. Height Adjustment Switch4. Fore and Aft Seat Adjustment Lever5. Bottom Cushion Front Height Adjustment Handle6. Isolator Handle7. Rear Cushion Adjustment Knob

Fig. 5.6, National 2000 Series Seat Adjustment Controls


5.5

making any modifications to the system, may re-sult in personal injury or death.

Inspect the seat belts and tether belts (if soequipped).

1. Check the web for fraying, cuts, extreme dirt anddust, or for severe fading from exposure to sun-light, especially near the buckle latch plate and inthe D-loop guide area.

2. Check operation of the buckle, latch, KomfortLatch or Sliding Komfort Latch (if equipped), webretractor, and upper seat belt mount on the doorpillar. Check all visible components for wear ordamage.

3. Check the seat belt and tether belt connectionpoints and tighten any that are loose.

Seat Belt OperationThree-Point Seat Belt With Komfort Latch

NOTE: For vehicles not equipped with the Kom-fort Latch, see the seat belt operation under theheading "Three-Point Seat Belt."

WARNINGWear three-point seat belts only as describedbelow. Three-point seat belts are designed to beworn by one person at a time. In case of an acci-dent or sudden stop, personal injury or deathcould result from misuse.

Fasten the seat belts before driving. Fastening athree-point seat belt while driving creates a haz-ard.

1. Slowly pull the link end of the three-point seatbelt out of the retractor and pull it across yourlap (from outboard to inboard) far enough to en-gage the buckle. If the retractor locks too soon,allow the belt to retract slightly, then slowly pull itout again.

2. Fasten the three-point seat belt by pushing thelink into the buckle until it latches (Fig. 5.7 ). Givethe belt a tug at the buckle. If the buckle un-latches, repeat this step. If the problem contin-ues, replace the three-point seat belt.

3. Position the shoulder strap diagonally acrossyour chest with the adjustable D-loop bracket (ifequipped). The shoulder strap must be centered

on your shoulder and chest, away from your faceand neck. See Fig. 5.8 . If desired, engage theKomfort Latch as follows.

Pull on the shoulder strap to lessen the pressureof the strap on your shoulder and chest. Allow nomore than one inch (2.5 cm) of slack betweenyour chest and the shoulder harness. More slackcan significantly reduce the seat belt’s effective-ness in an accident or a sudden stop. Whileholding the belt slack, press the Komfort Latchlever up, clamping the seat belt webbing(Fig. 5.9 and Fig. 5.10 ).

4. To unbuckle the three-point seat belt, push thebutton on the buckle as shown in Fig. 5.11 . If theKomfort Latch was used, release it by giving the

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Fig. 5.7, Fastening the Three-Point Belt

08/09/2010 f910634A B C

A. Correct—Belt is centered on your shoulder andchest, away from your face and neck.

B. Wrong—Belt must not rub against face or neck.C. Wrong—Belt must not hang off shoulder.

Fig. 5.8, Proper Shoulder Strap Fit


5.6

shoulder belt a quick tug. If you lean forwardagainst the shoulder belt, the Komfort Latch willautomatically release, and will need to be reset.

NOTE: The Komfort Latch does not have to bereleased in an emergency situation. The Kom-fort Latch will release by itself under rough roador other abnormal conditions. Make sure thethree-point seat belt is completely retractedwhen it is not in use.

Three-Point Seat Belt

NOTE: For vehicles equipped with the KomfortLatch, see the seat belt operation under theheading "Three-Point Seat Belt With KomfortLatch."

WARNINGWear three-point seat belts only as describedbelow. Three-point seat belts are designed to beworn by one person at a time. In case of an acci-dent or sudden stop, personal injury or deathcould result from misuse.

Fasten the seat belts before driving. Fastening athree-point seat belt while driving creates a haz-ard.

1. Slowly pull the link end of the three-point seatbelt out of the retractor and pull it across yourlap (from outboard to inboard) far enough to en-gage the buckle. If the retractor locks too soon,allow the belt to retract slightly, then slowly pull itout again.

2. Fasten the three-point seat belt by pushing thelatch into the buckle. Listen for an audible click.See Fig. 5.7 .

3. Tug on the seat belt to make sure it is securelyfastened. If the buckle unlatches, repeat thisstep. If the problem continues, replace the three-point seat belt.

4. Snug the seat belt to your waist.

5. Position the shoulder strap diagonally acrossyour chest with the adjustable D-loop bracket (ifequipped). The shoulder strap must be centered

A

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A. 1 Inch (2.5 cm) Maximum

Fig. 5.9, Adjusting Shoulder Harness Clearance

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Fig. 5.10, Locking Komfort Latch

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Fig. 5.11, Releasing the Three-Point Seat Belt


5.7

on your shoulder and chest, away from your faceand neck. See Fig. 5.8 .

6. To unbuckle the three-point seat belt, press therelease button on the buckle; see Fig. 5.11 .

NOTE: Make sure the three-point seat belt iscompletely retracted when it is not in use.

Sleeper CompartmentRestraintsGeneral InformationOn vehicles equipped with a sleeper compartment,bunk restraints should be used whenever the sleepercompartment is occupied and the vehicle is moving.Restraints are designed to lessen the chance of in-jury or the amount of injury resulting from accidentsor sudden stops. For this reason, Daimler TrucksNorth America LLC urges the use of bunk restraintswhen the sleeper compartment is occupied in a mov-ing vehicle.

WARNINGDo not use the sleeper compartment while thevehicle is in motion unless a bunk restraint isinstalled and used. Not using the bunk restraintincreases the chance of injury, or the degree ofinjury, from accidents or sudden stops to all oc-cupants of the vehicle.

Bunk Restraint Adjustment1. Make sure the belt is attached to the bunk sup-

port and sleeper wall.

2. To lengthen the belt, tip the link end downwardand pull the link until it connects with the buckle.

3. After the belt is connected, shorten it by pullingon the loose end until the belt is snug, but com-fortable. Be sure the belts are not twisted. SeeFig. 5.12 .

Bunk Restraint Operation1. Starting at the foot of the bunk, pull up the link

end of the belt far enough to engage the buckle.See Fig. 5.13 .

2. Fasten the belt by pushing the link end into thebuckle until they latch. Make sure that the belt is

not twisted. Check the engagement by trying topull the link out of the buckle. If they come apart,repeat this step. If the problem continues, re-place the belt. Repeat steps 1 and 2 for theother two belts located in the middle and upperportion of the bunk to lock the restraint in place.

3. To release the bunk restraint, push the releasebutton on the buckle at the head of the bunk andpull the link from the buckle.

Repeat this step for the other two buckles tocompletely release the bunk restraint.

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A. Pull on the loose end to shorten the belt.1. Buckle2. Belt Release Button

3. Link

Fig. 5.12, Bunk Restraint Adjustment

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1. Mattress2. Sleeper Wall3. Restraint

4. Belt Anchor5. Buckle

Fig. 5.13, Bunk Restraint


5.8

Supplemental RestraintSystem, OptionalThe supplemental restraint system can consist of anair bag and SPACE system, or an air bag only sys-tem. Your vehicle may or may not have a supple-mental restraint system.

Air Bag, OptionalThe air bag, when used with seat belts, provides ad-ditional protection to the driver in severe frontal colli-sions. The operational readiness of the air bag sys-tem is indicated by the supplemental restraint system(SRS) indicator on the dash. The SRS indicatorcomes on when the engine is started and then goesoff. The indicator will remain on if there is a problemwith the air bag system. The vehicle should be ser-viced if the SRS indicator does not come on whenthe engine is started or if the SRS indicator remainson.

WARNINGAir bags are designed to inflate only in severefrontal collisions. The driver and the passengershould always wear seat belts. For maximum pro-tection in a collision or rollover, always be in anormal seated position with your back againstthe seat back and your head upright. Fasten yourseat belt and ensure that it is properly positionedon your body as described under the "Seat BeltOperation" heading. Since the air bag inflateswith considerable speed and force, a proper seatposition will keep you a safe distance from theinflating air bag.

Do not place objects on the steering wheel or be-tween you and the steering wheel. Keep yourhands on the sides and lower portion of thesteering wheel. Any objects may cause harm dur-ing an accident.

Failure to follow these instructions may result indeath or personal injury.

Air Bag Safety GuidelinesThe air bag system contains components that usecombustible chemicals. Because these chemicals arecombustible, care must be taken when replacing orhandling system components.

WARNINGConsider undeployed air bags to be dangerousand capable of deploying at any time. Do not at-tempt to service the air bag system unlesstrained to do so. Damaged air bag systemsshould be examined by qualified personnel be-fore any attempt is made to remove or to deploythe air bag. All intentional deployments and test-ing of the system should be performed by trainedpersonnel. Unintentional or improper air bag de-ployment could cause severe bodily injury ordeath.

Do not attempt to disassemble the air bag inflatorunit or breach the integrity of the sealed metallicinflator case. Doing so could cause severe bodilyinjury or death.

Do not allow system chemicals to contact otherliquids, combustibles, and flammable materials.Doing so could cause chemical burns or per-sonal injury.

The surface of the deployed air bag may containsmall amounts of sodium hydroxide (which is aby-product of the gas generant combustion) andmetallic sodium. Sodium hydroxide may be irri-tating to the skin and eyes. Always wear rubbergloves and safety glasses when handling a de-ployed air bag. Immediately wash your hands andexposed skin areas with a mild soap and water.Flush your eyes immediately if exposed to so-dium hydroxide.

Review and comply with the following list ofwarnings. Failure to do so could result in severeinjury or death.

• Keep all liquids, acids, halogens, heavymetals, and heavy salts away from the airbag system.

• Do not cut, drill, braze, solder, weld, strike,or probe any part of the air bag system.

• Do not expose the air bag module to elec-tricity. Never probe a circuit.

• Do not attempt to adapt, reuse, or install anair bag system in any vehicle other than thespecific vehicle for which it is designed.

• Do not cut wires or tamper with the connec-tor between the vehicle wiring harness andthe air bag module. Cutting or removing the


5.9

connector from the system will disable thesafety shunt and could cause unintentionaldeployment.

• Allow deployed air bag systems to coolafter deployment.

• Wear rubber gloves and safety glasseswhen handling a deployed air bag.

• Wash your hands and exposed skin surfaceareas immediately after handling a de-ployed system.

• Store, transport, dispose of, and recycledeployed air bag system components inaccordance with all applicable federal,state, and local regulations.

• The air bag module may contain perchlor-ate material: special handling may apply,see www.dtsc.ca.gov/hazardouswaste/perchlorate .

• Keep all heavy objects in the cab secured.

SPACE System, OptionalThe Seat Pretensioner Activation for Crash survivalEnhancement (SPACE) system, when used with seatbelts, provides additional protection to the driver insevere frontal collisions.

The SPACE system provides a significant increase inseat stability during a severe, frontal collision. Whenthe SPACE module senses a severe, life-threateningfrontal impact, the module triggers two gas-cylindersmounted at the base of the seat. See Fig. 5.14 . Thegas cylinders activate the power cinches that thentighten the lap and shoulder belts against the occu-pant of the seat and lower the seat suspension, mov-ing the occupant down and away from the steeringwheel and ceiling. See Fig. 5.15 . The air bag is acti-vated simultaneously. This sequence of actions oc-curs in about a tenth of a second.

WARNINGThe SPACE system will activate during a severe,frontal collision even if the seat belts are not fas-tened, but the SPACE system only provides pro-tection to the occupant when the seat belts arefastened. Always use the seat belts when operat-ing the vehicle. Failure to do so can result in se-vere personal injury or death.

WARNINGDamaged seat belts or seat belts that were wornin an accident must be replaced and their an-choring points must be checked. Do not attemptto modify the SPACE system. Doing so couldchange the effectiveness of the system. TheSPACE system must be replaced after being acti-vated. Failure to do so may result in personal in-jury or death.

Infants and children must not be placed in seatsequipped with the SPACE system. The SPACEsystem is designed for adults only. Failure to fol-low these instructions may result in personal in-jury or death.

The operational readiness of the SPACE system isindicated by the supplemental restraint system (SRS)indicator on the dash. The SRS indicator comes onwhen the engine is started and then goes off. Theindicator will remain on if there is a problem with theair bag or SPACE system. The vehicle should beserviced if the SRS indicator does not come on whenthe engine is started or if the SRS indicator remainson.

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1. Pretensioning Cable Tether2. SPACE Module3. Suspension Seat4. Gas Cylinder5. Sensor Bracket

Fig. 5.14, SPACE System Components


5.10



Safety Guidelines for the SPACESystemThe SPACE system contains components that usecombustible chemicals. Because these chemicals arecombustible, care must be taken when replacing orhandling system components.

WARNINGDo not attempt to service the air bag/SPACE sys-tem. Damaged or deployed air bag/SPACE sys-tems should be examined only by qualified per-sonnel before any attempt is made to remove,replace, or handle the air bag/SPACE systemcomponents. All intentional deployments andtesting of the system should be performed bytrained personnel. Unintentional or improper de-ployment of the air bag/SPACE system couldcause severe bodily injury or death.

Do not attempt to service or to disassemble theSPACE module. The SPACE module cannot beserviced. Doing so could result in severe bodilyinjury or death.

Although the air bag/SPACE system componentswill not likely explode, self-deploy, or produceshrapnel, take care when it is necessary to re-place or perform work around the air bag/SPACEsystem components. Review and comply with thefollowing list of warnings. Failure to do so couldresult in severe injury or death.

• Do not cut, drill, braze, solder, weld, strike,or probe any part of the air bag/SPACE sys-tem.

• Keep all liquids, acids, halogens, heavymetals, and heavy salts away from the airbag/SPACE system.

• Do not expose the air bag/SPACE systemcomponents to electricity.

• Do not attempt to adapt, reuse, or install anair bag/SPACE system in any vehicle otherthan the specific vehicle for which it is de-signed.

• Keep hands and tools away from the scis-sor points under the seats.

• Do not cut wires or tamper with the connec-tors between the vehicle wiring harnessand the air bag/SPACE system. Cutting orremoving the electrical connectors couldcause unintentional deployment.

• Do not expose the air bag/SPACE system toelectricity. Never probe a circuit.

• Store, transport, dispose, and recycle de-ployed air bag/SPACE system componentsin accordance with all applicable federal,state, and local regulations.

• Replace damaged seat belts or seat beltsthat were worn in an accident, and check allanchoring points. Only qualified personnelfamiliar with air bag/SPACE systems shouldreplace the seat belts used in a vehicle withan air bag/SPACE system.

• The air bag/SPACE system requires a spe-cial seat belt. Care must be taken to besure the correct seat belt is used.

• Keep all heavy objects in the cab secured.

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A. Seat Tether Without the SPACE SystemB. Seat Belt Assembly B-Pillar Components1. Height Adjuster2. Shoulder Loop3. Seat Belt4. Latch

5. Buckle6. Buckle Cable7. SPACE Module8. Seat Tether

Fig. 5.15, SPACE System Seat Belt Assembly


5.11

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Steering and Brake SystemsSteering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1

Steering SystemGeneral InformationWhen there is no load on the vehicle, and the fronttires are pointed straight ahead, the steering wheelspokes should be centered, ±10 degrees, as shownin Fig. 6.1 . See Group 46 of the Century ClassTrucks Workshop Manual for steering adjustmentprocedures.

CAUTIONNever steam clean or high-pressure wash thesteering gear. Internal damage to gear seals, andultimately the steering gear, can result.

Power Steering SystemThe power steering system consists of an integralsteering gear (which includes a manual steeringmechanism, a hydraulic control valve, and a hydrau-lic power cylinder), hydraulic hoses, power steeringpump, reservoir, and other components. Somemodels are also equipped with a separate hydraulicpower cylinder on the right side of the front axle. Thepower steering pump, driven by the engine, providesthe power assist for the steering system. If the en-gine is not running, there is no power assist. If thepower-assist feature does not work due to hydraulicfluid loss, steering pump damage, or some other

cause, bring the vehicle to a safe stop. Do not drivethe vehicle until the cause of the problem has beencorrected.

WARNINGDriving the vehicle without the power-assist fea-ture of the steering system requires much greatereffort, especially in sharp turns or at low speeds,which could result in an accident and possibleinjury.

Drivers should carefully use the power available witha power steering system. If the front tires becomelodged in a deep chuckhole or rut, drive the vehicleout, instead of using the steering system to lift thetires from the hole. Also, avoid turning the tires whenthey are against a curb, as this places a heavy loadon steering components and could damage them.

Brake SystemGeneral InformationA dual air brake system consists of two independentair brake systems which use a single set of brakecontrols. Each system has its own reservoirs, plumb-ing, and brake chambers. The primary system oper-ates the service brakes on the rear axle; the second-ary system operates the service brakes on the frontaxle. Service brake signals from both systems aresent to the trailer.

WARNINGDo not operate the vehicle with the front brakesbacked off or disconnected. Backing off or dis-connecting the front brakes will not improve ve-hicle handling and may lead to loss of vehiclecontrol, resulting in property damage or personalinjury.

Loss of air pressure in the primary system causesthe rear service brakes to become inoperative; frontbrakes will continue to be operated by secondarysystem air pressure. In addition, trailer brakes will beoperated by the secondary system. Loss of second-ary system air pressure causes the front axle brakesto become inoperative; rear service brakes and trailerbrakes will be operated by the primary system.

Before driving your vehicle, allow time for the aircompressor to build up a minimum of 100 psi (689

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10°

10°

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10°

10°

1. 9 o’Clock 2. 3 o’Clock

Fig. 6.1, Proper Steering Wheel Position (with tirespointed straight ahead)

Steering and Brake Systems

6.1

kPa) pressure in both the primary and secondarysystems. Monitor the air pressure system by observ-ing the dual system air pressure gauge and the low-air-pressure warning light and buzzer. The warninglight and buzzer shut off when air pressure in bothsystems reaches 64 to 76 psi (441 to 524 kPa).

The warning light and buzzer come on if air pressuredrops below 64 to 76 psi (441 to 524 kPa) in eithersystem. If this happens, check the dual system airpressure gauge to determine which system has lowair pressure. Although the vehicle’s speed can bereduced using the foot brake control pedal, either thefront or rear service brakes will not be operating,causing a longer stopping distance. Bring the vehicleto a safe stop, and have the air system repaired be-fore continuing.

IMPORTANT: In the event of a total loss of ser-vice brakes with full system air pressure, usethe parking brake control valve (yellow knob) tobring the vehicle to a complete stop in the saf-est location possible.

On tractor-trailer vehicles, if both the primary andsecondary systems become inoperative, the trailerservice brakes or spring parking brakes will automati-cally apply when air pressure drops below 35 to 45psi (242 to 310 kPa). The tractor spring parkingbrakes will automatically apply when air pressuredrops below 20 to 30 psi (138 to 207 kPa). Onstraight trucks, spring parking brakes will apply whenair pressure drops below 20 to 30 psi (138 to 207kPa). Do not wait for the brakes to apply automati-cally; when the warning light and buzzer first comeon, immediately bring the vehicle to a safe stop. Be-fore continuing operation of the vehicle, correct thecause of the air loss.

Before the vehicle can be moved, the spring parkingbrakes must be released by applying an external airsource at the gladhands, or by manually caging theparking brake springs.

WARNINGDo not release the spring parking brakes andthen drive the vehicle. There would be no meansof stopping the vehicle, which could result in se-rious personal injury or vehicle damage. Beforereleasing the spring parking brakes, make theconnection to a towing vehicle or chock the tires.

After correcting the brake system problem, uncagethe spring parking brakes before resuming normalvehicle operation.

Brake System OperationBefore driving the vehicle, secure all loose items inthe cab so that they will not fly forward during a fullbrake application. Make sure all passengers arewearing seat belts.

During normal brake stops, depress the foot brakecontrol pedal until braking action slows down the ve-hicle. Increase or decrease the pressure on thepedal so that the vehicle comes to a smooth, safestop. Apply the spring parking brakes if the vehicle isto be parked.

IMPORTANT: An air brake proportioning systemis used in tractor air brake systems when thevehicle is not equipped with ABS. When operat-ing in bobtail mode, the rear brake chambers(whose axle load has been greatly reduced) re-ceive reduced or proportional air pressure, whilethe front axle brake chambers receive full (nor-mal) air pressure. This results in a differentbrake pedal "feel," as the pedal seems to re-quire more travel and/or effort to slow or stopthe vehicle. However, the air brake proportioningsystem actually improves vehicle control whenthe tractor is in the bobtail mode of operation.When the tractor is towing a trailer, the rearbrake chambers will receive full (normal) appli-cation air pressure.

NOTE: If equipped with main and auxiliarytransmissions, do not shift both transmissionsinto neutral while the vehicle is rolling. Shiftingboth transmissions back into gear would be diffi-cult while the vehicle is rolling.

The trailer brake hand control valve (Fig. 6.2 ) actu-ates the trailer service brakes independently from thevehicle chassis service brakes. The valve can bepartially or fully applied, but in any partially-on posi-tion it will be overridden by a full application of thefoot brake control pedal. Moving the valve handleclockwise actuates the trailer brakes, while moving itcounterclockwise releases the trailer brakes. Thevalve handle is spring-loaded and returns to it’s origi-nal, no-air application position when released.


6.2

WARNINGDo not use the trailer service brakes for parking;they are not designed for this purpose. If airbleeds out of the trailer air tank during parking,the vehicle could roll causing serious personalinjury or property damage.

The red octagonal-shaped knob (Fig. 6.3 ) in the con-trol panel actuates the trailer air supply valve. Afterthe vehicle’s air hoses are connected to a trailer, andthe pressure in both air systems is at least 65 psi(448 kPa), the red knob must be pushed in. It shouldstay in, to charge the trailer air supply system and torelease the trailer spring parking brakes; it must bepulled out before disconnecting a trailer. It must alsobe pulled out when operating a vehicle without atrailer. If pressure in both air systems drops to 35 to45 psi (242 to 310 kPa), the red knob automaticallypops out, exhausting the trailer air supply, and apply-ing the trailer service or spring parking brakes.

The yellow diamond-shaped knob (Fig. 6.3 ) in thecontrol panel actuates the parking brake valve. Pull-ing out the knob applies both the tractor and trailerspring parking brakes and automatically causes thetrailer air supply valve knob to pop out.

CAUTIONDo not use the spring parking brakes if the ser-vice brakes are hot, such as after descending asteep grade. Also, do not use the spring parkingbrakes during freezing temperatures if the ser-vice brakes are wet. To do so could damage the

brakes if hot, or cause them to freeze during coldweather.

If the brakes are wet, drive the vehicle in lowgear and lightly apply the brakes to heat and drythem. Allow hot brakes to cool before using thespring parking brakes. Always chock the tires.

If the trailer is not equipped with spring parkingbrakes, pulling out the yellow knob applies the tractorspring parking brakes and the trailer service brakes.When the tractor and trailer parking brakes (or trailerservice brakes) are both applied, the trailer brakesare released by pushing in the red knob, leaving thetractor parking brakes applied. Air pressure in theprimary or secondary reservoir must be at least 65psi (447 kPa) before the tractor spring parkingbrakes, or the trailer service or spring parkingbrakes, can be released.

On trailers not equipped with spring parking brakes,chock the trailer tires before disconnecting the truckor tractor when parking just the trailer.

When parking a truck or tractor with a trailer (combi-nation vehicle), and the trailer is not equipped withspring parking brakes, apply the truck or tractorspring parking brakes.

WARNINGIf a trailer is not equipped with spring parkingbrakes, do not park it or a combination vehicleby pulling out only the trailer air supply valveknob. This would apply only the trailer servicebrakes. If air were to bleed from the trailer brakesystem, the trailer brakes would release, possiblycausing an unattended runaway vehicle.

9/26/95 f461056

12

3

1. Turn Signal Lever2. Trailer Brake Hand Control Valve3. Hazard Warning Light Tab

Fig. 6.2, Steering Column-Mounted Controls

f610291

1 2

03/10/99

1. Trailer Air Supply Valve Knob2. Parking Brake Control Valve Knob

Fig. 6.3, Brake Valve Knobs


6.3

CAUTIONNever apply the service and spring parkingbrakes simultaneously. To do so transmits exces-sive input force to the brake components, whichcould damage or cause eventual failure of brakeactuating components.

Meritor WABCO® Antilock BrakingSystem (ABS) (Fig. 6.4)

The Meritor WABCO® Antilock Braking System (ABS)is an electronic wheel speed monitoring and controlsystem that works with the standard air brake sys-tem. ABS passively monitors vehicle wheel speed atall times, and controls wheel speed during emer-gency stops. If equipped with Automatic TractionControl, wheel spin is controlled during reduced-traction situations. In normal braking applications, thestandard air brake system is in effect.

IMPORTANT: For proper ABS system operation,do not change tire sizes. The sizes of the tiresinstalled during production are programmed intothe electronic control unit. Installing differentsized tires could result in a reduced brakingforce, leading to longer stopping distances.

ABS includes signal-generating tone wheels and sen-sors located in the wheel hubs of each sensedwheel. The sensors transmit vehicle wheel speedinformation to an electronic control unit (located in apanel behind the driver’s seat). The control unit’smain circuit interprets the speed sensor signals andcalculates wheel speed, wheel retardation, and a ve-hicle reference speed. If the calculations indicatewheel lockup, the main circuit signals the appropriatesolenoid control valve to reduce braking pressure.During emergency braking, the solenoid control valve

alternately reduces, increases, or maintains air pres-sure supply in the brake chamber to prevent frontand rear wheel lockup.

If equipped with Automatic Traction Control, an addi-tional solenoid valve is installed. During reduced-traction situations, the valve increases or reduces airpressure supply in the brake chamber to provide bet-ter traction whenever wheel spin occurs.

The electronic control unit also has a safety circuitthat constantly monitors the wheel sensors, tractioncontrol valve (if equipped), solenoid control valves,and the electrical circuitry.

After the ignition switch is turned on, the tractorwarning light (TRACTOR ABS) and, if equipped withAutomatic Traction Control, the wheel spin (WHEELSPIN) indicator light come on for about three sec-onds. If a compatible trailer is connected, the trailerABS lamp will also illuminate. After three seconds,the warning lights go out only if all of the tractor andtrailer (if equipped) ABS components are working.

The wheel spin (WHEEL SPIN) indicator light comeson if one of the drive wheels spins during accelera-tion. The light goes out when the wheel stops spin-ning. When the light comes on, partially release thethrottle pedal until the light goes out. If slippery roadconditions continue, engage the axle lock.

CAUTIONAxle lock should only be engaged when the ve-hicle is moving slowly at low throttle. Engage-ment at high speed or power can damage theaxle(s).

Do not engage the axle lock while the WHEELSPIN light is on. To do so could damage the rearaxle. See Chapter 9 for axle lock instructions.

Vehicles with electronic engines and ABS may haveautomatic traction control (ATC). On these vehicles,the ATC system automatically limits wheel spin dur-ing reduced-traction situations.

If the vehicle has ATC, there will be a momentarycontact rocker switch on the dash labeled NORM/SPIN and ATC.

When the ATC system is in the NORMAL mode, itwill apply gentle braking to the spinning wheel, tofeed power to the wheel(s) with better traction. Ifboth wheels are spinning, the system will signal theelectronic engine to reduce power.


2f60112504/02/96

1

1. Tractor ABS Warning Light2. Wheel Spin Indicator Light

Fig. 6.4, ABS Dash Lights


6.4

Pressing NORM/SPIN will temporarily allow moredrive wheel spin to help burn through a thin layer ofice, or to help throw off accumulated mud or snow.SPIN mode is indicated by a flashing WHEEL SPINlight. Pressing NORM/SPIN again will cycle the sys-tem back to normal operation.

The Meritor WABCO® ABS system combines onefront-axle control channel with one rear axle to formone control circuit. For example, the sensor and sole-noid control valve on the left-front axle form a controlcircuit with the sensor and solenoid control valve onthe right rear axle. If, during vehicle operation, thesafety circuit senses a failure in any part of the ABSsystem (a sensor, solenoid control valve, wiring con-nection, short circuit, etc.), the tractor warning light(TRACTOR ABS) comes on and the control circuitwhere the failure occurred is switched to normalbraking action. The remaining control circuit will re-tain the ABS effect. Even if the ABS system is com-pletely inoperative, normal braking ability is main-tained. An exception would be if a solenoid controlvalve (or combination solenoid control valve) is dam-aged and inoperative. As these components are anintegral part of the air brake system, normal brakingmay be impaired or inoperative.

IMPORTANT: If any of the ABS warning lightsdo not work as described above, or come onwhile driving, repair the ABS system immedi-ately to ensure full antilock braking capability.

During emergency or reduced-traction stops, fullydepress the brake pedal until the vehicle comes to asafe stop; do not pump the brake pedal. With thebrake pedal fully depressed, the ABS system willcontrol all wheels to provide steering control and areduced braking distance.

Although the ABS system improves vehicle controlduring emergency braking situations, the driver stillhas the responsibility to change driving styles de-pending on the existing traffic and road conditions.For example, the ABS system cannot prevent an ac-cident if the driver is speeding or following tooclosely.

Trailer ABS Lamp OperationAntilock braking systems on tractors are designed tocommunicate with trailer ABS systems, if they arecompatible. Compatibility will result in the illuminationof the trailer ABS lamp during vehicle start-up andfault detection.

The dash-mounted lamp will operate as follows whena 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 trailerABS. Repair the trailer ABS system immedi-ately to ensure full antilock braking capability.

The Trailer ABS lamp will not illuminate unless acompatible trailer is connected to the tractor.

IMPORTANT: If a compatible trailer is con-nected, and the lamp is not illuminating momen-tarily when the ignition key is turned to the ONposition, it is possible that the lamp is burnt out.

Automatic Slack AdjustersAutomatic slack adjusters are required on all vehiclesequipped with air brakes manufactured after October20, 1994. Automatic slack adjusters should never bemanually adjusted except during routine maintenanceof the foundation brakes (e.g., replacing shoes), dur-ing slack adjuster installation or in an emergencysituation.

When the brake pushrod stroke exceeds the legalbrake adjustment limit on a vehicle, there is likely amechanical problem with the foundation brake com-ponents or the adjuster is improperly installed.

Visit a repair facility as soon as possible whenbrakes equipped with automatic slack adjusters aredetermined to be out of adjustment.

WARNINGManually adjusting an automatic slack adjuster tobring the pushrod stroke within legal limits islikely masking a mechanical problem. Adjustmentis not repairing. In fact, continual adjustment ofautomatic slack adjusters may result in prema-ture wear of the adjuster itself. Further, the im-proper adjustment of some automatic slack ad-justers may cause internal damage to theadjuster, thereby preventing it from properlyfunctioning.


6.5

7

Engines and ClutchesEPA07 Exhaust Aftertreatment System (ATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1Detroit Diesel Heavy-Duty Engine (DD13/15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4Engine Starting—CAT, Cummins, DDE S60, M-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8Engine Operation—CAT, Cummins, DDE S60, M-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12Engine Shutdown—CAT, Cummins, DDE S60, M-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19Optional Engine Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.21Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.27

EPA07 Exhaust AftertreatmentSystem (ATS)IMPORTANT: EPA07 emissions regulationsapply to vehicles domiciled in Canada and theUSA at the time of printing this manual. Vehiclesthat are domiciled outside of the USA andCanada may not have EPA07-compliant engineswith an emission aftertreatment system, de-pending upon local statutory emissions guide-lines.

All on-road diesel engines for vehicles domiciled inthe USA or Canada, and built after December 31,2006, but before January 1, 2010, must meet EPA07guidelines for reduced exhaust emissions of particu-late matter and nitrogen oxides (NOx). NOx is limitedto just over 1 gram per brake horsepower hour (g/bhp-hr) and particulate matter cannot exceed 0.01g/bhp-hr.

NOTICEIt is extremely important that the following guide-lines be followed for vehicles with EPA07-compliant engines, or damage may occur to theaftertreatment device, and the warranty may becompromised.

• Use ultralow-sulfur diesel with 15 ppm sulfurcontent or less.

• Do not use fuel blended with used engine lubeoil or kerosene.

• Engine lube oil must have a sulfated ash levelless than 1.0 wt %; currently referred to asCJ-4 oil.

IMPORTANT: Using non-specification fuels oroils can lead to shortened Diesel Particulate Fil-ter (DPF) cleaning or exchange intervals. Forexample, using CI-4+ oil with 1.3% sulfated ash(30% more ash content) may result in the needfor DPF cleaning or exchange 20 to 30% soonerthan would normally be required.

EPA07 ATS OperationThe "exhaust system" in EPA07-compliant vehicles iscalled the aftertreatment system (ATS). The ATS var-ies according to engine manufacturer and vehicleconfiguration, but instead of a muffler, an aftertreat-

ment system has a device that outwardly resemblesa muffler, called the aftertreatment device (ATD).

IMPORTANT: See your engine operation manualfor complete details and operation of the after-treatment system.

Inside the aftertreatment system, the exhaust firstpasses over the diesel oxidation catalyst (DOC), thenthrough the diesel particulate filter (DPF) which trapssoot particles. If the exhaust temperature is highenough, the trapped soot is reduced to ash in a pro-cess called passive regeneration (passive regen).Passive regeneration occurs as the vehicle isdriven normally under load; the driver is not evenaware that it is happening. The harder an EPA07 en-gine works, the better it disposes of soot, becausethe exhaust heat gets high enough to burn the sootto ash. Over the course of a workday, however, pas-sive regen cannot always keep the ATD filter clean,so the filter must undergo active regeneration (ac-tive regen) . In active regen, extra fuel is injected intothe exhaust stream to superheat the soot trapped inthe DPF and turn it to ash. Active regen happensonly when the vehicle is moving above a certainspeed, determined by the engine manufacturer. Con-sult your engine manufacturers’ documentation fordetails. Both active and passive regen happen auto-matically, without driver input.

When operating conditions do not allow at-speed ac-tive or passive regen, the vehicle may require adriver-activated parked regeneration (parkedregen) with the vehicle stationary. Completing aparked regen takes 20 minutes to an hour, depend-ing on ambient conditions.

The ATS warning lamps in the driver message centeralert the driver of a regen in progress, high exhausttemperatures, or the need to initiate a regen. SeeFig. 7.1 and Fig. 7.2 .

The engine warning lamps work alongside the ATSwarning lamps to indicate the severity of the warning;a steadily illuminated yellow malfunction indicatorlamp (MIL) indicates an engine fault that affects theemissions, a check engine lamp indicates that anengine derate may occur, a stop engine lamp indi-cates that an engine shutdown will occur. SeeFig. 7.3 .

A reference card is included with the driver’s docu-mentation package initially in the glove box, that ex-plains the ATS warnings, and the actions required to

Engines and Clutches

7.1

avoid automatic engine protection sequences. SeeFig. 7.4 .

A slow (10-second) flashing of the high exhaust sys-tem temperature (HEST) lamp indicates that aparked regen is in progress. The engine high-idlespeed is controlled by the engine software, not thevehicle operator.

A steadily illuminated HEST lamp alerts the operatorof high exhaust temperature during the regen pro-cess if the vehicle speed is below 5 mph (8 km/h), orduring a parked regen.

NOTE: The HEST lamp does not signify theneed for any kind of vehicle or engine service; italerts the vehicle operator of high exhaust tem-peratures.

WARNINGActive regeneration can occur automatically any-time the vehicle is moving. The exhaust gas tem-perature could reach 1500°F (800°C), which is hotenough to cause a fire, heat damage to objectsor materials, or personal injury to persons nearthe exhaust outlet. See Regen-Inhibit Switch laterin this chapter for instructions on preventing au-tomatic regen if necessary.

The exhaust temperature can remain high evenafter the vehicle has stopped. When stopping thevehicle shortly after an automatic regen, ensurethe exhaust outlets are directed away from struc-tures, trees, vegetation, flammable materials, andanything else that may be damaged or injured byexposure to high heat.

A steadily illuminated yellow diesel particulate filter(DPF) lamp indicates that a filter regen is recom-mended because the filter is reaching capacity. Bringthe vehicle to highway speeds to allow for an auto-matic regen, or perform a parked regen.

A flashing yellow DPF lamp indicates that a DPFregen is necessary because the filter is reachingmaximum capacity. To avoid engine derate, bring thevehicle to highway speeds to allow for an automaticregen, or perform a parked regen as soon as pos-sible.

A flashing yellow DPF lamp with a steadily illumi-nated yellow Check Engine lamp, indicates that aparked regen must be performed because the filterhas reached maximum capacity. The vehicle must beparked, and a parked regen must be performed orthe engine will begin derate.

A flashing yellow DPF lamp with a steadily illumi-nated yellow Check Engine lamp, and a steadily illu-minated red Stop Engine lamp, indicates that aparked regen is required, or the engine will shutdown because the filter has exceeded maximum ca-pacity. The vehicle must be parked, and a parked

09/25/2006 f610816a

Fig. 7.1, High Exhaust System Temperature (HEST)Lamp

09/25/2006 f610815a

Fig. 7.2, Diesel Particulate Filter (DPF) Status Lamp

07/09/2009 f6110361 2 3

CHECK STOP

1. Malfunction Indicator Lamp (MIL)2. Check Engine Warning Lamp3. Stop Engine Lamp

Fig. 7.3, Engine Lamps


7.2

regen or service regen must be performed. Checkyour engine operation manual for details.

The regen switch, located on the dash, is used toinitiate a parked regen of the aftertreatment device.The regen switch can start a parked regen only afterthe engine software calls for it, and the DPF light isilluminated. The regen switch cannot initiate a regenotherwise. See Fig. 7.5.

A regen inhibit switch allows additional control overthe aftertreatment regen process. When activated,the inhibit switch will stop a regen cycle in progress,

and prevent the start of a regen cycle until the switchis no longer active. See Fig. 7.6.

Parked Regen

DANGERDuring parked regeneration, exhaust tempera-tures are very high, and could cause a fire, heatdamage to objects or materials, or personal in-jury to persons near the exhaust outlet.

f080147

EXHAUST AFTERTREATMENT SYSTEM INFORMATION

Switch.

Level 1 Level 3Level 2 Level 4Filter RegenerationRecommended

Filter is reaching

Bring vehicle tohighway speeds to

Filter RegenerationNecessary

Filter is nowreaching maximumcapacity.

To avoid enginederate bring vehicle

Parked RegenerationRequired − EngineDerate

Filter has reachedmaximum capacity.

Vehicle must beparked and a Parked

Parked Regeneration Required −Engine Shut Down

Filter has exceededmaximum capacity

Vehicle must be parked and aParked Regeneration or Service

(Solid) (Flashing) (Flashing)

CHECK CHECK

(Flashing)

INDICATORLAMP(S)

Indicator LampMessage(s)

Diesel ParticulateFilter Condition

Required Action

capacity. .

STOP

See Engine Operator’s Manual for complete Regeneration Instructions.

allow for an AutomaticRegeneration orperform a ParkedRegeneration.

to highway speedsto allow for anAutomaticRegeneration orperform a ParkedRegeneration assoon as possible.

Regeneration mustbe performed −engine will beginderate.

Regeneration must be performed.Check engine operator’s manualfor details −engine will shut down.

For a driver performed Parked Regeneration, vehicle must be equipped with a dash mounted Regeneration Switch.

06/29/2009

24−01583−000B

WARNING

HEST (High ExhaustSystem Temperature)

Exhaust Componentsand exhaust gas areat high temperature. When stationary, keepaway from people andflammable materialsor vapors.

A regeneration is inprogress.

Flashing

Solid

Fig. 7.4, Exhaust-Aftertreatment Warnings Reference Card

f61084810/02/2006

Fig. 7.5, Regen Switch

f61094407/30/2009

Fig. 7.6, Regen Inhibit Switch


7.3

Before initiating a parked regeneration, make cer-tain the exhaust outlets are directed away fromstructures, trees, vegetation, flammable materi-als, and anything else that may be damaged orinjured by prolonged exposure to high heat.

To initiate a parked regen, perform the followingsteps.

1. Park the vehicle away from all combustible andflammable materials. Chock the tires. Start andwarm the engine until the coolant temperature isat least 150°F (66°C).

2. Set the parking brake. If the parking brake wasalready set, you must release it, then set itagain.

For manual transmissions, fully depress theclutch pedal, put the transmission in neutral, thenrelease the pedal.

If the vehicle has a two-pedal automated trans-mission, shift it into gear, then back to neutral.

NOTICEThe driver must remain with the vehicle duringthe entire regen cycle

3. Press and hold the regen switch for 4 seconds.The engine will increase rpm and initiate theregen process.

4. After the parked regen has run for 20 to 40 min-utes, the regen cycle is completed. The engineidle speed will drop to normal, and the vehiclemay be driven normally. The HEST lamp may beilluminated, but will go out when the vehiclespeed exceeds 5 mph (8 km/h), or the systemhas cooled to normal operating temperature.

5. To stop a parked regen at any time during theprocess, engage the clutch, brake, or throttlepedal, or turn off the engine.

Diesel Particulate Filter MaintenanceWhen diesel particulate filter servicing is needed, itmust be performed by an authorized technician, anda 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.

Detroit Diesel Heavy-DutyEngine (DD13/15)IMPORTANT: Always refer to your engine opera-tor’s manual, supplied with the vehicle, for com-plete details of engine operation.

DDEC VIBecause the DDEC VI system is electronic, vehiclebattery power must be available to operate the com-puter. The system operates at 12 volts, however, inthe event of a power supply malfunction, the systemwill continue to operate at reduced voltage. Whenthis occurs, the amber warning lamp (Check Engine)will come on. The engine will operate only at reducedrpm. When the battery reaches a point where theMotor Control Module (MCM) hasn’t enough power tofunction, the engine will shut down.

Besides the engine and its related sensors, theDDEC VI system has two control modules:

• a Motor Control Module (MCM) located on theengine;

• a Common Powertrain Controller (CPC) lo-cated in the vehicle cab.

The two control units are connected by a proprietarydatalink, through which all necessary data and infor-mation is exchanged. The CPC broadcasts informa-tion on the J1587 and J1939 datalinks, where it isread by the diagnostic tool. The MCM monitors boththe engine and datalink. When a malfunction is de-tected, the system selects an appropriate response;for example the emergency-running mode may beactivated.

Motor Control Module (MCM)The MCM is located on the left-hand side of the en-gine. See Fig. 7.7 .

The MCM processes the data received from theCPC; for example, the position of the acceleratorpedal, engine brake, etc. This data is evaluated to-gether with the data from the sensors on the engine,such as coolant and fuel temperature, and oil andcharge pressure. The data is then compared to thecharacteristic maps stored in the MCM. From thisdata, the quantity and timing of fuel injection are cal-culated.


7.4

Common Powertrain Controller (CPC)The CPC is located in the vehicle cab. See Fig. 7.8 .The CPC communicates with the MCM, over theJ1939 datalink. Data for specific applications isstored in the CPC. These include idle speed, maxi-mum running speed, and speed limitation.

The CPC receives data from the following sources:

• the operator (accelerator pedal position, enginebrake switch, etc.)

• other electronic control units (for example, theantilock brake system)

• the MCM (oil pressure, coolant temperature,etc.)

California Engine Idle LimitingIn order to meet the California engine idle limitingstandard, an engine idle shutdown feature has beenbuilt into the DDEC VI engine control strategy. Whenthe California engine idle limiting feature is enabled,the engine will generally shut down after five minutesof continuous idling when the transmission is in neu-tral or park, and the parking brake is set, or after fif-teen minutes when the transmission is in neutral orpark, and the parking brake is not set.

Activating or momentarily changing the position ofthe service-brake pedal, the clutch pedal, stop-engine override switch, the accelerator pedal, orparking brake status, during the final 30 seconds be-fore a shutdown would otherwise occur, will preventthe engine from shutting down, and will reset theshutdown timer. After an automatic shutdown, theengine may be restarted and operated normally.

If a parked regen of the aftertreatment system is initi-ated, it will override the five-minute idle shutdown.The HEST lamp will flash every ten seconds, indicat-ing a regeneration is in progress, and the driver isnot controlling the engine idle.

The automatic shutdown feature is generally disabledon engines certified by the U.S. EPA for use outsideCalifornia.

Data Recording CapabilityDDEC VI contains the ability to extract detailed dataon the engine use and performance, using DDECReports software. This data, known as DDEC Data,is stored in the CPC and contains information on en-gine performance (such as fuel economy, idle time,time in top gear), and critical incidents (such as de-tailed diagnostic data records and hard brakingevents). DDEC Data can be downloaded usingDDEC Reports software to produce reports. See theDetroit Diesel DD15 Engine Operator’s Guide forcomplete details.

Flashing Malfunction CodesAll malfunction codes are four digits. The malfunctioncode recorded in the computer memory will remainuntil it is erased by a technician. The flashing mal-function code can also be obtained by the operator.See the Detroit Diesel DD15 Engine Operator’sGuide for complete details.

02/19/2008 f545236

Fig. 7.7, Motor Control Module (MCM)

02/19/2008 f545235

Fig. 7.8, Common Powertrain Controller (CPC)


7.5

DDEC VI Driving TipsAccelerating the VehicleThe accelerator pedal was designed to communicate“percentage” of accelerator pedal travel to the engineMCM. A throttle characteristic you may need time toget used to, is the DDEC limiting speed governor.This allows the driver to command total engine re-sponse between idle and rated speed, such as accel-erating at half throttle—an advantage when drivingunder slippery conditions. To obtain 100 percent fuel-ing at any speed, the accelerator pedal must be de-pressed to the fully pressed position.

ShiftingDepending on your transmission model, the gear splitmay vary from 400 to 500 rpm. The electronic gover-nor provides almost no overrun capability; if thetransmission is downshifted too early, you will experi-ence a temporary loss of pulling power until the en-gine speed falls below rated speed. In general, whenusing a 9-speed transmission, you should alwaysdownshift between 1000 and 1100 rpm. This is trueeven on steep grades with heavy loads. When usingan 18-, 15-, or 13-speed transmission, you will needto downshift at an rpm that allows less than ratedrpm, before throttle application in the next geardown. You may want to limit engine speed to 1900rpm in all gears.

The Detroit Diesel HD engines provide horsepowerthrough 2100 rpm, but fuel economy is not as effi-cient above 1800 rpm. If you decide to drive at lowerrpm for improved fuel economy, don’t let differentengine noises throw you off guard. The Detroit DieselHD engine sounds quiet at 1400 rpm, almost as if ithad quit pulling. If you had a boost gauge to look atwhile driving, you would notice the turbochargermaintaining steady intake manifold pressure, even asrpm falls. Depending on the air intake arrangement,you may also hear a “chuffing” sound as the enginestarts to pull hard at lower rpm. This is normal, andcaused by the velocity changes of the air flow withinthe air intake plumbing. Electronic engines can actu-ally deliver more fuel at lower engine speeds than atrated speed.

The Detroit Diesel HD engine has been designed fora very quiet operation, but the air flow may be no-ticeable to the tuned attentive ear. The turbochargeroperates at higher boost pressure, forcing exhaust toflow through the exhaust gas recirculation plumbing.

In some situations the driver may believe they haveexperienced a charge air cooler system leak. Evenwhile connecting trailer lights and air hoses, thedriver may hear a different tone (exhaust and underhood with the engine idling). If equipped with a turboboost gauge, the driver may occasionally note theintake manifold pressure exceeds 35 psi (241 kPa).

IdlingThe common belief that idling a diesel engine causesno engine damage is wrong. Idling produces sulfuricacid that is absorbed by the lubricating oil and eatsinto bearings, rings, valve stems, and engine sur-faces. If you must idle the engine for cab heat orcooling, the high idle function of the cruise controlswitches should be used. An idle speed of 900 rpmshould be enough to provide cab heat in abovefreezing ambient temperatures.

Cold-Weather OperationPrecautions must be taken during cold weather toprotect your engine. Special cold-weather handling isrequired for fuel, engine oil, coolant, and batteries.The engine does not require starting aids down to50°F (10°C). A grid heater is included for tempera-tures between 50°F (10°C) and –4°F (–20°C). Tem-peratures below –4°F (–20°C), will require a gridheater, block heater, and oil pan heater.

NOTICENEVER use ether as a starting aid on a DD HDengine. Doing so will result in injector damage.

A winterfront may be used to improve cab heating. Atleast 25 percent of the grill opening should remainopen in sectioned stripes that run perpendicular tothe charge air cooler tube flow direction. This as-sures even cooling across each tube, and reducesheader-to-tube stress and possible failure. Winter-fronts should only be used when the ambient tem-perature remains below 10°F (–12°C).

Driving on Flat, Dry PavementUse the following guidelines when driving on flat, drypavement.

• If driving on open stretches with a light load,place the progressive braking switch in theLOW position.


7.6

• If you find you are still using the servicebrakes, move the switch to a higher positionuntil you do not need to use the service brakesto slow the vehicle.

• If you are carrying a heavier load and roadtraction is good, move the progressive brakingswitch to the HIGH position.

• Check your progressive braking switch oftenfor proper position, since road conditions canchange quickly. Never skip a step when oper-ating the progressive braking switch. Always gofrom OFF to LOW, and then to a higher posi-tion.

Descending a Long, Steep GradeControl speed is the constant speed at which theforces pushing the vehicle forward on a grade areequal to the forces holding it back, without using thevehicle service brakes. In other words, this is thespeed the vehicle will maintain without using the ser-vice brakes or throttle.

WARNINGDo not over apply the vehicle service brakeswhen descending a long, steep grade. Excessiveuse of the vehicle brakes will cause them to heatup, reducing their stopping ability. This condi-tion, referred to as “brake fade”, may result inloss of braking, which could lead to loss of con-trol of the vehicle, resulting in personal injury orproperty damage.

Use the following guidelines when descending along, steep grade.

• Before beginning the descent, determine ifyour engine brake system is operating properlyby lifting your foot briefly off the acceleratorpedal. You should feel the system activate.

• Check the progressive braking switch often forproper position, since road conditions canchange quickly. Never skip a step when oper-ating the progressive braking switch. Always gofrom OFF to LOW and then to a higher posi-tion when on slippery roads.

• Do not exceed the safe control speed of yourvehicle. Example: You could descend a 6 per-cent grade, under control at 10 mph (16 km/h)without an engine brake, but at 25 mph (40

km/h) it requires an engine brake. You couldnot descend that same hill at 50 mph (80km/h) and remain under control. Know howmuch slowing power your engine brake canprovide before descending hills, and do notexceed a safe control speed.

Driving on Wet or Slippery Pavement

WARNINGTo avoid injury from loss of vehicle control, donot activate the engine brake system under thefollowing conditions:

• on wet or slippery pavement

• when driving without a trailer (bobtailing) orpulling an empty trailer

• if the tractor drive wheels begin to lock, orthere is fishtail motion after the enginebrake is activated

NOTE: On single trailers or combinations, a lightair application of the trailer brakes may be desir-able to help keep the trailer stretched out. Fol-low the manufacturer’s recommended operatingprocedure when using the trailer brakes.

On wet or slippery pavement, start with the masterswitch in the OFF position and use the gear youwould normally use under these conditions. If thevehicle is maintaining traction, place the selectivebraking switch in the LOW position and turn ON theengine brake system. If the drive wheels are main-taining traction and you desire greater slowing power,move the braking switch to the next higher position.However, if the tractor drive-wheels begin to lock, orthere is a fishtail motion, turn the engine brake sys-tem OFF immediately and do not activate it until roadconditions improve.

Check your progressive engine braking switch oftenfor proper position, since road conditions can changequickly. Never skip a step when operating the pro-gressive braking system. Always go from OFF toLOW and then to a higher position.


7.7

Engine Starting—CAT,Cummins, DDE S60, M-BNormal StartingWhenever you start an engine, watch for any signsof engine problems. If the engine vibrates, misfires,or makes unusual noises, turn the engine off as soonas possible and determine the cause of the problem.Frequently, engine damage may be avoided by aquick response to early indications of problems.

NOTICEWhen starting a vehicle equipped with a manualtransmission and clutch lockout switch, theclutch pedal must be fully depressed during theentire start sequence. Failure to do so can causethe pinion to release and re-engage, which couldcause ring gear and starter pinion damage.

If a vehicle does not start on the first attempt,make sure that the engine has completelystopped rotating before reapplying the starterswitch. Failure to do so can cause the pinion torelease and re-engage, which could cause ringgear and starter pinion damage.

Moving a vehicle with the starter and/or using thestarter to bump the engine for maintenance pro-cedures is strictly prohibited. Use of these meth-ods to bump the engine over or move the vehiclecan cause the pinion to release and re-engage,which could cause ring gear and starter piniondamage.

IMPORTANT: The starter cannot be used forpriming the fuel system. Priming is done by op-erating the manual hand-priming pump locatedon the fuel filter module, or connecting anelectric-priming pump to the priming port on thefuel filter module. See the engine operationmanual for complete instructions.

Prestart

NOTE: These prestart steps apply to all en-gines.

1. Perform the engine pretrip inspection and dailymaintenance checks in Chapter 11 .

2. Apply the parking brake.

NOTE: On vehicles equipped with a neutral startswitch, the transmission must be in neutral be-fore the engine can be started. For air start sys-tems, check the air supply before starting theengine. There must be 100 psi (689 kPa) of airpressure available.

3. For manual transmissions, place the transmis-sion in neutral and disengage the clutch.

For automatic transmissions, make sure thetransmission shift control is in neutral or park.

Starting Precautions

NOTICEDo not crank the engine for more than 30 sec-onds at a time. Wait two minutes after each try toallow the starter to cool. Failure to do so couldcause starter damage.

NOTE: Some starters are equipped with op-tional overcrank protection. If overcranking oc-curs, a thermostat breaks the electrical circuit tothe starter motor until the motor has cooled.

WARNINGNever pour fuel or other flammable liquid into theair inlet opening in the air intake in an attempt tostart the vehicle. This could result in a flash firecausing serious personal injury or property dam-age.

WARNINGStarting fluid is highly flammable and explosive.It can cause serious injury or death if improperlyhandled. Do not smoke where starting fluid is inuse. Keep sparks, flames, and arc welding equip-ment away from starting fluid.

NOTICEProtect the turbocharger during the start-up bynot opening the throttle or accelerating the en-gine above 1000 rpm until minimum engine idleoil pressure registers on the gauge. Failure to doso could damage the turbocharger.


7.8

Caterpillar

NOTE: Perform the steps in "Prestart" first.

1. Turn the ignition switch to the ON position(Fig. 7.9 ). All the electronic gauges on the ICU(instrumentation control unit) complete a fullsweep of their dials, the warning and indicatorlights light up, and the buzzer sounds for threeseconds.

NOTE: The engine electronics supply the cor-rect amount of fuel for starting the engine. Pedalpressure is unnecessary.

2. Turn the ignition switch to the START position.Do not press down on the throttle pedal. Releasethe switch the moment the engine starts.

2.1 If the engine does not start after 30 sec-onds of cranking, turn the ignition switchOFF.

NOTE: Some starters are equipped with op-tional overcrank protection. If overcrankingoccurs, a thermostat breaks the electricalcircuit to the starter motor until the motorhas cooled.

2.2 Wait two minutes to allow the startermotor to cool. Turn the ignition switchback to the ON position and try again tostart the engine.

2.3 As soon as the engine starts, release theignition switch, allowing the engine to runat a slow idle.

NOTICEIf the oil pressure is less than 5 psi (35 kPa), shutdown the engine immediately to prevent seriousdamage. If the vehicle is equipped with an auto-matic shutdown system, the engine will shutdown after 30 seconds.

3. Run Caterpillar C–10/C–12/C–15/C–16 enginesat low load and speed once the engine oil pres-sure has reached 10 to 20 psi (69 to 138 kPa).Run a Caterpillar 3406E engine at low load andspeed once the engine oil pressure has reached18 psi (124 kPa).

4. Operate the engine at full load, when the enginehas reached the normal operating temperature of189°F (87°C).

Cummins

Perform the steps in "Prestart" first.


2. Turn the ignition switch to the START position.After the engine starts, release the key.


3. Bring the engine up to operating speed graduallyas it warms up and develops stable oil pressure.

NOTE: When the engine is started, it takes ashort time to build up a lubricating oil film be-tween the shafts and bearings, and between thepistons and liners. The oil pressure gauge indi-cates any drop in lubricating oil pressure within15 seconds of engine start-up.

4. If a minimum engine oil pressure at idle of 10 psi(69 kPa) does not register within 15 seconds,shut down the engine.

03/22/2001

OFF ON

ACC START

f602079

Fig. 7.9, Ignition Switch Positions


7.9


5. Idle the engine for three to five minutes at 1000rpm before operating the engine under load.

DDE S60

NOTE: Perform the steps in "Prestart" first.

1. Turn the ignition switch to the ON position (seeFig. 7.9 ). All the electronic gauges on the ICU(instrumentation control unit) complete a fullsweep of their dials, the warning and indicatorlights light up, and the buzzer sounds for threeseconds.

2. When all the indicators go out, turn the ignitionswitch to the START position. Without touchingthe throttle pedal, start the engine. If the enginewon’t start within 15 seconds, release the ignitionswitch and allow the starter motor to cool.

IMPORTANT: If the engine won’t start, check themain engine power fuses. The fuses are locatedalong the main engine electrical harness, on theleft frame rail near the batteries. If the fuses areblown, replace the fuses. Be sure to find thecause of the blown fuses as soon as possible.


WARNINGNever pour fuel or other flammable liquid into theair inlet opening in the air intake in an attempt tostart the vehicle. This could result in a flash firecausing serious personal injury or property dam-age.

3. Check the oil pressure gauge immediately afterstarting the engine.

4. If no pressure registers within 10 to 15 secondsor the ENGINE PROTECT indicator comes on,

shut down the engine and check the lubricatingoil system.


5. Idle the engine for about five minutes at 1000rpm before operating the engine under load.

Mercedes-Benz

NOTE: Performs the steps in "Prestart" first.


IMPORTANT: On vehicles equipped with an in-take air preheater, the INTAKE HEATER indica-tor stays on for a minimum of two seconds re-gardless of coolant temperature. Wait until theINTAKE HEATER indicator goes out before at-tempting to start the engine.

2. Turn the ignition switch to the START position.Without touching the throttle pedal, start the en-gine.


3. Idle the engine for one to three minutes at 600 to850 rpm before operating the engine under load.

4. Check the oil pressure gauge for any drop in lu-bricating oil pressure or mechanical malfunctionin the lubricating oil system. Minimum oil pres-sure at idle is 7 psi (50 kPa).

NOTICEDo not rev the engine if the oil pressure gaugeindicates no oil pressure. Shut down the engineif no oil pressure appears within approximately


7.10

ten seconds. Check to determine the cause of theproblem. Operating the engine with no oil pres-sure will damage the engine.

Cold-Weather StartingElectronic engines do not normally require specialstarting aids. At low temperatures, oil pan heaters orwater jacket heaters are sometimes used to assist instarting.

Older vehicles with non-electronic engines may beequipped with an automatic ether start system.

NOTICENever attempt to start an electronic engine usingether or any other starting fluid. Serious enginedamage could result.

WARNINGIf using a cold-weather-start system, be sure tofollow the manufacturer’s instructions regardingits use, handling, and storage. Many starting flu-ids are in capsules or pressure cans, and im-proper usage can be dangerous.

Do not attempt to use any type of vapor-compound start system near heat or open flame.Engine damage due to an explosion or fire in theintake manifold could result.

Do not breathe the ether fumes; doing so couldresult in personal injury.

CaterpillarTurn the ignition switch to the ON position (Fig. 7.9 ).

If the engine doesn’t start after 30 seconds of crank-ing, turn the key to the OFF position and wait twominutes; then repeat the starting procedure.

If the coolant temperature is less than 64°F (18°C),the engine will start up in the cold-start strategy. Thisreduces the amount of fuel available to the injectors,advances the timing, and controls white smoke emis-sions. The engine remains in the cold-start strategyuntil the coolant temperature rises above 64°F(18°C), or until it has been running for 12 minutes.

IMPORTANT: Do not move the vehicle when itis in the cold-start strategy. Power will be notice-ably reduced.

After a cold engine start of less than 64°F (18°C),Caterpillar electronic engines automatically idle at800 rpm (for C–10 and C–12 engines), or 600 rpm(for 3406E, C–15, and C–16 engines). These elec-tronic engine systems will adjust the idle speed to700 to 750 rpm when the engine is warm enough todrive the vehicle.

CumminsThe cold-start system approved for use on Cumminsengines has been based upon starting aid capabili-ties to –25°F (–32°C). For more information, see theCummins Operation and Maintenance Manual.

Turn the ignition switch to the ON position (Fig. 7.9 ).


Run the engine slightly above idle until oil pressureshows on the gauge. If oil pressure doesn’t show onthe gauge within 30 seconds of starting, turn the keyto the OFF position and wait one minute; then repeatthe starting procedure.

DDE S60The engine may require the use of a cold-weatherstarting aid if the outside temperature falls below40°F (4°C).

Turn the ignition switch to the ON position and startthe engine.


Run the engine slightly above idle until oil pressureshows on the gauge. If oil pressure doesn’t show onthe gauge within 30 seconds of starting, turn the keyto the off position and wait one minute; then repeatthe starting procedure.

Mercedes-BenzThe intake air preheater is activated by turning theignition switch to the on position (Fig. 7.9 ). If the en-gine is at normal temperature, the INTAKE HEATERindicator goes out after two seconds.

If the temperature is low enough to require theheater, the INTAKE HEATER indicator stays on whilethe intake air preheater warms up. After the indicatorgoes out, start the engine. If the engine doesn’t start


7.11

after about 30 seconds of cranking, turn the key tothe off position and wait two minutes; then repeat thestarting procedure.

NOTE: If the engine doesn’t start on the secondtry, wait at least five minutes before using theintake air preheater again.

Starting After Extended Shutdown orOil ChangeAn engine in storage for an extended period of time(over winter, for example) may accumulate water inthe oil pan. Oil diluted by water cannot provide ad-equate bearing protection at start-up. For this reason,change the engine oil and filters after extended stor-age.

Perform the following steps after an oil change orafter the engine has been shut down for more thanthree days.

1. Make sure the transmission is filled with the cor-rect type of fluid, as recommended by the trans-mission manufacturer.

2. Make sure the fuel tank is full. If air has enteredthe fuel system, prime the fuel system, using theengine manufacturer’s instructions.

3. If the engine is equipped with a fuel/water sepa-rator, drain off any accumulated water.

4. Check the drive belts to make sure they are ingood condition and properly adjusted. Replaceany drive belts that are cracked, worn, or glazed.

5. Check the turbocharger for signs of oil or ex-haust leaks. Correct any problems before startingthe engine.

6. Check the engine mounting bolts for tightness.Retighten them if necessary.

7. Make sure the battery cable connections areclean and tight. Check that the batteries arecharged.

8. Start the engine normally.

Engine Operation—CAT,Cummins, DDE S60, M-BEach engine must pass a full-load operating test ona dynamometer before shipment, thereby eliminatingthe need for a break-in period. Before running the

engine for the first time, follow the instructions in theengine manufacturer’s operation manual specific toyour engine.

Operating vehicles with diesel engines in areaswhere there are concentrated flammable vapors(such as diesel, gasoline, or propane fumes) can cre-ate a hazardous situation. These vapors can bedrawn into the engine through the air intake andcause engine overspeed. Be especially cautious oflow-lying or closed-in areas, and always check forsigns that flammable vapors may be present.

DANGERDo not operate the engine in an area where flam-mable vapors such as gasoline or diesel fumesare present. Shut down the engine when in anarea where flammable liquids or gases are beinghandled. Failure to observe these precautionscould result in serious injury or death.

Normal Operation, CaterpillarThe Caterpillar C–10, C–12, and 3406E electronicengines use a computer (electronic control module)to automatically control engine timing and fuel injec-tion. The electronic features of these engines includean electronic governor, fuel-to-air ratio control, pro-grammable engine ratings, injection-timing control,fault analysis and recording, and a datalink used forprogramming the electronic-control module andtroubleshooting the system.

Proper operation and maintenance are key factors inobtaining the maximum life and economy of a vehicleengine. Refer to the instructions in the CaterpillarOperation and Maintenance Management Manualand this manual, for trouble-free, economical engineoperation.

When starting out, operate the engine at low load.After normal oil pressure is reached and the tem-perature gauge begins to move, the engine may beoperated at full load.

Caterpillar electronic engines automatically idle at900 to 1000 rpm for the correct warm up time after acold engine start (less than 40°F [5°C]). These elec-tronic engine systems will reduce the idle speed to600 rpm when the engine is warm enough to drivethe truck.

IMPORTANT: Fuel heaters used on vehicleswith Caterpillar electronic engines could cause


7.12

excessive fuel temperatures that affect engineperformance and operation of the electronic en-gine controls. If a fuel heater is used, make sureit has thermostatic controls. If the fuel heaterhas a timer, set the timer to activate only for alimited period of time before the engine starts.Make sure the fuel heater is used only for start-ing the engine.

Select a gear that allows a smooth, easy start with-out increasing engine speed above low idle or slip-ping the clutch. Engage the clutch smoothly. Jerkystarts waste fuel and put stress on the drivetrain.

It is not necessary to accelerate Caterpillar electronicengines to governed speed in the lower gears to getthe vehicle moving, except in a high power demandsituation such as starting on a grade.

Continue to upshift until cruising speed is reached.Use only the rpm needed to make an upshift into thenext gear. The engine speed needed to make an up-shift increases as the truck speed increases or if up-shifts are made on uphill grades. If the truck can beoperated in a higher gear after reaching the desiredspeed, select the highest gear available that will pullthe load. Experience with your truck will show youwhat rpm is needed to make upshifts under variousconditions. This "progressive shifting" technique willlower fuel costs because the engine will be operatingat the lowest rpm needed to pull the load.

Caterpillar electronic engines can be programmed tolimit engine rpm while the truck is operated in thelower and higher gears. This feature assists thedriver in following "progressive shifting" techniques.

On uphill grades, begin downshifting when the en-gine rpm falls to 1200 rpm for C–10, C–12, and3406E electronic engines. Fuel economy will be bestif you let the engine lug back to around this speedbefore you downshift. Downshift until a gear isreached in which the engine will pull the load. Let theengine lug down if you can make it to the top of a hillwithout downshifting.

IMPORTANT: Do not let C–10, C–12, and3406E electronic engines exceed 2300 rpm(2100 rpm if equipped with an exhaust brake).

On a downhill grade, do not coast or put the trans-mission in neutral. Select the correct gear that doesnot allow the engine to exceed its maximum speed.Use the brakes to limit the truck speed.

A simple rule to follow is to select the same gear (orone gear lower) that would be needed to go up thegrade.

As with any engine, prolonged idling of Caterpillarengines is not recommended. An idling enginewastes fuel and if left unattended, is also unsafe.

Caterpillar engines can be programmed to shut offautomatically after a specified idling time. The vehicletransmission must be in neutral and the parkingbrake must be set for the automatic shutoff option towork.

Normal Operation, CumminsCummins CELECT Plus is an electronic fuel controlsystem. These electronic engines are controlled by amicroprocessor-based computer. This computer con-trols specific engine and vehicle speed modes of op-eration to maximize vehicle fuel economy and perfor-mance.

Cummins diesel engines have been built by Cum-mins to comply with the requirements of the Federal(U.S.) Clean Air Act. Once the engine is placed inservice, the responsibility for meeting both state andlocal regulations is with the owner/operator. Goodoperating practices, regular maintenance, and properadjustments are factors which will help to stay withinthe regulations. Proper maintenance of the engine,which is the responsibility of the owner/operator, isessential to keep the emission levels low.

Cummins diesel engines produce high horsepowerand peak torque characteristics at lower rpm. Be-cause of this, it is not necessary to keep the engine"wound up" to deliver the required horsepower at thewheels. These characteristics may also result in lessshifting and make shifting at lower rpm (toward peaktorque) more practical.

Depending on the vehicle gearing, the posted speedlimit can sometimes allow operation in either of thetop two gears; however, for improved operating effi-ciency (fuel economy and engine life), operate in thetop gear at reduced rpm, rather than in the nextlower gear at the maximum rpm.

Cruise at partial throttle whenever road conditionsand speed requirements permit. This driving tech-nique permits operating within the most economicalpower range of the engine.

When approaching a hill, open the throttle smoothlyto start the upgrade at full power, then shift down as


7.13

desired to maintain the maximum vehicle speed. Thehigher torque of Cummins engines may permit top-ping some grades without shifting.

Cummins engines are designed to operate over awide speed range. More frequent shifting than neces-sary does not allow proper utilization of this flexibility.The driver who stays in top gear and uses the widerspeed range will achieve the best fuel economy.

The Cummins diesel engine is effective as a brakeon downhill grades, but care must be used not tooverspeed the engine going downhill. The governorhas no control over engine speed when it is beingpushed by the loaded vehicle.

Never turn off the ignition switch while going down-hill. With the engine still in gear, fuel pressure willbuild up against the shutdown valve and may preventit from opening when the ignition key is turned on.

NOTICEEngine overspeed (engine speed exceeds highidle, no-load rpm) can damage the engine. Use acombination of brakes and gears to keep the ve-hicle under control at all times and to keep theengine speed below the rated governed rpm.

Normal Operation, Detroit Diesel S60(DDEC III)The DDEC III system uses a computer that is pro-grammed to automatically control engine timing andfuel injection, providing maximum engine perfor-mance and fuel economy.

Individual driving habits can make a difference in theperformance and economy of any engine. The rec-ommendations below call attention to the techniquesthat can be employed to save fuel and extend theoperating efficiency and life of a new Detroit Dieselengine for the longest possible time.

All engines have an operating range in which the en-gine performs most efficiently. The operating rangeextends from maximum torque rpm at the low end toengine rated speed at the high end. Detroit Dieselengines deliver best fuel economy when operated inthe low- and mid-speed segments of the efficiencyrange and produce maximum horsepower at ratedspeed, which is also the recommended maximumspeed of the engine.

It is seldom necessary to accelerate the engine togoverned speed in the lower gears to get the vehiclemoving, except in a high power demand situationsuch as starting on a grade.

To conserve fuel, start off in low gear and developonly the engine speed needed to get rolling. Then,increase engine speed gradually as upward gearshifting progresses.

As described by Detroit Diesel, this "progressiveshifting" technique will get the vehicle up to the de-sired cruising speed while minimizing noise emissionand maximizing fuel economy. A progressive shiftpattern is illustrated in Fig. 7.10 .

NOTE: A momentary hesitation in throttle re-sponse will occur when a vehicle with a turbo-charged engine is started on a grade. Do notdisengage the clutch. The rpm will recover, andthe vehicle will accelerate up the grade.

For city driving, run in the highest gear possible andreduce engine speed. This enables you to operate ata safe speed for traffic conditions while using lessfuel and reducing noise. Also, when slowing down forreduced speed zones, remain in your running gearand reduce engine rpm to stay within the speed limit.Avoid downshifting until you are ready to return tohighway cruising speed.

For highway cruising, and for best fuel economy, runthe engine at 80 to 90 percent of rated rpm to main-tain highway speed. Engines with 1800 rpm ratingsare exceptions and will provide fuel economy whenrun at their rated speed. Proper gear selection

0 10(16)

20(32)

30(48)

40(64)

50(80)

60(97)

f25031911/02/95

1

2

3

4

1. Governed RPM2. Engine RPM3. Idle RPM4. Miles (Kilometers) Per Hour

Fig. 7.10, Progressive Shift Pattern


7.14

should permit cruising in the economy range with noappreciable sacrifice in desired highway speed.

It is okay to operate below rated rpm at full throttle ifyou are satisfied with the way the vehicle performs.However, there are times when hilly terrain, highwinds, or other conditions make it impractical to op-erate without reserve power. Such conditions are bet-ter met if the vehicle is operated in a lower gear withreserve power available for changes in terrain, wind,etc.

The proper use of gears will shorten time on hills andminimize the amount of shifting. When starting up ahill, gradually depress the accelerator pedal all theway and keep it there as the vehicle moves up thegrade. If the engine continues to maintain a satisfac-tory road speed, remain in that gear for the entiregrade.

If the hill causes a steady decline in engine rpm,downshift as required until the engine can maintain astable uphill speed. Make full use of each gear be-fore going to a lower gear. By remaining in a gearuntil arriving at the speed of the next lower gear, thevehicle will top the grade in the best possible time onless fuel and fewer shifts.

Because of their constant torque over a wide speedrange, Detroit Diesel engines can be operated at fullthrottle at lower rpm than other engines. This offersbenefits in fuel economy and engine life. And morethan likely it will be possible to top most grades with-out downshifting.

When the vehicle starts into a grade, allow the en-gine to lug down to maximum torque rpm beforedownshifting. Downshift, if required, at maximumtorque rpm also or at the predetermined road speedfor the next lower gear.

Do not be afraid to lug the engine down. It has morethan enough torque at low rpm to keep a loaded ve-hicle moving against a grade and it won’t harm theengine.

The driver who is not familiar with the vehicle’s shiftpoints can greatly improve driving skill by learningthem for all gears. By knowing rather than guessingwhere the shift points are it is possible to avoid over-speeding the engine by downshifting too soon ormissing the full use of a gear by downshifting toolate. The shift points of any vehicle can be deter-mined by a simple road-test method. Run the vehicleand determine the maximum road speed possible in

every gear at the engine governed full-load speedsetting.

The top road speed possible in a gear would be theshift point for that gear. The results should be re-corded in the proper order of shifting and displayedinside the cab.

NOTICEEngine overspeed (engine speed exceeds highidle, no-load rpm) can damage the engine.

To slow the vehicle on downgrades and curves(using the engine), shift to a lower gear and allow thevehicle to decelerate in that gear. The engine pro-vides maximum braking effect when running at thetop end of the operating range, but it must not beallowed to exceed its full-load rated rpm. Continue todownshift as further reduction in vehicle speed is re-quired. If the vehicle is above the allowable maxi-mum speed of a lower gear, use the service brakesto slow the vehicle to an acceptable speed where thetransmission may be downshifted safely. Again, theimportance of knowing the shift points is demon-strated.

IMPORTANT: The engine governor has no con-trol over engine rpm when the engine is beingpushed by a loaded vehicle down a grade. Useservice brakes and gears in combination onlong grades to keep the vehicle speed undercontrol and the engine rpm below full-load ratedgoverned speed.

Essential information regarding the operation andcare of Allison automatic transmissions is containedin the Allison Driver’s Handbook. Applying the knowl-edge presented will not only make driving easier, butwill give the maximum benefits from an Allison-equipped vehicle.

Maintenance literature is also available for drivers ofAllison-equipped vehicles who desire trouble-freeperformance and maximum life from their equipment.These maintenance books are available from anyauthorized Detroit Diesel engine distributor.

As with all engines, prolonged idling of Detroit Dieselengines is not recommended. An idling enginewastes fuel and if left unattended, is also unsafe.

A Detroit Diesel Electronic Control (DDEC) enginecan be equipped to shut off automatically after fiveminutes of idling. The vehicle transmission must be


7.15

in neutral and the parking brake must be set for theautomatic shutoff option to work. To start the engine,follow the normal start-up procedure.

Engines equipped with DDEC will idle fast whencold. As the engine warms up to operating tempera-ture, the idle speed will decrease. Warm the engineuntil idle speed is normal before operating the ve-hicle.

Normal Operation, Mercedes-BenzWhile you are driving, watch for any signs of engineproblems. If the engine overheats, uses excessivefuel or lubricating oil, vibrates, misfires, makes un-usual noises, or shows an unusual loss of power,turn the engine off as soon as possible and deter-mine the cause of the problem. Frequently, enginedamage may be avoided by a quick response toearly indications of problems.

1. Use the tachometer to determine when to shift.Follow the pattern on the shift lever when movingthrough the gears.

2. Depending on the vehicle gearing, the postedspeed limit can sometimes allow operation in ei-ther of the top two gears; however, for improvedoperating efficiency (fuel economy and enginelife), operate in the top gear at reduced rpm,rather than in the next lower gear at the maxi-mum rpm.

3. Cruise at partial throttle whenever road condi-tions and speed requirements permit. This driv-ing technique permits operating within the mosteconomical power range of the engine.

4. Use lower gears in steep downhill driving. Nor-mally, the gear used to descend a hill is thesame gear used to climb a hill of the samegrade.

5. Never allow the engine to exceed the ratedspeed. Use the exhaust brake and the optionalconstant-throttle brake, if installed, to lower en-gine rpm below the rated speed.

6. Never allow the engine to idle for more than 30minutes. Excessive idling can cause oil to leakfrom the turbocharger.

NOTICEStop the engine at the first sign of malfunction.Almost all malfunctions give some warning to the

operator before significant damage occurs. Manyengines are saved because alert operators heedthe warning signs (sudden drop in oil pressure,unusual noises, etc.) and immediately shut downthe engine.

NOTE: Long periods of idling are not good foran engine because the combustion chambertemperatures drop so low that the fuel may notburn completely. This will cause carbon to clogthe injector spray holes and piston rings, andmay result in stuck valves.

If the engine coolant temperature becomes toolow, raw fuel will wash the lubricating oil off thecylinder walls and dilute the crankcase oil, caus-ing all moving parts of the engine to suffer frompoor lubrication.

Cold-Weather Operation—CAT,Cummins, DDE S60, M-BSatisfactory performance of a diesel engine operatingin low ambient temperatures requires modification ofthe engine, surrounding equipment, operating prac-tices, and maintenance procedures. The lower thetemperatures, the greater the amount of modificationrequired; and yet with the modifications applied, theengines must still be capable of operation in warmerclimates without extensive changes.

The following information is provided to engine own-ers, operators, and maintenance personnel on howthe modifications can be applied to get satisfactoryperformance from their diesel engines.

There are three basic objectives:

• Reasonable starting characteristics followed bypractical and dependable warm-up of the en-gine and equipment.

• A unit or installation which is as independentas possible from external influences.

• Modifications which maintain satisfactory oper-ating temperatures with a minimum increase inmaintenance of the equipment and accesso-ries.

If satisfactory engine temperature is not maintained,higher maintenance cost will result due to increasedengine wear. Special provisions to overcome lowtemperatures are definitely necessary, whereas achange to a warmer climate normally requires only a


7.16

minimum of revision. Most of the accessories shouldbe designed in such a way that they can be discon-nected so there is little effect on the engine whenthey are not in use.

IMPORTANT: If a winterfront is used on a ve-hicle with an electronic engine equipped with acharge air cooler, make sure that there are slitopenings distributed across the face of the win-terfront to allow airflow through the entirecharge-air-cooler core. Do not use a winterfrontwith closed areas that block uniform air flowacross all sections of the charge-air-coolercrossflow tubes. This will adversely affect theoperation and durability of the charge air cooler.

On all engines, the following steps are necessarywhen operating in cold weather:

• Check for cracks in the battery cases, for cor-rosion of the terminals, and for tightness of thecable clamps at the terminals.

• Charge the batteries to full capacity. Replaceany battery that is unable to hold full charge oris physically damaged.

• Check the alternator output.

• Check the condition and tension of the drivebelts.

CaterpillarIf the engine is in good mechanical condition and theprecautions necessary for cold-weather operation aretaken, ordinary cold weather will not cause difficultyin starting or loss of efficiency.

If the engine does not start, prime the fuel system.

When the use of unblended No. 2 diesel fuel in win-ter cannot be avoided, install a thermostatically con-trolled fuel heater. Fuel heaters can prevent waxfrom clogging the fuel filters and formation of icecrystals from water in the fuel.

IMPORTANT: If a fuel heater is used, make sureit has thermostatic controls to prevent excessiveheating of the fuel in warm weather. Excessiveheating of fuel can cause a loss of enginepower.

For cold weather operation, use the following guide-lines:

• When starting the engine in temperaturesbelow 32°F (0°C), use engine lubricants oflower viscosity. Refer to the Caterpillar Opera-tion and Maintenance Manual for specifica-tions.

• When the temperature is below freezing, usesufficient antifreeze solution in the cooling sys-tem to prevent freezing.

• During cold weather, give more attention to thecondition of the batteries. Test them frequentlyto ensure sufficient power for starting. SeeGroup 15 of the Century Class Trucks Work-shop Manual for detailed information.

• If so equipped, turn off the battery disconnectswitch after the engine is shut down, to preventbattery discharge.

For starting below 0°F (–18°C), an optionalcold-weather starting assist is recommended.For temperatures below –10°F (–23°C), consultyour Caterpillar dealer for recommendations.

• When customer parameters include cold-modeoperation and the coolant temperature is below82°F (28°C), the system puts the engine intocold mode. It adjusts the low idle to 600 rpm(for the 3406E, C–15, and C–16 engines) and800 rpm (for the C–10 and C–12 engines). Italso advances the timing, to reduce whitesmoke emissions and improve warm-up time.The system will keep the engine in cold modeuntil the coolant temperature rises above 82°F(28°C). After cold mode has been completed,operate the vehicle at low load and low rpmuntil the engine coolant reaches normal operat-ing temperature of 189°F (87°C).

• Fuel cloud point is the temperature at whichwax crystals become visible, which is generallyabove the pour point of the fuel. To keep thefuel filter elements from plugging with waxcrystals, the cloud point should be no higherthan the lowest ambient temperature at whichthe engine must start.

CumminsThe two most commonly used terms associated withpreparation of equipment for low-temperature opera-tion are "winterization" and "arctic specifications."


7.17

Winterization of the engine and/or components, sothat starting and operating are possible in the lowesttemperature to be encountered, requires:

• Proper lubrication with low-temperature lubri-cating oils.

• Protection from the low-temperature air. Themetal temperature does not change, but therate of heat dissipation is affected.

• Fuel of the proper grade for the lowest tem-perature.

• Heat to raise the engine block and componenttemperatures to at least –25°F (–32°C) forstarting in lower temperatures.

• Electrical equipment capable of operating inthe lowest expected temperature. All switches,connections, and batteries in the electrical sys-tem should be inspected and kept in good con-dition to prevent losses through poor contacts.

Arctic specifications refer to the design of materialand specifications of components necessary for sat-isfactory engine operation in extremely low tempera-tures to –65°F (–54°C). Contact the nearest Freight-liner dealer or Cummins engine dealer to obtain thespecial items required.

NOTICEAntileak antifreezes are not recommended foruse in Cummins engines. Although these anti-freezes are chemically compatible with DCAwater treatment, the antileak agents may clog thecoolant filters.

IMPORTANT: Fuel heaters used on vehicleswith Cummins CELECT Plus engine systemscould cause high fuel temperatures that affectengine performance and operation of the elec-tronic engine controls. If a fuel heater is used,make sure it has thermostatic controls. If thefuel heater has a timer, set the timer to activateonly for a limited period of time before the en-gine starts. Make sure the fuel heater is usedonly for starting the engine.

For more information, see the Cummins engine op-eration manual supplied with the vehicle.

DDE S60Preparations made in advance of winter and mainte-nance performed during the cold months will help toensure efficient engine starting and operation.

• Engine oil thickens as it gets colder, slowingcranking speed. When cold, multi-grade oil of-fers less resistance to the cranking effort of theengine and permits sufficient rpm to be devel-oped to start the engine. See "How to SelectLubricating Oil" in the Detroit Diesel EngineOperator’s Guide for specific recommenda-tions.

• When an engine equipped with a DDEC sys-tem is started at temperatures below 25°F(–4°C), the idle speed automatically increasesto 900 rpm. The injection timing is also ad-vanced to decrease white smoke. As the en-gine oil warms up, the idle speed gradually de-creases. When the oil temperature reaches122°F (50°C), both the idle speed and the in-jection timing return to normal.

• A winterfront may be used to improve cabheating while idling. At least 25% of the grilleopening should should remain open in sec-tioned stripes that run perpendicular to thecharge air cooler tube flow direction. This as-sures even cooling across each tube and re-duces header-to-tube stress, and possible fail-ure. Winterfronts should only be used when theambient temperature remains below 10°F(–12°C).

• During cold weather, the batteries should betested more frequently to ensure ample powerfor starting. All electrical connections should betight and in good condition to prevent lossesthrough loose or corroded connections.

• Ethylene glycol based antifreeze is recom-mended. An inhibitor system is included in thistype of antifreeze, and the corrosion protectionis sufficient as long as the recommended con-centration range of 30 to 67 percent (antifreezeto water by volume) is employed.

• If the engine is to be operated in arctic tem-peratures, consult the nearest Freightlinerdealer or an authorized Detroit Diesel enginedealer for information regarding availability ofspecial cold-weather equipment.


7.18

Mercedes-Benz

IMPORTANT: At outside temperatures below–4°F (–20°C), a coolant preheater is recom-mended. For service products to use in coldweather, see the M-B Engine Operator’s Manualsupplied with the vehicle for details.

Periodically check the coolant mixing ratio (concen-tration of antifreeze in the coolant). Add more if nec-essary. The coolant mixing ratio should never riseabove 60 percent antifreeze.

Use low-viscosity lubricating oils for adequate lubri-cation.

At temperatures below 32°F (0°C), do not usesummer-grade (2-D) diesel fuel. To avoid fuel prob-lems due to paraffin separation, use winter-grade(1-D or winterized 2-D) diesel fuel only.

WARNINGThe addition of kerosene lowers the flash pointof diesel fuel. To prevent fire and risk of injuriesdue to burning, do not smoke or use open flamesaround fuel mixed with kerosene. Comply with allappropriate safety regulations.

NOTE: Engine power may drop according to theproportion of kerosene. For this reason, neveradd more than 50 percent kerosene to the fuel.

High Altitude OperationEngines lose horsepower when operated at high alti-tude because the air is too thin to burn as much fuelas at sea level. This loss is about three percent foreach 1000 feet (300 m) altitude above sea level for anaturally aspirated engine. Most turbocharged en-gines are rated for higher altitudes than naturally as-pirated engines.

An engine will have smoky exhaust at high altitudesunless a lower gear is used. The engine will not de-mand full fuel from the fuel system unless the engineis altitude-compensated by the use of a turbocharger.Shift gears as needed to avoid excessive exhaustsmoke.

Engine Shutdown—CAT,Cummins, DDE S60, M-BCaterpillar

NOTICEStopping the engine immediately after it has beenworking under load can result in overheating andaccelerated wear of the engine components. Ex-cessive temperatures in the turbocharger center-housing will cause oil coking problems. Followthe procedure outlined below to allow the engineto cool.

1. With the vehicle stopped, apply the parkingbrakes. Reduce the engine speed to low idle.

2. Place the transmission shift lever in neutral.

NOTE: If the engine has been operating at lowloads, run it at low idle for 30 seconds beforestopping. If the engine has been operating athighway speed or at high loads, run it at lowidle for three minutes to reduce and stabilizeinternal engine temperatures before stopping.

3. Turn off the ignition switch and shut down theengine.

4. After engine shutdown, fill the fuel tank.

5. Check the crankcase oil level. Maintain the oillevel between the add and full marks on the dip-stick.

6. If equipped with an idle shutdown timer, it can beset to shut the engine down after a presetamount of time. Ninety seconds before the pre-set shutdown time, the CHECK ENGINE light willbegin to flash at a rapid rate. If the clutch pedalor service brake indicate a position change dur-ing this final ninety seconds the idle shutdowntimer will be disabled until reset.

7. If freezing temperatures are expected, allow theengine jacket water expansion tank to cool, thencheck the coolant for proper antifreeze protec-tion. The cooling system must be protectedagainst freezing to the lowest expected outsidetemperature. Add permanent-type antifreeze, ifrequired.


7.19

8. Repair any leaks, perform minor adjustments,tighten loose bolts, etc. Observe the vehicle mile-age or the service meter reading, if so equipped.Perform periodic maintenance as instructed inthe Maintenance Interval Schedule in the Cater-pillar Operation and Maintenance Manual.

Cummins

NOTICEWhen safe to do, shut down the engine at thefirst sign of malfunction. Almost all malfunctionsgive some warning to the operator before signifi-cant damage occurs. Many engines are savedbecause alert operators heed warning signs (sud-den drop in oil pressure, unusual noises, etc.)and immediately shut down the engine. Failure todo so could damage the engine.

1. With the vehicle stopped, apply the parkingbrakes, and place the transmission in neutral.

IMPORTANT: Bearings and seals in the turbo-charger are subjected to the high heat of com-bustion exhaust gases. While the engine is run-ning, this heat is carried away by oil circulation,but if the engine is stopped suddenly, the turbo-charger temperature may rise as much as100°F (56°C). The extreme heat may causebearings to seize or oil seals to leak.

2. Idle the engine three to five minutes before shut-ting it down. This allows the lubricating oil andthe water to carry heat away from the combus-tion chamber, bearings, shafts, etc. This is espe-cially important with turbocharged engines.

NOTE: Do not idle the engine for excessivelylong periods. Long periods of idling are notgood for an engine because the combustionchamber temperatures drop so low the fuel maynot burn completely. This will cause carbon toclog the injector spray holes and piston rings,and may result in stuck valves.

3. If the engine coolant temperature becomes toolow, raw fuel will wash the lubricating oil off thecylinder walls and dilute the crankcase oil; there-fore, all moving parts of the engine will sufferfrom poor lubrication.


DDE S601. With the vehicle stopped, apply the parking

brakes, and place the transmission in neutral.

2. Allow the engine to run at idle for four to fiveminutes. This allows the engine to cool and theturbocharger to slow down.

NOTICEAfter high-speed operation, shutting down theengine without idling may cause damage to theturbocharger, as it will continue to turn withoutan oil supply to the bearings.


Mercedes-BenzIf any of the following occur, shut down the engineimmediately.

• The oil pressure swings back and forth or fallssharply.

• Engine power and rpm fall even though thethrottle pedal remains steady.

• The exhaust pipe gives off heavy smoke.

• The coolant and/or oil temperature climb ab-normally.

• Abnormal sounds suddenly occur in the engineor turbocharger.

1. With the vehicle stopped, apply the parkingbrakes and place the transmission in neutral.

NOTICEIdle the engine one to two minutes before shut-ting it down, if this can be done without damageto the engine. After hard operation, shuttingdown the engine without idling may cause dam-age to the turbocharger.

2. Allow the engine to idle one to two minutes be-fore shutting it down. This allows the lubricatingoil and the coolant to carry heat away from thecombustion chambers, bearings, shafts, and


7.20

seals. The extreme heat may cause bearings toseize or oil seals to leak.

IMPORTANT: Bearings and seals in the turbo-charger are subjected to the high heat of com-bustion exhaust gases. While the engine is run-ning, this heat is carried away by oil circulation,but if the engine is stopped suddenly, the turbo-charger temperature may rise as much as 115°F(63°C).

NOTICEExcept in emergency, do not shut down theMBE4000 engine when the coolant temperature isabove 194°F (90°C). To do so could damage theengine.


Optional Engine SystemsCruise ControlIMPORTANT: On vehicles with Eaton VORADCollision Warning System (CWS) with Smart-Cruise, read the operating instructions in Colli-sion Warning System in Chapter 2 before oper-ating the cruise control.

The cruise control is activated by the SPD CNTL (on/off) and RSM/ACC–SET/CST switches on the dash(Fig. 7.11 ) or by optional PAUSE, RESUME, andSET buttons on the transmission shift knob(Fig. 7.12 ). The minimum speed at which cruise con-trol can be used is 30 mph (48 km/h). The minimumand maximum speed cruise control set limits can beprogrammed, by authorized personnel, into the en-gine electronics.

WARNINGDo not use the cruise control system when driv-ing conditions do not permit maintaining a con-stant speed, such as in heavy traffic or on roadsthat are winding, icy, snow-covered, slippery, orroads with a loose driving surface. Failure to fol-low this precaution could cause a collision orloss of vehicle control, possibly resulting in per-sonal injury or property damage.

NOTICEDo not attempt to shift gears without using theclutch pedal when the cruise control is engaged.Failure to follow this precaution will result in atemporarily uncontrolled increase in enginespeed; transmission damage and gear strippingcould result.

1. To cruise at a particular speed:

1.1 Press the upper half of the SPD CNTL(on/off) rocker switch on the instrumentcontrol panel.

1.2 Hold the throttle down until the speedom-eter reaches the desired speed.

07/29/98 f541126

1 2

1. RSM/ACC–SET/CST Switch2. SPD CNTL (On/Off) Switch

Fig. 7.11, Cruise Control Switches, Dash-Mounted

05/23/95 f260316

Fig. 7.12, Cruise Control, Transmission Shift KnobButtons


7.21

1.3 Momentarily flip the RSM/ACC–SET/CSTpaddle switch on the instrument controlpanel down to SET/CST or push the SETbutton on the transmission shift knob.

2. To disengage the cruise control:

2.1 Depress the brake pedal or clutch pedal,or

2.2 Press the lower half of the SPD CNTLrocker switch on the instrument controlpanel or push the PAUSE button on thetransmission shift knob.

3. To resume a preselected cruise speed:

3.1 If the SPD CNTL rocker switch on the in-strument control panel is off, turn it on.

3.2 Momentarily flip the RSM/ACC–SET/CSTpaddle switch on the instrument controlpanel to RSM/ACC or push the RESUMEbutton on the transmission shift knob.Cruise will return to the last speed se-lected.

NOTE: The resume vehicle speed memory isnot maintained if the ignition is shut off.

4. To adjust cruise speed up or down, hold thepaddle switch on the instrument control panel atRSM/ACC to accelerate or at SET/CST to decel-erate until the desired speed is reached or pressthe SET button on the transmission shift knob toaccelerate or the RESUME button to decelerateuntil the desired speed is reached.

Power Takeoff (PTO) GovernorThe vehicle must be parked before engaging thePTO. The PTO mode is activated by the SPD CNTLand RSM/ACC–SET/CST switches on the dash(Fig. 7.11 ) or by optional PAUSE, RESUME, andSET buttons on the transmission shift knob(Fig. 7.12 ).

1. To engage the PTO:

1.1 Press the upper half of the SPD CNTLrocker switch on the instrument controlpanel.

1.2 Hold the throttle down until the tachometerreaches the desired engine speed.

1.3 Momentarily flip the paddle switch on theinstrument control panel down to SET/CST or push the SET button on the trans-mission shift knob.

2. To disengage the PTO:

2.1 Depress the brake pedal or clutch pedal,or

2.2 Press the lower half of the SPD CNTLrocker switch on the instrument controlpanel or press the PAUSE button on theshift knob.

3. To resume a previously selected engine speed:

3.1 If the SPD CNTL switch on the instrumentcontrol panel is turned off, turn it on.

3.2 Momentarily flip the paddle switch on theinstrument control panel up to RSM/ACCor press the RESUME button on the trans-mission shift knob.

4. To adjust engine speed up or down, hold theRSM/ACC–SET/CST paddle switch up to accel-erate or down to decelerate until the desiredspeed is reached or press the SET button on thetransmission shift knob to accelerate or the RE-SUME button to decelerate until the desiredspeed is reached.

NOTE: The resume engine speed memory isnot maintained if the ignition is shut off.

Engine Braking SystemsThe engine brake is enabled by an ON/OFF switch,with a separate intensity switch to select low, me-dium, or high braking power.

WARNINGTo avoid injury from loss of vehicle control, donot activate the engine brake system under thefollowing conditions:

• on wet or slippery pavement

• when driving without a trailer (bobtailing) orpulling an empty trailer

• if the tractor drive wheels begin to lock, orthere is fishtail motion after the enginebrake is activated


7.22

If the engine is equipped with both cruise control andan engine brake, the engine brake can operate auto-matically while in cruise control mode. If the cruisecontrol/engine brake function is turned on, the enginebrake will come on “low” when the set road speedincreases a few miles-per-hour (kilometers-per-hour)above the cruise set speed. The maximum amount ofbraking (low, medium, high) is selected with the dashswitches. When the vehicle returns to the set cruisespeed, the engine brake will turn off.

The engine brake will only operate when the accel-erator pedal is fully released. Disengaging the clutchwill prevent the engine brake from operating.

Vehicles equipped with antilock braking systems(ABS) have the ability to turn the engine brake off ifa wheel-slip condition is detected. The engine brakewill automatically turn itself back on once the wheelslip is no longer detected. The system will deactivatethe engine brake when the engine speed falls below1000 rpm or when the vehicle slows down to a pre-set speed, depending on programming, to preventstalling the engine.

For a specific explanation of the engine brake sys-tem for your vehicle, see the engine operationmanual supplied with the engine.

Jacobs Engine Brake Operation

WARNINGDo not use the engine brake if road surfaces areslippery. Using the engine brake on wet, icy, orsnow-covered roads could result in loss of ve-hicle control, possibly causing personal injuryand property damage.

A Jacobs engine brake is a hydraulic-electric engineattachment that converts a diesel engine into an aircompressor. This is done by changing engine ex-haust valve operation. An engine brake is not a sub-stitute for a service braking system, except in emer-gencies, because it does not provide the precisecontrol available from the service brakes.

To engage the engine brake, the dash switch mustbe in the LO or HI position and both the clutch andthrottle pedals must be fully released. To disengagethe engine brake, depress the throttle or clutchpedal, or move the dash switch to OFF. Use the LOposition when driving on flat, open stretches of road.If you need to use the service brakes to slow down,

switch to a higher position until there is no need forthe service brakes.

WARNINGThe engine brake must be disengaged whenshifting gears. The clutch must be used if thedash switch is in the LO or HI position. If the en-gine brake is engaged when the transmission isin neutral, the braking power of the engine brakecan stall the engine, which could result in loss ofvehicle control, possibly causing personal injuryand property damage.

Since the engine brake is most effective at rated en-gine speed, gear selection is very important. Gearingdown the vehicle within the limits of the rated enginespeed makes the engine brake more effective. Rec-ommended engine braking speed is above 1800 rpmand below the rated speed.

IMPORTANT: Maximum retarder performance isobtained when you use the lowest possible gearwithout exceeding the recommended enginebraking speed.

"Control speed" is the speed at which the enginebrake performs 100 percent of the required downhillbraking, resulting in a constant speed of descent.The control speed varies, depending on vehicleweight and the downhill grade.

Below a set engine speed (set at the factory to 700rpm), the engine control unit (ECU) will not engagethe engine brake. The engine brake will not workbelow the set engine speed.

For faster descent, select a higher gear than thatused for control speed. Service brakes must then beused intermittently to prevent engine overspeed andto maintain desired vehicle speed.

IMPORTANT: When descending a grade, re-member that frequent use of service brakescauses them to become hot, which results in areduction of their stopping ability. Grade descentspeed should be such that the service brakesare used infrequently and that they remain cool,thus retaining their effectiveness.

A driver may descend slower than control speed byselecting a lower gear, one that will not overspeedthe engine. The engine brake retarding force will


7.23

then be sufficient to cause vehicle deceleration. Oc-casional deactivation of the engine brake may benecessary to maintain the designated road speedunder these conditions.

WARNINGUsing the engine brake as a primary braking sys-tem when the service brakes are operable is dan-gerous. This can cause long, unpredictable stop-ping distances, possibly resulting in personalinjury or property damage.

Whenever vehicle braking is required, the enginebrake may be used with the service brakes. There isno time limit for operation of the engine brake.

1. After the engine is warmed up and the vehicle isin motion, move the paddle switch to the desiredposition, LO or HI. Depending on the enginemodel, LO will provide 1/3 or 1/2 of the full brak-ing capacity of the engine. HI will provide maxi-mum engine braking.

2. The engine brake activates when the dashswitch is in LO or HI position and the driver’sfeet are removed from both the clutch andthrottle pedals. If it fails to activate, take the ve-hicle to an authorized Freightliner dealer for ser-vice.

3. To obtain maximum retarding, maintain the topgoverned speed of the engine through appropri-ate selection of gears when the engine brake isin use.

4. When either the clutch or throttle pedal is de-pressed, the engine brake is deactivated.

NOTICEIf the engine brake fails to shut off when eitherthe throttle or clutch pedal is depressed, placethe dash switch in the OFF position and do notuse the engine brake until the throttle or clutchswitch system is repaired. If the engine brakefails to shut off when the dash switch is turnedoff, the engine should be shut down and the en-gine brake repaired before continuing operation.Failure to do so could result in damage to the en-gine.

Turbo Brake (MBE4000 only)For high braking output, the Mercedes-BenzMBE4000 engine can be equipped with an optionalturbo brake. The turbo brake redirects the exhaustgas flow through the turbocharger to provide 600brake horsepower.

The turbo brake can be operated either manually orautomatically, through the cruise control function.

Because the charge air pressure is maintained at ahigh level during braking, full throttle response isavailable immediately, if the operator desires it, with-out any turbo lag.

The turbo brake is maintenance-free, highly reliable,and adds virtually no weight to the engine.

Constant-Throttle Valves (MBE4000 only)To increase braking performance, the Mercedes-Benz MBE4000 engine can be equipped with con-stant throttles in each combustion chamber. Smallvalves built into the cylinder head allow a smallamount of compressed air to escape through the ex-haust port during the combustion stroke. Theconstant-throttle valves are open during the entiretime that the engine brake is activated. Althoughsome braking ability is lost because the valves areconstantly open, constant-throttle braking is quieter inoperation than other types of engine brakes.

When both the exhaust brake and the constantthrottles are installed, a three-position switch on thedash controls the engine braking system. Like theengine brake, the constant throttles are deactivatedwhen the accelerator or clutch pedal is depressed.The ABS system, when active, also deactivatesconstant-throttle braking.

Exhaust Braking System—CAT,Cummins, DDE S60, M-BAn exhaust brake is an optional auxiliary braking sys-tem that assists but does not replace the servicebrake system. The exhaust brake can be used aloneor together with the constant-throttle valves for steepor long grades. The exhaust brake switch located onthe control panel, in combination with the acceleratorand clutch pedals, allows the driver to make maxi-mum use of the exhaust brake in off-highway andmountain driving as well as in traffic or high-speedhighway driving.


7.24

When only the exhaust brake is installed, a two-position switch on the dash controls the engine brak-ing system. The exhaust brake is only active whenthe engine speed is between 900 and 2700 rpm. De-pressing the accelerator or clutch pedal deactivatesthe exhaust brake. The ABS system, when active,also deactivates the exhaust brake.

The exhaust brake is a butterfly valve mounted in theexhaust pipe. When the driver’s foot is not on theaccelerator pedal and the exhaust brake switch is inthe on position, an air cylinder shuts the butterflyvalve which restricts the flow of exhaust gases andretards the engine. This retarding action is carriedthrough the engine and drivetrain, slowing the vehicleand reducing the need for frequent service brake ap-plications.

Exhaust brakes are not intended for use as the pri-mary braking system during vehicle operation.

Before starting the engine, make sure that the ex-haust brake switch is in the off position. Do not turnthe exhaust brake on until the engine has reachednormal operating temperatures.

While approaching a steep grade, make sure that theexhaust brake switch is in the on position. The ex-haust brake comes on as soon as you remove yourfoot from the accelerator pedal. While going downthe grade, use a low enough gear to safely descendwith a minimum application of the service brakes. Asa general guideline, use the same gear as you wouldto ascend the hill.

NOTICEDo not allow the engine to exceed its governedspeed, or serious engine damage could result.

Apply the service brakes to reduce the engine rpm ormake a slower descent by using a lower gear.

WARNINGDo not use the exhaust brake when driving onslippery or low-traction road surfaces. Failure tofollow this precaution could result in a loss ofvehicle control and possible personal injury orproperty damage.

Make sure the exhaust brake is turned off beforeshutting off the engine.

Exhaust Brake Operating CharacteristicsWhen you remove your feet from both the accelera-tor and clutch pedals, and the exhaust brake switchis in the on position, the exhaust brake is applied.The following conditions should exist if the brake isoperating properly.

• A slight change in the sound of the engine maybe noticed when the exhaust brake is applied.

• Exhaust smoke should appear normal.

• Engine temperature should remain in the nor-mal operating range.

• Road speed usually decreases when the ex-haust brake is applied during a descent. Whenthe vehicle is carrying a heavy load or thegrade is extremely steep, you may need toapply the service brakes occasionally.

• Do not expect a retarding effect similar to sud-den hard application of the service brakes. Theexhaust brake retards the vehicle with asmooth braking effect.

• During a descent, the tachometer usuallyshows a drop in rpm depending on the gradeand the vehicle load.

• Depending on the grade and vehicle load, youmay or may not feel the retarding force actingagainst your body when the brake is applied.The retarding force of the brake may not al-ways be noticed, but it is actually preventingthe vehicle from going much faster.

Optimized Idle®

The Optimized Idle option on Detroit Diesel vehiclesis a system that automatically stops and restarts theengine to accomplish the following:

• keep the engine oil temperature between 60 to104°F (16 to 40°C)

• keep the battery charged

• keep the cab or sleeper at a constant, desiredtemperature (if equipped with a thermostat)

The benefits of the system include reduced engineidle time, fuel savings, reduction of exhaust emis-sions and noise, increased starter and engine life,and less chance of dead batteries due to electricalloads.


7.25

Optimized Idle operates in two modes, the enginemode or the thermostat mode. The engine modekeeps the battery charged and the engine oil tem-perature within factory set limits. The thermostatmode is the same as the engine mode, but alsokeeps the cab and sleeper at a constant preset tem-perature.

The engine mode is always activated when the sys-tem is operated. The thermostat mode is activatedwhen the thermostat is turned on.

The thermostat mode controls the set point, which isthe desired temperature of the cab and sleeper, andthe comfort zone, which is the number of degreesfrom the set point before the engine needs to heat orcool the cab. There are three comfort zones: 4°F(2°C), 7°F (4°C), or 10°F (6°C).

Vehicles equipped with Optimized Idle have a labeland a dash light. The dash light is on the dash mes-sage center or the Driver Message Center, on the Apanel. See Fig. 7.13 . See Fig. 7.14 for the dashlabel detail. If equipped with the thermostat mode, athermostat is located in the sleeper, above the bunk.See Fig. 7.15 .

The thermostat consists of an LCD readout and fourbuttons.

The display normally shows the temperature of thesleeper, but changes accordingly as the buttons arepressed.

• Up—increases the set point and comfort zone.

• Down—decreases the set point and comfortzone.

• Cool/heat—detects either cooling or heatingoperation.

• Mode—scrolls through the various functions. Itcan also be used to set desired temperaturevalues.

1. Activate Optimized Idle (engine mode) as fol-lows:

1.1 Set the parking brake.

1.2 If it is tilted, close and secure the hood.

1.3 Start the engine and let it idle.

1.4 Put the transmission in neutral.

1.5 Turn on the cruise control.

IMPORTANT: The cruise control must beturned on after the engine is idling. If it was


1

f60126402/11/97

1. Optimized Idle Light

Fig. 7.13, Optimized Idle Light

11/13/96 f080062

TO AVOIDUNINTENTIONAL

VEHICLE MOVEMENT,DO NOT MOVE SHIFT

LEVER OR RANGESELECTOR WHEN

OPTIMIZED IDLE IS ON

OPTIMIZED IDLETM

TO USE:− IDLE ENGINE− CLOSE HOOD− ENGAGE PARKING BRAKES− PUT TRANSMISSION IN

NEUTRAL ANDHI RANGE (IF EQUIPPED)

− THEN, MOVE CRUISE SWITCHFROM OFF TO ON

− IF DESIRED, TURN CABTHERMOSTAT ON (IF EQUIPPED)

Fig. 7.14, Optimized Idle Dash Label

MODE

°F

°C

11/08/96

1

2

3 4 5

6

7

8

910 f601250

1. Down Button2. Up Button3. Upper/Lower

Temperature Icon4. Temperature Display5. Degrees Fahrenheit

Indicator

6. Mode Button7. Cooling Icon8. Cool/Heat Selection

Button9. Heating Icon10. Degrees Celsius

Indicator

Fig. 7.15, Optimized Idle Thermostat


7.26

previously turned on, turn off the cruise con-trol, then turn it on again.

1.6 The dash light will begin blinking, indicat-ing that Optimized Idle is active. The sys-tem is now in the engine mode and afteran initial phase, in which the idle speedsup to 1000 or 1500 rpm (depending on theoutside temperature), the engine will stopand start automatically to keep the batterycharged and the engine oil warm. Thedash light stays on and shines steadily atthis point.

2. Activate the thermostat mode (if so equipped) asfollows:

NOTE: When the system is in the thermostatmode, it is also in the engine mode. It willcontinue to operate in the engine mode evenif the thermostat mode is turned off.

2.1 With the system in the engine mode, setthe cab and sleeper heater or air condi-tioner controls to the highest setting.

2.2 Turn on the thermostat by touching any ofthe four buttons. See Fig. 7.15 .

The display will flash the current sleepertemperature and the previous mode (cool-ing or heating) selected. If the cab needsto be cooled or heated, the cool/heat iconwill flash.

2.3 Choose either cool or heat by pressing theCool/Heat button. Make sure the selectionmatches that of the cab controls.

IMPORTANT: If the heat or cool selection ofthe thermostat does not match that of thecab, the system will idle and cycle exces-sively.

2.4 Select Fahrenheit or Celsius by pressingand holding the Mode button until eitherthe °F or °C is displayed.

2.5 Select the temperature set point by press-ing either the UP button or the DOWNbutton, as applicable. Holding the buttonwill cause the display to count up or downrapidly. When the desired set point is dis-played, release the button. The set pointis stored in memory.

2.6 Select the temperature comfort zone bypressing the MODE button until the upperand lower temperature limit icon is dis-played. Then use the UP or DOWN buttonto select one of the three comfort zones of4°F (2°C), 7°F (4°C), or 10°F (6°C).

3. To change the display to either Fahrenheit orCelsius, press the MODE button until only the °For °C icon is flashing. Press the UP or DOWNbutton to change to the desired value. The maindisplay will appear five seconds after the buttonis released.

4. To deactivate the thermostat mode and return tojust the engine mode, press the MODE buttonand hold it for three seconds.

5. To shut down Optimized Idle completely, eitherturn off the ignition or use the drive away feature.

The drive away feature allows the use of all theDDEC features. Use the drive away feature asfollows.

5.1 If the engine is running, release the park-ing brakes or put the transmission in gear.

If the engine is not running, start the en-gine, then release the parking brakes orput the transmission into gear.

5.2 Let the engine return to base idle. Theactive light will turn off. Optimized Idle isnow disabled and all the DDEC featuresare available.

ClutchesGeneral InformationThe major reason clutches wear out too soon is ex-cessive heat. Clutches are designed to absorb anddissipate more heat than encountered in typical op-eration. The heat generated in typical operation willnot break down the clutch friction surfaces. However,if a clutch is slipped excessively or asked to do thejob of a fluid coupling, high temperatures developquickly and destroy the clutch. Temperatures gener-ated between the flywheel, driven discs, and pres-sure plates can be high enough to cause the metalto flow and the friction facing material to char andburn.

Heat and wear are practically nonexistent when aclutch is fully engaged. But during the moment of


7.27

engagement when the clutch is picking up the load, itgenerates considerable heat. An improperly adjustedor slipping clutch will rapidly generate sufficient heatto destroy itself.

The most important items that a driver should beaware of to ensure long service life of the clutch in-clude: starting in the right gear, clutch malfunctions,and when to adjust a clutch.

Clutch OperationValeo Clutch Break-InWith a new or newly-installed Valeo clutch, the clutchmay slip for a short time while the friction surfacesbreak in. However, allowing the clutch to slip formore than two seconds can severely damage theclutch disc, pressure plate, and the flywheel.

During initial operation of a new vehicle or a vehiclewith a new clutch, check for clutch slippage duringacceleration. If the clutch slips, decelerate until theclutch does not slip. Allow the clutch to cool 15 to 30seconds, and then gradually accelerate again. If theclutch continues to slip, repeat the procedure. If nec-essary, repeat the procedure up to five times. If theclutch slips after five attempts, stop the vehicle. Allowthe clutch to cool for at least one hour. Notify yourFreightliner dealer of the problem.

NOTICEDo not allow sustained slippage of the clutch;this could severely damage the clutch disc, pres-sure plate, or flywheel. Damage caused by clutchslippage due to improper break-in is not warrant-able.

Starting the Vehicle in the Proper GearAn empty truck can be started in a higher transmis-sion gear than a partially or fully loaded truck. A goodrule of thumb for the driver to follow is: select thegear combination that allows you to start moving withan idling engine, or if necessary, just enough throttleto prevent stalling the engine. After the clutch is fullyengaged, the engine should be accelerated to thecorrect rpm for the upshift into the next higher gear.

Gear Shifting TechniquesMany drivers upshift into the next gear, or even skip-shift into a higher gear, before the vehicle hasreached the proper speed. This type of shifting is

almost as bad as starting off in a gear that is toohigh, since the engine rpm and vehicle speeds aretoo far apart, requiring the clutch to absorb the speeddifference with friction, creating heat. For transmis-sion operating instructions, refer to Chapter 8 in thismanual.

The clutch brake is applied by fully depressing theclutch pedal. Its purpose is to stop the transmissiongears from rotating in order to engage the transmis-sion gears quickly in making an initial start.

NOTICENever apply the clutch brake when making down-shifts or upshifts. The clutch pedal should neverbe fully depressed before the transmission is putin neutral. If the clutch brake is applied with thetransmission still in gear, a reverse load will beput on the gear. At the same time, it will have theeffect of trying to stop or decelerate the vehiclewith the clutch brake. Rapid wear of the frictiondiscs will take place necessitating frequent re-placement. Considerable heat will be generated,which will be detrimental to the release bearingsand transmission front bearings.

Proper Clutch Usage

NOTICEOverloading will result in damage to the clutch,and possibly to the entire powertrain.

Clutches are designed for specific vehicle applica-tions and loads. These limitations should not be ex-ceeded.

Riding the clutch pedal is very destructive to theclutch, since partial clutch engagement permits slip-page, generating excessive heat. Riding the clutchpedal will also put a constant thrust load on the re-lease bearing, which can thin out the lubricant. Re-lease bearing failures can be attributed to this type ofmisuse.

A slipping clutch accumulates heat faster than it canbe dissipated, resulting in early clutch failures. Neveruse the clutch as a hill holder.


7.28

WARNINGDo not coast with the clutch released (pedal de-pressed) and the transmission in gear. Highdriven-disc rpm could cause the clutch facing tobe thrown off the disc. Flying debris could causeinjury to persons in the cab.

Engaging the clutch while coasting can result in tre-mendous shock loads and possible damage to theclutch, as well as to the entire drivetrain.

Reporting erratic clutch operation as soon as pos-sible will give maintenance personnel a chance toinspect and lubricate the clutch components, makenecessary internal clutch and linkage adjustments,etc.

Free pedal should be included and commented ondaily in the driver’s report, since clutch free pedal isthe maintenance department’s guide to the conditionof the clutch and the release mechanism.

Clutch free pedal is a decreased resistance felt atthe top of the clutch pedal stroke. See Fig. 7.16 .With the clutch pedal in this range, the clutch is fullyengaged, and the only resistance to clutch pedalmovement is the force of the return spring. If clutchfree pedal is 3/4 inch (20 mm) or less, measured atthe pedal, have the clutch adjusted.

Operating the vehicle with incorrect free pedal couldresult in clutch damage.

Clutch brake squeeze is an increased resistance(greater than the force of the clutch spring) felt asthe clutch pedal approaches the end of its stroke. Ifthe gears grind when shifting into first or reversegear with the clutch pedal fully depressed, the clutchis out of adjustment, or the clutch brake is worn andneeds to be replaced.

Clutch AdjustmentsClutches have an internal adjustment, and externallinkage adjustment. Refer to Group 25 in theCentury Class Trucks Workshop Manual for clutchadjustment procedures and specifications.

NOTICEOperating the vehicle with the clutch improperlyadjusted could result in clutch or clutch brakefailure.

LubricationOn vehicles equipped with a greaseable releasebearing, the release bearing and linkage should belubricated at frequent intervals. Refer to Group 25 inthe Century Class Trucks Maintenance Manual forintervals and procedures.

NOTICEFailure to lubricate the release bearing and link-age as recommended could result in releasebearing and clutch damage.

02/09/96 f250306

A. Free Pedal

Fig. 7.16, Clutch Free Pedal


7.29

8

TransmissionsFreightliner SmartShift™ Transmission Shift Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1Fuller Straight-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5Fuller Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6Fuller Splitter and Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.8Fuller Deep-Reduction and Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.11Meritor Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.14Meritor Splitter and Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16Allison Automatic Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.17Meritor Engine Synchro Shift™ (ESS) Automated Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.19

Freightliner SmartShift ™

Transmission Shift ControlGeneral InformationThe SmartShift transmission shift control is an elec-tronic transmission control device. It is applicable toboth automated mechanical and automatic transmis-sions but must be mated to an Eaton AutoShift orMeritor SureShift transmission. It replaces either thetypical floor-mounted shift lever or dash-mountedpush button control. The SmartShift control mountsto the right-hand side of the steering column and isoperated by the driver’s right hand. See Fig. 8.1 andFig. 8.2 . SmartShift accepts driver requests for trans-mission functions and transmits them through hardwiring to the transmission control unit (TCU).

Refer to the Eaton website for additional information,www.roadranger.com .

SmartShift offers two main advantages over conven-tional transmission control devices; usable cab spaceis increased and access to the sleeper is improvedby removing the shift lever from the floor. Because ofthe steering column mounting, the transmission con-

trol is within fingertip reach of the steering wheel,which enhances safety.

SmartShift is a true shift-by-wire system. Manualgearshifts (all SureShift shifts and AutoShift when inmanual mode) are accomplished by a momentarypull or push on the control in the plane perpendicularto the steering wheel. See Fig. 8.3 . Pull upward (to-ward you) on the control to upshift and push down-ward (away from you) to downshift. For the EatonAutoShift transmission, a four-position (R, N, D, L)linear mode selector switch (Fig. 8.1 ) is located atthe end of the control. For the Meritor SureShifttransmission, a three-position (R, N, F) linear modeselector switch (Fig. 8.2 ) is located at the end of thecontrol. The control is spring-loaded and returns tomid-position when released after an upshift ordownshift.

Operation: Eaton AutoShiftTransmissionAutomatic and Manual ModesA two-position forward driving mode switch (slideswitch) is located near the end of the control(Fig. 8.4 ). The switch positions are labelled MAN(manual shift mode) and AUTO (automatic drivemode).

11/23/99

12

3 4

5 6

7

8

9

1011

f270082

1. SmartShift Control2. Forward Driving Mode Switch (slide switch)3. MAN Switch Position4. AUTO Switch Position5. Upshift Direction (in manual mode, pull upward)6. Reverse Selector Position7. Mode Selector Switch8. Neutral Selector Position9. Drive Selector Position10. Low Selector Position11. Downshift Direction (in manual mode, push

downward)

Fig. 8.1, SmartShift Control (with Eaton AutoShifttransmission)

11/23/99

PUSH

PULL

Smart Shift

1

f270081

SHIFT DOWN

SHIFT UP

2

4

3

5

6

7

1. SmartShift Control2. Upshift Direction (pull upward)3. Reverse (R) Selector Position4. Mode Selector Switch5. Neutral (N) Selector Position6. Forward (F) Selector Position7. Downshift Direction (push downward)

Fig. 8.2, SmartShift Control (with Meritor SureShifttransmission)

Transmissions

8.1

www.roadranger.com

NOTE: In automatic drive mode, upshifts anddownshifts require no driver interaction. Movethe selector switch to the drive (D) position, dis-engage the clutch to engage the gear selected,engage the clutch and drive the vehicle. Inmanual shift mode, upshifts and downshifts re-quire either a pull upward or push downward onthe control.

Driver Message CenterGear information is presented to the driver via thelevel III ICU Driver Message Center. In automaticdrive mode, the number of the forward gear currentlyengaged appears continually on the message displayscreen when in drive (D). In manual shift mode, thecurrent gear is displayed until a new gear is re-quested. When neutral (N) is engaged, "N" will ap-pear on the message display screen. When reverse(R) is engaged on 10- or 18-speed AutoShift trans-missions, either "RL" or "RH" will appear on the mes-sage display screen. AutoShift transmissions withfewer speeds do not have a dual range reverse gearand "R" will appear when reverse is engaged.

IMPORTANT: The information shown on themessage display screen indicates the state ofthe transmission only, not the state of theSmartShift control.

Neutral PositionSelect neutral (N) by sliding the selector switch to the"N" position.

NOTE: Neutral is always available during opera-tion. When in neutral, upshift and downshift re-quests are ignored. If the mode selector switchis moved from neutral to drive (D) while the ve-hicle is moving, the transmission will shift into agear causing the engine to go to a high torquelevel, under the engine’s rated torque.

Selecting a Starting Gear1. In automatic mode, select drive (D) by sliding the

selector switch downward to the next positionbelow the neutral position.

2. Disengage the clutch to engage the gear se-lected. Engage the clutch and drive the vehicle.

NOTE: In either the automatic or manual mode,a starting gear, other than the default startinggear, may be selected by either pulling upwardor pushing downward on the control while thevehicle is stopped and in drive. Each pull up-ward on the control increases the starting gearby one gear, but no higher than fourth gear. Thenumber of the gear selected will flash on themessage display screen until the driver engagesthe clutch. This gear will be stored in memory

06/03/99 f270065

RN

D

12

3

4

5 67

1. Upshift (in manual mode, pull upward)2. Steering Wheel3. Reverse Position4. Neutral Position5. Drive Position6. Downshift (in manual mode, push downward)7. Steering Column

Fig. 8.3, SmartShift Control Operation (Eaton AutoShiftcontrol, showing only R, N, D positions)

N

R 2 4

6

1 3 5

703/13/96 f260055a

Fig. 8.4, Fuller Straight-Shift Model Transmissions ShiftPattern

Transmissions

8.2

as the default starting gear until either a differ-ent starting gear is selected by the driver or theengine is shut down. The transmission may alsobe programmed so that it is not possible to se-lect a starting gear other than the prepro-grammed default starting gear.

Upshifting

NOTE: With the transmission in drive (D) in theautomatic mode, upshifts require no driver inter-action.

1. With the transmission in drive in the manualmode, request an upshift by pulling upward onthe control. If the requested gear is available, thetransmission will upshift.

NOTE: A single, momentary pull upward on thecontrol selects the next higher gear when it isavailable. Two consecutive, momentary upwardpulls will cause a skip shift when the next twohigher gears are available and conditions areright.

2. To skip shift, move the control two times in lessthan 1/2 second. The number of the gear en-gaged will appear on the message displayscreen.

NOTE: The Eaton AutoShift 18-speed transmis-sion is able to perform triple upshifts when thenext three higher gears are available and condi-tions are right. To triple shift this transmission,move the control three times in less than 1/2second.

If a requested gear is not available, an audiblewarning will sound and the message displayscreen will indicate that the gear is not avail-able. An unavailable requested upshift is notstored in memory. The upshift must be re-quested again.

Downshifting

NOTE: With the transmission in drive (D) in theautomatic mode, downshifts require no driverinteraction.

1. With the transmission in drive in the manualmode, request a downshift by pushing downward

on the control. If the requested gear is available,the transmission will downshift.

NOTE: A single, momentary push downward onthe control selects the next lower gear when it isavailable. Two consecutive, momentary down-ward pushes will cause a skip shift, when thenext two lower gears are available and condi-tions are right.

2. To skip shift, move the control two times in lessthan 1/2 second. The number of the gear en-gaged will appear on the message displayscreen.

NOTE: The Eaton AutoShift 18-speed transmis-sion is able to perform triple downshifts whenthe next three lower gears are available andconditions are right. To triple shift this transmis-sion, move the control three times in less than1/2 second.

If a requested gear is not available, an audiblewarning will sound and the message displayscreen will indicate that the requested gear isnot available. Unlike upshifting, an unavailablerequested downshift is stored in memory andthe shift will be made when the gear is avail-able. The time limit for this memory is a pro-grammable parameter.

Reverse1. To engage reverse (R), slide the selector switch

upward to the next position above the neutralposition and disengage the clutch.

NOTE: AutoShift 10- and 18-speeds transmis-sions have a dual range reverse. Reverse low(RL) is the default reverse gear.

2. On AutoShift 10- and 18-speed transmissions,select reverse high (RH) by pulling upward onthe control.

NOTE: Reverse may be engaged below a pro-grammable forward speed in order to rock thevehicle. If reverse is selected above the pro-grammed forward speed, an audible warning willsound and a message indicating that the gear isnot available will appear on the message dis-play screen.

Transmissions

8.3

Low Gear OperationUse low (L) when descending steep hills and usingcompression braking. Engine speed will be increasedby 200 rpms and shift points will be offset by 200rpms. The efficiency of the exhaust brake will bemaximized.

Using the ClutchUse the clutch to start and stop the vehicle.

Operation: Meritor SureShiftTransmissionManual ModeThere is no slide switch on the Meritor control asonly the manual mode is available.

Driver Message CenterGear information is presented to the driver via thelevel III ICU Driver Message Center. The current for-ward numerical gear is displayed until a new gear isrequested. During the shifting process, the letters"SH" appear until the shift is completed. Then, thenewly engaged numerical gear is displayed. Whenneutral (N) is engaged, "N" will appear on the mes-sage display screen. When reverse (R) is engaged,"RL" will appear on the message display screen.

IMPORTANT: The information shown on themessage display screen indicates the state ofthe transmission only, not the state of theSmartShift control.

Neutral PositionNeutral (N) is in the center of the three positions ofthe selector switch at the end of the control. Selectneutral by sliding the mode selector switch to thecenter position.

NOTE: Neutral is always available during opera-tion. When in neutral, upshift and downshift re-quests are ignored. If the mode selector switchis moved from neutral to forward (F) while thevehicle is moving, the transmission will shift intoa gear causing the engine to go to a high torquelevel, under the engine’s rated torque.

Selecting a Starting Gear1. Select forward (F) by sliding the selector switch

downward to the next position below the neutralposition.

NOTE: When forward is selected, the transmis-sion controller is signaled to engage the defaultstarting gear.

2. Select a different starting gear by pulling upwardon the control while the vehicle is stopped and inforward, before disengaging the clutch to engagethe selected gear.

NOTE: Each pull upward on the control in-creases the starting gear by one gear, but nohigher than fourth gear. The number of the se-lected starting gear is displayed for one secondand then the signal to disengage the clutch "CL"is displayed. Disengaging the clutch will engagethe selected starting gear, which will now bestored in memory as the default starting gear.However, when the transmission controller isreinitialized at the beginning of another powercycle, the starting gear will default to the origi-nally preprogrammed starting gear. The trans-mission may also be programmed so that it isnot possible to select a starting gear other thanthe preprogrammed default starting gear.

UpshiftingWith the transmission in forward (F), request an up-shift by pulling upward on the control. If the re-quested gear is available, the transmission will up-shift.

NOTE: If a requested gear is not available, anaudible warning will sound and a message willappear on the message display screen advisingthat the gear is not available. An unavailablerequested upshift is not stored in memory. Theupshift must be requested again. All shift re-quests with the clutch disengaged, while thevehicle is in motion, will be ignored. Skip shiftingis not available with the Meritor version ofSmartShift.

Transmissions

8.4

DownshiftingWith the transmission in forward (F), request a down-shift by pushing downward on the control. If the re-quested gear is available, the transmission will down-shift.

NOTE: If a requested gear is not available, anaudible warning will sound and a message willappear on the message display screen advisingthat the gear is not available. An unavailablerequested downshift is not stored in memory.The downshift must be requested again. All shiftrequests with the clutch disengaged, while thevehicle is in motion, will be ignored. Skip shiftingis not available with the Meritor version ofSmartShift. While in the forward position in thelowest available gear, a downshift request willnot cause a shift into neutral.

Reverse1. To select reverse (R), slide the mode selector

switch upward to the next position above theNeutral position.

NOTE: Reverse low (RL) is the default reversegear.

2. Select reverse high (RH) by pulling upward onthe control before disengaging the clutch.

NOTE: It is not possible to shift between lowrange reverse and high range reverse with thevehicle in motion. If reverse is selected abovethe minimum detectable speed in forward, anaudible warning will sound and a warning mes-sage will appear on the message displayscreen.

Using the ClutchUse the clutch to start and stop the vehicle.

Fuller Straight-Shift ModelsGeneral InformationFuller T–14607A/B and TX–14607B transmissionshave seven forward speeds and one reverse speed.They are designed for use with on-highway, fueleconomy engines, where a minimum of shifting isdesired and less gear reduction is acceptable. SeeFig. 8.4 for the shift pattern.

Operation1. Always use 1st gear when starting to move the

vehicle forward.

2. Use the clutch brake to stop gear rotation whenshifting into 1st or reverse when the vehicle isstationary. The clutch brake is actuated by de-pressing the clutch pedal all the way to the floor.

For normal upshifts and downshifts, only a partialdisengagement of the clutch is necessary tobreak engine torque.

3. Use double-clutching between all upshifts anddownshifts.

4. After your shifting ability improves, you may wantto skip some of the ratios. This may be doneonly when operating conditions permit, depend-ing on the load, grade, and road speed.

Never use the clutch brake when downshifting,or as a brake to slow the vehicle.

Upshifting1. Position the gear shift lever in neutral, then start

the engine. Bring the air system pressure up to100 to 120 psi (689 to 827 kPa).

2. Depress the clutch pedal to the floor; shift into1st gear, then engage the clutch, with the engineat or near idle speed, to start the vehicle moving.Accelerate to engine governed speed.

3. Once governed speed has been reached, disen-gage the clutch, and shift the lever to neutral.Engage the clutch; allow the engine speed todrop about 800 rpm (the rpm drop may vary withengines of different governed speeds), then dis-engage the clutch. Move the shift lever to 2ndgear, then engage the clutch, and accelerate toengine governed speed.

Continue shifting upward, from 2nd to 3rd gear,3rd to 4th gear, and 4th to 5th gear, using thesame sequence. See Fig. 8.4 for the shift pat-tern.

4. Again, at governed speed, disengage the clutch,and shift into neutral. Engage the clutch; allowthe engine speed to drop about 500 rpm (rpmdrop may vary with engines of different governedspeeds), then disengage the clutch. Move theshift lever to 6th gear, then engage the clutch,and accelerate to engine governed speed.

Transmissions

8.5

Shift into 7th gear, using the same sequence.

DownshiftingWhen downshifting, shift down from 7th gear througheach lower gear, as follows:

1. Allow the engine speed to drop about 500 rpm(rpm drop may vary with engines of different gov-erned speeds) below the governed speed. De-press the clutch pedal enough to release thetorque, then shift into neutral. Engage the clutchand bring the engine rpm up to governed speed.While holding full throttle, disengage the clutch;shift into gear; engage the clutch smoothly.

Follow the same sequence to downshift from 6thinto 5th gear.

2. When in 5th gear, and ready for the next down-shift, allow the engine speed to drop about 800rpm (rpm drop may vary with engines of differentgoverned speeds) below the governed speed.Depress the clutch pedal enough to release thetorque, then shift into neutral. Engage the clutchand bring the engine rpm up to governed speed.While holding full throttle, disengage the clutch;shift into 4th gear; engage the clutch smoothly.

Follow the same sequence to downshift from 4thinto 3rd, 3rd into 2nd, and from 2nd into 1st gear.


Fuller Range-Shift ModelsGeneral Information9-Speed RT, RTO, and RTX ModelsFuller RT–8608L, RT–8609, RT–11609A, RT–11709H, RT–12609A, RT–12709H, RT–13609A, RT–13709H, RT–14609A, RT–14709H, RTO–11909MLL,RTO–14909MLL, RTX–11609B/R, RTX–11709H,RTX–12609B/R, RTX–12709H, RTX–13609B/R,RTX–13709H, RTX–14609B/R, RTX–14709H, andRTX–16709B/H transmissions have a 5-speed frontsection, and a 2-speed rear range section. The lowgear in the front sections of the RT-8609 and A andB ratio transmissions is used only as a starting ratio.The high gear in the front section of the "R" ratiotransmissions is used only as the top gear. The re-maining gear positions of the above transmissionsare used once in the low range and once in the highrange.

See Fig. 8.5 for the shift patterns, noting that the3rd/7th and 4th/8th shift positions in the RT (directratio) and RTX-B (overdrive ratio) transmissions areopposite of the RTO (overdrive ratio) transmissions.The RTX-R ratio transmissions have the 1st/5th shiftpositions where LO is in the A and B ratio transmis-sions. The top gear in the RTX-R ratio transmissionsis called 9th gear.

10-Speed RT, RTO and RTX ModelsFuller RT–11710B, RT–12710B, RT–13710B, RT–14710B, RTO–15210C, RTO–16210C, RTLO–12610B, RTLO–13610B, RTLO–14610B, RTLO–15710B/C, RTLO–16610B, RTX–11710B/C, RTX–12710B/C, RTX–13710B/C, RTX–14710B/C, RTX–15710B/C and RTX–16710B transmissions have tenselective, evenly-spaced forward ratios. Each trans-mission consists of a 5-speed front section, and a2-speed rear range section. The ten forward speedsare obtained by twice using a 5-speed shift pattern:the first time in low range; the second time in highrange. See Fig. 8.6 for the shift patterns, noting thatthe 4th/9th and the 5th/10th shift positions in the RT(direct ratio) and RTX (overdrive ratio) transmissionsare directly opposite in the RTO (overdrive ratio)transmissions.

Operation1. When operating off-highway, or under adverse

conditions, always use low gear (if so equipped)when starting to move the vehicle.

When operating on-highway, with no load, orunder ideal conditions, use 1st gear when start-ing to move the vehicle (except when equippedwith a 9-speed RTO transmission, then alwaysstart in low gear).

For all conditions, use the highest gear that isstill low enough to start the vehicle moving withengine idling, and without slipping the clutch ex-cessively.

2. Use the clutch brake to stop gear rotation whenshifting into low (or 1st) or reverse when the ve-hicle is stationary. The clutch brake is actuatedby depressing the clutch pedal all the way to thefloor.


Transmissions

8.6

3. Do not make range shifts with the vehicle movingin reverse gear.

4. Never attempt to move the range preselectionlever with the gear shift lever in neutral while thevehicle is moving. Preselection with the rangepreselection lever must be made prior to movingthe shift lever out of gear into neutral.

5. Do not shift from high range to low range at highvehicle speeds.



Upshifting1. Position the gear shift lever in neutral. Start the

engine, and bring the air system pressure up to100 to 120 psi (689 to 827 kPa).

2. Position the range preselection lever down, intolow range.

3. Depress the clutch pedal to the floor; shift intolow or 1st gear (Table 8.1 ), then engage theclutch, with the engine at or near idle speed, tostart the vehicle moving. Accelerate to 80 per-cent of engine governed speed.

4. Shift progressively upward from low or 1st gear,to the top gear in low range (Table 8.1 ), double-clutching between shifts, and accelerating to 80percent of engine governed speed.

5. While in the top gear of the low-range shift pat-tern, and ready for the next upshift, flip the rangepreselection lever up into high range. Double-clutch through neutral, and shift into the bottomgear in high range (Table 8.1 ). As the shift leverpasses through neutral, the transmission will au-tomatically shift from low range to high range.

6. With the transmission in high range, shift pro-gressively upward through each of the highrange gears (Table 8.1 ), double-clutching be-tween shifts.

Downshifting1. With the transmission in high range, shift pro-

gressively downward to the bottom gear in highrange, double-clutching between shifts.

1

4

5

86

73

21

4

5

86

73

2

1 45 8

6 732 9

A B C

D

E

03/13/96 f260027a

N N N

A. All RT and RTX-B TransmissionsB. All RTO TransmissionsC. All RTX-R Transmissions

D. High RangeE. Low Range

Fig. 8.5, Fuller 9-Speed RT, RTO, and RTX Model Transmissions Shift Patterns

4

N

72

9

61

83

105

72

105

61

83

94

RHi

LoRHi

Lo

A B

C

D

03/13/96 f260043a

N

A. All RT and RTX TransmissionsB. All RTO TransmissionsC. High RangeD. Low Range

Fig. 8.6, Fuller 10-Speed RT, RTO and RTX ModelTransmissions Shift Patterns

Transmissions

8.7

Fuller Shift Progressions

TRANS.MODEL

LOW RANGE HIGHRANGEOff-Highway On-Highway

8-SpeedDirect(RT)

1

2

3

4

f260321

R

1

2

3

4

f260321

R 7

6 8

5

f260320

R

9-SpeedDirect orOverdrive

(RT orRTX)

1

2

3

4

f260322

R

LOW

1

2

3

4

f260323

R 7

6 8

5

f260324

R

9-SpeedDirect

(RTX-P)

2

3

4

1

f260325

R

2

3

4

1

f260325

R

8

7 9

6

f260326

R

5

9-SpeedOverdrive

(RTO)

1

2

4

f260327

R

3LOW

1

2

4

f260327

R

3LOW

8

6 7

5

f260328

R


(RT orRTX)

2

3

4

1

f260329

R

5

2

3

4

1

f260329

R

5

9

8 10

7

f260330

R

6

10-SpeedOverdrive

(RTO)

2

3

5

1

f260331

R

4

2

3

5

1

f260331

R

4

10

8 9

7

f260332

R

6

Table 8.1, Fuller Shift Progressions

2. When in the bottom gear of the high-range shiftpattern, and ready for the next downshift, pushthe range preselection lever down into low range.Double-clutch through neutral, and shift into thetop gear of the low-range shift pattern. As theshift lever passes through neutral, the transmis-sion will automatically shift from high range tolow range.

3. With the transmission in low range, downshiftthrough the low range gears as conditions re-quire.


Fuller Splitter and Range-ShiftModelsGeneral Information13-Speed RTO ModelsFuller RTLO–12713A, RTLO–14713A, and RTLO–16713A transmissions have thirteen forward speedsand two reverse speeds. Each transmission consistsof a 5-speed front section, and a 3-speed auxiliarysection. The auxiliary section contains low- and high-range ratios, plus, an overdrive splitter gear. SeeFig. 8.7 for the shift pattern.

All of the thirteen speeds are controlled with one shiftlever. Built into the shift knob of the lever, are arange preselection lever and a splitter control button(on the side of the shift knob), that control range se-lection and gear splits, respectively.

Low gear in the front section is used only as a start-ing ratio. The remaining four forward positions areused once in the low range and once in the highrange. However, each of the four high range gearpositions can be split with the underdrive ratio (RTmodels), or overdrive ratio (RTO models) of the split-ter gear. Ratios cannot be split while the transmis-sion is in low range.

18-Speed RTO ModelsFuller RTLO–14718B, RTLO–16718B and RTLO–18718B transmissions have eighteen forward speedsand four reverse, consisting of a 5-speed front sec-tion and a 3-speed auxiliary section. The auxiliary

R1 3

2 4LOW

Dir OD5 5

Dir OD

Dir OD Dir OD

7 7

6 6 8 8

Hi

Lo

A

B

C D

1

03/13/96 f260044a

N

A. High RangeB. Low Range

C. Overdrive (forward)D. Direct Drive (rearward)

1. Splitter Control Button

Fig. 8.7, Fuller 13-Speed RTO Transmissions ShiftPattern

Transmissions

8.8

section contains low and high range ratios, plus anoverdrive splitter gear.

One ratio in the front section (low) is used as a start-ing ratio; it is never used when the transmission is inhigh range.

The other four ratios in the front section are usedonce in low range and once again in high range;however, each of the five ratios (low–1–2-–3–4) inlow range and each of the four ratios (5–6–7–8) inhigh range can be split with the overdrive splittergear.

All of the eighteen speeds are controlled with oneshift lever. Built into the shift knob of the lever, are arange preselection lever and a splitter control button(on the side of the shift knob), that control range se-lection and gear splits, respectively.

OperationIMPORTANT: On 13-speed transmissions, theshifter knob has an interlock feature that pre-vents the splitter control button from beingmoved forward when the range preselectionlever is down (in low range); when in high rangeand the splitter control button is in the forwardposition, the range preselection lever cannot bemoved down.

1. When operating off-road, or under adverse condi-tions, always use low gear when starting to movethe vehicle forward.

When operating on-highway, with no load, orunder ideal conditions, use 1st gear when start-ing to move the vehicle forward.

For all conditions, use the highest gear that isstill low enough to start the vehicle moving withthe engine at or near idle speed, and withoutslipping the clutch excessively.

2. Use the clutch brake to stop gear rotation whenshifting into low (or 1st) or reverse when the ve-hicle is stationary. The clutch brake is actuatedby depressing the clutch pedal all the way to thefloor.


3. Use double-clutching between all upshifts anddownshifts that require movement of the shift

lever. Splitting of the high range gears does notrequire movement of the shift lever.

4. Never move the shift lever into low gear while inhigh range.

5. Never move the splitter control button while inneutral.

6. Do not preselect with the splitter control button;after moving the control button, complete theshift immediately.

7. Except when downshifting from 5th direct to 4thgear, never push the range preselection leverdown into low range while operating in highrange–the splitter will become inoperative.





Upshifting1. Position the gear shift lever in neutral. Start the

engine, and bring the air system pressure up to100 to 120 psi (689 to 827 kPa).

2. Position the range preselection lever down, intolow range. See Fig. 8.7 or Fig. 8.8 .

3. Make sure the splitter control button is in the di-rect (rearward) position. See Fig. 8.7 or Fig. 8.8 .

4. For 13-speed transmissions:

Depress the clutch to the floor, shift into low or1st gear; then engage the clutch, with the engineat or near idle speed, to start the vehicle moving.Accelerate to 80 percent of engine governedspeed.

For 18-speed transmissions:

Transmissions

8.9

Depress the clutch to the floor, shift into low;then engage the clutch, with the engine at ornear idle speed, to start the vehicle moving.

To shift from low direct to low overdrive, movethe splitter control button (Fig. 8.8 ) into the over-drive (forward) position, then immediately releasethe accelerator. Press and release the clutchpedal. After releasing the clutch, accelerateagain.


Shift upward from low to 1st gear, 2nd, etc. until4th gear, double-clutching between shifts, andaccelerating to 80 percent of engine governedspeed. See Fig. 8.7 .


Shift upward from low overdrive to 1st direct byfirst moving the splitter control button into thedirect (rearward) position (Fig. 8.8 ). Move theshift lever, double-clutching, to the 1st gear posi-tion.

Continue upshifting through the shift pattern.Double-clutch during lever shifts (1st to 2nd to3rd to 4th); single-clutch during split shifts (1stdirect to 1st overdrive, etc.).

6. When in 4th gear (13-speed transmissions) or4th overdrive (18-speed transmissions) andready to shift up to 5th gear, use the range shiftlever as follows:


While in 4th gear, pull the range shift preselec-tion lever up, into high range. The transmissionwill automatically shift from low to high range asthe shift lever passes through neutral. Then, dis-engage the clutch; double-clutch through neutral;move the shift lever to 5th gear; engage theclutch, and accelerate the engine.


While in 4th overdrive, pull the range shift prese-lection lever up, into high range. The transmis-sion will automatically shift from low to highrange as the shift lever passes through neutral.

Move the shift lever, double-clutching, to the 5thgear position. Just before making final clutch en-gagement, move the splitter control button to thedirect (rearward) position; then engage the clutchand accelerate. Do not move the control buttonwhile the shift lever is in neutral.

7. Shift up through the high range gears as follows:


To shift from 5th direct to 5th overdrive, move thesplitter control button (Fig. 8.7 ) into the overdrive(forward) position, then immediately release theaccelerator. Press and release the clutch pedal.After releasing the clutch, accelerate again.

Continue upshifting through the shift pattern.Double-clutch during lever shifts (6th to 7th to8th); single-clutch during split shifts (6th direct to6th overdrive, etc.).


To shift from 5th direct to 5th overdrive, move thesplitter control button (Fig. 8.8 ) into the overdrive(forward) position, then immediately release theaccelerator. Press and release the clutch pedal.After releasing the clutch, accelerate again.

Continue upshifting through the shift pattern.Double-clutch during lever shifts (6th to 7th to8th); single-clutch during split shifts (6th direct to6th overdrive, etc.).

Downshifting1. Downshift from 8th overdrive to 8th direct without

moving the shift lever. Flip the splitter control but-ton to the direct (rearward) position; then, imme-diately release the accelerator, and disengagethe clutch. Engage the clutch, and accelerate theengine only after the transmission has shifted.

N

R 1Dir

5Dir

5OD1

OD3

Dir

7Dir

7OD3

OD

2Dir

6Dir

6OD2

OD4

Dir

8Dir

8OD4

ODLOWDir

LOWOD

A

B

C D

1

03/13/96 f260157a


C. Overdrive (forward)D. Direct Drive (rearward)


Fig. 8.8, Fuller 18-Speed RTO Model TransmissionsShift Pattern

Transmissions

8.10

2. Start the downshift from 8th direct to 7th over-drive by flipping the splitter control button to theoverdrive (forward) position; then, immediatelydouble-clutch through neutral, moving the shiftlever from 8th to 7th gear.

3. Shift downward through each of the high rangegears, alternating the procedures in steps 1 and2, above, until reaching 5th direct.

4. While in 5th direct and ready for the downshift to4th (13-speed transmissions) or 4th overdrive(18-speed transmissions), push the range prese-lection lever down. Then, double-clutch throughneutral and move the shift lever to the 4th gearposition. On 18-speed transmissions, move thesplitter control button to the overdrive (forward)position before engaging the clutch. Do not movethe control button while the shift lever is in neu-tral.

5. Continue downshifting from 4th to 1st as follows:


Downshift through the low range gears as condi-tions require. Never use the clutch brake whendownshifting, or as a brake to slow the vehicle.


Continue downshifting from 4th overdrive to 4thdirect, then 4th direct to 3rd overdrive, 3rd over-drive to 3rd direct, etc. Single-clutch when splitshifting (direct to overdrive, overdrive to direct).Double-clutch when making lever shifts (4th to3rd, 3rd to 2nd, etc.).

Fuller Deep-Reduction andRange-Shift ModelsGeneral Information10-Speed RT, RTO and RTX ModelsFuller RT–7608LL, RT–8908LL, RTO–11708LL,RTO–11908LL, RTO–14708LL, RTO–14908LL, RTX–11708LL, and RTX–14708LL transmissions have a5-speed front section, and a 2-speed rear-range sec-tion, with a deep reduction gear. The low-low, deepreduction gear is used only when operating underadverse conditions. Low gear in the front section isused only for rough, off-highway conditions, as astarting ratio. The remaining four forward positionsare used once in the low range and once in the highrange. See Fig. 8.9 for the shift pattern, noting that

the 3rd/7th and 4th/8th shift positions in the RT andRTX-LL transmissions are opposite of the RTO-LLtransmissions.

15-Speed RT, RTO, and RTX ModelsFuller RT–14715, RT–14915B, RT–15715, RTO–14715, RTO–14915B, RTO–15715, RTO–16915B,RTX–14715, and RTX–15715 transmissions have a5-speed front section, and a 2-speed rear, range sec-tion. They also have five additional deep reductionratios. The 5-speed front section, and the low- andhigh-range sections provide ten evenly and progres-sively spaced forward speeds. The five deep reduc-tion ratios are also evenly and progressively spaced;however, they do overlap the low-range ratios, andshould be used only when operating under adverseconditions. See Fig. 8.10 for the shift patterns, notingthat the 4th/9th, and the 5th/10th shift positions in theRT (direct ratio) and RTX (overdrive ratio) transmis-sions are directly opposite in the RTO (overdriveratio) transmissions.

OperationIMPORTANT: The shifter knob has an interlockfeature that prevents the deep reduction buttonfrom being moved forward when the range pre-selection lever is up (in high range); when in lowrange and the deep reduction button is in theforward position, the range preselection levercannot be moved up.

1 45 8

6 732

1 35 7

26 8

4

A B

C

D

E F

1

03/13/96 f260026a

N N

A. All RTO TransmissionsB. All RT and RTX TransmissionsC. High RangeD. Low RangeE. Deep Reduction IN (forward)F. Deep Reduction OUT (rearward)1. Deep Reduction Button

Fig. 8.9, Fuller 10-Speed RT, RTO and RTX ModelTransmissions Shift Patterns

Transmissions

8.11

1. For all driving conditions, use the highest gearthat is still low enough to start the vehicle movingwith the engine idling, and without slipping theclutch excessively.

2. Use the clutch brake to stop gear rotation whenshifting into low-low, low-1st (whichever is usedas a starting ratio) or reverse, when the vehicleis stationary. The clutch brake is actuated by de-pressing the clutch pedal all the way to the floor.



4. Never move the shift lever into low gear while inhigh range.

5. Do not preselect with the deep reduction button.When making the shift from a deep reductionratio to a low-range ratio, move the deep reduc-tion button from a forward position to a rearwardposition, then complete the shift immediately.

6. Never move the deep reduction button from arearward position to a forward position when thetransmission is in high range.





UpshiftingThere are several patterns of upshifting, dependingon the vehicle load and the road conditions. SeeTable 8.2 for suggested shifting sequences. Deepreduction gears are best suited for heavy loads andsteep inclines. Low gear (in 10-speed transmissions)is best suited for off-highway use.

The following instructions are recommended for start-ing a loaded vehicle moving, under adverse condi-tions.

1. Position the gear shift lever in neutral. Start theengine, and bring the vehicle air system pressureup to 100 to 120 psi (689 to 827 kPa).

2. Position the range preselection lever down, intolow range.

7 9

6 8 10

7 10

6 8 9

R Lo Hi

DR DR Lo 2 2

DR Lo

DR Lo DR Lo DR Lo

4 4

1 1 3 3 5 5

R Lo Hi

DR DR Lo DR Lo

DR Lo DR Lo DR Lo

2 2 5 5

1 1 3 3 4 4

1

1

2

2

3

3

4

4

5

5

6 7

8 9

10

1

2

3

4

5

6 7

03/13/96 f260045a

N N

A B

A. Fuller RT and RTX transmissions shift pattern B. Fuller RTO transmissions shift pattern1. High Range2. Low Range3. Deep Reduction

4. High Range5. Low Range

6. Forward for IN7. Rearward for OUT

Fig. 8.10, Fuller 15-Speed RT, RTO and RTX Model Transmissions Shift Patterns

Transmissions

8.12

Fuller Shift Progressions

TRANSMISSIONMODEL

DEEP REDUCTION LOW RANGE HIGH RANGEAdverse Conditions

OnlyOff-Highway and

Adverse ConditionsOn-Highway and Ideal

ConditionsAll Conditions

10-Speed RTO

R

f260335

LOW−LOW

R 1

2 3

4

LOW

f260333

R 1

2 3

4

f260336

R

6 7

f260337

5 8

10-Speed RTX

R

f260335

LOW−LOW

R 1

2 4

3

f260338

LOW

R 1

2 4

3

f260339

R

6 8

f260340

5 7

15-Speed RTO

f260341

R

2 5

31DRDRDR

DR DR

4

f260342

R

LoLo Lo

LoLo

1

2

4

5

3

f260343

R

1

2

3 4

5

Lo

LoLo

LoLo

R

6

7

8 9

10

f260344

15-Speed RT and RTX

f260345

R

DR DR

DRDRDR1

2

3

4

5

f260346

R

Lo Lo Lo

LoLo42

3 51

f260347

R

Lo Lo Lo

LoLo2

3 5

4

1

R

6

7

8 10

f260348

6

Table 8.2, Fuller Shift Progressions

3. Move the deep reduction button to the forwardposition, to engage the deep reduction gears.

4. Depress the clutch pedal to the floor; shift intolow-low gear (10-speed transmissions) or 1stgear of deep reduction (15-speed transmissions);then engage the clutch, with the engine at ornear idle speed, to start the vehicle moving. Ac-celerate to 80 percent of engine governed speed.


When ready for the next upshift, move the deepreduction button rearward, then break torque bymomentarily releasing the accelerator or de-pressing the clutch pedal. Do not move the shiftlever.


Shift upward from 1st gear of deep reduction to5th gear of deep reduction, double-clutching be-tween shifts and accelerating to 80 percent ofengine governed speed. See Table 8.2.

When ready for the next upshift, move the deepreduction button from the forward position to therearward position, then double-clutch throughneutral, and move the shift lever to the 4th gearposition in the low range.

6. Shift upward from low gear (10-speed transmis-sions) or 4th gear (15-speed transmissions), tothe top gear in low range (see Table 8.2 ),double-clutching between shifts, and acceleratingto 80 percent of engine governed speed.

7. While in the top gear of the low-range shift pat-tern, and ready for the next upshift, flip the rangepreselection lever up into high range. Double-clutch through neutral, and shift into the bottomgear in high range (see Table 8.2 ). As the shiftlever passes through neutral, the transmissionwill automatically shift from low range to highrange.

8. With the transmission in high range, shift pro-gressively upward through each of the highrange gears (see Table 8.2 ), double-clutchingbetween shifts.

Alternate Upshifting Procedures (15-Speed Transmissions Only)The shift from deep reduction to low range can alsobe made from 2nd, 3rd, or 4th gear of deep reduc-tion, but must be made to the next gear lower in thelow range. The shift from 2nd gear of deep reduction

Transmissions

8.13

to 1st gear in low range (or 3rd gear of deep reduc-tion to 2nd gear in low range, and 4th gear of deepreduction to 3rd gear in low range), is an upshift, andthe same procedure should be followed as thatshown for shifting from 5th gear of deep reduction to4th gear in low range. See step 5, under "Upshifting."


gressively downward to the bottom gear in highrange, double-clutching between shifts.

2. When in the bottom gear of the high-range shiftpattern, and ready for the next downshift, pushthe range preselection lever down into low range.Double-clutch through neutral, and shift into thetop gear of the low-range shift pattern. As theshift lever passes through neutral, the transmis-sion will automatically shift from high range tolow range.

3. With the transmission in low range, downshiftthrough the low range gears, as conditions re-quire.


Meritor Range-Shift ModelsGeneral Information9-Speed RM, RMO, and RMX ModelsMeritor RM9–115A, RM9–125A, RM9–135A, RM9–145A, RM9–155A, RMO9–115B, RMO9–125A/B,RMO9–135A/B, RMO9–145A/B, RMX9–115B,RMX9–125A/B, RMX9–135A/B, RMX9–145A/B,RMX9–155B, RMX9–115R, RMX9–125R, RMX9–135R, and RMX9–145R transmissions have a5-speed front section, and a 2-speed auxiliary sec-tion. The low gear in the front sections of the "A" and"B" ratio transmissions is used only as a startingratio. The high gear in the front section of the "R"ratio transmissions is used only as the top gear. Theremaining gear positions of the above transmissionsare used once in the low range and once in the highrange. See Fig. 8.11 for the shift patterns, noting thatthe 3rd/7th and 4th/8th shift positions in the RM andRMX (direct ratio) are opposite of the RMO (over-drive ratio) transmissions. The RMX-R ratio transmis-sions have the 1st/5th shift positions where low is inthe A and B ratio transmissions. The top gear in theRMX-R ratio transmissions is called 9th gear.

10-Speed RM and RMX ModelsMeritor RM10–115A, RM10–125A, RM10–135A,RM10–145A, RMX10–115A, RMX10–125A, RMX10–135A, RMX10–145A, RMX10–155A and RMX10–165A transmissions have ten evenly-spaced forwardratios. Each transmission consists of a 5-speed frontsection, and a 2-speed auxiliary section. The ten for-ward speeds are obtained by twice using a 5-speedshift pattern: the first time in low range; the secondtime in high range. See Fig. 8.12 for the shift pattern.

OperationReverseTo drive in reverse, push the range selector leverdown to put the transmission in the low range. Pushthe clutch pedal to the bottom of travel so the clutchbrake slows the transmission for initial gear engage-ment. Holding the clutch pedal at the bottom oftravel, shift into reverse.

Slowly release the clutch pedal to move the vehiclein reverse.

Upshifting1. To drive forward, make sure the vehicle is com-

pletely stopped and the range selector lever ispushed down to put the transmission in the lowrange.

Push the clutch pedal to the bottom of travel sothe clutch brake slows the transmission for initialgear engagement; holding the clutch pedal at thebottom of travel, shift into low.

2. Slowly release the clutch pedal to begin movingthe vehicle forward.

3. To upshift into 1st gear, only partial depression ofthe clutch pedal is needed. Do not push theclutch pedal all the way to the floor and engagethe clutch brake; instead, partially depress theclutch pedal, and move the shift lever into neu-tral.

4. Release the clutch, and allow the engine to de-celerate until the road speed and the engine rpmmatch.

5. Partially depress the clutch pedal, and move theshift lever into first gear.

6. Double-clutch and continue upshifting until youreach the top gear in the low range, 4th gear in

Transmissions

8.14

9-speed models and 5th gear in 10-speedmodels. See Table 8.3 .

7. To upshift into high range–with the transmissionstill in the highest low-range gear–move therange selector lever up to put the transmissioninto high range, then partially depress the clutchpedal and move the shift lever into neutral. Asthe shift lever passes through neutral, the trans-mission will automatically shift from low range tohigh range.

8. Release the clutch pedal, and let the engine slowuntil the road speed and engine rpm match.

9. Partially depress the clutch pedal and move theshift lever into the lowest gear in the high range,5th gear in 9-speed models and 6th gear in 10-speed models.

10. Double-clutch to continue upshifting.

Meritor Shift Progressions

TRANS.MODEL

LOW RANGE HIGHRANGEOff-Highway On-Highway


(RM orRMX)

1

2

3

4

f260322

R

LOW

1

2

3

4

f260321

R 7

6 8

5

f260320

R

9-SpeedDirect

(RMX-R)

2

3

4

1

f260325

R

2

3

4

1

f260325

R

8

7 9

6

f260326

R

5

9-SpeedOverdrive

(RMO)

1

2

4

f260327

R

3LOW

1

2

4

f260327

R

3LOW

8

6 7

5

f260328

R


(RM orRMX)

2

3

4

1

f260329

R

5

2

3

4

1

f260329

R

5

9

8 10

7

f260330

R

6

10-SpeedOverdrive

(RMO)

2

3

5

1

f260331

R

4

2

3

5

1

f260331

R

4

10

8 9

7

f260332

R

6

Table 8.3, Meritor Shift Progressions


gressively downward to the bottom gear in highrange, 5th gear in 9-speed models and 6th gear

1

4

5

86

73

21

4

5

86

73

2

1 45 8

6 732 9

A B C

1

2

03/13/96 f260156a

N N N

A. All RM and RMX Transmissions B. All RMO Transmissions C. All RMX-R Transmissions1. High Range 2. Low Range

Fig. 8.11, Meritor 9-Speed RM, RMO and RMX Model Transmissions Shift Patterns

472

9

61

83

105

72

105

61

83

94

A B

C

D

03/13/96 f260155a

NN

A. All RM and RMX TransmissionsB. All RMO TransmissionsC. High RangeD. Low Range

Fig. 8.12, Meritor 10-Speed RM, RMO and RMX ModelTransmissions Shift Patterns

Transmissions

8.15

in 10-speed models. Double-clutch betweenshifts. See Table 8.3 .

2. When in the bottom gear of the high-range shiftpattern, and ready for the next downshift, pushthe range selection lever down into low range.Double-clutch through neutral, and shift into thetop gear of the low-range shift pattern. As theshift lever passes through neutral, the transmis-sion will automatically shift from high range tolow range.


Never fully depress the clutch pedal to use theclutch brake when downshifting, or as a brake toslow the vehicle.

Meritor Splitter and Range-Shift ModelsGeneral Information13-Speed RMO ModelsThe Meritor RMO13–145A transmission has thirteenforward speeds and two reverse speeds. Each trans-mission consists of a 5-speed front section, and a3-speed auxiliary section. The auxiliary section con-tains low- and high-range ratios, plus, an overdrivesplitter gear. See Fig. 8.13 .

All of the thirteen speeds are controlled with one shiftlever. Built into the shift knob of the lever, are arange selection lever and a splitter control button (on

the side of the shift knob), that control range selec-tion and gear splits, respectively.

Low gear in the front section is used only as a start-ing ratio. The remaining four forward positions areused once in the low range and once in the highrange. However, each of the four high-range gearpositions can be split with the overdrive ratio of thesplitter gear. Ratios cannot be split while the trans-mission is in low range.

OperationIMPORTANT: The shifter knob has an interlockfeature that prevents the splitter control buttonfrom being moved up when the range selectionlever is down (in the low range); when the trans-mission is in the high range, and the splittercontrol button is up, the range selection levercannot be moved down.

ReverseTo drive in reverse, push the range selector leverdown to put the transmission in the low range. Pushthe clutch pedal to the bottom of travel so the clutchbrake slows the transmission for initial gear engage-ment; holding the clutch pedal at the bottom of travel,shift into reverse.

Slowly release the clutch pedal to move the vehiclein reverse.

Upshifting1. To drive forward, make sure the vehicle is com-

pletely stopped and the range selector lever ispushed down to put the transmission in the lowrange.

Push the clutch pedal to the bottom of travel sothe clutch brake slows the transmission for initialgear engagement; holding the clutch pedal at thebottom of travel, shift into low.

2. Slowly release the clutch pedal to begin movingthe vehicle forward.

3. To upshift into 1st gear, only partial depression ofthe clutch pedal is needed. Do not push theclutch pedal all the way to the floor and engagethe clutch brake; instead, partially depress theclutch pedal, and move the shift lever into neu-tral.

R1 3

2 4LOW

Dir OD5 5

Dir OD

Dir OD Dir OD

7 7

6 6 8 8

Hi

Lo

A

BC

D

1

03/13/96 f260154a

N


C. OverdriveD. Direct Drive


Fig. 8.13, Meritor 13-Speed RMO Model TransmissionShift Pattern

Transmissions

8.16

4. Release the clutch pedal, and allow the engineto decelerate until the road speed and the enginerpm match.

5. Partially depress the clutch pedal, and move theshift lever into 1st gear.

6. Double-clutch to continue upshifting until in fourthgear. See Table 8.3 .

7. To upshift into high range—with the transmissionstill in 4th gear—push the range selection leverup to put the transmission into high range, thenpartially depress the clutch pedal and move theshift lever into neutral. As the shift lever passesthrough neutral, the transmission will automati-cally shift from low range to high range.

8. Release the clutch pedal, and let the engine slowuntil the road speed and engine rpm match.

9. Partially disengage the clutch, and move the shiftlever into 5th gear.

10. To upshift from 5th gear into 5th overdrive, flipthe splitter control button up to the overdrive po-sition; then, immediately release the accelerator,and press and release the clutch pedal. It is notnecessary to move the shift lever when shiftingfrom direct to overdrive; the transmission willshift when synchronization with the engine’sspeed is reached. Accelerate the engine onlyafter the transmission has shifted.

11. To shift from 5th overdrive to 6th direct, partiallydisengage the clutch, shift into 6th—but beforeengaging the clutch—flip the splitter control but-ton down into the direct drive position; then en-gage the clutch, and accelerate the engine.

Do not move the control button while the shiftlever is in neutral.

12. Shift upward through each of the high rangegears, alternating the procedures in steps 10 and11 above.

Downshifting1. Downshift from 8th overdrive to 8th direct without

moving the shift lever. Flip the splitter control but-ton down to the direct drive position; then, imme-diately release the accelerator, and press andrelease the clutch pedal. Accelerate the engineonly after the transmission has shifted.

2. To downshift from 8th direct to 7th overdrive, flipthe splitter control button up to the overdrive po-sition; then, immediately double-clutch throughneutral, moving the shift lever from 8th to 7thgear.

3. Downshift through each of the high range gearsalternating the procedures in steps 1 and 2,above, until reaching 5th direct.

4. While in 5th direct, and ready for the next down-shift, push the range selection lever down intolow range. Double-clutch through neutral, andshift into 4th gear. See Fig. 8.13 . As the shiftlever passes through neutral, the transmissionwill automatically shift from high range to lowrange.


Never fully depress the clutch pedal to use theclutch brake when downshifting, or as a brake toslow the vehicle.

Allison Automatic ModelsGeneral InformationHD-series automatic transmissions have six forwardspeeds and one reverse speed. See Fig. 8.14 .These transmissions have electronic shift controlsthat can be programmed to allow the use of differentnumbers of geared speeds. For instance, the trans-mission can be programmed to operate as a4-speed, 5-speed, or 6-speed unit in the "primary"shift mode. If needed, a "secondary" shift mode canbe programmed to provide another shift configurationto optimize vehicle use under different operating con-ditions. To activate a secondary shift mode, or otherspecial function programmed into the electronic con-trol unit (ECU), depress the Mode button. "Mode On"is displayed in the indicator panel just above thepush buttons. A label just above the Mode buttonidentifies the special function.

NOTE: Each time a push button is depressedon the shift selector, a short beep will be heard.This indicates that the ECU has received inputto change operation.

The HD-series transmission system is designed towarn the driver of transmission malfunctions. Thedriver of a vehicle equipped with these transmissions

Transmissions

8.17

should know the extent of the warning system inorder to safely operate the vehicle. See Chapter 2for information on the warning system.

Operation

CAUTIONThe engine should never be operated for morethan 30 seconds at full throttle with the transmis-sion in gear and the output stalled. Prolongedoperation of this type will overheat the transmis-sion fluid and will result in severe damage to thetransmission.

1. Start the engine, then check the digital displayon the "push button shift selector." Under "Se-lect" at the top of the unit, the display should al-ways show the "primary" shift mode. Under"Monitor," the gear the transmission is in shouldbe displayed.

WARNINGNever shift from neutral (N) to drive (D) or re-verse (R) at engine speeds above idle. The ve-hicle will lurch forward or backward, which couldcause property damage and personal injury.

2. Use reverse (R) to back the vehicle. Completelystop the vehicle before shifting from a forwardgear to reverse or from reverse to forward. Thereis only one reverse gear.

3. Select drive (D) for all normal driving conditions.The vehicle will start out in 1st gear, and asspeed increases, the transmission will upshiftthrough each gear automatically. As the vehicleslows down, the transmission will downshift tothe correct gear automatically.

The pressure of your foot on the acceleratorpedal influences the automatic shifting. When thepedal is fully depressed, the transmission willautomatically upshift near the governed speed ofthe engine. A partially depressed position of thepedal will cause the upshifts to occur at a lowerengine speed.

4. Occasionally the road, load, or traffic conditionsmake it desirable to restrict the automatic shiftingto a lower range. The lower the gear range, thegreater the engine braking power.

Use the up or down arrow buttons on the shiftselector to reach the desired gear. The "Select"indicator will display your choice, and the "Moni-tor" indicator will show the selected gear once itis reached.

NOTE: In the lower gear ranges, the transmis-sion will not upshift above the highest gear se-lected unless the engine governed speed is ex-ceeded.

5. Use neutral (N) and apply the parking brakewhen the vehicle is parked with the engine run-ning.

CAUTIONDo not allow the vehicle to coast in neutral. Thiscan result in severe transmission damage. Also,no engine braking is available.

10/31/94 f600369a

1

2

1. Indicator Panel 2. Mode ID

Fig. 8.14, Allison Push Button Shift Selector

Transmissions

8.18

Meritor Engine Synchro Shift ™

(ESS) Automated ModelsGeneral Information9–Speed and 10–Speed M, MO, RS, andRSX ModelsMeritor 9-speed M–11F9A–E11, M–12F9A–E12,M–13F9A–E13, M–14F9A–E14, M–15F9A–E15,MO–12F9A–E12, MO–13F9A–E13, MO–14F9A–E14,MO–11F9B–E11, MO–12F9B–E12, MO–13F9B–E13,MO–14F9B–E14, MO–15F9B–E15, RS9–115A, RS9–125A, RS9–135A, RS9–145A, RS9–155A, RSX9–115B, RSX9–115R, RSX9–125A, RSX9–125B,RSX9–125R, RSX9–135A, RSX9–135B, RSX9–135R, RSX9–145A, RSX9–145B, RSX9–145R,RSX9–155B, and 10-speed M–11F10A–E11,M–12F10A–E12, M–13F10A–E13, M–14F10A–E14,M–15F10A–E15, MO–11F10A–E11, MO–12F10A–E12, MO–13F10A–E13, MO–14F10A–E14, MO–15F10A–E15, MO–16F10A–E16, MO–11F10C–E11,MO–12F10C–E12, MO–13F10C–E13, MO–14F10C–E14, MO–15F10C–E15, MO–16F10C–E16,M–14F10A–E16, MO–14F10A–E16, MO–14F10C–E16, MO–16F10C–E18, RS10–115A, RS10–125A,RS10–135A, RS10–145A, RSX10–115A, RSX10–115C, RSX10–125A, RSX10–125C, RSX10–135A,RSX10–135C, RSX10–145A, RSX10–145C, RSX10–155A, RSX10–155C, RSX10–165A, and RSX10–165C transmissions do not require use of the clutchexcept to start and stop the vehicle.

NOTE: Meritor M and MO series ESS transmis-sions are available only on vehicles equippedwith either Caterpillar or Cummins electronicengines. Meritor RS and RSX series ESS trans-missions are only available on vehiclesequipped with Detroit Diesel electronic engines.

The ESS system works with the engine fuelcontrol system to automatically synchronize en-gine rpm to road speed during gear changes.Use the clutch only to start and stop the vehicleand to shift into forward or reverse. The HI andLO ranges are automated, so the driver doesnot have to select ranges. A "break torque" fea-ture allows the driver to move the shift lever andtake the transmission out of gear without chang-ing throttle position. Throttle position can bemaintained while braking and downshifting

through the gears when stopping the vehicle, aswell as on steep grades.

The major components of the ESS system arethe system switch, shift-intent switch, input andoutput shaft speed sensors, a neutral positionsensor, and an electro-pneumatic solenoid.

OperationThe ESS system collects and relays information per-taining to the positions of the shift-intent and systemswitches (Fig. 8.15 ), transmission input and outputshaft speeds, and shift lever position. The informa-tion is received by the engine Electronic ControlModule (ECM), which signals the fuel control systemto increase or decrease engine rpm to match roadspeed. The ECM also controls HI and LO range se-lection in the auxiliary case on the rear of thetransmission.

The system switch (Fig. 8.15 ) is the lower switch lo-cated on the driver’s side of the shift handle. It con-trols ESS system operation. When in the down posi-tion, the system is operating and the word ON isvisible on the switch. In the up position, the wordOFF is visible, the system is not operating, and thetransmission can be shifted manually.

The shift-intent switch (Fig. 8.15 ) is the upper switchon the driver’s side of the shift handle. It has fourpositions and controls upshifting and downshifting bycommunicating to the ECM the driver’s intention ofchanging gears.

02/17/98 f270058

1

2

1. Shift-Intent Switch 2. System Switch

Fig. 8.15, ESS Shift Handle

Transmissions

8.19

NOTE: If the system switch is OFF, use theshift-intent switch to select between ranges.Push the top of the switch (Fig. 8.16 ) to selectthe HI range on upshifts and the bottom of theswitch (Fig. 8.17 ) to select the LO range ondownshifts.

WARNINGMake sure that the transmission is in neutral (N)when you start the vehicle. If the vehicle isstarted in gear, it will suddenly move forward orbackward which could result in personal injuryand damage to property and the transmission.

Starting the Vehicle1. Ensure that the shift lever is in the neutral (N)

position.

2. Push the clutch pedal to the bottom of its travelto engage the clutch brake.

3. Start the engine.

4. Slowly release the clutch pedal.

5. Allow the system air to build up to the rangespecified on the gauge.

6. Release the parking brake.

Shifting Into a Starting Gear

CAUTIONAlways use the proper starting gear. Do not shiftinto neutral and coast, as this will result in dam-age to the transmission.

1. Press the system switch down, into the ON posi-tion, to activate the ESS system.

2. Press the top portion of the shift-intent switch.

IMPORTANT: Use the clutch brake only wheninitially engaging a gear with the vehicle stand-ing still.

3. Push the clutch pedal to the bottom of its travelso that the clutch brake stops the transmissioninput shaft from rotating.

4. Move the shift lever and engage a starting gear.

5. Slowly release the clutch pedal.

NOTE: If you do not shift the transmission out ofneutral into a gear within two seconds, the ESSsystem will "time out" and deactivate. The trans-mission returns to manual operation. To reacti-vate the ESS system, press the shift-intentswitch again. See the following procedures forupshifting and downshifting for instructions onhow to use the shift-intent switch.

Upshifting1. To upshift into the next higher gear:

1.1 Press the top portion of the shift-intentswitch.

1.2 Apply pressure with the shift lever towardthe neutral position.

02/17/98 f270059A B

A. Press the top portion (engage the first position) ofthe shift-intent switch to begin an upshift.

B. Press the top portion again (engage the secondposition) to break torque.

Fig. 8.16, ESS Upshifting Using the Shift-Intent Switch

02/17/98A B

f270060

A. Press the bottom portion (engage the first position)of the shift-intent switch to begin a downshift.

B. Press the bottom portion again (engage the secondposition) to break torque.

Fig. 8.17, ESS Downshifting Using the Shift-IntentSwitch

Transmissions

8.20

1.3 Press the top portion of the shift-intentswitch again, far enough so that theswitch goes into a second position insidethe body of the shift handle. Then releasethe switch. See Fig. 8.16 . This will breaktorque.

1.4 Immediately move the shift lever to theneutral position.

1.5 Allow engine rpm to slow down enough tosynchronize with road speed.

1.6 Move the shift lever to the next highergear.

2. To upshift through the rest of the gears, repeatthe substeps above. Before each upshift, pushthe top of the shift-intent switch into the shifthandle body to break torque. The range shift isautomatic.

3. To skip a gear, press the shift-intent switch intothe shift handle body, while in neutral, one timefor every gear that is skipped.

Downshifting1. To downshift into the next lower gear.

1.1 Press the bottom portion of the shift-intentswitch.

1.2 Apply pressure with the shift lever towardthe neutral position.

1.3 Press the bottom portion of the shift-intentswitch again, far enough so that theswitch goes into a second position insidethe body of the shift knob. Then releasethe switch. See Fig. 8.17 . This will breaktorque.

1.4 Immediately move the shift lever to theneutral position.

1.5 Allow engine rpm to speed up enough tosynchronize with road speed.

1.6 Move the shift lever to the next lowergear.

2. To downshift through the rest of the gears, re-peat the substeps above. Before each downshift,push the bottom of the shift-intent switch into theshift handle body to break torque. The rangeshift is automatic.

3. To skip a gear, press the shift-intent switch intothe shift handle, while in neutral, one time forevery gear that is skipped.

Reverse1. Press the system switch on the shift handle so

that it is in the ON position and the ESS systemis activated.


3. Move the shift lever and engage reverse.

4. Slowly release the clutch pedal and move thevehicle in the reverse direction.

NOTE: If a HI reverse range is required, followthe steps below.

5. Press the system switch on the shift handle sothat it is in the OFF position and the ESS systemis deactivated.

6. Press the top portion of the shift-intent switch toengage the HI range.


8. Move the shift lever and engage reverse.

9. Slowly release the clutch pedal and move thevehicle in the reverse direction.

See Fig. 8.18 for two ESS 9-speed shift patternsand one ESS 10-speed shift pattern.

Transmissions

8.21

02/17/98 f270061

R

R

R

R

R

R

5 7

1 3

3 3 LO 2

2 2

4

4

6 8

6 8

9 7 5

1

7 9

4

5

10 8

1

N N N

6 A B C

A. 9-Speed Shift Pattern with LOGear

B. 9-Speed Shift Pattern C. 10-Speed Shift Pattern

Fig. 8.18, Meritor ESS 9- and 10-Speed Shift Patterns

Transmissions

8.22

9

Rear AxlesMeritor Single Drive Axles with Traction Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Drive Axles with Main Differential Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Main Differential Lock Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Tandem Drive Axles with Interaxle Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2Meritor Interaxle Differential Lockout Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2Eaton Single Reduction Axles with Controlled Traction Differential . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2Eaton 2-Speed Tandem Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3Eaton Interaxle Differential Lockout Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3

Meritor Single Drive Axles withTraction EqualizerSome Meritor single drive axles are equipped with atraction equalizer which is a load sensing, self-actuating feature. A traction equalizer provides nor-mal differential action where traction is good. Whenone wheel begins to spin faster than the other, clutchplates in the differential housing automatically en-gage, delivering power to both wheels. There is nooperator control with this feature.

A traction equalizer occasionally tends to slip in ajerking motion, producing irregular intervals of sharpnoises. This generally occurs when the vehicle is op-erating at low speeds on fairly sharp turns. This con-dition, called slip-stick, is corrected by adding a fric-tion modifier to the axle lubricant. This additive tendsto reduce the static coefficient of friction to a valueequal to, or lower than, the sliding coefficient.

Refer to the vehicle maintenance manual for addi-tional information on friction modifiers and when toadd them to axle lubricants.

CAUTIONTire sizes on both rear wheels should be thesame on axles equipped with a traction equalizer.If not, excessive wear may occur in the tractionequalizer.

Meritor Drive Axles with MainDifferential LockThe Meritor main differential lock is a driver-controlled traction device operated from the vehiclecab. A switch allows the driver to lock or unlock thedifferential. An indicator light comes on when the dif-ferential lock is engaged. An optional buzzer can alsobe used to indicate differential lock engagement.

The main differential lock provides maximum tractionunder slippery conditions. When the differential lockis engaged, the clutch collar completely locks thedifferential case, gearing, and axle shafts together,maximizing traction of both wheels and protectingagainst spinout. Under normal traction conditions, donot engage the differential lock. Operate the axlewith differential action between both wheels.

WARNINGBe especially careful when driving under slipperyconditions with the differential locked. Thoughforward traction is improved, the vehicle can stillslip sideways, causing possible loss of vehiclecontrol, personal injury, and property damage.

Meritor Main Differential LockOperationTo lock the main differential and obtain maximumtraction under slippery conditions, move the controlswitch to the lock position.

WARNINGLock the main differential only when the vehicleis standing still or moving less than 25 mph (40km/h). Never lock the main differential when thevehicle is traveling down steep grades or whenthe wheels are slipping. This could damage thedifferential or lead to loss of vehicle control,causing personal injury and property damage.

NOTE: On some vehicles, the differential locksystem is connected through the low speedrange of the transmission. If this system is used,the transmission must be in the low speedrange for the differential to fully lock.

If the vehicle is moving, maintain a constant vehiclespeed while engaging the differential lock. Briefly letup on the accelerator to relieve torque on the gear-ing, allowing the differential to fully lock. The indica-tor light should come on and the buzzer shouldsound on vehicles so equipped. When the differentialis fully locked, the turning radius will increase be-cause the vehicle understeers. See Fig. 9.1 . Drivecautiously and do not exceed 25 mph (40 km/h).

To unlock the main differential, move the controlswitch to the unlock position. Briefly let up on theaccelerator to relieve torque on the gearing, allowingthe differential to fully unlock.

NOTE: If the differential lock system is con-nected through the low speed range of thetransmission, shifting out of low speed range willalso unlock the differential.

Rear Axles

9.1

When the differential lock disengages, the indicatorlight will go off and the buzzer will stop.

Meritor Tandem Drive Axleswith Interaxle DifferentialMeritor tandem drive axles with an interaxle differen-tial have a lockout feature. Differential lockout is con-trolled by a switch (Fig. 9.2 ) on the control panel.

In the UNLOCK position, there is differential actionbetween the two axles. The differential compensatesfor different wheel speeds and variations in tire size.Keep the interaxle differential unlocked for normaldriving on roads where traction is good.

In the LOCK position, the interaxle differential islocked out and the driveshaft becomes a solid con-nection between the two axles. Power entering theforward axle is also transmitted straight through to

the rear axle, so both axles turn together at the samespeed. The LOCK position should be used when thevehicle encounters poor traction conditions; however,it also increases drivetrain and tire wear and shouldbe used only when improved traction is required.

Meritor Interaxle DifferentialLockout OperationTo lock the interaxle differential and achieve maxi-mum pulling power when approaching slippery orpoor road conditions, move the lockout control valveto LOCK while maintaining vehicle speed, before en-countering the poor road conditions. Let up momen-tarily on the accelerator to engage the differentiallock. Proceed over poor road conditions with caution.Do not wait until traction is lost and the tires arespinning before locking the interaxle differential.

CAUTIONDo not actuate the interaxle differential controlvalve while the tires are slipping. Do not operatethe vehicle continuously with the interaxle differ-ential locked during extended good road condi-tions. To do so could result in damage to the axlegearing and excessive tire wear.

To unlock the interaxle differential, move the lockoutcontrol valve to UNLOCK while maintaining vehiclespeed, after leaving the poor road conditions. Let upmomentarily on the accelerator to allow the shift,then resume driving at normal speed.

Eaton Single Reduction Axleswith Controlled TractionDifferentialThe controlled traction differential system is a differ-ential assembly designed to transfer torque from theslipping wheel to the one with traction.

A control valve (Fig. 9.3 ) in the cab is actuated bythe driver to engage and disengage the controlledtraction feature.

Disengaged, the axle has differential action all thetime. One wheel will spin independently of the other,if slippery conditions are encountered.

Engaged, wheel slippage and spinout are minimized.

02/09/96 f350079a

A

B

A. Turning Radius When Differential is Locked(engaged)–Understeer Condition

B. Turning Radius When Differential is Unlocked(disengaged)

Fig. 9.1, Turning Radius

09/26/95 f350141

Fig. 9.2, Interaxle Differential Control

Rear Axles

9.2

NOTE: The controlled traction differential can beengaged at any speed, except during spinout.

Eaton 2-Speed Tandem AxlesEach axle of the 2-speed tandem contains a highrange single reduction gear set and a low rangedouble reduction gear set. The operator selects thedesired axle range by moving the range preselectionlever located on the shifter knob. See Fig. 9.4 .

Dual Range 2-Speed Tandem AxleOperation with MultispeedTransmissionsNOTE: Refer to Chapter 8 , "Transmissions," fordetailed information on how to use the rangepreselection lever.

On multispeed transmission applications, the 2-speedaxle should be used as a dual range. Use the lowrange when operating off-highway or when startingout with a heavy load on-highway. After the vehicle is

moving on the highway, the axle can be shifted tohigh range.

To shift the axle to the high range: Make sure theinteraxle differential lockout is disengaged; keep thethrottle pedal down; move the range preselectionlever to high; release the throttle pedal until the axleshifts; then accelerate.

To shift the axle to the low range: Keep the throttlepedal down; move the range preselection lever tolow; release and depress the throttle pedal quickly toincrease engine rpm. The axle will shift to low range.

NOTE: When parking the vehicle, put the axle inthe low range with the engine running. Engagethe clutch and transmission to be sure the axlehas completed the shift into the low range.Some vehicle motion is required to ensure en-gagement of the axle.

IMPORTANT: Refer to "Eaton Interaxle Differen-tial Lockout Operation" for precautions that mustbe taken when shifting axles in relation to theinteraxle differential lockout.

Eaton Interaxle DifferentialLockout OperationInteraxle differential lockout systems include a lock-out control valve (Fig. 9.2 ) located in the cab, and anair-operated shift unit mounted on the forward rearaxle.

When the interaxle differential lockout control valve isin the LOCK position, the interaxle differential islocked out and the driveshaft becomes a solid con-nection between the two axles. Power entering theforward axle is also transmitted straight through tothe rear axle, so both axles turn together at the samespeed. The LOCK position should be used when ad-ditional traction is needed.

CAUTIONEngage the lockout only when stopped or at slowspeeds and never when the wheels are spinning.Do not operate the axles on dry pavement withthe lockout engaged for prolonged periods. Useonly when additional traction is needed underadverse road conditions. Disengage the interaxledifferential lockout before shifting the axle to ahigher range.

09/26/95 f350142

Fig. 9.3, Traction Control Differential Control

A

B

01/19/95 f260056a

A. High Range B. Low Range

Fig. 9.4, Range Preselection Lever

Rear Axles

9.3

When the interaxle differential lockout control valve isin the UNLOCK position, the interaxle differential al-lows differential action between the axles therebycompensating for different wheel speeds and varia-tions in tire size. Keep the interaxle differential lock-out in the UNLOCK position for normal driving onroads where traction is good. On 2-speed axles, theinteraxle differential must be in the UNLOCK positionbefore attempting to shift the axles out of low or highrange.

Rear Axles

9.4

10

Fifth Wheels and TrailerCouplings

Holland Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1ASF Castloc® II and Simplex® Series Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6Fontaine Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.11Premier Trailer Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.15Holland Trailer Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.17

Holland Fifth WheelsGeneral InformationThe 2535 sliding fifth wheel models incorporate aModel 3500 fifth wheel (Fig. 10.1 ), equipped witheither an air-operated release slide, or a manual re-lease slide. Sliding fifth wheel assemblies aremounted on a baseplate which permits forward andrear movement along notched rails. Plungers aremeshed into teeth on the baseplate to lock the slid-ing mechanism. Disengagement of the sliding mem-ber is accomplished when the plungers are with-drawn (manually or air-operated), releasing the fifthwheel assembly so that it can be positioned for opti-mum weight distribution over the tractor axles.

The air-operated release slide assembly (Fig. 10.2 )contains a double-ended air cylinder which locks andunlocks both sides of the sliding member at thesame time. The air cylinder is activated by a two-position air-control valve in the tractor cab.

The manual release slide assembly (Fig. 10.3 ) isequipped with a single release lever. Pulling on therelease lever unlocks both plungers.

Type "B" Kingpin Lock Mechanism(Fig. 10.4)

The Type "B" kingpin lock mechanism utilizes twospring-loaded lock halves. The final forward motionof the kingpin into the open lock halves forces the

locks to close in a 360 degree grip around the shoul-der and neck of the kingpin, positioning sliding yokesbetween the lock halves and tapered rib members ofthe fifth wheel understructure. The kingpin can bereleased only by manually operating the kingpin lock

12

3

01/19/95 f310046a

1. Kingpin Lock Mechanism2. Kingpin Control Handle3. Mounting Bracket

Fig. 10.1, Holland Fifth Wheel

1

2 3

f310369 05/19/93

NOTE: Baseplate rails not shown.1. Kingpin Lock Control Handle2. Double-Ended Air Cylinder3. Slide Plunger Release

Fig. 10.2, Air-Operated Release Slide Assembly

1

2

3

02/01/96 f310438

4

NOTE: Baseplate rails not shown.1. Kingpin Lock Control Handle2. Plunger Release Handle3. Plunger Release Spring4. Plunger

Fig. 10.3, Manual Release Slide

Fifth Wheels and Trailer Couplings

10.1

control handle. The adjustment nut will compensatefor wear on the lock or kingpin.

LockguardThe Holland lockguard is a device that prevents afalse lockup, and is used on all models. SeeFig. 10.5 . The Lockguard is a spring-tensioned,smooth-surfaced tongue that the kingpin passes overand depresses when entering the lock mechanism.The Lockguard will prevent the locks from engagingbefore the kingpin fully enters the locks. If the kingpinenters the fifth wheel incorrectly and does not de-press the tongue, the locks are unable to close.

Fifth Wheel Locking OperationLocking the Fifth Wheel Mechanism

CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide release plungers must be in thelocked position. This prevents the sliding mem-ber from moving rapidly to the far forward orrearward position, which could damage the fifthwheel or kingpin.

1. Chock the front and rear of the trailer tires toprevent the trailer from moving.

WARNINGKeep the fifth wheel plate lubricated to preventbinding between the tractor and trailer. A bindingfifth wheel could cause erratic steering and lossof vehicle control, possibly resulting in seriouspersonal injury or death.

2. The kingpin lock mechanism must be fully open,and the fifth wheel plate must be completely lu-bricated with chassis grease. For lubrication in-structions, see Group 31 of the Century ClassTrucks Maintenance Manual.

3. Position the tractor so that the fifth wheel lockopening is in line (both vertically and horizontally)with the trailer kingpin. The kingpin should be ina position to enter the throat of the lockingmechanism, to prevent a false lockup. SeeFig. 10.5 . Adjust the trailer landing gear to giveenough alignment height so that the fifth wheelpicks up the trailer on the fifth wheel ramps.

4. With the fifth wheel lock opening aligned with thetrailer kingpin, back the tractor slowly toward thetrailer, making sure that the kingpin correctly en-ters the throat of the locking mechanism. Whenthe trailer is picked up by the fifth wheel, stop thetractor, then continue slow backward motion untilpositive lockup occurs.

5. Apply the tractor parking brakes.

07/11/2000 f310841

2 2

1 1

4

33

5

A B

A. Closed Position, Locked B. Open Position, Unlocked1. Release Handle and Spring2. Adjustment Nut

3. Lock Halves4. Lock Pivot

5. Sliding Yoke

Fig. 10.4, Type "B" Kingpin Lock Mechanism (bottom view)


10.2

WARNINGAdjust the locks correctly to a maximum clear-ance of 1/8 inch (3 mm). Incorrect adjustment ofthe lock could cause the trailer to disconnect,possibly resulting in serious personal injury ordeath.

6. Make a visual check for proper kingpin lockup.Release the tractor parking brakes. Test for king-pin lockup by pulling on the trailer against thechocks. Check for correct maximum clearancebetween the lock halves. If more than 1/8-inch(3.2-mm) clearance exists between the lockhalves, the lock must be adjusted. See Group31 of the Century Class Trucks WorkshopManual for adjustment procedures.

NOTICEAlways make sure the connect-hanger/supportkeeps the trailer air hoses and electrical cablespositioned so that they do not rub on anything.Rubbing may wear through hoses or cables, re-

sulting in air leaks, or exposed or broken wires,potentially affecting trailer brake or electrical sys-tems.

7. After lockup is completed, connect the tractor-to-trailer air system lines and electrical cable to thetrailer. Take care to prevent dirt or foreign mate-rial from entering the air lines.

8. Charge the air brake system with air. Make surethat the air connections do not leak.

9. Retract the trailer landing gear and secure theratchet handle.

10. Remove the chocks from the trailer tires.

11. The load distribution on the front steering axleand rear drive axle(s) will have a direct effect onthe steering control of the vehicle.

Determine the front and rear axle weights byweighing the vehicle on scales designed for thispurpose.

The maximum axle weight ratings are shown onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle Safety

1

2

3

4A

11/07/94 f310106a

1

2

3

4

B

D C

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 Plate2. Trailer

3. Kingpin4. Lockguard

Fig. 10.5, Lockguard Mechanism (rear view)


10.3

Standard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.

WARNINGDo not overload any tractor axle by improperlyloading the trailer. This could cause erratic steer-ing and loss of vehicle control, possibly resultingin serious personal injury or death.

Unlocking the Fifth Wheel LockMechanism1. Apply the tractor parking brakes.

2. Pull the trailer air supply valve to cut off the airsupply to the trailer.


WARNINGDo not use the trailer air supply for parking trail-ers not equipped with spring parking brakes.This applies the trailer service brakes only. As airbleeds from the trailer brake system, brake appli-cation is lost. This could allow the unattendedvehicle to roll away, possibly resulting in seriouspersonal injury or death.

4. Lower the trailer landing gear until the weight isremoved from the fifth wheel.

5. Disconnect the tractor-to-trailer air system linesand electrical cable. Plug the air lines to preventdirt or foreign material from entering the lines.

CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide release plungers must be in thelocked position. This prevents the sliding mem-ber from moving rapidly to the far forward orrearward position, which could damage the fifthwheel or kingpin.

6. Release the kingpin locking mechanism by pull-ing the kingpin lock control handle (Fig. 10.1 ) tothe outward position.

7. Slowly drive the tractor away from the trailer.

Fifth Wheel Slide Operation1. Connect the trailer kingpin to the tractor fifth

wheel. For instructions, refer to Holland "FifthWheel Locking Operation," in this chapter.

2. After positive lockup of the fifth wheel lockmechanism has been accomplished, release thesliding member using one of the following meth-ods:

2.1 For air-operated models, set the cab-operated control switch (Fig. 10.6 ) toUNLOCK.

2.2 For manual release models, pull the re-lease lever (Fig. 10.3 ) using a releasehook, or other suitable tool. Make sureboth slide plungers have released. SeeFig. 10.7 . If the plungers haven’t released(haven’t come out), lower the trailer land-ing gear to relieve pressure on theplungers.

3. Lower the trailer landing gear just enough to re-move the weight from the tractor.



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Fig. 10.6, Cab Control, Fifth Wheel Slide


10.4


CAUTIONAfter moving the fifth wheel to the desired posi-tion, be sure the trailer landing gear will not, atany time, come in contact with the tractor frameor other components. Make sure that the front ofthe trailer will not come in contact with the rearof the cab or with other components if they ex-tend beyond the rear of the cab.

6. Slowly move the tractor forward or backwarduntil the fifth wheel is in the desired location.


NOTE: The fifth wheel may have to be movedslightly to enable the locking plungers to enterthe fully locked position.

8. Lock the sliding member into position using oneof the following methods:

WARNINGCheck to be sure that the slide plungers are inthe locked position. Failure to achieve completelockup may allow disengagement of the tractorfrom the trailer, possibly resulting in serious per-sonal injury or death.

8.1 For air-operated models, set the cab-operated control switch to LOCK. Visuallycheck the slide plungers to make surethey are engaged in the fully locked posi-tion. See Fig. 10.7 .

8.2 For manual release models, trip the re-lease lever (Fig. 10.3 ) using a releasehook or other suitable tool. Make sure thatboth plungers have locked (retracted intotheir pockets), and are fully engaged inthe rack teeth. See Fig. 10.7 . It may benecessary to move the tractor slightlywhile keeping the trailer brakes locked.

9. The amount of load distribution on the frontsteering axle and rear drive axle(s) will have adirect effect on the steering control of the vehicle.


The maximum axle weight ratings are shown onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.

1

1

A

B

01/24/96 f310439

A. Locked (engaged) B. Unlocked (released)1. Plunger

Fig. 10.7, Plunger Positions


10.5


Fifth Wheel Lubrication


For lubrication instructions, see Group 31 of theCentury Class Trucks Maintenance Manual.

ASF Castloc ® II and Simplex ®

Series Fifth WheelsGeneral InformationThe ASF Castloc II and Simplex series fifth wheelsare used for pulling trailers having the standard2-inch diameter kingpin. When installed as a station-ary fifth wheel (Fig. 10.8 ), they are bracket-mountedto the tractor frame in a position that best distributesthe trailer load over the tractor axles. When used asa sliding fifth wheel (Fig. 10.9 ), they are mounted onthe Taperloc® sliding mount (air-operated or manualrelease).

The fifth wheel lock mechanism for the trailer kingpinconsists of a rotating jaw that grips the trailer kingpinand a spring-actuated lock. The jaw rotates on a jawpin during coupling and uncoupling operations. King-pin lockup occurs when the kingpin is forced into thejaw and the operating rod handle moves to thelocked position. The kingpin is released either by ac-tivating a manual operating rod, or if equipped withTouchloc®, by a dash mounted release-knob, whichactivates an air cylinder underneath the top plate.The air cylinder activates the operating rod. The op-erating rod is located on the left side of the fifthwheel for Castloc II and Simplex II fifth wheels, andon the right side for the Simplex fifth wheel assem-bly.

On sliding fifth wheels, the top plate is mounted on asliding saddle plate which slides along the baseplateattached to the tractor frame. The baseplate railsallow forward and rear movement of the slide assem-bly for optimum weight distribution over the tractoraxles.

Tapered slots in the baseplate rails, aligned in 4-inch(102-mm) increments, provide for location of the fifthwheel along the baseplate. Retractable, spring-actuated lockpins are positioned through the slots to

f310353b

12

3

4

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1. Lubricant Grooves2. Safety Latch

3. Operating Rod4. Mounting Bracket

Fig. 10.8, Simplex Stationary Fifth Wheel

1

2

3

45

6

3

10/26/2010 f310445

7

8

1. Baseplate2. Bolted Stop3. Baseplate Rail4. Fifth Wheel Mount

5. Slider Saddle Plate6. Safety Latch7. Operating Rod8. Operating Lever

Fig. 10.9, Taperloc Slide, Manually-Operated Release


10.6

hold the fifth wheel in the desired position. The lock-pins are retracted either manually or by an air-operated cylinder controlled from the cab.

The manually-operated slide contains an operatingrod (Fig. 10.9 ) which unlocks both sides of the plateat the same time.

The air-operated sliding saddle plate contains an aircylinder which moves the operating lever to unlockboth sides of the plate at the same time. The air cyl-inder is activated by a two-position air-control valvein the tractor cab.

Fifth Wheel Lock Mechanism for TrailerKingpin (Fig. 10.10)

The Castloc II and Simplex Series fifth wheel lockmechanism consists of a rotating jaw and a spring-actuated lock that grips the trailer kingpin. The jawrotates on an eccentric pin during coupling and un-coupling operations. The spring-actuated lock holdsthe jaw in the locked position once kingpin lockuphas occurred.

In the locked position, there is approximately 1/16-inch (1.6-mm) clearance between the jaw and king-pin. The jaw eccentric pin can be removed and ro-tated to compensate for wear and maintain anapproximate 1/16-inch (1.6-mm) clearance duringservice.

Placing the operating rod in the lockset positionmoves the lock away from the jaw. This action un-locks the jaw so that it can be rotated by movementof the kingpin. When the tractor is moved out fromunder the trailer, the kingpin will rotate the jaw untilthe jaw is in the unlocked position, allowing the king-pin to move out of the mechanism. With the jaw inthe fully open position, the operating rod drops out ofthe lockset position, and the fifth wheel is ready forcoupling. See Fig. 10.11 .

During coupling, the kingpin contacts and rotates thejaw into the locked position. This action automaticallymoves the operating rod into the locked position.This securely locks the jaw around the kingpin. In thelocked position the safety latch swings freely over theoperating rod. See Fig. 10.12 .

10/26/2010 f310446

1

23 4

A

B C

56

A. Locked PositionB. Jaw movement compresses spring.C. Fully open.1. Operating Lever2. Safety Latch3. Jaw

4. Jaw Eccentric Pin5. Lock6. Spring

Fig. 10.10, ASF Castloc II and Simplex Series KingpinLocking Mechanism Operation

1

1

2

3

11/02/2010 f310447

1. Safety Latch2. Operating Rod (locked)3. Operating Rod (unlocked)

Fig. 10.11, Simplex Kingpin Locking Mechanism,Locking and Unlocking


10.7

Fifth Wheel Locking and UnlockingLocking the Fifth Wheel Lock Mechanism1. Chock the front and rear of the trailer tires to

prevent the trailer from moving.

CAUTIONBefore attempting to lock the fifth wheel lockmechanism of a sliding type fifth wheel, the slideoperating rod ( Fig. 10.9) must be in the lockedposition. This prevents the sliding member frommoving rapidly to the far forward or rearward po-sition, which could damage the fifth wheel mem-ber or kingpin.

2. The fifth wheel jaw must be fully open. Makesure that the operating rod is in the unlocked po-sition. The fifth wheel must be completely lubri-cated with chassis or multi-purpose grease. Forlubrication instructions, see Group 31 of theCentury Class Trucks Maintenance Manual.


3. Make sure the fifth wheel top plate is tilted so theramps are as low as possible. If equipped withan air suspension, make sure the air bags arecompletely inflated.

4. Position the tractor so that the center of the fifthwheel is in line with the trailer kingpin. The king-pin should be in a position to enter the throat ofthe locking mechanism. See Fig. 10.10 . Adjustthe trailer landing gear so that the lower fronttrailer edge contacts the top surface of the tiltedfifth wheel plate, approximately 8 inches (20 cm)before the fifth wheel center.

5. With the fifth wheel lock opening aligned with thetrailer kingpin, back the tractor slowly toward thetrailer, making sure that the kingpin enters thethroat of the locking mechanism. Continue back-ward motion until positive lockup occurs.


7. Make a visual check (even if equipped with theTouchloc air-operated system) for positive king-pin lockup. The trailer bed plate must be flush onthe fifth wheel plate surface. When positivelockup has occurred, the fifth wheel operatingrod will have moved inward to the locked posi-tion, and the safety latch will swing freely overthe operating rod. See Fig. 10.12 .

NOTE: Only when the operating rod is fully re-tracted in the locked position will the safety latchbe freely rotated down.

8. Release the tractor parking brakes. Test for king-pin lockup by pulling on the trailer against thechocks.

NOTICEAlways make sure the connect-hanger/supportkeeps the trailer air hoses and electrical cablespositioned so that they do not rub on anything.Rubbing may wear through hoses or cables, re-sulting in air leaks, or exposed or broken wires,potentially affecting trailer brake or electrical sys-tems.

9. After lockup is completed, connect the tractor-to-trailer air system lines and electrical cable to thetrailer. Take care to prevent dirt or foreign mate-rial from entering the air system lines.


1

2

10/26/2010 f310448

1. Safety Latch 2. Operating Rod

Fig. 10.12, Simplex Kingpin Locking Mechanism, SafetyLatch (locked position)


10.8

WARNINGAdjust the jaw pin if there is more than 1/8-inch(3-mm) clearance between the kingpin and thelock. Incorrect adjustment could cause the trailerto disconnect, possibly resulting in serious per-sonal injury or death.

11. With the trailer wheels chocked and the brakesset, check for clearance between the kingpin andthe fifth wheel jaws by moving the tractor forwardand backward against the locked kingpin. Aclearance of approximately 1/16 inch (1.6 mm)between the jaw and kingpin is allowable. Whenclearance between the jaw and kingpin exceeds1/8 inch (3 mm), adjust the jaw to restore the1/16-inch (1.6-mm) clearance between the jawand kingpin. For instructions, see Group 31 ofthe Century Class Trucks Workshop Manual.

12. Retract the trailer landing gear, and secure theratchet handle.

13. Remove the chocks from the trailer tires.



The maximum axle weight ratings are shown onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ings given on the FMVSS or CMVSS label.






4. Lower the trailer landing gear until the trailerrises about 1/2 inch (13 mm).



6. If equipped with a manual kingpin lock release:Release the kingpin lock mechanism by raisingthe safety latch to the rear and pulling the lockoperating rod out and up into the lockset posi-tion. See Fig. 10.11 . The offset of the lock con-trol upper rod should bottom against the platecasting above the hole. If the operating rod can-not be pulled to the lockset position, back thetractor slightly to release the kingpin forceagainst the jaw.

If equipped with an air-operated kingpin lock re-lease: Pull the air-release knob on the dash.From outside the cab, visually check that the op-erating rod has bottomed out against the platecasting above the hole. See Fig. 10.11 . If theoperating rod isn’t in the unlocked position, backthe tractor slightly to release the kingpin forceagainst the jaw.

IMPORTANT: If equipped with an air-operatedlock release, you still must make a visual check


10.9

of the operating rod to make sure it is in the un-locked position


Fifth Wheel Slide Operation1. Chock the front and rear of the trailer tires to

prevent the trailer from moving.

2. Connect the trailer kingpin to the tractor fifthwheel. For instructions, refer to "Fifth WheelLocking Operation," in this chapter.

3. After positive lockup of the fifth wheel lockmechanism has been accomplished, release theslide using one of the following methods:

3.1 For air-operated models, set the cab-operated control switch (Fig. 10.6 ) to UN-LOCK.

3.2 For manually-operated models, raise thesafety latch and pull the slide operatingrod (Fig. 10.9 ) outward until the shoulderis outside of the operating rod support,then lower the operating rod as far as itwill go.






WARNINGCheck to be sure that the lockpins are seated inthe holes and that the operating rod is in thelocked position with the safety latch securing theoperating rod. Failure to achieve complete lockup

may cause the trailer to detach from the tractor,possibly resulting in serious personal injury ordeath.

NOTE: The fifth wheel may have to be movedslightly to enable the locking pins to enter thefully locked position.

8. Lock the sliding member into position using oneof the following methods:

For air-operated models: Set the cab-operatedcontrol switch to LOCK. Visually inspect the lock-pins to make sure they have seated in the base-plate rail holes.

For manually-operated models: Raise the operat-ing rod so that it is free to move inward. Makesure that the lockpins have seated in the base-plate rail holes and the operating rod moves intothe locked position. Also, the safety latch mustdrop downward so that it holds the operating rodin the locked position.



The maximum axle weight ratings are shown onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.

WARNINGAdjust the fifth wheel slide correctly, and do notoverload any tractor axle by incorrectly loadingthe trailer. Incorrect slide adjustment or improperaxle loading could cause erratic steering andloss of vehicle control, possibly resulting in seri-ous personal injury or death.


10.10


WARNINGKeep the fifth wheel plate lubricated to preventbinding between the tractor and trailer. A bindingfifth wheel could cause erratic steering and lossof vehicle control, possibly resulting in personalinjury or death.

The fifth wheel plate must be kept well lubricatedwith chassis grease to prevent friction and bindingbetween the tractor fifth wheel plate and the trailer.For lubrication instructions, see Group 31 of theCentury Class Trucks Maintenance Manual.

Fontaine Fifth WheelsGeneral InformationThe Fontaine sliding fifth wheel mount is designed toprovide optimum axle loading for maximum tractoruse with different lengths and types of trailers. Thesliding fifth wheel mount is used with the FontaineH5092 series, and 6000/7000 No-Slack II series fifthwheels, and is equipped with either an air-operatedrelease slide (AWB or HAWB models), or a manualrelease slide (MWS or HMWS models).

On Fontaine fifth wheels kingpin release is accom-plished by activating a manual lock control handlelocated on either the right side or left side of the fifthwheel. Kingpin lockup occurs when the kingpin isforced into the jaws and the lock control handlemoves to the locked position.

The fifth wheel top plate is mounted on a slide as-sembly, which is attached to slide rails that aremounted on the vehicle frame. The slide rails permitforward and rearward movement of the slide assem-bly, allowing for optimum weight distribution over thetractor axles.

Slots are evenly spaced along the slide rails, andretractable tapered wedges are positioned throughthe slots to hold the fifth wheel in the desired posi-tion. See Fig. 10.13 or Fig. 10.14 .

The slide portion of the sliding model may be at-tached to either an air-operated release slide, or amanual release slide.

The air-operated release slide contains an air cylin-der that locks and unlocks the fifth wheel slide. See

Fig. 10.13 . The air cylinder is activated by a two-position air-control valve in the tractor cab.

The manual release slide contains a slide releasepull handle, located on the left side of the fifth wheel,

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2

1. Locking Wedge 2. Air Cylinder

Fig. 10.13, Air-Operated Sliding Fifth Wheel Mount,AWB Model

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1

2

1. Locking Wedge2. Slide Release Pull Handle

Fig. 10.14, Manual Release Sliding Fifth Wheel Mount,MWS Model


10.11

which locks or unlocks the fifth wheel slide. SeeFig. 10.14 .

Fifth Wheel Lock Mechanism for TrailerKingpinThe Fontaine fifth wheel lock mechanism (Fig. 10.15 )for the trailer kingpin consists of a spring-loaded jawand a sliding wedge.

The jaw and wedge each have a pin permanentlyattached. The pin on the jaw and the pin on thewedge fit into elongated notches in the lock controlhandle. The notches in the handle control the limit ofmovement for both the jaw and wedge. The notchesare arranged so that the wedge is actuated first dur-ing release of the kingpin.

During lockup, the jaw is moved first with the spring-loaded wedge being allowed to slip in place againstthe jaw. A timing bracket ensures that the wedge andjaw are moved at the proper time.

Placing the lock control handle in the unlocked posi-tion moves the wedge away from the jaw. This actionunlocks the jaw so that it can be moved by the trailerkingpin. When the tractor is moved out from underthe trailer, the kingpin moves the jaw until the kingpinis out of the mechanism. With the jaw in the un-

locked position, the lock control handle will remain inthe unlocked position until manually moved by theoperator.

During coupling (Fig. 10.15 ), the motion of the king-pin entering the jaw will actuate the jaw and wedge.The jaw will move behind the kingpin, followed by thewedge. The purpose of the wedge is to reinforce thejaw and take up slack around the pin. Any wear onthe jaw is immediately taken up by the wedge sothere is no slack in the connection.

Fifth Wheel Locking OperationLocking the Fifth Wheel Lock Mechanism

CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide release pull handle, if soequipped, and the slide locking wedges must bein the locked position. This prevents the slidingmember from moving rapidly to the far forward orrearward position, which could damage the fifthwheel member or kingpin.


WARNINGKeep the fifth wheel plate lubricated to preventbinding between the tractor and trailer. A bindingfifth wheel could cause erratic steering and lossof vehicle control, possibly resulting in personalinjury or death.

2. The kingpin lock mechanism must be fully open,the fifth wheel plate must be completely lubri-cated with chassis grease. For lubrication in-structions, see Group 31 of the Century ClassTrucks Maintenance Manual.

3. Position the tractor so that the fifth wheel lockopening is in line (both vertically and horizontally)with the trailer kingpin. The kingpin should be ina position to enter the throat of the lockingmechanism (Fig. 10.15 ). Adjust the trailer landinggear to give enough alignment height for positivekingpin lockup.

4. With the fifth wheel lock opening aligned with thetrailer kingpin, back the tractor slowly toward the

1

2 A

3

B C

10/26/2010 f310184c

A. Unlocked PositionB. Locking

C. Locked

1. Wedge2. Jaw

3. Trailer Kingpin

Fig. 10.15, Fontaine Kingpin Lock Mechanism


10.12

trailer, making sure that the kingpin enters thethroat of the locking mechanism. Continue back-ward motion until positive lockup occurs.


6. Make a visual and physical check for positivekingpin lockup. When lockup has occurred, thefifth wheel control handle will have moved to thelocked position. Make sure that the safety latchis down over the lock control handle. SeeFig. 10.16 . This will hold the control handle inthe locked position.

7. Release the tractor parking brakes. Test for king-pin lockup by pulling on the trailer against thechocks.

NOTICEAlways make sure the connect-hanger/supportkeeps the trailer air hoses and electrical cablespositioned so that they do not rub on anything.Rubbing may wear through hoses or cables, re-sulting in air leaks, or exposed or broken wires,

potentially affecting trailer brake or electrical sys-tems.

8. After lockup is completed, connect the tractor-to-trailer air system lines and the electrical cable tothe trailer. Take care to prevent dirt or foreignmaterial from entering the air system lines.


WARNINGIncorrect fifth wheel lock adjustment could causethe trailer to disconnect, possibly resulting in se-rious personal injury or death.

10. With the trailer wheels chocked and the brakesset, check for clearance between the kingpin andthe fifth wheel jaws by moving the tractor forwardand backward against the locked kingpin. Thereshould be no slack between the tractor and thetrailer. If slack is present, uncouple the trailer.

For adjustment instructions, refer to the appli-cable manufacturer’s service information.

11. Retract the trailer landing gear, and secure theratchet handle. Remove the chocks from thetrailer tires.



The maximum axle weight ratings are given onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.


1

1

2

2 10/26/2010 f310110a

A

B

NOTE: Make sure the safety latch is down when thecontrol handle is locked.

A. Unlocked B. Locked1. Safety Latch 2. Lock Control Handle

Fig. 10.16, Fontaine Fifth Wheel, Locking andUnlocking


10.13





4. Lower the trailer landing gear until the weight isremoved from the fifth wheel.


CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide release pull handle, if soequipped, and the slide locking wedges must bein the locked position. This prevents the slidingmember from moving rapidly to the far forward orrearward position, which could damage the fifthwheel member or kingpin.

6. Release the kingpin locking mechanism by liftingthe safety latch and pulling the lock controlhandle to the unlocked position. See Fig. 10.16 .


Fifth Wheel Slide Operation1. Connect the trailer kingpin to the tractor fifth

wheel. For instructions, refer to Fontaine "FifthWheel Locking Operation," in this chapter.

2. After positive lockup of the fifth wheel lockmechanism has been accomplished, release theslide using one of the following methods:

2.1 For air-operated release models, set thecab-operated control switch (Fig. 10.6 ) toUNLOCK.

2.2 For manual release models, lift the sliderelease pull handle to disengage it fromthe guide plate. Then, pull out the handle(Fig. 10.17 ) until it is in the unlocked posi-tion and can be positioned against theguide plate to hold it out. The slide re-lease pull handle will stay in the unlockedposition until it is manually disengagedfrom the guide plate.





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Fig. 10.17, Fontaine Sliding Fifth Wheel Manual Release


10.14




NOTE: The fifth wheel may have to be movedslightly to enable the locking wedges to enterthe fully locked position.

8. Lock the sliding member in position using one ofthe following methods:

WARNINGCheck to be sure that the lockpins are seated inthe holes. Failure to achieve complete lockupmay cause the trailer to detach from the tractor,possibly resulting in serious personal injury ordeath.

8.1 For air-operated release models, set thecab-operated slide control switch toLOCK. Visually inspect the lockingwedges to make sure that they are fullyinserted in the slide rail slots.

8.2 For manual release models, disengagethe slide release pull handle from theguide plate. The slide release pull handleis spring-loaded in the locked position andwill seek the locked position when disen-gaged from the guide plate. The fifthwheel may have to be moved slightly toenable the locking wedges to fully enterthe locked position. When the slide re-lease pull handle returns to the fullylocked position, visually and physicallycheck the locking wedges to make surethey are fully inserted into the slots in theslide rails. Make sure the slide release pullhandle is locked in position against theguide plate.



The maximum axle weight ratings are given onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.

WARNINGAdjust the fifth wheel slide correctly, and do notoverload any tractor axle by incorrectly loadingthe trailer. Incorrect slide adjustment or improperaxle loading could cause erratic steering andloss of vehicle control, possibly resulting in seri-ous personal injury or death.



For lubrication instructions, see Group 31 of theCentury Class Trucks Maintenance Manual.

Premier Trailer CouplingsGeneral InformationIMPORTANT: Before operating the Premier cou-pling, refer to the Premier web site atwww.premier-mfg.com for complete safety,operation, and maintenance instructions.

Trailer couplings, used only on trucks, are attachedto the rear closing crossmember.


10.15

http://www.premier-mfg.com/

The Premier 260 and 460 trailer couplings(Fig. 10.18 ) have a rigid pintle hook, and are air-adjusted. An air chamber, mounted forward of thecoupling, operates a push rod, which pushes againsta shoe inside the coupling. The shoe maintains con-stant pressure on the eye of the trailer drawbar whenit’s over the pintle hook. This takes up any slack inthe trailer connection, providing smoother towing andless wear on the pintle hook. The air pressure is acti-vated when the trailer brakes are released.

The Premier 690 trailer coupling (Fig. 10.19 ) has amoveable pintle hook, and is nonair adjusted. It isused for heavy-duty applications.

Operation

WARNINGIf at any time the 690 coupling is bound up (jack-knifed), the 294 bolt MUST be replaced immedi-ately! Do not use the coupling until the bolt hasbeen replaced. In addition, carefully inspect the690 coupling, drawbar, drawbar eye, front endassembly, and tail board for damage. Failure todo so may result in trailer separation from thetruck while in use, resulting in serious personalinjury or property damage.

Trailer Hookup1. Chock the front and rear tires of the trailer.

2. Open the coupling.

Models 260 and 460 (Fig. 10.18 ): Pull up on thepawl lock; then, while squeezing the pawlwedges together, lift up the pawl assembly. Liftup the latch and push it up against the pawl as-sembly, locking the latch in place.

Model 690 (Fig. 10.19 ): Remove the linch pinfrom the handle, then push in on the handle andturn it toward you. Open the pintle hook by pull-ing it down and toward you. Release the handle,locking the pintle hook open.

3. Models 260 and 460: Back up the vehicle untilthe drawbar eye is over the pintle hook, thenlower the trailer.

Model 690: Back up the vehicle until the drawbareye enters the open jaw, contacts the back of thepintle hook, and closes the coupling.

4. Close the coupling.

Models 260 and 460: Push in on the pawlwedges and lift the pawl assembly. The latch willdrop into the closed position. Lock the latch bylowering the pawl assembly.

1

2

3

4

5

6

1

2

3

45

6

AB

01/20/95 f310312a

A. Model 260 B. Model 4601. Pintle Hook2. Latch

3. Pawl Assembly4. Pawl Lock

5. Pawl Wedge6. Shoe

Fig. 10.18, Premier 260 and 460 Trailer Couplings


10.16

Model 690: The pintle hook will automaticallyclose and lock from the pressure of the drawbareye against it. Install the linch pin.


5. Hook up the trailer’s electrical and air lines.

6. Remove the chocks from the trailer’s tires.

Trailer Release1. Apply the truck and trailer parking brakes.


2. Chock the front and rear tires of the trailer.

3. Disconnect the trailer air and electrical lines.Plug the air lines to keep out dirt.

4. Take the weight of the trailer drawbar eye off thepintle hook.

5. Open the coupling.

Models 260 and 460: Pull up on the pawl lock;then, while squeezing the pawl wedges together,lift up the pawl assembly. Lift up the latch, andpush it up against the pawl, locking the latch inplace.

Model 690: Remove the linch pin from thehandle, then push in on the handle and turn ittoward you. Open the pintle hook by pulling itdown and toward you. Release the handle, lock-ing the pintle hook open.

6. Slowly drive the vehicle away from the trailer.

Holland Trailer CouplingGeneral InformationThe Holland PH–T–60–AL trailer coupling is de-signed for use with trailers having a maximum grossweight of 10,000 pounds. It is a rigid type pintlehook, used only on truck applications, and is fas-tened to the rear closing crossmember of the vehicle.See Fig. 10.20 . It is a non-air adjusted coupling.

OperationTrailer Hookup1. Chock the front and rear tires of the trailer.

2. Remove the cotter pin. Then lift the lock andraise the latch.

1 2

3

f310313a07/13/2010

4

1. Linch Pin2. Handle

3. Pintle Hook4. 294 Bolt

Fig. 10.19, Premier 690 Trailer Coupling

1 2

3

4

01/20/95 f310314a

1. Lock2. Cotter Pin

3. Latch4. Pintle Hook

Fig. 10.20, Holland PH-T-60-AL Trailer Coupling


10.17

3. Back up the vehicle until the drawbar eye is overthe pintle hook.

4. Lower the trailer until the drawbar eye rests onthe pintle hook.

5. Close the latch, then insert the cotter pin.


6. Hook up the trailer’s electrical and air lines.

7. Remove the chocks from the trailer’s tires.

Trailer Release1. Apply the truck and trailer parking brakes.


2. Chock the front and rear tires of the trailer.

3. Disconnect the trailer air and electrical lines.Plug the air lines to keep out dirt.

4. Take the weight of the trailer drawbar off thepintle hook.

5. Open the latch by first removing the cotter pin;then lift up the lock and raise the latch.

6. Slowly drive the vehicle away from the trailer.


10.18

11

Pretrip Inspection and DailyMaintenance

Pretrip and Post-Trip Inspection Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1Pretrip and Post-Trip Inspection and Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3

Pretrip and Post-TripInspection ChecklistsRegulations in both Canada and the United Statesclearly indicate that it is the driver’s responsibility toperform an inspection and ensure the complete road-worthiness of a vehicle before placing it into servicefor the day. Commercial vehicles may be subject toinspection by authorized inspectors, and an unsafevehicle can be put "out of service" until the driver orowner repairs it.

Use the inspection checklists to ensure that vehiclecomponents are in good working condition beforeeach trip. A driver that is familiar with the vehicle,and drives it regularly, can perform the daily inspec-tions, then add the weekly and monthly post-trip in-spections as scheduled. If the driver does not oper-ate the vehicle on a consistant basis, all three of theinspection procedures should be performed beforethe trip.

NOTE: Procedure reference numbers in the thechecklists reference the corresponding detailedinstructions found under the pretrip and post-tripmaintenance procedures.

Pre- and post-trip inspections cannot be donequickly. However, careful inspections save time byeliminating stops later to adjust items overlooked orforgotten.

If any system or component does not pass this in-spection, it must be corrected before operating thevehicle. Whenever equipment requires adjustment,replacement, repair, addition of lubricants, or achange of lubricants, see the Century Class TrucksWorkshop Manual for procedures and specifications,and see the Century Class Trucks MaintenanceManual for lubricant recommendations, specifica-tions, and maintenance intervals.

IMPORTANT: The pre- and post-trip checklists,and inspections and maintenance proceduresdetailed in this chapter, are not all-inclusive .Also refer to other component and body manu-facturers’ instructions for specific inspection andmaintenance instructions.

See Table 11.1 for a list of procedures that shouldbe perfomed daily, before the first trip.

See Table 11.2 for a list of procedures that shouldbe performed weekly, post-trip.

See Table 11.3 for a list of procedures that shouldbe performed monthly, post-trip.

IMPORTANT: Before performing any checks,apply the parking brake and chock the tires.

Pretrip Inspection and Daily Maintenance

11.1

Procedure Performed(check off)

Daily Pretrip Inspections/ChecksProcedureReference

_______ Drain manually drained air reservoirs (that are not equipped with automatic drainvalves) D1

Check _______ windshield washer reservoir fluid D2Inspect _______ wheel seal and hub cap (for leakage) —Check _______ surge tank coolant level D3Inspect _______ radiator and charge air cooler D4Check _______ engine for fuel, oil, or coolant leaks —Inspect _______ engine and chassis wiring D5Inspect _______ air intake system D6Check _______ intake-air restriction indicator mounted on air intake D6Check _______ engine oil level D7Check _______ power steering fluid level —Inspect _______ fuel tank(s), fuel lines, and connections D8Check _______ fuel level D9Check _______ fuel/water separator D10Inspect _______ front and rear suspension components D11Inspect _______ headlights, mirrors, and window glass, and windshield wipers D12Check _______ doors (open without difficulty and close securely) —

_______ Adjust driver’s seat, then align rearview and downview mirrors —Check _______ dash-mounted intake-air restriction indicator D6Check _______ oil- and air-pressure warning systems D13Check _______ ICU fault codes D14Check _______ horn, windshield wipers, and windshield washer D15Check _______ heater, defroster, and optional mirror heat controls D16Check _______ backup alarm —Check _______ panel lights and interior lights D17Check _______ exterior lights and reflectors D18Check _______ tire pressure D19Inspect _______ tire condition D20Inspect _______ rims and wheels D21Check _______ automatic transmission fluid level —Inspect _______ air brake chambers and pushrods D22Inspect _______ air brake lines D23Inspect _______ slack adjusters D24Check _______ air brake system operation D25Inspect _______ frame rails (missing bolts), crossmembers (bent or loose) —

Check _______ mud flaps (aren’t damaged, at least 10 inches above the ground, and bracketsare secure) —

Check _______ exhaust system (mounted securely, connected tightly, no signs of leaks such assoot trails) —

Inspect _______ seat belts and tether belts D26_______ Remove chocks and test service brakes D27

Inspector___________________________________________________ Date ________________

Table 11.1, Daily Pretrip Inspection and Maintenance Checklist


11.2


Weekly Post-Trip Inspections/ChecksProcedureReference

_______ Manually drain air reservoirs that are equipped with automatic drain valves —Inspect _______ batteries and battery cables W1Check _______ wheel bearing lubricant level W2Inspect _______ steering components W3Check _______ serpentine drive belt condition W4Check _______ V-belt tension W5

Inspector___________________________________________________ Date ________________

Table 11.2, Weekly Post-Trip Inspection and Maintenance Checklist


Monthly Post-Trip Inspections/ChecksProcedureReference

_______ Clean the battery terminals M1Inspect _______ radiator hoses and heater hoses M2

Check _______ fluid level in the hydraulic clutch reservoir (if applicable, and if necessary, fill withDOT 4 brake fluid) —

Check _______ steering wheel play M3Check _______ outer surfaces of the body (for visible surface breaks and damage) —Inspect _______ brake lining wear M4Inspect _______ driveshaft —

Inspector___________________________________________________ Date ________________

Table 11.3, Monthly Post-Trip Inspection and Maintenance Checklist

Pretrip and Post-TripInspection and MaintenanceProceduresWhenever equipment requires adjustment, replace-ment, repair, addition of lubricants, or a change oflubricants, see the Century Class Trucks WorkshopManual for procedures and specifications, and seethe Century Class Trucks Maintenance Manual forlubricant recommendations, specifications, and main-tenance intervals.

Daily Pretrip Inspection andMaintenance Procedures1. Drain manually drained air reservoirs.

Water and oil normally enter the air reservoir inthe form of vapor because of the heat generatedduring compression. After the water and oil con-dense, drain the resulting emulsion as follows:

1.1 Open the wet tank valve. The drain cockor pull chain drain is located on the for-ward end of the supply air reservoir, whichis connected directly to the air compres-sor. Block the valve open.

WARNINGWhen draining the air reservoir, do not look intothe air jets or direct them toward anyone. Dirt orsludge particles may be in the airstream andcould cause injury.

1.2 Exhaust the remaining air and moisturefrom the system by opening the draincocks on the bottoms of the remaining airreservoirs. Block the valves open.

1.3 Water and oil emulsion often form pocketsthat will not drain while compressed air isin the reservoirs. Because of these pock-ets, leave the valves blocked open duringthe first part of the pretrip inspection.


11.3

1.4 If the drained water is cloudy or oily, itmay indicate a problem with the compres-sor. If oil is allowed to contaminate the airdryer, it will not remove the water from theair brake system, which could adverselyaffect braking.

CAUTIONStep back from the front access panel whenopening it. The access panel can open quicklyand could hit a person, possibly resulting in per-sonal injury.

2. Check that the windshield washer reservoir isfilled. Add washer fluid as needed. See Fig. 11.1 .The windshield washer reservoir may be locatedon either the right-hand or left-hand side of thefrontwall, behind the access panel.

WARNINGWasher fluids may be flammable and poisonous.Do not expose washer fluid to an open flame orany burning material, such as a cigarette. Alwayscomply with the washer fluid manufacturer’s rec-ommended safety precautions.

3. Check the coolant level.

If the coolant is low, fill the surge tank to theMAX line, with a 50/50 mixture of water and thetype of antifreeze currently installed in your ve-hicle.

See Fig. 11.2 .

CAUTIONCoolant must be filled to the full line of the surgetank. Low coolant could result in engine over-heating, which could cause engine damage.

4. Inspect the radiator and charge air cooler.

4.1 Inspect the radiator and charge air coolerfor clogged fins. Use compressed air orwater directed from the fan side of thecore to backflush any material restrictingairflow.

4.2 Inspect the radiator and charge air coolerfor damage and accumulated debris.Straighten bent or damaged fins to permitairflow across all areas of the cores.

NOTE: When traveling through areas of highinsect concentration, it may be necessary to

05/24/2011 f602459

1

1. Washer Reservoir Fill Tube

Fig. 11.1, Windshield Washer Reservoir Location (right-hand side location shown)

05/18/98

1

f500312

1. Coolant Fill Cap

Fig. 11.2, Coolant Level Checking


11.4

clean the exterior of the radiator or thecharge air cooler core as often as every 200miles (320 km).

4.3 On vehicles equipped with air condition-ing, also inspect and clean the condenser.If clogged, the condenser can restrict air-flow through the radiator.

4.4 Check the radiator for leaks. If leaks arefound, have the radiator repaired or re-placed. See Group 20 of the CenturyClass Trucks Workshop Manual for in-structions, or take the vehicle to an autho-rized Freightliner dealer.

5. Inspect the engine and chassis wiring.

Check for loose wiring, chafed insulation, anddamaged or loose hold-down clamps. Tightenloose wires or hold-down clamps; replace dam-aged wiring or clamps.

6. Inspect the air intake system for leaks or dam-age.

CAUTIONFailure to maintain a sealed air intake systemcould allow the entry of dirt and contaminantsinto the engine. This could adversely affect en-gine performance and result in engine damage.

6.1 Check the intake-air restriction indicator.

6.2 Replace the primary filter element in theair cleaner if the yellow signal stayslocked at 25 inH2O for Caterpillar enginesor 20 inH2O for Mercedes-Benz engines.See Group 09 of the Century ClassTrucks Workshop Manual for filter elementreplacement instructions, or take the ve-hicle to an authorized Freightliner dealer.

NOTE: After replacing the filter element,reset the restriction indicator by pressing therubber reset button.

6.3 Inspect the secondary or safety filter ele-ment in the air cleaner when replacing theprimary element, and replace it whenclogged or dirty. This element should bereplaced with every third primary elementreplacement.

6.4 Check the engine air intake piping fromthe air cleaner to the engine intake. In-spect the piping for loose connections,cracks, torn or collapsed hoses, punc-tures, and other damage. Tighten looseconnections, and have damaged compo-nents replaced. Make sure the piping sys-tem is airtight so that all intake air passesthrough the air cleaner.

7. Check the engine oil level.

If the oil level is at or below the minimum fill (or"add") mark on the dipstick, add enough oil tomaintain the level between the minimum fill (or"add") and the maximum fill (or "full") marks onthe dipstick. See Fig. 11.3 . Engine lube oil musthave a sulfated ash level less than 1.0 wt %;currently referred to as CJ-4 oil. Use the properSAE viscosity rating for the temperature and timeof year.

CAUTIONOperating the engine with the oil level below theminimum fill (or "add") mark or above the maxi-mum fill (or "full") mark could result in enginedamage.

8. Inspect the fuel tanks, fuel lines, and connectionsfor leaks.

05/18/98

1

2

f500310

1. Dipstick 2. Coolant Fill Cap

Fig. 11.3, Oil Level Checking


11.5

8.1 Check that the fuel tanks are secured totheir mounting brackets and that themounting brackets are secured to theframe.

8.2 Replace leaking fuel tanks.

8.3 If lines or connections are leaking, havethem repaired or replaced.

For repair and/or replacement procedures,see Group 47 of the Century ClassTrucks Workshop Manual, or take the ve-hicle in to an authorized Freightlinerdealer.

8.4 If equipped with fuel tank shutoff valves,be sure the valves are fully open.

WARNINGNever operate the engine with the fuel tank shut-off valves partly closed. This could damage thefuel pump, causing sudden loss of engine power,possibly resulting in serious personal injury dueto reduced vehicle control.

9. Check the fuel level in the fuel tank(s).

To keep condensation to a minimum, fuel tanksshould be filled at the end of each day. Federalregulations prohibit filling a fuel tank to morethan 95 percent of its liquid capacity.

WARNINGNever fill fuel tanks to more than 95 percent oftheir liquid capacity. This could make them morelikely to rupture from impact, possibly causingfire and resulting in serious personal injury ordeath by burning.

Do not mix gasoline or alcohol with diesel fuel.This mixture could cause an explosion, possiblyresulting in serious personal injury or death. Donot fill the fuel tanks in the presence of sparks,open flames, or intense heat. These could ignitethe fuel, possibly causing severe burns.

9.1 Fuel should always be strained or filteredbefore being put into the tanks. This willlengthen the life of the engine fuel filterand reduce the chances of dirt getting intothe engine.

9.2 Before installing the fuel cap, clean thearea with a rag, or if necessary, clean thecap with solvent.

9.3 If needed, prime the fuel system. Forpriming procedures, see the applicableengine manufacturer’s manual.

10. If equipped with a fuel/water separator, check forwater.

Drain any water found. Check the fuel/waterseparator for leaks and contaminants.

For Racor models, see Fig. 11.4 . Check thewater level in the sight bowl. To drain the water,loosen the valve at the bottom of the bowl twofull turns, and allow the water to run out. Closeand tighten the valve finger-tight. Check the filterelement and replace if clogged.

For ConMet models, see Fig. 11.5 . Place a suit-able container under the fuel/water separator.Check the water level in the sight bowl, if soequipped. To drain the water, loosen the valve atthe bottom and allow the water to run out. Closeand tighten the valve finger-tight.

IMPORTANT: When draining fluid from a fuel/water separator, drain the fluid into an appropri-ate container and dispose of it properly. Manystates now issue fines for draining fuel/waterseparators onto the ground. On all types ofseparators, stop draining fluid when you seefuel come out of the separator drain valve.

11/30/95 f470166

Fig. 11.4, Racor Fuel/Water Separator


11.6

11. Inspect the front and rear suspension compo-nents, including springs, spring hangers, shocks,and suspension brackets.

11.1 Check for broken spring leaves, looseU-bolts, cracks in the suspensionbrackets, and loose fasteners in the springhangers and shackles.

11.2 Inspect the shock absorbers for loose fas-teners and leaks.

11.3 Tighten all loose fasteners and have anycomponent(s) replaced that are worn,cracked, or otherwise damaged.

11.4 On vehicles with air suspensions, checkfor leaks. Check air suspension compo-nents for cuts and bulges.

12. Clean the windshield, side, and rear windows,then check the condition of the windshield wiperarms and blades.

12.1 Replace the wiper arms if the wiperblades are not tensioned against the wind-shield.

12.2 Replace damaged or deteriorated wiperblades.

WARNINGWhen cleaning windshields and windows, alwaysstand on the ground or on a secure ladder orplatform. Use a long-handled window cleaner. Donot use the cab steps, tires, fenders, fuel tanks,engine, or under-hood components to access thewindshield or windows. Doing so could cause afall and result in an injury.

13. Check the oil- and air-pressure warning systems.

13.1 Check if the warning systems come onwhen the ignition is turned on, and if not,have the systems repaired.

13.2 Start the engine, then check that the oil-and air-pressure warning systems are op-erating. The buzzer should stop soundingwhen the preset minimum is reached. Ifthe air pressure in both systems is abovethe preset minimum when the engine isstarted, test the low air pressure warningsystem by lowering the pressure to belowthis range, or until the warning systemcomes on.

The air pressure in both the primary andsecondary air reservoir systems must beabove 65 psi (448 kPa) on most vehicles.For vehicles with an optional Bendix dryerreservoir module (DRM), the cut-out pres-sure is 130 psi (896 kPa).

14. Check the instrumentation control unit (ICU) forfault codes.

During the ignition sequence, if an active fault isdetected in any device that is connected to theECU, the message display screen will show theactive fault codes, one after the other, until theparking brake is released or the ignition switch isturned off. See Chapter 2 for detailed operatinginstructions for the ICU.

15. Make sure that the horn, windshield wipers, andwindshield washers are operating properly.These devices must be in good working order forsafe vehicle operation.

15.1 Make sure that the horn works. If a horn isnot working, have it repaired before tripdeparture.

11/30/95 f470167

Fig. 11.5, ConMet Fuel/Water Separator


11.7

15.2 Check the wiper and washer control onthe multifunction turn signal switch. If thewipers and/or washers are not working,have them repaired before trip departure.

16. During cold weather, make sure the heater, de-froster, and optional mirror heat controls are op-erating properly. If so equipped, turn on the mir-ror heat switch and make sure the system isworking.

17. Check the operation of all the panel lights andinterior lights.

Turn on the headlights, dash lights, and four-wayflashers and leave them on. If any of the gaugebulbs, the dome light bulbs, or the right- and left-turn indicator bulbs are not working, replacethem.

18. Make sure all the exterior lights are workingproperly.

Check that all the lights and reflectors are clean.See Fig. 11.6 .

18.1 Check that the brake lights, taillights,headlights, parking lights, turn signals,marker lights, identification lights, roadlights (if so equipped), and front clearancelights are working properly and are clean.

18.2 Test the high and low beams of the head-lights.

18.3 Replace light bulbs or sealed beam unitsthat are not working.

18.4 Be sure all reflectors and lenses are ingood condition and are clean. Replaceany broken reflectors or lenses.

19. Check tire inflation pressures using an accuratetire pressure gauge.

Tires should be checked when cool. For inflationpressures and maximum loads (per tire) see thetire manufacturer’s guidelines.

A weekly pressure loss of 4 psi (28 kPa) or morein a tire may indicate damage. The tire should beinspected and, if necessary, repaired or replaced.

19.1 Be sure valve stem caps are on every tireand that they are screwed on finger-tight.

19.2 Inflate the tires to the applicable pressuresif needed.

19.3 If a tire has been run flat or underinflated,check the wheel for proper lockring andside-ring seating, and possible wheel, rim,or tire damage before adding air.

Moisture inside a tire can result in bodyply separation or a sidewall rupture. Dur-ing tire inflation, compressed air reservoirsand lines must be kept dry. Use well-maintained inline moisture traps and ser-vice them regularly.

WARNINGDo not operate the vehicle with underinflated oroverinflated tires. Incorrect inflation can stressthe tires and make the tires and rims more sus-ceptible to damage, possibly leading to rim ortire failure and loss of vehicle control, resultingin serious personal injury or death.

IMPORTANT: The load and cold inflation pres-sure must not exceed the rim or wheel manu-facturer’s recommendations, even though the

04/09/98 f601640

1

2 34

5

1. Identification Lights2. Road Light3. Headlight and Daytime Running Light4. Turn Signal and Side-Marker Light5. Marker Light

Fig. 11.6, Exterior Lights


11.8

tire may be approved for a higher load inflation.Some rims and wheels are stamped with amaximum load and maximum cold inflation rat-ing. If they are not stamped, consult the rim orwheel manufacturer for the correct tire inflationpressure for the vehicle load. If the load ex-ceeds the maximum rim or wheel capacity, theload must be adjusted or reduced.

20. Inspect each tire for wear, bulges, cracks, cuts,penetrations, and oil contamination.

20.1 Check the tire tread depth. If tread is lessthan 4/32 inch (3 mm) on any front tire, orless than 2/32 inch (1.5 mm) on any reartire, replace the tire.

20.2 Inspect each tire for bulges, cracks, cuts,and penetrations.

20.3 Inspect each tire for oil contamination.Fuel oil, gasoline, and other petroleumderivatives, if allowed to contact the tires,will soften the rubber and destroy the tire.

21. Check the wheel nuts or rim nuts for indicationsof looseness. Examine each rim and wheel com-ponent.

21.1 Remove all dirt and foreign material fromthe assembly. Dirt or rust streaks from thestud holes, metal buildup around studholes, or out-of-round or worn stud holesmay be caused by loose wheel nuts. SeeFig. 11.7 and Fig. 11.8 .

21.2 Examine the rim and wheel assemblycomponents (including rims, rings, flanges,studs, and nuts) for cracks, or other dam-age.

See Group 33 or Group 35 of theCentury Class Trucks Workshop Manualfor service procedures on the studs andhubs, and see Group 40 in the samemanual for wheel and tire servicing, ortake the vehicle to an authorized Freight-liner dealer.

WARNINGHave any worn or damaged wheel componentsreplaced by a qualified person using the wheelmanufacturer’s instructions and the wheel indus-try’s standard safety precautions and equipment.Otherwise a vehicle or workshop accident couldoccur, possibly resulting in serious personal in-jury or death.

21.3 Have broken, cracked, badly worn, bent,rusty, or sprung rings and rims replaced.Be sure that the rim base, lockring, andside ring are matched according to sizeand type.

21.4 Make sure all wheel nuts are tightened450 to 500 lbf·ft (610 to 678 N·m) for Ac-curide wheels with unlubricated threads.

Use the tightening pattern in Fig. 11.9 for10-hole wheels, and the tightening patternin Fig. 11.10 for 8-hole wheels. SeeGroup 40 of the Century Class TrucksWorkshop Manual for more information.

CAUTIONInsufficient wheel nut torque can cause wheelshimmy, resulting in wheel damage, stud break-age, and extreme tire tread wear. Excessivewheel nut torque can break studs, damagethreads, and crack discs in the stud hole area.Use the recommended torque values and followthe proper tightening sequence.

DANGERDo not loosen or remove the parking brake clampring for any purpose. The parking/emergency

02/09/95 f400058

Fig. 11.7, Dirt and Rust Streaks from the Stud Holes


11.9

brake section of the brake chamber is not in-tended to be serviced. Serious injury or deathmay result from sudden release of the powerspring.

Before doing any repairs or adjustments on aservice/parking brake chamber, read the appli-cable warnings and instructions in Group 42 ofthe Century Class Trucks Workshop Manual .

22. Inspect the air brake chamber and the air brakechamber pushrods. See Fig. 11.11 .

WARNINGDo not operate the vehicle with the front brakesbacked off or disconnected. Backing off or dis-connecting the front brakes will not improve ve-hicle handling and may lead to loss of vehiclecontrol, resulting in property damage or personalinjury.

22.1 Check that the air brake chamber ismounted securely on its mounting bracket,and that there are no loose or missingbolts.

22.2 Look for worn clevis pins on brake cham-ber pushrods and missing or damagedcotter pins on brake chamber pushrod cle-vis pins. Replace worn clevis pins and in-stall new cotter pins if necessary.

22.3 See if the chamber piston rod is in linewith the slack adjuster. Misalignment cancause the piston rod to rub on the non-pressure chamber and cause a dragging

02/09/95 f400001

Fig. 11.8, Worn Stud Holes

1

2

3

45

6

7

8

9

10

f400081a08/23/93

Fig. 11.9, Tightening Pattern, 10-Hole Wheels

f400052a

1 2

3

4

5 6

7

8

A

08/20/93

Fig. 11.10, Tightening Pattern, 8-Hole Wheels


11.10

brake. See Group 42 of the CenturyClass Trucks Workshop Manual.

CAUTIONIf the external breather tube or breather cap ismissing or incorrectly installed, road dirt and de-bris can adversely affect the operation of thebrake chamber. Once inside of the chamber, dirtand debris can cause the internal parts of thechamber to deteriorate faster.

22.4 Inspect the exterior surfaces of the cham-ber for damage. Make sure that breatherholes in the non-pressure section(s) areopen and free of debris. See Group 42 ofthe Century Class Trucks WorkshopManual to replace any damaged parts.

22.5 On all parking brake installations, makesure the end cover cap or dust plug is se-curely snapped into place.

NOTE: On most MGM parking brake cham-bers equipped with an integral release bolt,an end cover cap is installed over the re-lease bolt.

22.6 Check for rusted connections, missingsnap rings, and damaged camshaftgrease seals. Have damaged or missingparts repaired or replaced.

23. Inspect the air brake lines.

23.1 Check the clearance between the hosesand the exhaust manifold or other hotspots. Excessive heat will cause materialin the hoses to deteriorate rapidly or be-come brittle. Provide at least 6 inches(150 mm) of clearance. More clearance isrecommended if the hose is located abovethe heat source.

23.2 Check for kinks, dents, or swelling of thehoses. If damaged, have the hose re-placed with the same size and type.

NOTE: Do not route the hose on top of any-thing likely to be stepped on.

23.3 Check for damage to hoses located nearmoving parts, such as drivelines, kingpins,suspensions, and axles. If moving partsare catching or pinching the lines, correctas needed.

23.4 Check for hose damage caused by abra-sion. If abraded, have the hose replaced.Check for the cause of abrasion, such asloose or damaged hose clamps. Have theclamps repaired or replaced as needed.

23.5 Observe the hose cover condition, espe-cially hoses exposed to water splash andice. If dried out or ragged (the wire or lineris showing through the cover), have thehose(s) replaced.

23.6 Inspect the air tubing, especially tubingmade of nylon. In cold weather, nylon tub-ing is sensitive to damage, such as nicksor cuts. Have nicked or cut tubing re-placed, even if it is not leaking.

23.7 Check for kinked or twisted hoses. Aseven-percent twist in the hose can re-duce its life by up to 90 percent. A twistedhose under pressure tends to untwist,which may loosen the fitting. Reconnecthoses that are twisted.

NOTE: The front brake lines flex continu-ously in vehicle operation, so they require

1

A

02/22/2000 f421352

A. Do not remove this clamp ring.1. MGM TR–T (TR Series) Brake Chamber shown

Fig. 11.11, Parking Brake Chamber Clamp


11.11

special examination. Give particular attentionto the areas near where they connect to thefront air brake chambers. This inspectionrequires two people, one in the driver seatand another to inspect the brake line con-nections at the wheels.

23.8 Both wheel air lines must be inspectedwith the emergency brake set, engineidling, air pressure at 80 to 90 psi (550 to620 kPa), and the brake pedal held down.

23.9 Turn the wheels to full lock in one direc-tion and inspect both air lines where theyconnect to the air chambers, then turn thewheels to full lock in the other directionand inspect both lines. If a hose is leak-ing, have it replaced.

IMPORTANT: ABS-equipped vehicles operat-ing in regions where especially corrosive iceremoval chemicals are used may experiencehigher than normal rotor corrosion. Tonerings should be routinely inspected for corro-sion. Severe corrosion of the integral ABStone ring may cause the ABS warning lampin the dash to illuminate due to false wheelspeed readings. If the ABS warning lampilluminates at any time other than at vehiclestart-up, have the problem repaired immedi-ately.

24. Inspect the slack adjusters.

24.1 Meritor Slack Adjusters: Check the bootfor cuts, tears, or other damage. Have itreplaced if necessary.

24.2 Gunite Slack Adjusters: Inspect the slackadjuster for any signs of damage. If dam-aged, have the slack adjuster replaced.

Inspect the slack adjuster boot for cuts ortears. If the boot is damaged, have it re-placed. See Fig. 11.12 .

24.3 Haldex Slack Adjusters: Inspect eachslack adjuster and anchor strap for dam-age. See Fig. 11.13 . Have any damagedcomponents replaced.

Check that the control-arm nut is fully re-leased. If the control arm is in the wrongposition, the brakes will drag.

25. Check the air brake system for proper operation.

25.1 Check the air governor cut-in and cut-outpressures as follows.

Run the engine at fast idle. The air gover-nor should cut out the air compressor atapproximately 120 psi (827 kPa). With theengine idling, apply the brake pedal sev-eral times. The air governor should cut inthe air compressor at approximately 100psi (689 kPa). If the air governor does notcut in and out as described above, it mustbe adjusted to these specifications. If theair governor cannot be adjusted or re-paired, replace it before operating the ve-hicle.

25.2 Check the air pressure buildup time asfollows.

With the air system fully charged to 120psi (827 kPa), make one full brake appli-cation and note the air pressure readingon the gauge. Continue to reduce the airpressure by moderate brake applicationsto a maximum of 90 psi (620 kPa), thenrun the engine at governed rpm. If the

f42139806/17/2003

1

2

3

4 5

6

78

10

9

1. 7/16-inch AdjustingNut

2. Grease Fitting3. Boot4. Link5. Brake Chamber Piston

Rod

6. Clevis7. 1/2-inch Clevis Pin8. 1/4-inch Clevis Pin9. Grease Relief

Opening10. Slack Adjuster Spline

Fig. 11.12, Gunite Automatic Slack Adjuster


11.12

time required to raise the air pressure to120 psi (827 kPa) (from the pressurenoted after one brake application) is morethan 30 seconds, eliminate any leaks orreplace the air compressor before operat-ing the vehicle.

25.3 Check the air pressure reserve as follows.

With the air system fully charged to 120psi (827 kPa), stop the engine and notethe air pressure. Then make one full brakeapplication and observe the pressuredrop. If it drops more than 25 psi (172kPa), all areas of leakage must be elimi-nated before operating the vehicle.

25.4 Check the air leakage in the system asfollows.

With the parking brake (spring brake) ap-plied, the transmission out of gear, andthe tires chocked, charge the air systemuntil cut-out pressure of 120 psi (827 kPa)is reached.

With the service brakes released, shutdown the engine, wait one minute andnote the air pressure gauge reading. Ob-serve the air pressure drop in psi (kPa)per minute.

Charge the air system until cut-out pres-sure of 120 psi (827 kPa) is reached. Withthe parking brakes released and the ser-vice brake applied, shut down the engine,wait one minute and note the air pressuregauge reading. Observe the air pressuredrop in psi (kPa) per minute.

If leakage exceeds the limits shown inTable 11.4 , repair all areas of leakage be-fore driving the vehicle.

Maximum Allowable Service Brake Air Leakage

DescriptionAir Leakage in psi(kPa) Per Minute

Released AppliedTruck or Tractor Only 2 (14) 3 (21)Truck or Tractor w/Single Trailer 3 (21) 4 (28)Truck or Tractor w/Two Trailers 5 (35) 6 (42)

Table 11.4, Maximum Allowable Service Brake AirLeakage

26. Inspect the seat belts and tether belts.

WARNINGInspect and maintain seat belts. When any part ofa seat belt system needs replacement, the entireseat belt must be replaced, both retractor andbuckle side. Any time a vehicle is involved in anaccident, and the seat belt system was in use,the entire vehicle seat belt system must be re-placed before operating the vehicle. Do not at-tempt to modify the seat belt system; doing socould change the effectiveness of the system.Failure to replace worn or damaged seat belts, ormaking any modifications to the system, may re-sult in personal injury or death.

26.1 Check the web for fraying, cuts, extremedirt and dust, or for severe fading fromexposure to sunlight, especially near thebuckle latch plate and in the D-loop guidearea.

10/11/2005 f421397

1

2

3

4

5

6

7

8 9

A

A. Rotate the control arm toward the brake chamberuntil you can feel it contacting the internal stop.

1. Clevis2. Slack Adjuster3. Clevis Pin4. Manual Adjusting Nut5. Control Arm

6. Control-Arm Washersand Nut

7. Anchor Strap Slot8. Anchor Strap9. Brake Chamber

Fig. 11.13, Haldex Automatic Slack Adjuster


11.13

26.2 Check operation of the buckle, latch, Kom-fort Latch or Sliding Komfort Latch (ifequipped), web retractor, and upper seatbelt mount on the door pillar. Check allvisible components for wear or damage.

26.3 Check the seat belt and tether belt con-nection points and tighten any that areloose.

27. Test the service brakes.

When starting to move the vehicle and beforepicking up speed, test the brakes with the footpedal and parking brake control valve (yellowknob) to be sure they will bring the vehicle to asafe stop.

Weekly Post-Trip Inspection andMaintenance Procedures

WARNINGBattery posts, terminals, and related accessoriescontain lead and lead compounds, chemicalsknown to the State of California to cause cancerand reproductive harm. To prevent possible per-sonal injury, always wash your hands after han-dling battery parts and related accessories.

1. Inspect the batteries and battery cables. Checkthe battery cables for chafing, and proper rout-ing. Replace the battery cable if damaged.Check that the battery hold-down is secure. If itis loose, tighten the hold-down bolts; if it is bro-ken, replace it.

2. Check the level of the wheel bearing lubricant inthe hub cap at each end of the front axle.

If needed, fill the hubs to the level indicated onthe hub cap. See Group 35 of the Century ClassTrucks Maintenance Manual, for recommendedlubricants.

IMPORTANT: Before removing the fill plug, al-ways clean the hub cap and plug.

3. Examine the steering components.

See Fig. 11.14 . If repairs are needed, seeGroup 46 of the Century Class Trucks WorkshopManual for instructions, or take the vehicle to anauthorized Freightliner dealer.

3.1 Check the mounting bolts and pitman armnut for tightness.

3.2 Check the drag link nuts for missing cotterpins.

3.3 Inspect the steering drive shaft and steer-ing linkage for excessive looseness, orother damage.

3.4 Tighten loose nuts and have damagedparts replaced as needed.

4. Check the condition of the serpentine drive belt.

Look for signs of glazing, wear (frayed edges),damage (breaks or cracks), or oil contamination.If a belt is glazed, worn, damaged, or oil soaked,have the belt replaced, following the instructionsin Group 01 of the Century Class Trucks Work-shop Manual.

5. Check the drive belt for proper tension.

Use your index finger to apply force at the centerof the belt free-span. See Fig. 11.15 . There is noadjustment for belt tension on engines with auto-matic belt tensioners. If there is not proper ten-sion, have the belt tensioner replaced. SeeGroup 01 of the Century Class Trucks WorkshopManual for instructions, or take the vehicle to anauthorized Freightliner dealer.

05/06/98 f461664

1

2

33

1

1

1. Steering Gear Mounting Bolt2. Pitman Arm Pinch Bolt Nut3. Drag Link Nut

Fig. 11.14, Steering Gear Fasteners


11.14

Monthly Post-Trip Inspection andMaintenance Procedures

WARNINGBattery posts, terminals, and related accessoriescontain lead and lead compounds, chemicalsknown to the State of California to cause cancerand reproductive harm. To prevent possible per-sonal injury, always wash your hands after han-dling battery parts and related accessories.

1. Clean the batteries.

1.1 Remove any corrosion from the hold-downand the top of the battery.

CAUTIONTake care to keep the vent plugs tight so that theneutralizing solution does not enter any of thebattery cells and damage the battery.

1.2 Use a soda solution to neutralize the acidpresent, then rinse off the soda solutionwith clean water.

1.3 If the battery posts or cable terminals arecorroded, disconnect the terminals fromthe posts. Clean them with a soda solutionand a wire brush. After cleaning, connectthe terminals to the battery posts, thenapply a thin coat of petroleum jelly to theposts and terminals to help retard corro-sion.

2. Inspect the radiator and heater hoses, includingthe clamps and support brackets.

2.1 Make sure the radiator inlet and outlethoses are pliable and are not cracking orballooning. Replace hoses that show signsof cracking, weakening, or ballooning.

2.2 Make sure the heater hoses are pliableand are not cracking or ballooning. Re-place hoses that show signs of cracking,weakening, or ballooning.

2.3 Tighten hose clamps as necessary, but donot overtighten, as hose life can be ad-versely affected.

2.4 Be sure the hose support brackets aresecurely fastened. Make sure the hosesare not located near sources of wear,abrasion, or high heat.

IMPORTANT: Replace all hoses, includingheater hoses, at the same time. Service-typeknitted or braided yarn-reinforced neoprenehose is acceptable. Silicone hoses having anextended service life can be substituted for thereinforced neoprene type. See the FreightlinerService Parts Catalog or contact your Freight-liner Dealer.

3. Check the steering wheel for excessive play.

3.1 With the front tires straight ahead, turn thesteering wheel until motion is observed atthe front wheels.

3.2 Align a reference mark on a ruler, thenslowly turn the steering wheel in the oppo-site direction until motion is again detectedat the wheels.

3.3 Measure the lash (free play) at the rim ofthe steering wheel. Excessive lash existsif steering wheel movement exceeds 2-1/4inches (57 mm) with an 18-inch (450-mm)steering wheel.

If there is excessive lash, check the steer-ing system for wear or incorrect adjust-ment of the linkage and steering gear be-fore operating the vehicle.

4. Check the brake lining wear on all vehicles, in-cluding those with automatic slack adjusters.Proper brake operation is dependent on periodicmaintenance and inspection of the brake linings.

4.1 Check that brake linings are free of oil andgrease.

10/31/94 f200036a

A

B

A. Deflection B. Belt Free-Span

Fig. 11.15, Checking Belt Tension


11.15

4.2 Inspect the thickness of the brake linings.If the axle assembly is equipped with adust shield or backing plate, remove theinspection plugs. If any brake linings areworn to less than approximately 1/4 inch(6.4 mm) at the thinnest point, have thelinings replaced on all brake assemblieson that axle. See Group 42 of the CenturyClass Trucks Workshop Manual for liningreplacement instructions and camshaftend-play inspection.

4.3 Check the brake drums for wear andcracks.

4.4 Check that the inspection plugs in the dustshields or backing plates, if so equipped,are installed.


11.16

12

Cab AppearanceCab Washing and Polishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Care of Fiberglass Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Care of Chrome Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Dashboard Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Vinyl Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Velour Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2

Cab Washing and PolishingTo protect the finish of your new vehicle, follow theseguidelines carefully:

• During the first 30 days, rinse your vehicle fre-quently with water. If the vehicle is dirty, use amild liquid soap. Do not use detergent.

• During the first 30 days, do not use anythingabrasive on your vehicle. Brushes, chemicals,and cleaners may scratch the finish.

• During the first 120 days, do not wax yourvehicle.

To extend the life of your vehicle’s finish, follow theseguidelines:

• Avoid washing your vehicle in the hot sun.

• Always use water. After the cab is completelywashed, dry it with a towel or chamois.

• Do not dust painted surfaces with a dry cloth,as this will scratch the paint.

• Do not remove ice or snow from a painted sur-face with a scraper of any sort.

• To prevent damage to the finish, wax it regu-larly. Before waxing, if the finish has becomedull, remove oxidized paint using a cleanerspecifically designed for this purpose. Removeall road tar and tree sap before waxing.Freightliner recommends that a quality brand ofcleaner or cleaner-polish and polishing wax beused.

• Do not let diesel fuel or antifreeze stand on apainted surface. If either should occur, rinsethe surface with water.

• To prevent rust, have any nicks or other dam-age on the finish touched up as soon as pos-sible.

• Park your vehicle in a sheltered area wheneverpossible.

Care of Fiberglass PartsWash unpainted fiberglass air fairings and shieldsmonthly with a mild detergent, such as dishwashingliquid. Avoid strong alkaline cleansers.

Apply a wax specifically designed for fiberglass.

Care of Chrome PartsTo prevent rust, keep chrome parts clean and pro-tected at all times. This is especially important duringwinter driving and in coastal areas where there isexposure to salt air.

When cleaning chrome parts, use clean water and asoft cloth or sponge. A mild detergent may also beused.

Sponge gently, then rinse. If necessary, use a non-abrasive chrome cleaner to remove stubborn rust orother material. Do not use steel wool.

To help protect the chrome after cleaning, apply acoat of polishing wax to the surface. Never use waxon parts that are exposed to high heat, such as ex-haust pipes.

Dashboard CarePeriodically wipe the dashboard with a water-dampened cloth. A mild detergent can be used, butavoid using strong detergents.

CAUTIONDo not use Armor-All Protectant ®, STP Son-of-a-Gun®, or other equivalent treatments. Thesecleaners contain vinyl plasticizers that can causestress crazing in the interior plastic panels,which can result in cracking of the panels.

Vinyl Upholstery CleaningTo prevent soiling, frequent vacuuming or light brush-ing to remove dust and dirt is recommended. Harshcleaning agents can cause permanent damage tovinyl upholstery. To preserve the upholstery and pre-vent damage, carefully review the following sectionsfor recommended cleaning procedures. Waxing orrefinishing improves soil resistance and cleanabilityfor all vinyls. Any hard wax, such as that used onautomobiles, may be used.

Ordinary DirtWash the upholstery with warm water and mild soap,such as saddle or oil soap. Apply soapy water to alarge area and allow to soak for a few minutes, thenrub briskly with a cloth to remove the dirt. This canbe repeated several times, as necessary.

Cab Appearance

12.1

If dirt is deeply imbedded, use a soft bristle brushafter applying the soap.

If dirt is extremely difficult to remove, wall-washingpreparations normally found around the home can beused. Powdered cleaners, such as those used forsinks and tiles, are abrasive and must be used withcaution as they can scratch the vinyl or give it a per-manent dull appearance.

Chewing GumHarden the gum with an ice cube wrapped in a plas-tic bag, then scrape it off with a dull knife. Any re-maining traces of gum can be removed with an all-purpose light oil (peanut butter will also work) andwiped off.

Tars, Asphalts, and CreosoteEach of these items stains vinyl after prolonged con-tact. They should be wiped off immediately and thearea carefully cleaned, using a cloth dampened withnaphtha.

Paint, Shoe Heel MarksPaint should be removed immediately. Do not usepaint remover or liquid-type brush cleaner on vinyl.An unprinted cloth, dampened with naphtha or tur-pentine may be used. Use care to prevent contactwith parts of the upholstery that are not vinyl.

Sulfide StainsSulfide compounds, such as those found in eggs andsome canned goods, can stain after prolonged con-tact with vinyl. These stains can be removed by plac-ing a clean, unprinted piece of cloth over the spottedarea and pouring a liberal amount of 6 percent hy-drogen peroxide onto the cloth. Allow the saturatedcloth to remain on the spot for 30 to 60 minutes. Forstubborn spots, allow the hydrogen-peroxide satu-rated cloth to remain on the area overnight. Use cau-tion to prevent the solution from seeping into theseams, or it will weaken the cotton thread.

Nail Polish and Nail Polish RemoverProlonged contact with these substances causes per-manent damage to vinyl. Careful blotting immediatelyafter contact minimizes damage. Do not spread theliquid during removal.

Shoe PolishMost shoe polishes contain dyes which penetratevinyl and stain it permanently. Shoe polish should bewiped off as quickly as possible using naphtha orlighter fluid. If staining occurs, try the procedure usedfor sulfide stains.

Ball Point InkBall point ink can sometimes be removed if rubbedimmediately with a damp cloth, using water or rub-bing alcohol. If this does not work, try the procedureused for sulfide stains.

MiscellaneousIf stains do not respond to any of the treatments de-scribed above, it is sometimes helpful to expose thevinyl to direct sunlight for up to 30 hours. Mustard,ball point ink, certain shoe polishes, and dyes oftenbleach out in direct sunlight, leaving the vinyl undam-aged.

Velour Upholstery CleaningTo prevent soiling, frequent vacuuming or light brush-ing to remove dust and dirt is recommended. Spotclean with a mild solvent or an upholstery shampoo,or the foam from a mild detergent. When using a sol-vent or a dry-cleaning product, follow the instructionscarefully, and clean only in a well-ventilated area.Avoid any product that contains carbon tetrachlorideor other toxic materials. With either method, pretest asmall area before proceeding. Use a professionalupholstery cleaning service when extensive cleaningis needed.

Grease and Oil-Based StainsDampen a small absorbent cloth with dry-cleaningsolvent or spot remover. Apply the cloth carefully tothe spot from the outer edge to the center. Pat andblot the spot with a clean, dry cloth. Repeat severaltimes, as necessary, turning the cloths so that thestain does not redeposit on the fabric.

Sugar and Water-Based StainsApply water-based detergent or cleaner, working incircular motions. Pat and blot as dry as possible. Re-peat, if necessary, before drying thoroughly.

Cab Appearance

12.2

Chewing Gum or WaxHarden the gum or wax with an ice cube wrapped ina plastic bag, then scrape it off with a dull knife. Ex-cess wax can be absorbed by placing a thick whiteblotter over the wax and heating with a warm (nothot) iron. Remove the remainder by using the proce-dure for grease and oil-based stains.

MildewBrush the dry fabric with a soft brush. Sponge withdetergent, and blot. If the fabric is colorfast, dilute ateaspoon of bleach in one quart (one liter) of coolwater. Apply with a swab, directly on the mildewstain. Dab repeatedly with clear, cool water, and blotdry.

Cab Appearance

12.3

13

In an EmergencyHazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Emergency Kit, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Emergency Starting with Jumper Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3Fire in the Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4

Hazard Warning LightsThe hazard warning light switch tab is located on theturn signal control lever. See Fig. 13.1 . To operatethe hazard lights, pull the tab out. All of the turn sig-nal lights and both of the indicator lights on the con-trol panel will flash.

To cancel the hazard warning lights, push the turnsignal control lever either up or down, then return thelever to its neutral position.

Fire ExtinguisherA fire extinguisher is located in the cab by the driv-er’s door.

Emergency Kit, OptionalAn optional emergency kit package is located be-tween the seats, at the front of the center console, ifthe vehicle does not have a sleeper compartment. Ifthere is a sleeper compartment, the emergency kit islocated elsewhere, depending on vehicle configura-tion. The package includes one or more of each ofthe following: first aid kit, a reflective vest, and a tri-angular reflector and flare kit.

If there is an emergency while driving, cautiously pulloff the road, paying attention to other traffic. Turn onthe hazard warning lights. Place the flares and reflec-tor along the side of the road, to alert other driversthat an emergency situation exists.

WARNINGUse extreme care when placing flares in emer-gency situations that involve exposure to flam-mable substances such as fuel. An explosion orfire could occur causing serious personal injury.

TowingWhen it is necessary to tow the vehicle, make surethe instructions below are closely followed to preventdamage to the vehicle.

WARNINGDo not tow an unbraked vehicle if the combinedweight of both vehicles is more than the sum ofthe gross axle weight ratings (GAWR) of the tow-ing vehicle. Otherwise brake capacity will be in-adequate, which could result in personal injury ordeath.

Front Towing Hookup1. Disconnect the battery ground cables.

CAUTIONFailure to remove the axle shafts when towingthe vehicle with the rear wheels on the groundcould result in damage to the transmission andother parts.

2. Remove both drive axle shafts. On dual driveaxles, if the vehicle is to be lifted and towed, re-move only the rearmost drive axle shafts.

On vehicles equipped with an air fairing, removeboth the forward and rearmost drive axle shafts ifthere is insufficient towing clearance.

3. Cover the ends of the hubs with metal plates orplywood cut to fit the axle opening, and drilled tofit the axle shaft studs. This prevents lubricantfrom leaking out, and will keep contaminantsfrom getting into and damaging the wheel bear-ings and axle lubricant.

9/26/95 f541098

Fig. 13.1, Hazard Warning Light Switch Tab

In an Emergency

13.1

CAUTIONFailure to protect the frame rails from the chainscould cause damage, leading to eventual framefailure.

4. On dual drive axles, if the vehicle is to be liftedand towed, chain the forward rear-axle assemblyto the vehicle frame; use protection to keep thechains from damaging the frame.

5. Remove the bumper extension and chromebumper, if so equipped. Remove the bumper fair-ing, if so equipped.

6. On vehicles equipped with an air fairing, adjustthe trim tab to the lowest position.

CAUTIONDo not pass a sling (for example, a rope or chain)from one tow hook to another to fasten for tow-ing (see Fig. 13.2). Known as reeving, this prac-tice is not permissible in most industrial applica-tions of towing and hoisting. Reeving canoverload the hooks and result in damage to thevehicle.

7. Attach the towing device. Due to the many vari-ables that exist in towing, positioning the liftingand towing device is the sole responsibility of thetowing-vehicle operator.

8. On vehicles equipped with an air fairing, mea-sure the distance from the ground to the bumper,or from the ground to a frame bracket.

9. Lift the vehicle, and secure the safety chains. Ifextra towing clearance is needed, remove thefront wheels.

WARNINGFailure to lower the vehicle could result in the airfairing striking an overhead obstruction, such asa bridge or overpass, and causing vehicle dam-age or personal injury.

10. On vehicles equipped with an air fairing, repeatthe measurement taken in step 8. The differencebetween the two measurements must not exceed14 inches (36 cm). If necessary, lower the ve-hicle.

11. Connect the clearance lights, taillights, and sig-nal lights. Connect any special towing lights re-quired by local regulations.

WARNINGFailure to chock the tires or connect the towtruck’s air brake system before releasing thespring parking brakes could allow the disabledvehicle to suddenly roll. This could cause prop-erty damage or personal injury.

12. Chock the disabled vehicle’s tires, and connectthe towing vehicle’s air brake system to the ve-hicle being towed. Then, release the spring park-ing brakes and remove the chocks.

Rear Towing Hookup

CAUTIONUsing a rear towing hookup on a vehicleequipped with a roof fairing could cause damageto the cab structure.

1. Place the front tires straight forward, and securethe steering wheel in this position.

2. Disconnect the battery ground cables.

CAUTIONFailure to protect the frame rails from the chainscould cause damage, leading to eventual framefailure.

3. On dual drive axles, using protection to keep thechains from damaging the vehicle frame, chainthe forward-rear drive axle to the frame.

4. Attach the towing device. Due to the many vari-ables that exist in towing, positioning the liftingand towing device is the sole responsibility of thetowing-vehicle operator.

5. Lift the vehicle, and secure the safety chains. Ifextra clearance is needed, remove the bumperextension, if equipped.

6. Connect the clearance lights, taillights, and sig-nal lights. Also connect any special towing lightsrequired by local regulations.

In an Emergency

13.2

Emergency Starting withJumper CablesWhen using jumper cables, follow the instructionsbelow.

WARNINGBatteries release explosive gas. Do not smokewhen working around batteries. Put out all flamesand remove all sources of sparks or intense heatin the vicinity of the battery. Do not allow the ve-hicles to touch each other. Do not lean over thebatteries when making connections, and keep allother persons away from the batteries. Failure tofollow these precautions could lead to severepersonal injury as a result of an explosion oracid burns.

CAUTIONMake sure both starting systems have the samevoltage outputs, and avoid making sparks. Other-wise the vehicle charging systems could be se-verely damaged. Also, do not attempt to charge

isolated, deep-cycle batteries with jumper cables.Follow the battery manufacturer’s instructionswhen charging deep-cycle batteries.

NOTE: On vehicles equipped with an optionaljump-start post, attach the positive cable clampto that post instead of to the battery.

1. Apply the parking brakes and turn off the lightsand all other electrical loads.

2. Connect an end of one jumper cable to the posi-tive terminal of the booster battery (or jump-startpost, if equipped), and connect the other end ofthe cable to the positive terminal of the dis-charged battery (or jump-start post, if equipped).See Fig. 13.3 .

WARNINGDo the next step exactly as instructed and do notallow the clamps of one cable to touch theclamps of the other cable. Otherwise, a sparkcould occur near a battery, possibly resulting insevere personal injury from explosion and acidburns.

f88069401/11/2006

OK

OK

1

12

IMPORTANT: Do not reeve when towing.

1. Tow Hook 2. Chain

Fig. 13.2, Reeving

In an Emergency

13.3

3. Connect one end of the second jumper cable tothe negative terminal of the booster battery, andconnect the other end of the cable to a ground atleast 12 inches (300 mm) away from the batter-ies of the vehicle needing the start. The vehicleframe is usually a good ground. Do not connectthe cable to or near the discharged batteries.

4. Start the engine of the vehicle with the boosterbatteries, and let the engine run a few minutes tocharge the batteries of the other vehicle.

5. Attempt to start the engine of the vehicle with thebatteries receiving the charge. Do not operatethe starter longer than 30 seconds, and wait atleast two minutes between starting attempts toallow the starter to cool.

6. When the engine starts, let it idle a few minutes.

WARNINGDo the next step exactly as instructed and do notallow the clamps of one cable to touch theclamps of the other cable. Otherwise, a sparkcould occur near a battery, possibly resulting insevere personal injury from explosion and acidburns.

7. Disconnect the grounded cable from the frame orother nonbattery location; then disconnect theother end of the cable.

8. Disconnect the remaining cable from the newlycharged battery (or jump-start post, if equipped)first; then disconnect the other end.

Fire in the CabThe incidence of fire in heavy- and medium-dutytrucks is rare, according to data from the NationalHighway Traffic Safety Administration. Federal MotorVehicle Safety Standard #302 limits the flammabilityof specified materials used inside the cab, but de-spite this, most materials will burn. The cab of thisvehicle contains urethane foam, which is of concernin this respect.

WARNINGUrethane foam is flammable! Do not allow anyflames, sparks, or other heat sources such ascigarettes or light bulbs to contact urethanefoam. Urethane foam in contact with such heatsources could cause a serious, rapid fire, whichcould result in death, severe burns, or gas poi-soning, as well as damage to the vehicle.

In Case of a Cab FireAs quickly as possible, bring the vehicle to a safestop, apply the parking brake, turn off the ignition,and get out of the vehicle.

+

+

+

+

+

+

−

−

−

−

−

−

f540027b10/18/941

AB

C

D

E

F

G

2A

E

A. To GroundB. Connect 3rdC. To Frame (ground)D. Connect Last

E. To StarterF. Connect 2ndG. Connect 1st

1. Booster Battery 2. Discharged Battery

Fig. 13.3, Jumper Connections

In an Emergency

13.4

Subject Page

AAir Bag, Optional . . . . . . . . . . . . . . . . . . . . . . . . . 5.9

Air Bag Safety Guidelines . . . . . . . . . . . . . . . . . 5.9Air Conditioning, Auxiliary

(Sleeper Bunk) Heater and AirConditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4

Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3Allison Automatic Models . . . . . . . . . . . . . . . . . . . 8.17

General Information . . . . . . . . . . . . . . . . . . . . 8.17Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18

ASF Castloc® II and Simplex®

Series Fifth Wheels . . . . . . . . . . . . . . . . . . . . . 10.6Fifth Wheel Locking and

Unlocking . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8Fifth Wheel Lubrication . . . . . . . . . . . . . . . . . 10.11Fifth Wheel Slide Operation . . . . . . . . . . . . . . 10.10General Information . . . . . . . . . . . . . . . . . . . . 10.6

BBack-of-Cab Grab Handles,

Steps, and Deck Plate . . . . . . . . . . . . . . . . . . . 3.13Accessing Back-of-Cab Area . . . . . . . . . . . . . . 3.14Exiting the Back-of-Cab Area . . . . . . . . . . . . . . 3.14

Baggage Compartment Doors . . . . . . . . . . . . . . . 3.13Battery Box Cover . . . . . . . . . . . . . . . . . . . . . . . 3.14Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1

Automatic Slack Adjusters . . . . . . . . . . . . . . . . . 6.5Brake System Operation . . . . . . . . . . . . . . . . . . 6.2General Information . . . . . . . . . . . . . . . . . . . . . 6.1Meritor WABCO® Antilock

Braking System (ABS) . . . . . . . . . . . . . . . . . . 6.4

CCab Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1

Cab Access Stairs, Optional . . . . . . . . . . . . . . . 3.2Exterior Cab Grab Handles

and Fixed Access Steps . . . . . . . . . . . . . . . . 3.10Cab Amenities . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21

Ash Tray and Cigar Lighter . . . . . . . . . . . . . . . 3.21Courtesy Lights . . . . . . . . . . . . . . . . . . . . . . . 3.21Cup Holders . . . . . . . . . . . . . . . . . . . . . . . . . 3.21Glove Box . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21Map Holder . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21Overhead Lights . . . . . . . . . . . . . . . . . . . . . . 3.21

Cab Door Locks and Handles . . . . . . . . . . . . . . . . 3.1Cab Front Access Panel . . . . . . . . . . . . . . . . . . . 3.21Cab Washing and Polishing . . . . . . . . . . . . . . . . . 12.1Cab-to-Sleeper Access . . . . . . . . . . . . . . . . . . . . 3.12Canadian Motor Vehicle Safety

Standard (CMVSS) Labels . . . . . . . . . . . . . . . . . 1.2

Subject PageCare of Chrome Parts . . . . . . . . . . . . . . . . . . . . . 12.1Care of Fiberglass Parts . . . . . . . . . . . . . . . . . . . 12.1Circuit Breaker/Relay Panel . . . . . . . . . . . . . . . . . 3.12Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.27

Clutch Operation . . . . . . . . . . . . . . . . . . . . . . 7.28General Information . . . . . . . . . . . . . . . . . . . . 7.27Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . 7.29

Collision Warning System(CWS), Eaton VORAD EVT–300 (Stand Alone) . . . . . . . . . . . . . . . . . . . . . . 2.42Driver Display Unit (DDU) . . . . . . . . . . . . . . . . 2.43Failure Display Mode/Fault

Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.47In Case of Accident . . . . . . . . . . . . . . . . . . . . 2.46Maintenance and

Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . 2.46Side Sensor Display . . . . . . . . . . . . . . . . . . . . 2.45Special Road Situations . . . . . . . . . . . . . . . . . 2.46

Collision Warning System(CWS), Eaton VORAD EVT–300 (with ICU-Integrateddisplay) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.47Dash Switches . . . . . . . . . . . . . . . . . . . . . . . 2.48Headway Alerts . . . . . . . . . . . . . . . . . . . . . . . 2.48Maintenance and

Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . 2.52Side Sensor Display . . . . . . . . . . . . . . . . . . . . 2.51Special Road Situations . . . . . . . . . . . . . . . . . 2.52

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5Air Suspension Dump Valve . . . . . . . . . . . . . . . . 2.9Allison Automatic

Transmission Controls . . . . . . . . . . . . . . . . . . 2.11Automatic Engine Idler/Timer . . . . . . . . . . . . . . 2.10Baggage Compartment Light

Switches, SleeperCabsOnly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13

Battery Isolator System . . . . . . . . . . . . . . . . . . . 2.6Bunk Reading Light

Switches—SleeperCabsOnly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12

CB Radio Connections . . . . . . . . . . . . . . . . . . 2.10Cigarette Lighter . . . . . . . . . . . . . . . . . . . . . . 2.10Clear Reading Light

Switches—SleeperCabsOnly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12

Controlled TractionDifferential Control ValveSwitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9

Courtesy Light Switch . . . . . . . . . . . . . . . . . . . 2.12Dome Light Switches . . . . . . . . . . . . . . . . . . . 2.11Exhaust Aftertreatment

Regen Switch . . . . . . . . . . . . . . . . . . . . . . . . 2.6Fifth Wheel Air Slide Control

Valve Switch . . . . . . . . . . . . . . . . . . . . . . . . . 2.8

Index

I-1

Subject Page

Hazard Warning Light SwitchTab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10

Headlight Dimmer . . . . . . . . . . . . . . . . . . . . . 2.10Headlight Switch and

Daytime Running Lights . . . . . . . . . . . . . . . . . 2.7Heater/Air-Conditioner

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8Idle Shutdown Timer . . . . . . . . . . . . . . . . . . . . 2.5Ignition Switch and Key . . . . . . . . . . . . . . . . . . 2.5Interaxle Differential Lockout

Control Valve Switch . . . . . . . . . . . . . . . . . . . 2.8Interrupt Switch . . . . . . . . . . . . . . . . . . . . . . . . 2.7Lane Guidance™ System

Rocker Switch . . . . . . . . . . . . . . . . . . . . . . . 2.10Left and Right Windshield-

Fan Switches . . . . . . . . . . . . . . . . . . . . . . . . 2.8Low Voltage Disconnect . . . . . . . . . . . . . . . . . . 2.6Mid-Roof Fluorescent Light

Switches, SleeperCabsOnly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12

Mirror Heat Switch . . . . . . . . . . . . . . . . . . . . . . 2.5Panel Lamp Control Switch . . . . . . . . . . . . . . . . 2.7Parking Brake Control Valve . . . . . . . . . . . . . . . 2.9Power Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . 2.6Rear-Wall Fluorescent Light

Switches . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12Red Map Light Switches . . . . . . . . . . . . . . . . . 2.11Road Light Switch . . . . . . . . . . . . . . . . . . . . . . 2.7Suspension Seat Adjustment

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11Tilt Steering Wheel . . . . . . . . . . . . . . . . . . . . . 2.13Trailer Air Supply Valve . . . . . . . . . . . . . . . . . . . 2.9Trailer Brake Hand Control

Valve Lever . . . . . . . . . . . . . . . . . . . . . . . . 2.10Transmission Controls . . . . . . . . . . . . . . . . . . . 2.11Turn Signal Lever . . . . . . . . . . . . . . . . . . . . . . 2.10Utility Light Switch . . . . . . . . . . . . . . . . . . . . . . 2.7Windshield Wiper/Washer

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7

DDashboard Care . . . . . . . . . . . . . . . . . . . . . . . . 12.1Defogging and Defrosting Using

Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Detroit Diesel Heavy-Duty

Engine (DD13/15) . . . . . . . . . . . . . . . . . . . . . . . 7.4DDEC VI Driving Tips . . . . . . . . . . . . . . . . . . . . 7.6DDEC VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4

Door Windows . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12

EEaton 2-Speed Tandem Axles . . . . . . . . . . . . . . . . 9.3

Subject Page

Dual Range 2-SpeedTandem Axle Operationwith MultispeedTransmissions . . . . . . . . . . . . . . . . . . . . . . . . 9.3

Eaton Interaxle DifferentialLockout Operation . . . . . . . . . . . . . . . . . . . . . . . 9.3

Eaton Single Reduction Axleswith Controlled TractionDifferential . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2

Emergency Kit, Optional . . . . . . . . . . . . . . . . . . . 13.1Emergency Starting with

Jumper Cables . . . . . . . . . . . . . . . . . . . . . . . . 13.3Engine Operation—CAT,

Cummins, DDE S60, M-B . . . . . . . . . . . . . . . . . 7.12Cold-Weather Operation—

CAT, Cummins, DDE S60,M-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16

High Altitude Operation . . . . . . . . . . . . . . . . . . 7.19Normal Operation, Caterpillar . . . . . . . . . . . . . . 7.12Normal Operation, Cummins . . . . . . . . . . . . . . 7.13Normal Operation, Detroit

Diesel S60 (DDEC III) . . . . . . . . . . . . . . . . . . 7.14Normal Operation,

Mercedes-Benz . . . . . . . . . . . . . . . . . . . . . . 7.16Engine Shutdown—CAT,

Cummins, DDE S60, M-B . . . . . . . . . . . . . . . . . 7.19Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20DDE S60 . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20Mercedes-Benz . . . . . . . . . . . . . . . . . . . . . . . 7.20

Engine Starting—CAT,Cummins, DDE S60, M-B . . . . . . . . . . . . . . . . . . 7.8Cold-Weather Starting . . . . . . . . . . . . . . . . . . . 7.11Normal Starting . . . . . . . . . . . . . . . . . . . . . . . . 7.8Starting After Extended

Shutdown or Oil Change . . . . . . . . . . . . . . . . 7.12EPA Emission Control Labels . . . . . . . . . . . . . . . . . 1.2

EPA Vehicle Noise EmissionControl Label . . . . . . . . . . . . . . . . . . . . . . . . 1.2

EPA07 Exhaust EmissionsRegulations . . . . . . . . . . . . . . . . . . . . . . . . . 1.2

EPA07 Exhaust AftertreatmentSystem (ATS) . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1Diesel Particulate Filter

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 7.4EPA07 ATS Operation . . . . . . . . . . . . . . . . . . . 7.1Parked Regen . . . . . . . . . . . . . . . . . . . . . . . . . 7.3

Exterior Switches . . . . . . . . . . . . . . . . . . . . . . . . 2.58Battery Disconnect Switch . . . . . . . . . . . . . . . . 2.58

FFederal Motor Vehicle Safety

Standard (FMVSS) Labels . . . . . . . . . . . . . . . . . 1.1Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . 13.1

Index

I-2

Subject PageFire in the Cab . . . . . . . . . . . . . . . . . . . . . . . . . 13.4

In Case of a Cab Fire . . . . . . . . . . . . . . . . . . . 13.4Fontaine Fifth Wheels . . . . . . . . . . . . . . . . . . . . 10.11

Fifth Wheel LockingOperation . . . . . . . . . . . . . . . . . . . . . . . . . 10.12

Fifth Wheel Lubrication . . . . . . . . . . . . . . . . . 10.15Fifth Wheel Slide Operation . . . . . . . . . . . . . . 10.14General Information . . . . . . . . . . . . . . . . . . . 10.11

Freightliner SmartShift™Transmission Shift Control . . . . . . . . . . . . . . . . . 8.1General Information . . . . . . . . . . . . . . . . . . . . . 8.1Operation: Eaton AutoShift

Transmission . . . . . . . . . . . . . . . . . . . . . . . . 8.1Operation: Meritor SureShift

Transmission . . . . . . . . . . . . . . . . . . . . . . . . 8.4Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Fuller Deep-Reduction and

Range-Shift Models . . . . . . . . . . . . . . . . . . . . . 8.11General Information . . . . . . . . . . . . . . . . . . . . 8.11Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.11

Fuller Range-Shift Models . . . . . . . . . . . . . . . . . . . 8.6General Information . . . . . . . . . . . . . . . . . . . . . 8.6Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6

Fuller Splitter and Range-ShiftModels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.8General Information . . . . . . . . . . . . . . . . . . . . . 8.8Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.9

Fuller Straight-Shift Models . . . . . . . . . . . . . . . . . . 8.5General Information . . . . . . . . . . . . . . . . . . . . . 8.5Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5

HHazard Warning Lights . . . . . . . . . . . . . . . . . . . . 13.1Heating, Auxiliary (Sleeper

Bunk) Heater and AirConditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4

Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Holland Fifth Wheels . . . . . . . . . . . . . . . . . . . . . 10.1

Fifth Wheel LockingOperation . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2

Fifth Wheel Lubrication . . . . . . . . . . . . . . . . . . 10.6Fifth Wheel Slide Operation . . . . . . . . . . . . . . . 10.4General Information . . . . . . . . . . . . . . . . . . . . 10.1

Holland Trailer Coupling . . . . . . . . . . . . . . . . . . 10.17General Information . . . . . . . . . . . . . . . . . . . 10.17Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 10.17

HVAC General Information . . . . . . . . . . . . . . . . . . 4.1Hydraulic Cab-Tilt System . . . . . . . . . . . . . . . . . . 3.15

Hydraulic Lockup . . . . . . . . . . . . . . . . . . . . . . 3.15Returning the Cab from a

Tilted Position . . . . . . . . . . . . . . . . . . . . . . . 3.17Tilting the Cab . . . . . . . . . . . . . . . . . . . . . . . . 3.16

Subject Page

IIgnition and Lock Key . . . . . . . . . . . . . . . . . . . . . . 3.1Instrument and Control Panel . . . . . . . . . . . . . . . . . 2.1

Engine Protection Warningand Shutdown . . . . . . . . . . . . . . . . . . . . . . . 2.3

Instrumentation Control Unit,ICU2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.38Alert Screen . . . . . . . . . . . . . . . . . . . . . . . . . 2.42ICU2L Ignition Sequence . . . . . . . . . . . . . . . . . 2.40Setting the Units for the

Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . 2.41Warning and Indicator Lights . . . . . . . . . . . . . . 2.39

Instrumentation Control Unit,ICU2M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.26Alert Screens . . . . . . . . . . . . . . . . . . . . . . . . 2.34AMT Display . . . . . . . . . . . . . . . . . . . . . . . . . 2.30Brightness Control . . . . . . . . . . . . . . . . . . . . . 2.30Direct Access Screens . . . . . . . . . . . . . . . . . . 2.36Fuel Use Efficiency Level

(FUEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.30ICU2M Ignition Sequence . . . . . . . . . . . . . . . . 2.32ICU2M Odometer . . . . . . . . . . . . . . . . . . . . . . 2.34ICU2M Roll Call . . . . . . . . . . . . . . . . . . . . . . . 2.33Instant Messages . . . . . . . . . . . . . . . . . . . . . . 2.29Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.31Stationary Access Screens—

Used With Parking BrakeApplied . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.36

Target MPG . . . . . . . . . . . . . . . . . . . . . . . . . 2.30The Message Display

Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.33Truckweb . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28Warning and Indicator Lights . . . . . . . . . . . . . . 2.31

Instrumentation Control Unit,ICU3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.24ICU Ignition Sequence . . . . . . . . . . . . . . . . . . 2.25Warning and Indicator Lights . . . . . . . . . . . . . . 2.24

Instrumentation Control Unit,ICU4M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14Alert Screens . . . . . . . . . . . . . . . . . . . . . . . . 2.17Automated Manual

Transmissions . . . . . . . . . . . . . . . . . . . . . . . 2.18Buzzer and Chime . . . . . . . . . . . . . . . . . . . . . 2.16Direct Access Screens . . . . . . . . . . . . . . . . . . 2.18Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14General Information . . . . . . . . . . . . . . . . . . . . 2.14Ignition Sequence . . . . . . . . . . . . . . . . . . . . . 2.17Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14Stationary Access Screens . . . . . . . . . . . . . . . 2.19

Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.54Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.57

Index

I-3

Subject Page

Application Air PressureGauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.56

Borg Indak Analog Clock . . . . . . . . . . . . . . . . . 2.57Coolant Temperature Gauge . . . . . . . . . . . . . . 2.55Engine Oil Pressure Gauge . . . . . . . . . . . . . . . 2.54Engine Oil Temperature

Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.55Forward and Rear Axle Oil

Temperature Gauges . . . . . . . . . . . . . . . . . . 2.56Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . 2.56Intake-Air Restriction Gauge . . . . . . . . . . . . . . 2.56Intake-Air Restriction

Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.57Kysor Digital Clock . . . . . . . . . . . . . . . . . . . . . 2.58Pana-Pacific Digital Clock . . . . . . . . . . . . . . . . 2.57Primary and Secondary Air

Pressure Gauges . . . . . . . . . . . . . . . . . . . . . 2.56Pyrometer . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.55Speedometer . . . . . . . . . . . . . . . . . . . . . . . . 2.54Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . 2.54Transmission Oil

Temperature Gauge . . . . . . . . . . . . . . . . . . . 2.56Turbocharger Boost

Pressure Gauge . . . . . . . . . . . . . . . . . . . . . 2.55Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.55

KKeyless Security System

(optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18Fob Battery Replacement . . . . . . . . . . . . . . . . 3.20Fob Programming . . . . . . . . . . . . . . . . . . . . . 3.20General Information . . . . . . . . . . . . . . . . . . . . 3.18How It Works . . . . . . . . . . . . . . . . . . . . . . . . 3.19

LLane Guidance™ System . . . . . . . . . . . . . . . . . . . 2.52

MMeritor Drive Axles with Main

Differential Lock . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Engine Synchro Shift™

(ESS) Automated Models . . . . . . . . . . . . . . . . . 8.19General Information . . . . . . . . . . . . . . . . . . . . 8.19Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.19

Meritor Interaxle DifferentialLockout Operation . . . . . . . . . . . . . . . . . . . . . . . 9.2

Meritor Main Differential LockOperation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1

Meritor Range-Shift Models . . . . . . . . . . . . . . . . . 8.14General Information . . . . . . . . . . . . . . . . . . . . 8.14Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.14

Subject PageMeritor Single Drive Axles with

Traction Equalizer . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Splitter and Range-Shift

Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16General Information . . . . . . . . . . . . . . . . . . . . 8.16Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

Meritor Tandem Drive Axleswith Interaxle Differential . . . . . . . . . . . . . . . . . . . 9.2

Meritor™ WABCO® AntilockBraking System (ABS) . . . . . . . . . . . . . . . . . . . 2.42

OOptional Engine Systems . . . . . . . . . . . . . . . . . . 7.21

Cruise Control . . . . . . . . . . . . . . . . . . . . . . . . 7.21Engine Braking Systems . . . . . . . . . . . . . . . . . 7.22Exhaust Braking System—

CAT, Cummins, DDE S60,M-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24

Optimized Idle® . . . . . . . . . . . . . . . . . . . . . . . 7.25Power Takeoff (PTO)

Governor . . . . . . . . . . . . . . . . . . . . . . . . . . 7.22

PPremier Trailer Couplings . . . . . . . . . . . . . . . . . . 10.15

General Information . . . . . . . . . . . . . . . . . . . 10.15Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 10.16

Pretrip and Post-Trip Inspectionand Maintenance Procedures . . . . . . . . . . . . . . . 11.3Daily Pretrip Inspection and

Maintenance Procedures . . . . . . . . . . . . . . . . 11.3Monthly Post-Trip Inspection

and MaintenanceProcedures . . . . . . . . . . . . . . . . . . . . . . . . 11.15

Weekly Post-Trip Inspectionand MaintenanceProcedures . . . . . . . . . . . . . . . . . . . . . . . . 11.14

Pretrip and Post-Trip InspectionChecklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1

SSeat Belts and Tether Belts . . . . . . . . . . . . . . . . . . 5.5

General Information . . . . . . . . . . . . . . . . . . . . . 5.5Seat Belt Inspection . . . . . . . . . . . . . . . . . . . . . 5.5Seat Belt Operation . . . . . . . . . . . . . . . . . . . . . 5.6

Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1Dura-Form Fleetcruiser Seat . . . . . . . . . . . . . . . 5.3EzyRider® Seat . . . . . . . . . . . . . . . . . . . . . . . . 5.1Freightliner/Bostrom Seat . . . . . . . . . . . . . . . . . 5.2General Information . . . . . . . . . . . . . . . . . . . . . 5.1National 2000 Series Seat . . . . . . . . . . . . . . . . . 5.4

Sleeper Bunk Latches . . . . . . . . . . . . . . . . . . . . . 3.13

Index

I-4

Subject PageSleeper Compartment

Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8Bunk Restraint Adjustment . . . . . . . . . . . . . . . . 5.8Bunk Restraint Operation . . . . . . . . . . . . . . . . . 5.8General Information . . . . . . . . . . . . . . . . . . . . . 5.8

Sleeper Compartment Vents . . . . . . . . . . . . . . . . 3.12SPACE System, Optional . . . . . . . . . . . . . . . . . . . 5.10

Safety Guidelines for theSPACE System . . . . . . . . . . . . . . . . . . . . . . 5.11

Steering System . . . . . . . . . . . . . . . . . . . . . . . . . 6.1General Information . . . . . . . . . . . . . . . . . . . . . 6.1Power Steering System . . . . . . . . . . . . . . . . . . 6.1

Supplemental Restraint System,Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9

TTire and Rim Labels . . . . . . . . . . . . . . . . . . . . . . . 1.2Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1

Front Towing Hookup . . . . . . . . . . . . . . . . . . . 13.1Rear Towing Hookup . . . . . . . . . . . . . . . . . . . 13.2

VVehicle Specification Decal . . . . . . . . . . . . . . . . . . 1.1Velour Upholstery Cleaning . . . . . . . . . . . . . . . . . 12.2

Chewing Gum or Wax . . . . . . . . . . . . . . . . . . . 12.3Grease and Oil-Based Stains . . . . . . . . . . . . . . 12.2Mildew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3Sugar and Water-Based

Stains . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Vinyl Upholstery Cleaning . . . . . . . . . . . . . . . . . . 12.1

Ball Point Ink . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Chewing Gum . . . . . . . . . . . . . . . . . . . . . . . . 12.2Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . 12.2Nail Polish and Nail Polish

Remover . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Ordinary Dirt . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Paint, Shoe Heel Marks . . . . . . . . . . . . . . . . . 12.2Shoe Polish . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Sulfide Stains . . . . . . . . . . . . . . . . . . . . . . . . 12.2Tars, Asphalts, and Creosote . . . . . . . . . . . . . . 12.2

WWindshield Washer Reservoir . . . . . . . . . . . . . . . . 3.21

Index

I-5

argosy driver's manual

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