777F MG Motor

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SERV18XX

December 2006

TECHNICAL PRESENTATION

777F (JRP)

OFF-HIGHWAY TRUCK

INTRODUCTION, MAINTENANCE, OPERATOR'SSTATION, MONITORING SYSTEM, AND ENGINE

Service Training Meeting Guide

(STMG)

GLOBAL SERVICE LEARNING

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777F (JRP) OFF-HIGHWAY TRUCK

MEETING GUIDE XXX SLIDES AND SCRIPT

AUDIENCE

Level II - Service personnel who understand the principles of machine system operation,

diagnostic equipment, and procedures for testing and adjusting.

CONTENT

This presentation provides basic maintenance information and describes the systems operation

of the monitoring system, engine, power train, steering, hoist and brakes for the 777F Off-

highway Truck. The Automatic Retarder Control (ARC) and the Traction Control System

(TCS) are also discussed.

OBJECTIVES

After learning the information in this meeting guide, the serviceman will be able to:

1. locate and identify the major components in the engine, power train, steering, and

brakes;

2. explain the operation of the major components in the systems; and

3. trace the flow of oil through the systems.

REFERENCES

777F (JRP) Operation and Maintenance Manual SEBU7790777F (JRP) Parts Manual SEBP4305

PREREQUISITES

"Fundamentals of Engines Self Study Course" TEMV3001

"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002

"Fundamentals of Power Trains Self Study Course" TEMV3003

"Fundamentals of Electrical Systems Self Study Course" TEMV3004

STMG546 "Graphic Fluid Power Symbols" SESV1546

Estimated Time: 24 Hours

Visuals: xxx

Handouts: xx

Form: SERV18xx

Date: 12/06

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SUPPLEMENTAL MATERIAL

Reference Manuals

Fluid Power Graphic Symbols User's Guide SENR3981

Cold Weather Recommendations for Caterpillar Machines SEBU5898

Caterpillar Machine Fluids Recommendations SEBU6250

Salesgrams and Product Bulletins

Salesgram "Cat 777F Off-highway Trucks" TELQxxxx

Training Bulletin "Caterpillar Transmission/Drive Train Oil" TEJB1002

Product Bulletin "Reporting Particle Count By ISO Code" PEJT5025

Salesgram "Caterpillar Extended Life Coolant" TEKQ0072

Product Data Sheet "Caterpillar Extended Life Coolant" PEHP4036

Technical Instruction Modules

Automatic Retarder Control System SEGV2593

Automatic Electronic Traction Aid SEGV2585

769C - 793B Off-highway Trucks--Suspension System SEGV2599

Truck Payload Measurement System SEGV2579

Service Training Meeting Guides

STMG 721 "777D Update (AGC) Off-highway Truck" SESV1721

Video Tapes

Suspension Cylinder Charging TEVN2155

TPMS Management/Technical Information AEVN2211

TPMS Operating Tips AEVN2212

Introduction to the Automatic Electronic Traction Aid SEVN9187

Mining Trucks--Cleanliness and Component Life SEVN4142

Oil Sampling--The Right Way PEVN4638

Booklets

Know Your Cooling System SEBD0518

Diesel Fuels and Your Engine SEBD0717

Oil and Your Engine SEBD0640

Understanding The S•O•S Report TEJB1015

SERV18xx - 3 - Text Reference

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SUPPLEMENTAL MATERIAL (Continued)

Special Instructions

Accessing Flash Software for Machines REHS0494

Caterpillar Electronic Controls Service Code Information Description List REHS0126

Using the 7X1700 Communication Adapter Group SEHS9264

Using the 261-3363 Wireless Communications Adapter NEHS0926

Use of CE Connector Tools SEHS9065

Servicing DT Connectors SEHS9615

Parts Listing Of The Deutsch Connectors And Components REHS0148

Use of 6V3000 Sure-Seal Repair Kit SMHS7531

Use of 8T5200 Signal Generator/Counter Group SEHS8579

Suspension Cylinder Servicing SEHS9411

777F Assembly Procedure REHS2594

Brochures

Caterpillar Electronic Technician NEHP5614

Caterpillar DataView NEHP5622

Diesel Engine Oil (CH4) Product Data Sheet PEHP8038

How to Take a Good Oil Sample PEHP6001

S•O•S Coolant Analysis PEHP5033

Air Filter Service Indicator PEHP9013

Cat Oil Cooled, Multiple Disc Brakes AECQ5980

Caterpillar Automatic Retarder Control AEDK0075

Caterpillar "D" Series Truck Cabs AEDK0706Caterpillar Truck Frames AEDK0707

Mining Truck Bodies: Selecting The Right Body System For Your Job AEDK0083

Caterpillar Truck Production Management System: Answering your

questions about TPMS AEDK2953

Miscellaneous

Pocket Card "Electronic Diagnostic Codes" NEEG2500

Chart "Practical Pressure Conversions" SEES5677

"Cleaning Rear Axle Housing Assemblies (785/789)" SEBF8366Training CD-ROM "Caterpillar Electronic Technician (ET)

for Off-highway Trucks" SERV7003

Training CD-ROM "Truck Production Management System (TPMS)

for Off-highway Trucks" SERV7004


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TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................6

MAINTENANCE .......................................................................................................................10

OPERATOR'S STATION............................................................................................................38

MONITORING SYSTEM..........................................................................................................47

Messenger Display Module ..................................................................................................51

Advisor/VIMS Display .........................................................................................................62

ENGINE......................................................................................................................................82

Engine Electronic Control System .......................................................................................83

Engine Derates......................................................................................................................94

Engine Compression Brake ................................................................................................101Cooling System...................................................................................................................106

Lubrication System.............................................................................................................108

Fuel System.........................................................................................................................109


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INTRODUCTION

Shown is the right side of a 777F Truck. The fuel tank is located on the right side of the truck.

The 777F Truck comes standard with oil-cooled multiple disc brakes, front and rear. Front

caliper type disc brakes are available as an option.

The major features added to the 777F Truck are: new cab, Messenger or VIMS Advisor

monitoring system, Tier 2 compliant C32 ACERT™ engine and cooling system, ECPC

transmission, and hydraulic brakes.

Some of the specifications of the 777F Truck are:

- Serial No. Prefix: JRP

- Empty weight: 73976 kg (163090 lb)

- Load carrying capacity: 90.9 tonnes (100 tons)- Gross Machine Weight (GMW): 163293 kg (360000 lb)

- Length: 10.5 m (34.5 ft)

- Operating Width: 6.5 m (21.3 ft)

- Height: 5.2 m (17.0 ft)

- Body Up Height: 10.4 m (34.0 ft)

- Top speed, loaded: 64.5 km/h (40.1 mph)

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Shown is the left side of a 777F Truck. The hydraulic tank group is visible. The hydraulic tank

group consists of two separate tanks: the hoist, brake, and torque converter hydraulic tank

(front) and the transmission hydraulic tank (rear). The transmission hydraulic system is

separated from all of the other hydraulic systems.

The Individual Clutch Modulation (ICM) transmission has been replaced with Electronic ClutchPressure Control (ECPC) transmission. The Chassis/Transmission Electronic Control System

controls most of the same functions as on the 777D truck.

The air system has been eliminated on the 777F Truck. The brakes are completely hydraulic.

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Shown is the front of a 777F Truck. The 777F Truck uses a Next Generation Modular Radiator

(NGMR). Its modular design, similar to the previous folded core radiator, permits easy removal

of a single core without having to remove the entire radiator.

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Shown is the rear of a 777F Truck. Two body options are available for the 777F Truck:

- A dual-slope steel design with a "V" bottom main floor to reduce shock loading, center

the load and reduce spills.

- The dual-slope steel body above, with the addition of a rubber liner for increased

resistance to impact and wear.

All internal wear surfaces of the truck body are made with 400 Brinell hardness steel. The steel

attachment body liner is also made with 400 Brinell hardness steel. The external components of

the body are made of steel with a yield strength of 6205 bar (90000 psi). The rubber liner is

one-fifth the density of steel, but absorbs impact four times better. The rear suspension

cylinders absorb bending and twisting stresses rather than transmitting them to the main frame.

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5

MAINTENANCE

Before working on or operating the truck, read the Operation and Maintenance Manual

thoroughly for information on safety, maintenance and operating techniques.

Safety precautions and Warnings are provided in the manual and on the truck. Be sure to

identify and understand all symbols before starting the truck.

The first step to perform when approaching the truck is to make a thorough walk around

inspection. Look around and under the truck for loose or missing bolts, trash build-up and for

coolant, fuel or oil leaks. Look for indications of cracks. Pay close attention to high stressareas as shown in the Operation and Maintenance Manual.


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The following list identifies the items that must be serviced every 10 Hours or Daily.

- Walk-Around Inspection: Check for loose or missing bolts, leaks, trash build-up and

cracks in frame structures and body support pads.

- Backup alarm: test

- Brakes, indicators, gauges: test

- Braking system: test

- Coolant level

- Differential / final drive oil level

- Engine air filter service indicator

- Engine oil level

- Engine oil level (ORS)


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- Engine oil level: log additions

- Fuel filter: drain water separator

- Fuel tank: drain water / sediment

- Hoist, converter, brake oil level

- Seat belt: inspect

- Secondary steering: test

- Steering system oil level

- Transmission oil level

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The front wheel bearing oil level is checked and filled by removing the plug (1) in the center of

the wheel bearing cover. The oil should be level with the bottom of the plug hole. The fill plug

is a magnetic plug. Inspect the fill plug weekly for metal particles. If any metal particles are

found, remove the wheel cover and inspect the bearings for wear. When draining the oil, rotate

the wheel so the drain plug (2) is at its lowest position.

The service interval for changing the front wheel bearing oil is 500 hours.

Use Final Drive and Axle Oil (FDAO) or commercial FD-1. As a substitute, Transmission

Drive Train Oil (TDTO) with a commercial TO-4 may be used.

Check the tire inflation pressure. Operating the truck with the wrong tire inflation pressure can

cause heat build-up in the tire and accelerate tire wear. Caterpillar recommends inflating tires

with dry nitrogen instead of air to reduce heat build-up and potential combustion. Nitrogen also

slows rubber deterioration and rim corrosion.

NOTE: Care must be taken to ensure that fluids are contained while performing anyinspection, maintenance, testing, adjusting, and repair of the machine. Be prepared to

collect the fluid in suitable containers before opening any compartment or

disassembling any component containing fluids. Refer to the "Tools and Shop Products

Guide" (Form NENG2500) for tools and supplies suitable to collect and contain fluids

in Caterpillar machines. Dispose of fluids according to local regulations and mandates.

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Check the front suspension cylinders for leaks or structural damage. Check the charge

condition of the front suspension cylinders when the truck is empty and on level ground.

Measure the charge height of the suspension cylinders and compare the dimension with the

dimension that was recorded the last time the cylinders were charged. Recharge the cylinders

with oil and nitrogen if necessary.

A grease outlet fitting (arrow) is located on one side of each front suspension cylinder. The

grease supply fitting is located on the opposite side of the suspension cylinder. No grease outlet

fittings should be located on the same side of the suspension cylinder as the grease fill location.

Having an outlet fitting on the same side of the suspension cylinder as the grease fill location

will prevent proper lubrication of the cylinder.

Make sure that grease is flowing from the outlet fittings to verify that the suspension cylinders

are being lubricated and that the pressure in the cylinders is not excessive.

NOTE: For more detailed information on servicing the suspension system, refer to the

Special Instruction "Suspension Cylinder Servicing" (Form SEHS9411) and theTechnical Instruction Module "769C - 793B Off-highway Trucks--Suspension System"

(Form SEGV2599).

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If the machine is equipped with the optional caliper type front brakes, inspect the brake

linings (1) for wear. The thickness of the brake linings (not including carrier) must not be less

than 3.15 mm (.125 in). Measure the lining at both ends because one end can wear more than

the other.

The clearance between the brake carrier guide pins (2) and the brake disc (3) must not be lessthan 1.5 ± 0.5 mm (.06 ± .02 in.).

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The primary fuel filter (1) is mounted between the right front wheel and the engine cooling fan.

A reusable fuel/water separator mounts directly to the filter element. Periodically open the

valve (2) under the separator bowl and drain any water into an approved container.

After changing fuel filters, hold switch (3) upward to activate the electric fuel priming pump to

refill the fuel lines and filters with fuel.

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Jacket water coolant samples can be taken at the Scheduled Oil Sampling (S•O•S) coolant

analysis tap (arrow). The tap is located behind the two engine oil filter elements on the right

front of the engine.

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The transmission filters (1) are located behind the fuel tank and under the center tube.

Transmission oil samples can be taken at the S•O•S tap (2).

The oil filter bypass switch (3) provides input signals to the monitoring system, which sounds

an alarm in the cab to warn the operator when the filter is restricted.

A pressure test port (4) is available for monitoring charge pressure for the transmission control

valves.

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The fuel tank is located on the right side of the truck. The fuel level sight gauge (1) is used to

check the fuel level during the walk around inspection. A fuel level sender is located on the

fuel level sight gauge. The fuel level sender provides input signals to the monitoring system,

which informs the operator of the fuel level.

Open the drain valve below the tank to remove condensation and sediment from the fuel tank.

Inspect the condition of the fuel tank breather (above tank) and the fuel fill cap (2) at regular

intervals.

Fuel can be added at the attachment quick service fuel fill connector (3).

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The rear axles are equipped with planetary-type final drives. Rotate the final drive until the

drain plug (1) is at the lowest position, as shown. The final drive oil level is checked and filled

by removing the magnetic plug (2). The oil should be level with the bottom of the plug hole.

Fill the rear axle housing with oil before filling the final drives with oil. Allow enough time for

the oil to settle in all of the compartments. This can be as much as 20 minutes during cold

temperatures. The oil is drained by removing the drain plug.

The magnetic inspection plugs should be removed weekly from the final drives and checked for

metal particles. For some conditions, checking the magnetic plugs is the only way to identify a

problem which may exist.

Use FDAO (Final Drive and Axle Oil) or Transmission Drive Train Oil (TDTO) with a

specification of TO-4 or newer. These oils provide:

- Maximum frictional capability required for gears

- Increased lubrication capability for bearings

NOTE: The rear axle is a common sump for the differential and both final drives. If a

final drive or the differential fails, the other final drive components must also be

checked for contamination and then flushed. Failure to completely flush the rear axle

after a failure can cause a repeat failure within a short time.

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Check the differential oil level by removing the magnetic inspection plug (1). The oil should be

level with the bottom of the fill plug opening.

Inspect the rear suspension cylinders for leaks or structural damage. Check the charge

condition of the rear suspension cylinders when the truck is empty and on level ground.

Measure the charge height of the suspension cylinders, and compare the dimension with thedimension that was recorded the last time the cylinders were charged. Recharge the cylinders if

necessary.

Inspect the condition of the rear axle breather (2) at regular intervals. The breather prevents

pressure from building up in the axle housing. Excessive pressure in the axle housing can

cause brake cooling oil to leak through the Duo-Cone seals in the wheel brake assemblies.

NOTE: For more detailed information on servicing the suspension system, refer to the

Special Instruction "Suspension Cylinder Servicing" (Form SEHS9411) and the

Technical Instruction Module "769C - 793B Off-highway Trucks--Suspension System"

(Form SEGV2599).

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The body up retaining pins are stored inside a cross-tube (1) in a body support beam directly

above the retaining bracket (2). When work is to be performed while the body is raised, the

body up retaining pins must be installed through the holes in the body retaining bracket and the

rear frame support (3) to hold the body in the raised position. The body is shown in the

lowered position.

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Shown are the transmission hydraulic tank (1) and the hoist, converter, and brake hydraulic

tank (2). Both tanks are equipped with oil level sight gauges.

The oil level of both hydraulic tanks should first be checked with cold oil and the engine

stopped. The level should again be checked with warm oil and the engine running.

The lower sight gauge (3) on the hoist, converter and brake hydraulic tank can be used to check

the tank level when the hoist cylinders are in the RAISED position. When the hoist cylinders

are lowered, the hydraulic oil level will increase. After the hoist cylinders are lowered, check

the hydraulic tank oil level with the upper sight gauge (4).

Check lower transmission oil sight gauge (5) with the engine off and oil cold. Use the upper

gauge (6) with engine at idle and oil warm.

Inspect the hoist, converter, and brake hydraulic tank breather for plugging. The breather is

located on the frame rail above the hydraulic tank.

Inspect the condition of both hydraulic tank fill cap vents (located on top of the tank) at regular

intervals.

When filling the hydraulic tanks after an oil change, fill the tanks with oil to the FULL COLD

mark on the sight gauge. Turn on the engine manual shutdown switch so the engine will not

start. Crank the engine for approximately 15 seconds. The oil level will decrease as oil fills the

hydraulic systems. Add more oil to the tanks to raise the oil level to the FULL COLD mark.

Crank the engine for an additional 15 seconds. Repeat this step as required until the oil level

stabilizes at the FULL COLD mark.

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Turn off the engine manual shutdown switch and start the engine. Warm the hydraulic oil. Add

more oil to the tank as required to raise the oil level to the FULL WARM mark.

In both tanks, use only Transmission Drive Train Oil (TDTO) with a specification of TO-4 or

newer.

TDTO TO-4 oil:

- Provides maximum frictional capability required for clutch discs used in the transmission,

torque converter and brakes.

- Increases rimpull because of reduced slippage.

- Increases brake holding capability by reducing brake slippage.

- Controls brake chatter.

- Provides maximum frictional capability required for gears.


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Located in front of the fuel tank on the right side of the truck is the torque converter charging

filter (1).

Hoist, converter and brake oil samples can be taken at the S•O•S tap (2) at the base of the filter.

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The dual engine oil filters (1) are located on the right front of the engine.

Engine oil samples can be taken at the S•O•S tap (2) located on the front of the oil filter base.

The secondary fuel filter (3) is located at the right front of the engine, in front of the engine oil

filters.

A fuel filter bypass switch (4) is located on the filter base. The bypass switch provides an input

signal to the Engine ECM indicating if the filters are restricted.

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Before climbing the truck ladder, make sure that the manual engine shutdown switch (1) is

OFF. The switch is located below the cab at the base of the left stairway.

The engine will not start if the manual shutdown switch is ON. If necessary, the switch can be

used to stop the engine from the ground level.

The access light switch (2) is used to turn on or turn off the lighting in the area around the

stairs. There is a second access light switch on the left side of the dash in the cab.

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While climbing the ladder, make a thorough inspection of the radiator. Be sure that no debris

or dirt is trapped in the radiator cores.

The battery disconnect switch is located under a cover (1) on the front bumper near the right

access ladder. If the machine is being parked for an extended period (overnight, etc.) turn off

the disconnect switch and remove the key.

The machine lockout and engine lockout switches are located behind an access cover (2)

between the radiator cowling and the right stairway.

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This illustration shows the engine disconnect switch (1) and the auxiliary start receptacle (2).

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The engine lockout control switch (1) allows the engine to be safely locked out while service is

performed. The engine must be stopped to activate the engine lockout mode. When the engine

lockout mode is activated, the following conditions exist:

- The engine starter is disabled.

- The secondary steering is disabled.

- The prelube function is disabled.

The following conditions must be met before the engine lockout mode will activate:

- The transmission control must be in the PARK position.

- The engine must be OFF.

When the switch is activated, one of the following results will occur:

- The indicator lamp (2) will illuminate continuously to indicate that the machine is in the

engine lockout mode.

- The indicator lamp will flash to indicate that the engine lockout mode will not activate

until the transmission control is in the PARK position and the engine is OFF.

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The machine lockout control switch (3) allows the machine to be safely locked out while

service is performed. When the machine lockout mode is activated, the following conditions

exist:

- The engine will start.

- The transmission is disabled.

- The hoist is disabled.

- The steering is disabled.

- The machine lockout mode indicator (4) will illuminate.

NOTE: The lockout mode indicator on the dash panel will illuminate when the engine

lockout control or the machine lockout control is activated.

Also located near the lockout switches are the following circuit breakers:

- 90 Amp Alternator (5)

- 15 Amp Engine (6)

- 80 Amp Starter Solenoid (7)


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The batteries are located inside the front bumper, at the base of the radiator cowling (1).

Inspect the battery connections for corrosion or damage. Keep the battery terminals clean and

coated with petroleum jelly.

Inspect the electrolyte level in each battery cell, except maintenance free. Maintain the level to

the bottom of the fill openings with distilled water.

The coolant level on the 777F is checked with the jacket water coolant sight gauge (2) located

below the cab on the side of the front cowling. Coolant is added by removing the radiator

cap (3) located inside an access door on the upper deck.

The water used in the cooling system is critical for good cooling system performance. Use

distilled or deionized water whenever possible to prevent acids or scale deposits in the cooling

system. Acids and scale deposits result from contaminants that are found in most common

water sources.

Never use water alone. All water is corrosive at engine operating temperatures without coolantadditives. Also, water alone has none of the lubrication properties that are required for water

pump seals.

Cat trucks are filled at the factory with Extended Life Coolant (ELC). If ELC is maintained in

the radiator, it is not necessary to use a supplemental coolant additive. Do not use a

conventional coolant to top-off a system filled with Cat ELC.

An acceptable substitute for ELC is a Cat DEAC (Diesel Engine AntiFreeze/Coolant) or a

commercial heavy-duty coolant/antifreeze that meets ASTM D4985 or ASTM D6210

specifications.

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The steering system hydraulic tank is located on the right platform.

Check the steering system oil level at the sight gauge (1), on the side of the tank.

The steering system oil filter (2) cleans the oil before it enters the hydraulic tank.

The steering system uses a pressure compensated piston type pump mounted to the rear of the

engine. Case drain oil from the steering pump returns to the steering tank through a case drain

filter (3).

Before removing the fill cap (4) to add oil to the steering system, depress the pressure release

button (5) on top of the breather to release any pressure from the tank.

The steering system filter base and the case drain filter base have bypass valves that allow the

steering oil to bypass the filters if they are plugged.

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Shown are the air intake system components. Check the air filter restriction indicator (1). If

the yellow piston is in the red zone, the air filters are restricted and must be serviced.

The air filter housing covers serve as the precleaner assemblies. When servicing the filter

elements, clean the precleaners (2) and dust valves (3) using air or water pressure, or detergent

wash.

The dust valve is OPEN when the engine is OFF and closes when the engine is running. The

dust valve must be flexible and closed when the engine is running or the precleaner will not

function properly and the air filters will have a shortened life.

Two filter elements are installed in the filter housings. The large element is the primary

element and the small element is the secondary element.

Air intake system tips:

- The primary element can be cleaned a maximum of six times.

- Never clean the secondary element for reuse. Always replace the secondary element.

- Air filter restriction causes black exhaust smoke and low power.

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The engine oil level dipstick and the engine oil fill tube are located inside the access cover for

the air filters. Check the engine oil level with the dipstick (1) and add engine oil at the fill

tube (2).

Caterpillar recommends multigrade Diesel Engine Oil (DEO) with a specification of ECF-1.

API CH-4, CI-4, and CI-4 Plus oils are only acceptable if they meet ECF-1 specifications.

DEO oils with a CG-4 specification are acceptable, but should be limited to 250-hour oil

change intervals. CF and older oils should not be used in Caterpillar diesel engines.

Cat ECF-1 Specification was established by Caterpillar in 2003 and requires excellent soot

dispersion, wear control and piston deposit control.

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To check the fluid level of the windshield washer reservoir, open the access door located at the

left rear of the cab, behind the cab door. Open the filler cap (1) to check the fluid level and fill

as necessary.

To the left of the filler spout is the air conditioner filter (2). Clean or replace the filter element

when a reduction of circulation in the cab is noticed.

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The remaining 10 Hours or Daily checks are performed in the operator's compartment:

- Brakes: Check operation

- Indicators and gauges: Test operation

- Seat belt: Inspect

- Back-up alarm: Test operation

- Secondary steering: Test operation

The service brakes are checked by depressing the pedal (1) and placing the shift lever in FIRST

FORWARD. Accelerate the engine until the truck moves. The truck must not move below

1200 rpm. This procedure should be repeated to test the secondary brakes by depressing the

secondary brake pedal (2).

The cab air filter (3) is located inside the cab door, in the left-rear corner behind the trainer seat.

Clean or replace the cab fresh air filter when necessary.

NOTE: Refer to the Operation and Maintenance Manual for information on the

remaining tests performed in the cab.

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This illustration shows the cab air filter (1) located behind the trainer seat (2).

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OPERATOR'S STATION

Shown is a view of the 777F operator compartment. The operator's station for the 777F has

been changed to improve operator comfort and ergonomics. The operator seat (1) is centered in

the cab with the trainer's seat (2) positioned to the left.

The hoist control lever (3) is now on the right console next to the transmission control lever (4).

The 777F is equipped with a standard Messenger Monitoring System or optional VIMS/Advisor

Monitoring System (shown).

The optional Caterpillar Work Area Vision System (WAVS) is a closed circuit video monitoring

system. WAVS consists of a 178mm (7 inch) LCD color display (5) and may include one, two,

or three cameras. The display is mounted in the machine cab. The cameras are mounted on the

frame of the machine. The location of the camera(s) is dependent on the machine type.

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The Truck Production Management System (TPMS) on the 777F is controlled by a separate

ECM and is not on the Cat Data Link. There are two sets of TPMS external loading lamps on

the truck. One set of lamps is on the left side of the cab (arrow) and the other set is on the right

platform. The lamps are green and red. The lamps inform the loader operator of the loading

progress toward a target payload weight. The lamps are active only during the loading cycle

and are off at all other times.

During loading, the green (continue loading) lamps will be ON until the payload is 95% of the

target weight setting. Then, the red (stop loading) lamp will light. A "last pass" indication can

be programmed into the system. With last pass indication, the TPMS calculates an average

loader pass size and predicts payload weight. If the predicted weight after the NEXT loader

pass will be above 95% of the target weight setting, the red lamps FLASH. The red lamps will

be ON continuously after the last pass (when fully loaded). A minimum of three loader passes

are required for the "last pass" indication option to function correctly. An optional numeric

payload display is also available that shows the actual measured weight of the material in the

truck body.

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Located on the left side of the front panel are:

- Telescopic/tilt steering column adjustment lever (1): Push for telescoping and pull for tilt.

- Intermittent wiper/washer, turn signal control and dimmer switch (2).

- Steering wheel mounted electric horn control (3).

- Light switches and hazard warning switch (4).

The instrument panel (5) includes a tachometer, four gauges, and several indicators that display

the machine systems status. An LCD screen displays the service hour meter, machine ground

speed, actual gear, and direction.

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Located on the right side of the steering column is the retarder lever (1). The retarder lever is

used to modulate engagement of the service brakes. The retarder lever engages the front and

rear brakes on trucks with the standard oil-cooled front brakes but engages but only the rear

brakes on trucks with the optional caliper disc front brakes. The retarder lever can control the

modulation of the service brakes more precisely than the service brake pedal located on the cab

floor.

Located on the dash to the right of the retarder lever are the key start switch (2), fan speed

switch (3), temperature variable knob (4), air conditioner switch (5), and cigarette lighter (6).

Above the HVAC controls is the optional VIMS/Advisor display (7).

Switches to the left of the VIMS/Advisor display are the ARC ON/OFF switch (8), compression

brake switch (9), and front brake switch (10) (if equipped).

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To the right of the operator's seat is the shift console which contains the transmission shift

lever (1) and the hoist control lever (2). The 777F truck has SEVEN speeds FORWARD and

ONE REVERSE.

The top gear limit and body up gear limit are programmable through the Transmission/Chassis

ECM. The top gear limit can be changed from THIRD to SEVENTH. The body up gear limitcan be changed from FIRST to THIRD.

The 777F truck hoist system is electronically controlled. The hoist control lever activates the

four positions of the hoist control valve. The four positions are: RAISE, HOLD, FLOAT, and

LOWER.

A fifth position of the hoist valve is called the SNUB position. The operator does not have

control over the SNUB position. The body up switch controls the SNUB position of the hoist

valve. When the body is lowered, just before the body contacts the frame, the

Transmission/Chassis ECM signals the hoist solenoids to move the hoist valve spool to the

SNUB position. In the SNUB position, the body float speed is reduced to prevent hard contactof the body with the frame.

The truck should normally be operated with the hoist lever in the FLOAT position. Traveling

with the hoist in the FLOAT position will make sure the weight of the body is on the frame and

body pads and not on the hoist cylinders. The hoist valve will actually be in the SNUB

position.

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If the transmission is in REVERSE when the body is being raised, the hoist lever sensor is used

to shift the transmission to NEUTRAL. The transmission will remain in NEUTRAL until:

1. the hoist lever is moved into the HOLD or FLOAT position; and

2. the shift lever has been cycled into and out of NEUTRAL.

The hoist lever is also used to start a new TPMS cycle.

NOTE: If the truck is started with the body raised and the hoist lever in FLOAT, the

lever must be moved into HOLD and then FLOAT before the body will lower.

The throttle backup switch (3), the WAVS camera system switch (4) (if equipped) and a 12V

power port (5) are also located on the shift console.


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The overhead console can be equipped with four switches. The optional heated mirrors

switch (1) controls the heated mirrors.

The TCS test switch (2) is used to perform the TCS test when the switch is held.

The brake release/secondary steering switch (3) manually activates the brake release and secondary steering pump when the switch is held.

The reverse lights switch (4) controls the reverse lights.

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Located on the floor of the cab are:

- Secondary brake pedal (1): Used to modulate application of the parking brakes on the

rear wheels. A position sensor is attached to the secondary brake pedal that provides

input signals to the Brake ECM.

- Service brake pedal (2): The service brake pedal is used to modulate engagement of the

service brakes on all four wheels if the front brake ON/OFF switch is in the ON position.

A position sensor is attached to the service brake pedal that provides input signals to the

Brake ECM.

- Throttle pedal (3): A throttle position sensor is attached to the throttle pedal. The throttle

position sensor provides the throttle position input signals to the Engine ECM.

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Located behind the trainer's seat are the fuse panels (1), the Cat ET service port (2), the TMPS

or VIMS service port (3), the Product Link service port (4), a 12V power receptacle (5), and the

20 amp heater/air conditioner fan circuit breaker (6).

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MONITORING SYSTEM

The monitoring system on the 777F Off-highway Trucks monitors various machine systems and

then conveys the machine status to the operator. The 777F can be equipped with the standard

monitoring system which includes a Messenger display module, or the optional monitoring

system which includes a VIMS/Advisor display module.

Both monitoring systems include an instrument cluster. The instrument cluster is a cab display

that shows the operator the status of various machine parameters and alerts the operator of

specific machine conditions.

The ECMs and monitor display modules communicate over the Cat Data Link. The display

modules communicate with the instrument cluster over the Can Data Link.

The monitoring system receives information from machine switches and sensors via the ECMs

shown in this illustration of the Machine Electronic Control System.

The 777F can also have the following attachments: Minestar, RAC, Product Link,

Inclinometer, Telemetry antenna, and GPS antenna.


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The instrument cluster (1) and optional VIMS/Advisor display panel (2) are shown is this

illustration. The standard Messenger module (not shown) is installed in the same location as

the VIMS/Advisor display panel.

Problems from the machine systems are classified into four warning categories (1, 2, 2S, and 3)

similar to other Caterpillar monitoring systems.

During the normal operation mode and the menu mode, the Messenger or VIMS/Advisor

display may be interrupted by a warning message. Warning messages are displayed when

important instructions or information need to be displayed.

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Shown is the Instrument Cluster located in the center of the front dash panel. The Instrument

Cluster includes 18 dash indicators, five analog gauges, and an LCD digital display (1). The

LCD display window in the lower center of the dash includes the truck speed, gear, and

direction on the top of the display and the service hour meter on the bottom of the display.

The five parameters monitored by the analog gauges are:

- Brake oil temperature (2)

- Engine coolant temperature (3)

- Engine speed (4)

- Torque Converter oil temperature (5)

- Fuel Level (6)

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The indicator lamps and gauges are:

- Brake system check (1)

- Park brake engaged (2)

- Power train system check (3)

- Action lamp (4)

- Engine RPM (5)

- Electrical system (6)

- Body up (7)- Transmission in reverse (8)

- Machine lockout active (9)

- High beam (10)

- Retarder engaged (11)

- Transmission oil temperature gauge (12)

- Primary steering loss (13)

- Secondary steering engaged (14)


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- Check engine (15)

- Traction control system engaged (16)

- Engine coolant temperature gauge (17)

- Machine immobilizer (18)

- Throttle lock (19)

- Left turn signal (20)

- Right turn signal (21)- Brake oil temperature gauge (22)

- Fuel level gauge (23)

- LCD display window (24)

- Truck speed (25)

- Active gear and direction (26)

- Service hour meter (27)

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Messenger Display Module

Shown is the standard Messenger display module, which is located in the right side of the front

dash. The purpose of the Messenger is to display relevant machine information to the operator

or service personnel. The Messenger display is used in conjunction with the instrument cluster

to act as the monitoring system for the machine.

The Messenger has a menu structure that allows the user to access the desired machine

information. The default screen will display under normal machine operating conditions

without any intervention from the operator or service personnel.

This illustration shows the default screen of the Messenger module that shows the shift lever

and the gear position. The default screen is displayed at machine start up and until the operator

or the technician navigates to another screen.

The Messenger consists of the display and four navigation buttons that are used to navigate

through the menu structure. The button functions from left to right are as follows:

Back: Used to navigate to the previous screen that was accessed in the Messenger.

Left/Up: Allows the user to scroll left or up. Scroll direction is dependent on the specific

data that is being displayed on the screen.

Right/Down: Allows the user to scroll right or down. Scroll direction is dependent on the

specific data that is being displayed on the screen.

OK: Acts as a confirmation function for the Messenger.

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The Messenger Menu Screen is divided into three sections. The top section identifies the name

of the current menu. If the current name is split by a colon ":" then this indicates that the name

after the colon ":" is the current menu and the name before the colon ":" is the parent menu of

the current menu. The center section displays the current menu option that can be selected by

pressing the OK button. The arrows at the left of the screen indicate whether you can scroll to

the next screen to see further menu options.

There are a total of five main menus that are available for navigation. Only one menu can be

displayed at a time. The menus are accessed from the default menu by pressing the back arrow

button. The five menus are:

- Performance

- Totals

- Settings

- Service

- Service mode


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This illustration of a performance screen submenu shows the engine coolant temperature and

shift lever position.

A typical Messenger information screen normally displays the information in pairs. The

information can be arranged horizontally or vertically. The headers at the top of the screen

identify the information. The current values are displayed below the headers. The arrows atthe left of the screen indicate whether you can scroll to the next screen to see additional

information.

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The Performance menu allows the operator or technician to view two pages of information.

These pages of information monitor vital machine system data during machine operation. This

information can only be viewed. The Performance menu uses two screens to show the real time

status of the information listed above on the right side of the illustration.


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The Totals main menu allows the operator or the technician to access information about the

machine systems. The totals data can be used to determine when scheduled maintenance is

required.

The Totals menu shows accumulated values and includes two submenus. The two submenus

are Payload and Machine.

The Payload and Machine submenus display the information listed on the right side of the

above illustration.


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Parameters are normally adjusted for specific operating conditions, operator preferences and

machine operating efficiency. The machine setup affects the parameters that are displayed. The

attachments that are on the machine determine the software that is contained in the ECMs.

Messenger looks at the software versions to determine the parameters that will be displayed and

the parameters that will be variable.

NOTE: Cat ET can also be used to access the parameters.

The Settings menu allows the user to adjust the parameters for the following:

- Messenger Display

- Machine Identification

- Transmission Operation

- Brake Operation

- Payload Operation

- Engine Operation

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The Messenger Display parameters relate to the operator’s preferences for the Messenger

display. The following parameters may be adjusted:

- Language: Six standard languages (other languages available).

- Units: Metric or English.

- Contrast: Screen contrast.

- Headlights On: Screen brightness with headlights ON.

- Headlights Off: Screen brightness with headlights OFF.

The Machine setting allow the user to set the machine serial number. The following parameters

may be adjusted:

- Product ID: Allows the user to set the machine serial number (password protected).

- Equipment ID: Allows the name of the truck to be changed (password protected).

The Transmission setting allows the following parameters to be adjusted:

- Top Gear Limit: Allows the user to set the highest gear performance level.

- Body Up Gear Limit: Adjusts the gear limit during truck operation when the body is

raised.

- Machine Speed Limit: Sets the highest truck speed.

- Fuel Economy Mode: Allows the fuel usage to be changed.

- Machine Overload Speed Limit: Limits transmission gear and engine speed when

excessive payloads are detected (if machine is equipped with TPMS).

The Brake setting allows the user to set the desired ARC speed and is password protected.

The Payload menu allows the configuration of the Payload settings and is password protected.

The Payload settings include the following:

- Target Payload: Read and program the truck target payload.

- Overload Limit: Read and program the percent overload.- Green TPMS Lamp: Read and program the installation of the green TPMS lamp.

- Red TPMS Lamp: Read and program the installation of the red TPMS lamp.

- Last Pass Enabled: Read and program the installation of the Last Pass indicator. The

Last Pass indicator informs the shovel operator of the last load before the payload is over

the rated load.

The Engine setting allows the user to change the ether solenoid configuration to "No Ether

Solenoid Installed" or "Continuous Flow" and is password protected.


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The Service menu allows the technician to access the machine parameters. The technician may

also make selections for viewing or clearing logged events or codes.

The Service menu will allow the technician to view data for the following systems: brake,

steering, implement, and power train. The status of electronic components in the machine’s

major systems can also be viewed. The Service menu option is displayed by selecting Servicefrom the Main Menu. Press the Left/Up arrow button or the Right/Down arrow button until

Service is displayed. Then press the OK button. The Service menu contains the following six

submenus:

- Diagnostic Events: Displays a complete list of all active and inactive event codes and

diagnostic codes.

- System Parameters: Allows the technician to view the status of system components.

- Calibrations: Allows the technician to perform a payload calibration. The payload

system must be calibrated if new TPMS software is installed or the machine serial

number is reprogrammed.

- System Tests: Allows the user to perform a transmission stall test or a system self test on

the machine.

- Systems Information: Allows the user to display information on all of the ECMs installed

on the machine, such as ECM Part Number, etc.

- Tattletale: The Messenger display module records the extreme value for each condition

of the machine that is monitored.

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These illustrations show the information available within the Diagnostic Events menu.

From the Service menu, use the appropriate arrow button to highlight the Diagnostic Events

option and press the OK button to access the Diagnostic Events. Select the View Diagnostics

display by pressing the OK button. The View Diagnostics option will display a complete list of

codes (bottom left illustration). Each line on the list will show the following information:

- SRC (Source ID)

- CODE

- OCC (Number of occurrences of the event or code)

- ACT (if the code is active or inactive).

Use the appropriate arrow button to highlight a diagnostic code or an event code on the list.

Press the OK button to display the codes Detailed View (bottom right illustration). The

Detailed View will display a text message that shows the following information: reporting

ECM, failed component code, and explanation of the event.

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The technician can clear logged codes one at a time. Active codes are indicated with a mark

under the "ACT" column. Active codes cannot be cleared until the faults have been corrected.

To clear a code, access the Detailed View of the code, press the OK button and follow the

prompts and directions.

NOTE: Only Level I and Level II codes may be cleared with Messenger. When a code

is cleared from Messenger, the memory from the reporting ECM is cleared. The code is

not cleared from the Messenger ECM. Once the code has been cleared from the

reporting ECM, Messenger will update the code list. Messenger is an interface between

the technician and the machine ECMs.


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The Service Mode Password menu is used to enter the Service mode. The Service Mode

Password protects certain features from access by the operator. Features that need to be

protected from the operator can be enabled or disabled with a password.

NOTE: For more information on the Messenger Monitoring System, refer to the 773F,

775F, 777F Off-highway Truck Monitoring Systems Operation, Troubleshooting, Testing,and Adjusting Service Manual module (RENR8344).

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Advisor/VIMS Display

Shown above is the Advisor/VIMS graphical display module. It is located on the right side of

the dash. It is the operator and technician’s interface with the Advisor Monitoring System,

including VIMS. Information is displayed on a backlit LCD display screen.

The top portion of the screen is called the "Top Banner" and it displays vital machine

information at all times. The Top Banner may display different information from machine to

machine, depending on the model and the attachments that are installed.

At the right of the display screen is a column of five user interface buttons. These buttons are

used to navigate through the numerous Advisor screens, to make menu selections, or to enter

data. The five buttons, from top to bottom, are:

- LEFT/UP Arrow Button (1) - This button is used for screen navigation or data entry. It can be

used:

• to scroll up a vertical list or scroll left across a horizontal list;

• to decrease a setting value, such as decreasing brightness/contrast.

- DOWN/RIGHT Arrow Button (2) - This button is also used for screen navigation or data

entry. It can be used:

• to scroll down a vertical list or scroll right across a horizontal list;

• to increase a setting value, such as increasing brightness/contrast.

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- BACK Button (3) - This button is used:

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

previous screen;

• as a backspace, or cancel key when the operator or technician wishes to delete entered

characters.

- HOME Button (4) - This button is used to return to the home menu screen, regardless of what

screen is currently displayed.

- OK Button (5) - This button is used:

• to make selections from a screen;

• to confirm an entry, such as a password, or for saving an operator profile entry.

Navigation through the menus and sub-menus is accomplished by using the ARROW Buttonsto highlight the desired selection, then pressing the OK Button. The ARROW Buttons are also

used to highlight a mode or to set a parameter. Pressing the OK Button selects that option.

NOTE: The column of five buttons at the left of the display screen currently have no

function.


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Upon machine start-up (key ON), an introduction screen appears as shown in the top

illustration and Advisor performs a self-test routine. After a few seconds a the main screen

will appear as shown in the bottom illustration.

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The illustration above shows a "pop-up" warning screen generated by the Transmission/Chassis

ECM and reported by Advisor. There may be more warning screens if there are any other

active faults or events reported to Advisor by the Transmission/Chassis ECM, or any other

ECM on the machine. Advisor will scroll through all of the warning screens generated by all of

the active faults and events. Each of these warning screens must be individually acknowledged

by pressing the "OK" button.

Each of these warning screens contains the following information:

- The reporting ECM (in text)

- The reporting MID (module identifier, or ECM code)

- The ID (Component ID and Failure Mode Identifier)

- A text message stating the failed component

- A text message stating the failure mode of the component

- A prompt for the operator to acknowledge the warning

Acknowledging these warnings does not clear them from the reporting ECM's memory, but

only clears them from the screen, or "snoozes" them. The warnings remain an active event or

fault until the problem is resolved. Advisor will display the message again after a pre-

determined amount of time, depending on the severity of the event.

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Advisor’s menu structure is arranged in a stair-step, or hierarchical list format. When the

operator or technician selects an option from a menu or list, the resulting screen is one level

down from that selection. More selections, or options, may be available from that screen as

well. There may also be more than one page of information or options to be displayed from

any level. This is indicated by the "More Options" icon, which may point left, right, up, or

down, depending upon how the data or list is arranged.

The illustration above shows the options that are available from Advisor's Home Menu screen.

The Home Menu screen and its options will be displayed upon pressing the HOME button from

any screen within Advisor.


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The Operator menu allows the user to perform the following:

- Select a profile

- Create a profile

- Delete a profile

- View/save a current profile

- Factory Set (recalls default settings)

The profile of an operator is a saved set of preferences that is identified by a name. Once the

profile is created, the operator may associate various display settings and settings for the power

train to that profile. After all of the parameters have been adjusted to the operator's preference,

the operator may then save the parameters for future use.

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This illustration shows the options within the Operator Menu.


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The Service menu contains six submenus. The following is a list of the submenus:

- Diagnostics

- Calibrations

- System Information

- Tattletale

- System Tests

- Service Parameters

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This illustration shows the diagnostics submenu within the service menu.

The Active Events menu option shows the ECM and the service hours for each event. The

following is a list of information that is displayed for the active event:

- Electronic Control Module

- Event Code

- Date of occurrence

- Time of occurrence

- Warning Level

- Number of occurrences

The Logged Events menu option shows the list of events and diagnostic codes that have been

recorded.

The Trigger Snapshot menu option allows the user to manually initiate a snapshot of the system

in addition to the snapshots that are already programmed. The snapshot will remain active until

the time has elapsed.

The Data Logger Start menu option allows the user to initiate the data logger. If the

information for the data logger is being downloaded from the machine, the data logger cannot

be started. The operator can initiate and stop the data logger numerous times until the total

time for logging the data is thirty minutes.

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The Data Logger Reset menu option allows the user to reset the data logger, which clears all of

the logged information. Thirty minutes will be available after the data logger has been reset.

NOTE: The Data Logger is the only onboard file that can be reset through the Advisor

display. The Advisor must be either in the Service Mode or Cat ET must be connected

to the data link to reset the data logger. The VIMSpc software is not needed to reset the

data logger.


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These illustrations show four of the submenus within the service menu.

The Calibrations option consists of the Truck Payload and Inclinometer calibrations.

The System Information menu option allows the user to view the information for the following

machine ECMs:

- Advisor

- Engine

- Transmission/Chassis

- Brake

- VIMS

The ECM information contains the following:

- ECM serial number

- Software part number

- Software release date

- Software description

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The following options are available under the tattletale menu:

- Active

- Brake Oil Temperature

- Engine Coolant Temperature

- Engine Speed

- Torque Converter Temperature

- Fuel Level

The Active option will display the tattletale value for each gauge. The five specific options will

display the tattletale value for the gauge that is specified.

NOTE: The tattletale is password protected. The value for each gauge is protected

from being cleared.

The System Tests option will allow the technician to perform the Stall Diagnostic Test or the

Self Test.

The instrument cluster will initiate a self test when the key start switch is moved to the START

position. The gauge needles will move to the maximum right position for 0.5 seconds and then

return to the minimum left position. This action prevents the gauge needles from circling to the

bottom side of the gauge if the display is inverted.


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This illustration shows the Service Parameters submenu within the service menu.

The following Service Parameters options will be displayed:

- Sort By ECM

- Sort By Type

- All parameters

The Sort By ECM menu option allows the user to view the parameters that are associated with

each ECM. All of the parameters for the specific ECM are listed. The following ECMs can be

selected:

- Advisor

- Engine


- Brake

- VIMS

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The Sort By Type menu option allows the user to view the parameters that are associated with

different components. The following types of parameters can be chosen:

- Temperatures

- Pressures

- Speeds

- Filter Switches

- Operator Inputs

- Sensor Duty Cycles

- Totals

The All Parameters menu option allows the user to view the entire list of parameters.


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The Settings menu allows the user to view the parameters for the following the same as the

Messenger Settings menu:

- Display Setup

- Machine


- Brake

- VIMS (same as Messenger Payload submenu)

- Engine

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The Display Setup parameters relate to the operator’s preferences for the Advisor display. The

following parameters may be adjusted:

- Language (same as Messenger)

- Units (same as Messenger)

- Contrast (same as Messenger)

- Headlights On (same as Messenger)

- Headlights Off (same as Messenger)

- Date format: (Advisor only)

- Time format: (Advisor only)

The Machine setting allow the user to set the machine serial number. The following parameters

may be adjusted and are the same as the Messenger Display:

- Product ID

- Equipment ID

The Transmission/Chassis setting allows the following parameters to be adjusted:

- Top Gear Limit (same as Messenger)

- Body Up Gear Limit (same as Messenger)

- Machine Speed Limit (same as Messenger)- Fuel Economy Mode (same as Messenger)

- Machine Overload Speed Limit (same as Messenger)

- Load Count (Advisor only)

The Brake setting is the same as the Messenger display.

The VIMS/Payload menu allows the configuration of the Payload settings and is password

protected. The following payload settings are the same as the Messenger Display:

- Target Payload

- Overload Limit

- Green TPMS Lamp

- Red TPMS Lamp

- Last Pass Enabled

The Engine setting allows the user to change the ether solenoid configuration to "No Ether

Solenoid Installed" or "Continuous Flow" and is the same as the Messenger Display.


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The Payload menu option is entered by selecting Payload from the Main menu. The Payload

menu option allows the user to view the information for the payload. The user can view the

following information:

- Target for the payload

- Calculated gauge for the payload

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The Monitor menu option allows the user to view four parameters. The navigation button is

used to select the parameter or view a different parameter. Press the OK button to obtain a list

of available parameters.

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The Grade menu option allows the user to view the grade of the hill. The user can view the

following information:

- Percentage of the grade value

- Image of the truck that represents the grade

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The Service Mode menu option allows the user to enable and disable the service mode. The

password entry screen will appear if the password has been entered in Cat ET. The Advisor

will enter the service mode after the password has been entered correctly.

NOTE: For more information on the Advisor/VIMS Monitoring System, refer to the

773F, 775F, 777F Off-highway Truck Vital Information Management System (VIMS)

Systems Operation, Troubleshooting, Testing, and Adjusting Service Manual module

(KENR5955).

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ENGINE

Shown is the C32 engine with ACERT™ Technology used in the 777F Off-highway Truck.

The engine performance specifications for the 777F Truck are:

- Serial No. Prefix: LJW

- Performance spec: 0K5981

- Gross power: 758 kW (1016 hp)

- Full load rpm: 1750

- High idle rpm: 1938 ± 10

- Low idle rpm: 650

- Overspeed rpm: 2800

This V-12 engine uses twin turbochargers, Air to Air AfterCooler (ATAAC) and MechanicalElectronic Unit Injection (MEUI) for power, reliability and fuel economy. The C32 is

compliant with U.S. EPA Tier 2 and European Union Stage II emissions regulations.

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Engine Electronic Control System

Shown is the electronic control system component diagram for the C32 engine used in the 777F

Truck. Fuel injection is controlled by the Engine Electronic Control Module (ECM).

Many electronic signals are sent to the Engine ECM by sensors, switches, and senders. The

Engine ECM analyzes these signals and sends signals to various output components. Output

components can be relays, lamps, other controls, or solenoids.

For example, based on the various input signals, the Engine ECM determines when and for how

long to energize the injector solenoids. When the injector solenoids are energized determinesthe timing of the engine. How long the solenoids are energized determines the engine speed.


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Fuel injection and some other systems are controlled by the Engine ECM (1) located at the

front of the engine. Other systems controlled by the Engine ECM are: ether injection, engine

start function, engine oil pre-lubrication, variable speed Rockford fan, engine retarding, and

engine derate.

The Engine ECM has two main connectors for diagnostics. The larger 120-pin connector (2)known as J2 connects to the engine harness. The smaller 70-pin connector (3) is identified on

schematics as J1 and connects to the machine harness.

A 2-pin timing calibration connector is located to the right of the ECM. If the engine requires

timing calibration, a timing calibration sensor (magnetic pickup) is installed in the flywheel

housing and connected to the timing calibration connector.

Using the Caterpillar ET (Cat ET) service tool, timing calibration is performed automatically

for the speed/timing sensors. This step is performed to avoid instability and ensures that no

backlash is present in the timing gears during the calibration process. Timing calibration

improves fuel injection accuracy by correcting for any slight tolerances between the crankshaft,timing gears and timing wheel. Timing calibration is normally performed after ECM

replacement, cam or crank sensor replacement, or timing wheel replacement.

Occasionally, Caterpillar will make changes to the internal software that controls the

performance of the engine. These changes can be performed by using the WinFlash program in

Cat ET. Cat ET is used to diagnose and program the electronic controls used in Off-highway

Trucks. If using the WinFlash program, a "flash" file must be obtained from Caterpillar and

uploaded to the ECM.

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The left intake air temperature sensor (1) and right intake air temperature sensor (2) are located

on top of the engine. The intake air temperature sensors produce an analog signal that is

monitored by the Engine ECM. The ECM monitors intake air temperature for derating the

engine at high temperatures, for engine shutdown at high temperatures, and for signaling the

monitoring system in the event of a problem.

NOTE: If a high temperature event is severe enough, the monitoring system will issue a

Level 3 warning. The operator must park the machine as soon as possible. When the

Engine ECM determines that the ground speed is zero and the transmission is in PARK,

the engine will automatically shut down.

The coolant temperature sensor (3) is located on top of the engine toward the front left side.

The coolant temperature sensor is an analog sensor that is monitored by the Engine ECM.

When the coolant temperature is too high, the Engine ECM will signal the monitoring system to

display a warning.

The Engine ECM also uses the coolant temperature sensor information for cold mode functionssuch as timing changes, elevated idle, cold cylinder cut-out, and ether injection.

The left turbo outlet pressure sensor (4) and right turbo outlet pressure sensor (5) are used for

calculating boost.

The atmospheric pressure sensor (6) is located on top of the engine toward the front right side.

The atmospheric pressure sensor is an analog sensor that is monitored by the Engine ECM.

The ECM monitors atmospheric pressure for the following: altitude derate, air inlet restriction

derate, and calibration reference for other sensors.

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The crankshaft speed/timing sensor (1) is located on the lower left of the engine toward the

front side. The crank sensor measures engine speed and timing for control of the timing and

delivery of fuel to each of the engine's cylinders. Sensing engine speed allows engine speed

governing, fuel limiting, and fuel injection timing. If the crank speed/timing sensor fails, the

cam speed/timing sensor allows for continuous operation.

The oil pressure sensor (2) is located on the left side of the engine. The oil pressure sensor isan analog sensor that is monitored by the Engine ECM. When the oil pressure is too low, the

Engine ECM will signal the monitoring system to display a warning. The ECM will also log an

event that requires a factory password to clear.

The oil level switch (3) monitors the oil level in the pan.

The C32 engine in the 777F Truck can be equipped with an optional Oil Renewal System

(ORS). The ORS increases the oil change interval and decreases the amount of used oil in need

of disposal. The life of the engine is not shortened and the availability of the machine is

increased.

The ORS meters engine oil that has been filtered into the fuel supply. The metered oil is

consumed in the engine during the normal combustion process. The Engine ECM controls the

amount of oil that is metered based on the actual load factor or on the fuel that is consumed by

the engine.

Whenever the old oil from the oil pan is injected into the return fuel line, new oil from a

makeup tank is added to the oil pan. Regular additions of new oil will allow the oil change

level to be extended. Reviewing the reports of the S•O•S Oil Analysis will determine if a

problem has occurred and if the oil needs to be changed.

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The cam speed/timing sensor (arrow) is located on the right side of the engine in the rear of the

timing gear housing behind the primary fuel filter. The cam sensor is used as a backup for the

crank speed/timing sensor. If the crank speed/timing sensor fails, the cam speed/timing sensor

allows for continuous operation.

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The engine will start and run when only one sensor signal is present from either the crank or

cam sensor. During engine operation, if both speed/timing sensors fail, the Engine ECM will

stop fuel injection and the engine will shut down. During start-up, the loss of both sensors will

prevent the engine from starting.

If the engine is running and the signal from the crank speed/timing sensor is lost, a slight

change in engine performance will be noticed when the Engine ECM performs the changeover

to the cam speed/timing sensor. If the signal from the crank speed/timing sensor is not present

during start up, the engine will start normally.

Loss of the cam speed/timing sensor during engine operation will not result in any noticeablechange in engine performance. However, if the signal from the cam speed/timing sensor is not

present during start up, the engine may require a slightly longer period of time to start and may

run rough for a few seconds until the ECM determines the proper firing order by using only the

crank engine speed/timing sensor.


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The teeth configuration in the crankshaft timing wheel are not the same as the camshaft timing

wheel. The camshaft timing wheel includes 37 timing teeth with 36 of the teeth spaced equally

at 10° apart. One tooth is spaced 5° apart from the other teeth.

There are only 35 teeth on the crankshaft gear spaced equally at 10° apart. Two of the teeth are

spaced at 20° apart, which creates a "gap" in the gear teeth.

When the Engine ECM uses the cam speed sensor to determine timing for engine starting, the

ECM knows exactly what cylinder is at TDC. The following cylinders are at TDC at the same

time (one cylinder bank only):

- Cylinder No. 1 (compression stroke) and No.6 (exhaust stroke)



When the Engine ECM uses the crank speed sensor to determine timing for engine starting, the

ECM does not know which of the two cylinders is at TDC. As an example, the Engine ECM

will attempt to fire cylinder No. 1 and check if there is any increase in the engine RPM. If

there is no increase in rpm, the ECM determines that the TDC timing position at that firing

moment is cylinder No. 6. This action may result in a longer engine start time.


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Located behind the right pedal, the throttle position sensor (arrow) provides the desired throttle

position to the Engine ECM. If the Engine ECM detects a fault in the throttle position sensor,

the throttle back-up switch in the cab can be used to increase the engine speed to 1300 rpm.

The throttle position sensor receives a regulated 8.0 ± 0.5 Volts from the Engine ECM. The

throttle position sensor output signal is a Pulse Width Modulated (PWM) signal that varies withthrottle position and is expressed as a percentage between 0 and 100%.

To check the output signal of the throttle position sensor, connect a multimeter between Pins B

and C of the throttle position sensor connector. Set the meter to read "Duty Cycle." The duty

cycle output of the throttle position sensor should be:

- Low Idle: 16 ± 6%

- High Idle: 85 ± 4%

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The prelubrication (QuickEvac) pump (1) is located on the end of the secondary steering/brake

release pump and motor assembly (2). The pump and motor assembly is now located on the

front of the front crossmember.

The engine oil prelubrication QuickEvac pump is controlled by the Transmission/Chassis ECM.

The Transmission/Chassis ECM energizes the pre-lubrication pump relay located behind thecab. The relay behind the cab then energizes the pre-lube relay on the front engine mount. The

Engine ECM signals the Transmission/Chassis ECM to crank the engine when:

- Engine oil pressure is 3 kPa (0.4 psi) or higher.

- The pre-lubrication pump has run for 17 seconds. (If the system times out after 17

seconds, a pre-lubrication time out fault is logged in the Engine ECM.)

- The engine has been running in the last two minutes.

- Coolant temperature is above 50°C (122°F).

The engine oil pre-lubrication system can be bypassed to allow quick starts. To override the

pre-lubrication system, turn the key start switch to the CRANK position for a minimum of two

seconds. The Transmission/Chassis ECM will begin the pre-lube cycle. While the pre-lube

cycle is active, turn the key start switch to the OFF position. Within 10 seconds, turn the key

start switch back to the CRANK position. The Transmission/Chassis ECM will energize the

starter relay.

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If the engine oil pre-lubrication system is bypassed using the above procedure, the Engine

ECM will log a pre-lube override event that requires a factory password to clear.

NOTE: Cat ET can enable or disable the prelubrication feature in the

Transmission/Chassis ECM.

The QuickEvac mode is used to allow the technician to quickly evacuate the oil for an oil

change. The QuickEvac mode can only be performed when the engine lockout is activated.

Engine starting and prelubrication functions are also inhibited when the engine lockout is

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If the truck is equipped with an ether start system, the Engine ECM will automatically inject

ether from the ether valve (arrow) and ether cylinder during cranking. The amount of automatic

ether injection depends on the engine oil or jacket water coolant temperature. The Engine ECM

sends a duty cycle signal to the ether injection relay. The maximum duty cycle is 50%. A 50%

duty cycle will pulse the ether relay ON three seconds and OFF three seconds. The maximum

ether delivery is ten 3-second shots per minute. Each shot delivers 6 ml (0.2 oz) of ether.

The Engine ECM will energize the ether injection relay only if:

- Engine intake manifold air temperature is below a certain temperature.

- Engine coolant temperature is below a certain temperature.

Cat ET can be connected to the machine to turn the ether injection system ON or OFF.

The operator can also inject ether manually with the ether switch in the cab on the center

console. The manual ether injection duration is 3 seconds and delivers 6ml (0.2 oz) of ether

each time the switch is depressed. The manual mode is disabled when engine speed is above

1200 rpm or engine oil temperature is above 10° C (50° F).

NOTE: The manual start aid (ether) switch is a dealer installed option.

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Engine Derates

The coolant temperature sensor measures the temperature of the coolant.

When the temperature of the coolant exceeds 110° C (230° F), the Engine ECM will initiate a

Level 1 Warning.

When the temperature of the coolant exceeds 111° C (231° F), the Engine ECM will initiate a

Level 2 Warning. At 111° C (231° F) the Engine ECM will initiate a 25% derate. Refer to the

illustration for the remainder of the high engine coolant temperature derates. At 100% derate,

the engine available power will be approximately 50%.


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The intake manifold air temperature sensor measures the temperature of the air that is flowing

to the intake manifold. The sensor is used to initiate warning levels and engine derates.

After the engine is running for at least 3 minutes and if the intake manifold air temperature goes

above 82° C (180° F), the Engine ECM will initiate a Level 1 Warning.

After the engine is running for at least 3 minutes and if the intake manifold air temperature goes

above 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2

Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a

20% upper limit.


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The exhaust temperature sensors measure the temperature of the exhaust air flowing out of the

exhaust manifolds. The sensors are used to initiate warning levels and engine derates.

After the engine is running for over 4 minutes and if the exhaust manifold air temperature goes

above 760° C (1400° F), the Engine ECM will initiate a Level 1 Warning.

After the engine is running for over 4 minutes and if the exhaust manifold air temperature goes

above 805° C (1481° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2

Warning, the Engine ECM signals the engine to initiate a derate. This derate will have a 75%

upper limit.


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This illustration shows a graph with the two different warning levels for low oil pressure and

the low oil pressure derate.

When the oil pressure is below the blue line (154 kPa @ 1600 rpm) (22 psi @ 1600 rpm), the

Engine ECM will enable the low oil pressure Level 1 Warning. Change machine operation or

perform maintenance to the system in the event of a warning.

When the oil pressure is below the red line (104 kPa @ 1600 rpm)(15 psi @ 1600 rpm), the

Engine ECM will enable the low oil pressure Level 3 Warning. The operator should

immediately perform a safe engine shutdown in the event of a Level 3 warning.

Also, with the Level 3 Warning the Engine ECM initiates a 35% engine derate.

If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine

ECM will initiate a low engine oil pressure Level 1 Warning.


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The air inlet restriction is the pressure difference between the turbo inlet pressure sensor and the

atmospheric sensor. The turbo inlet pressure sensor measures the air inlet pressure at the

turbocharger compressor housing.

As the air restriction increases, the pressure difference will increase. If the the engine has been

running for over 4 minutes and the air inlet restriction is 7.5 kPa for 30 seconds, the Engine

ECM will initiate a Level 1 Warning. If the air restriction increases to 9.0 kPa for 30 seconds

or the turbo inlet pressure sensor fails, then a Level 2 Warning will occur and the engine will

enter the air inlet restriction derate.

When the pressure difference between the turbo inlet pressure sensor and the atmosphericsensor reach a difference of 10.0 kPa, the Engine ECM will derate the engine approximately

2%. The Engine ECM will then derate the engine 2% more for every 1 kPa difference up to

10%.


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This illustration shows the graph for the warning and the derates map for the fuel temperature.

When the fuel temperature exceeds 90° C (194° F), the Engine ECM will activate a Level 1

Warning. When the fuel temperature increases to 91.0° (196° F) a Level 2 Warning will be

initiated by the Engine ECM. At the same time, the engine will derate to 12.5%. If the fuel

temperature exceeds 92° C (198° F), the engine will be derated to 25%.

A fuel temperature sensor open circuit will derate the engine to 12.5%.

Excessive fuel temperature will cause injector wear.


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When the differential pressure switch recognizes a fuel pressure of 138 kPa (20 psi) for 1 hour,

the Engine ECM will initiate a Level 1 Warning.

When the differential pressure switch recognizes 138 kPa (20 psi) across the filter for 4 hours,

the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated, a 35 %

derate is applied to the engine.

This feature will be disabled when the fuel temperature is below 30° C (86° F).


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Engine Compression Brake

The 777F Truck can be equipped with the optional engine compression brake. The

compression brake provides higher downhill travel speeds and reduces brake wear in addition

to the Automatic Retarder Control (ARC) system. The compression brake uses a master/slave

hydraulic actuation system to open exhaust valves on the compression stroke which releases pressurized air and creates a net braking force at the flywheel.

The compression brake assembly, as shown in this illustration, controls two cylinders. The

compression brake assembly is mounted to the rocker arm shaft supports below the engine

valve covers. The compression brake is pressurized with engine oil from the rocker arm shaft

and uses a solenoid valve to control oil flow in the brake housing.

The compression brake is activated by a signal from the Engine ECM to the solenoid valve (1).

As the fuel injector rocker arm pushes up on the master piston (2), the corresponding slave

piston (3) is pressurized to push down on the exhaust valve bridge, decompressing the cylinder

and preventing the normal power stroke.

On the C32 engine, up to six brake assemblies are used. The control circuit for the

compression brake permits the operation of either two, four, or all six of the compression brake

assemblies which provides progressive braking capabilities with the retarding effect of four, six,

or all 12 of the engine cylinders.

Compression brake system service consists of only periodic valve lash checks.

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This illustration shows the oil flow in the C32 engine compression brake. Oil from the engine

oil pump (14) flows through the rocker arm shaft oil passage (13). The compression brake

solenoid valve (5) controls the oil flow in the compression brake hydraulic circuit.

When the Engine ECM energizes the solenoid, oil flows through a check valve (1) to the slave

piston (3) and the master piston (4).

Oil pressure overcomes spring force and the master piston moves down and contacts the fuel

injector rocker arm (12). The master piston will follow the movement of the fuel injector

rocker arm. As the fuel injector rocker arm moves up the master piston moves up and causes

the oil to close the check valve.

With the check valve closed, oil pressure increases in the compression brake hydraulic circuit

and the slave piston is forced down. The slave piston makes contact with the exhaust valve

rocker arm (10) and causes the exhaust valve (16) to open. As the exhaust valve opens, the

engine cylinder pressure is relieved through the open exhaust valve, which creates a net braking

force at the flywheel.


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When the fuel injector rocker arm moves down, the master piston moves down and the

hydraulic pressure decreases. The exhaust valves are returned to the closed position by the

exhaust rocker arm. The check valve opens and relieves the oil pressure.

When the Engine ECM de-energizes the compression brake solenoid, oil is drained from the

slave and master pistons to the tank (15). The exhaust valves close and the slave piston returns

to the starting position.


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This illustration shows the wiring and components of the engine compression brake.

When the compression brake switch in the cab is activated, the Brake ECM sends a signal to

the Engine ECM via the Cat Data Link. The Engine ECM controls the compression brake

solenoids to slow the machine.

The Engine ECM provides three levels of braking: LOW, MEDIUM, and HIGH.

When the ECM commands a LOW braking level, two solenoids (one on each valve bank) will

activate the compression brake for four cylinders (5, 7, 6, and 8).

When the ECM commands a MEDIUM braking level, four solenoids (two on each valve bank)

will activate the compression brake for eight cylinders (5, 7, 6, 8, 9, 11, 2, and 4).

When the ECM commands a HIGH braking level, six solenoids (three on each valve bank) will

activate the compression brake for all 12 cylinders.


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This chart shows an example of the ARC and engine compression brake levels in a one minute

period during a drive cycle.

When the machine speed exceeds a pre-determined speed, the ARC system is activated to slow

the machine. If further braking is required, the Engine ECM will command the engine

compression brake to the LOW, MEDIUM, or HIGH brake level setting as necessary to slow

the machine.


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Cooling System

The jacket water cooling system on the 777F uses a Next Generation Modular Radiator

(NGMR). The NGMR (1) is a single-pass flow design, replacing the two-pass flow folded core

system.

The coolant enters at the top left and flows out at the bottom right, similar to an automotive

design. Being modular, individual cores may be removed for service while the radiator remains

in place.

The aftercooler cooling system in the 777F Trucks is now an ATAAC system. The ATAAC

cores (2) are located in front of the radiator. Intake air is cooled after being compressed by the

turbocharger before being routed to the engine combustion chamber.

Also visible in this illustration is the air conditioning condenser (3).

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Jacket water coolant flows from the water pump (1) through the engine oil cooler (2), through

the two brake oil coolers (3), and the transmission oil cooler (4) to both sides of the engine

cylinder block. Coolant flows through the engine block to the cylinder heads. From thecylinder heads, the coolant flows to the two temperature regulators and, based on coolant

temperature, either flows to the radiator (if hot) or through the bypass tube (5) to the water

pump (if cold) to recirculate until the engine reaches operating temperature.

The thermostats are located in the thermostat housing (6) at the top of the bypass tube.

The bottom illustration shows a schematic of the coolant flow.

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Lubrication System

The engine oil pump draws oil from the oil pan through a screen.

The engine also has a scavenge pump at the rear of the engine to transfer oil from the rear of

the oil pan to the main sump.

Oil flows from the pump through an engine oil cooler bypass valve to the engine oil cooler.

The bypass valve for the engine oil cooler permits oil flow to the system during cold starts

when the oil is thick or if the cooler is plugged.

Oil flows from the engine oil cooler to the oil filters. The oil flows through the filters and

enters the engine cylinder block to clean, cool, and lubricate the internal components and the

turbochargers.


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Fuel System

The fuel tank is located on the right side of the truck. Fuel is pulled from the tank through the

primary fuel filter by the fuel transfer pump.

Priming is now done electrically using a switch (arrow) located above the primary fuel filter. Areusable fuel/water separator mounts directly to the bottom of the fuel filter.

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The fuel transfer pump (1) is located at the top rear of the engine. The fuel transfer pump

contains a bypass valve (2) to protect the fuel system components from excessive pressure. The

bypass valve setting is higher than the setting of the fuel pressure regulator (3). Fuel flows

from the transfer pump through the Engine ECM to the secondary fuel filter located on the right

side of the engine.

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The differential fuel pressure switch (1) is located in the top of the secondary fuel filter housing

on the right side of the engine. This switch will indicate a restriction in the fuel filter. A

warning will be sent by the Engine ECM to the monitoring system.

The fuel pressure sensor (2) is located in the top of the secondary fuel filter housing, directly

behind the differential pressure switch. This sensor is used to monitor fuel pressure.

The engine fuel temperature sensor (3) is located in the top of the secondary fuel filter housing,

behind the other two fittings. The Engine ECM uses the fuel temperature measurement to make

corrections to the fuel rate and maintain power regardless of fuel temperature (within certain

parameters). This feature is called "Fuel Temperature Compensation."

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Fuel flows from the fuel filter base through the steel tubes (1) to the MEUI fuel injectors.

Return fuel from the injectors flows through the fuel pressure regulator (2) before returning to

the fuel tank. Fuel pressure is controlled by the fuel pressure regulator.

Fuel pressure should be between 360 and 725 kPa (52 and 105 psi) at Full Load RPM.

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Fuel is pulled from the tank through the primary fuel filter by the fuel transfer pump. Fuel

flows from the transfer pump to the secondary fuel filter.

Fuel flows from the secondary fuel filter base through the fuel injectors in the cylinder heads.

Return fuel from the injectors flows through the fuel pressure regulator before returning to the

tank.

The electric fuel priming pump is used to fill the filters after they are changed. If the fuel

system requires priming, it may be necessary to block the fuel return line during priming to

force the fuel into the injectors.


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Shown are the air intake system components. Check the air filter restriction indicator (1). If

the yellow piston is in the red zone, the air filters are restricted and must be serviced.

The air filter housing covers serve as the precleaner assemblies. When servicing the filter

elements, clean the precleaners (2) and dust valves (3) using air or water pressure, or detergent

wash.

The dust valve is OPEN when the engine is OFF and closes when the engine is running. The

dust valve must be flexible and closed when the engine is running or the precleaner will not

function properly and the air filters will have a shortened life.

Two filter elements are installed in the filter housings. The large element is the primary

element and the small element is the secondary element.

Air intake system tips:

- The primary element can be cleaned a maximum of six times.

- Never clean the secondary element for reuse. Always replace the secondary element.

- Air filter restriction causes black exhaust smoke and low power.

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There is a turbocharger inlet pressure sensor (arrow) located in each tube between the air filters

and the turbochargers. This illustration shows one of the inlet pressure sensors. The Engine

ECM uses the turbocharger inlet pressure sensor in combination with the atmospheric pressure

sensor to determine air filter restriction. The ECM provides the input signal to the monitoring

system, which informs the operator of the air filter restriction.

If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter restriction event will be

logged, and the ECM will derate the fuel delivery (maximum derating of 20%) to prevent

excessive exhaust temperatures. A factory password is required to clear this event. If the

Engine ECM detects a turbocharger inlet pressure sensor fault, the ECM will derate the engine

to the maximum rate of 20%. If the Engine ECM detects a turbocharger inlet and atmospheric

pressure sensor fault at the same time, the ECM will derate the engine to the maximum rate of

40%.

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The C32 engine is equipped with two turbochargers, one on each side. Each turbocharger is

driven by the exhaust gas from the cylinders which enters the turbine side (1) of the

turbocharger from the exhaust manifold. The exhaust gas flows through the turbocharger,

spinning the turbine wheel, then exits to the exhaust piping and muffler.

The clean air from the filters enters the compressor side (2) of the turbocharger where it iscompressed by the spinning turbine and picks up heat. The compressed air from the

turbocharger then flows out the top of the turbocharger to the aftercooler. After the air is cooled

by the aftercooler, the air flows to the cylinders and combines with the fuel for combustion.

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The compressed air that was heated at the turbochargers is routed through finned ATAAC

cores (arrows) mounted in front of the radiator. Outside air passes through the ATAAC cores

and the radiator to cool both the intake air and the engine coolant. The cooled, compressed air

exits the aftercoolers and is piped to the intake manifolds.

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Two exhaust temperature sensors (arrows) are located in each exhaust manifold. The exhaust

temperature sensors send a signal to the Engine ECM indicating exhaust temperature.

When the engine runs at low idle, the temperature of an exhaust manifold port can indicate the

condition of a fuel injection nozzle. A low temperature indicates that no fuel is flowing to the

cylinder. An inoperative fuel injection nozzle or a problem with the fuel injection pump could cause this low temperature.

A very high temperature can indicate that too much fuel is flowing to the cylinder. A

malfunctioning fuel injection nozzle, plugged air filters, or a restriction in the turbochargers or

the muffler could cause this very high temperature.

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Shown are the turbocharger outlet pressure sensors (1). The turbocharger outlet pressure

sensors send an input signal to the Engine ECM. The Engine ECM compares the value of the

turbo outlet pressure sensor with the value of the atmospheric pressure sensor (2) and calculates

boost pressure.

The best way to check for a power problem is to compare the truck performance with therimpull charts in the Caterpillar Performance Handbook or the 777F Specalog. The truck

should be able to climb a grade in the same gear as specified in these two publications.

If an engine power problem is suspected, check boost pressure at full load rpm. If boost

pressure is correct at full load rpm, the engine is not the problem and other systems such as the

torque converter should be checked.

To check boost pressure at full load rpm, the truck must be operated in FIRST GEAR with the

throttle at MAXIMUM and the retarder gradually engaged. Traveling up a grade is best as long

as the engine rpm does not fall below the full load rpm specification during the test. Gradually

engage the retarder until the full load rpm is displayed. When the full load rpm is displayed,record the boost pressure. If boost pressure is within the specifications at full load rpm, the

engine is operating correctly.

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Use Cat ET or the monitoring system display panel to view the engine rpm and boost pressure.

Generally, Torque Converter (TC) stall speed (in gear, full throttle, zero ground speed) is used

to determine if the engine power is low or a torque converter problem exists. For example, if

the engine power is within specification and the stall speed is high, the torque converter may

have a problem (low internal oil pressure, poor internal tolerances or damaged components).


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This schematic shows the flow through the air induction and exhaust system.

Th t b h d i b th h t f th li d hi h t th t bi


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777F MG Motor