Columbia Maintenance Manual

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

Custom-built Freightliners are equipped with variouschassis and cab components. Not all of the informa-tion contained in this manual applies to every ve-hicle. For details about components in your vehicle,refer to the chassis specification pages included in allnew vehicles and to the vehicle specification decal,located inside the vehicle.

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

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

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

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

Customer Assistance CenterHaving trouble finding service? Call the CustomerAssistance Center at 1–800–385–4357 or 1–800–FTL–HELP. Call night or day, weekdays or week-ends, for dealer referral, vehicle information, break-

down coordination, or Fleetpack assistance. Ourpeople are knowledgeable, professional, and commit-ted to following through to help you keep your truckmoving.

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

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

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

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

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

Foreword

STI-203-1 (1/10P)A24-00509-000

Printed in U.S.A.

© 1989–2010 Daimler Trucks North America LLC. All rights reserved. Daimler Trucks North America LLC is a Daimlercompany.

No part of this publication, in whole or part, may be translated, reproduced, stored in a retrieval system, or transmittedin any form by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written per-mission of Daimler Trucks North America LLC. For additional information, please contact Daimler Trucks NorthAmerica LLC, Service Systems and Documentation, P.O. Box 3849, Portland OR 97208–3849 U.S.A. or refer towww.Daimler-TrucksNorthAmerica.com and www.FreightlinerTrucks.com.

Foreword

ContentsChapter Page

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

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

10 Fifth Wheels and Trailer Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.111 Pretrip and Post-Trip Inspections and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.112 Cab Appearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.113 In an Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1

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

1

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

Vehicle Specification DecalThe vehicle specification decal (Fig. 1.1 ) lists the ve-hicle model, identification number, and major compo-nent models. It also recaps the major assembliesand installations shown on the chassis specificationsheet. One copy of the specification decal is at-tached to the inside of the glove box; another copy isinside the rear cover of the Owner’s Warranty Infor-mation for North America booklet.

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

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

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

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

regulations in effect on the date of completion.

f08002111/21/96

USE VEHICLE ID NO.WHEN ORDERING PARTS

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

FOR COMPLETE PAINT INFORMATIONSEE VEHICLE SPECIFICATION SHEET

MANUFACTURED BY

MODELVEHICLE ID NO.

DATE OF MFRENGINE MODELTRANS MODEL MAINFRONT AXLE MODELREAR AXLE MODEL

PAINT MFRPAINT NO.

PART NO. 24−00273−010

COMPONENT INFORMATION

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

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

11/21/96 f080053

1 2 3

1. Date of manufacture by month and year.2. Gross vehicle weight rating; developed by taking the

sum of all the vehicle’s gross axle ratings.3. Gross axle weight ratings; developed by considering

each component in an axle system, includingsuspension, axle, wheels, and tires. The lowestcomponent capacity is the value used for thesystem.

Fig. 1.2, Certification Label, U.S.

1

2

02/02/95 f600061b

1. Tire and Rim Labels 2. Certification Label

Fig. 1.3, Location of Labels

09/28/98 f080023

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

Vehicle Identification

1.1

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

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

Tire and Rim LabelsTire and rim labels (attached to the left rear doorpost) certify suitable tire and rim combinations thatcan be installed on the vehicle, for the given grossaxle weight rating. See Fig. 1.6 . Tires and rims in-stalled on the vehicle at the time of manufacture mayhave a higher load capacity than that certified by thetire and rim label. If the tires and rims currently onthe vehicle have a lower load capacity than thatshown on the tire and rim label, then the tires andrims determine the load limitations on each of theaxles.

Refer to Fig. 1.6 for U.S. and Canadian tire and rimlabels.

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

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

EPA07 Exhaust EmissionsTo meet January 2007 emissions regulations, ve-hicles with engines manufactured after January 1,2007, are equipped with an emission aftertreatmentdevice. There is a warning label on the driver’s sun-visor, explaining important new warning indicators inthe driver’s message display, that pertain to the after-treatment system. See Fig. 1.8 .

f08002410/10/2006

Fig. 1.5, Canadian National Safety Mark

f080054

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

VEHICLE ID NO.DATE OF MFRGVWR

FRONT AXLEFIRST INTERMEDIATE AXLESECOND INTERMEDIATE AXLETHIRD INTERMEDIATE AXLEREAR AXLE

GAWR TIRES RIMS PSI COLD

1 2 3

10/31/95

1. Date of manufacture by month and year.2. Gross vehicle weight rating; developed by taking the

sum of all the vehicle’s gross axle ratings.3. Gross axle weight ratings; developed by considering

each component in an axle system, includingsuspension, axle, wheels, and tires. The lowestcomponent capacity is the value used for thesystem.

Fig. 1.6, Tire and Rim Label

10/06/98 f080026

24−00273−020

VEHICLE NOISE EMISSION CONTROL INFORMATIONFREIGHTLINER CORPORATIONTHIS VEHICLE CONFORMS TO U.S. EPA REGULATIONS FOR NOISE EMISSIONAPPLICABLE TO MEDIUM AND HEAVY TRUCKS.THE FOLLOWING ACTS OR THE CAUSING THEREOF BY ANY PERSON ARE PROHIBITED BYTHE NOISE CONTROL ACT OF 1972:A. THE REMOVAL OR RENDERING INOPERATIVE, OTHER THAN FOR PURPOSES OF MAINTENANCE, REPAIR, OR REPLACEMENT, OF ANY NOISE CONTROL DEVICE OR ELEMENT OF DESIGN (LISTED IN THE OWNER’S MANUAL) INCORPORATED INTO THIS VEHICLE IN COMPLIANCE WITH THE NOISE CONTROL ACT.B. THE USE THIS VEHICLE AFTER SUCH DEVICE OR ELEMENT OF DESIGN HAS BEEN REMOVED OR RENDERED INOPERATIVE.

DATE OF MANUFACTURE 01/96

Fig. 1.7, Vehicle Noise Emission Control Label


1.2

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

f080147

EXHAUST AFTERTREATMENT SYSTEM INFORMATION

Switch.

Level 1 Level 3Level 2 Level 4Filter RegenerationRecommended

Filter is reaching

Bring vehicle tohighway speeds to

Filter RegenerationNecessary

Filter is nowreaching maximumcapacity.

To avoid enginederate bring vehicle

Parked RegenerationRequired − EngineDerate

Filter has reachedmaximum capacity.

Vehicle must beparked and a Parked

Parked Regeneration Required −Engine Shut Down

Filter has exceededmaximum capacity

Vehicle must be parked and aParked Regeneration or Service

(Solid) (Flashing) (Flashing)

CHECK CHECK

(Flashing)

INDICATORLAMP(S)

Indicator LampMessage(s)

Diesel ParticulateFilter Condition

Required Action

capacity. .

STOP

See Engine Operator’s Manual for complete Regeneration Instructions.

allow for an AutomaticRegeneration orperform a ParkedRegeneration.

to highway speedsto allow for anAutomaticRegeneration orperform a ParkedRegeneration assoon as possible.

Regeneration mustbe performed −engine will beginderate.

Regeneration must be performed.Check engine operator’s manualfor details −engine will shut down.

For a driver performed Parked Regeneration, vehicle must be equipped with a dash mounted Regeneration Switch.

06/29/2009

24−01583−000B

WARNING

HEST (High ExhaustSystem Temperature)

Exhaust Componentsand exhaust gas areat high temperature. When stationary, keepaway from people andflammable materialsor vapors.

A regeneration is inprogress.

Flashing

Solid

Fig. 1.8, Sunvisor Warning Label


1.3

2

Instruments and ControlsIdentification

Instrument and Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1Warning and Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13Collision Warning System (CWS), Eaton VORAD EVT–300, Optional . . . . . . . . . . . . . . . . . . . . . . 2.20Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25Exterior Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.31

Instrument and Control PanelFigure 2.1 , Figure 2.2 , and Figure 2.3 represent aportion of a typical Freightliner dash equipped with allof the standard and many of the optional instrumentsand accessories. Most standard and optional instru-ment gauges and switches can be mounted in thisdash.

NOTE: On SilverAero models, switches forcruise control and manual control for the enginefan are standard. If these features are not re-quested, dummy switches with blank labels areinstalled.

A warning and indicator light module, located abovethe speedometer and tachometer, houses all of thestandard and optional warning and indicator lights.Some of the controls discussed in this chapter arenot dash-mounted.

ControlsIgnition Switch and KeyThe ignition switch (Fig. 2.4 ) can be turned to threepositions: "Off," "Accessory," and "On." In addition,the same key locks and unlocks the cab doors, bag-gage door(s), and, if equipped, the bunk door(s).

In the "Off" position, the key slot is vertical; the keycan be inserted and removed only in this position.The low beam headlights, taillights, brake lights, foglights, dome lights, clearance lights, turn signals,hazard warning lights, utility and baggage lights,spotlights, electric wipers, horn, CB radio, power mir-rors, cigarette lighter, clock, refrigerator, fuel heater,electric oil pan heater, and electric or diesel-firedengine-coolant preheaters can be operated in the offposition (regardless of whether the key is inserted ornot).

In the "Accessory" position, the key is turned coun-terclockwise. The auxiliary (bunk) fan, windshieldfan(s), radio or stereo system, mirror heat, ether start

1 2

3 4

6

9 10

1114 15

1617

1819

20

7

5

8

12 1321

2223

2425

2627

2829

3002/02/95 f600831

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

1. Water Temperature Gauge2. Engine Oil Pressure Gauge3. Pyrometer4. Tachometer5. Warning and Indicator Light Module (VIGIL and Kysor

shown)6. Parking Brake Indicator Light7. Antilock Braking System (ABS) Tractor Warning Light8. ABS Wheel Spin Indicator Light9. ABS Trailer Warning Light (dash light for DDEC

Optimized Idle®, if so equipped)10. Speedometer/Odometer11. Application Air Pressure Gauge12. Dual System Air Pressure Gauge13. Voltmeter14. Fuel Gauge

15. Fuel Tach16. Engine Brake Switches17. Trailer Air Supply Valve18. Parking Brake Control Valve19. Fifth Wheel Air Slider Control Valve Switch20. Interaxle Differential Lockout Control Valve Switch21. Transmission Oil Temperature Gauge22. Forward Differential Oil Temperature Gauge23. Rear Differential Oil Temperature Gauge24. Engine Oil Temperature Gauge25. Turbocharger Boost Pressure Gauge26. Fuel Pressure Gauge27. Automatic Engine Idler/Timer28. Intake-Air Restriction Gauge29. Digital Clock30. Radio (optional)

Fig. 2.1, Instrument and Control Panel Layout (upper dash) Pre-EPA07

Instruments and Controls Identification

2.1

1 2

3 4 13

1417 18

1920

2122

23515 16

2425

26

2728

2930

3132

3303/14/2007 f600831a

12

76

11

89

10


1. Water Temperature Gauge2. Engine Oil Pressure Gauge3. Pyrometer4. Tachometer5. Warning and Indicator Light Module (VIGIL and Kysor

shown)6. Engine Malfunction Indicator Light (MIL)7. DPF Regen Warning Light8. High Temperature Exhaust Warning Light (HEST)9. Parking Brake Indicator Light10. Antilock Braking System (ABS) Tractor Warning Light11. ABS Trailer Warning Light (dash light for DDEC

Optimized Idle®, if so equipped)12 Air Suspension Warning Light13. Speedometer/Odometer14. Application Air Pressure Gauge15. Dual System Air Pressure Gauge16. Voltmeter

17. Fuel Gauge18. Fuel Tach19. Engine Brake Switches20. Trailer Air Supply Valve21. Parking Brake Control Valve22. Fifth Wheel Air Slider Control Valve Switch23. Interaxle Differential Lockout Control Valve Switch24. Transmission Oil Temperature Gauge25. Forward Differential Oil Temperature Gauge26. Rear Differential Oil Temperature Gauge27. Engine Oil Temperature Gauge28. Turbocharger Boost Pressure Gauge29. Fuel Pressure Gauge30. Automatic Engine Idler/Timer31. Intake-Air Restriction Gauge32. Digital Clock33. Radio (optional)

Fig. 2.2, Instrument and Control Panel Layout (upper dash) EPA07

1211

13

14

15

16

6 7 8 9 101 2 3 4 5

02/02/95 f600832


1. Ignition Switch2. Engine Start Button3. Engine Shutdown Override Button4. Mirror Heat Switch5. Right Side Power Mirror6. Fog Light Switch7. Utility Light Switch8. Panel Light Control Knob

9. Headlight/Parking Light Switch10. Marker Light/Taillight Interrupt Switch11. Windshield Wiper/Washer Control Knob12. Intermittent (delay) Wiper Control Knob13. Auxiliary Heater Fan Switch14. Heater/Air Conditioner Fan Switch15. Airflow Lever Slide Control16. Temperature Lever Slide Control

Fig. 2.3, Instrument and Control Panel Layout (lower dash)


2.2

system, air dryer, backup lights, and all of the electri-cal systems that are operable in the "Off" positionare operable in the "Accessory" position.

In the "On" position, the key is turned clockwise. Allelectrical systems are operable. Low air- and oil-pressure warning lights and buzzer operate until theengine is started and pressure is built up. The enginecan be started and operated only when the ignitionswitch is on.

For vehicles built to operate in Canada, switching onthe ignition and releasing the parking brakes auto-matically activates the headlight low beams (latermodel vehicles) or high beams (earlier model ve-hicles) at half voltage as daytime running lights. Thedaytime running lights will operate until the parkingbrakes are applied; then they will switch off. Turningon the regular headlights will override the daytimerunning lights. The vehicle cannot be driven unlesseither the headlights or daytime running lights areactivated.

Engine Start Button

CAUTIONDo not push the engine start button with the en-gine running. To do so could result in starterdamage.

With the ignition switch on, push the engine start but-ton (Fig. 2.4 ) to engage the electric or air starter.See the applicable engine operating instructions inChapter 7 for complete starting instructions.

On vehicles equipped with a Neutral start switch, thetransmission must be in Neutral before the enginecan be started.

Manual Override Push Button,Optional Engine Shutdown SystemIf the vehicle is equipped with an engine shutdownsystem with a manual override push button(Fig. 2.4 ), simultaneously depress the engine startbutton and the manual override push button. Oncethe engine has started, release the engine start but-ton, but continue to depress the override push buttonuntil the warning bell stops.

Mirror Heat Switch, OptionalOne or both outside door mirrors can be heated tokeep them defrosted. Whenever the mirror heatswitch (Fig. 2.4 ) is on, an indicator light illuminateson the warning and indicator light module.

Power MirrorsBoth outside mirrors can be equipped with an electri-cal remote control. Move the toggle switch (Fig. 2.4 )to adjust the mirror.

Detroit Diesel Electronic EngineControl (DDEC) Operator ControlThe DDEC system is centered around a computerthat is programmed to automatically control enginetiming and fuel injection, providing maximum engineperformance and fuel economy.

Some DDEC II® systems have an automatic engineshutdown option. This option will shut down the en-gine if potentially damaging conditions are detected.An override button (on DDEC II engines, this buttonis labelled "Override") is provided for emergency situ-ations. It is mounted to the right of the ignitionswitch, and provides the driver with an extra 30 sec-onds of engine operating time.

Standard DDEC III® systems will shut down the en-gine if sensors indicate an emergency engine condi-tion such as low coolant level, high coolant tempera-ture, or high oil temperature. If such a conditionoccurs, the yellow "Check Engine" light in the lightbarwill glow. If the problem gets bad enough to causepossible engine damage, the DDEC III will graduallycut engine power down to 70 percent of originalpower. At that point, the red "Shutdown Engine" lightwill turn on, and 30 seconds later, DDEC III will shutdown the engine.

1 2 3 4 5

01/18/95 f600068a

1. Ignition Switch2. Engine Start Button3. Manual Override Push Button4. Mirror Heat Switch5. Right-Side Power Mirror Switch

Fig. 2.4, Ignition/Start/Override/Mirror Switches


2.3

If DDEC III detects low oil pressure, both the "CheckEngine" and "Shutdown Engine" lights will go on, andthe engine will shut down in 30 seconds.

NOTE: If the vehicle is in a hazardous placewhen the "Shutdown Engine" light goes on, thedriver must immediately press the "Override/Chk" button or the engine will shut down in 30seconds. Pressing the button will give the driveran additional 30 seconds to move the vehicle. Ifthis is still not enough time, the driver mustpress the button again for another 30-seconddelay before engine shutdown.

Once the engine has shut down, cycle the ignitionkey off and then on, and press the "Override/Chk"button to restart the engine.

The cruise control and PTO governor options arecontrolled in one of two ways:

By two switches on the instrument control panel(Fig. 2.5 ). The "On/Off" switch turns on the cruisecontrol option, and the spring-loaded "Set/Resume"switch selects the cruise speed or resumes cruisecontrol after slowing down. For PTO operation, the"On/Off" switch turns on the PTO, and the "Set/Resume" switch either selects or resumes the engineoperating speed.

or

By three optional buttons on the transmission shiftknob (Fig. 2.6 ). The "Pause" button allows the driverto temporarily interrupt cruise control. The "Resume"button allows the driver to resume the cruise speedafter slowing down. The "Set" button allows thedriver to select the cruise speed. For PTO operation,the "Pause" button temporarily interrupts PTO opera-tion, the "Resume" button resumes PTO operation atthe previously selected engine speed, and the "Set"button is used to select the engine operating speed.See Chapter 7 for complete instructions.

If the vehicle is equipped with Optimized Idle® , thecruise control "On/Off" switch is also used to controlthis option. Optimized Idle can be used to keep theengine oil warm, recharge the battery, and maintainsleeper temperature when the vehicle is parked forlong periods. See Chapter 7 for more informationand complete operating instructions.

Caterpillar C-10, C-12, and C-15Electronic Engine Operator ControlThe Caterpillar C-10, C-12, and C-15 electronic en-gines use a computer (electronic control module) toautomatically control engine timing and fuel injection.The electronic features of these engines include anelectronic governor, fuel-to-air ratio control, program-mable engine ratings, injection timing control, faultanalysis and recording, and a data link used for pro-gramming the electronic control module and trouble-shooting the system.

03/30/94 f600705

A

A. If equipped with Jacobs engine brake controls, thecruise switches may be installed here. The locationmay vary depending on other vehicle options.

Fig. 2.5, Cruise Control Switches, Standard Location

05/23/95 f260316

Fig. 2.6, Transmission Shift Knob Buttons


2.4

All Caterpillar electronic engines have an enginecheck light in the lightbar located above the speed-ometer and tachometer. This warning light comes onor flashes if the engine oil pressure is low, the cool-ant temperature is high, the intake manifold air tem-perature is high, the coolant level is low (optional), orwhenever there is a problem within the electronicengine system. Some vehicles equipped with Cater-pillar electronic engines have an automatic engineshutdown option. This option will shut off fuel to theengine if potentially damaging conditions are de-tected. See the engine manufacturer’s service litera-ture for troubleshooting procedures.



By three optional buttons on the transmission shiftknob (Fig. 2.6 ). The "Pause" button allows the driverto temporarily interrupt cruise control. The "Resume"button allows the driver to resume the cruise speedafter slowing down. The "Set" button allows thedriver to select the cruise speed. For PTO operation,the "Pause" button temporarily interrupts PTO opera-tion, the "Resume" button resumes PTO operation atthe previously selected engine speed, and the "Set"button is used to select the engine operating speed.See Chapter 7 for complete instructions.

BrakeSaver Control, OptionalThe BrakeSaver (optional on Caterpillar C-15 en-gines) is operated by a lever mounted in the cab.The lever controls the amount of oil being directedthrough the BrakeSaver. The time required to fill theBrakeSaver with pressure oil to the point of maxi-mum braking in the BrakeSaver is about 1.8 sec-onds.

Cummins PACE and CELECT™

Electronic Engines, Operator ControlCummins PACE, CELECT, and CELECT IV are elec-tronic fuel control systems installed on model L10and, for PACE only, Big Cam IV engines. These elec-

tronic engines are controlled by a microprocessor-based computer. This computer controls specific en-gine and vehicle speed modes of operation tomaximize vehicle fuel economy and performance.

Vehicles with these engine systems have a yellowengine check light and a red engine stop light in thelightbar located above the speedometer and tachom-eter. With the ignition switch on, both lights come onfor about two seconds; then, if there is no problemwith the engine system, the lights will go out. When-ever there is a problem within the electronic enginesystem, one of the lights will come on and stay on aslong as the problem exists.

If the yellow engine check light comes on while driv-ing, some features will not work, but the vehicle canstill be driven. If the red engine stop light comes onwhile driving, and if the engine will not accelerate,pull off of the road and shut down the engine. In ei-ther situation, have the problem repaired as soon aspossible.

With the CELECT IV system—if the system is pro-grammed to shut down—the engine shuts down 30seconds after the red engine stop light comes on.The ignition switch will restart the engine after shut-down, but if the potentially damaging problem stillexists, the engine will operate at the reduced speedor torque level allowed just prior to shutdown. Tocheck whether a vehicle is equipped with CELECT orwith CELECT IV, see the vehicle service manual.



or

By three optional buttons on the transmission shiftknob (Fig. 2.6 ). The "Pause" button allows the driverto temporarily interrupt cruise control. The "Resume"button allows the driver to resume the cruise speedafter slowing down. The "Set" button allows thedriver to select the cruise speed. For PTO operation,the "Pause" button temporarily interrupts PTO opera-tion, the "Resume" button resumes PTO operation atthe previously selected engine speed, and the "Set"


2.5

button is used to select the engine operating speed.See Chapter 7 for complete instructions.

Ether Start Push Button, OptionalFor cold weather starting, the vehicle may beequipped with one of several manual-control, etherstart systems. To start the engine in cold weather,push the ether button (Fig. 2.7 ), then start the en-gine. See the engine operating instructions in Chap-ter 7 for additional information.

Low Voltage Disconnect, OptionalThe optional Sure Power Low Voltage Disconnect(LVD) system monitors battery power when accesso-ries are being used when the engine is shut down.The system automatically turns off cab and sleeperaccessories when voltage drops to 12.3 volts to en-sure that there is enough battery power to start thevehicle. An alarm sounds for one minute before ac-cessories are turned off. If no action is taken withinthat minute, the LVD module will shut off power topredetermined cab and sleeper circuits, and illumi-nate an LED indicator on the LVD module, locatedinside the baggage compartment. These circuits willremain off until the LVD measures 13.0 volts appliedto the system, which can be done by starting the en-gine. After the engine is started, the system willreset.

All vehicles equipped with LVD should have a stickeron the dash indicating the presence of the system.Another sticker is located inside of the baggage com-partment, along with the LVD module.

Battery Boost Push Button andOptional Battery Isolator SystemA battery isolator system has two or three regularbatteries to turn the starter motor, and one or two gelcell batteries to provide power for cab and sleeperaccessories when the engine is off. The system usesan isolator relay, which is normally open. The relayisolates the engine-starting batteries while the engineis not running, so that the engine can still be startedeven if the gel cell battery has been used to the pointof complete discharge.

When all four batteries have a charge, the enginecan be started in the normal manner, by turning theignition key to the "Start" position and pressing thestarter push button.

To start the engine when the gel cell battery isdrained, press and hold the BATT BOOST push but-ton (Fig. 2.6 ) while pressing the starter push button.This will temporarily close the isolator relay, and con-nect the engine-starting batteries to the ignitionswitch for engine starting.

The isolator relay is closed only while the engine isrunning or the BATT BOOST push button is de-pressed. With the engine running, all four batteriesare connected in parallel, allowing the alternator tocharge them all, in addition to supplying power for allvehicle loads.

When the engine is not running, the gel cell providesall of the vehicle’s electrical needs except for turningthe starter motor. The gel cell is longer-lived andcheaper to use than a standard wet cell, but it cantake a charge only within an extremely narrowrange—13.8 to 14.1 volts.

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

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

IMPORTANT: To recharge a gel cell, see an au-thorized Freightliner dealer or the instructions in

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1. Ether Start Push Button2. Battery Boost Push Button

Fig. 2.7, Ether Start and Battery Boost Controls,Optional


2.6

Group 54 of the Heavy-Duty Trucks ServiceManual.

However, the single gel cell, like any other single bat-tery, has limited current-supply capability, and willdrain down faster than a standard multiple-batteryinstallation that has no battery isolator system. Avoidultra-deep discharging. Repeated ultra-deep dis-charging of a gel cell will reduce its life significantly.

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

Fuel-Tach™ Switch, OptionalThe FloScan Fuel-Tach is an electronic monitoringsystem that records fuel consumption and displaysaverage miles per gallon. The Fuel-Tach gauge pro-vides you with immediate feedback, showing a per-centage difference between the current fuel con-sumption rate and the total trip miles per gallonaverage.

The system is controlled by a toggle switch. SeeFig. 2.8 .

With nonelectronically controlled engines the "On"position allows you to receive average miles per gal-lon information for specific periods of time. In thisposition, the Fuel-Tach system stays on and storesthe average miles per gallon information in memory,even if the engine is shut down.

In the IGN position, the Fuel-Tach system is on onlywhen the ignition switch is on. Shutting down the en-gine cancels the information in memory.

With electronically controlled engines the digital dis-play normally shows trip average miles per gallon. Ifthe engine datalink sends an electronic fault code,the Fuel-Tach interrupts the miles per gallon displayfor 60 seconds, showing an "F" plus the fault code,

for example, "F37." Fault codes are also stored in ahistory file for later viewing. For engine fault codeinstructions, see "Fuel Tach Gauge" in this chapter.

The "Reset" toggle switch cancels the information inmemory used for calculating average miles per gal-lon and erases the fault code history file. To reset,press and hold the reset switch. The average MPGreading slowly blinks on and off for about 10 sec-onds, indicating that you are in the reset mode. Aftererasing the memory, the display blinks "Er" until yourelease the reset switch. If you release the resetswitch before the display changes to "Er," the enginefault code history will be displayed and the memorywill not be erased. After being reset, the display willshow "0" MPG until you drive at least 150 feet (46m).

Fog Light Switch, OptionalThe fog light switch (Fig. 2.9 ) operates the fog lights,mounted on the bottom edge of the front bumper orrecessed into the front bumper.

For vehicles built to operate in the United States, thelow beam headlights must be turned on before thefog lights can be turned on. The fog lights won’t goon if the high beam headlights are already on, andswitching from low beams to high beams will switchoff the fog lights.

For vehicles built to operate in Canada, the taillightsand clearance lights must be on before the fog lightscan be turned on. Unless the headlight switch is allthe way up (headlights, taillights, clearance lights,marker lights, and panel lights on) or down (taillights,clearance lights, marker lights, and panel lights on),the fog light switch will not turn on the fog lights.

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Fig. 2.8, Fuel-Tach Switch, Optional

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1. Fog Light Switch2. Utility Light Switch3. Panel Lamp Control Knob4. Headlight/Parking Light Switch5. Marker Light/Taillight Interrupt Switch

Fig. 2.9, Light Controls


2.7

Utility Light Switch, OptionalUtility lights can be swivel-mounted on top of thecab, mounted on the intake/exhaust support, or flush-mounted in the back of the cab or bunk. They areoperated by the utility light switch (Fig. 2.8 ) which,when turned on, also illuminates a red indicator lighton the dash.

Panel Lamp Control KnobThe circuit to the panel lamps is activated by theheadlight switch. When the headlights are on, thepanel lamp knob (Fig. 2.8 ) controls the intensity ofthe instrument panel lamps. Turn the knob counter-clockwise to brighten them and clockwise to dimthem. Turning the knob counterclockwise to the pegwill also turn off the panel lamps.

Headlight Switch and DaytimeRunning LightsA three-position headlight switch (Fig. 2.8 ) is used tooperate the exterior lights. When the switch is up theheadlights, and all other vehicle lights, are on. Allvehicle lighting is off when the switch is in the middleposition. When down, the switch activates only theclearance, instrument panel, and marker lights, andthe taillights. The switch for the headlight high beamsis built into the turn signal lever. When the headlightsare on high beam, a green light in the warning andindicator light module goes on. The ignition switchmust be on for the high beams to operate.

For vehicles built to operate in Canada, switching onthe ignition and releasing the parking brakes auto-matically activates the headlight low beams (latermodel vehicles) or high beams (earlier model ve-hicles) at half voltage as daytime running lights. Thedaytime running lights will operate until the parkingbrakes are applied; then they will switch off. Turningon the regular headlights will override the daytimerunning lights. The vehicle cannot be driven unlesseither the headlights or daytime running lights areactivated.

Interrupt SwitchA spring-loaded interrupt switch (Fig. 2.8 ) temporarilydeactivates the marker lights and taillights. With thevehicle lights on, raise and release the interruptswitch to briefly turn off the marker lights and tail-lights.

Windshield Wiper/Washer ControlsAir WipersTo operate the air wipers, turn the "Wash-Wipe" knob(Fig. 2.10 ) clockwise. To increase wiper speed, con-tinue to turn the knob clockwise. Turning the knobcounterclockwise decreases wiper speed. To turn thewindshield wipers off, turn the knob counterclockwiseto its full stop. When the wiper blades are parked,release the knob.

The "Delay" switch controls intermittent operationwith air wipers. Rotating the knob clockwise in-creases the time interval between wiper strokes. Turnthe knob clockwise until the desired interval isreached. The longest delay is approximately 10 sec-onds between strokes.

The delay knob operates the delay feature only; itwill not turn the wipers on.

IMPORTANT: After using the intermittent wind-shield wipers, turn off the wiper control(Fig. 2.9 ) and the intermittent (delay) control. Ifthe wiper control is off, but the intermittent con-trol remains on, that control will continue tocycle whenever the ignition is in the on or ac-cessory position. Continued, constant cyclingwill shorten the life of the intermittent wiper con-trol.

Electric WipersTo operate the electric wipers, turn the knob clock-wise to the first position for low speed. Turn the knobto the second position for high-speed operation.

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01/18/95 f600433

1. Windshield Wiper/Washer Control Knob2. Intermittent (delay) Wiper Control Knob

Fig. 2.10, Windshield Wiper/Washer Controls


2.8

In electric wiper systems, the delay feature is inte-grated with the wiper switch between the stop andlow-speed positions. Turn the knob between the stopand low speed until the desired interval is reached.The longest delay is approximately 10 seconds be-tween strokes.

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

Windshield Washer ControlTo operate the windshield washers, turn the wind-shield wipers to the desired speed. Push the "Wash-Wipe" knob in to actuate the washers. Hold the knobin for a constant stream of washer fluid. Push theknob in and release it for intermittent streams of fluid.

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

Heater/Air-Conditioner Controls(Standard) and Auxiliary HeaterSwitch (Optional)Heater/air-conditioner controls (Fig. 2.11 ) consist oftwo lever slide controls, a four-speed fan controlswitch, and a switch for the optional auxiliary heaterfan. See Chapter 4 for detailed operating instructionsof the heater/air-conditioner and the auxiliary heater.

Jacobs Engine Brake Switches,OptionalJake Brake controls consist of two dash-mountedtoggle switches (Fig. 2.12 ) which control the degreeof engine braking. In conjunction with these switches,an engine-mounted microswitch (controlled by thethrottle pedal) and an under-deck-mounted mi-croswitch (controlled by the clutch pedal) actuate theengine brake.

See Chapter 7 , under the heading "Engine BrakingSystem, Optional," for additional information.

Interaxle Differential Lockout ControlValve SwitchDifferential lockout, standard on all dual-drive ve-hicles, is driver-actuated by means of a "Lock/Unlock" control valve switch (Fig. 2.12 ) mounted onthe control panel. A red indicator light comes onwhenever the interaxle differential is locked out(switch is in the lock position; no differential actionbetween the drive axles). A guard around the switchprevents it from being accidentally activated.01/18/95 f600497

Fig. 2.11, Heater/Air-Conditioner Controls

1

2

3

5 4

f600507b10/26/98

1. Engine Brake Switch2. Interaxle Differential Lockout Control Valve Switch3. Fifth Wheel Air Slider Control Valve Switch4. Parking Brake Control Valve Knob5. Trailer Air Supply Valve Knob

Fig. 2.12, Brake Switches and Control Valves


2.9

Fifth Wheel Air Slider Control ValveSwitch, Optional Air-Operated SlidingFifth Wheel

WARNINGDo not activate the fifth wheel air slider controlvalve when the vehicle is in motion. Doing socould result in damage to the fifth wheel member,kingpin, cab, or trailer, and ultimately, to the driv-etrain. A guard is positioned around the switch toprevent it from being accidentally activated.

The fifth wheel air slider valve permits repositioningof the sliding fifth wheel from inside of the cab. Mov-ing the air slider control valve switch (Fig. 2.12 ) tothe lock position deactivates the control valve andlocks the fifth wheel to the baseplate. Moving theswitch to the unlock position activates the controlvalve and unlocks the fifth wheel slide mechanism,allowing changes to the total length of the tractor-trailer and changes to axle loads, to comply withvarying state or provincial laws. A red indicator light,if so equipped, is illuminated whenever the fifthwheel slider is unlocked.

Parking Brake Control Valve andTrailer Air Supply ValveThe yellow diamond-shaped knob (Fig. 2.12 ) oper-ates the parking brake valve. Pull the knob out toapply both the tractor and the trailer spring parkingbrakes. Push the knob in to release the tractor springparking brakes. Before the spring parking brakes canbe released, the air pressure in either air brake sys-tem must be at least 65 psi (447 kPa).

The red octagonal-shaped knob (Fig. 2.12 ) operatesthe trailer air supply valve. After the vehicle and itsair hoses are connected to a trailer, and the pressurein the air system is at least 65 psi (447 kPa), pushthe trailer air supply valve knob in (it should stay in)to charge the trailer air supply system and releasethe trailer spring parking brakes. Before disconnect-ing a trailer, or when operating a vehicle without atrailer, pull the trailer air supply valve knob out.

See Chapter 6 , under the heading "Brake System,"for instructions regarding use of the trailer air supplyvalve and parking brake valve.

Controlled Traction Differential ControlValve SwitchOn vehicles equipped with an Eaton single-drive rearaxle, a controlled traction differential feature is stan-dard. A control valve switch (Fig. 2.13 ) engages anddisengages the controlled traction feature. A guard ispositioned around the switch to prevent it from beingaccidentally activated.

See Chapter 9 for complete operating instructions.

Air Suspension Dump Valve, OptionalThe air suspension dump valve allows the air in thevehicle air suspension to be quickly exhausted, low-ering the rear of the vehicle. This makes it easier toconnect to or disconnect from a trailer. A controlvalve switch (Fig. 2.14 ) exhausts and fills the air sus-pension. To exhaust air from the suspension, movethe switch to LOWER. A guard is positioned aroundthe switch to prevent it from being accidentallyactivated.

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

f60030710/04/93

Fig. 2.13, Controlled Traction Differential Control ValveSwitch


2.10

AirLiner Plus Suspension, OptionalThe AirLiner Plus suspension is used on vehicleswith pusher or tag axles to improve traction perfor-mance. The system maintains an accurate leveling offrame height whether the vehicle is in motion orparked. The Meritor WABCO® ECAS (ElectronicallyControlled Air Suspension) system uses a heightsensor mounted between the frame and the driveaxle housing as well as other sensors to provideframe height information to a control unit mountedinside of the cab. The electronic control unit quicklylowers or raises the frame height, as necessary. Al-tering the height of the frame while the vehicle isparked can be performed using a hand-held remotecontrol unit.

WARNINGStand away from the rear of the vehicle whenraising or lowering the height of the frame. TheECAS system operates quickly, and contactcould result in personal injury.

For the optional automatic function to work, the ve-hicle must be equipped with a rear axle air suspen-sion and ABS. Automatic Traction Control is recom-mended for optimal vehicle traction control.

Automatic Engine Idler/Timer,OptionalA Henke automatic engine idler/timer (Fig. 2.15 ) al-lows the driver to select the idle time required for en-gine shutdown. The driver can turn off the ignition,remove the ignition key, lock the vehicle, and leave it

with the engine idling. The automatic timer will shutthe engine off at the end of the selected time.

Cigarette LighterPush the lighter in (Fig. 2.16 ) to heat the element.The lighter will stay in and will automatically pop outwhen the element is hot.

Air Window Control Valve Switch,Optional Right-Hand Air Window

WARNINGBefore raising the window, be sure that hands,fingers, and other body parts or objects are awayfrom the window frame. Otherwise, serious physi-cal injury could result.

01/18/95 f600545a

Fig. 2.14, Air Suspension Dump Valve Switch, Optional

1 2

01/18/95 f600508a

1. Automatic Engine Idler/Timer2. Kysor Digital Clock

Fig. 2.15, Engine Idler/Timer and Clock

1 2

3 4

01/18/95 f600146a

1. Cigarette Lighter2. Air Window Control Valve Switch3. Antenna Connection4. CB Radio Connections

Fig. 2.16, Window Control Switch


2.11

A toggle switch (Fig. 2.16 ) controls the air window.Push the switch up to raise the window, or push itdown to lower the window.

CB Radio ConnectionsAn antenna connection and positive (+) and negative(–) power connections are provided for a CB radio.See Fig. 2.16 .

Turn Signal LeverThe turn signal lever (Fig. 2.17 ) is mounted on thesteering column. Pushing the lever counterclockwiseturns on the left-turn signal lights; pushing it clock-wise turns on the right-turn signal lights. When oneof the turn signal lights is on, a green indicator lightflashes at the far left or far right of the warning andindicator light panel. To cancel the signal, return thelever to the neutral position, except when equippedwith an optional self-canceling switch.

Hazard Warning Light TabThe hazard warning light tab (Fig. 2.17 ) is locatedbelow the lever on the turn signal switch. Activate thehazard warning lights by pulling the tab out. Whenthe hazard warning light tab is pulled out, all of theturn signal lights and both of the indicator lights onthe control panel will flash. To cancel the warninglights, move the turn signal lever up or down.

Headlight DimmerThe headlight dimmer (Fig. 2.17 ) may be a push but-ton at the end of the turn signal lever, or a lift-handletype built into the turn signal lever.

To operate the push button type dimmer, press thebutton once to change from low beam to high beamheadlights; press it again to cancel the high beamlights.

To operate the lift-handle type dimmer, pull the turnsignal lever up to change from low beam to highbeam headlights, or from high beam back to lowbeam.

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

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

Trailer Brake Hand Control ValveLeverThis lever is used for applying the trailer brakes with-out applying the truck or tractor brakes and ismounted on the steering column. See Fig. 2.17 . SeeChapter 6 under the heading "Brake System," foroperating instructions.

Transmission ControlsIf so equipped, the transmission range control valveand splitter valve are attached to the gearshift knob.Transmission shift pattern labels are located on theheader or sun visor above the driver’s windshield.

See Chapter 8 for complete transmission operatinginstructions.

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

IMPORTANT: Due to the maximum adjustabilityof mid- and high-back air suspension seats, it ispossible to combine the seat back recline ad-justment and the seat slide adjustment so thatthe seat back contacts the backwall. It is the

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01/18/95 f460194a

1. Turn Signal Lever2. Hazard Warning Light Tab3. Headlight Dimmer Push Button4. Trailer Brake Hand Control Lever

Fig. 2.17, Turn Signal Lever


2.12

responsibility of the driver to adjust the seat toprevent damage to the seat and the cab interior.

Dome Light SwitchesFor vehicles with a single dome light mounted on theroof inside of the cab, the light is operated by athree-position switch mounted in the dome light. Theswitch provides both a low- and a high-intensity set-ting; in the middle position, the dome light is off.

For vehicles with a single dome light and two readinglights mounted on the roof inside of the cab, eachlight is operated by its own on/off switch, mounted inthe dome light.

Tilt Steering WheelThe tilt steering wheel (Fig. 2.18 ) has a tilt range of15 degrees, and a telescoping range of 2-5/8 inches(67 mm). A control lever is located just below the turnsignal switch on the steering column.

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

To adjust the height of the steering wheel, pull up-ward on the control lever. While holding the control

lever in this position, move the steering wheel up-ward or downward to the desired position. Releasethe control lever to lock the steering wheel in place.

WARNINGMake sure that the control lever is in the locked(neutral) position before driving the vehicle.Never try to adjust the height of the steeringwheel or tilt the steering column while driving thevehicle. Doing so could cause loss of vehiclecontrol, personal injury, and property damage.

Warning and Indicator LightsAll of the standard and optional warning and indicatorlights are housed in a lens and bezel assembly, lo-cated above the speedometer and tachometer.

For pre-EPA07 vehicles, up to six rectangular indica-tor lights may be installed on the center dash panelbetween the tachometer and speedometer. SeeFig. 2.19 . The pre-EPA07 standard installation in-cludes one parking brake indicator light and two an-tilock braking system (ABS) lights, the tractor warn-ing light and the wheel spin indicator light. One otherABS light, the trailer warning light, is optional. Theother two lights represent a variety of optional func-tions that may not be installed on all models.

For EPA07 vehicles, up to ten rectangular indicatorlights may be installed on the center dash panel be-tween the tachometer and speedometer. SeeFig. 2.20 . The EPA07 standard installation includesthree indicator lights for the after treatment device;an engine malfunction indicator light (MIL), a dieselparticulte filter (DPF) regen light, and a high exhaustsystem temperature (HEST) light. Details of the after-treatment lights can be found in Chapter 7 , underthe heading EPA07 Aftertreatment System (ATS).The other standard lights are the parking brake indi-cator light, and two antilock braking system (ABS)lights. The other lights are for optional functions thatmay not be installed on all models.

Parking Brake Indicator LightThe red parking brake indicator light (Fig. 2.19 )comes on whenever the parking brakes are activatedand the ignition is on.

Additional optional lights may be installed in the cen-ter dash.

f460309a03/09/94

1

2

1. Control Lever2. Tilt Wheel Assembly

Fig. 2.18, Tilt Steering Wheel


2.13

Meritor WABCO® Antilock BrakingSystem (ABS)The Meritor WABCO® Antilock Braking System (ABS)may have up to three of the following amber lights(the first two are standard: a tractor warning light(TRAC ABS), a wheel spin indicator light (WHLSPIN), and an optional trailer warning light (TRLRABS). Vehicles built before July, 1994, also have aDEEP SNOW/MUD indicator light.

With the tractor ABS system, the tractor warning light(TRAC ABS) comes on after the engine is started(Fig. 2.19 ). Once the vehicle moves faster thanabout 4 mph (6 km/h), the warning light goes outonly if all of the tractor’s ABS components are work-ing.

With the tractor and trailer ABS system, the vehiclealso has a trailer warning light labelled TRLR ABS(Fig. 2.19 ).

After the engine is started, the TRLR ABS lightcomes on if the trailer is equipped with a compatible

ABS system. Once the vehicle moves faster thanabout 4 mph (6 km/h), the TRLR ABS warning lightgoes out only if all of the trailer’s ABS componentsare working. For more detailed information aboutTRLR ABS light operation, see Chapter 6 .

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

The wheel spin indicator light (WHL SPIN) comes onflashing if one of the drive wheels spins during accel-eration (Fig. 2.19 ). The flashing light goes out whenthe wheel stops spinning. A label (Fig. 2.21 ) on thedash explains what actions should be taken whenthe WHL SPIN indicator light starts to flash.

If equipped with an electronic engine, an automatictraction control (ATC) system may be installed. On

1 2 3 4 5 6 7

8 9

A

D

B

C

10/26/98 f600769b

A. Parking Brake Indicator LightB. Tractor ABS Warning LightC. Wheel Spin Indicator LightD. Trailer ABS Warning Light1. Left-Turn Signal Light2. Oil Pressure Warning Light3. Low-Water Warning Light4. Water Temperature Warning Light5. High-Beam Indicator Light6. Low Air Pressure Warning Light7. Right-Turn Signal Light8. Tachometer9. Speedometer

Fig. 2.19, Dash Assembly for VIGIL and Kysor WarningSystems Pre-EPA07

1 2 3 4 5 6 7

8 9

C

F

D

E

03/14/2007 f600769c

A B

G

A. MIL Engine Warning LightB. DPF Regen Warning LightC. Hi-Temperature Exhaust Warning LightD. Parking Brake Indicator LightE. Tractor ABS Warning LightF. Trailer ABS Warning LightG. Air Suspension Warning Light1. Left-Turn Signal Light2. Oil Pressure Warning Light3. Low-Water Warning Light4. Water Temperature Warning Light5. High-Beam Indicator Light6. Low Air Pressure Warning Light7. Right-Turn Signal Light8. Tachometer9. Speedometer

Fig. 2.20, Dash Assembly for VIGIL and Kysor WarningSystems EPA07


2.14

these vehicles, the ATC system automatically con-trols wheel spin during reduced-traction starts.

An "ATC Function" switch (if equipped), allows thedriver to select from two levels of drive axle traction-control assistance:

• NORMAL—which reduces drive axle wheelspin on icy, wet, or sand covered roads.

• DEEP SNOW/MUD—which allows a higherthreshold of drive axle wheel spin to help burnthrough a thin layer of ice, or to help throw offaccumulated mud or snow.

The Deep Snow/Mud mode is indicated by a flashingWHL SPIN light. To engage this mode, the ATC func-tion switch must be in the Normal position when thevehicle is initially powered up. Once the vehicle isstarted, the ATC function switch can be set to theDeep Snow/Mud position. The ECU indicates thischange by a constant flashing of the WHL SPINlamp (or by illumination of the Deep Snow/Mud lighton vehicles built before July, 1994).

If the ATC function switch is in the Deep Snow/Mudposition when the vehicle is powered up, the ECUwill not accept this function change and will remain inthe Normal mode. Indication of this condition will bethe absence of the flashing WHL SPIN light (on ve-hicles built before July, 1994, the absence of an illu-minated Deep Snow/Mud light). To engage the DeepSnow/Mud mode in this situation, change the positionof the ATC function switch to the Normal mode. Aftertwo seconds, move the switch to the Deep Snow/Mud position. When this occurs, the indicator lightwill activate as previously described.

The "ABS Chk" switch (if equipped), activates blinkcode diagnostics, which are used to read ABS andATC system fault codes on the WHL SPIN light. Thisswitch is located in the lower dash panel cover, justbelow the ignition switch, on the left side of the steer-ing wheel. When turned on (in the "up" position),

blink code diagnostics are activated. See Group 42of the Heavy-Duty Trucks Service Manual for trouble-shooting procedures.

IMPORTANT: ABS and ATC blink code diagnos-tics should only be performed when the vehicleis stopped. If the vehicle is equipped with ATC,turning "on" the ABS CHK switch will reduceengine speed to idle for three seconds and af-fect ATC function performance. If the vehicle isdriven with the ABS CHK switch "on" (in the"up" position), the WHL SPIN light will illuminatecontinuously. Under this condition, turning theABS CHK switch "off" (in the "down" position),while the vehicle is still in motion, will only turnoff the WHL SPIN light, but will not restore ATCfunction performance. To fully restore engineand ATC function capability, the vehicle must bebrought to a complete stop. Then, move theABS CHK switch to "off" (in the "down" posi-tion).

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

Bendix Antilock Braking System(ABS)With the Bendix Antilock Braking System (ABS), thetractor warning light (TRAC ABS) comes on after thekey is turned on (Fig. 2.19 ). The warning light goesout only if all of the tractor’s ABS components areworking properly.

If the tractor is attached to a trailer with a compatibleABS system, the trailer ABS warning lamp (TRLRABS) will also come on momentarily after the key isturned on.

Vehicles equipped with a Bendix ABS system mayalso be equipped with an automatic traction control(ATC) system. The ATC system automatically con-trols wheel spin during reduced-traction starts.

The wheel spin indicator light (WHL SPIN) comes onif one of the drive wheels spins during acceleration(Fig. 2.19 ). The light goes out when the wheel stopsspinning. The Bendix system will either reduce en-gine torque or apply gentle brake pressure to forcethe differential to drive the stationary or slowly spin-ning wheel. If slippery road conditions continue, en-gage the axle lock.

IF REAR WHEEL SPIN OCCURS,PARTIALLY RELEASE THROTTLE

PEDAL UNTIL WHEEL SPINAMBER LIGHT EXTINGUISHES,

THEN ENGAGE AXLE LOCK.

09/22/98 f600311a

Fig. 2.21, Dash Label


2.15

IMPORTANT: If any of the ABS warning lightsdo not work as described above, or come onwhile driving, repair the ABS system immedi-ately to ensure full antilock braking capability.See Group 42 of the Heavy-Duty Trucks Ser-vice Manual for troubleshooting procedures.

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

VIGIL I Warning SystemStandard Indicator LightsStandard indicator lights (Fig. 2.19 ) include:

1. The green right- and left-turn signal lights flashon and off whenever the outside turn signal lightsare flashing.

2. The green high-beam indicator light comes onwhen the headlights are on high beam.

Standard Warning LightsStandard red warning lights (Fig. 2.19 ) are for oilpressure, water temperature, and low air pressure.Whenever conditions cause one or more of theselights to come on, a warning buzzer also alerts thedriver:

1. The water temperature warning light and buzzeractivate whenever the engine coolant tempera-ture exceeds a preset point determined by theengine manufacturer. See the engine manual forthis temperature.

2. The oil pressure warning light and buzzer acti-vate whenever the oil pressure falls below theminimum oil pressure recommended by the en-gine manufacturer.

3. The low air pressure warning light and buzzeractivate whenever air pressure in the primary orsecondary air reservoir falls below 64 to 76 psi(441 to 524 kPa).

When the ignition is turned on, oil- and air-pressurewarnings activate until the engine starts and mini-mum pressures are exceeded. If the low-oil warninglight remains lit after running the engine for 15 sec-onds, shut off the engine and determine the cause.See the Heavy-Duty Trucks Service Manual for repairprocedures.

WARNINGIf the warning system does not activate when theignition is turned on, repair the system to providewarning protection for oil pressure, coolant tem-perature, and brake system air pressure.

Optional Warning and Indicator LightsThe most common optional warning and indicatorlights (Fig. 2.19 ) consist of any combination of thefollowing:

• Interaxle differential indicator light, which isstandard on all dual-drive vehicles. An indicatorlight illuminates whenever the interaxle differ-ential is locked out (switch is in the lock posi-tion).

• Automatic sludge ejector (moisture ejectionvalve) indicator light. An indicator light comeson whenever the ejector is operating.

• Utility light(s) indicator light. If utility lights areinstalled in the back of the vehicle, an indicatorlight comes on when they are in use.

• Mirror heat indicator light. An indicator lightcomes on whenever the mirror heat switch ison.

• Low-water warning light, which is standardwhen a low-water probe warning system or afour-way engine shutdown system is installed.A warning light comes on whenever the coolantlevel in the radiator drops below the low-waterprobe.

• Fifth wheel slider indicator light. An indicatorlight comes on whenever the air-operated lock-pins on a fifth wheel are retracted from thebaseplate (the fifth wheel slider is unlocked).

Optional warning and indicator lights and their loca-tions may vary, because of different optional equip-ment installed. Other optional accessories and stan-dard equipment that are or can be equipped withwarning or indicator lights include: engine heater,parking brakes, tire sanders, spotlights, oil level, oiltemperature, cruise-control system, engine fan, andother options.


2.16

VIGIL II Warning System, OptionalThe VIGIL II system is an electronically controlledwarning and engine shutdown system. It controls theturn signal functions and various optional functions. Asolid state lightbar (Fig. 2.22 ) in the instrument panelcontains displays for the functions.

Engine FunctionsThe system monitors engine coolant temperature,coolant level, and oil pressure.

• If the engine overheats, a warning light comeson and a buzzer sounds. The temperature thattriggers the warning light and buzzer varieswith engine type and is programmed into thesystem at the factory. If the temperature contin-ues to rise to critical levels, the engine shut-down light comes on, and the engine will beshut down.

• If the coolant level drops below a sensor in thecooling system, the low water level light comeson. After 5 seconds, a buzzer sounds, andafter 30 seconds, the system will shut downthe engine.

• If the oil pressure drops below a preset level,the low oil pressure light comes on and awarning buzzer sounds. If the oil pressuredrops to a preset critical level, the engine shut-down light comes on, and the engine will beshut down.

• All shutdown features have an automatic over-ride. If the vehicle needs to be moved to a safelocation after a shutdown, just crank the en-

gine. It will run for about 30 seconds beforeshutting down again.

Turn Signal FunctionsThe system operates the turn signal relay and the in-dicators.

Other FunctionsThe system also controls several functions such asthe headlight high beam indicator, low air pressurewarning light, and control of indicators for six optionalfeatures. The optional features can be any combina-tion of the following:

• transmission temperature

• axle temperature

• engine heater

• alternator no charge

• fifth wheel lock

• parking brake

• sand

• antilock

• mirror heater

• utility lights

• axle lock

• sludge ejector

or any six that are specially ordered.

Additional FeaturesWhen the ignition is turned on, all of the LEDs in thelightbar will light and the low air and low oil pressurealarms will sound. The lights and alarms will activatefor two one-second periods, separated by a half sec-ond pause. This is a self-test to indicate whether ornot the lightbar is working. After the test, the LEDsnot in use will turn off. The low air and oil pressurewarnings will not sound again until the starter iscranked. Once the starter is cranked, the alarms willsound until system air and oil reach minimum operat-ing pressures. If the lightbar does not operate as de-scribed here, test it. For instructions, see Group 54of the Heavy-Duty Trucks Service Manual.

1 2 3 4 5 6 7 8

10/26/98 f600630b

1. Left-Turn Signal Light2. Oil Pressure Warning Light3. Low-Water Warning Light4. Water Temperature Warning Light5. Engine Shutdown Light6. High-Beam Indicator Light7. Low Air Pressure Warning Light8. Right-Turn Signal Light

Fig. 2.22, VIGIL II and Kysor VIP Warning System,Optional


2.17

VIGIL III Warning System, OptionalThe VIGIL III system is an electronically controlledwarning system with maximum vehicle speed control,vehicle overspeed reporting, and optional engineshutdown. It controls the turn signal functions andvarious optional functions. A solid-state lightbar(Fig. 2.23 ) in the instrument panel contains displaysfor the functions.


• If the engine overheats, a warning light(Fig. 2.23 ) comes on and a buzzer sounds.The temperature that triggers the warning lightand buzzer varies with engine type and is pro-grammed into the system at the factory. If thetemperature continues to rise to critical levels,the engine shutdown light comes on, and theengine will shut down (if equipped with theshutdown feature).

• If the coolant level drops below a sensor in thecooling system, the low water level light comeson. After 5 seconds, a buzzer sounds, andafter 30 seconds the system shuts down theengine (if equipped with the shutdown feature).

• If the oil pressure drops below a preset level,the low oil pressure light comes on and awarning buzzer sounds. If the oil pressuredrops to a preset critical level, the engine shut-down light comes on, and the engine will shutdown (if equipped with the shutdown feature).

• All shutdown features have an automatic over-ride. If the vehicle needs to be moved to a safelocation after shutdown, just crank the engine.It will run for about 30 seconds before shuttingdown again.

Turn Signal FunctionsThe system operates the turn signal relay and theturn indicators (Fig. 2.23 ).

The system features a special heavy-duty relay forflashers, capable of driving up to fourteen 32-candlepower bulbs.

Other FunctionsThe system protects the starter by locking out thestarter button whenever any of the following condi-tions exist:

• Voltage at the key switch is greater than 18volts or less than 9 volts before the starter but-ton is pressed.

• The starter button has been pressed within thelast two seconds.

• Engine speed exceeds 350 rpm.

• The starter has been cranked for a total of 30seconds within the last minute (the starter but-ton is locked out for two minutes to allow thestarter to cool).

NOTE: If the lockout feature activates to let thestarter cool, the starter lockout warning light(Fig. 2.23 ) will be on for the two-minute coolingperiod. If the lockout feature activates for anyother reason, the light will glow only if thestarter button is pressed within two seconds ofthe lockout occurring, and it will be on only aslong as the button is pressed.

• The system features a speed governor formaximum vehicle speed control. The governorcan be set anywhere between 45 and 85 mph(70 and 140 km/h), and controls vehicle speedby cutting fuel delivery pressure when the pre-determined speed is reached. If this system ismalfunctioning, the lightbar overspeed light(Fig. 2.23 ) will flash on for ten seconds eachtime that the engine is started.

1 2 3 4 5 6 7 8 9 10

10/26/98 f600292b

1. Left-Turn Signal Light2. Oil Pressure Warning Light3. Starter Lockout Warning Light4. Low-Water Warning Light5. Water Temperature Warning Light6. Engine Shutdown Light7. High-Beam Indicator Light8. Overspeed Light9. Low Air Pressure Warning Light10. Right-Turn Signal Light

Fig. 2.23, VIGIL III Warning System, Optional


2.18

• While driving, the overspeed light will flash onif the driver exceeds a second predeterminedspeed set by the customer.

The system also controls several functions such asheadlight high beam indicator (Fig. 2.23 ), low airpressure warning light and alarm, and control for fouroptional features. The optional features can be anycombination of the following or any four that are spe-cially ordered:



• engine heater



• parking brake

• sand

• antilock

• mirror heater

• utility lights

• axle lock

• sludge ejector

Additional FeaturesWhen the ignition is turned on, all the LEDs in thelightbar will light and the low air and low oil pressurealarms will sound. The lights and alarms will activatefor two one-second periods, separated by a half-second pause. This is a self-test to indicate whetheror not the lightbar is working. After the test, the LEDsnot in use will turn off. The low air and oil pressurewarnings will not sound again until the starter iscranked. Once the starter is cranked, the alarms willsound until system air and oil pressures reach mini-mum levels. If the lightbar doesn’t operate as de-scribed here, test it. For instructions, see Group 54of the Heavy-Duty Trucks Service Manual.

Kysor Vehicle Instrumentation andProtection (VIP) System, OptionalThe Kysor VIP system is an electronically controlledwarning and engine shutdown system. It also con-trols the turn signal functions and various optionalfunctions. A solid state lightbar (Fig. 2.22 ) in the in-strument panel contains displays for the functions.


• If the engine overheats, a warning light comeson and a buzzer sounds. The temperature thattriggers the warning light and buzzer varieswith engine type and is programmed into thesystem at the factory. If the temperature contin-ues to rise to critical levels, the engine shut-down light comes on, and the engine will beshut down.

• If the coolant level drops below a sensor in thecooling system, the low water level light comeson, and a buzzer sounds. After 30 seconds,the system will shut down the engine. The lowcoolant shutdown feature may be turned on oroff by setting a DIP switch in the control mod-ule.

• If the oil pressure drops below a preset level,the low oil pressure light comes on and awarning buzzer sounds. If the oil pressuredrops to a preset critical level, the engine shut-down light comes on, and the engine will beshut down.

• All shutdown features have an automatic over-ride. If the vehicle needs to be moved to a safelocation after a shutdown, just crank the en-gine. It will run for about 30 seconds beforeshutting down again.

Turn Signal FunctionsThe system operates the turn signal relay and the in-dicators.

Other FunctionsThe system also controls several functions such asthe headlight high beam indicator, low air pressurewarning light and intermittent buzzer, dimming of theturn signal indicators when the headlights are turnedon, and control of indicators for six optional features(Fig. 2.22 ). The optional features can be any combi-nation of the following:



• engine heater



2.19


• parking brake

• sand

• antilock

• mirror heater

• utility lights

• axle lock

• sludge ejector

or any six that are specially ordered.

Three of the six optional indicators can trigger thewarning buzzer. The buzzer feature can be activatedat the factory or in the field by setting DIP switcheson the control module. The low air pressure buzzer isan intermittent signal; all other warning buzzers givea constant signal. When the air pressure is low, thebuzzer will sound intermittently, regardless of whatoptional features are selected, how the DIP switchesare set, or what other warnings might be on.

Additional FeaturesWhen the ignition switch is turned on and the starteris engaged, all of the LEDs in the lightbar will light upas a check that they are working. When the starter isreleased, those LEDs not in use will turn off.

If the ignition switch is turned on and the engine isnot cranked, there will be no warning buzzer for anyof the warning features. The warning buzzer is trig-gered by the start circuit if the engine is cranked, re-leasing the start switch turns on the buzzer. After re-leasing the starter, the oil pressure buzzer soundsduring the time engine oil pressure is rising.

Collision Warning System(CWS), Eaton VORAD EVT–300, OptionalThe Eaton VORAD EVT–300 is a computerized colli-sion warning system (CWS) that uses front-mountedand side-mounted (optional) radar to continuouslymonitor vehicles ahead of and alongside your ve-hicle.

The system warns of potentially dangerous situationsby means of visual and audible alerts. The systemperforms in fog, rain, snow, dust, smoke, and dark-ness. To be detected, objects must be within the

radar beam’s field of view and provide a surface areathat can reflect back the radar beam.

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

Optional side sensor(s) mounted on the side of thevehicle also transmit and receive radar signals for adistance of 2 to 10 feet (0.5 to 3 meters) alongsideyour vehicle. The side sensor(s) provide a 15 degreevertical by 15 degree horizontal beam pattern. Theside sensor(s) can detect unseen vehicles and ob-jects moving and stationary adjacent to your vehicle.

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

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

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

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

Driver Display Unit (DDU)NOTE: All system controls are located on theDDU. See Fig. 2.24 . Indicators to inform thedriver about the system’s operation are locatedon both the DDU and the optional side sensordisplay.


2.20

The DDU controls system power, range for vehiclewarnings, speaker volume, and all other system func-tions. At the lower front edge of the DDU, a slot isprovided to insert the optional driver’s identificationcard. Alert and indicator lights advise of multiplewarning levels, system power, system failure, and, ifso configured, failure of the driver to insert the identi-fication card.

A light sensor automatically adjusts alert and indica-tor light brightness depending on cab lighting condi-tions. A small speaker provides audible alert tones towarn of closing on an object ahead and, whenequipped with an optional side sensor, of objectsalongside when the turn signal is activated in prepa-ration for a lane change. Additional tones indicatespeaker volume, system failure, driver’s card status,and data extraction pass or fail.

1. The green power-on/driver’s card (optional) sta-tus indicator light illuminates when the system isactivated and the power-on LED test is complete.If the system is configured to require that thedriver’s card be read, and it is not, the ON lightblinks continuously.

2. Push in the volume control and power ON/OFFknob to turn power on or off. Turn the knob leftor right to increase or decrease speaker volume.Press and hold the knob for 5 seconds and thenrelease it to activate the failure display mode.

NOTE: The system may be configured to haveno on/off capability and the volume may be con-figured to allow only some volume control.

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

NOTE: This is a configurable electronic param-eter.

4. Rotate the range knob (if enabled) to change thefirst alert detection range from 3 to 2 seconds.This will also change the second alert detectionrange from 2 to 1.75 seconds. Push and hold theknob for 5 seconds to activate the accident re-construction function and freeze the most recentdata in half of the allocated memory.

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

10/15/98 f610258

ON SC

1

2

3 4 5

6

7

812

FAIL

1011 9

1. Red System Failure Indicator Light2. Green Power ON/Driver’s Card Status Indicator Light3. Volume Control and Power ON/OFF Knob4. Speaker5. Range Knob6. Green SC Indicator Light

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

Fig. 2.24, Driver Display Unit, EVT-300


2.21

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

5. The red system failure indicator light illuminatesif a system problem is detected. Press and holdthe volume control knob for 5 seconds to displayfault codes. The fault codes will be blinked outas a pattern of flashes on this indicator light. SeeTable 2.1 for fault codes.

Fault Codes (blink codes)Fault Code Suspect Failure

11 Central Processing Unit (CPU)12 CyberCard13 Driver Display Unit (DDU)14 Antenna Assembly15 Right Side Sensor16 Left Side Sensor21 Right-Turn Signal22 Left-Turn Signal23 Brake24 Speed25 SmartCruise31 J158732 J193933 VBUS34 DDU Communications35 Antenna Assembly Communications41 No Fault or End of Fault Codes

Table 2.1, Fault Codes or Blink Codes

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

7. The photo light sensor senses lighting conditionsin the cab and automatically adjusts the intensityof the indicator and alert lights.

8. If the system’s configuration requires, insert thedriver’s identification card in the slot at the lowerfront edge of the DDU. A high-pitched tone willsound when the driver’s identification card hasbeen successfully read. One low tone will soundif the driver’s card has been unsuccessfully read.If so configured, a repeated low tone will sound ifthe system is on and the requested driver’s cardhas not been inserted.

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

10. The yellow and orange alert lights illuminatewhen your vehicle is within a 3-second followinginterval behind another vehicle in the same lane.If you are within a 2-second following interval,and closing on the vehicle ahead, a warning tonewill also sound.

11. The yellow, orange, and red alert lights illuminatewhen you are 1 second (and less than 1 second)behind a vehicle. If the vehicle ahead is openingthe interval, no tone will sound. If you are closingthe interval, double tones will sound. Within a1/2-second or less following interval, opening orclosing, the tones will repeat twice per second.

12. If a stationary vehicle or object, or an objectmoving less than 3.4 mph (5.5 km/h) in the samelane is detected within 220 feet (67 meters) andwithin 3 seconds, all three alert lights will illumi-nate and the double tones will sound. This warn-ing overrides all others and is not affected by therange control knob setting.

IMPORTANT: The system is disabled in turnswith a radius of less than 750 feet (230 meters)and when the brakes are applied.

13. If your vehicle is traveling less than 2 mph (3km/h) and an object is detected less than 15 feet(4.5 meters) in front of your vehicle, and theclosing rate is more than 1/2 mph (1 km/h), theyellow alert light will illuminate and a low-frequency double tone will sound. This is theproximity alert.

NOTE: All warnings apply only to objects withinthe maximum detection range and in your lane.Proximity alert tones and vehicle-closing 1/2-second and 2-second following interval tonesare configured items. All tones are disabled insharp turns or when the brakes are applied. Ifthe configuration permits, the 3-second and2-second alert levels may be adjusted with therange control knob. A single low-frequency tonesounds when a system failure is detected. A


2.22

medium-frequency tone sounds when the vol-ume control level is changed. Successful down-loading of Eaton Vehicle Information Manage-ment System (EVIMS) data will cause a doubletone to sound. Unsuccessful downloading willcause a low-frequency tone to sound.

14. A failure of the optional side sensor(s) will causea continuous red light on the side sensor displayto appear.

Side Sensor Display, Optional1. The yellow indicator light illuminates continuously

when no vehicle is detected by the side sen-sor(s). See Fig. 2.25 .

2. The photo light sensor senses lighting conditionsin the cab and automatically adjusts the intensityof indicator and alert lights.

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

Special Road Situations

WARNINGThe Eaton VORAD EVT–300 Collision WarningSystem (CWS) is intended solely as an aid for analert and conscientious professional driver. It isnot intended to be used or relied on to operate avehicle. Use the system in conjunction with rear-view mirrors and other instrumentation to safelyoperate the vehicle. This system will not warn ofmany possible hazards. Do not assume it is "allclear" if no alert lights are illuminated.


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

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

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

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

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

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

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

01/27/97 f601259

2

3

1

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

Fig. 2.25, Side Sensor Display, Optional


2.23

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

• The side sensor range is set to detect averagesized vehicles, 2 to 10 feet (0.5 to 3 meters)away, in the adjacent lane. The side sensorprovides a 15 degree vertical by 15 degreehorizontal beam pattern.

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

WARNINGHeavy rain or water spray at the side sensor maytemporarily prevent the system from providingadequate warnings.


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

In Case of AccidentThe optional vehicle accident reconstruction capabil-ity provides two segments of system data, one ofwhich can be stored in system memory. Push andhold the DDU range knob for at least 5 seconds tostore the first segment. Within 6 seconds, the greenSC indicator light will blink rapidly 8 times, confirmingthat the data has been saved. If the range knob ispushed again, a fail tone will sound. After the firstsegment is saved, the second segment runs continu-ously, but only contains the last 10 minutes (approxi-mately) of system data. The system will cease re-cording data 30 seconds after the vehicle comes to astop.

NOTE: Once the first memory segment is fro-zen, the other can’t be frozen. Only by discon-necting the main CPU connector can the sec-ond memory segment be preserved. If youdesire immediate downloading and interpretationof accident reconstruction data, you must returnthe CPU to Eaton VORAD. However, after 30

days the frozen information will automaticallyclear if the vehicle is driven.

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

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

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

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

4. Each fault code is a two-digit number, as shownin Table 2.1 . The red FAIL light blinks the samenumber of times as the first digit, a pause of ap-proximately 3/4 of a second follows, then thelight blinks the same number of times as the sec-ond digit.

5. Additional fault codes are blinked out at intervalsof approximately 3 seconds. After all of the faultcodes have been blinked out, a code 41 will beblinked out.

Failure Display Mode/Fault CodesNOTE: If the vehicle does not have ON/OFFcontrol on the DDU, press and hold the volumeknob after the ignition key is turned on and the15-second self-test is complete.

1. Press and hold the DDU volume control andpower ON/OFF knob for at least 9 seconds. Thesystem will turn off if you release the knob before9 seconds. After 9 seconds, the DDU FAIL lightbegins to blink out the fault codes. After a3-second interval additional fault codes, ifpresent, will be blinked out. A code 41 will be


2.24

blinked out either if no faults are found or whenall fault codes have been blinked out.

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

3. To review, test, and clear all fault codes fromsystem memory, use a hand-held diagnostic toolor ServiceRanger.

InstrumentsTachometerA tachometer (Fig. 2.19 ) indicates engine speed inrevolutions per minute (rpm), and serves as a guidefor shifting the transmission and keeping the enginein the appropriate rpm range. For low idle and ratedrpm, see the engine identification plate.

An optional tachometer is equipped with an enginehour meter to record continuous operating hours ofthe engine. In cases where actual mileage doesn’tindicate overall usage, maintenance and lubricationintervals for the engine and engine-operated equip-ment can be determined by operating hours.

SpeedometerA speedometer (Fig. 2.19 ) registers speed in bothmiles per hour (mph) and kilometers per hour (km/h).Standard speedometer gauges are equipped with aseven-digit odometer that records total distance trav-eled.

An optional speedometer is equipped with a seven-digit odometer, and a four-digit odometer that recordstrip distance. The trip odometer can be reset to zeroby pressing a button near the lower edge of thegauge face.

Water Temperature GaugeDuring normal engine operation, the water tempera-ture gauge (Fig. 2.26 ) should read 175 to 195°F (79to 91°C). If the temperature remains below 160°F(71°C) or exceeds the maximum temperature shownin Table 2.2 , inspect the cooling system to determinethe cause. See the Heavy-Duty Trucks ServiceManual for troubleshooting and repair procedures.

Maximum Water TemperatureEngine Model °F (°C)

Caterpillar C-10, C-12 216 (102)Caterpillar C-15 225 (107)Cummins L10 212 (100)Cummins NTC 212 (100)Cummins NTC-444 220 (104)Cummins C Series 212 (100)Detroit Diesel 210 (99)

Table 2.2, Maximum Water Temperature

Engine Oil Pressure GaugeThe oil pressure gauge (Fig. 2.26 ) should read asshown in Table 2.3 .

Oil Pressure *

Engine ModelIdle Speed:

psi (kPa)Rated Speed:

psi (kPa)

Caterpillar C-10, C-12 10 (69)43 to 53

(296 to 365)

Caterpillar C-15 23 (158) min.61 to 71

(420 to 490) min.

1 2

3

01/18/95 f600510a

1. Water Temperature Gauge2. Oil Pressure Gauge3. Pyrometer

Fig. 2.26, Water Temperature and Oil Pressure Gaugesand Pyrometer


2.25

Oil Pressure *

Engine ModelIdle Speed:

psi (kPa)Rated Speed:

psi (kPa)

Cummins L10 10 (69) min.35 to 45

(241 to 310)

Cummins NTC† 10 (69) min.35 to 45

(241 to 310)Cummins C Series 10 (69) min. 30 (207)Detroit Diesel 12 (83) 50 (345) min.* Oil pressures are given with the engine at operating temperature. With

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

record pressures when the engine is new to serve as a guide for check-ing engine condition.

Table 2.3, Oil Pressure

CAUTIONA sudden decrease or absence of engine oilpressure may indicate mechanical failure. Bringthe vehicle to a safe stop, and investigate thecause to prevent further damage. Do not operatethe engine until the cause has been determinedand corrected.

Pyrometer, OptionalA pyrometer (Fig. 2.26 ) registers the exhaust tem-perature near the turbocharger. Normal exhaust tem-peratures are listed in Table 2.4 .

Normal Exhaust TemperatureEngine Model °F (°C)

Caterpillar C-10, C-12 935 to 1290 (500 to 700)Caterpillar C-15 950 to 1050 (510 to 566)Cummins L10 800 to 1000 (430 to 540)Cummins NTC 750 to 950 (400 to 510)Cummins C Series 1290 (700) max.Detroit Diesel 700 to 950 (370 to 510)

Table 2.4, Normal Exhaust Temperature

Variations in engine load can cause exhaust tem-peratures to vary. If the pyrometer reading showsthat exhaust temperature exceeds normal, throttleless fuel to the engine until the exhaust temperatureis reduced. Shift to a lower gear if the engine is over-loaded.

NOTE: A pyrometer is set to ambient tempera-ture. When the engine is cold, the pyrometerindicates the approximate outside temperature.Do not attempt to adjust the pyrometer to zerodegrees.

VoltmeterThe voltmeter (Fig. 2.27 ) indicates the vehicle charg-ing system voltage when the engine is running andthe battery voltage when the engine is stopped. Bymonitoring the voltmeter, the driver can be aware ofpotential charging system problems and have themfixed before the batteries discharge enough to createstarting difficulties.

The voltmeter will normally show approximately 13.7to 14.1 volts when the engine is running. The voltageof a fully charged battery is 12.7 to 12.8 volts whenthe engine is stopped. A completely discharged bat-tery will produce only about 12.0 volts. The voltmeterwill indicate lower voltage as the vehicle is beingstarted or when electrical devices in the vehicle arebeing used.

If the voltmeter shows an undercharged or over-charged condition for an extended period, have the

1 2 3

4 5

01/18/95 f600511

1. Application Air Pressure Gauge2. Dual System Air Pressure Gauge3. Voltmeter4. Fuel Gauge5. FloScan Fuel-Tach

Fig. 2.27, Air Pressure, Fuel Gauges, and Voltmeter


2.26

charging system and batteries checked at a repairfacility.

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

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

Fuel-Tach Gauge, OptionalThe FloScan Fuel-Tach (Fig. 2.27 ) is an electronicmonitoring system that records fuel consumption anddisplays average miles per gallon. The Fuel-Tachprovides you with immediate feedback showing apercentage difference between the current fuel con-sumption rate and the total trip miles per gallon aver-age.

The "0" point on the gauge means that the currentfuel consumption rate is the same as the miles pergallon average of the total trip distance traveled.

Clockwise movement (into the green zone) of thegauge needle shows the percentage improvement inthe current fuel consumption rate compared to themiles per gallon trip average.

Counterclockwise movement (into the red zone) ofthe gauge needle shows that the current fuel con-sumption rate is higher than miles per gallon trip av-erage. Needle movement into the red zone meansthat the driver should shift the transmission orchange vehicle speed to increase fuel efficiency, asdriving conditions permit.

The Fuel-Tach system is operated by a toggle switch.For switch operating instructions, see "Fuel-TachSwitch" in this chapter.

The Fuel-Tach system installed in vehicles with elec-tronic engines also displays fault codes correspond-ing to any engine problems that might occur. Whenthe engine databus sends a fault code, it interrupts

the LED miles per gallon display for 60 seconds. An"F" appears in the display together with the faultcode, for example "F37." If the engine sends a singlefault code, the display blinks on and off for 60 sec-onds while displaying the code. It then goes back todisplaying the MPG. If the engine sends more thanone fault code, the display blinks each fault code onand off three times and keeps repeating them for 60seconds. It then goes back to reading MPG. To findout the engine problem, look up the displayed num-ber in your engine fault code list.

If you need to review the fault codes received, simplypress and release the "Reset" toggle switch to dis-play the fault code history file. The display shows "h"plus each fault code starting with the most recent, forexample, (h13, h27, h17). Each code blinks threetimes before showing the next code. After showing allof the codes, the display shows "- -" and then goesback to displaying MPG. If there are no fault codes inthe history file, the display blinks "- -" four times andgoes back to showing MPG. The history file may beviewed at any time.

If there are multiple active fault codes, they are sentsequentially by the engine databus. The sequencerepeats as long as the faults are not corrected. Anycode appears in the history file only once eventhough the sequence of codes is repeating. If youview the history file several times in a short period oftime, the order of the codes may change dependingon which code of the repeating sequence was sentmost recently.

Engine Hour Meter, OptionalAn engine hour meter records continuous operatinghours of the engine and is mounted in the controlpanel. In cases where actual mileage does not indi-cate overall usage, maintenance and lubrication in-tervals for the engine and engine-operated equip-ment can be determined by operating hours.

Application Air Pressure Gauge,OptionalAn application air pressure gauge (Fig. 2.27 ) regis-ters the air pressure being used to apply the brakesand should be used for reference only. The gaugewill not register air pressure until the foot brake pedalis depressed or the trailer hand brake is applied.


2.27

Dual System Air Pressure GaugeA dual system air pressure gauge (Fig. 2.27 ) regis-ters the constant pressure in the primary and sec-ondary air systems. Normal pressure, with the enginerunning, is 100 to 120 psi (689 to 827 kPa) in bothsystems. A low-air-pressure warning light and buzzer,connected to both the primary and secondary sys-tems, activates when air pressure in either systemdrops below a minimum pressure of 64 to 76 psi(441 to 524 kPa). When the engine is started, thewarning light and buzzer remain on until air pressurein both systems exceeds minimum pressure.

Fuel GaugeThe fuel gauge (Fig. 2.27 ) indicates the level of fuelin the fuel tank(s). If equipped with a second (op-tional) fuel gauge, each fuel tank level is indicated ona separate gauge.

Intake-Air Restriction Gauge, OptionalAn intake-air restriction gauge (Fig. 2.28 ) measuresthe vacuum on the engine side of the air cleaner atthe air cleaner outlet. Vacuum is measured in inH2O(inches of water). Service the air cleaner when thevacuum reading equals the applicable level shownunder "Service" in Table 2.5 .

Intake-Air Restriction IndicatorAn intake-air restriction indicator (Fig. 2.29 ) mea-sures the vacuum on the engine side of the aircleaner at the air cleaner outlet. If the yellow signalstays locked at or above the values shown inTable 2.5 , after the engine is shut down, service theair cleaner. Then, press the yellow button to reset theindicator.

Intake-Air RestrictionEngine Type * Initial inH 2O Service inH 2O

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

gine speed.

Table 2.5, Intake-Air Restriction

Fuel Pressure Gauge, OptionalA fuel pressure gauge (Fig. 2.28 ) registers outputpressure of the fuel pump. Whenever the engine isoperating, the fuel pressure reading should be con-stant. If the fuel pressure drops, investigate thecause and make the necessary repairs.

1 2 3

4 5 6

7 8 9

01/18/95 f600512a

1. Transmission Oil Temperature Gauge2. Forward Differential Oil Temperature Gauge3. Rear Differential Oil Temperature Gauge4. Engine Oil Temperature Gauge5. Turbocharger Boost Pressure Gauge6. Fuel Pressure Gauge7. Automatic Engine Idler/Timer8. Intake-Air Restriction Gauge9. Pana-Pacific Digital Clock

Fig. 2.28, Optional Gauges

01/18/95 f600148a

Fig. 2.29, Intake-Air Restriction Indicator


2.28

Ammeter, OptionalAn ammeter measures current flowing to and fromthe battery. When the batteries are charging, themeter needle moves to the plus side of the gauge;when the batteries are being discharged, the needlemoves to the minus side.

Engine Oil Temperature Gauge,OptionalDuring normal operation, the engine oil temperaturegauge (Fig. 2.28 ) should read:

• 180 to 225°F (82 to 107°C) for Cummins en-gines;

• 190 to 235°F (88 to 113°C) for Caterpillar en-gines;

• 200 to 230°F (93 to 110°C) for Detroit Dieselengines.

Under heavy loads, such as when climbing steepgrades, temperatures which exceed the normal oiltemperature range for a short period are not unusual.

CAUTIONA sudden increase in engine oil temperature thatis not caused by a load increase may indicatemechanical failure. Bring the vehicle to a safestop, and investigate the cause to prevent furtherdamage. Do not operate the engine until thecause has been determined and corrected.

Transmission Oil Temperature Gauge,OptionalDuring normal operation, the transmission oil tem-perature gauge (Fig. 2.28 ) reading should not ex-ceed 250°F (121°C) for Eaton-Fuller transmissions.

CAUTIONA sudden increase in transmission oil tempera-ture that is not caused by a load increase mayindicate mechanical failure. Bring the vehicle to asafe stop, and investigate the cause to preventfurther damage. Do not operate the vehicle untilthe cause has been determined and corrected.

Forward and Rear Differential OilTemperature Gauges, OptionalDuring normal operation, forward and rear differentialoil temperature gauges (Fig. 2.28 ) should read be-tween:

• 160 to 220°F (71 to 104°C) for Meritor driveaxles;

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

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

CAUTIONA sudden increase in differential oil temperaturethat is not caused by a load increase may indi-cate mechanical failure. Bring the vehicle to asafe stop, and investigate the cause to preventfurther damage. Do not operate the vehicle untilthe cause has been determined and corrected.

Turbocharger Boost Pressure Gauge,OptionalA turbocharger boost gauge (Fig. 2.28 ) measures thepressure in the intake manifold, in excess of atmos-pheric pressure, being created by the turbocharger.

Pana-Pacific Digital Clock, OptionalA Pana-Pacific clock (Fig. 2.28 ) has black characterson a constantly backlighted green display, with abrightness that automatically adjusts for day or night.The clock has a 24-hour alarm, with a 3-minutesnooze feature.

1. To set the time of day:

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

NOTE: When the hour setting is for a timebetween noon and midnight, the small letters"PM" will appear in the lower left corner ofthe display; no "PM" indicates an A.M. set-ting.

1.2 Advance the hour setting to the correctnumber by pushing and releasing the hourbutton as many times as needed. Or, if


2.29

the button is pressed and held in forlonger than two seconds, the numbers willcontinue to advance until the button is re-leased.

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

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

2. To set the alarm time:

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

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

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

3. To operate the alarm:

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

3.2 When the displayed time of day coincideswith the alarm time, the alarm will sound.If the "snooz" button is not pushed or thealarm switch is not moved, the alarm willautomatically stop sounding after 1minute, and will not sound again for 24hours.

3.3 If desired, press the "snooz" button whilethe alarm is sounding, to shut the alarmoff for 3 minutes. The alarm symbol willflash in the display when the button ispushed, and will continue to flash until thealarm switch is moved or the alarm hassounded for 1 minute. The snooze proce-dure can be done as many times as de-sired.

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

Kysor Digital Clock, OptionalA Kysor digital clock (Fig. 2.14 ) has a constant reddisplay, which automatically adjusts the brightnessfor day or night. The clock features a 24-hour alarm.

1. To set the time of day:

1.1 Depress both of the time "Set" push but-tons, labelled "Fast" and "Slow"; 12:00A.M. will appear as the readout.

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

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

2. To set the alarm:

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

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

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

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

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

Tachograph, OptionalA Sangamo tachograph (Fig. 2.30 ) indicates andrecords vehicle speed, time, and distance traveled. Italso records the length of time the engine is oper-ated when the vehicle is stationary. A warning lightcomes on whenever a preestablished speed limit isexceeded.


2.30

Exterior SwitchesBattery Disconnect Switch, OptionalThe switch is used whenever service operations re-quire that the batteries be disconnected. It is alsoused whenever the vehicle is placed out of servicefor extended periods, to prevent battery discharge.See Fig. 2.31 .

IMPORTANT: The battery disconnect switchdoes not completely isolate the batteries fromthe electrical system. For service operations thatrequire that the batteries be disconnected, al-ways shut down the engine and remove thenegative battery cables.

01/18/95 f600151a

Fig. 2.30, Tachograph, Optional

01/18/95 f600150a

Fig. 2.31, Battery Disconnect Switch


2.31

3

Vehicle AccessIgnition and Lock Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Cab Door Locks and Handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Grab Handles and Access Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Door Windows and Vent Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2Cab Door and Sleeper Compartment Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3Glove Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3Circuit Breaker/Relay Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3Cab-to-Sleeper Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3Upper Bunk Access, 70-Inch Raised Roof SleeperCab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4Sleeper Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5Baggage Compartment Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5Back-of-Cab Grab Handles, Steps, and Deck Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5Battery Box Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6Hood Tilting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6Windshield Washer Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7

Ignition and Lock KeyOne key operates the ignition switch and all of thedoor locks for the cab, sleeper box, and glove box.

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

Cab Door Locks and HandlesTo unlock the driver’s door from outside the cab, in-sert the key in the lockset and turn it one-quarter turnclockwise. See Fig. 3.1 . Turn the key counterclock-wise to the original position to remove it. Pull out onthe paddle handle to open the door. See Fig. 3.1 .

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

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

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

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

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

Grab Handles and AccessSteps

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

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

1

2

01/18/95 f720055a

1. Lockset 1. Paddle Handle

Fig. 3.1, Exterior Door Handle

1 2

7

6

4

53

8

10/26/98 f720004b

1. Lock Button2. Integral Grab Bar3. Window Release

Lever Button4. Slide Channel

5. Release Lever6. Door Handle7. Crank Handle8. Cab Door Vent

Fig. 3.2, Door Interior

Vehicle Access

3.1

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

Entering the Driver’s Side (See Fig. 3.3)

When entering the cab from the driver’s side, use thegrab handle and access steps as follows:

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

2. Grasp the grab handle with your right hand.Reach up as far as is comfortable.

3. Place your right foot on the bottom step, and pullyourself up.

4. Grasp the steering wheel with your left hand.

5. Place your left foot on the top step, and step up.

6. Step into the cab with your right foot first.

Exiting the Driver’s Side (See Fig. 3.3)

Exit the cab from the driver’s side as follows:

IMPORTANT: Do not attempt to exit the cabwhile carrying any items in your hands.

1. Grasp the steering wheel with your left hand, andstand on the threshold facing into the cab.

2. Place your left foot on the top step, then graspthe grab handle with your right hand.

3. Move your right foot to the bottom step.

4. Step to the ground with your left foot.

Entering and Exiting the Passenger’sSideEnter and exit the cab from the passenger’s side,using the same procedures given for entering andexiting the driver’s side, but using opposite handsand feet. Instead of the steering wheel, use the grabhandle inside the upper forward corner of the pas-senger’s door opening. See Fig. 3.4 .

Door Windows and VentWindowsTo lower the driver’s side door window, turn the crankhandle clockwise. See Fig. 3.2 . To lower the passen-ger’s side, turn its handle counterclockwise. SeeChapter 2 for (optional) air window operating instruc-tions.

1

2

3

4

01/18/95 f600066a

1. Steering Wheel2. Grab Handle

3. Top Step4. Bottom Step

Fig. 3.3, Driver’s Side Steps and Grab Handle

01/18/95 f720005a

Fig. 3.4, Grab Handle

Vehicle Access

3.2

To open either vent window, push the vent windowrelease lever button while pivoting the top of the re-lease lever 90 degrees forward. When the releaselever clears the slide channel, push outward on therelease lever.

When closing the vent window, hold the release leverin the forward-pivoted position, and pull it inward.When the outer edge of the lever clears the slidechannel, pivot the top of the lever 90 degrees rear-ward. The button will automatically pop out to lockthe vent window.

Cab Door and SleeperCompartment VentsTo open any cab door vent (Fig. 3.2 ) or sleeper com-partment vent (Fig. 3.5 ), push the vent handle out-ward and to the right with your fingertips. To closethe vent, turn your hand so that your fingers are pull-ing on the handle from the front edge, then pull inand back on the handle. Use care to avoid pinchingyour fingers.

Glove BoxThe glove box (Fig. 3.6 ) is located on the passen-ger’s side of the dash. To lock the glove box, insertthe ignition key in the lockset, with the key teethpointing to the left, then, without pushing in on thelockset, turn the key counterclockwise to vertical. Donot turn the key clockwise to the original position toremove it. To unlock the glove box, insert the key,and turn it clockwise to horizontal. To open the glovebox door, push the door latch button (lockset) at thetop center of the door.

Circuit Breaker/Relay PanelThe circuit breaker/relay panel (see Fig. 3.7 andFig. 3.8 ) is located behind the dash skirt on the frontwall of the cab. To gain access to the relay panel,turn the three access panel fasteners one-quarterturn, then remove the access panel.

Cab-to-Sleeper Access

WARNINGPlace rigid or heavy objects in storage areas onthe floor or under the bunk. Sudden stops orswerves could cause personal injury if items fallfrom overhead storage shelves.

To open the sleeper access on vehicles with vinylsleeper curtains, unzip the sleeper curtains. If de-sired, unsnap the curtains all the way around thesides and top, and remove the curtains.

1

2

01/18/95 f720059a

1. Sleeper Compartment Vent2. Handle-Access Cutout

Fig. 3.5, Sleeper Door

01/18/95 f600152a

Fig. 3.6, Glove Box

Vehicle Access

3.3

To open the sleeper access on vehicles with veloursleeper curtains, unfasten the snaps at one side,then push the curtain to the opposite side.

Upper Bunk Access, 70-InchRaised Roof SleeperCabGrab handles are designed into the upper cabinetson each side of the 70-inch raised roof SleeperCab.See Fig. 3.9 . There is a step built into the front ofthe passenger’s side lower cabinet. Also, a slip-resistant step pad is located on the top right cornerof the driver’s side lower cabinet.

IMPORTANT: Make sure the upper bunk isfolded down and locked into place before at-tempting to access the upper bunk.

Accessing the Upper Bunk Using thePassenger’s Side Cabinets1. Grasp the passenger’s side upper cabinet grab

handles, one in each hand. Reach up as far asis comfortable.

2. Place your left foot in the step built into the pas-senger’s side lower cabinet, and pull yourself upto a standing position.

01/04/96 f540041a

Fig. 3.7, Circuit Breaker/Relay Panel

02/26/99 f54280302/26/99

1

2

3

4

5

6

7

8

9

10

11

12

13

14

1. Trailer Marker Lights2. Left Headlight/DRLs3. Turn Signal Flasher4. Voltmeter5. Ignition Switch6. Horn/Cigarette Lighter7. Brake Lights8. Dome Lights

9. Trailer Tail Lights10. Right Headlight11. HVAC12. Tractor Marker Lights/

Tail Lights13. A/C Clutch14. Panel Lights

Fig. 3.8, Circuit Breaker Layout (detail)

04/18/95 f600917

1

1

4

2

3

1. Passenger’s Side Grab Handle2. Lower Cabinet Step3. Lower Cabinet Step Pad4. Driver’s Side Grab Handle

Fig. 3.9, Upper Bunk Access

Vehicle Access

3.4

3. Swing your right hip over the bunk and use thegrab handles and your left foot to push yourselfbackwards onto the bunk.

Accessing the Upper Bunk Using theDriver’s Side Cabinets1. Grasp the driver’s side upper cabinet grab

handles, one in each hand. Reach up as far asis comfortable.

2. Place your right foot on the slip-resistant steppad on top of the driver’s side lower cabinet, andpull yourself up to a standing position on top ofthe lower cabinet.

3. Swing your left hip over the bunk and use thegrab handles and your right foot to push yourselfbackwards onto the bunk.

Sleeper DoorThe sleeper door is not intended for entry or exit.The door is intended only as a convenient means tostow or remove personal belongings in or from thesleeper area. To open the door from the inside, pushdown on the lever handle at the bottom of thehandle-access cutout; see Fig. 3.5 . To open the doorfrom the outside, insert the ignition key in the lockset(Fig. 3.10 , Ref. 1) and turn it one-quarter turn clock-wise. Turn the key to the original position to removeit. To close and lock the door, push it closed until itlatches.

IMPORTANT: The sleeper doors are two-stagelatching. When closing the doors, ensure thatthey are completely latched to prevent windnoise and water intrusion.

Baggage Compartment DoorsTo open the baggage compartment door on the pas-senger’s side, insert the ignition key in the lockset,and turn it one-quarter turn clockwise. See Fig. 3.10 .Hold the key in this position while pulling outward onthe baggage compartment door handle. Turn the keyto the original position to remove it. To close and lockthe door, push it closed until it latches.

Use the same procedure to open the baggage com-partment door on the driver’s side, but turn the keycounterclockwise.

If the key is difficult to turn, push inward on the doorhandle while turning the key.

Back-of-Cab Grab Handles,Steps, and Deck PlateA grab handle and steps facilitate safe climbing up ordown.

Accessing Back-of-Cab AreaWhen climbing onto the deck plate, use the grabhandle and access steps (see Fig. 3.11 ) as follows:

1. Facing the center of the deck plate, grasp thegrab handle with both hands. Reach up as far asis comfortable.

2. Place one foot on the bottom step, and pull your-self up.

3. Place your other foot on the top step.

1

2 3

01/18/95 f720006a

1. Sleeper Door Lockset2. Baggage Compartment Door Lockset3. Baggage Compartment Door Handle

Fig. 3.10, Sleeper and Baggage Compartment Doors

Vehicle Access

3.5

4. Move your lower hand to a higher position on thegrab handle.

5. Step onto the deck plate.

Exiting the Back-of-Cab AreaWhen climbing down from the deck plate, use thegrab handle and access steps as follows:

1. Facing the center of the deck plate, grasp thegrab handle with both hands.

2. Step one foot at a time to the top step.

3. Move your upper hand to a lower position on thegrab handle.

4. Move one foot to the bottom step.

5. Move your upper hand to a lower position on thegrab handle.

6. Step to the ground with your upper foot first.

Battery Box CoverTo remove the battery box cover, pull on the end ofeach holddown latch until the end clears the cover-mounted catch. See Fig. 3.12 . Pivot the latches outof the way, then lift off the cover. When installing thecover, be sure it is positioned properly before fasten-ing the latches.

Hood TiltingThe hood can be tilted to a full-open position. A grabhandle at the front of the hood provides a hand-holdfor hood tilting. See Fig. 3.13 . Tilt-assist springs(FLD 120 Conventionals) or a torsion bar (FLD 112Conventionals), help you to tilt the hood open, and toreturn it to the operating position. Stop cables (FLD120 Conventionals), or hood straps (FLD 112 Con-ventionals), prevent the hood from overtravel. In theoperating position, the hood is secured to the lowercab side panels by a hold-down latch on each side ofthe hood.

To Tilt the Hood1. Apply the parking brakes.

2. Release both hood hold-down latches by pullingthe end outward.

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2

1

1

3

1. Steps2. Grab Handle

3. Deck Plate

Fig. 3.11, Back-of-Cab Access

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Fig. 3.12, Battery Box Cover

Vehicle Access

3.6

CAUTIONDo not let the hood free-fall to the full-open posi-tion. To do so could cause damage to the hoodor hood straps.

3. Using the bumper step and grab handle, slowlytilt the hood until the stop cables or straps sup-port it.

To Return the Hood1. Grasp the grab handle, and lift the hood to the

45-degree position.

2. As the hood goes over center, use the bumperstep and grab handle to control the rate of de-scent to the operating position.

3. Make sure the hood is flush with the cowl, thensecure the hood by engaging both hood hold-down latches.

IMPORTANT: Make sure that both hold-downlatches are fully engaged before operating thevehicle.

Windshield Washer ReservoirThe windshield washer reservoir is located inside theleft-side baggage compartment. See Fig. 3.14 .

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Fig. 3.13, Hood Tiltingf820192

1

2

01/15/97

1. Washer Reservoir2. Baggage Compartment Door

Fig. 3.14, Windshield Washer Reservoir

Vehicle Access

3.7

4

Heater and Air ConditionerHVAC General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1Defogging and Defrosting Using Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Heating, Sleeper Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Air Conditioning, Sleeper Heater and Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5

HVAC General InformationA dash-mounted climate control panel (Fig. 4.1 ) al-lows you to control all of the heating, air conditioning,defrosting, and ventilating functions.

A four-speed fan forces fresh or recirculated air toany selected air outlets at the windshield, door win-dows, dashboard face, and cab floor. See Fig. 4.2 .

All of the dash-face outlets have adjustable louversthat pivot right and left, and up and down. The out-lets can be closed by moving the louvers all the waydown. Windshield defrost outlets and the passenger’sdoor window defrost outlet have nonadjustable lou-vers. The bunk outlet (on the right-hand wall of thebunk) has two sets of vertical louvers that operatelike the horizontal dash-face louvers.

An auxiliary heater and air conditioner unit is stan-dard when there is a sleeper compartment. The unitis installed in the sleeper baggage compartment anduses the cab’s refrigerant system for air conditioneroperation. The unit is equipped with a separateevaporator coil, expansion valve, and fan. It is alsoequipped with its own heater core and water valve,independent of the cab heater. On vehicles with a60-inch sleeper the auxiliary unit’s climate controlpanel (Fig. 4.3 or Fig. 4.4 ) is located in the shelfarea; with a 40-inch sleeper it is mounted on the leftfront wall. On vehicles with a 48-inch or 70-inchSleeperCab, the control panel is mounted on the leftrear wall or the rear overhead storage compartment.

NOTE: Shutting off the heater supply gate valve(if equipped) on the engine limits the ability tocontrol air conditioning temperature in the caband in the sleeper. With the valve shut off, warmcoolant is no longer available from the engine,and the outlet air temperature controls can’t beused to change air temperature.

A FRESH/RECIRC push button (Fig. 4.5 ) is standardequipment when there is no air conditioning. Thiscontrol is an option when air conditioning is ordered.It allows the AC, VENT, and HEAT modes to be usedwith either fresh or recirculated air. When the modecontrol (upper lever) is at HEAT/DEF or DEF, thesystem draws in fresh air, regardless of the FRESH/RECIRC push button setting. When the mode controlis at MAX A/C, the system draws only recirculatedair, regardless of the FRESH/RECIRC push buttonsetting. When the mode control is at A/C and theFRESH/RECIRC control is set for recirculation (pushbutton in), the system functions the same as whenthe mode control is at MAX A/C. To prevent thebuildup of fumes or odors inside the cab (for ex-ample, from smoking), do not operate the heater andair conditioning system in a recirculation mode formore than 20 minutes.

Defogging and DefrostingUsing Fresh Air1. Set the mode control (upper lever) to HEAT, the

fan switch to OFF and, if so equipped, the bunkfan switch to OFF before starting the engine.See Fig. 4.6 .

2. Remove any ice or snow from the outside of thewindshield, door windows, and fresh air inletgrille.

3. With the engine at operating temperature, slidethe temperature control (lower lever) to WARM.

4. Move the mode control to DEF. In this positionthe system is engaged to dehumidify the air be-fore heating it, unless the temperature at theevaporator coil is less than 32°F (0°C). Warm,dry air is directed to the windshield.

IMPORTANT: If equipped with a FRESH/RECIRC push button, the system draws in freshair when the mode control (upper lever) is atHEAT/DEF or DEF, regardless of the FRESH/RECIRC push button setting.

NOTE: At DEF, airflow is directed to the wind-shield outlets and the extreme left and rightdash-face outlets. To defrost the driver’s doorwindow, turn the extreme left dash-face outlet todirect airflow to the upper left. In all positions ofthe mode control, airflow is directed to the pas-senger’s door window.

1OFF

2

3

4

A/C HEAT/DEFMAX A/C VENT DEF

02/03/95 f830069a

Fig. 4.1, Climate Control Panel

Heater and Air Conditioner

4.1

Heating1. With the engine at operating temperature, set the

mode control to HEAT. See Fig. 4.7 .

2. Slide the temperature control to WARM.

3. Turn on the fan switch to the desired speed.

IMPORTANT: If the windows start to fog, movethe mode control to HEAT/DEF or DEF, andmake sure the fan is on. To defog the driver’sdoor window, turn the extreme left dash-faceoutlet to direct airflow to the upper left. In all

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4

5

6

78

7

9

7

02/09/95 f830350b

1. Dash Face Outlet (driver’s door window defrost outlet)2. Windshield Defrost Outlet3. Fresh Air Inlet4. Passenger’s Door Window Defrost Outlet5. Dash Face Outlet

6. Blower Motor7. Floor Outlet8. Recirculated Air Inlet9. Dash Face Outlet

Fig. 4.2, Air Outlet and Inlet System

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Fig. 4.3, Control Panel for a Manual TemperatureControl Cable System

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Fig. 4.4, Control Panel for Automatic TemperatureControl System


4.2

positions of the mode control, airflow is directedto the passenger’s door window.

NOTE: In mild weather the fan switch can bekept off, since forward motion of the vehicle willprovide airflow through the heater.

4. If the vehicle has a sleeper with a rear climatecontrol panel, set the controls as desired. Forinstructions, refer to "Heating, Auxiliary Heaterand Air Conditioner."

5. When a comfortable temperature has beenreached, adjust the fan switch setting and tem-

perature control as needed to maintain the tem-perature.

IMPORTANT: If equipped with a FRESH/RECIRC push button (Fig. 4.5 ), the systemdraws in fresh air when the mode control (upperlever) is at HEAT/DEF or DEF, regardless of theFRESH/RECIRC push button setting. However,when the mode control lever is at HEAT, and thepush button is in, the system draws only recircu-lated air. To prevent the buildup of fumes orodors inside the cab (for example, from smok-ing), do not operate the heater and air condi-tioning system in a recirculation mode for morethan 20 minutes.

Air ConditioningIMPORTANT: Operate the air conditioner atleast five minutes each month, even during coolweather. This helps prevent drying and crackingof tubing seals, reducing refrigerant leaks in thesystem. Operate the air conditioner only afterthe engine compartment is warm, and the inte-rior of the cab is 70°F (21°C) or higher. Duringcold weather, the heater can be operated at thesame time, to prevent discomfort.

1. If the cab is hot inside, temporarily open the win-dows to let the hot air out.

2. Set the mode control to VENT and turn the fanswitch off before starting the engine.

3. Start the engine.

4. Move the mode control to A/C. See Fig. 4.8 .With the control at A/C, fresh air is drawn intothe cab. With the control at MAX A/C, the air in-side the cab is recirculated.

IMPORTANT: If the outside air is dusty orsmoky, set the mode control at MAX A/C andkeep the windows and vent closed, to preventdrawing in dust or smoke. On vehicles with theFRESH/RECIRC push button, recirculated aircan be selected either with the push button in orby setting the mode control to MAX A/C.

5. Move the temperature control to COOL. In thisposition, no heat is given off by the heater.

6. Turn the fan switch to the highest speed, 4.

1OFF

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3

4

FRESH

RECIRC

A/C HEAT/DEFMAX A/C DEFHEAT

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Fig. 4.5, FRESH/RECIRC Push Button

1OFF

2

3

4

A/C HEAT/DEFMAX A/C VENT HEAT

02/06/95 f830071aA

B

C

A. Fan Switch at Position 4B. Mode Control at DEFC. Temperature Control at WARM

Fig. 4.6, Settings for Defog/Defrost

1OFF

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3

4

A/C HEAT/DEFMAX A/C VENT DEF

02/06/95 f830074a

A

B

C

A. Fan Switch at Position 4 (or lower as desired)B. Mode Control at HEATC. Temperature Control at WARM

Fig. 4.7, Settings for Maximum Heat


4.3

7. As soon as cool air is flowing from the dash-board outlets, close the windows. Adjust the fanswitch setting as desired.

8. If the air from the vents is too cold, move thetemperature control toward WARM to adjust thetemperature.

IMPORTANT: A FRESH/RECIRC push button(Fig. 4.5 ) is standard equipment when there isno air conditioning. This control is an optionwhen air conditioning is ordered. It allows theAC, VENT, and HEAT modes to be used witheither fresh or recirculated air. When the modecontrol is at MAX A/C, the system draws onlyrecirculated air, regardless of the FRESH/RECIRC push button setting. When the modecontrol is at A/C and the FRESH/RECIRC con-trol is set for recirculation (push button in), thesystem functions the same as when the modecontrol is at MAX A/C. To prevent the buildup offumes or odors inside the cab (for example,from smoking), do not operate the heater andair conditioning system in a recirculation modefor more than 20 minutes.

NOTE: The mode control must be at either A/Cor MAX A/C, and the fan switch must be on forthe air conditioning system to work.

Fresh Air1. Move the mode control to VENT or HEAT. See

Fig. 4.9 . In the VENT position, air comes out ofthe dashboard outlets but not out of the floor out-lets. In the HEAT position, air comes out of thefloor outlets and the outlets on either end of the

dashboard, but the center dashboard outlets areclosed.

2. Set the temperature control to COOL for no heat-ing, or move it toward WARM for heat.

3. Set the fan switch at the desired speed.

IMPORTANT: If equipped with a FRESH/RECIRC push button (Fig. 4.5 ), the systemdraws only recirculated air when the mode con-trol lever is at VENT or HEAT, and the push but-ton is in. To prevent the buildup of fumes orodors inside the cab (for example, from smok-ing), do not operate the heater or ventilationsystem in a recirculation mode for more than 20minutes.

Heating, Sleeper Heater andAir Conditioner1. If equipped with the manual temperature control,

do the following (Fig. 4.10 ):

1.1 With the engine at operating temperature,pull the temperature control cable (at-tached to the outlet duct at the foot of thebunk) all the way out. Turn the fan controlknob to position 3.

1.2 When the sleeper compartment heats tothe desired temperature, push in the tem-perature control cable to adjust outlet airtemperature. Then, turn the fan controlknob to adjust the air flow level.

Use the manual temperature control andthe fan control knob as needed to helpmaintain the desired temperature.

1OFF

2

3

4

HEAT/DEFMAX A/C VENT DEFHEAT

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A

B

C

A. Fan Switch at Position 4 (or lower as desired)B. Mode Control at A/CC. Temperature Control at COOL

Fig. 4.8, Settings for Cooling with A/C

1OFF

2

3

4

A/C HEAT/DEFMAX A/C DEFHEAT

02/06/95 f830073a

A

B

C

A. Fan Switch at Position OFF Through 4 as DesiredB. Mode Control at VENT or HEATC. Temperature Control at COOL

Fig. 4.9, Settings for Maximum Ventilation


4.4

1.3 Whenever heat is not desired, push thetemperature control cable all the way in,and turn off the fan.

2. If equipped with either the Red Dot constant tem-perature control (CTC™) system, or the Behr au-tomatic temperature control system (Fig. 4.11 ),do the following:

2.1 With the engine at operating temperature,turn the rotary knob on the temperaturerheostat all the way clockwise to HEAT.Turn the fan control knob to position 3.

2.2 When the sleeper compartment heats tothe desired temperature, turn the rotaryknob on the temperature rheostat counter-clockwise to adjust outlet air temperature.Then, turn the fan control knob to adjustthe air flow level.

The system will automatically maintain theselected outlet air temperature.

2.3 Whenever heat is not desired, turn therotary knob on the temperature rheostatcounterclockwise (as needed) and turn offthe fan.

Air Conditioning, SleeperHeater and Air Conditioner1. If equipped with the manual temperature control,

do the following:

1.1 Turn on the cab air conditioner. For in-structions, refer to "Air Conditioning."

1.2 Make sure that the temperature controlcable (attached to the outlet duct at thefoot of the bunk) is pushed in all the way.Turn the fan control knob to position 3.

1.3 When the sleeper compartment cools tothe desired temperature, turn the fan con-trol knob to adjust the air flow level. Ifneeded, pull the temperature control cableout to adjust outlet air temperature. Usethe temperature control cable and the fancontrol knob as needed to help maintainthe desired temperature.

1.4 Whenever air conditioning is not desired,pull the temperature control cable out (asneeded) and turn off the fan.

NOTE: Whenever the refrigerant compressoris operating, the fan will always run at a very

01/18/95

1

f600516a

1. Fan Control Knob

Fig. 4.10, Control Panel for Manual TemperatureControl System

1

2f600517a01/18/95

1. Temperature Rheostat2. Fan Control Knob

Fig. 4.11, Control Panel for Automatic TemperatureControl System


4.5

low speed, even with the fan control knob inthe "Off" position. This prevents ice fromforming on the evaporator, especially duringhumid weather.

2. If equipped with either the Red Dot constant tem-perature control (CTC™) system, or the Behr au-tomatic temperature control system, do the fol-lowing:

2.1 Turn on the cab air conditioner. For in-structions, refer to "Air Conditioning."

2.2 Turn the rotary knob on the temperaturerheostat all the way counterclockwise toCOOL. Turn the fan control knob to posi-tion 3.

2.3 When the sleeper compartment cools tothe desired temperature, turn the rotaryknob on the temperature rheostat clock-wise to adjust outlet air temperature.Then, turn the fan control knob to adjustthe air flow level.

The system will automatically maintain theselected outlet air temperature.

2.4 Whenever air conditioning is not desired,turn the rotary knob on the temperaturerheostat clockwise (as needed) and turnoff the fan.

NOTE: Whenever the refrigerant compressoris operating, the fan will always run at a verylow speed, even with the fan control knob inthe "Off" position. This prevents ice fromforming on the evaporator, especially duringhumid weather.


4.6

5

Seats and Seat BeltsSeats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1Seat Belts and Tether Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8Sleeper Compartment Bunk Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.11Bunk Mattress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.12

SeatsGeneral Information (See Fig. 5.1)

When adjusting seats, unless otherwise noted, alladjustments should be made while seated and be-fore the engine is started.

Due to the maximum adjustability of mid- and high-back air suspension seats, it is possible to combinethe seat back recline adjustment and the seat slideadjustment so that the seat back contacts the back-wall. It is the responsibility of the driver to adjust theseat to prevent damage to the seat and the cab inte-rior.

WARNINGKeep hands, tools, and other objects away fromthe scissor points under the seats. Failure to doso could cause personal injury.

The following is a description of adjustments that canbe made to various Freightliner-installed seats. Notall seats have all of the adjustments listed below.

1. Back Cushion Tilt: This adjustment enables theback cushion to pivot forward or backward.

2. Lumbar Support: Lumbar support changes theshape of the seat back to give more or less sup-port to the occupant’s lumbar (lower back) area.

3. Isolator Lockout: This feature (referred to asback-slap isolator, Chugger-Snubber™, or isola-tor) reduces the amount of road shock by isolat-ing the occupant from the vehicle’s motion, andallowing the upper seat to move in a simple pen-dulum motion. A lockout feature is used when-ever the isolator is not desired.

4. Height Adjustment: The entire seat moves up ordown when adjusting the height. The adjustmentis either manually controlled or air controlled, de-pending on the make of the seat.

5. Bottom Cushion Angle or Front and Aft BottomCushion Height: This feature enables the occu-pant to raise or lower the front or back of thebottom cushion. This adjustment is easier to per-form when all weight is removed from the seat.

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1

2

3 4

56 7

1. Back Cushion Tilt2. Lumbar Support3. Isolator Feature4. Height Adjustment

5. Bottom Cushion Angle (fore and aft bottom cushionheight)

6. Fore and Aft Seat Adjustment (seat track adjustment)7. Seat Tilt

Fig. 5.1, Seat Adjustments

Seats and Seat Belts

5.1

6. Fore and Aft Seat or Seat Track Adjustment: Theentire seat moves forward or backward when thisadjustment is made.

7. Weight Adjustment: On those seats with weightadjustment, the feature is fully automatic. By sit-ting on the seat, a leveling valve places you inthe center of the ride zone. Additional adjust-ments are possible by using the height adjust-ment feature.

Bostrom Seat, Air–715 Series (Fig. 5.2)

Back Cushion TiltBy lifting the lever up, the back cushion angle posi-tion may be moved either forward or backward. Re-lease the lever to lock the back cushion in place.

Lumbar SupportMove the lever forward or backward for more or lesslower back support; there are three positions tochoose from.

Isolator LockoutTo engage the isolator, put the lever in the centerposition. Lock it out by moving the lever to the right.

Height and Weight AdjustmentThere are 4 inches (102 mm) of ride zone motionplus 2 inches (51 mm) of height adjustment. Pull thelever up to raise the seat, and push the lever downto lower it. The seat should be no less than 2 inches(51 mm) from either the top or bottom position.

Seat TiltPull the lever up, and the back and bottom cushionsmay be moved forward or backward by shifting yourweight.

Bostrom Air–915 Seat (Fig. 5.3)

Lumbar Support AdjustmentMove the lever forward to increase lumbar support.Move the lever rearward to decrease lumbar support.

Back Cushion TiltHold the lever rearward and lean forward or rearwardto the desired position, then release the lever.

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01/18/95 f910033a

1. Seat Tilt Lever2. Isolator Lockout Lever3. Height and Weight Adjustment Lever4. Back Cushion Tilt Lever5. Lumbar Support Lever

Fig. 5.2, Bostrom Air-715E High Back Seat

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1

2

34

5

1. Lumbar Support Adjustment Lever2. Back Cushion Tilt Lever3. Height Adjustment Knob4. Fore and Aft Seat Adjustment and Isolator Lever5. Seat Cushion Adjustment Lever

Fig. 5.3, Bostrom Air-915 Seat


5.2

Height AdjustmentPush the knob in to inflate the suspension and raisethe seat height. Pull the knob out to deflate the sus-pension and lower the seat.

Fore and Aft Seat AdjustmentMove the lever to the left and slide the seat forwardor rearward to the desired position. The slide rangeis 6 inches (15 cm).

IsolatorIsolation is provided when the lever in the center po-sition. Move the lever to the right to lock out isola-tion.

Seat Cushion AdjustmentMove the lever downward to decrease or upward toincrease seat cushion tilt. There are five adjustmentpositions available.

Bostrom Talladega 900 Seat (Fig. 5.4)

NOTE: Two different sets of controls are usedon Bostrom Talladega seats. On some models,the height adjustment, lumbar support anddamper adjustment are controlled by switchesmounted to the bottom cushion. On othermodels, these controls are mounted to the seatframe.

Back Cushion TiltTo tilt the back cushion, lean forward slightly to re-move pressure from the cushion and hold the leverrearward. Lean backward slowly to the desired posi-tion and release the lever to lock the cushion inplace.

Height AdjustmentTo raise the seat, push the top portion of the switch.To lower the seat, push the lower portion of theswitch.

IsolatorTo engage the isolator, put the lever in the centerposition. Lock out the isolator by moving the lever tothe right.

Fore and Aft Seat AdjustmentHold the lever to the left and slide the seat forwardor backward to the desired position.

Bottom Cushion Tilt AdjustmentRotate the knob to increase or decrease bottomcushion tilt.

Lumbar SupportTo increase lumbar support on LSO models, pressthe plus sign on the control switch. To decrease lum-bar support on LSO models, press the minus sign onthe control switch. To increase lumbar support onnon-LSO models, rotate the knob forward. To de-crease lumbar support on non-LSO models, rotatethe knob rearward.

Damper AdjustmentRotate the knob or push the switch to adjust thedamper.

11/06/98 f910148a

1

23

4

56

7

43

2

1. Back Cushion Tilt Lever2. Lumbar Support Control Switch3. Damper Adjustment Knob4. Height Adjustment Switch5. Bottom Cushion Tilt Adjustment Knob6. Fore and Aft Seat Adjustment and Isolator Knob7. Lumbar Support Knob

Fig. 5.4, Bostrom Talladega 900 Seat


5.3

Bostrom Smart Seat Model (Fig. 5.5)

Back Cushion TiltThe back angle has five positions in a 15-degreerange. To release the latch, pull up on the handle.

Lumbar SupportTurn the knob clockwise to increase support.

Isolator LockoutPush the lever back to actuate the back-slap isolator;push it forward to lock out this feature.

Height AdjustmentHeight adjustment in the ride zone is continuouslyvariable over a 6-inch (152-mm) range. Move thelever up or down to raise or lower the seat.

Weight AdjustmentThe seat automatically adjusts itself regardless of thedriver’s weight. When unoccupied, the seat automati-cally moves to the adjusted height position.

Bottom Cushion AngleThe front portion of the cushion can be adjusted toany of six positions; rotate the knob to the desiredangle.

Seat Track AdjustmentSeat tracks have nine adjustment positions with atotal of 4 inches (102 mm) of travel. To unlatch theseat, move the lever to the left.

Freightliner AirChair (Fig. 5.6)

Back Cushion TiltPull on the handle and move it to your choice of oneof four settings.

Lumbar SupportRotate the knob for precise fit.

Isolator LockoutTo lock out the fore-and-aft isolator feature, move thehandle to the left. See Fig. 5.7 .

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3

2

1

02/09/95 f910039a

1. Seat Track Adjustment Lever2. Height Adjustment Lever3. Bottom Cushion Angle Knob4. Isolator Lockout Lever5. Back Cushion Tilt Handle6. Lumbar Support Knob

Fig. 5.5, Bostrom Smart Seat (High Back model shown)

1

2

3

45

6

7

02/09/95 f910035a

1. Lumbar Support Knob2. Rear Bottom Cushion Height Handle3. Isolator Lockout Handle4. Fore and Aft Seat Adjustment Lever5. Front Bottom Cushion Height Handle6. Height Adjustment Air Button7. Back Cushion Tilt Handle

Fig. 5.6, Freightliner AirChair


5.4

Height AdjustmentPush the air button to raise the seat; pull the air but-ton to lower the seat. See Fig. 5.6 or Fig. 5.8 .

Front and Rear Bottom Cushion HeightTo adjust the height of the front of the bottom cush-ion, lift the handle, and pull up and forward to one ofthree settings. To adjust the height of the rear of thebottom cushion, rotate the handle clockwise to one ofthe three settings.

Fore and Aft Seat AdjustmentMove the lever to the right, and slide the seat.Locked-in settings are in 1-1/2 inch (38 mm) incre-ments. See Fig. 5.6 or Fig. 5.7 .

National Cush-N-Aire Seats, Model195 (Fig. 5.9)

Back Cushion TiltTo tilt the back cushion through a range of 12 de-grees, turn the knob and lean forward or backward.

Isolator LockoutCalled a Chugger-Snubber™, the isolator is lockedout by moving the handle down.

Height AdjustmentPush in the knob to inflate the suspension and raisethe seat height. Pull out on the knob to deflate thesuspension and lower the seat height.

Fore and Aft Seat AdjustmentMove the lever to the right and slide the seat forwardor backward to the desired position.

Front Bottom Cushion HeightTo adjust the height of the front of the bottom cush-ion, lift the handle, and pull forward or push back tothe desired setting.

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1. Fore-and-Aft Seat Adjustment Lever2. Isolator Lockout Handle

Fig. 5.7, Seat Adjustment

f91003705/30/2006

Fig. 5.8, Air Button

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02/09/95 f910071a

1. Back Cushion Tilt Knob2. Isolator Lockout Handle3. Height Adjustment Knob4. Fore and Aft Seat Adjustment Lever5. Front Bottom Cushion Height Handle6. Lumbar Support Knob

Fig. 5.9, National Cush-N-Aire Seat


5.5

Lumbar SupportTurn the knob for precise fit.

National Cush-N-Aire II Seat (Fig. 5.10)

Back Cushion TiltTo tilt the back cushion, turn the knob and lean for-ward or backward.

Height AdjustmentTo raise the seat, push the rocker switch on the sideof the seat up until the seat reaches the desiredheight. To lower the seat, push the rocker switchdown until the seat reaches the desired height.

Fore and Aft Seat AdjustmentMove the lever to the left and slide the seat forwardor backward to the desired position.

Bottom Cushion Front HeightTo adjust the height of the front of the bottom cush-ion, lift the handle, and pull forward or push back tothe desired setting.

Lumbar SupportPush the rocker switch on the side of the seat up toinflate lumbar support. Push the rocker switch downto deflate lumbar support.

Back-of-Cushion HeightTo adjust the height at the back of the cushion, rotatethe lever to the desired setting.

IsolatorAlso called a Chugger-Snubber™, the isolator islocked out by moving the handle down.

Dura-Form Seats (Fig. 5.11)

NOTE: Some vehicles may be equipped withthe Freightliner Power 6000 or nonpower 5000seat available from Dura-Form. These seatsoffer air lumbar, infinite recline, a map pocket, arear storage pocket, and a pen/glasses pocket.The Power 6000 seat offers 6-way poweradjustment.

Back Cushion TiltTo tilt the back cushion through a range of 10 de-grees, push down on the handle. Move the backcushion to the desired position and release the lever.

Height AdjustmentPush in the knob to inflate the suspension and raisethe seat height. Pull out on the knob to deflate thesuspension and lower the seat height.

Isolator Lockout and Fore-Aft SeatAdjustmentMove the lever to the left to adjust the seat to thedesired fore-aft position. Move the lever to the centerposition to lock out the isolator feature. Move thelever to the right to engage the isolator.

11/02/95 f910128

1

234

5

67

1. Back Cushion Tilt Knob2. Lumbar Support Switch3. Height Adjustment Switch4. Fore and Aft Seat Adjustment Lever5. Bottom Cushion Front Height Handle6. Isolator Handle7. Back of Cushion Height Lever

Fig. 5.10, National Cush-N-Aire II Seat


5.6

Seat Cushion AdjustmentTo put the seat cushion in the upper position, lift up-ward on the front of the cushion then push rearward.To put the seat cushion in the lower position, pull for-ward and then push downward.

Lumbar SupportRotate the lever on the right side of the back cushionto any of the three positions as desired.

Eldorado Seat (Fig. 5.12)

Back Cushion TiltTo tilt the back cushion through a range of 15 de-grees, turn the knob and lean forward or backward.

IsolatorCalled the Glide-A-Lator™, use the lever to engageor lock out the fore-and-aft isolator.

Fore and Aft Seat AdjustmentUse the lever to move the seat forward or backwardto the desired position.

Height AdjustmentLift up the lever and add or remove body weight toadjust seat height to the desired position, then firmlypush the lever down into locking position.

Air Ride Control AdjustmentDepress the air valve knob until the seat cushion islevel. (Height adjustment should be made prior to airride control adjustment.)

Lumbar Support Adjustment/Front toBackTurn the knob clockwise to increase lumbar support.Turn the knob counterclockwise to decrease lumbarsupport pressure.

Lumbar Support Adjustment/Vertical(Optional)Move the knob up or down to one of five positionsfor desired area of back support.

1

2

5

34

02/09/95 f910003a

1. Back Cushion Tilt Handle2. Height Adjustment Knob3. Isolator Lockout and Fore-Aft Adjustment Lever4. Seat Cushion Adjustment5. Lumbar Support Lever

Fig. 5.11, Dura-Form Fleetcruiser Seat

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3

4

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f910142

1. Lumbar Support Adjustment Knob (vertical)2. Armrest Angle Adjustment3. Back Cushion Tilt Knob4. Height Adjustment Lever5. Isolator Lever6. Fore and Aft Seat Adjustment Lever7. Air Ride Control Adjustment Knob8. Lumbar Support Adjustment Knob (front to back)

Fig. 5.12, Eldorado Seat


5.7

Armrest Angle Adjustment (Optional)Rotate the 9/16-inch bolt head on the back of eacharmrest clockwise to raise the armrest and counter-clockwise to lower the armrest.

Swivel Seat (Fig. 5.13)

A swivel seat option is available for the passenger’sseat only. A lever on the side of the seat base re-leases the swivel mechanism, allowing the seat torotate on the base.

WARNINGDo not rotate the seat while the vehicle is in mo-tion. Doing so could increase the chance of per-sonal injury in the event of a crash.

Seat Belts and Tether BeltsGeneral InformationSeat belt assemblies are designed to secure personsin the vehicle to help lessen the chance of injury orthe amount of injury resulting from accidents or sud-den stops. For this reason, Daimler Trucks North

America LLC urges that the driver and all passen-gers, regardless of age or physical condition, useseat belts when riding in the vehicle.

Seat belt assemblies in the vehicle meet FederalMotor Vehicle Safety Standard 209, "Type 1," and"Type 2" requirements. They are recommended forall persons weighing over 50 pounds (23 kg).

A child restraint system should also be provided foreach child weighing 50 pounds (23 kg) or less. Itshould meet the requirements of Federal Motor Ve-hicle Safety Standard 213, "Child Restraint Systems."When providing such a restraint system, carefullyread and follow all instructions pertaining to installa-tion and usage for the child. Make certain the childremains in the restraint system at all times when thevehicle is in motion.

In addition to seat belt assemblies, tether belts areinstalled on suspension-type seats. Tether belts helpsecure the seat to the floor and are intended to re-strain the seat and seat belt in case of an accident orsudden stop.

IMPORTANT: Seat belts have a finite life whichmay be much shorter than the life of the vehicle.Regular inspections and replacement as neededare the only assurance of adequate seat beltsecurity over the life of the vehicle. See Chap-ter 11 for the inspection procedure.

Tether Belt Adjustment1. Make sure the tether belt is attached to the cab

deck and seat frame. Also, check that the beltwebbing is correctly routed through the buckle,as shown in Fig. 5.14 .

2. To lengthen the tether belt, turn the buckle at aright angle to the webbing, then pull the bottomwebbing strap through the buckle until the de-sired length is reached. See Fig. 5.15 .

3. Adjust the seat to the highest ride position. Withno weight on the seat, tighten each tether belt bypulling the middle webbing strap away from thebuckle to remove all slack. See Fig. 5.16 . Tetherbelts should not be so tight as to restrict move-ment of suspension seats. Be sure the straps arenot twisted.

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1

1. Lever

Fig. 5.13, Swivel Seat


5.8

Seat Belt OperationLap Belt

WARNINGWear lap belts only as described below. In caseof an accident or sudden stop, injuries could re-sult from misuse. Lap belts are designed to beworn by one person at a time.

1. Before driving the vehicle, slowly pull the link endof the lap belt out of the retractor and pull itacross your lap far enough to engage the buckle.If the retractor locks too soon, allow the belt toretract slightly, then slowly pull it out again.

2. Fasten the lap belt by pushing the link into thebuckle until it latches. Give the belt a tug at thebuckle. If the buckle unlatches, repeat this step.If the problem continues, replace the lap belt.

3. To unbuckle the lap belt, push the button on thebuckle to release the seat belt link.

NOTE: Make sure the lap belt is completely re-tracted when it is not in use.

Three-Point Seat Belt With KomfortLatch ™

WARNINGWear three-point seat belts only as describedbelow. In case of an accident or sudden stop, in-juries could result from misuse. Three-point seatbelts are designed to be worn by one person at atime.

1. Before driving the vehicle, slowly pull the link endof the three-point seat belt out of the retractorand pull it across your lap (from outboard to in-board) far enough to engage the buckle. If theretractor locks too soon, allow the belt to retractslightly, then slowly pull it out again.

2. Fasten the three-point seat belt by pushing thelink into the buckle until it latches. See Fig. 5.17 .Give the belt a tug at the buckle. If the buckleunlatches, repeat this step. If the problem contin-ues, replace the three-point seat belt.

01/18/95 f910072a

Fig. 5.14, Tether Belt Routing

05/30/2006

Fig. 5.15, Lengthening the Tether Belt

f91007405/30/2006

Fig. 5.16, Shortening the Tether Belt


5.9

3. Position the shoulder strap diagonally acrossyour chest. If desired, engage the Komfort Latchas follows:

Pull on the shoulder strap to lessen the pressureof the strap on your shoulder and chest. Allow nomore than one inch (2.5 cm) of slack betweenyour chest and the shoulder harness. More slackcan significantly reduce the seat belt’s effective-ness in an accident or a sudden stop. Whileholding the belt slack, press the Komfort Latchlever up, clamping the belt’s webbing. SeeFig. 5.18 and Fig. 5.19 .

4. To unbuckle the three-point seat belt, push thebutton on the buckle as shown in Fig. 5.20 . If theKomfort Latch was used, release it by giving theshoulder belt a quick tug. If you lean forwardagainst the shoulder belt, the Komfort Latch willautomatically release, and will need to be reset.

NOTE: The Komfort Latch does not have to bereleased in an emergency situation. The Kom-fort Latch will release by itself under rough roador other abnormal conditions. Make sure thethree-point seat belt is completely retractedwhen it is not in use.

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Fig. 5.17, Fastening the Three-Point Belt

A

01/06/95 f910048a

A. 1 Inch (2.5 cm) Maximum

Fig. 5.18, Adjusting Shoulder Harness Clearance

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Fig. 5.19, Locking Komfort Latch

01/18/95 f910049a

Fig. 5.20, Releasing the Three-Point Seat Belt


5.10

Sleeper Compartment BunkRestraintsGeneral InformationOn vehicles equipped with a sleeper compartment,bunk restraints should be used whenever the sleepercompartment is occupied and the vehicle is moving.Restraints are designed to lessen the chance of in-jury or the amount of injury resulting from accidentsor sudden stops. For this reason, Daimler TrucksNorth America LLC urges the use of bunk restraintswhen the sleeper compartment is occupied in a mov-ing vehicle.

WARNINGDo not use the sleeper compartment while thevehicle is in motion unless a bunk restraint isinstalled and used. Not using the bunk restraintincreases the chance of injury, or the degree ofinjury, from accidents or sudden stops to all oc-cupants of the vehicle.

Belt Adjustment (See Fig. 5.21)

1. Make sure the belt is attached to the bunk sup-port and sleeper wall.

2. To lengthen the belt, tip the link end downwardand pull the link until it connects with the buckle.

3. After the belt is connected, shorten it by pullingon the loose end until the belt is snug, but com-fortable. Be sure the belts are not twisted.

Bunk Restraint Operation (See Fig. 5.22)

1. Starting at the foot of the bunk, pull up the linkend of the belt far enough to engage the buckle.

2. Fasten the belt by pushing the link end into thebuckle until they latch. Make sure that the belt isnot twisted. Check the engagement by trying topull the link out of the buckle. If they come apart,repeat this step. If the problem continues, re-place the belt. Repeat steps 1 and 2 for theother two belts located in the middle and upperportion of the bunk to lock the restraint in place.

NOTE: On 60-inch raised roof cabs, the upperbunk restraint, if present, pulls up in front of thebunk and fastens at the ceiling.

3. To release the bunk restraint, push the releasebutton on the buckle at the head of the bunk andpull the link from the buckle.

Repeat this step for the other two buckles tocompletely release the bunk restraint.

NOTE: When the sleeper compartment is notoccupied, the bunk restraint can be storedunder the mattress.

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2

3

A

01/06/95 f910068a

A. Pull on the loose end to shorten the belt.1. Buckle2. Belt Release Button

3. Link

Fig. 5.21, Belt Adjustment

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f910069a01/18/95

1. Mattress2. Sleeper Wall3. Buckle

4. Link5. Belt Anchor

Fig. 5.22, Bunk Restraint in 40-Inch Sleeper Shown


5.11

Bunk MattressTo prevent damage to the bunk mattress and to en-sure even wear, it is recommended that the mattressbe turned over on a monthly basis.


5.12

6

Steering and Brake SystemsSteering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1

Steering SystemGeneral InformationWhen there is no load on the vehicle, and the fronttires are pointed straight ahead, the steering wheelspokes should be at the 4 and 8 o’clock positions,±10 degrees. See Fig. 6.1 . See Group 46 of theHeavy-Duty Trucks Service Manual for steering ad-justment procedures.

CAUTIONNever steam clean or high-pressure wash thesteering gear. Internal damage to gear seals, andultimately the steering gear, can result.

Manual Steering Gear LubricationWhen operating in temperatures continuously below30°F (–1°C), using the wrong type of lubricant in thesteering gear could make the steering wheel difficultto turn. To prevent trouble in cold temperatures, besure that the steering gear lubricant complies withthe cold weather recommendations specified inGroup 46 of the Heavy-Duty Trucks MaintenanceManual.

WARNINGFailure to comply with the cold weather recom-mendations could cause inadequate steering

control, which could result in an accident andpossible physical injury.

Power Steering SystemThe power steering system consists of a steeringgear (which includes a manual steering mechanism,a hydraulic control valve, and a hydraulic power cyl-inder), hydraulic hoses, power steering pump, reser-voir, and other components. Some models are alsoequipped with a separate hydraulic power cylinder onthe right side of the front axle. The power steeringpump, driven by the engine, provides the power as-sist for the steering system. If the engine is not run-ning, there is no power assist. If the power-assistfeature does not work due to hydraulic fluid loss,steering pump damage, or some other cause, bringthe vehicle to a safe stop. Do not drive the vehicleuntil the cause of the problem has been corrected.

WARNINGDriving the vehicle without the power-assist fea-ture of the steering system requires much greatereffort, especially in sharp turns or at low speeds,which could result in an accident and possibleinjury.

Drivers should carefully use the power available witha power steering system. If the front tires becomelodged in a deep chuckhole or rut, drive the vehicleout instead of using the steering system to lift thetires from the hole. Also, avoid turning the tires whenthey are against a curb, as this places a heavy loadon steering components and could damage them.

Brake SystemGeneral InformationA dual air brake system uses a single set of brakecontrols to operate two independent air brake sys-tems. Each system has its own reservoirs, plumbing,and brake chambers. The primary system operatesthe service brakes on the rear axle; the secondarysystem operates the service brakes on the front axle.Service brake signals from both systems are sent tothe trailer.

10°10°

f460307a05/24/94

1 2

10°10°

1. 8 o’Clock 2. 4 o’Clock

Fig. 6.1, Power Steering Wheel Position (with tirespointed straight ahead)

Steering and Brake Systems

6.1

WARNINGDo not operate the vehicle with the front brakesbacked off or disconnected. Backing off or dis-connecting the front brakes will not improve ve-hicle handling and may lead to loss of vehiclecontrol resulting in property damage or personalinjury.

The rear service brakes will not work if the primarysystem loses air pressure, but the front brakes andthe trailer brakes will continue to work with second-ary system air pressure. Loss of secondary systemair pressure makes the front axle brakes inoperative,but rear service brakes and trailer brakes will operatethrough the primary system.

Before driving your vehicle, allow time for the aircompressor to build up at least 100 psi (689 kPa)pressure in both the primary and secondary systems.Monitor the air pressure system by observing thedual system air pressure gauge and the low-air-pressure warning light and buzzer. The warning lightand buzzer shut off when air pressure in both sys-tems reaches 64 to 76 psi (441 to 524 kPa).

The warning light and buzzer come on if air pressuredrops below 64 to 76 psi (441 to 524 kPa) in eithersystem. If this happens, check the dual system airpressure gauge to determine which system has lowair pressure. The brake pedal will slow the vehiclebut since one brake system will not be working, stop-ping distance will increase. Bring the vehicle to asafe stop, and have the air system repaired beforecontinuing.

On tractor-trailer vehicles, if both the primary andsecondary systems become inoperative, the trailerservice brakes or spring parking brakes will automati-cally apply when air pressure drops below 35 to 45psi (242 to 310 kPa). The tractor spring parkingbrakes will automatically apply when air pressuredrops below 20 to 30 psi (138 to 207 kPa). Onstraight trucks, spring parking brakes will apply whenair pressure drops below 20 to 30 psi (138 to 207kPa). Do not wait for the brakes to apply automati-cally; when the warning light and buzzer first comeon, immediately bring the vehicle to a safe stop. Be-fore continuing operation of the vehicle, correct thecause of the air loss.

Before the vehicle can be moved, the spring parkingbrakes must be released by applying an external air

source at the gladhands, or by manually caging theparking brake springs.

WARNINGDo not release the spring parking brakes andthen drive the vehicle. There would be no meansof stopping the vehicle, which could result in se-rious personal injury or vehicle damage. Beforereleasing the spring parking brakes, make theconnection to a towing vehicle or chock the tires.

After correcting the brake system problem, uncagethe spring parking brakes before resuming normalvehicle operation.

Brake System OperationBefore driving the vehicle, secure all loose items inthe cab so that they will not fly forward during a fullbrake application. Make sure that all passengers arewearing seat belts.

IMPORTANT: An air brake proportioning systemis used in tractor air brake systems. When oper-ating in bobtail mode, the rear brake chambers(whose axle load has been greatly reduced) re-ceive reduced or proportional air pressure, whilethe front axle brake chambers receive full (nor-mal) air pressure. This results in a differentbrake pedal "feel," as the pedal seems to re-quire more travel and/or effort to slow or stopthe vehicle. However, the air brake proportioningsystem actually improves vehicle control whenthe tractor is in the bobtail mode of operation.When the tractor is towing a trailer, the rearbrake chambers will receive full (normal) appli-cation air pressure.

During normal brake stops, depress the foot brakecontrol pedal until braking action slows down the ve-hicle. Increase or decrease the pressure on thepedal so that the vehicle comes to a smooth, safestop. When the forward speed of the vehicle has de-creased to almost the idling speed of the engine,push the clutch pedal in, and shift the transmissioninto Neutral. Apply the spring parking brakes if thevehicle is to be parked.

IMPORTANT: In the event of a total loss of ser-vice brakes with full system air pressure, usethe parking brake control valve (yellow knob) to


6.2

bring the vehicle to a complete stop in the saf-est location possible.

NOTE: If equipped with main and auxiliarytransmissions, do not shift both transmissionsinto Neutral while the vehicle is rolling. Shiftingboth transmissions back into gear would be diffi-cult while the vehicle is rolling.

The trailer brake hand control valve (Fig. 6.2 ) actu-ates the trailer service brakes independently from thevehicle chassis service brakes. The valve can bepartially or fully applied, but in any partially-on posi-tion it will be overridden by a full application of thefoot brake control pedal. Moving the valve handleclockwise actuates the trailer brakes, while moving itcounterclockwise releases the trailer brakes. Thevalve handle remains in the position selected until itis manually moved.

WARNINGDo not use the trailer service brakes for parking;they are not designed for this purpose. If airbleeds out of the trailer air tank during parking,the vehicle could roll causing serious personalinjury or property damage.

The red octagonal-shaped knob (Fig. 6.3 ) in the con-trol panel actuates the trailer air supply valve. Afterthe vehicle’s air hoses are connected to a trailer, andthe pressure in both air systems is at least 65 psi(448 kPa), the red knob must be pushed in. It shouldstay in, to charge the trailer air supply system and torelease the trailer spring parking brakes; it must bepulled out before disconnecting a trailer. It must also

be pulled out when operating a vehicle without atrailer. If pressure in both air systems drops to 35 to45 psi (242 to 310 kPa), the red knob automaticallypops out, exhausting the trailer air supply, and apply-ing the trailer service or spring parking brakes.

The yellow diamond-shaped knob (Fig. 6.3 ) in thecontrol panel actuates the parking brake valve. Pull-ing out the knob applies both the tractor and thetrailer spring parking brakes and automaticallycauses the trailer air supply valve knob to pop out.

CAUTIONDo not use the spring parking brakes if the ser-vice brakes are hot, such as after descending asteep grade. Also, do not use the spring parkingbrakes during freezing temperatures if the ser-vice brakes are wet. To do so could damage thebrakes if hot, or cause them to freeze during coldweather.

If the brakes are wet, drive the vehicle in lowgear and lightly apply the brakes to heat and drythem. Allow hot brakes to cool before using thespring parking brakes. Always chock the tires.

If the trailer is not equipped with spring parkingbrakes, pulling out the yellow knob applies the tractorspring parking brakes and the trailer service brakes.When the tractor and trailer parking brakes (or trailerservice brakes) are both applied, the trailer brakesare released by pushing in the red knob, leaving thetractor parking brakes applied. Air pressure in theprimary or secondary reservoir must be at least 65psi (447 kPa) before the tractor spring parking

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3

1. Turn Signal Lever2. Trailer Brake Hand Control Valve3. Hazard Warning Light Tab

Fig. 6.2, Steering Column-Mounted Controls

TRACTOR ONLY PARKING BRAKES

PULL PARKING BRAKES CONTROLTHEN PUSH TRAILER AIR CONTROL 24−227−0

1 2

f60050308/27/93

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

Fig. 6.3, Trailer Air Supply/Parking Brake Control Panel


6.3

brakes, or the trailer service or spring parkingbrakes, can be released.

On trailers not equipped with spring parking brakes,chock the trailer tires before disconnecting the truckor tractor when parking just the trailer.

When parking a truck or tractor with a trailer (combi-nation vehicle), and the trailer is not equipped withspring parking brakes, apply the truck or tractorspring parking brakes.

WARNINGIf a trailer is not equipped with spring parkingbrakes, do not park it or a combination vehicleby pulling out only the trailer air supply valveknob. This would apply only the trailer servicebrakes. If air were to bleed from the trailer brakesystem, the trailer brakes would release, possiblycausing an unattended runaway vehicle.

CAUTIONNever apply the service and spring parkingbrakes simultaneously. To do so transmits exces-sive input force to the brake components, whichcould damage or cause eventual failure of brakeactuating components.

Meritor WABCO® Antilock BrakingSystem (ABS)The Meritor WABCO Antilock Braking System (ABS)is an electronic wheel speed monitoring and controlsystem that works with the standard air brake sys-tem. ABS passively monitors vehicle wheel speed atall times, but controls wheel speed during an emer-gency or reduced-traction stop. In normal brakingapplications, the standard air brake system is in ef-fect.

IMPORTANT: For proper ABS system operation,do not change tire sizes. The sizes of the tiresinstalled during production are programmed intothe electronic control unit. Installing differentsized tires could result in a reduced brakingforce, leading to longer stopping distances.

ABS includes signal-generating tone wheels and sen-sors located in the wheel hubs of each sensed axle.The sensors transmit vehicle wheel speed informa-tion to an electronic control unit (ECU) located be-

hind the passenger seat. The ECU interprets thespeed sensor signals and compares wheel speed,wheel braking and vehicle speed. If it senses wheellockup, the ECU signals the appropriate solenoidcontrol valve to reduce braking. During emergencybraking, the solenoid control valve constantly adjustsair pressure supply in the brake chambers to preventwheel lockup.

CAUTIONAn accumulation of road salt, dirt, or debris onthe ABS tone wheels and sensors can cause theABS warning light to come on. If the ABS lightdoes come on, the tone rings and sensorsshould be inspected for corrosion and serviced ifnecessary. The service should include cleaningof the tone rings and sensors. If any tone ring ona vehicle shows severe corrosion, all tone ringson that vehicle should be replaced.

During winter months in areas where corrosivematerials are used on the highways, periodicallyclean the underside of the vehicle, including thetone rings and sensors, to ensure proper ABSfunction and to protect the components from cor-rosion. Clean more frequently when unusuallycorrosive chemicals are being used.

The electronic control unit also has a safety circuitthat constantly monitors the wheel sensors, solenoidcontrol valves, and the electrical circuitry. If only thetractor is equipped with an ABS system, the tractorwarning light (TRAC ABS) comes on after the engineis started. See Fig. 6.4 . If all of the tractor’s ABScomponents are working, the light should go outwhen the vehicle moves faster than about 4 mph (6km/h).

If equipped with the tractor and trailer ABS system,the vehicle also has a trailer warning light labelledTRLR ABS (Fig. 6.4 ).

After the engine is started, the TRLR ABS lightcomes on if the trailer is equipped with a compatibleABS system. Once the vehicle moves faster thanabout 4 mph (6 km/h), the TRLR ABS warning lightgoes out only if all of the trailer’s ABS componentsare working.

For more information on trailer ABS lamp operation,see Trailer ABS Lamp Operation in this chapter.

A wheel spin indicator light (WHL SPIN) comes on ifone of the drive wheels spins during acceleration


6.4

(Fig. 6.4 ). The light goes out when the wheel stopsspinning. When the light comes on, partially releasethe throttle pedal until the light goes out. If slipperyroad conditions continue, engage the axle lock.

CAUTIONDo not engage the axle lock while the WHL SPINlight is on. To do so could damage the rear axle.See Chapter 9 , "Rear Axles," for axle lock in-structions.

If the vehicle is equipped with an electronic engine,an automatic traction control (ATC) system may beinstalled. On these vehicles, the ATC system auto-matically reduces wheel spin during reduced-tractionstarts.

An "ATC Function" switch (if equipped), allows thedriver to select from two levels of drive axle traction-control assistance:

• NORMAL—reduces drive axle wheel spin onicy, wet, or sand covered roads.

• DEEP SNOW/MUD—allows a higher thresholdof drive axle wheel spin to help burn through athin layer of ice, or to help throw off accumu-lated mud or snow.

The DEEP SNOW/MUD mode is indicated by aflashing WHL SPIN light. To engage this mode, the

ATC function switch must be in the NORMAL positionwhen the vehicle is initially powered up. Once thevehicle is started, the ATC function switch can be setto the DEEP SNOW/MUD position. The ECU indi-cates this change by a constant flashing of the WHLSPIN lamp (or by illumination of the DEEP SNOW/MUD light (Fig. 6.4 ) on vehicles built before July,1994).

If the ATC function switch is in the DEEP SNOW/MUD position when the vehicle is powered up, theECU will not accept this function change and will re-main in the NORMAL mode. Indication of this condi-tion will be the absence of the flashing WHL SPINlight (on vehicles built before July, 1994, the absenceof an illuminated DEEP SNOW/MUD light). To en-gage the DEEP SNOW/MUD mode in this situation,change the position of the ATC function switch to theNORMAL mode. After 2 seconds, move the switch tothe DEEP SNOW/MUD position. When this occurs,the indicator light will activate as previously de-scribed.

IMPORTANT: ABS and ATC blink code diagnos-tics should only be performed when the vehicleis stopped. If the vehicle is equipped with ATC,turning "On" the ABS CHK switch will reduceengine speed to idle for 3 seconds and affectATC function performance. If the vehicle isdriven with the ABS CHK switch "On" (in the"Up" position), the WHL SPIN light will illuminatecontinuously. Under this condition, turning theABS CHK switch "Off" (in the "Down" position),while the vehicle is still in motion, will only turnoff the WHL SPIN light, but will not restore ATCfunction performance. To fully restore engineand ATC function capability, the vehicle must bebrought to a complete stop. Then, move theABS CHK switch to "Off" (in the "Down" posi-tion).

The Meritor WABCO ABS system combines onefront-axle control channel with either one rear axle(the 4-channel system), or two rear axles (the6-channel system) to form one control circuit. Forexample, the sensor and solenoid control valve atthe left-front axle form a control circuit with the sen-sor(s) and solenoid control valve(s) on the right rearaxle(s). If, during vehicle operation, the safety circuitsenses a failure in any part of the ABS system (asensor, solenoid control valve, wiring connection,short circuit, etc.), the tractor warning light (TRAC

1

2

3

4

05/31/95 f600771a

1. Parking Brake Indicator Light2. Tractor ABS Warning Light3. Wheel Spin Indicator Light4. Trailer ABS Warning Light

Fig. 6.4, Warning and Indicator Lights


6.5

ABS) comes on and the control circuit where the fail-ure occurred is switched to normal braking action.The remaining control circuit will retain the ABS ef-fect. Even if the ABS system is partially or completelyinoperative, normal braking ability is maintained. Thevehicle is not disabled.

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

During emergency or reduced-traction stops, fullydepress the brake pedal until the vehicle comes to asafe stop; do not pumpthe brake pedal. With thebrake pedal fully depressed, the ABS system willcontrol all wheels to provide steering control and areduced braking distance.

Although the ABS system improves vehicle controlduring emergency braking situations, the driver stillhas the responsibility to drive appropriately for exist-ing traffic and road conditions. For example, the ABSsystem cannot prevent an accident if the driver isspeeding or following too closely on slippery roadsurfaces.

Trailer ABS Lamp OperationAntilock braking systems on tractors are designed tocommunicate with trailer ABS systems, if they arecompatible. Compatibility will result in the illuminationof the trailer ABS lamp during vehicle start-up andfault detection.

The dash-mounted lamp will operate as follows whena compatible trailer is properly connected to a tractor:

• When the ignition key is turned to the ON posi-tion, the trailer ABS lamp will illuminate mo-mentarily, then turn off.

• If the lamp comes on momentarily during ve-hicle operation, then shuts off, a fault was de-tected and corrected.

• If the lamp comes on and stays on during ve-hicle operation, there is a fault with the trailerABS. Repair the trailer ABS system immedi-ately to ensure full antilock braking capability.

The Trailer ABS lamp will not illuminate unless acompatible trailer is connected to the tractor.

IMPORTANT: If a compatible trailer is connectedand the lamp is not illuminating momentarily

when the ignition key is turned to the ON posi-tion, it is possible that the lamp is burned out.

Automatic Slack AdjustersAutomatic slack adjusters are required on all vehiclesequipped with air brakes manufactured after October20, 1994. Automatic slack adjusters should never bemanually adjusted except during routine maintenanceof the foundation brakes (e.g., replacing shoes), dur-ing slack adjuster installation or in an emergencysituation.

When the brake pushrod stroke exceeds the legalbrake adjustment limit on a vehicle, there is likely amechanical problem with the foundation brake com-ponents or the adjuster is improperly installed.

Visit a repair facility as soon as possible whenbrakes equipped with automatic slack adjusters aredetermined to be out of adjustment.

WARNINGManually adjusting an automatic slack adjuster tobring the pushrod stroke within legal limits islikely masking a mechanical problem. Adjustmentis not repairing. In fact, continual adjustment ofautomatic slack adjusters may result in prema-ture wear of the adjuster itself. Further, the im-proper adjustment of some automatic slack ad-justers may cause internal damage to theadjuster, thereby preventing it from properlyfunctioning.


6.6

7

Engines and ClutchesEPA07 Aftertreatment System (ATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2Ether Start System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5Cold-Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5Engine Break-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18High-Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19Bendix Cruise Control System, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20Engine Braking System, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.21Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.22

EPA07 Aftertreatment System(ATS)All on-road diesel engines built after December 31,2006 (EPA07 engines) must meet strict new guide-lines for reduced emissions of particulate matter andnitrogen oxides (NOx) from the exhaust. NOx is lim-ited to just over 1 gram per brake horsepower hour(g/bhp-hr) and particulate matter cannot exceed 0.01g/bhp-hr.

EPA07-compliant engines require ultralow-sulfur die-sel (ULSD) fuel, and they should never be run onfuel with sulfur content higher than 15 ppm. In addi-tion, they require low-ash engine oil. The followingguidelines must be followed or the warranty may becompromised.

• Use ultralow-sulfur diesel (ULSD) with 15 ppmsulfur content or less, based on ASTM D2622test procedure.

• Do not use fuel blended with used engine lubeoil or kerosene.

• Engine lube oil must have a sulfated ash levelless than 1.0 wt %; currently referred to asCJ-4 oil.

The "exhaust system" in EPA07-compliant vehicles iscalled the aftertreatment system (ATS). The ATS var-ies according to engine manufacturer and vehicleconfiguration, but instead of a muffler, an aftertreat-ment system has a device that outwardly resemblesa muffler, called the aftertreatment device (ATD).

IMPORTANT: See your engine operation manualfor complete details and operation of the after-treatment system.

Inside the ATD on Mercedes-Benz, Detroit Diesel,and Cummins engines, the exhaust first passes overthe diesel oxidation catalyst (DOC), then it passesthrough the diesel particulate filter (DPF), which trapssoot particles. If exhaust temperature is high enough,the trapped soot is reduced to ash, in a processcalled passive regeneration (regen). Passive regen-eration occurs as the vehicle is driven normallyunder load; the driver is not even aware that it ishappening. The harder an EPA07 engine works, thebetter it disposes of soot, as the exhaust heat aloneis enough to burn the soot to ash. Over the course ofa workday, however, passive regeneration cannotalways keep the ATD filter clean, so the filter mustundergo active regeneration . In active regeneration,

extra fuel is injected into the exhaust stream to su-perheat the soot trapped in the DPF and turn it toash. Active regeneration happens only when the ve-hicle is moving above a certain speed, determined bythe engine manufacturer. Consult manufacturers’documentation for details.

Both active and passive regeneration happen auto-matically, without driver input.

NOTE: Caterpillar engines do not use a DOC;Cat engines burn diesel fuel at the regenerationhead to superheat the exhaust and burn thetrapped soot to ash. Engine software monitorsand controls this process.

If conditions do not provide for at-speed active re-generation, the vehicle will need a driver-activatedparked regeneration . The vehicle must be standingstill, and the driver must initiate parked regen. Com-pleting a parked regen takes 20 minutes to an hour,depending on ambient conditions.

DANGERDuring parked regeneration, exhaust tempera-tures are very high, and could cause a fire, heatdamage to objects or materials, or personal in-jury to persons near the exhaust outlet.

Before initiating a parked regeneration, make cer-tain the exhaust outlets are directed away fromstructures, trees, vegetation, flammable materi-als, and anything else that may be damaged orinjured by prolonged exposure to high heat.

There are three warning lamps in the driver messagecenter that alert the driver of the need to perform aparked regen, clean the filter, or of an engine faultthat affects the emissions.

A slow (10-second) flash of the high exhaust systemtemperature (HEST) lamp, indicates a regeneration isin progress, and the driver is not controlling the en-gine idle speed.

A solid illuminated high exhaust system temperature(HEST) lamp, alerts the operator of high exhausttemperature during the regeneration process, whenthe speed is below 5 mph (8 km/h). The HEST lampdoes not signify the need for any kind of vehicle orengine service; it only alerts the vehicle operator ofhigh exhaust temperatures. Make sure the engineexhaust pipe outlet is not directed at any person, or

Engines and Clutches

7.1

at any surface or material that will melt, burn, or ex-plode. See Fig. 7.1 .

WARNINGActive regeneration can occur automatically anytime the vehicle is moving. The exhaust gas tem-perature could reach 1500°F (800°C), which is hotenough to ignite or melt common materials, andto burn people. The exhaust can remain hot afterthe vehicle has stopped moving.

A solid yellow diesel particulate filter (DPF) lamp indi-cates that a parked regen is required soon, andshould be scheduled for the earliest convenient time.See Fig. 7.2 . A blinking yellow DPF lamp indicatesthat a parked regen is required immediately, or anengine derate may occur.

A solid yellow malfunction indicator lamp (MIL) indi-cates an engine fault that affects the emissions. SeeFig. 7.3 .

Diesel particulate filter servicing must be performedby an authorized technician, and a record must bemaintained for warranty purposes. The record mustinclude:

• date of cleaning or replacement;

• vehicle mileage;

• particulate filter part number and serial number.

The request/inhibit regen switch (Fig. 7.4 ), locatedon the dash, may have three selectable positions:

• request regeneration;

• default (can include appropriate normal statecondition—either in an automatic regenerationor inhibit state);

• inhibit regeneration.

NOTE: The regen switch can start an activeregen only when at least one of two conditionsexists: either the DPF light is lit, or the enginesoftware calls for it. If neither of those conditionsexist, the regen switch cannot cause a regen-eration to happen.

The function of the switch will vary by the enginemake and model in the vehicle. See the engine op-eration manual for switch operation details.

Engine StartingFor cold-weather starting, refer to "Ether Start Sys-tem" in this chapter.

09/25/2006 f610816a

Fig. 7.1, High Exhaust System Temperature (HEST)Lamp

09/25/2006 f610815a

Fig. 7.2, Diesel Particulate Filter (DPF) Status Lamp

09/25/2006 f610814a

Fig. 7.3, Malfunction Indicator Lamp (MIL)


7.2

CAUTIONWhen starting a vehicle equipped with a manualtransmission and clutch lockout switch, theclutch pedal must be fully depressed during theentire start sequence. Failure to do so can causethe pinion to release and re-engage, which couldcause ring gear and starter pinion damage.

If a vehicle does not start on the first attempt,make sure that the engine has completelystopped rotating before reapplying the starterswitch. Failure to do so can cause the pinion torelease and re-engage, which could cause ringgear and starter pinion damage.

Moving a vehicle with the starter and/or using thestarter to bump the engine for maintenance pro-cedures is strictly prohibited. Use of these meth-ods to bump the engine over or move the vehiclecan cause the pinion to release and re-engage,which could cause ring gear and starter piniondamage.

IMPORTANT: Ring gear and starter pinion dam-age caused by improper starting procedures isnot warrantable.

CaterpillarNOTE: Before starting the engine, read Chap-ter 2 in this manual for detailed information onhow to read the instruments and operate thecontrols.

The information below contains guidelines for cold-weather starting. For additional information, refer to"Ether Start System."

WARNINGDo not use any starting aid, such as ether, in en-gines with an intake air preheater. This couldcause an explosion, resulting in serious personalinjury or death.

1. Before engine start-up, perform the engine pre-trip inspection and daily maintenance checks inChapter 11 .

2. Set the spring parking brakes.

3. Turn the ignition switch to the on position. All theelectronic gauges on the ICU (instrumentationcontrol unit) complete a full sweep of their dials,the warning and indicator lights light up, and thebuzzer sounds for three seconds.

NOTE: The engine electronics supply the cor-rect amount of fuel for starting the engine. Pedalpressure is unnecessary.

4. Turn the ignition switch to the start position. Donot press down on the throttle pedal. Releasethe switch the moment the engine starts. If theengine does not start after 30 seconds of crank-ing, turn the ignition switch off.

NOTE: Some starters are equipped with op-tional overcrank protection. If overcranking oc-curs, a thermostat breaks the electrical circuit tothe starter motor until the motor has cooled. Forair start systems, check the air supply beforestarting the engine. There must be 100 psi (689kPa) of air pressure available.

5. Wait two minutes to allow the starter motor tocool. Turn the ignition switch back to the on posi-tion and try to start the engine again.

CAUTIONIf the oil pressure is less than 5 psi (35 kPa), shutdown the engine immediately to prevent seriousdamage. If the vehicle is equipped with an auto-matic shutdown system, the engine will shutdown after 30 seconds.

09/21/2006 f610844

Fig. 7.4, Request/Inhibit Regen Switch


7.3

6. C-10, C-12, and C-15 engines may be operatedat low load and speed once the engine oil pres-sure has reached 10 to 20 psi (69 to 138 kPa).When the engine has reached the normal operat-ing temperature of 189°F (87°C), the engine maybe operated at full load

Cummins and Detroit DieselNOTE: Before starting the engine, read Chap-ter 2 in this manual for detailed information onhow to read the instruments and operate thecontrols. On vehicles equipped with a neutralstart switch, the transmission must be in neutralbefore the engine can be started.

1. Before engine start-up, perform the engine pre-trip inspection and daily maintenance checks inChapter 11 of this manual.

2. Set the spring parking brakes.

CAUTIONProtect the turbocharger during the start-up bynot opening the throttle or accelerating the en-gine above 1000 rpm until normal engine idle oilpressure registers on the gauge.

3. Set the throttle idle (hold down the clutch pedal).

4. Make sure the transmission is in neutral.

CAUTIONDo not crank the engine for more than 30 sec-onds at a time. Wait two minutes after each try toallow the starter to cool. Failure to do so couldcause starter damage.

5. Turn on the ignition switch.

NOTE: A manual override knob, provided on theforward end of the electric shutdown valve, al-lows the valve to be opened in case of electricpower failure. To use the override, open it byturning the knob fully clockwise. Return it to therun position after repair.

IMPORTANT: For Detroit Diesel engines, pump-ing the accelerator before or during cranking willnot aid in starting. If the engine won’t start,check the main engine power fuses; they mayhave blown. The fuses are located along the

main engine electrical harness on the left framerail, near the batteries. If needed, replace thefuses. Be sure to find the cause of the blownfuses as soon as possible.

NOTE: Some starters are equipped with an op-tional thermostat. If overcranking occurs, thethermostat breaks the electrical current to thestarter motor until the motor has cooled.

6. Press the start button. Release the button themoment the engine starts.

If the vehicle is equipped with an automatic en-gine shutdown system with a manual overridepush button, press the override button whilepressing the engine start button. Once the en-gine has started, release the engine start button,but continue to press the override push buttonuntil the warning bell stops.

If the vehicle is equipped with a battery isolatorsystem, and the gel cell battery is completelydischarged, press and hold the battery boostpush button while pressing the starter push but-ton. This will temporarily disconnect the isolatedbattery while connecting the engine-starting bat-teries to the ignition switch for engine starting.

7. When the engine is started, it takes a while toget the lubricating oil film reestablished betweenthe shafts and bearings, and between the pistonsand liners. Bring the engine up to operatingspeed gradually as it warms up and developsstable oil pressure.

The oil pressure gauge indicates any drop in lu-bricating oil pressure or mechanical malfunctionin the lubricating oil system. The operator shouldnote the loss of oil pressure and shut down theengine before damage can occur.

8. During the warm-up period, apply the load gradu-ally until the oil temperature reaches 140°F(60°C). For an engine starting a loaded vehicle,the coolant temperature must be approximately120°F (49°C).

Starting After Extended Shutdown or OilChangeDo the following steps after an oil change or after theengine has been shut down for more than threedays:


7.4

1. Disconnect the wire from the fuel pump solenoidvalve.

2. Crank the engine until oil pressure shows on thegauge.

3. Connect the wire to the fuel pump solenoidvalve.

4. Start the engine. Refer to "Engine Starting"above.

Ether Start SystemEther allows combustion with lower cylinder tempera-tures. A pressurized spray-can or a rag dampenedwith fluid will usually provide quick starting to as lowas –10°F (–23°C). Below this temperature, somemeans of injecting a carbureted vapor directly intothe intake manifold is necessary.

Caterpillar truck engines with direct injection are de-signed to start at temperatures above 10°F (–12°C)without using start systems. If the temperature isbelow 10°F (–12°C), a start system may be neces-sary and/or crankcase oil may need to be heated.Jacket water heaters are often used to assist startingin cold temperatures.

The cold start system, approved for use on Cumminsengines, has been based upon starting aid capabili-ties to –25°F (–32°C).

WARNINGIf using a cold-weather-start system, be sure tofollow the manufacturer’s instructions regardingits use, handling, and storage. Many starting flu-ids are in capsules or pressure cans, and im-proper usage can be dangerous.

Do not attempt to use any type of vapor-compound start system near heat or open flame.Engine damage due to an explosion or fire in theintake manifold could result.

Do not breathe the ether fumes; doing so couldresult in personal injury.

Cold-Weather OperationIMPORTANT: If a winterfront is used on a ve-hicle with an electronic engine equipped with acharge air cooler, make sure that there are slitopenings distributed across the face of the win-

terfront to allow airflow through the entirecharge-air-cooler core. Do not use a winterfrontwith closed areas that block uniform air flowacross any sections of the charge-air-coolercrossflow tubes. This will adversely affect theoperation and durability of the charge air cooler.

CaterpillarIf the engine is in good mechanical condition and theprecautions necessary for cold-weather operation aretaken, ordinary cold weather will not cause difficultyin starting, or loss of efficiency.

If the engine does not start, prime the fuel system.

When the use of unblended No. 2 diesel fuel in win-ter cannot be avoided, install a thermostatically con-trolled fuel heater. Fuel heaters can prevent waxfrom clogging the fuel filters and formation of icecrystals from water in the fuel.

IMPORTANT: If a fuel heater is used, make sureit has thermostatic controls to prevent excessiveheating of the fuel in warm weather. Excessiveheating of fuel can cause a loss of enginepower.

For cold-weather operation, use the following guide-lines:

1. When starting the engine in temperatures below32°F (0°C), use engine lubricants of lower vis-cosity. See your engine operation and mainte-nance manual for specifications.

2. When the temperature is below freezing, use suf-ficient antifreeze solution in the cooling system toprevent freezing. Refer to Group 20 of theHeavy-Duty Trucks Maintenance Manual forspecifications.

3. During cold weather, give more attention to thecondition of the batteries. Test them frequently toensure sufficient power for starting. Inspect allswitches and connections in the electrical systemand keep them in good condition to preventlosses through poor contacts. See Group 15 ofthe Heavy-Duty Trucks Service Manual for de-tailed information.

WARNINGDo not use any starting aid, such as ether, in en-gines with an intake air preheater. This could


7.5

cause an explosion, resulting in serious personalinjury or death.

4. If so equipped, turn off the battery disconnectswitch after the engine is stopped to prevent bat-tery discharge while the starter motor is cooling.

For starting below 0°F (–18°C), an optional cold-weather starting assist is recommended. Fortemperatures below –10°F (–23°C), consult yourCaterpillar dealer for recommendations.

5. When the customer parameters include coldmode operation and the coolant temperature isbelow 64°F (18°C), the system puts the engine incold mode, limiting engine power, advancing tim-ing, and adjusting the low idle to 600 rpm (forC-15 engines) or 800 rpm (for C-10 and C-12engines) to improve warm-up time. The systemwill keep the engine in cold mode until the cool-ant temperature rises above 82°F (28°C). Afterthe cold mode has been completed, operate thevehicle at low load and low rpm until the enginecoolant reaches the normal operating tempera-ture of 189°F (87°C).

6. Fuel cloud point is the temperature at which waxcrystals become visible, which is generally abovethe pour point of the fuel. To keep the fuel filterelements from plugging with wax crystals, thecloud point should be no higher than the lowestambient temperature at which the engine muststart.

CumminsSatisfactory performance of a diesel engine operatingin low ambient temperatures requires modification ofthe engine, surrounding equipment, operating prac-tices, and maintenance procedures. The colder thetemperatures, the greater the amount of modificationrequired, and yet with the modifications applied theengines must still be capable of operation in warmerclimates without extensive changes.

The following information is provided to engine own-ers, operators, and maintenance personnel on howthe modifications can be applied to get satisfactoryperformance from their diesel engines.

There are three basic objectives:

• Reasonable starting characteristics followed bypractical and dependable warm-up of the en-gine and equipment.

• A unit or installation which is as independentas possible from external influences.

• Modifications which maintain satisfactory oper-ating temperatures with a minimum increase inmaintenance of the equipment and accesso-ries.

If satisfactory engine temperature is not maintained,higher maintenance cost will result due to increasedengine wear. Special provisions to overcome lowtemperatures are definitely necessary, whereas achange to a warmer climate normally requires only aminimum of revision. Most of the accessories shouldbe designed in such a way that they can be discon-nected so there is little effect on the engine whenthey are not in use.

The two most commonly used terms associated withpreparation of equipment for low-temperature opera-tion are "winterization" and "arctic specifications."

Winterization of the engine and/or components sothat starting and operating are possible in the lowesttemperature to be encountered, requires:

A. Proper lubrication with low-temperature lubricat-ing oils.

B. Protection from the low-temperature air. Themetal temperature does not change, but the rateof heat dissipation is affected.

C. Fuel of the proper grade for the lowest tempera-ture.

D. Heat to raise the engine block and componenttemperatures to at least –25°F (–32°C) for start-ing in lower temperatures.

E. Electrical equipment capable of operating in thelowest expected temperature. All switches, con-nections, and batteries in the electrical systemshould be inspected and kept in good conditionto prevent losses through poor contacts.

Arctic specifications refer to the design of materialand specifications of components necessary for sat-isfactory engine operation in extremely low tempera-tures to –65°F (–54°C). Contact the nearest Freight-liner dealer or Cummins engine dealer, to obtain thespecial items required.


7.6

CAUTION"Antileak" antifreezes are not recommended foruse in Cummins engines. Although these anti-freezes are chemically compatible with DCAwater treatment, the "antileak" agents may clogthe coolant filters.

IMPORTANT: Fuel heaters used on vehicleswith Cummins PACE or CELECT engine sys-tems could cause high fuel temperatures thataffect engine performance and operation of theelectronic engine controls. If a fuel heater isused, make sure it has thermostatic controls. Ifthe fuel heater has a timer, set the timer to acti-vate only for a limited period of time before theengine starts. Make sure the fuel heater is usedonly for starting the engine.

Detroit DieselPreparations made in advance of winter and mainte-nance performed during the cold months will help toensure efficient engine starting and operation.

1. Engine oil thickens as it gets colder, slowingcranking speed. When cold, multigrade oil offersless resistance to the cranking effort of the en-gine and permits sufficient rpm to be developedto start the engine. Refer to "Lubricating Oil Rec-ommendations" in the Detroit Diesel Owner’s andOperator’s Guide for specific recommendations.

2. When an engine equipped with a DDEC systemis started at temperatures below 25°F (–4°C), theidle speed automatically increases to 900 rpm.The injection timing is also advanced to de-crease white smoke. As the engine oil warms up,the idle speed gradually decreases. When the oiltemperature reaches 122°F (50°C), both the idlespeed and the injection timing return to normal.

3. During cold weather, the batteries should betested more frequently to ensure ample powerfor starting. All electrical connections should betight and in good condition to prevent lossesthrough loose or corroded connections.

4. The ether start system should be properlycharged and in good working order.

5. Ethylene-glycol-base antifreeze is recommended.An inhibitor system is included in this type of an-tifreeze and the corrosion protection is sufficient

as long as the recommended concentrationrange of 30 to 67 percent (antifreeze to water byvolume) is employed. See Group 20 of theHeavy-Duty Trucks Maintenance Manual for cool-ing system capacity and quantity of antifreezerequired for the lowest anticipated temperature.

6. If the engine is to be operated in arctic tempera-tures, consult the nearest Freightliner dealer oran authorized Detroit Diesel engine dealer forinformation regarding availability of special coldweather equipment.

Engine Break-InEvery engine is tested on a dynamometer beforeshipment, eliminating the need for a break-in period.Before running the engine for the first time, follow theinstructions in the Engine Operator’s Manual.

Engine Operation

DANGERDo not operate the engine in an area where flam-mable vapors such as gasoline or diesel fumesare present. Shut down the engine when in anarea where flammable liquids or gases are beinghandled. Failure to observe these precautionscould result in serious injury or death.

All diesel engines have been built to comply with therequirements of the Federal (U.S.) Clean Air Act.Once an engine is placed in service, the responsibil-ity for meeting both state and local regulations is withthe owner/operator. Good operating practices, regularmaintenance, and correct adjustments are factorsthat will help to stay within the regulations. Propermaintenance of the engine, which is the responsibilityof the owner/operator, is essential to keep the emis-sion levels low.

Engine ProtectionOn electronic engines, an engine-protection systemmonitors all engine sensors and electronic compo-nents, and recognizes system malfunctions. If a criti-cal fault is detected, an amber check-engine warninglamp and a red stop-engine lamp illuminate.

The standard parameters that are monitored for en-gine protection are: low coolant level, high coolant


7.7

temperature, low oil pressure, high soot level (DPF),and uncontrolled DPF regeneration.

Amber Check-Engine Warning LampWhen the amber check-engine warning lamp comeson for any reason, the vehicle can still be operated,and the driver can proceed to the required destina-tion. This condition should be reported to an autho-rized service center as soon as possible.

Red Stop-Engine Lamp

WARNINGWhen the red stop-engine light illuminates, mostengines are programmed to shut down automati-cally within 30 seconds. The driver must immedi-ately move the vehicle to a safe location at theside of the road to prevent causing a hazardoussituation that could cause bodily injury, propertydamage, or severe damage to the engine.

The red stop-engine lamp illuminates to indicate thatthe engine-protection system has been activated.The conditions that will cause the red stop-enginelamp to come on are:

• high coolant temperature

• loss of coolant

• low oil pressure

• high soot level (DPF)

• uncontrolled DPF regeneration

On some engines, the engine ECU will derate theengine, allowing it to run at low rpm and slow vehiclespeed, until the vehicle can be driven to a safe loca-tion or to a service facility. On other engines, the en-gine ECU will first derate the engine, then if the con-dition does not improve, shut it down completely 30seconds after the light comes on. The driver mustsafely bring the vehicle to a stop on the side of theroad before the engine shuts down.

To restart the engine (override the shutdown com-mand) turn the ignition switch to OFF, leave it there afew seconds, and turn the switch to START. The en-gine will run for a short period and shut down again ifthe condition does not improve.

IMPORTANT: Do not attempt to restart the en-gine while the vehicle is moving. Bring the ve-

hicle to a safe stop and restart the engine withthe vehicle stopped.

Stop-Engine Override SwitchIf the vehicle is equipped with a stop-engine override(SEO) switch, it can be used to override the shut-down sequence. This override resets the shutdowntimer, restoring power to the previous level before thered stop-engine lamp was illuminated. The switchmust be recycled after five seconds to obtain a sub-sequent override.

CAUTIONUsing the override button so the engine operatesfor an extended period may result in engine dam-age. The operator has the responsibility to takeaction to avoid engine damage.

Caterpillar Engine OperationProper operation and maintenance are key factors inobtaining the maximum life and economy of a vehicleengine. Follow the directions in the Caterpillar Opera-tion and Maintenance Management Manual and thismanual for trouble-free, economical engine operation.

1. Operate the engine at low load. After normal oilpressure is reached and the temperature gaugebegins to move, the engine may be operated atfull load.

Caterpillar electronic engines automatically idleat 900 to 1000 rpm for the correct warm up timeafter a cold engine start (less than 40°F [5°C]).These electronic engine systems will reduce theidle speed to 600 rpm when the engine is warmenough to drive the vehicle.

IMPORTANT: Fuel heaters used on vehicleswith Caterpillar electronic engines could causeexcessive fuel temperatures that affect engineperformance and operation of the electronic en-gine controls. If a fuel heater is used, make sureit has thermostatic controls. If the fuel heaterhas a timer, set the timer to activate only for alimited period of time before the engine starts.Make sure the fuel heater is used only for start-ing the engine.

2. Keep the engine speed to a minimum. An ac-ceptable range is 1200 to 1600 rpm.


7.8

3. Select a gear that allows a smooth, easy startwithout increasing engine speed above low idleor slipping the clutch. Engage the clutchsmoothly. Jerky starts waste fuel and put stresson the drivetrain.

It is not necessary to accelerate Caterpillar elec-tronic engines to governed speed in the lowergears to get the vehicle moving, except in a highpower demand situation such as starting on agrade.

4. Continue to upshift until cruising speed isreached. Use only the rpm needed to make anupshift into the next gear. The engine speedneeded to make an upshift increases as the ve-hicle speed increases or if upshifts are made onuphill grades. If the vehicle can be operated in ahigher gear after reaching the desired speed,select the highest gear available that will pull theload. Experience with your vehicle will show youwhat rpm is needed to make upshifts under vari-ous conditions. This progressive shifting tech-nique will lower fuel costs because the enginewill be operating at the lowest rpm needed to pullthe load.

Caterpillar electronic engines can be pro-grammed to limit engine rpm while the vehicle isoperated in the lower and higher gears. This fea-ture assists the driver in following progressiveshifting techniques.

5. On uphill grades, begin downshifting when theengine rpm falls to 1200 rpm. Fuel economy willbe best if you let the engine lug back to aroundthis speed before you downshift. Downshift untila gear is reached in which the engine will pullthe load. Let the engine lug down if you canmake it to the top of a hill without downshifting.

IMPORTANT: Don’t let the engine exceed 2300rpm (2100 rpm if equipped with an exhaustbrake).

6. On a downhill grade, do not coast or put thetransmission in neutral. Select the correct gearthat does not allow the engine to exceed itsmaximum speed. Use the brakes to limit the ve-hicle speed.

A simple rule to follow is to select the same gear(or one gear lower) that would be needed to goup the grade.

7. As with any engine, prolonged idling of Caterpil-lar engines is not recommended. An idling en-gine wastes fuel and if left unattended, is alsounsafe.

Caterpillar engines can be programmed to shutoff automatically after a specified idling time. Thevehicle transmission must be in neutral and theparking brake must be set for the automatic shut-off option to work.

Cruise ControlThe cruise control is activated by the "On/Off" and"Set/Resume" switches on the dash (Fig. 7.5 ) or byoptional "Pause," "Resume," and "Set" buttons onthe transmission shift knob (Fig. 7.6 ). The minimumspeed at which cruise control can be used on Cater-pillar electronic engines is 30 mph (48 km/h). Theminimum and maximum speed cruise control set lim-its can be programmed, by authorized personnel, intothe ECM personality module.

WARNINGDo not use the cruise control system when driv-ing conditions do not permit maintaining a con-stant speed, such as in heavy traffic or on roadsthat are winding, icy, snow covered, slippery, orroads with a loose driving surface. Failure to fol-low this precaution could cause a collision or

03/30/94 f600705

A

A. If equipped with Jacobs engine brake controls, thecruise switches may be installed here. The locationmay vary depending on other vehicle options.

Fig. 7.5, Cruise Control Switches, Standard Location


7.9

loss of vehicle control, possibly resulting in per-sonal injury or property damage.

CAUTIONDo not attempt to shift gears without using theclutch pedal when the cruise control is engaged.Failure to follow this precaution will result in atemporarily uncontrolled increase in enginespeed; transmission damage and gear strippingcould result.

1. To cruise at a particular speed:

1.1 Flip the ON/OFF switch on the instrumentcontrol panel to ON.

1.2 Hold the throttle pedal until the speedom-eter indicates the desired speed.

1.3 Momentarily move the SET/RESUMEswitch on the instrument control panel toSET or push the SET button on the trans-mission shift knob.

2. To disengage the cruise control:

2.1 Depress the brake pedal, or clutch pedal,or

2.2 Flip the ON/OFF switch on the instrumentcontrol panel to OFF or push the PAUSEbutton on the transmission shift knob.

3. To resume a preselected cruise speed:

3.1 If the ON/OFF switch on the instrumentcontrol panel is in the OFF position, flip itto ON.

3.2 Momentarily move the SET/RESUMEswitch on the instrument control panel toRESUME, or push the RESUME button onthe transmission shift knob. Cruise willreturn to the last speed selected.

To adjust cruise speed up or down, holdthe SET/RESUME switch on the instru-ment control panel at SET to accelerate orat RESUME to decelerate until the desiredspeed is reached, or press the SET buttonon the transmission shift knob to acceler-ate or the RESUME button to decelerateuntil the desired speed is reached.

NOTE: The resume-vehicle-speed memory isnot maintained if the ignition is shut off.

BrakeSaver, OptionalThe BrakeSaver (optional on C-15 engines) permitsthe operator to control the speed reduction of thevehicle on grades, curves, or anytime speed reduc-tion is necessary but long applications of the servicebrakes are not desired.

During downhill operation, the crankshaft is turned bythe rear wheels (through the drivetrain). To reducethe speed of the vehicle, an application of brakingforce can be made to the crankshaft. The Brake-Saver does this by converting rotation energy intoheat which is removed by the engine cooling system.The BrakeSaver is controlled by the driver, as neces-sary, by operating a lever on the instrument panel.Brake pressure increases as the lever is moved to-ward the ON position. An air pressure gauge pro-vides a relative indication of the braking force. An oiltemperature gauge indicates the heat in the Brake-Saver during its operation. If the temperature gaugeindicates HOT, the BrakeSaver control lever must bemoved to the OFF position. The oil temperature willdecrease rapidly with the BrakeSaver off. When thetemperature reaches normal, the BrakeSaver can beused.

CAUTIONDo not engage the BrakeSaver and control thewheel speed with the accelerator. The design of

05/23/95 f260316

Fig. 7.6, Transmission Shift Knob Buttons


7.10

the cooling system is for the control of the tem-perature of the oil at full engine power or fullBrakeSaver capacity, but not both at the sametime.

Power Takeoff (PTO) GovernorCaterpillar electronic engines may be equipped witha PTO governor. This mode is used only when thevehicle is parked. The PTO mode is activated by theON/OFF and SET/RESUME switches on the dash(Fig. 7.5 ) or by optional PAUSE, RESUME, and SETbuttons on the transmission shift knob (Fig. 7.6 ).

1. To engage the PTO:


1.2 Hold the throttle pedal until the tachometerindicates the desired speed.

1.3 Momentarily move the SET/RESUMEswitch on the instrument control panel toSET, or push the SET button on the trans-mission shift knob.

2. To disengage the PTO:


2.2 Flip the ON/OFF switch on the instrumentcontrol panel to OFF or press the PAUSEbutton on the shift knob.

3. To resume a previously selected engine speed:


3.2 Momentarily move the SET/RESUMEswitch on the instrument control panel toRESUME, or press the RESUME buttonon the transmission shift knob.

To adjust engine speed up or down, holdthe SET/RESUME switch on the instru-ment control panel at SET to accelerate orat RESUME to decelerate until the desiredspeed is reached, or press the SET buttonon the transmission shift knob to acceler-ate or the RESUME button to decelerateuntil the desired speed is reached.

NOTE: The resume-engine-speed memory isnot maintained if the ignition is shut off.

Cummins Engine OperationCummins diesel engines have been built by Cum-mins to comply with the requirements of the Federal(U.S.) Clean Air Act. Once the engine is placed inservice, the responsibility for meeting both state andlocal regulations is with the owner/operator. Goodoperating practices, regular maintenance, and properadjustments are factors which will help to stay withinthe regulations.

Proper maintenance of the engine, which is the re-sponsibility of the owner/operator, is essential tokeep the emission levels low.

Follow the directions in the Cummins Operation andMaintenance Manual and this manual for trouble-free, economical vehicle engine operation.

1. Cummins diesel engines produce high horse-power and peak torque characteristics at lowerrpm. Because of this, it is not necessary to keepthe engine "wound up" to deliver the requiredhorsepower at the wheels. These characteristicsmay also result in less shifting, and make shiftingat lower rpm (to peak torque) more practical.

2. Depending on the vehicle gearing, the postedspeed limit can sometimes allow operation in ei-ther of the top two gears; however, for improvedoperating efficiency (fuel economy and enginelife), operate in the top gear at reduced rpm,rather than in the next lower gear at the maxi-mum rpm.

3. Cruise at partial throttle whenever road condi-tions and speed requirements permit. This driv-ing technique permits operating within the mosteconomical power range of the engine.

4. When approaching a hill, open the throttlesmoothly to start the upgrade at full power, thenshift down as desired to maintain the maximumvehicle speed. The higher torque of Cumminsengines may permit topping some grades withoutshifting.

5. Cummins engines are designed to operate overa wide speed range. More frequent shifting thannecessary does not allow proper utilization of thisflexibility. The driver who stays in top gear anduses the wider speed range will achieve the bestfuel economy.

6. The Cummins diesel engine is effective as abrake on downhill grades, but care must be used


7.11

not to overspeed the engine going downhill. Thegovernor has no control over engine speed whenit is being pushed by the loaded vehicle.

Never turn off the ignition switch while goingdownhill. With the engine still in gear, fuel pres-sure will build up against the shutdown valve andmay prevent it from opening when the ignitionkey is turned on.

CAUTIONEngine overspeed (engine speed exceeds highidle, no-load rpm) can damage the engine.

7. Use a combination of brakes and gears to keepthe vehicle under control at all times and to keepthe engine speed below the rated governed rpm.

Cruise ControlThe cruise control is activated by the ON/OFF andSET/RESUME switches on the dash (Fig. 7.5 ) or byoptional PAUSE, RESUME, and SET buttons on thetransmission shift knob (Fig. 7.6 ). The minimumspeed at which cruise control can be used on Cum-mins PACE and CELECT engines is 30 mph(48 km/h).

WARNINGDo not use the cruise control system when driv-ing conditions do not permit maintaining a con-stant speed, such as in heavy traffic or on roadsthat are winding, icy, snow covered, slippery, orroads with a loose driving surface. Failure to fol-low this precaution could cause a collision orloss of vehicle control, possibly resulting in per-sonal injury or property damage.













NOTE: The resume-vehicle-speed memory isnot maintained if the ignition is shut off.

Power Takeoff (PTO) GovernorCummins electronic engines may be equipped with aPTO governor. This mode is used only when the ve-hicle is parked. The PTO mode is activated by theON/OFF and SET/RESUME switches on the dash(Fig. 7.5 ) or by optional PAUSE, RESUME, and SETbuttons on the transmission shift knob (Fig. 7.6 ).

1. To engage the PTO:




7.12

1.3 Momentarily move the SET/RESUMEswitch on the instrument control panel toSET, or push the SET button on the trans-mission shift knob.

IMPORTANT: Two PTO engine speeds canbe preset on PACE and CELECT engines.With the ON/OFF switch on, move the SET/RESUME switch to SET to reach the firstpreset value or, move the switch to RE-SUME for the second preset value. After onepreset value has been selected, you mustturn the ON/OFF switch off, then turn it backon before using the second preset value.

2. To disengage the PTO:

2.1 Depress the brake pedal, clutch pedal, orthrottle pedal (CELECT engines only), or

2.2 Flip the ON/OFF switch on the instrumentcontrol panel to OFF or press the PAUSEbutton on the shift knob.



3.2 Momentarily move the SET/RESUMEswitch on the instrument control panel toRESUME, or press the RESUME buttonon the transmission shift knob.

3.3 To adjust engine speed up or down, holdthe SET/RESUME switch on the instru-ment control panel at SET to accelerate orat RESUME to decelerate until the desiredspeed is reached, or press the SET buttonon the transmission shift knob to acceler-ate or the RESUME button to decelerateuntil the desired speed is reached.

NOTE: The resume-engine-speed memory isnot maintained if the cruise control ON/OFFswitch is turned OFF or if the ignition is shut off.

Detroit Diesel Engine OperationIndividual driving habits can make a difference in theperformance and economy of any engine. The rec-ommendations below call attention to the techniquesthat can be employed to save fuel and extend theoperating efficiency and life of a new Detroit Dieselengine for the longest possible time.

All engines have an operating range in which the en-gine performs most efficiently. The operating rangeextends from maximum torque rpm at the low end toengine rated speed at the high end. Detroit Dieselengines deliver best fuel economy when operated inthe low- and mid-speed segments of the efficiencyrange and produce maximum horsepower at ratedspeed, which is also the recommended maximumspeed of the engine.

IMPORTANT: If a winterfront is used on a ve-hicle with an electronic engine equipped with acharge air cooler, make sure that there are slitopenings distributed across the face of the win-terfront to allow airflow through the entirecharge-air-cooler core. Do not use a winterfrontwith closed areas that block uniform air flowacross any sections of the charge-air-coolercrossflow tubes. This will adversely affect theoperation and durability of the charge air cooler.

1. It is seldom necessary to accelerate the engineto governed speed in the lower gears to get thevehicle moving, except in a high power demandsituation such as starting on a grade.

To conserve fuel, start off in low gear and de-velop only the engine speed needed to get roll-ing. Then, increase engine speed gradually asupward gear shifting progresses.

As described by Detroit Diesel, this "progressiveshifting" technique will get the vehicle up to thedesired cruising speed while minimizing noiseemission and maximizing fuel economy. A pro-gressive shift pattern is illustrated in Fig. 7.7 .

0 10(16)

20(32)

30(48)

40(64)

50(80)

60(97)

f25031911/02/95

1

2

3

4

1. Governed RPM2. Engine RPM3. Idle RPM4. Miles (Kilometers) Per Hour

Fig. 7.7, Progressive Shift Pattern


7.13

NOTE: A momentary hesitation in throttle re-sponse will occur when a vehicle with a turbo-charged engine is started on a grade. Do notdisengage the clutch. The rpm will recover, andthe vehicle will accelerate up the grade.

2. For city driving, run in the highest gear possibleand reduce engine speed. This enables you tooperate at a safe speed for traffic conditionswhile using less fuel and reducing noise. Also,when slowing down for reduced speed zones,remain in your running gear and reduce enginerpm to stay within the speed limit. Avoid down-shifting until you are ready to return to highwaycruising speed.

3. For highway cruising and for best fuel economy,run the engine at 80 to 90 percent of rated rpmto maintain highway speed. Engines with 1800rpm ratings are exceptions and will provide fueleconomy when run at their rated speed. Propergear selection should permit cruising in theeconomy range with no appreciable sacrifice indesired highway speed.

It is okay to operate below rated rpm at fullthrottle if you are satisfied with the way the ve-hicle performs. However, there are times whenhilly terrain, high winds, or other conditions makeit impractical to operate without reserve power.Such conditions are better met if the vehicle isoperated in a lower gear with reserve poweravailable for changes in terrain, wind, etc.

4. The proper use of gears will shorten time on hillsand minimize the amount of shifting. When start-ing up a hill, gradually depress the acceleratorpedal all the way down and keep it there as thevehicle moves up the grade. If the engine contin-ues to maintain a satisfactory road speed, re-main in that gear for the entire grade.

If the hill causes a steady decline in engine rpm,downshift as required until the engine can main-tain a stable uphill speed. Make full use of eachgear before going to a lower gear. By remainingin a gear until arriving at the speed of the nextlower gear, the vehicle will top the grade in thebest possible time on less fuel and fewer shifts.

5. Because of their constant horsepower over awide speed range, Detroit Diesel engines can beoperated at full throttle at lower rpm than otherengines. This offers benefits in fuel economy and

engine life. And more than likely, it will be pos-sible to top most grades without downshifting.

When the vehicle starts into a grade, allow theengine to lug down to maximum torque rpm be-fore downshifting. Downshift, if required, at maxi-mum torque rpm also or at the predeterminedroad speed for the next lower gear.

Do not be afraid to lug the engine down. It hasmore than enough torque at low rpm to keep aloaded vehicle moving against a grade and itwon’t harm the engine.

6. The driver who is not familiar with the vehicle’sshift points can greatly improve driving skill bylearning them for all gears. By knowing ratherthan guessing where the shift points are, it ispossible to avoid overspeeding the engine bydownshifting too soon or missing the full use of agear by downshifting too late. The shift points ofany vehicle can be determined by a simple road-test method. Run the vehicle and determine themaximum road speed possible in every gear atthe engine governed full-load speed setting.

The top road speed possible in a gear would bethe shift point for that gear. The results should berecorded in the proper order of shifting and dis-played inside the cab.

CAUTIONDo not allow the engine to exceed its governedspeed, or serious engine damage could result.

7. To slow the vehicle on downgrades and curves(using the engine), shift to a lower gear andallow the vehicle to decelerate in that gear. Theengine provides maximum braking effect whenrunning at the top end of the operating range,but it must not be allowed to exceed its full-loadrated rpm. Continue to downshift as further re-duction in vehicle speed is required. If the ve-hicle is above the allowable maximum speed of alower gear, use the service brakes to slow thevehicle to an acceptable speed where the trans-mission may be downshifted safely. Again, theimportance of knowing the shift points is demon-strated.

IMPORTANT: The engine governor has no con-trol over engine rpm when the engine is beingpushed by a loaded vehicle down a grade. Useservice brakes and gears in combination on


7.14

long grades to keep the vehicle speed undercontrol and the engine rpm below full-load ratedgoverned speed.

8. Essential information regarding the operation andcare of Allison automatic transmissions is con-tained in the Allison Driver’s Handbook. Applyingthe knowledge presented will not only make driv-ing easier, but will give the maximum benefitsfrom an Allison-equipped vehicle.

Maintenance literature is also available for driv-ers of Allison-equipped vehicles who desiretrouble-free performance and maximum life fromtheir equipment. These maintenance books areavailable from any authorized Detroit Diesel en-gine distributor.

9. As with all engines, prolonged idling of DetroitDiesel engines is not recommended. An idlingengine wastes fuel and left unattended, is alsounsafe.

A Detroit Diesel Electronic Control (DDEC) en-gine can be equipped to shut off automaticallyafter 5 minutes of idling. The vehicle transmis-sion must be in neutral and the parking brakemust be set for the automatic shutoff option towork. To start the engine, follow the normalstart-up procedure.

Engines equipped with DDEC will idle fast whencold. As the engine warms up to operating tem-perature, the idle speed will decrease. Warm theengine until idle speed is normal before operat-ing the vehicle.

Cruise ControlA DDEC engine may have cruise control. The mini-mum speed at which cruise control can be used is35 mph (56 km/h).

The cruise control is activated by the ON/OFF andSET/RESUME switches on the dash (Fig. 7.5 ) or byoptional PAUSE, RESUME, and SET buttons on thetransmission shift knob (Fig. 7.6 ).

WARNINGDo not use the cruise control system when driv-ing conditions do not permit maintaining a con-stant speed, such as in heavy traffic or on roadsthat are winding, icy, snow covered, slippery, orroads with a loose driving surface. Failure to fol-

low this precaution could cause a collision orloss of vehicle control, possibly resulting in per-sonal injury or property damage.






2. To deactivate the cruise control:








7.15

NOTE: The resume vehicle speed memoryis not maintained if the ignition is shut off orif the ON/OFF switch is off for more than 10seconds.

Power Takeoff (PTO)A power takeoff option is available for vehiclesequipped with a DDEC system. The PTO operatesonly when the vehicle is at a standstill.

Some vehicles have separate controls for the PTO.In the case of a preset nonadjustable PTO enginespeed, there is only an on/off switch labeled FASTIDLE. If the vehicle is equipped with a variable PTOengine speed, there are two controls: an on/offswitch, and a potentiometer knob. Both of these arelabeled GOVERNOR.

On other vehicles, the PTO mode is activated by theON/OFF and SET/RESUME cruise control switcheslocated on the instrument control panel on the dash(Fig. 7.5 ), or by optional PAUSE, RESUME or SETbuttons on the transmission shift knob (Fig. 7.6 ).

1. Operating the PTO With Separate PTO Controls:

1.1 Set the parking brake.

1.2 Turn on the switch labeled GOVERNOR(or FAST IDLE for vehicles with a presetPTO system).

1.3 For vehicles with a variable PTO, use thepotentiometer knob to adjust the enginerpm.

2. Operating the PTO Using Cruise ControlSwitches:

2.1 To engage the PTO, flip the ON/OFFswitch on the instrument control panel toON.



2.4 To disengage the PTO, depress the brakepedal, or clutch pedal, or flip the ON/OFFswitch on the instrument control panel toOFF or press the PAUSE button on theshift knob.



3.2 Momentarily move the SET/RESUMEswitch on the instrument control panel toRESUME or press the RESUME button onthe transmission shift knob.

To adjust engine speed up or down, holdthe SET/RESUME switch on the instru-ment control panel at SET to accelerate orat RESUME to decelerate until the desiredspeed is reached, or press the SET buttonon the transmission shift knob to acceler-ate or the RESUME button to decelerateuntil the desired speed is reached.

Optimized Idle ®

The Optimized Idle option on DDEC III-equipped ve-hicles is a system that automatically stops and re-starts the engine to accomplish the following:

• Keep the engine oil temperature between 60 to104°F (16 to 40°C)

• Keep the battery charged

• Keep the cab or sleeper at a constant, desiredtemperature (if equipped with a thermostat)

The benefits of the system include reduced engineidle time, fuel savings, reduction of exhaust emis-sions and noise, increased starter and engine life,and less chance of dead batteries due to electricalloads.

Optimized Idle operates in two modes. They are theengine mode or the thermostat mode. The enginemode keeps the battery charged and the engine oiltemperature within factory set limits. The thermostatmode is the same as the engine mode, but alsokeeps the cab and sleeper at a constant preset tem-perature.

The engine mode is always activated when the sys-tem is operated. The thermostat mode is activatedwhen the thermostat is turned on.

The thermostat mode controls the set point, which isthe desired temperature of the cab and sleeper, andthe comfort zone, which is the number of degreesfrom the set point before the engine needs to heat or


7.16

cool the cab. There are three comfort zones: 4°F(2°C), 7°F (4°C), or 10°F (6°C).

Vehicles equipped with Optimized Idle have a labeland light on the dashboard. The dash light is the bot-tom one on the vertical array of lights in the centerdash panel, and the label is located on the "B" dashpanel. See Fig. 7.8 for the label appearance. Ifequipped with the thermostat mode, a thermostat islocated in the sleeper, above the bunk. See Fig. 7.9 .

The thermostat consists of an LCD readout and fourbuttons.

The display normally shows the temperature of thesleeper, but changes accordingly as the buttons arepressed.

The button functions are as follows:

• Up Button: increases the set point and comfortzone.

• Down Button: decreases the set point andcomfort zone.

• Cool/Heat Button: detects either cooling orheating operation.

• Mode Button: scrolls through the various func-tions. It can also be used to set desired tem-perature values.

1. Activate Optimized Idle (engine mode) as fol-lows:

1.1 Set the parking brake.

1.2 If it is tilted, close and secure the hood.

1.3 Start the engine and let it idle.

1.4 Put the transmission in neutral and in thehigh range, if so equipped.

1.5 Turn on the cruise control.

IMPORTANT: The cruise control must beturned on after the engine is idling. If it waspreviously turned on, turn off the cruise con-trol, then turn it on again.

1.6 The dash light will begin blinking, indicat-ing that Optimized Idle is active. The sys-tem is now in the engine mode, and afteran initial phase in which the idle speedsup to 1000 or 1500 rpm (depending on theoutside temperature), the engine will stopand start automatically to keep the batterycharged and the engine oil warm. Thedash light stays on and shines steadily atthis point.

2. Activate the thermostat mode (if so equipped) asfollows:

NOTE: When the system is in the thermostatmode, it is also in the engine mode. It willcontinue to operate in the engine mode evenif the thermostat mode is turned off.

11/13/96 f080062

TO AVOIDUNINTENTIONAL

VEHICLE MOVEMENT,DO NOT MOVE SHIFT

LEVER OR RANGESELECTOR WHEN

OPTIMIZED IDLE IS ON

OPTIMIZED IDLETM

TO USE:− IDLE ENGINE− CLOSE HOOD− ENGAGE PARKING BRAKES− PUT TRANSMISSION IN

NEUTRAL ANDHI RANGE (IF EQUIPPED)

− THEN, MOVE CRUISE SWITCHFROM OFF TO ON

− IF DESIRED, TURN CABTHERMOSTAT ON (IF EQUIPPED)

Fig. 7.8, Optimized Idle Dash Label

MODE

°F

°C

11/08/96

1

2

3 4 5

6

7

8

910 f601250

1. Down Button2. Up Button3. Upper/Lower Temperature Icon4. Temperature Display5. Degrees Fahrenheit Indicator6. Mode Button7. Cooling Icon8. Cool/Heat Selection Button9. Heating Icon10. Degrees Celsius Indicator

Fig. 7.9, Optimized Idle Thermostat


7.17

2.1 With the system in the engine mode, setthe cab and sleeper heater or air condi-tioner controls to the highest setting.

2.2 Turn on the thermostat by touching any ofthe four buttons. See Fig. 7.9 .

The display will flash the current sleepertemperature and the previous mode (cool-ing or heating) selected. If the cab needsto be cooled or heated, the cool/heat iconwill flash.

2.3 Choose either cool or heat by pressing theCool/Heat button. Make sure the selectionmatches that of the cab controls.

IMPORTANT: If the heat or cool selection ofthe thermostat does not match that of thecab, the system will idle and cycle exces-sively.

2.4 Select Fahrenheit or Celsius by pressingand holding the Mode button until eitherthe "F" or "C" is displayed.

2.5 Select the temperature set point by press-ing either the Up button or the Down but-ton, as applicable. Holding the button willcause the display to count up or downrapidly. When the desired set point is dis-played, release the button. The set pointis stored in memory.

2.6 Select the temperature comfort zone bypressing the Mode button until the upperand lower temperature limit icon is dis-played. Then use the Up or Down buttonto select one of the three comfort zones of4°F (2°C), 7°F (4°C), or 10°F (6°C).

3. To change the display to either Fahrenheit orCelsius, press the Modebutton until only the F°or C° icon is flashing. Press the Up or Down but-ton to change to the desired value. The maindisplay will appear five seconds after the buttonis released.

4. To deactivate the thermostat mode and return tojust the engine mode, press the Mode button andhold it for three seconds.

5. To shut down Optimized Idle completely, eitherturn off the ignition or use the drive away feature.

The drive away feature allows the use of all theDDEC features. Use the drive away feature asfollows:

5.1 If the engine is running: Release the park-ing brakes or put the transmission in gear.

If the engine is not running: Start the en-gine. Release the parking brakes or putthe transmission into gear.

5.2 Let the engine return to base idle. Theactive light will turn off. Optimized Idle isnow disabled and all the DDEC featuresare available.

Engine ShutdownCaterpillar

CAUTIONStopping the engine immediately after it has beenworking under load can result in overheating andaccelerated wear of the engine components. Ex-cessive temperatures in the turbocharger center-housing will cause oil coking problems. Followthe procedure, outlined below, to allow the en-gine to cool.

1. With the vehicle stopped, apply the parkingbrakes. Reduce the engine speed to low idle.

2. Place the transmission shift lever in neutral.

3. If the engine has been operating at low loads,run it at low idle for 30 seconds before stopping.If the engine has been operating at highwayspeed or at high loads, run it at low idle for threeminutes to reduce and stabilize internal enginetemperatures before stopping.

4. Turn off the ignition key to shut down the engine.

5. If equipped with an idle shutdown timer, it can beset to shut the engine down after a presetamount of time. Ninety seconds before the pre-set shutdown time, the CHECK ENGINE light willbegin to flash at a rapid rate. If the clutch pedalor service brake indicates position change duringthis final ninety seconds, diagnostic lamp flash-ing, the idle shutdown timer will be disabled untilreset.

6. After stopping the engine, fill the fuel tank.


7.18

7. Check the crankcase oil level while the engine isstopped. Maintain the oil level between the ADDand FULL marks on the dipstick.

8. If freezing temperatures are expected, allow theengine jacket water expansion tank to cool, thencheck the coolant for proper antifreeze protec-tion. The cooling system must be protectedagainst freezing to the lowest expected outsidetemperature. Add permanent-type antifreeze, ifrequired. For additional information, see Group20 of the Heavy-Duty Trucks MaintenanceManual.

9. Repair any leaks, perform minor adjustments,tighten loose bolts, etc. Observe the vehicle mile-age or the service meter reading, if so equipped.Perform periodic maintenance as instructed inthe Lubrication and Maintenance Chart in theCaterpillar Operation and Maintenance Manage-ment Manual.

Cummins1. With the vehicle stopped, apply the parking

brakes and place the transmission in neutral.

2. It is important to idle an engine three to five min-utes before shutting it down. This allows the lu-bricating oil and the water to carry heat awayfrom the combustion chamber, bearings, shafts,etc. This is especially important with turbo-charged engines.

Bearings and seals in the turbocharger are sub-jected to the high heat of combustion exhaustgases. While the engine is running, this heat iscarried away by oil circulation, but if the engineis stopped suddenly, the turbocharger tempera-ture may rise as much as 100°F (56°C). The ex-treme heat may cause bearings to seize or oilseals to leak.

3. Do not idle the engine for excessively long peri-ods. Long periods of idling are not good for anengine because the combustion chamber tem-peratures drop so low the fuel may not burncompletely. This will cause carbon to clog theinjector spray holes and piston rings, and mayresult in stuck valves.

If the engine coolant temperature becomes toolow, raw fuel will wash the lubricating oil off thecylinder walls and dilute the crankcase oil; there-

fore, all moving parts of the engine will sufferfrom poor lubrication.

4. If the engine is not being used, shut it down byturning the ignition key off.

CAUTIONStop the engine at the first sign of malfunction.Almost all malfunctions give some warning to theoperator before significant damage occurs. Manyengines are saved because alert operators heedthe warning signs (sudden drop in oil pressure,unusual noises, etc.) and immediately shut downthe engine.

Detroit Diesel1. With the vehicle stopped, apply the parking

brakes, and place the transmission in neutral.

2. Allow the engine to run at half speed or slower,with no load, for four to five minutes to cool theengine gradually and uniformly.

3. Shut down the engine by turning the ignition keyoff.

High-Altitude OperationCumminsEngines lose horsepower when operated at high alti-tude because the air is too thin to burn as much fuelas at sea level. This loss is about three percent foreach 1000 feet (300 m) altitude above sea level for anaturally aspirated engine. Most turbocharged en-gines are rated for higher altitudes than naturally as-pirated engines. An engine will have smoky exhaustat high altitudes unless a lower gear is used. Theengine will not demand full fuel from the fuel systemunless the engine is altitude-compensated by the useof a turbocharger. Shift gears as needed to avoidexcessive exhaust smoke.


7.19

Bendix Cruise Control System,OptionalGeneral InformationThe Bendix cruise control system has two modes ofoperation: cruise control and stationary throttle con-trol. The cruise control mode maintains a driver-selected speed above 20 mph (32 km/h). The sta-tionary throttle control mode provides operatorcontrol of the engine throttle position when the ve-hicle is parked.

Cruise Control OperationThe cruise control is activated by the ON/OFF andSET/RESUME switches. See Fig. 7.5 . A light in thewarning and indicator light module is on when thecruise control is engaged.

WARNINGDo not use the cruise control system when driv-ing conditions do not permit maintaining a con-stant speed, such as in heavy traffic or on roadsthat are winding, icy, snow covered, slippery, orroads with a loose driving surface. Failure to fol-low this precaution could cause a collision orloss of vehicle control, possibly resulting in per-sonal injury or property damage.

CAUTIONDo not attempt to shift gears without using theclutch when the cruise control is engaged. Fail-ure to follow this precaution will result in a tem-porarily uncontrolled increase in engine speed;transmission damage and gear stripping couldresult.


1.1 Flip the ON/OFF switch to ON.

1.2 Accelerate to the desired speed.

1.3 Push the SET/RESUME switch to SET.

NOTE: The cruise control will not workbelow 20 mph (32 km/h).


2.1 Flip the ON/OFF switch to OFF, or

2.2 Depress the brake pedal, or

2.3 Allow vehicle speed to drop below 20 mph(32 km/h).

To resume the preselected cruise speed,briefly push the SET/RESUME switch toRESUME. Cruise will return to the lastspeed selected.

NOTE: The resume vehicle speed memory isnot maintained if the ignition is shut off or if theON/OFF switch is flipped to OFF.

Cruise speed can be adjusted up or down by push-ing the RESUME (accelerate) or SET (decelerate)switch until the desired speed is reached.

The vehicle can be accelerated normally with thecruise control engaged. Depress the throttle pedal asneeded. When the throttle pedal is released, the ve-hicle will return to the set cruise speed.

Shifting can be done normally with the cruise controlengaged. When the clutch pedal is depressed, thecruise control disengages, allowing the shift to becompleted. When the clutch pedal is released, thecruise control reengages, and adjusts engine rpm toreturn to the selected speed.

Stationary Throttle Control OperationThis mode is used when the vehicle is parked, and isengaged by operating the ON/OFF and the SET/RESUME switches (Fig. 7.5 ) as follows:

1. With the engine idling, flip the ON/OFF switch toON. A light in the warning and indicator lightmodule will come on.

2. Depress and release the RESUME switch untilthe desired rpm is reached.

NOTE: It may be necessary to depress and re-lease the switch several times before enginespeed increases.

3. To reduce engine rpm, depress and release theSET switch until the desired rpm is reached.

4. To disengage the stationary throttle control:

4.1 Flip the ON/OFF switch to OFF, or

4.2 Depress the clutch pedal.

IMPORTANT: In the throttle control mode,engine speed is controlled by positioning the


7.20

engine throttle linkage. Engine governorcharacteristics and engine temperature maycause engine speed to vary. Don’t leave thevehicle unattended for long periods of timewhile the stationary throttle control feature isbeing used.

Engine Braking System,OptionalJacobs Engine BrakeA Jacobs engine brake is a hydraulic-electric engineattachment that converts a diesel engine into an aircompressor. This is done by changing engine ex-haust valve operation; it engages or disengages inless than one-fourth of a second. An engine brake isnot a substitute for a service braking system, exceptin emergencies.

The controls consist of:

• dual dash switches (Fig. 7.10 ), which are on/off toggle switches;

• a clutch switch, which is a transmission-mounted microswitch that actuates when thedriver removes his foot from the clutch pedal;

• a throttle switch, which is an engine-mountedmicroswitch that actuates when the driver re-moves his foot from the throttle pedal.

Jacobs Engine Brake Operation

WARNINGDo not use the engine brake if road surfaces areslippery. Using the engine brake on wet, icy, orsnow-covered roads could result in loss of ve-hicle control, possibly causing personal injuryand property damage.

To engage the engine brake, one or both of the dashswitches must be on (up), and both the clutch andthrottle pedals must be fully released. To disengagethe engine brake, depress the throttle or clutchpedal, or turn both dash switches off (down). De-pending on the engine type, dual dash switches en-able the driver to operate the engine brake at one-third, two-thirds, and full capacity or at half and fullcapacity.

WARNINGDo not use the engine brake to shift gears. Usingthe engine brake to shift gears could result inloss of vehicle control, possibly causing personalinjury and property damage.

Since the engine brake is most effective at rated en-gine speed, gear selection is very important. Gearingdown the vehicle within the limits of the rated enginespeed makes the engine brake more effective. Maxi-mum braking occurs with the use of the lowest gearthat does not exceed the rated engine speed. A ruleof thumb for gear choice is to select the gear thatnormally would be used to climb an approachingdownhill grade. Generally, this same gear can beused with the engine brake for a controlled descentof the hill.

"Control speed" is the speed at which the enginebrake performs 100 percent of the required downhillbraking, resulting in a constant speed of descent.The control speed varies, depending on vehicleweight and the downhill grade.

For faster descent, select a higher gear than thatused for control speed. Service brakes must then beused intermittently to prevent engine overspeed andto maintain desired vehicle speed.

IMPORTANT: When descending a grade, re-member that frequent use of service brakescauses them to become hot, which results in areduction of their stopping ability. Grade descentspeed should be such that the service brakesare used infrequently and that they remain cool,thus retaining their effectiveness.

A driver may descend slower than control speed byselecting a lower gear, one that will not overspeedthe engine. The engine brake retarding force willthen be sufficient to cause vehicle deceleration. Oc-casional deactivation of the engine brake may be

f60008708/20/93

Fig. 7.10, Engine Brake Switches


7.21

necessary to maintain the designated road speedunder these conditions.

The engine brake can be used to stop a vehicle ifthe service brakes quit working. By energizing theengine brake as soon as a service brake problem isapparent, a retarding effect is applied to the vehicle.As grade conditions permit, the driver can progres-sively downshift, using the engine brake in eachgear. Eventually the engine brake will stop the ve-hicle.

WARNINGUsing the engine brake as a primary braking sys-tem when the service brakes are operable is dan-gerous. This can cause long, unpredictable stop-ping distances, possibly resulting in personalinjury or property damage.

Whenever vehicle braking is required, the enginebrake may be used with the service brakes. There isno time limit for operation of the engine brake.

1. After the engine is warmed up and the vehicle isin motion, turn on the dash toggle switches (upposition).

On vehicles equipped with a Cummins NTC en-gine, select either the left-side switch (one-thirdengine brake retarding capacity), the right-sideswitch (two-thirds engine brake retarding capac-ity), or both switches (full engine brake retardingcapacity).

On vehicles equipped with a Cummins L10 orCaterpillar engine, select either the left-sideswitch or right-side switch (for one-half enginebrake retarding capacity), or both switches (forfull engine brake retarding capacity).

2. The engine brake activates when the driver’s feetare removed from both the clutch and throttlepedals. If it fails to activate, stop the vehicle in asafe spot and check the adjustment of thethrottle and clutch switches. If no cause can bedetected in the electrical system, check the en-gine brake system. See Group 01 of the Heavy-Duty Trucks Service Manual for instructions.

3. To obtain maximum retarding, maintain the topgoverned speed of the engine through appropri-ate selection of gears when the engine brake isin use.

4. When either the clutch or throttle pedal is de-pressed, the engine brake is deactivated.

CAUTIONIf the engine brake fails to shut off when eitherthe throttle or clutch pedal is depressed, placethe dash switch in the OFF position and do notuse the engine brake until the throttle or clutchswitch system is repaired. If the engine brakefails to shut off when the dash switch is turnedoff, the engine should be shut down and the en-gine brake repaired before continuing operation.Failure to do so could result in damage to theengine.

ClutchesGeneral InformationThe major reason why clutches wear out too soon isexcessive heat. Clutches are designed to absorb anddissipate more heat than encountered in typical op-eration. The temperatures developed in typical op-eration will not break down the clutch friction sur-faces. However, if a clutch is slipped excessively orasked to do the job of a fluid coupling, high tempera-tures develop quickly and destroy the clutch. Tem-peratures generated between the flywheel, drivendiscs, and pressure plates can be high enough tocause the metal to flow and the friction facing mate-rial to char and burn.

Heat and wear are practically nonexistent when aclutch is fully engaged. But during the moment ofengagement, when the clutch is picking up the load,it generates considerable heat. An improperly ad-justed or slipping clutch will rapidly generate suffi-cient heat to destroy itself.

The most important items that a driver should beaware of to ensure long service life of the clutch in-clude: starting in the right gear, clutch malfunctions,and when to adjust a clutch.

Clutch OperationEaton Valeo Clutch Break-InWith a newly installed Eaton Valeo clutch, the clutchmay slip for a short time while the friction surfacesbreak-in. However, allowing the clutch to slip formore than two seconds can severely damage theclutch disc, pressure plate, and the flywheel.


7.22

During initial operation of a new vehicle or a vehiclewith a new clutch, check for clutch slippage duringacceleration. If the clutch slips, decelerate until theclutch does not slip. Allow the clutch to cool 15 to 30seconds and then gradually accelerate again. If theclutch continues to slip, repeat the procedure. If nec-essary, repeat the procedure up to five times. If theclutch slips after five attempts, stop the vehicle. Allowthe clutch to cool for at least one hour. Notify yourFreightliner dealer of the problem.

CAUTIONDo not allow sustained slippage of the clutch;this could severely damage the clutch disc, pres-sure plate, or flywheel. Damage caused by clutchslippage due to improper break-in is not warrant-able.

Starting the Vehicle in the Proper GearAn empty truck can be started in a higher transmis-sion gear ratio than when partially or fully loaded. Agood rule of thumb for the driver to follow is: selectthe gear combination that allows you to start movingwith an idling engine, or, if necessary, just enoughthrottle to prevent stalling the engine. After the clutchis fully engaged, the engine should be accelerated tothe correct rpm for the upshift into the next highergear.

Gear Shifting TechniquesMany drivers upshift into the next gear, or even skip-shift into a higher gear, before the vehicle hasreached the proper speed. This type of shifting isalmost as bad as starting off in a gear that is toohigh since the engine rpm and vehicle speeds aretoo far apart, requiring the clutch to absorb the speeddifference as heat. For transmission operating in-structions, see Chapter 8 in this manual.

The clutch brake is applied by fully depressing theclutch pedal. Its purpose is to stop the transmissiongears from rotating in order to engage the transmis-sion gears quickly in making an initial start.

CAUTIONNever apply the clutch brake when making down-shifts or upshifts. The clutch pedal should neverbe fully depressed before the transmission is putin neutral. If the clutch brake is applied with the

transmission still in gear, a reverse load will beput on the gear. At the same time, it will have theeffect of trying to stop or decelerate the vehiclewith the clutch brake. Rapid wear of the frictiondiscs will take place necessitating frequent re-placement. Considerable heat will be generated,which will be detrimental to the release bearingsand transmission front bearings.

Excessive Vehicle Overload, orOverloading the ClutchClutches are designed for specific vehicle applica-tions and loads. These limitations should not be ex-ceeded.

CAUTIONOverloading will not only result in damage to theclutch, but also to the entire powertrain.

Riding the Clutch PedalRiding the clutch pedal is very destructive to theclutch since partial clutch engagement permits slip-page, generating excessive heat. Riding the clutchpedal will also put a constant thrust load on the re-lease bearing, which can thin out the lubricant. Re-lease bearing failures can be attributed to this type ofmisuse.

Holding the Vehicle on an Incline With aSlipping ClutchA slipping clutch accumulates heat faster than it canbe dissipated, resulting in early clutch failures. Neveruse the clutch as a hill holder.

Coasting With the Clutch Released(Pedal Depressed) and the Transmissionin GearCoasting with the clutch released and the transmis-sion in gear can cause high driven disc rpm throughmultiplication of ratios from the final drive and trans-mission.

WARNINGDo not coast with the clutch released (pedal de-pressed) and the transmission in gear. Highdriven-disc rpm could cause the clutch facing to


7.23

be thrown off the disc. Flying debris could causeinjury to persons in the cab.

Engaging the Clutch While CoastingEngaging the clutch while coasting can result in tre-mendous shock loads and possible damage to theclutch, as well as to the entire drivetrain.

Reporting Erratic Clutch OperationPromptlyReporting erratic clutch operation as soon as pos-sible will give maintenance personnel a chance toinspect and lubricate the clutch components, makenecessary internal clutch and linkage adjustments,etc.

Clutch free pedal is a decreased resistance felt atthe top of the clutch pedal stroke. See Fig. 7.11 .With the clutch pedal in this range, the clutch is fullyengaged, and the only resistance to clutch pedalmovement is the force of the return spring. If clutchfree pedal is 3/4 inch (20 mm) or less, measured atthe pedal, have the clutch adjusted.

Free pedal should be included and commented ondaily in the driver’s report since clutch free pedal isthe maintenance department’s guide to the conditionof the clutch and the release mechanism.

See Group 25 of the Heavy-Duty Trucks ServiceManual for clutch adjustment procedures and specifi-cations.

CAUTIONOperating the vehicle with incorrect free pedalcould result in clutch damage.

Clutch brake squeeze is an increased resistance(greater than the force of the clutch spring) felt asthe clutch pedal approaches the end of its stroke. Ifthe gears grind when shifting into first or reversegear with the clutch pedal fully depressed, the clutchis out of adjustment or the clutch brake is worn andneeds to be replaced.

Clutch AdjustmentsClutches have an internal adjustment, and externallinkage adjustment. See Group 25 of the Heavy-DutyTrucks Service Manual for clutch adjustment proce-dures and specifications.

CAUTIONOperating the vehicle with the clutch improperlyadjusted could result in clutch or clutch brakefailure.

LubricationThe release bearing and linkage should be lubricatedat frequent intervals. See Group 25 of the Heavy-Duty Trucks Maintenance Manual for intervals andprocedures.

CAUTIONFailure to lubricate the release bearing and link-age as recommended could result in releasebearing and clutch damage.A

02/09/95 f250148b

A. Free Pedal

Fig. 7.11, Clutch Free Pedal


7.24

8

TransmissionsEaton® Fuller® Straight-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1Eaton Fuller Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2Eaton Fuller Splitter and Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4Eaton Fuller Deep-Reduction Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.7Eaton Fuller Super 10, Top 2, and Lightning Semi-Automated Transmissions . . . . . . . . . . . . . . . . 8.10Eaton Fuller AutoShift™ Automated Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.13Spicer Straight-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15Meritor™ Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16Meritor Splitter and Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18Meritor Engine Synchro Shift™ (ESS) Automated Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.20

Eaton ® Fuller ® Straight-ShiftModelsRefer to the Eaton website for additional information,www.roadranger.com.

General Information, Eaton Straight-ShiftEaton Fuller straight-shift model transmissions arenot synchronized. They have seven forward speedsand one reverse speed. See Fig. 8.1 for the shiftpattern. They are designed for use with on-highway,fuel economy engines, where a minimum of shiftingis desired and less gear reduction is acceptable.

Operation, Eaton Straight-Shift1. Always use 1st gear when starting to move the

vehicle forward.

2. Use the clutch brake to stop gear rotation whenshifting into 1st or reverse when the vehicle isstationary. The clutch brake is actuated by de-pressing the clutch pedal all the way to the floor.

For normal upshifts and downshifts, only a partialdisengagement of the clutch is necessary tobreak engine torque.

3. Use double-clutching between all upshifts anddownshifts.

4. After your shifting ability improves, you may wantto skip some of the ratios. This may be doneonly when operating conditions permit, depend-ing on the load, grade, and road speed.

IMPORTANT: Never use the clutch brake whendownshifting, or as a brake to slow the vehicle.

Upshifting1. Position the gear shift lever in neutral, then start

the engine. Bring the air system pressure up to100 to 120 psi (689 to 827 kPa).

2. Depress the clutch pedal to the floor. Shift into1st gear, then engage the clutch, with the engineat or near idle speed, to start the vehicle moving.Accelerate to engine governed speed.

3. Once governed speed has been reached, disen-gage the clutch, and shift the lever to neutral.Engage the clutch; allow the engine speed todrop about 800 rpm (the rpm drop may vary withengines of different governed speeds), then dis-engage the clutch. Move the shift lever to 2ndgear, then engage the clutch, and accelerate toengine governed speed.

Continue shifting upward, from 2nd to 3rd gear,3rd to 4th gear, and 4th to 5th gear, using thesame sequence. See Fig. 8.1 for the shift pat-tern.

4. Again, at governed speed, disengage the clutch,and shift into neutral. Engage the clutch; allowthe engine speed to drop about 500 rpm (rpmdrop may vary with engines of different governedspeeds), then disengage the clutch. Move theshift lever to 6th gear, then engage the clutch,and accelerate to engine governed speed.

Shift into 7th gear, using the same sequence.

DownshiftingWhen downshifting, shift down from 7th gear througheach lower gear, as follows:

1. Allow the engine speed to drop about 500 rpm(rpm drop may vary with engines of different gov-erned speeds) below the governed speed. De-press the clutch pedal enough to release thetorque, then shift into neutral. Engage the clutchand bring the engine rpm up to governed speed.Disengage the clutch, shift into gear, and engagethe clutch smoothly.

Follow the same sequence to downshift from 6thinto 5th gear.

2. When in 5th gear, and ready for the next down-shift, allow the engine speed to drop about 800rpm (rpm drop may vary with engines of differentgoverned speeds) below the governed speed.Depress the clutch pedal enough to release the

N

R 2 4

6

1 3 5

703/13/96 f260055a

Fig. 8.1, Eaton Fuller Straight-Shift ModelTransmissions Shift Pattern

Transmissions

8.1

torque, then shift into neutral. Engage the clutchand bring the engine rpm up to governed speed.Disengage the clutch, shift into 4th gear, and en-gage the clutch smoothly.

Follow the same sequence to downshift from 4thinto 3rd, 3rd into 2nd, and from 2nd into 1st gear.


Eaton Fuller Range-ShiftModelsRefer to the Eaton website for additional information,www.roadranger.com.

General Information, Eaton Range-ShiftRange-Shift transmissions are typically upshifted bymoving the shift lever through all of the low gear po-sitions and then activating a range switch to providean additional set of ratios in the high range using thesame shift lever positions as used in low range. Theshift lever then is moved sequentially through eachposition as before but all the positions now provide ahigher gear ratio. The initial low gear is often usedonly in low range.

Eaton Fuller Range-Shift transmissions are not syn-chronized in the front section, but the range sectionis synchronized to prevent grinding gears duringrange shifts.

IMPORTANT: Not all lever positions are used ineach range and the shift patterns vary betweentransmissions. Be sure to read the shift patterndecal on the dash for the operating instructionsfor the specific transmission installed in yourvehicle.

9-Speed RT, RTO, and RTX ModelsEaton Fuller 9-speed range-shift model transmissionshave a 5-speed front section, and a 2-speed rearrange section. The low gear in the front sections ofthe RT-8609 and A and B ratio transmissions is usedonly as a starting ratio. The high gear in the frontsection of the "P" ratio transmissions is used only asthe top gear. The remaining gear positions of theabove transmissions are used once in the low rangeand once in the high range.

See Fig. 8.2 for the shift patterns, noting that the3rd/7th and 4th/8th shift positions in the RT (directratio) and RTX-B (overdrive ratio) transmissions areopposite of the RTO (overdrive ratio) transmissions.The RTX-P ratio transmissions have the 1st/5th shiftpositions where LO is in the A and B ratio transmis-sions. The top gear in the RTX-P ratio transmissionsis called 9th gear.

10-Speed RT, RTO, and RTX ModelsEaton Fuller 10-speed range-shift model transmis-sions have ten selective, evenly-spaced forward ra-tios. Each transmission consists of a 5-speed frontsection, and a 2-speed rear range section. The tenforward speeds are obtained by twice using a5-speed shift pattern: the first time in low range, thesecond time in high range. See Fig. 8.3 for the shiftpatterns, noting that the 4th/9th and the 5th/10th shiftpositions in the RT (direct ratio) and RTX (overdriveratio) transmissions are directly opposite in the RTO(overdrive ratio) transmissions.

Operation, Eaton Range-Shift1. When operating off-highway, or under adverse

conditions, always use low gear (if so equipped)when starting to move the vehicle.

When operating on-highway, with no load, orunder ideal conditions, use 1st gear when start-ing to move the vehicle (except when equippedwith a 9-speed RTO transmission, then alwaysstart in low gear).

For all conditions, use the highest gear that isstill low enough to start the vehicle moving withengine idling, and without slipping the clutch ex-cessively.

2. Use the clutch brake to stop gear rotation whenshifting into low (or 1st) or reverse when the ve-hicle is stationary. The clutch brake is actuatedby depressing the clutch pedal all the way to thefloor.


3. Do not make range shifts with the vehicle movingin reverse gear.

4. Never attempt to move the range preselectionlever with the gear shift lever in neutral while thevehicle is moving. Preselection with the range

Transmissions

8.2

preselection lever must be made prior to movingthe shift lever out of gear into neutral.

5. Do not shift from high range to low range at highvehicle speeds.



Upshifting1. Position the gear shift lever in neutral. Start the

engine, and bring the air system pressure up to100 to 120 psi (689 to 827 kPa).

2. Position the range preselection lever down, intolow range.

3. Depress the clutch pedal to the floor. Shift intolow or 1st gear (Table 8.1 ), then engage theclutch, with the engine at or near idle speed, tostart the vehicle moving. Accelerate to 80 per-cent of engine governed speed.

4. Shift progressively upward from low or 1st gear,to the top gear in low range (Table 8.1 ), double-clutching between shifts, and accelerating to 80percent of engine governed speed.

CAUTIONTo prevent damage to the range section syn-chros, make sure the range preselection lever isin high range before moving the shift lever toneutral. Leave the shift lever in neutral longenough to be sure the range section has shifted.

5. While in the top gear of the low-range shift pat-tern, and ready for the next upshift, flip the rangepreselection lever up into high range. With thelever in high range, double-clutch through neu-tral, and shift into the bottom gear of the highrange (Table 8.1 ). As the shift lever passesthrough neutral, the transmission will automati-cally shift from low range to high range.

1

4

5

86

73

21

4

5

86

73

2

1 45 8

6 732 9

A B C

D

E

03/13/96 f260027a

N N N

A. All RT and RTX-B TransmissionsB. All RTO TransmissionsC. All RTX-P Transmissions

D. Up for High RangeE. Down for Low Range

Fig. 8.2, Eaton Fuller 9-Speed Range-Shift Transmissions Shift Patterns

4

N

72

9

61

83

105

72

105

61

83

94

RHi

LoRHi

Lo

A B

C

D

03/13/96 f260043a

N

A. All RT and RTX TransmissionsB. All RTO TransmissionsC. Up for High RangeD. Down for Low Range

Fig. 8.3, Eaton Fuller 10-Speed Range-Shift ModelTransmissions Shift Patterns

Transmissions

8.3

Eaton Fuller Shift Progressions

TRANS.MODEL

LOW RANGE HIGHRANGEOff-Highway On-Highway

9-SpeedDirect orOverdrive

(RT orRTX)

1

2

3

4

f260322

R

LOW

1

2

3

4

f260323

R

7

6 8

5

f260324

R

9-SpeedDirect

(RTX-P)

2

3

4

1

f260325

R

2

3

4

1

f260325

R

8

7 9

6

f260326

R

5

9-SpeedOverdrive

(RTO)

1

2

4

f260327

R

3LOW

1

2

4

f260327

R

3LOW

8

6 7

5

f260328

R

10-SpeedDirect orOverdrive

(RT orRTX)

2

3

4

1

f260329

R

5

2

3

4

1

f260329

R

5

9

8 10

7

f260330

R

6

10-SpeedOverdrive

(RTO)

2

3

5

1

f260331

R

4

2

3

5

1

f260331

R

4

10

8 9

7

f260332

R

6

Table 8.1, Eaton Fuller Shift Progressions

6. With the transmission in high range, shift pro-gressively upward through each of the highrange gears (Table 8.1 ), double-clutching be-tween shifts.

Downshifting1. With the transmission in high range, shift pro-

gressively downward to the bottom gear in highrange, double-clutching between shifts.

CAUTIONTo prevent damage to the range section syn-chros, make sure the range preselection lever isin low range before moving the shift lever to neu-tral. Leave the shift lever in neutral long enoughto be sure the range section has shifted.

2. When in the bottom gear of the high-range shiftpattern, and ready for the next downshift, pushthe range preselection lever down into low range.With the lever in low range, double-clutch

through neutral, and shift into the top gear of thelow range. As the shift lever passes through neu-tral, the transmission will automatically shift fromhigh range to low range.

3. With the transmission in low range, downshiftthrough the low range gears as conditions re-quire.


Eaton Fuller Splitter andRange-Shift ModelsRefer to the Eaton website for additional information,www.roadranger.com.

General Information, Eaton Splitterand Range-ShiftCombination splitter and range-shift transmissionsallow the choice of two splitter ratios in each leverposition as well as the additional ratios provided ineach lever position after shifting to the other range.


13-Speed RTO ModelsEaton Fuller 13-speed RTO model transmissionshave thirteen forward speeds and two reversespeeds. Each transmission consists of a 5-speedfront section, and a 3-speed auxiliary section. Theauxiliary section contains low- and high-range ratios,plus, an overdrive splitter gear. See Fig. 8.4 for theshift patterns.

All of the thirteen speeds are controlled with one shiftlever. Built into the shift knob of the lever, are arange preselection lever and a splitter control button(on the side of the shift knob), that control range se-lection and gear splits, respectively.

Low gear in the front section is used only as a start-ing ratio. The remaining four forward positions areused once in the low range and once in the highrange. However, each of the four high range gearpositions can be split with the underdrive ratio (RT

Transmissions

8.4

models), or overdrive ratio (RTO models) of the split-ter gear. Ratios cannot be split while the transmis-sion is in low range.

18-Speed RTLO ModelsEaton Fuller 18-speed RTLO model transmissionshave eighteen forward speeds and four reverse, con-sisting of a 5-speed front section and a 3-speed aux-iliary section. The auxiliary section contains low andhigh range ratios, plus an overdrive splitter gear.

One ratio in the front section (low) is used as a start-ing ratio; it is never used when the transmission is inhigh range.

The other four ratios in the front section are usedonce in low range and once again in high range;however, each of the five ratios (low–1–2-–3–4) inlow range and each of the four ratios (5–6–7–8) inhigh range can be split with the overdrive splittergear.

All of the eighteen speeds are controlled with oneshift lever. Built into the shift knob of the lever, are arange preselection lever and a splitter control button(on the side of the shift knob), that control range se-lection and gear splits, respectively.

Operation, Eaton Splitter and Range-ShiftIMPORTANT: On 13-speed transmissions, theshifter knob has an interlock feature that pre-vents the splitter control button from beingmoved forward when the range preselection

lever is down (in low range). When in highrange and the splitter control button is in theforward position, the range preselection levercannot be moved down.

1. When operating off-road, or under adverse condi-tions, always use low gear when starting to movethe vehicle forward.

When operating on-highway, with no load, orunder ideal conditions, use 1st gear when start-ing to move the vehicle forward.

For all conditions, use the highest gear that isstill low enough to start the vehicle moving withthe engine at or near idle speed, and withoutslipping the clutch excessively.

2. Use the clutch brake to stop gear rotation whenshifting into low (or 1st) or reverse when the ve-hicle is stationary. The clutch brake is actuatedby depressing the clutch pedal all the way to thefloor.


3. Use double-clutching between all upshifts anddownshifts that require movement of the shiftlever. Splitting of the high range gears does notrequire movement of the shift lever.

4. Never move the shift lever into low gear while inhigh range.

5. Never move the splitter control button while inneutral.

6. Do not preselect with the splitter control button.After moving the control button, complete theshift immediately.

7. Except when downshifting from 5th direct to 4thgear, never push the range preselection leverdown into low range while operating in highrange-the splitter will become inoperative.



10. Never attempt to move the range preselectionlever with the gear shift lever in neutral while thevehicle is moving. Preselection with the range

R1 3

2 4LOW

Dir OD5 5

Dir OD

Dir OD Dir OD

7 7

6 6 8 8

Hi

Lo

A

B

C D

1

03/13/96 f260044a

N

A. Up for High RangeB. Down for Low Range

C. Forward for OverdriveD. Rearward for Direct

1. Splitter Control Button

Fig. 8.4, Eaton Fuller 13-Speed RTO ModelTransmissions Shift Patterns

Transmissions

8.5

preselection lever must be made prior to movingthe shift lever out of gear into neutral.




2. Position the range preselection lever down, intolow range. See Fig. 8.4 or Fig. 8.5 .

3. Make sure the splitter control button is in the di-rect (rearward) position. See Fig. 8.4 or Fig. 8.5 .

4. For 13-speed transmissions:

Depress the clutch to the floor, shift into low or1st gear; then engage the clutch, with the engineat or near idle speed, to start the vehicle moving.Accelerate to 80 percent of engine governedspeed.

For 18-speed transmissions:

Depress the clutch to the floor, shift into low;then engage the clutch, with the engine at ornear idle speed, to start the vehicle moving.

To shift from low direct to low overdrive, movethe splitter control button (Fig. 8.5 ) into the over-drive (forward) position, then immediately releasethe accelerator. Press and release the clutch

pedal. After releasing the clutch, accelerateagain.


Shift upward from low to 1st gear, 2nd, etc. until4th gear, double-clutching between shifts, andaccelerating to 80 percent of engine governedspeed. See Fig. 8.4 .


Shift upward from low overdrive to 1st direct byfirst moving the splitter control button into thedirect (rearward) position (Fig. 8.5 ). Move theshift lever, double-clutching, to the 1st gear posi-tion.

Continue upshifting through the shift pattern.Double-clutch during lever shifts (1st to 2nd to3rd to 4th); single-clutch during split shifts (1stdirect to 1st overdrive, etc.).

6. When in 4th gear (13-speed transmissions) or4th overdrive (18-speed transmissions) andready to shift up to 5th gear, use the range shiftlever as follows:


While in 4th gear, pull the range shift preselec-tion lever up, into high range. The transmissionwill automatically shift from low to high range asthe shift lever passes through neutral. Then, dis-engage the clutch; double-clutch through neutral;move the shift lever to 5th gear; engage theclutch, and accelerate the engine.


While in 4th overdrive, pull the range shift prese-lection lever up, into high range. The transmis-sion will automatically shift from low to highrange as the shift lever passes through neutral.

Move the shift lever, double-clutching, to the 5thgear position. Just before making final clutch en-gagement, move the splitter control button to thedirect (rearward) position; then engage the clutchand accelerate. Do not move the control buttonwhile the shift lever is in neutral.

7. Shift up through the high range gears as follows:


To shift from 5th direct to 5th overdrive, move thesplitter control button (Fig. 8.4 ) into the overdrive(forward) position, then immediately release the

N

R 1Dir

5Dir

5OD1

OD3

Dir

7Dir

7OD3

OD

2Dir

6Dir

6OD2

OD4

Dir

8Dir

8OD4

ODLOWDir

LOWOD

A

B

C D

1

03/13/96 f260157a


C. Forward for OverdriveD. Rearward for Direct


Fig. 8.5, Eaton Fuller 18-Speed RTLO ModelTransmission Shift Patterns

Transmissions

8.6

accelerator. Press and release the clutch pedal.After releasing the clutch, accelerate again.

Continue upshifting through the shift pattern.Double-clutch during lever shifts (6th to 7th to8th); single-clutch during split shifts (6th direct to6th overdrive, etc.).


To shift from 5th direct to 5th overdrive, move thesplitter control button (Fig. 8.5 ) into the overdrive(forward) position, then immediately release theaccelerator. Press and release the clutch pedal.After releasing the clutch, accelerate again.

Continue upshifting through the shift pattern.Double-clutch during lever shifts (6th to 7th to8th); single-clutch during split shifts (6th direct to6th overdrive, etc.).

Downshifting1. Downshift from 8th overdrive to 8th direct without

moving the shift lever. Flip the splitter control but-ton to the direct (rearward) position; then, imme-diately release the accelerator, and disengagethe clutch. Engage the clutch, and accelerate theengine only after the transmission has shifted.

2. Start the downshift from 8th direct to 7th over-drive by flipping the splitter control button to theoverdrive (forward) position; then, immediatelydouble-clutch through neutral, moving the shiftlever from 8th to 7th gear.

3. Shift downward through each of the high rangegears, alternating the procedures in steps 1 and2, above, until reaching 5th direct.

4. While in 5th direct and ready for the downshift to4th (13-speed transmissions) or 4th overdrive(18-speed transmissions), push the range prese-lection lever down. Then, double-clutch throughneutral and move the shift lever to the 4th gearposition. On 18-speed transmissions, move thesplitter control button to the overdrive (forward)position before engaging the clutch. Do not movethe control button while the shift lever is in neu-tral.

5. Continue downshifting from 4th to 1st as follows:


Downshift through the low range gears as condi-tions require.


Continue downshifting from 4th overdrive to 4thdirect, then 4th direct to 3rd overdrive, 3rd over-drive to 3rd direct, etc. Single clutch when splitshifting (direct to overdrive, overdrive to direct).Double clutch when making lever shifts (4th to3rd, 3rd to 2nd, etc.).


Eaton Fuller Deep-ReductionModelsRefer to the Eaton website for additional information,www.roadranger.com.

General Information, Deep-Reduction10-Speed RTO ModelsEaton Fuller 10-speed RTO model transmissionshave a 5-speed front section, and a 2-speed rear-range section, with a deep reduction gear. The low-low, deep reduction gear is used only when operatingunder adverse conditions. Low gear in the front sec-tion is used only for rough, off-highway conditions, asa starting ratio. The remaining four forward positionsare used once in the low range and once in the highrange. See Fig. 8.6 for the shift pattern, noting thatthe 3rd/7th and 4th/8th shift positions in the RTX-LLtransmissions are opposite of the RTO-LLtransmissions.

1 45 8

6 732

1 35 7

26 8

4

A B

C

D

E F

1

03/13/96 f260026a

N N

A. All RTOTransmissions

B. All RTX TransmissionsC. Up for High Range

D. Down for Low RangeE. Forward for INF. Rearward for OUT

1. Deep Reduction Button

Fig. 8.6, Eaton Fuller 10-Speed RTO ModelTransmissions Shift Patterns

Transmissions

8.7

15-Speed RT, RTO, and RTX ModelsEaton Fuller 15-speed RT, RTO, and RTX modeltransmissions have a 5-speed front section, and a2-speed rear, range section. They also have five ad-ditional deep reduction ratios. The 5-speed front sec-tion, and the low- and high-range sections provideten evenly and progressively spaced forward speeds.The five deep reduction ratios are also evenly andprogressively spaced; however, they do overlap thelow-range ratios, and should be used only when op-erating under adverse conditions. See Fig. 8.7 forthe shift patterns, noting that the 4th/9th, and the 5th/10th shift positions in the RT (direct ratio) and RTX(overdrive ratio) transmissions are directly opposite inthe RTO (overdrive ratio) transmissions.

Operation, Deep-ReductionIMPORTANT: The shifter knob has an interlockfeature that prevents the deep reduction buttonfrom being moved forward when the range pre-selection lever is up (in high range). When inlow range and the deep reduction button is inthe forward position, the range preselectionlever cannot be moved up.

1. For all driving conditions, use the highest gearthat is still low enough to start the vehicle movingwith the engine idling, and without slipping theclutch excessively.

2. Use the clutch brake to stop gear rotation whenshifting into low-low, low-1st (whichever is usedas a starting ratio) or reverse, when the vehicleis stationary. The clutch brake is actuated by de-pressing the clutch pedal all the way to the floor.



4. Never move the shift lever into low gear while inhigh range.

5. Do not preselect with the deep reduction button.When making the shift from a deep reductionratio to a low-range ratio, move the deep reduc-tion button from a forward position to a rearwardposition, then complete the shift immediately.

6. Never move the deep reduction button from arearward position to a forward position when thetransmission is in high range.



9. Never attempt to move the range preselectionlever with the gear shift lever in neutral while the

7 9

6 8 10

7 10

6 8 9

R Lo Hi

DR DR Lo 2 2

DR Lo

DR Lo DR Lo DR Lo

4 4

1 1 3 3 5 5

R Lo Hi

DR DR Lo DR Lo

DR Lo DR Lo DR Lo

2 2 5 5

1 1 3 3 4 4

1

1

2

2

3

3

4

4

5

5

6 7

8 9

10

1

2

3

4

5

6 7

03/13/96 f260045a

N N

A B

A. Eaton Fuller RT and RTX transmissions shift pattern B. Eaton Fuller RTO transmissions shift pattern1. High Range2. Low Range3. Deep Reduction

4. High Range5. Low Range

6. Forward for IN7. Rearward for OUT

Fig. 8.7, Eaton Fuller 15-Speed RT, RTO and RTX Model Transmissions Shift Patterns

Transmissions

8.8

vehicle is moving. Preselection with the rangepreselection lever must be made prior to movingthe shift lever out of gear into neutral.


UpshiftingThere are several patterns of upshifting, dependingon the vehicle load and the road conditions. SeeTable 8.2 for suggested shifting sequences. Deepreduction gears are best suited for heavy loads andsteep inclines. Low gear (in 10-speed transmissions)is best suited for off-highway use.

The following instructions are recommended for start-ing a loaded vehicle moving, under adverse condi-tions.

1. Position the gear shift lever in neutral. Start theengine, and bring the vehicle air system pressureup to 100 to 120 psi (689 to 827 kPa).

2. Position the range preselection lever down, intolow range.

3. Move the deep reduction button to the forwardposition, to engage the deep reduction gears.

4. Depress the clutch pedal to the floor. Shift intolow-low gear (10-speed transmissions) or 1stgear of deep reduction (15-speed transmissions);then engage the clutch, with the engine at ornear idle speed, to start the vehicle moving. Ac-celerate to 80 percent of engine governed speed.


When ready for the next upshift, move the deepreduction button rearward, then break the torqueon the gears by momentarily releasing the accel-erator or depressing the clutch pedal. Do notmove the shift lever.


Shift upward from 1st gear of deep reduction to5th gear of deep reduction, double-clutching be-tween shifts and accelerating to 80 percent ofengine governed speed. See Table 8.2 .

When ready for the next upshift, move the deepreduction button from the forward position to therearward position, then double-clutch throughneutral, and move the shift lever to the 4th gearposition in the low range.

6. Shift upward from low gear (10-speed transmis-sions) or 4th gear (15-speed transmissions), tothe top gear in low range (Table 8.2 ), double-clutching between shifts, and accelerating to 80percent of engine governed speed.

7. While in the top gear of the low-range shift pat-tern, and ready for the next upshift, flip the rangepreselection lever up into high range. Double-clutch through neutral, and shift into the bottomgear in high range (Table 8.2 ). As the shift leverpasses through neutral, the transmission will au-tomatically shift from low range to high range.

Eaton Fuller Shift Progressions

TRANSMISSIONMODEL

DEEP REDUCTION LOW RANGE HIGH RANGEAdverse Conditions

OnlyOff-Highway and

Adverse ConditionsOn-Highway and Ideal

ConditionsAll Conditions

15-Speed RTO

f260341

R

2 5

31DRDRDR

DR DR

4

f260342

R

LoLo Lo

LoLo

1

2

4

5

3

f260343

R

1

2

3 4

5

Lo

LoLo

LoLo

R

6

7

8 9

10

f260344

15-Speed RT and RTX

f260345

R

DR DR

DRDRDR1

2

3

4

5

f260346

R

Lo Lo Lo

LoLo42

3 51

f260347

R

Lo Lo Lo

LoLo2

3 5

4

1

R

6

7

8 10

f260348

6

Table 8.2, Eaton Fuller Shift Progressions

Transmissions

8.9

8. With the transmission in high range, shift pro-gressively upward through each of the highrange gears (Table 8.2 ), double-clutching be-tween shifts.

Alternate Upshifting Procedures (15-Speed Transmissions Only)The shift from deep reduction to low range can alsobe made from 2nd, 3rd, or 4th gear of deep reduc-tion, but must be made to the next gear lower in thelow range. The shift from 2nd gear of deep reductionto 1st gear in low range (or 3rd gear of deep reduc-tion to 2nd gear in low range, and 4th gear of deepreduction to 3rd gear in low range), is an upshift, andthe same procedure should be followed as thatshown for shifting from 5th gear of deep reduction to4th gear in low range. See step 5, under "Upshifting."


gressively downward to the bottom gear in highrange, double-clutching between shifts.

2. When in the bottom gear of the high-range shiftpattern, and ready for the next downshift, pushthe range preselection lever down into low range.

Double-clutch through neutral, and shift into thetop gear of the low-range shift pattern. As theshift lever passes through neutral, the transmis-sion will automatically shift from high range tolow range.

3. With the transmission in low range, downshiftthrough the low range gears, as conditions re-quire.


Eaton Fuller Super 10, Top 2,and Lightning Semi-AutomatedTransmissionsRefer to the Eaton website for additional information,www.roadranger.com.

General Information, Super 10/Top2/LightningSuper 10, Top 2, and Lightning transmissions have10 selective forward ratios and a 2-speed rear sec-tion. Half of the 10 speed ratios are shifted with theshift lever and the other half are shifted by movingthe shift button. See Fig. 8.8 for the Super 10 andTop 2 shift knob, and Fig. 8.9 for the Lightning shiftknob.

There are three types of shifts used with these trans-missions. Button-only and combination button/levershifts are both full gear changes. The lever-only shiftskips a gear.

Fuller

Fuller

09/25/96 f260399

B

A

C

A. Shift ButtonB. Gears 2, 4, 6, 8, 10 when button is forwardC. Gears 1, 3, 5, 7, 9 when button is rearward

Fig. 8.8, Super 10 and Top 2 Shift Knob

09/12/2002 f261190

1

2

1. Shift Button2. Service Light

Fig. 8.9, Lightning Shift Knob

Transmissions

8.10

• The button-only shift is a gear split shift thatoccurs by moving the shift button.

• The lever-only shift occurs when the shift leveris moved without moving the shift button.

• The combination button/lever shift is a gearratio change that occurs when both the shiftbutton and the shift lever are moved.

The small red service light on the Lightning shiftknob illuminates for a few seconds when the engineis turned on. This confirms that the transmissionelectronics are operating properly.

NOTE: If the service light stays on or flashes, ordoes not illuminate when the engine starts, takethe vehicle to an authorized Freightliner orEaton service facility as soon as possible.

See Fig. 8.10 for the Super 10 shift pattern, which isalso used by Top 2 and Lightning when the cruisecontrol is off. Top 2 and Lightning transmissions areequipped with the Top 2 feature that allows the trans-mission, with cruise control on, to automatically shiftbetween the top two gears (9th-10th) without theneed for a button-only shift. See Fig. 8.11 .

IMPORTANT: Not all lever positions are used in eachrange and the shift patterns vary between transmis-sions. Be sure to read the shift pattern decal on thedash for the operating instructions for the specifictransmission installed in your vehicle.

Operation, Super 10/Top 2/Lightning

CAUTIONKeep the transmission in gear at all times whilethe vehicle in motion. Coasting in neutral couldlead to transmission damage.

1. When operating off-highway, or under adverseconditions, always use low gear (if so equipped)when starting to move the vehicle.

When operating on-highway, with no load, orunder ideal conditions, use 1st gear when start-ing to move the vehicle.

For all conditions, use the highest gear that isstill low enough to start the vehicle moving withengine idling, and without slipping the clutch ex-cessively.

2. Use the clutch brake to stop gear rotation whenshifting into 1st or reverse when the vehicle isstationary. The clutch brake is actuated by de-pressing the clutch pedal all the way to the floor.



4. The shift lever should not be moved to the centeror left rail positions at vehicle speeds above 40mph (65 km/h).

N

RR

43

87

12 6

510

9

HILO

09/24/96 f260397

NOTE: The Top 2 and Lightning transmissions use theSuper 10 shift pattern when cruise control is off.

Fig. 8.10, Super 10 Shift Pattern

12/14/1999

LO

HI R

R

4

3

8

7

1

2 6 5

A U T O

NEUTRAL

f261054

Fig. 8.11, Top 2 and Lightning Shift Patterns (withcruise control on)

Transmissions

8.11

5. Double-clutch between all upshifts and down-shifts.


7. Avoid hunting for neutral by moving the gear shiftlever from the left rail to right rail. This action cancause excessive transmission wear.



2. Depress the clutch pedal to the floor. Shift into1st gear, then engage the clutch, with the engineat or near idle speed, to start the vehicle moving.

3. Button-only shift—Preselect the next gear bysliding the shift button forward. Break torque byreleasing the throttle or by depressing the clutchpedal. Decrease engine speed to synchronizethe engine speed with the transmission speed.The shift will complete when the engine rpm hasdecreased to the proper speed.

The button-only shift is used for gear changesfrom 1st to 2nd, 3rd to 4th, 5th to 6th, 7th to 8th,and 9th to 10th.

4. Lever-only shift—Break torque by releasing thethrottle and depressing the clutch pedal. Double-clutching, move the shift lever to the next desiredgear position. Decrease engine speed to syn-chronize the engine speed with the transmissionspeed. The shift will complete when the enginerpm has decreased to the proper speed.

The lever-only shift is used to skip a full gear.With the shift button rearward—1st to 3rd, 3rd to5th, 5th to 7th, and 7th to 9th. With the shift but-ton forward—2nd to 4th, 4th to 6th, 6th to 8th,8th to 10th.

NOTE: Lever-only shifts skip an entire gear ratioand will require the engine rpm to decreasetwice the amount of a normal shift.

5. Combination button/lever shift—Preselect thenext gear by sliding the shift button rearward.Break torque by releasing the throttle and de-pressing the clutch pedal. Double-clutch and

move the shift lever to the next desired gear po-sition.

The combination button/lever shift is used forgear changes from 2nd to 3rd, 4th to 5th, 6th to7th and 8th to 9th.

Downshifting

CAUTIONDo not attempt a button-only downshift at toohigh an engine speed (generally above 1400rpm). Doing so could result in damage to the en-gine, transmission, and/or driveline.

1. Button-only shift—With the throttle still applied,preselect the next gear by sliding the shift buttonrearward. Break torque by releasing the throttleor by depressing the clutch pedal. Increase en-gine speed to synchronize the engine speed withthe transmission speed. The shift will completewhen the engine rpm has increased to theproper speed.

The button-only shift is used for gear changesfrom 10th to 9th, 8th to 7th, 6th to 5th, 4th to 3rd,and 2nd to 1st.

CAUTIONDo not attempt a lever-only downshift at too highan engine speed (generally above 1000 rpm).Doing so could result in damage to the engine,transmission, and/or driveline.

2. Lever-only shift—Break torque by releasing thethrottle and depressing the clutch pedal. Double-clutching, move the shift lever to the next desiredgear position.

The lever-only shift is used to skip a full gear.With the shift button rearward—9th to 7th, 7th to5th, 5th to 3rd, and 3rd to 1st. With the shift but-ton forward—10th to 8th, 8th to 6th, 6th to 4thand 4th to 2nd.


CAUTIONDo not attempt a combination button/lever down-shift at too high an engine speed (generally

Transmissions

8.12

above 1400 rpm). Doing so could result in dam-age to the engine, transmission, and/or driveline.

3. Combination button/lever shift—With the throttlestill applied, preselect the next gear by slidingthe shift button forward. Break torque by releas-ing the throttle and depressing the clutch pedal.Double-clutch and move the shift lever to thenext desired gear position.

The combination button/lever shift is used forgear changes from 9th to 8th, 7th to 6th, 5th to4th, and 3rd to 2nd.

Eaton Fuller AutoShift ™

Automated TransmissionsRefer to the Eaton website for additional information,www.roadranger.com.

General Information, AutoShift18-Speed RTLO ModelsEaton Fuller 18-speed RTLO model transmissionshave 18 forward speeds and four reverse speeds.The transmission consists of a 5-speed front sectionand a 3-speed rear section. The driver must use theclutch to start and stop the vehicle.

10-Speed RTO ModelsEaton Fuller 10-speed RTO model transmissionshave 10 forward speeds and two reverse speeds.The transmission consists of a 5-speed front sectionand a 2-speed rear section. The driver must use theclutch to start and stop the vehicle.

Both 10- and 18-speed AutoShift models are partiallyautomated transmissions. The driver does not needto break torque or increase or decrease enginespeed to synchronize the shift. The transmission sig-nals the engine controller when to break torque andthe engine controller automatically increases or de-creases engine speed. When engine speed is cor-rect, the transmission engages the next gear andsignals the engine controller to resume operation.

The AutoShift system consists of the following com-ponents:

• The Gear Display Module (Fig. 8.12 ), mountedon the dashboard, indicates the current gearposition. The display also flashes the next gear

to be engaged while the transmission is in neu-tral during a gear change.

• The Driver Command Console (DCC) replacesthe shift lever and controls the transmission’sshift patterns. On newer models, the Smart-Shift™ controller replaces the DCC. If your ve-hicle is equipped with a SmartShift controller,see the information under the heading "Freight-liner SmartShift Transmission Shift Control."

• The Standard DCC (Fig. 8.13 ) has indicatorsfor the three forward positions: Drive, Low (2ndgear), and Low1 (1st gear), plus Reverse andNeutral positions. Service and wait lamps arealso located on the console. The gear selecthandle contains only a gear select lever detentbutton.

• The Enhanced DCC (Fig. 8.14 ) has indicatorsfor the three forward positions: Drive, Hold,and Low, plus Reverse and Neutral positions.Service and wait lamps are also located on the

1

4

5

SOLID

SOLID

FLASHING

02/17/98 f270062

3

2

SOLID

A

BA. Gear Display Module B. Module Detail1. Current Gear2. 9th Gear Engaged3. In 9th Gear, Preselected Toward 10th4. Out Of Gear, Waiting For Engine/Transmission rpm

To Synchronize5. 10th Gear Engaged

Fig. 8.12, Gear Display Module

Transmissions

8.13

console. The gear select handle contains up-shift and downshift buttons and a gear selectlever detent button.

• The shifter performs shifts at the front portionof the transmission. It preselects the shift toneutral and completes the gear change afterdriver input.

• The Electronic Control Unit (ECU) includes twocontrollers: a transmission ECU and a systemECU. The transmission ECU controls all trans-mission shift functions and the system ECUmanages all vehicle interfaces for transmissionshift functions.

• An electronic range valve, controlled by thetransmission ECU, is used to perform rangeshifts.

Operation, AutoShift

WARNINGIf the engine cranks in any gear other than neu-tral, have the vehicle serviced immediately. If thevehicle is started in gear it will suddenly moveforward or backward, which could result in per-sonal injury and damage to property and thetransmission.

Start-Up1. With the parking brake applied, press the clutch

all the way down to the floor.


3. Check to make sure the transmission is in neu-tral.

4. With the transmission in neutral, release theclutch.

NOTE: This allows the speed sensor on theinput shaft to get a reading.

5. Press down on the clutch again and release theparking brake.

6. Select the desired starting gear.

7. Release the clutch.

Reverse

NOTE: To drive in reverse, first depress theclutch.

1. Move the gear select lever to the "R" position.

2. On 10-speed models, select either LO or HI re-verse by depressing either the downshift or up-shift button (Fig. 8.14 ) on the gear select handle(if equipped).

N

DSERVICE

WAIT

HOLD

R

1

2

3

A

B

02/16/98 f270063

L

L1

A. Console Top ViewB. Select Handle Side View1. Indicator Lamps2. Gear Position Indicator3. Detent Button

Fig. 8.13, Standard Driver Command Console (DCC)

N

D

H

SERVICE

WAIT

HOLD

R

L2

3

4

5

A

B

02/16/98

1

f270064

A. Console Top ViewB. Select Handle Side View1. Indicator Lamps2. Gear Position

Indicator

3. Upshift Button4. Detent Button5. Downshift Button

Fig. 8.14, Enhanced Driver Command Console (DCC)

Transmissions

8.14

On 18-speed models, four reverse gears areavailable. Select either low range, low split (1R);low range, high split (R); high range, low split(1H); high range, high split (H).

3. Release the clutch.

NOTE: The clutch must be used for starting andstopping.

Driving in the "D" Mode

NOTE: The drive mode is used for normal driv-ing conditions.

1. Fully depress the clutch.

2. Move the gear select lever from neutral to drive.

NOTE: The clutch must be fully depressed toshift from neutral to drive.

3. Upshifting and downshifting are performed auto-matically with no driver interaction required.

NOTE: The clutch must be used for starting andstopping.

Parking the Vehicle1. With the clutch pedal depressed, move the gear

select lever to neutral.

2. Ensure that a solid "N" appears on the gear dis-play module. See Fig. 8.12 .

NOTE: If the gear display does not show a solid"N," the transmission is not yet in neutral.

3. Set the parking brakes.

4. Slowly release the clutch pedal.

Selecting the Starting Gear (push buttonequipped gear select handle only)

NOTE: On vehicles equipped with upshift anddownshift buttons (Fig. 8.14 ) on the gear selecthandle (enhanced DCC), you may select thestarting gear. The gear you select is only activewhile the vehicle is running. The transmissionresets to the default starting gear after you haveshut off the engine. Depending on the vehicle’sload, you may select gears 1 through 5 as thestarting gear.

1. With the vehicle stopped, place the gear selectlever in the "D" or "H" position to select a startinggear.

2. Select the starting gear with the upshift or down-shift buttons on the gear select handle.

Driving in the "H" Mode (if equipped)

NOTE: You must use the upshift and downshiftbuttons on the gear select handle to changegears while in the "H" (hold) mode.

1. Depress the clutch pedal.

2. Place the shift lever in the "H" mode.

3. Select the starting gear you want.


Upshifting

NOTE: In the "H" mode you, the driver, decidewhen to upshift and downshift.

1. Accelerate.

2. Press the upshift button on the gear selecthandle. To skip shift, press twice.

3. The transmission automatically selects and shiftsto the next gear.

Downshifting1. Decelerate.

2. Press the downshift button on the gear selecthandle. To skip shift, press twice.

3. The transmission automatically selects and shiftsto the next gear.

Spicer Straight-Shift ModelsRefer to the Spicer/TTC website for additional infor-mation, www.ttcautomotive.com.

General Information, Spicer Straight-ShiftSpicer 7-speed series transmissions are synchro-nized in all gears except 1st and reverse. They haveseven forward gears and one reverse gear. SeeFig. 8.15 for the shift pattern.

Transmissions

8.15

Operation, Spicer Straight-Shift1. Always use 1st gear when starting to move the

vehicle forward.

2. Use the clutch brake to stop gear rotation whenshifting into 1st or reverse when the vehicle isstationary. The clutch brake is actuated by de-pressing the clutch pedal all the way to the floor.For normal upshifts and downshifts, only a partialdisengagement of the clutch is necessary tobreak engine torque.

3. Double-clutch only when shifting out of neutral,or when shifting down into 1st.

Upshifting1. Position the gear shift lever in neutral, then start

the engine. Bring the air system pressure up to100 to 120 psi (689 to 827 kPa).

2. Press the clutch pedal to the floor. Shift into 1stgear, then engage the clutch, with the engine ator near idle speed, to start the vehicle moving.Accelerate to engine governed speed.

3. Once governed speed has been attained, disen-gage the clutch enough to break torque, andmove the shift lever to 2nd gear. Then engagethe clutch, and accelerate back to engine gov-erned speed.

4. Continue shifting upward, using the same se-quence described in step 3 above. See Fig. 8.15for the shift pattern.

DownshiftingWhen downshifting, shift progressively down througheach successive lower gear, as follows:

1. Depress the clutch pedal enough to release thetorque, shift into the next lower gear, and engagethe clutch smoothly while accelerating the engineto keep the vehicle moving at the desired speed.

2. Continue downshifting, as conditions require,using the same sequence described above.When shifting down into 1st gear, remember that1st gear isn’t synchronized. Double-clutch whenshifting down into 1st gear.


Meritor ™ Range-Shift ModelsRefer to the Meritor website for additional informa-tion, www.arvinmeritor.com.

General Information, Meritor Range-ShiftRange-shift transmissions are typically upshifted bymoving the shift lever through all of the low gear po-sitions and then activating a range switch to providean additional set of ratios in the high range using thesame shift lever positions as used in low range. Theshift lever then is moved sequentially through eachposition as before but all the positions now provide ahigher gear ratio. The initial low gear is often usedonly in low range.


9-Speed ModelsMeritor 9-speed M, MO, RM, RMO, and RMX modeltransmissions have a 5-speed front section, and a2-speed auxiliary section. The low gear in the frontsections of the "A" and "B" ratio transmissions isused only as a starting ratio. The high gear in thefront section of the "R" ratio transmissions is usedonly as the top gear. The remaining gear positions ofthe above transmissions are used once in the lowrange and once in the high range.

See Fig. 8.16 for the shift patterns.

f260118

R

51 3

2 4

7

6

03/12/96

N

Fig. 8.15, Spicer 7-Speed Transmission Shift Pattern

Transmissions

8.16

NOTE: The 3rd/7th and 4th/8th shift positions inthe standard "A" and "B" ratio transmissions(both direct drive and overdrive) are opposite ofthe RMO model (overdrive only) transmissions.

The "R" ratio transmissions have the 1st/5th shift po-sitions where low is in the "A" and "B" ratio transmis-sions. The top gear in the "R" ratio transmissions iscalled 9th gear.

10-Speed ModelsMeritor 10-speed transmissions have ten evenly-spaced forward ratios. Each transmission consists ofa 5-speed front section, and a 2-speed auxiliary sec-tion. The ten forward speeds are obtained by twiceusing a 5-speed shift pattern: the first time in lowrange, the second time in high range. See Fig. 8.17for the shift patterns.

NOTE: The 4th/9th and 5th/10th shift positionsin the standard "A" and "B" ratio transmissions(both direct drive and overdrive) are opposite ofthe RMO model (overdrive only) transmissions.

Operation, Meritor Range-ShiftReverseTo drive in reverse, push the range selector leverdown to put the transmission in the low range. Pushthe clutch pedal to the bottom of travel so the clutchbrake slows the transmission for initial gear engage-ment. Holding the clutch pedal at the bottom oftravel, shift into reverse.

Slowly release the clutch pedal to move the vehiclein reverse.

Upshifting1. To drive forward, make sure the vehicle is com-

pletely stopped and the range selector lever ispushed down to put the transmission in the lowrange.

Push the clutch pedal to the bottom of travel sothe clutch brake slows the transmission for initialgear engagement. Holding the clutch pedal atthe bottom of travel, shift into low.

2. Slowly release the clutch pedal to begin movingthe vehicle forward.

3. To upshift into 1st gear, only partial depression ofthe clutch pedal is needed. Do not push theclutch pedal all the way to the floor and engagethe clutch brake; instead, partially depress the

1

4

5

86

73

21

4

5

86

73

2

1 45 8

6 732 9

A B C

1

2

03/13/96 f260156a

N N N

A. All Standard "A" and "B" Ratios B. RMO Models with "A" and "B"Ratios

C. All "R" Ratios

1. Up for High Range 2. Down for Low Range

Fig. 8.16, Meritor 9-Speed Transmission Shift Patterns

472

9

61

83

105

72

105

61

83

94

A B

C

D

03/13/96 f260155a

NN

A. All Standard ModelsB. RMO Models Only

C. Up for High RangeD. Down for Low Range

Fig. 8.17, Meritor 10-Speed Transmission Shift Patterns

Transmissions

8.17

clutch pedal, and move the shift lever into neu-tral.

4. Release the clutch, and allow the engine to de-celerate until the road speed and the engineRPM match.

5. Partially depress the clutch pedal, and move theshift lever into first gear.

6. Double clutch to continue upshifting until the topgear in the low range-4th gear in 9-speedmodels, 5th gear in 10-speed models. SeeTable 8.3 .

Meritor Shift Progressions

MODELLOW RANGE HIGH

RANGEOff-Highway On-Highway

9-SpeedStandard

1

2

3

4

f260322

R

LOW

1

2

3

4

f260323

R

7

6 8

5

f260324

R

9-Speed"R" Ratio

2

3

4

1

f260325

R

2

3

4

1

f260325

R

8

7 9

6

f260326

R

5

9-SpeedRMO

Models

1

2

4

f260327

R

3LOW

1

2

4

f260327

R

3LOW

8

6 7

5

f260328

R

10-SpeedStandard

2

3

4

1

f260329

R

5

2

3

4

1

f260329

R

5

9

8 10

7

f260330

R

6

10-SpeedRMO

Models

2

3

5

1

f260331

R

4

2

3

5

1

f260331

R

4

10

8 9

7

f260332

R

6

Table 8.3, Meritor Shift Progressions

7. To upshift into high range—with the transmissionstill in the highest low-range gear—move therange selector lever up to put the transmissioninto high range, then partially depress the clutchpedal and move the shift lever into neutral. Asthe shift lever passes through neutral, the trans-mission will automatically shift from low range tohigh range.

8. Release the clutch pedal, and let the engine slowuntil the road speed and engine RPM match.

9. Partially depress the clutch pedal, and move theshift lever into the lowest gear in the high range-5th gear in 9-speed models, 6th gear in 10-speed models.

10. Double clutch to continue upshifting.


gressively downward to the bottom gear in highrange-5th gear in 9-speed models, 6th gear in10-speed models-double-clutching betweenshifts. See Table 8.3 .

2. When in the bottom gear of the high-range shiftpattern, and ready for the next downshift, pushthe range selection lever down into low range.Double-clutch through neutral, and shift into thetop gear of the low-range shift pattern. As theshift lever passes through neutral, the transmis-sion will automatically shift from high range tolow range.



Meritor Splitter and Range-Shift ModelsRefer to the Meritor website for additional informa-tion, www.arvinmeritor.com.

General Information, Meritor Splitterand Range-ShiftCombination splitter and range-shift transmissionsallow the choice of two splitter ratios in each leverposition as well as the additional ratios provided ineach lever position after shifting to the other range.


Transmissions

8.18

13-Speed ModelsMeritor 13-speed transmissions have thirteen forwardspeeds and two reverse speeds. Each transmissionconsists of a 5-speed front section, and a 3-speedauxiliary section. The auxiliary section contains low-and high-range ratios, plus, an overdrive splitter gear.See Fig. 8.18 .

All of the thirteen speeds are controlled with one shiftlever. Built into the shift knob of the lever, are arange selection lever and a splitter control button (onthe side of the shift knob), that control range selec-tion and gear splits, respectively.

Low gear in the front section is used only as a start-ing ratio. The remaining four forward positions areused once in the low range and once in the highrange. However, each of the four high range gearpositions can be split with the overdrive ratio of thesplitter gear. Ratios cannot be split while the trans-mission is in low range.

Operation, Meritor Splitter andRange-ShiftIMPORTANT: The shifter knob has an interlockfeature that prevents the splitter control buttonfrom being moved up when the range selectionlever is down (in the low range); when the trans-mission is in the high range, and the splittercontrol button is up, the range selection levercannot be moved down.

ReverseTo drive in reverse, push the range selector leverdown to put the transmission in the low range. Pushthe clutch pedal to the bottom of travel so the clutchbrake slows the transmission for initial gear engage-ment. Holding the clutch pedal at the bottom oftravel, shift into reverse.

Slowly release the clutch pedal to move the vehiclein reverse.

Upshifting1. To drive forward, make sure the vehicle is com-

pletely stopped and the range selector lever ispushed down to put the transmission in the lowrange.

Push the clutch pedal to the bottom of travel sothe clutch brake slows the transmission for initialgear engagement. Holding the clutch pedal atthe bottom of travel, shift into low.

2. Slowly release the clutch pedal to begin movingthe vehicle forward.

3. To upshift into 1st gear, only partial depression ofthe clutch pedal is needed. Do not push theclutch pedal all the way to the floor and engagethe clutch brake; instead, partially depress theclutch pedal, and move the shift lever into neu-tral.

4. Release the clutch pedal, and allow the engineto decelerate until the road speed and the engineRPM match.

5. Partially depress the clutch pedal, and move theshift lever into 1st gear.

6. Double clutch to continue upshifting until in fourthgear. See Table 8.3 .

7. To upshift into high range—with the transmissionstill in 4th gear—push the range selection leverup to put the transmission into high range, thenpartially depress the clutch pedal and move theshift lever into neutral. As the shift lever passesthrough neutral, the transmission will automati-cally shift from low range to high range.

8. Release the clutch pedal, and let the engine slowuntil the road speed and engine RPM match.

9. Partially disengage the clutch, and move the shiftlever into 5th gear.

R1 3

2 4LOW

Dir OD5 5

Dir OD

Dir OD Dir OD

7 7

6 6 8 8

Hi

Lo

A

BC

D

1

03/13/96 f260154a

N


C. Up for OverdriveD. Down for Direct


Fig. 8.18, Meritor 13-Speed Transmission Shift Pattern

Transmissions

8.19

10. To upshift from 5th gear into 5th overdrive, flipthe splitter control button up to the overdrive po-sition; then, immediately release the accelerator,and press and release the clutch pedal. It is notnecessary to move the shift lever when shiftingfrom direct to overdrive; the transmission willshift when synchronization with the engine’sspeed is reached. Accelerate the engine onlyafter the transmission has shifted.

11. To shift from 5th overdrive to 6th direct, partiallydisengage the clutch, shift into 6th—but beforeengaging the clutch—flip the splitter control but-ton down into the direct drive position; then en-gage the clutch, and accelerate the engine.

Do not move the control button while the shiftlever is in neutral.

12. Shift upward through each of the high rangegears, alternating the procedures in steps 10 and11, above.

Downshifting1. Downshift from 8th overdrive to 8th direct without

moving the shift lever. Flip the splitter control but-ton down to the direct drive position; then, imme-diately release the accelerator, and press andrelease the clutch pedal. Accelerate the engineonly after the transmission has shifted.

2. To downshift from 8th direct to 7th overdrive, flipthe splitter control button up to the overdrive po-sition; then, immediately double-clutch throughneutral, moving the shift lever from 8th to 7thgear.

3. Downshift through each of the high range gearsalternating the procedures in steps 1 and 2,above, until reaching 5th direct.

4. While in 5th direct, and ready for the next down-shift, push the range selection lever down intolow range. Double-clutch through neutral, andshift into 4th gear. See Fig. 8.18 . As the shiftlever passes through neutral, the transmissionwill automatically shift from high range to lowrange.



Meritor Engine Synchro Shift ™

(ESS) Automated ModelsRefer to the Meritor website for additional informa-tion, www.arvinmeritor.com.

General Information, ESS9–Speed and 10–Speed M, MO, RS, andRSX ModelsMeritor 9–Speed and 10–Speed M, MO, RS, andRSX Model transmissions do not require use of theclutch except to start and stop the vehicle.

NOTE: Meritor M and MO series ESS transmis-sions are available only on vehicles equippedwith either Caterpillar or Cummins electronicengines. Meritor RS and RSX series ESS trans-missions are only available on vehiclesequipped with Detroit Diesel electronic engines.

The ESS system works with the engine fuelcontrol system to automatically synchronize en-gine rpm to road speed during gear changes.Use the clutch only to start and stop the vehicleand to shift into Forward or Reverse. The HIand LO ranges are automated, so the driverdoes not have to select ranges. A "break torque"feature allows the driver to move the shift leverand take the transmission out of gear withoutchanging throttle position. Throttle position canbe maintained while braking and downshiftingthrough the gears when stopping the vehicle, aswell as on steep grades.

The major components of the ESS system arethe system switch, shift-intent switch, input andoutput shaft speed sensors, a Neutral positionsensor, and an electro-pneumatic solenoid.

Operation, ESSThe ESS system collects and relays information per-taining to the positions of the shift-intent and systemswitches (Fig. 8.19 ), transmission input and outputshaft speeds, and shift lever position. The informa-tion is received by the engine Electronic ControlModule (ECM), which signals the fuel control systemto increase or decrease engine rpm to match road

Transmissions

8.20

speed. The ECM also controls HI and LO range se-lection in the auxiliary case on the rear of thetransmission.

The system switch (Fig. 8.19 ) is the lower switch lo-cated on the driver’s side of the shift handle. It con-trols ESS system operation. When in the down posi-tion, the system is operating and the word ON isvisible on the switch. In the up position, the wordOFF is visible, the system is not operating, and thetransmission can be shifted manually.

The shift-intent switch (Fig. 8.19 ) is the upper switchon the driver’s side of the shift handle. It has fourpositions and controls upshifting and downshifting bycommunicating to the ECM the driver’s intention ofchanging gears.

NOTE: If the system switch is OFF, use theshift-intent switch to select between ranges.Push the top of the switch (Fig. 8.20 ) to selectthe HI range on upshifts and the bottom of theswitch (Fig. 8.21 ) to select the LO range ondownshifts.

WARNINGMake sure that the transmission is in neutral (N)when you start the vehicle. If the vehicle isstarted in gear, it will suddenly move forward orbackward which could result in personal injuryand damage to property and the transmission.

Starting the Vehicle1. Ensure that the shift lever is in the neutral (N)

position.

2. Push the clutch pedal to the bottom of its travelto engage the clutch brake.



5. Allow the system air to build up to the rangespecified on the gauge.

6. Release the parking brake.

02/17/98 f270058

1

2

1. Shift-Intent Switch 2. System Switch

Fig. 8.19, ESS Shift Handle

02/17/98 f270059A B

A. Press the top portion (engage the first position) ofthe shift-intent switch to begin an upshift.

B. Press the top portion again (engage the secondposition) to break torque.

Fig. 8.20, ESS Upshifting Using the Shift-Intent Switch

02/17/98A B

f270060

A. Press the bottom portion (engage the first position)of the shift-intent switch to begin a downshift.

B. Press the bottom portion again (engage the secondposition) to break torque.

Fig. 8.21, ESS Downshifting Using the Shift-IntentSwitch

Transmissions

8.21

Shifting Into a Starting Gear

CAUTIONAlways use the proper starting gear. Do not shiftinto neutral and coast, as this will result in dam-age to the transmission.

1. Press the system switch down, into the ON posi-tion, to activate the ESS system.

2. Press the top portion of the shift-intent switch.

IMPORTANT: Use the clutch brake only wheninitially engaging a gear with the vehicle stand-ing still.

3. Push the clutch pedal to the bottom of its travelso that the clutch brake stops the transmissioninput shaft from rotating.

4. Move the shift lever and engage a starting gear.


NOTE: If you do not shift the transmission out ofneutral into a gear within two seconds, the ESSsystem will "time out" and deactivate. The trans-mission returns to manual operation. To reacti-vate the ESS system, press the shift-intentswitch again. See the following procedures forupshifting and downshifting for instructions onhow to use the shift-intent switch.

Upshifting1. To upshift into the next higher gear:

1.1 Press the top portion of the shift-intentswitch.

1.2 Apply pressure with the shift lever towardthe neutral position.

1.3 Press the top portion of the shift-intentswitch again, far enough so that theswitch goes into a second position insidethe body of the shift handle. Then releasethe switch. See Fig. 8.20 . This will breaktorque.

1.4 Immediately move the shift lever to theneutral position.

1.5 Allow engine rpm to slow down enough tosynchronize with road speed.

1.6 Move the shift lever to the next highergear.

2. To upshift through the rest of the gears, repeatthe substeps above. Before each upshift, pushthe top of the shift-intent switch into the shifthandle body to break torque. The range shift isautomatic.

3. To skip a gear, press the shift-intent switch intothe shift handle body, while in neutral, one timefor every gear that is skipped.

Downshifting1. To downshift into the next lower gear.

1.1 Press the bottom portion of the shift-intentswitch.

1.2 Apply pressure with the shift lever towardthe neutral position.

1.3 Press the bottom portion of the shift-intentswitch again, far enough so that theswitch goes into a second position insidethe body of the shift knob. Then releasethe switch. See Fig. 8.21 . This will breaktorque.

1.4 Immediately move the shift lever to theneutral position.

1.5 Allow engine rpm to speed up enough tosynchronize with road speed.

1.6 Move the shift lever to the next lowergear.

2. To downshift through the rest of the gears, re-peat the substeps above. Before each downshift,push the bottom of the shift-intent switch into theshift handle body to break torque. The rangeshift is automatic.

3. To skip a gear, press the shift-intent switch intothe shift handle, while in neutral, one time forevery gear that is skipped.

Reverse1. Press the system switch on the shift handle so

that it is in the ON position and the ESS systemis activated.


Transmissions

8.22

3. Move the shift lever and engage reverse.

4. Slowly release the clutch pedal and move thevehicle in the reverse direction.

NOTE: If a HI reverse range is required, followthe steps below.

5. Press the system switch on the shift handle sothat it is in the OFF position and the ESS systemis deactivated.

6. Press the top portion of the shift-intent switch toengage the HI range.


8. Move the shift lever and engage reverse.

9. Slowly release the clutch pedal and move thevehicle in the reverse direction.

See Fig. 8.22 for two ESS 9-speed shift patternsand one ESS 10-speed shift pattern.

02/17/98 f270061

R

R

R

R

R

R

5 7

1 3

3 3 LO 2

2 2

4

4

6 8

6 8

9 7 5

1

7 9

4

5

10 8

1

N N N

6 A B C

A. 9-Speed Shift Pattern with LOGear

B. 9-Speed Shift Pattern C. 10-Speed Shift Pattern

Fig. 8.22, Meritor ESS 9- and 10-Speed Shift Patterns

Transmissions

8.23

9

Rear AxlesMeritor Single Drive Axles With Traction Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Drive Axles With Main Differential Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Main Differential Lock Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Tandem Drive Axles With Interaxle Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2Meritor Interaxle Differential Lockout Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2Eaton Single Reduction Axles With Controlled Traction Differential . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2Eaton 2-Speed Tandem Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3Eaton Interaxle Differential Lockout Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3

Meritor Single Drive AxlesWith Traction EqualizerSome Meritor single drive axles are equipped with atraction equalizer which is a load sensing, self-actuating feature. A traction equalizer provides nor-mal differential action where traction is good. Whenone wheel begins to spin faster than the other, clutchplates in the differential housing automatically en-gage, delivering power to both wheels. There is nooperator control with this feature.

A traction equalizer occasionally tends to slip in ajerking motion, producing irregular intervals of sharpnoises. This generally occurs when the vehicle is op-erating at low speeds on fairly sharp turns. This con-dition, called slip-stick, is corrected by adding a fric-tion modifier to the axle lubricant. This additive tendsto reduce the static coefficient of friction to a valueequal to, or lower than, the sliding coefficient.

See Group 35 of the Heavy-Duty Trucks Mainte-nance Manual for additional information on frictionmodifiers and when to add them to axle lubricants.

CAUTIONTire sizes on both rear wheels should be thesame on axles equipped with a traction equalizer.If not, excessive wear may occur in the tractionequalizer.

Meritor Drive Axles With MainDifferential LockThe Meritor main differential lock is a driver-controlled traction device operated from the vehiclecab. A switch allows the driver to lock or unlock thedifferential. An indicator light on the instrument panelcomes on when the differential lock is engaged. Anoptional buzzer can also be used to indicate differen-tial lock engagement.

The main differential lock provides maximum tractionunder slippery conditions. When the differential lockis engaged, the clutch collar completely locks thedifferential case, gearing, and axle shafts together,maximizing traction of both wheels and protectingagainst spinout. Under normal traction conditions, donot engage the differential lock. Operate the axlewith differential action between both wheels.

WARNINGBe especially careful when driving under slipperyconditions with the differential locked. Thoughforward traction is improved, the vehicle can stillslip sideways, causing possible loss of vehiclecontrol, personal injury, and property damage.

Meritor Main Differential LockOperationTo lock the main differential and obtain maximumtraction under slippery conditions, move the controlswitch to the lock position.

WARNINGLock the main differential only when the vehicleis standing still or moving less than 25 mph (40km/h). Never lock the main differential when thevehicle is traveling down steep grades or whenthe wheels are slipping. This could damage thedifferential or lead to loss of vehicle control,causing personal injury and property damage.

NOTE: On some vehicles, the differential locksystem is connected through the low speedrange of the transmission. If this system is used,the transmission must be in the low speedrange for the differential to fully lock.

If the vehicle is moving, maintain a constant vehiclespeed while engaging the differential lock. Briefly letup on the accelerator to relieve torque on the gear-ing, allowing the differential to fully lock. The indica-tor light should come on and the buzzer shouldsound on vehicles so equipped. When the differentialis fully locked, the turning radius will increase be-cause the vehicle understeers. See Fig. 9.1 . Drivecautiously and do not exceed 25 mph (40 km/h).

To unlock the main differential, move the controlswitch to the unlock position. Briefly let up on theaccelerator to relieve torque on the gearing, allowingthe differential to fully unlock.

NOTE: If the differential lock system is con-nected through the low speed range of thetransmission, shifting out of low speed range willalso unlock the differential.

Rear Axles

9.1

When the differential lock disengages, the indicatorlight will go off and the buzzer will stop.

Meritor Tandem Drive AxlesWith Interaxle DifferentialMeritor tandem drive axles with an interaxle differen-tial have a lockout feature. Differential lockout is con-trolled by a switch (Fig. 9.2 ) on the control panel.

In the UNLOCK position, there is differential actionbetween the two axles. The differential compensatesfor different wheel speeds and variations in tire size.Keep the interaxle differential unlocked for normaldriving on roads where traction is good.

In the LOCK position, the interaxle differential islocked out and the driveshaft becomes a solid con-nection between the two axles. Power entering theforward axle is also transmitted straight through tothe rear axle, so both axles turn together at the samespeed. The LOCK position should be used when thevehicle encounters poor traction conditions; however,it also increases drivetrain and tire wear and shouldbe used only when improved traction is required.

Meritor Interaxle DifferentialLockout OperationTo lock the interaxle differential and achieve maxi-mum pulling power when approaching slippery orpoor road conditions, move the lockout control valveto LOCK while maintaining vehicle speed, before en-countering the poor road conditions. Let up momen-tarily on the accelerator to engage the differentiallock. Proceed over poor road conditions with caution.Do not wait until traction is lost and the tires arespinning before locking the interaxle differential.

CAUTIONDo not actuate the interaxle differential controlvalve while the tires are slipping. Do not operatethe vehicle continuously with the interaxle differ-ential locked during extended good road condi-tions. To do so could result in damage to the axlegearing and excessive tire wear.

To unlock the interaxle differential, move the lockoutcontrol valve to UNLOCK while maintaining vehiclespeed, after leaving the poor road conditions. Let upmomentarily on the accelerator to allow the shift,then resume driving at normal speed.

Eaton Single Reduction AxlesWith Controlled TractionDifferentialThe controlled traction differential system is a differ-ential assembly incorporating a friction plate assem-bly designed to transfer torque from the slippingwheel to the one with traction. The unit is basically amultiple disc clutch designed to slip above predeter-mined torque values. This controlled slipping charac-teristic at higher torque values enables the vehicle tonegotiate turns in a normal manner. Resistance toslippage at lower torque values enables the vehicle

02/09/96 f350079a

A

B

A. Turning Radius When Differential is Locked(engaged)—Understeer Condition

B. Turning Radius When Differential is Unlocked(disengaged)

Fig. 9.1, Turning Radius

01/19/95 f600306

Fig. 9.2, Interaxle Differential Control

Rear Axles

9.2

to maintain an appreciable amount of tractive effortwhen one wheel encounters relatively poor traction.

A control valve (Fig. 9.3 ) in the cab is actuated bythe driver to engage and disengage the controlledtraction feature.

Disengaged, the axle has differential action all thetime. One wheel will spin independently of the other,if slippery conditions are encountered.

Engaged, wheel slippage and spinout are minimized.

NOTE: The controlled traction differential can beengaged at any speed, except during spinout.

Eaton 2-Speed Tandem AxlesEach axle of the 2-speed tandem contains a highrange single reduction gear set and a low rangedouble reduction gear set. The operator selects thedesired axle range by moving the range preselectionlever located on the shifter knob (Fig. 9.4 ).

Dual Range 2-Speed Tandem AxleOperation With MultispeedTransmissionsNOTE: See Chapter 8 , "Transmissions," for de-tailed information on how to use the range pre-selection lever.

On multispeed transmission applications, the 2-speedaxle should be used as a dual range. Use the lowrange when operating off-highway or when startingout with a heavy load on-highway. After the vehicle is

moving on the highway, the axle can be shifted tohigh range.

To shift the axle to the high range: Make sure theinteraxle differential lockout is disengaged, keep thethrottle pedal down, move the range preselectionlever to high, release the throttle pedal until the axleshifts, then accelerate.

To shift the axle to the low range: Keep the throttlepedal down, move the range preselection lever tolow, release and depress the throttle pedal quickly toincrease engine rpm. The axle will shift to low range.

NOTE: When parking the vehicle, put the axle inthe low range with the engine running. Engagethe clutch and transmission to be sure the axlehas completed the shift into the low range.Some vehicle motion is required to ensure en-gagement of the axle.

IMPORTANT: See "Eaton Interaxle DifferentialLockout Operation" for precautions that must betaken when shifting axles in relation to the inter-axle differential lockout.

Eaton Interaxle DifferentialLockout OperationInteraxle differential lockout systems include a lock-out control valve (Fig. 9.5 ) located in the cab, and anair-operated shift unit mounted on the forward rearaxle.

When the interaxle differential lockout control valve isin the LOCK position, the interaxle differential islocked out and the driveshaft becomes a solid con-nection between the two axles. Power entering theforward axle is also transmitted straight through to

f60030710/04/93

Fig. 9.3, Traction-Control-Differential Control

A

B

01/19/95 f260056a

A. High Range B. Low Range

Fig. 9.4, Range Preselection Lever

Rear Axles

9.3

the rear axle, so both axles turn together at the samespeed. The LOCK position should be used when ad-ditional traction is needed.

CAUTIONEngage the lockout only when stopped or at slowspeeds and never when the wheels are spinning.Do not operate the axles on dry pavement withthe lockout engaged for prolonged periods. Useonly when additional traction is needed underadverse road conditions. Disengage the interaxledifferential lockout before shifting the axle to ahigher range.

When the interaxle differential lockout control valve isin the UNLOCK position, the interaxle differential al-lows differential action between the axles therebycompensating for different wheel speeds and varia-tions in tire size. Keep the interaxle differential lock-out in the UNLOCK position for normal driving onroads where traction is good. On 2-speed axles, theinteraxle differential must be in the UNLOCK positionbefore attempting to shift the axles out of low or highrange.

01/19/95 f600306

Fig. 9.5, Interaxle-Differential Control

Rear Axles

9.4

10

Fifth Wheels and TrailerCouplings

Holland Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1ASF Castloc® II and Simplex® Series Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7Fontaine® Fifth Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.12Premier Trailer Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.17Holland Trailer Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.18

Holland Fifth WheelsGeneral InformationThe 2535 and 2536 sliding fifth wheel models incor-porate a Model FW8, 3500 or 3600 fifth wheel(Fig. 10.1 ), equipped with an air-operated releaseslide, a double manual release slide, or a singlemanual release slide. Sliding fifth wheel assembliesare mounted on a baseplate which permits forwardand rear movement along notched rails. Plungers aremeshed into teeth on the baseplate to lock the slid-ing mechanism. Disengagement of the sliding mem-ber is accomplished when the plungers are with-drawn (manually or air-operated), releasing the fifthwheel assembly so that it can be positioned for opti-mum weight distribution over the tractor axles.

The air-operated release slide assembly (Fig. 10.2 )contains a double-ended air cylinder which locks andunlocks both sides of the sliding member at thesame time. The air cylinder is activated by a two-position air-control valve in the tractor cab.

The double manual release slide assembly(Fig. 10.3 ) contains two slide plunger releasehandles, one on each side of the bracket assembly.Both handles must be manually operated to lock andunlock each side of the sliding member.

The single manual release slide assembly (Fig. 10.4 )has a single lever which locks and unlocks both

sides of the sliding member. A hook is used to movethe lever to the locked and unlocked positions.

12

3

01/19/95 f310046a

1. Kingpin Lock Mechanism2. Kingpin Control Handle3. Mounting Bracket

Fig. 10.1, Holland Fifth Wheel

1

2 3

f310369 05/19/93

NOTE: Baseplate rails not shown.1. Kingpin Lock Control Handle2. Double-Ended Air Cylinder3. Slide Plunger Release

Fig. 10.2, Air-Operated Release Slide Assembly

1

42

3A

02/09/95 f310332b

NOTE: Baseplate rails not shown.A. Slide plunger must be flush with mounting bracket

when locked.1. Kingpin Lock Control Handle2. Plunger Holdout Latch3. Slide Plunger Release Handle (one side each)4. Plunger Release Spring

Fig. 10.3, Double Manual Release Slide

Fifth Wheels and Trailer Couplings

10.1

Type "B" Kingpin Lock Mechanism(Fig. 10.5)

The Type "B" kingpin lock mechanism utilizes twospring-loaded lock halves. The final forward motionof the kingpin into the open lock halves forces thelocks to close in a 360 degree grip around the shoul-der and neck of the kingpin, positioning sliding yokesbetween the lock halves and tapered rib members ofthe fifth wheel understructure. The kingpin can bereleased only by manually operating the kingpin lockcontrol handle. The adjustment nut will compensatefor wear on the lock or kingpin.

Lockguard (Fig. 10.6)

The Holland lockguard is a device that prevents afalse lockup, and is used with Type "B" kingpin lockmechanisms. The Lockguard is a spring-tensioned,smooth-surfaced tongue that the kingpin passes overand depresses when entering the lock mechanism.The Lockguard will prevent the locks from engagingbefore the kingpin fully enters the locks. If the kingpinenters the fifth wheel incorrectly and does not de-press the tongue, the locks are unable to close.

Type "A" Kingpin Lock Mechanism(Fig. 10.7)

The Type "A" kingpin lock mechanism utilizes asingle hinged lock and a cam arm. The final forwardmotion of the kingpin into the open lock forces thehinged lock to pivot on a pin and close around thekingpin. The lock is held in place by a spring loaded

plunger. The kingpin can be released only by manu-ally operating the release handle. The adjustment nutwill compensate for wear on the lock or kingpin.

Fifth Wheel Locking OperationLocking the Fifth Wheel Mechanism

CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide release plungers must be in thelocked position (flush with the mounting bracketedge). This prevents the sliding member frommoving rapidly to the far forward or rearward po-sition, which could damage the fifth wheel mem-ber or kingpin.

1. Chock the front and rear of the trailer tires toprevent the trailer from moving.

WARNINGKeep the fifth wheel plate lubricated to preventbinding between the tractor and trailer. A bindingfifth wheel could cause erratic steering and lossof vehicle control, possibly resulting in seriouspersonal injury or death.

2. The kingpin lock mechanism must be fully open,and the fifth wheel plate must be completely lu-bricated with chassis grease. For lubrication in-structions, see Group 31 of the Heavy-DutyTrucks Maintenance Manual.

3. Position the tractor so that the fifth wheel lockopening is in line (both vertically and horizontally)with the trailer kingpin. The kingpin should be ina position to enter the throat of the lockingmechanism, to prevent a false lockup. SeeFig. 10.6 . Adjust the trailer landing gear to giveenough alignment height so that the fifth wheelpicks up the trailer on the fifth wheel ramps.

4. With the fifth wheel lock opening aligned with thetrailer kingpin, back the tractor slowly toward thetrailer, making sure that the kingpin correctly en-ters the throat of the locking mechanism. Whenthe trailer is picked up by the fifth wheel, stop thetractor, then continue slow backward motion untilpositive lockup occurs.

5. Apply the tractor parking brakes.

f310528 02/12/96

1

2

2

3

1. Release Lever2. Up-Shock Bushing

3. Plunger Adjustment

Fig. 10.4, Single Manual Release Slide


10.2

WARNINGAdjust the locks correctly to a maximum clear-ance of 1/8 inch (3 mm). Incorrect adjustment ofthe lock could cause the trailer to disconnect,

possibly resulting in serious personal injury ordeath.

6. Make a visual check for proper kingpin lockup.Release the tractor parking brakes. Test for king-pin lockup by pulling on the trailer against the

07/11/2000 f310841

2 2

1 1

4

33

5

A B

A. Closed Position, Locked B. Open Position, Unlocked1. Release Handle and Spring2. Adjustment Nut

3. Lock Halves4. Lock Pivot

5. Sliding Yoke

Fig. 10.5, Type "B" Kingpin Lock Mechanism (bottom view)

1

2

3

4A

11/07/94 f310106a

1

2

3

4

B

D C

A. Locks open.B. Locks closed.C. Kingpin correctly entering the lock. Note how the depressed tongue allows lock halves to close completely around the

neck and shoulder of the kingpin.D. Kingpin incorrectly entering the lock. Note how the steel tongue prevents lock halves from closing, preventing false

lockup.1. Fifth Wheel Plate2. Trailer

3. Kingpin 4. Lockguard

Fig. 10.6, Lockguard Mechanism (rear view)


10.3

chocks. Check for correct maximum clearancebetween the lock halves. If more than 1/8-inch(3.2-mm) clearance exists between the lockhalves, the lock must be adjusted. See Group31 of the Heavy-Duty Trucks Service Manual foradjustment procedures.

NOTICEAlways make sure the connect-hanger/supportkeeps the trailer air hoses and electrical cablespositioned so that they do not rub on anything.Rubbing may wear through hoses or cables, re-sulting in air leaks, or exposed or broken wires,potentially affecting trailer brake or electrical sys-tems.

7. After lockup is completed, connect the tractor-to-trailer air system lines and electrical cable to thetrailer. Take care to prevent dirt or foreign mate-rial from entering the air lines.

8. Charge the air brake system with air. Make surethat the air connections do not leak.

9. Retract the trailer landing gear and secure theratchet handle.

10. Remove the chocks from the trailer tires.

11. The load distribution on the front steering axleand rear drive axle(s) will have a direct effect onthe steering control of the vehicle.

Determine the front and rear axle weights byweighing the vehicle on scales designed for thispurpose.

The maximum axle weight ratings are shown onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.

WARNINGDo not overload any tractor axle by improperlyloading the trailer. This could cause erratic steer-ing and loss of vehicle control, possibly resultingin serious personal injury or death.

Unlocking the Fifth Wheel LockMechanism1. Apply the tractor parking brakes.

f310532 07/26/96

1

1

2 2

3 3

4 4

A B

A. Closed Position, Locked B. Open Position, Unlocked1. Release Arm2. Release Handle

3. Lock Pin 4. Hinged Lock

Fig. 10.7, Type "A" Kingpin Lock Mechanism


10.4

2. Pull the trailer air supply valve to cut off the airsupply to the trailer.


WARNINGDo not use the trailer air supply for parking trail-ers not equipped with spring parking brakes.This applies the trailer service brakes only. As airbleeds from the trailer brake system, brake appli-cation is lost. This could allow the unattendedvehicle to roll away, possibly resulting in seriouspersonal injury or death.

4. Lower the trailer landing gear until the weight isremoved from the fifth wheel.

5. Disconnect the tractor-to-trailer air system linesand electrical cable. Plug the air lines to preventdirt or foreign material from entering the lines.

CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide release plungers must be in thelocked position (flush with the mounting bracketedge). This prevents the sliding member frommoving rapidly to the far forward or rearward po-sition, which could damage the fifth wheel mem-ber or kingpin.

6. Release the kingpin locking mechanism by pull-ing the kingpin lock control handle (Fig. 10.1 ) tothe outward position.

7. Slowly drive the tractor away from the trailer.

Fifth Wheel Slide Operation1. Connect the trailer kingpin to the tractor fifth

wheel. For instructions, refer to Holland "FifthWheel Locking Operation," in this chapter.

2. After positive lockup of the fifth wheel lockmechanism has been accomplished, release thesliding member using one of the following meth-ods:

2.1 For air-operated models, set the cab-operated control switch (Fig. 10.8 ) toUNLOCK.

2.2 For double manual release slide models,pull both plunger release handles(Fig. 10.3 ) outward, from each side of themounting brackets, to the unlocked posi-tion. Position the plunger holdout latch inthe groove of the plunger. See Fig. 10.9 .

For single lever release slide models, usethe release hook to pull the lever to theunlocked position (Fig. 10.7 ). Lift the re-lease lever to the secure position behindthe catch. Visually check the slide plung-ers to make sure they have released asshown in Fig. 10.9 .

3. Lower the trailer landing gear just enough to re-move the weight from the tractor.




6. Slowly move the tractor forward or backwarduntil the fifth wheel is in the desired location.

5th WHEELSLIDE

LOCK

MUST BE LOCKEDWHEN VEHICLEIS IN MOTION

22−11571−3

02/09/94 f310047a

Fig. 10.8, Fifth Wheel Slide Control Switch


10.5

CAUTIONAfter moving the fifth wheel to the desired posi-tion, be sure the trailer landing gear will not, atany time, come in contact with the tractor frameor other components. Make sure that the front ofthe trailer will not come in contact with the rearof the cab or with other components if they ex-tend beyond the rear of the cab.


NOTE: The fifth wheel may have to be movedslightly to enable the locking plungers to enterthe fully locked position.

8. Lock the sliding member into position using oneof the following methods:

WARNINGCheck to be sure that the slide plungers are inthe locked position. Failure to achieve complete

lockup may allow disengagement of the tractorfrom the trailer, possibly resulting in serious per-sonal injury or death.

8.1 For air-operated models, set the cab-operated control switch to LOCK. Visuallycheck the slide plungers to make surethey are engaged in the fully locked posi-tion.

8.2 For double manual release models, lift theplunger holdout latch on each side of themounting brackets. Then, move the re-lease plunger on each side of the mount-ing brackets (Fig. 10.3 ) into the lockedposition. Make sure that the slide plungersare engaged in the fully locked position.See Fig. 10.9 .

8.3 For single manual release models, trip therelease lever (Fig. 10.4 ) to allow the slideplungers to retract to the locked position.Visually check the slide plungers to makesure they are in the locked position asshown in Fig. 10.9 .

9. The amount of load distribution on the frontsteering axle and rear drive axle(s) will have adirect effect on the steering control of the vehicle.



WARNINGAdjust the fifth wheel slide correctly, and do notoverload any tractor axle by incorrectly loadingthe trailer. Incorrect slide adjustment or improperaxle loading could cause erratic steering andloss of vehicle control, possibly resulting in seri-ous personal injury or death.

1

1

A

B

01/24/96 f310439

A. Locked (engaged)B. Unlocked (disengaged)1. Plunger

Fig. 10.9, Plunger Positions


10.6

Fifth Wheel LubricationThe fifth wheel plate must be kept well lubricatedwith chassis grease to prevent friction and bindingbetween the tractor fifth wheel plate and the trailer.Friction and binding, caused by insufficient grease onthe fifth wheel plate, could result in erratic steering.For lubrication instructions, see Group 31 of theHeavy-Duty Trucks Maintenance Manual.

ASF Castloc ® II and Simplex ®

Series Fifth WheelsGeneral InformationThe ASF Castloc II and Simplex series fifth wheelsare used for pulling trailers having the standard2-inch diameter kingpin. When installed as a station-ary fifth wheel (Fig. 10.10 ), they are bracket-mountedto the tractor frame in a position that best distributesthe trailer load over the tractor axles. When used asa sliding fifth wheel (Fig. 10.11 ), they are mountedon the Taperloc® sliding mount (air-operated ormanual release).

The fifth wheel lock mechanism for the trailer kingpinconsists of a rotating jaw that grips the trailer kingpinand a spring-actuated lock. The jaw rotates on a jawpin during coupling and uncoupling operations. King-pin lockup occurs when the kingpin is forced into thejaw and the operating rod handle moves to thelocked position. The kingpin is released either by ac-tivating a manual operating rod, or if equipped with

Touchloc®, by a dash mounted release-knob, whichactivates an air cylinder underneath the top plate.The air cylinder activates the operating rod. The op-erating rod is located on the left side of the fifthwheel for Castloc II and Simplex II fifth wheels, andon the right side for the Simplex fifth wheel assem-bly.

On sliding fifth wheels, the top plate is mounted on asliding saddle plate, which slides along the baseplateattached to the tractor frame. The baseplate railsallow forward and rear movement of the slide assem-bly, for optimum weight distribution over the tractoraxles.

Tapered slots in the baseplate rails, aligned in 4-inch(102-mm) increments, provide for location of the fifthwheel along the baseplate. Retractable, spring-actuated lockpins are positioned through the slots tohold the fifth wheel in the desired position. The lock-pins are retracted either manually or by an air-operated cylinder controlled from the cab.

The manually-operated slide contains an operatingrod (Fig. 10.11 ), which unlocks both sides of theplate at the same time.

The air-operated sliding saddle plate contains an aircylinder which moves the operating lever to unlockboth sides of the plate at the same time. The air cyl-inder is activated by a two-position air-control valvein the tractor cab.

f310353b

12

3

4

11/28/95

1. Lubricant Grooves2. Safety Latch

3. Operating Rod4. Mounting Bracket

Fig. 10.10, Simplex Stationary Fifth Wheel

1

2

3

45

6

3

04/08/96 f310445

7

8

1. Baseplate2. Bolted Stop3. Baseplate Rail4. Fifth Wheel Mount

5. Slide Saddle Plate6. Safety Latch7. Operating Rod8. Operating Lever

Fig. 10.11, Taperloc Slide, Manually-Operated Release


10.7

Fifth Wheel Lock Mechanism for TrailerKingpin (Fig. 10.12)

The Castloc II and Simplex Series fifth wheel lockmechanism consists of a rotating jaw and a spring-actuated lock that grips the trailer kingpin. The jawrotates on an eccentric pin during coupling and un-coupling operations. The spring-actuated lock holdsthe jaw in the locked position once kingpin lockuphas occurred.

In the locked position, there is approximately 1/16-inch (1.6-mm) clearance between the jaw and king-pin. The jaw eccentric pin can be removed and ro-tated to compensate for wear and maintain anapproximate 1/16-inch (1.6-mm) clearance duringservice.

Placing the operating rod in the lockset positionmoves the lock away from the jaw. This action un-locks the jaw so that it can be rotated by movementof the kingpin. When the tractor is moved out fromunder the trailer, the kingpin will rotate the jaw untilthe jaw is in the unlocked position, allowing the king-

pin to move out of the mechanism. With the jaw inthe fully open position, the operating rod drops out ofthe lockset position, and the fifth wheel is ready forcoupling. See Fig. 10.13 .

During coupling, the kingpin contacts and rotates thejaw into the locked position. This action automaticallymoves the operating rod into the locked position.This securely locks the jaw around the kingpin. In thelocked position the safety latch swings freely over theoperating rod. See Fig. 10.14 .

Fifth Wheel Locking and UnlockingLocking the Fifth Wheel Lock Mechanism1. Chock the front and rear of the trailer tires to

prevent the trailer from moving.

CAUTIONBefore attempting to lock the fifth wheel lockmechanism of a sliding type fifth wheel, the slidelocking handle ( Fig. 10.11) must be in the lockedposition. This prevents the sliding member from

04/08/96 f310446

1

23 4

A

B C

56

A. Locked PositionB. Jaw movement compresses spring.C. Fully open.1. Operating Lever2. Safety Latch3. Jaw

4. Jaw Eccentric Pin5. Lock6. Spring

Fig. 10.12, ASF Castloc II and Simplex Series KingpinLocking Mechanism Operation

1

1

2

3

04/08/96 f310447

1. Safety Latch2. Operating Rod (locked)3. Operating Rod (unlocked)

Fig. 10.13, Simplex Kingpin Locking Mechanism,Locking and Unlocking


10.8

moving rapidly to the far forward or rearward po-sition, which could damage the fifth wheel mem-ber or kingpin.

2. The fifth wheel jaw must be fully open. Makesure that the operating rod is in the unlocked po-sition. The fifth wheel must be completely lubri-cated with chassis or multi-purpose grease. Forlubrication instructions, see Group 31 of theHeavy-Duty Trucks Maintenance Manual.


3. Make sure the fifth wheel top plate is tilted so theramps are as low as possible. If equipped withan air suspension, make sure the air bags arecompletely inflated.

4. Position the tractor so that the center of the fifthwheel is in line with the trailer kingpin. The king-pin should be in a position to enter the throat ofthe locking mechanism. See Fig. 10.12 . Adjustthe trailer landing gear so that the lower fronttrailer edge contacts the top surface of the tiltedfifth wheel plate, approximately 8 inches (20 cm)before the fifth wheel center.

5. With the fifth wheel lock opening aligned with thetrailer kingpin, back the tractor slowly toward thetrailer, making sure that the kingpin enters the

throat of the locking mechanism. Continue back-ward motion until positive lockup occurs.


7. Make a visual check (even if equipped with theTouchloc air-operated system) for positive king-pin lockup. The trailer bed plate must be flush onthe fifth wheel plate surface. When positivelockup has occurred, the fifth wheel operatingrod will have moved inward to the locked posi-tion, and the safety latch will swing freely overthe operating rod. See Fig. 10.14 .

NOTE: Only when the operating rod is fully re-tracted in the locked position will the safety latchbe freely rotated down.

8. Release the tractor parking brakes. Test for king-pin lockup by pulling on the trailer against thechocks.


9. After lockup is completed, connect the tractor-to-trailer air system lines and electrical cable to thetrailer. Take care to prevent dirt or foreign mate-rial from entering the air system lines.


WARNINGAdjust the jaw pin if there is more than 1/8-inch(3-mm) clearance between the kingpin and thelock. Incorrect adjustment could cause the trailerto disconnect, possibly resulting in serious per-sonal injury or death.

11. With the trailer wheels chocked and the brakesset, check for clearance between the kingpin andthe fifth wheel jaws by moving the tractor forwardand backward against the locked kingpin. Aclearance of approximately 1/16 inch (1.6 mm)between the jaw and kingpin is allowable. Whenclearance between the jaw and kingpin exceeds

1

2

11/18/94 f310448

1. Safety Latch 2. Operating Rod

Fig. 10.14, Simplex Kingpin Locking Mechanism, SafetyLatch (locked position)


10.9

1/8 inch (3.2 mm), adjust the jaw to restore the1/16-inch (1.6-mm) clearance between the jawand kingpin. For instructions, see Group 31 ofthe Heavy-Duty Trucks Service Manual.

12. Retract the trailer landing gear, and secure theratchet handle.

13. Remove the chocks from the trailer tires.



The maximum axle weight ratings are shown onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ings given on the FMVSS or CMVSS label.






4. Lower the trailer landing gear until the trailerrises about 1/2 inch (13 mm).


CAUTIONBefore attempting to unlock the fifth wheel lockmechanism of a sliding type fifth wheel, the slideoperating rod ( Fig. 10.11) must be in the lockedposition, and the slide lockpins must be in thelocked position, fully inserted in baseplate railslots. This prevents the sliding member frommoving rapidly to the far forward or rearward po-sition, which could damage the fifth wheel mem-ber or kingpin.

6. If equipped with a manual kingpin lock release:Release the kingpin lock mechanism by raisingthe safety latch to the rear and pulling the lockoperating rod out and up into the lockset posi-tion. See Fig. 10.13 . The offset of the lock con-trol upper rod should bottom against the platecasting above the hole. If the operating rod can-not be pulled to the lockset position, back thetractor slightly to release the kingpin forceagainst the jaw.

If equipped with a Touchloc air-operated kingpinlock release: Pull and hold the dash-mountedcontrol valve out (approximately 2 to 3 seconds).The air cylinder and slide cam (see Fig. 10.15 )will rotate the safety indicator and move the lockcontrol handle into the unlocked position, thenretract. The safety indicator will rotate towardsthe rear and the lock control handle upper shoul-der will rest on the fifth wheel plate just abovethe rod hole. When the lock control handle is inthe out position, the trailer may be uncoupledfrom the tractor.

WARNINGIf the air mechanism does not operate properly,do not attempt to use the system. Operate thefifth wheel manually until the air mechanism isrepaired or replaced. Under no circumstancesshould the vehicle be operated or the air mecha-nism used when the spring brake section iscaged.



10.10

Fifth Wheel Slide Operation1. Chock the front and rear of the trailer tires to

prevent the trailer from moving.

2. Connect the trailer kingpin to the tractor fifthwheel. For instructions, refer to "Fifth WheelLocking Operation," in this chapter.

3. After positive lockup of the fifth wheel lockmechanism has been accomplished, release theslide using one of the following methods:

3.1 For air-operated models, set the cab-operated control switch (Fig. 10.8 ) to UN-LOCK.

3.2 For manually-operated models, raise thesafety latch and pull the slide operatingrod (Fig. 10.11 ) outward until the shoulderis outside of the operating rod support,then lower the operating rod as far as itwill go.






WARNINGCheck to be sure that the lockpins are seated inthe holes and that the operating rod is in thelocked position with the safety latch securing theoperating rod. Failure to achieve complete lockupmay cause the trailer to detach from the tractor,possibly resulting in serious personal injury ordeath.

NOTE: The fifth wheel may have to be movedslightly to enable the locking pins to enter thefully locked position.

8. Lock the sliding member into position using oneof the following methods:

For air-operated models: Set the cab-operatedcontrol switch to LOCK. Visually inspect the lock-pins to make sure they have seated in the base-plate rail holes.

For manually-operated models: Raise the operat-ing rod so that it is free to move inward. Makesure that the lockpins have seated in the base-plate rail holes and the operating rod moves intothe locked position. Also, the safety latch mustdrop downward so that it holds the operating rodin the locked position.



1

2

3

45

6

78

9

f31054410/17/96

1. Housing Weldment2. Air Cylinder3. Extension Spring4. Slide Cam5. Lock Control Handle

6. Lever Bar7. Lock Spring8. Lock9. Jaw

Fig. 10.15, Touchloc Air-Operated Lock Control


10.11


WARNINGAdjust the fifth wheel slide correctly, and do notoverload any tractor axle by incorrectly loadingthe trailer. Incorrect slide adjustment or improperaxle loading could cause erratic steering andloss of vehicle control, possibly resulting in seri-ous personal injury or death.

Fifth Wheel Lubrication


The fifth wheel plate must be kept well lubricatedwith chassis grease to prevent friction and bindingbetween the tractor fifth wheel plate and the trailer.For lubrication instructions, see Group 31 of theHeavy-Duty Trucks Maintenance Manual.

Fontaine ® Fifth WheelsGeneral InformationThe Fontaine sliding fifth wheel mount is designed toprovide optimum axle loading for maximum tractoruse with different lengths and types of trailers. Thesliding fifth wheel mount is used with the FontaineH5092 series, and 6000/7000 No-Slack II series fifthwheels, and is equipped with either an air-operatedrelease slide (AWB or HAWB models) or a manualrelease slide (MWS or HMWS models).

On Fontaine fifth wheels, kingpin release is accom-plished by activating a manual lock control handlelocated on either the right side or left side of the fifthwheel. Kingpin lockup occurs when the kingpin is

forced into the jaws and the lock control handlemoves to the locked position.

The fifth wheel top plate is mounted on a slide as-sembly, which is attached to slide rails that aremounted on the vehicle frame. The slide rails permitforward and rearward movement of the slide assem-bly, allowing for optimum weight distribution over thetractor axles.

Slots are evenly spaced along the slide rails and re-tractable lockpins are positioned through the holes tohold the fifth wheel in the desired position. SeeFig. 10.16 or Fig. 10.17 .

The slide portion of the sliding model may be at-tached to either an air-operated release slide, or amanual release slide.

The air-operated release slide contains an air cylin-der that locks and unlocks the fifth wheel slide. SeeFig. 10.16 . The air cylinder is activated by a two-position air-control valve in the tractor cab.

The manual release slide contains a slide lockingcontrol handle, located on the left side of the fifthwheel, which locks or unlocks the fifth wheel slide.See Fig. 10.17 .

07/25/95 f310189

1

2

1. Locking Wedge 2. Air Cylinder

Fig. 10.16, Air-Operated Sliding Fifth Wheel Mount,AWB Model


10.12

Fifth Wheel Lock Mechanism for TrailerKingpin (See Fig. 10.18)

The Fontaine fifth wheel lock mechanism for thetrailer kingpin consists of a spring-loaded jaw and asliding wedge.

The jaw and wedge each have a pin permanentlyattached. The pin on the jaw and the pin on thewedge fit into elongated notches in the lock controlhandle. The notches in the handle control the limit ofmovement for both the jaw and wedge. The notchesare arranged so that the wedge is actuated first dur-ing release of the kingpin.

During lockup, the jaw is moved first with the spring-loaded wedge being allowed to slip in place againstthe jaw. A timing bracket ensures that the wedge andjaw are moved at the proper time.

Placing the lock control handle in the unlocked posi-tion moves the wedge away from the jaw. This actionunlocks the jaw so that it can be moved by the trailerkingpin. When the tractor is moved out from underthe trailer, the kingpin moves the jaw until the kingpinis out of the mechanism. With the jaw in the un-locked position, the lock control handle will remain inthe unlocked position until manually moved by theoperator.

During coupling (Fig. 10.18 ), the motion of the king-pin entering the jaw will actuate the jaw and wedge.The jaw will move behind the kingpin, followed by thewedge. The purpose of the wedge is to reinforce thejaw and take up slack around the pin. Any wear onthe jaw is immediately taken up by the wedge sothere is no slack in the connection.

Fifth Wheel Locking OperationLocking the Fifth Wheel Lock Mechanism

CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide locking handle, if so equipped,and the slide lockpins must be in the locked po-sition (fully inserted in the slider rail holes). Thisprevents the sliding member from moving rapidlyto the far forward or rearward position, whichcould damage the fifth wheel member or kingpin.


07/25/95 f310190

1

2

1. Locking Wedge2. Sliding Release Pull Handle

Fig. 10.17, Manual Release Sliding Fifth Wheel Mount,MWS Model

1

2 A

3

B C

01/04/95 f310184c

A. Unlocked PositionB. Locking

C. Locked

1. Wedge2. Jaw

3. Trailer Kingpin

Fig. 10.18, Fontaine Kingpin Lock Mechanism


10.13


2. The kingpin lock mechanism must be fully open,the fifth wheel plate must be completely lubri-cated with chassis grease. For lubrication in-structions, see Group 31 of the Heavy-DutyTrucks Maintenance Manual.

3. Position the tractor so that the fifth wheel lockopening is in line (both vertically and horizontally)with the trailer kingpin. The kingpin should be ina position to enter the throat of the lockingmechanism, as shown in Fig. 10.18 . Adjust thetrailer landing gear to give enough alignmentheight for positive kingpin lockup.

4. With the fifth wheel lock opening aligned with thetrailer kingpin, back the tractor slowly toward thetrailer, making sure that the kingpin enters thethroat of the locking mechanism. Continue back-ward motion until positive lockup occurs.


6. Make a visual and physical check for positivekingpin lockup. When lockup has occurred, thefifth wheel control handle will have moved to thelocked position. Make sure that the safety latchis down over the lock control handle. SeeFig. 10.19 . This will hold the control handle inthe locked position.

7. Release the tractor parking brakes. Test for king-pin lockup by pulling on the trailer against thechocks.


8. After lockup is completed, connect the tractor-to-trailer air system lines and the electrical cable to

the trailer. Take care to prevent dirt or foreignmaterial from entering the air system lines.


WARNINGEliminate slack between the trailer and the trac-tor. Incorrect fifth wheel adjustment could causethe trailer to disconnect, possibly resulting in se-rious personal injury or death.

10. With the trailer wheels chocked and the brakesset, check for clearance between the kingpin andthe fifth wheel jaws by moving the tractor forwardand backward against the locked kingpin. Thereshould be no slack between the tractor and thetrailer. If slack is present, uncouple the trailer.

For adjustment instructions, refer to the appli-cable manufacturer’s service information.

1

1

2

2 02/09/95 f310110a

A

B

NOTE: Make sure the safety latch is down when thecontrol handle is locked.

A. Unlocked B. Locked1. Safety Latch 2. Lock Control Handle

Fig. 10.19, Fontaine 5000 Series Fifth Wheel, Lockingand Unlocking


10.14

11. Retract the trailer landing gear, and secure theratchet handle. Remove the chocks from thetrailer tires.



The maximum axle weight ratings are given onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.






4. Lower the trailer landing gear until the weight isremoved from the fifth wheel.


CAUTIONBefore attempting to lock or unlock the fifthwheel lock mechanism of a sliding type fifthwheel, the slide locking handle, if so equipped,and the slide lockpins must be in the locked po-sition (fully inserted in the slider rail holes). Thisprevents the sliding member from moving rapidlyto the far forward or rearward position, whichcould damage the fifth wheel member or kingpin.

6. Release the kingpin locking mechanism by liftingthe safety latch and pulling the lock controlhandle to the unlocked position. See Fig. 10.19 .


Fifth Wheel Slide Operation1. Connect the trailer kingpin to the tractor fifth

wheel. For instructions, refer to Fontaine 5000Series "Fifth Wheel Locking Operation," in thischapter.

2. After positive lockup of the fifth wheel lockmechanism has been accomplished, release theslide using one of the following methods:

2.1 For air-operated release models, set thecab-operated control switch to UNLOCK.

2.2 For manual release models, lift the slidelocking handle to disengage it from theguide plate. Then, pull out the handle(Fig. 10.20 ) until it is in the unlocked posi-tion and can be positioned against theguide plate to hold it out. The slide lockinghandle will stay in the unlocked positionuntil it is manually disengaged from theguide plate.



WARNINGDo not use the trailer air supply for parking trail-ers not equipped with spring parking brakes.


10.15

This applies the trailer service brakes only. As airbleeds from the trailer brake system, brake appli-cation is lost. This could allow the unattendedvehicle to roll away, possibly resulting in seriouspersonal injury or death.





NOTE: The fifth wheel may have to be movedslightly to enable the locking pin(s) to enter thefully locked position.

8. Lock the sliding member in position using one ofthe following methods:

WARNINGCheck to be sure that the lockpins are seated inthe holes. Failure to achieve complete lockupmay cause the trailer to detach from the tractor,possibly resulting in serious personal injury ordeath.

8.1 For air-operated release models, set thecab-operated slide control switch toLOCK. Visually inspect the lockpins tomake sure that they are fully inserted inthe slide rail holes.

8.2 For manual release models, disengagethe slide locking handle from the guideplate. The slide locking handle is spring-loaded in the locked position and will seekthe locked position when disengaged fromthe guide plate. The fifth wheel may haveto be moved slightly to enable the lockingpins to fully enter the locked position.When the slide lock control handle returnsto the fully in position, visually and physi-cally check the lockpins to make sure theyare fully inserted into the holes in the sliderails. Make sure the slide locking handle islocked in position against the guide plate.



The maximum axle weight ratings are given onthe Federal Motor Vehicle Safety Standard(FMVSS) label or Canadian Motor Vehicle SafetyStandard (CMVSS) label attached to the left reardoor post of the tractor. The desired load on theaxle is no less than 80 percent of the maximumaxle weight rating, but in no instances should theaxle load exceed the maximum axle weight rat-ing given on the FMVSS or CMVSS label.

WARNINGAdjust the fifth wheel slide correctly, and do notoverload any tractor axle by incorrectly loadingthe trailer. Incorrect slide adjustment or improperaxle loading could cause erratic steering and

05/19/94 f310050

Fig. 10.20, Fontaine 5000 Series Sliding Fifth WheelManual Release


10.16

loss of vehicle control, possibly resulting in seri-ous personal injury or death.

Fifth Wheel LubricationThe fifth wheel plate must be kept well lubricatedwith chassis grease to prevent friction and bindingbetween the tractor fifth wheel plate and the trailer.Friction and binding, caused by insufficient grease onthe fifth wheel plate could result in erratic steering.For lubrication instructions, see Group 31 of theHeavy-Duty Trucks Maintenance Manual.

Premier Trailer CouplingsGeneral InformationTrailer couplings, used only on trucks, are attachedto the rear closing crossmember.

The Premier 260 and 460 trailer couplings(Fig. 10.21 ) have a rigid pintle hook, and are air-adjusted. An air chamber, mounted forward of thecoupling, operates a push rod, which pushes againsta shoe inside the coupling. The shoe maintains con-stant pressure on the eye of the trailer drawbar whenit’s over the pintle hook. This takes up any slack inthe trailer connection, providing smoother towing andless wear on the pintle hook. The air pressure is acti-vated when the trailer brakes are released.

The Premier 690 trailer coupling (Fig. 10.22 ) has amoveable pintle hook, and is non-air adjusted. It isused for heavy-duty applications.

OperationTrailer Hookup1. Chock the front and rear tires of the trailer.

2. Open the coupling.

Models 260 and 460 (Fig. 10.21 ): Pull up on thepawl lock; then, while squeezing the pawlwedges together, lift up the pawl assembly. Liftup the latch, and push it up against the pawl as-sembly, locking the latch in place.

Model 690 (Fig. 10.22 ): Remove the linchpinfrom the handle, then push in on the handle andturn it toward you. Open the pintle hook by pull-ing it down and toward you. Release the handle,locking the pintle hook open.

3. Models 260 and 460: Back up the vehicle untilthe drawbar eye is over the pintle hook, thenlower the trailer.

Model 690: Back up the vehicle until the drawbareye enters the open jaw, contacts the back of thepintle hook, and closes the coupling.

4. Close the coupling.

Models 260 and 460: Push in on the pawlwedges and lift the pawl assembly. The latch willdrop into the closed position. Lock the latch bylowering the pawl assembly.

Model 690: The pintle hook will automaticallyclose and lock from the pressure of the drawbareye against it. Install the linchpin.


5. Hook up the trailer’s electrical and air lines.

6. Remove the chocks from the trailer’s tires.

Trailer Release1. Apply the truck and trailer parking brakes.


2. Chock the front and rear tires of the trailer.

3. Disconnect the trailer air and electrical lines.Plug the air lines to keep out dirt.

4. Take the weight of the trailer drawbar eye off thepintle hook.

5. Open the coupling.


10.17

Models 260 and 460: Pull up on the pawl lock;then, while squeezing the pawl wedges together,lift up the pawl assembly. Lift up the latch, andpush it up against the pawl, locking the latch inplace.

Model 690: Remove the linchpin from the handle,then push in on the handle and turn it towardyou. Open the pintle hook by pulling it down andtoward you. Release the handle, locking thepintle hook open.

6. Slowly drive the vehicle away from the trailer.

Holland Trailer CouplingGeneral InformationThe Holland PH–T–60–AL trailer coupling is de-signed for use with trailers having a maximum grossweight of 10,000 lbs (4536 kg). It is a rigid type pintlehook, used only on truck applications, and is fas-tened to the rear closing crossmember of the vehicle.See Fig. 10.23 . It is a non-air adjusted coupling.

1

2

3

4

5

6

1

2

3

45

6

AB

01/20/95 f310312a

A. Model 260 B. Model 4601. Pintle Hook2. Latch

3. Pawl Assembly4. Pawl Lock

5. Pawl Wedge6. Shoe

Fig. 10.21, Premier 260 and 460 Trailer Couplings

1 2

3

01/20/95 f310313a

1. Linchpin2. Handle

3. Pintle Hook

Fig. 10.22, Premier 690 Trailer Coupling

1 2

3

4

01/20/95 f310314a

1. Lock2. Cotter Pin

3. Latch4. Pintle Hook

Fig. 10.23, Holland PH-T-60-AL Trailer Coupling


10.18

OperationTrailer Hookup1. Chock the front and rear tires of the trailer.

2. Remove the cotter pin, then lift the lock and raisethe latch.

3. Back up the vehicle until the drawbar eye is overthe pintle hook.

4. Lower the trailer until the drawbar eye rests onthe pintle hook.

5. Close the latch, then insert the cotter pin.


6. Hook up the trailer’s electrical and air lines.

7. Remove the chocks from the trailer’s tires.

Trailer Release1. Apply the truck and trailer parking brakes.


2. Chock the front and rear tires of the trailer.

3. Disconnect the trailer air and electrical lines.Plug the air lines to keep out dirt.

4. Take the weight of the trailer drawbar off thepintle hook.

5. Open the latch by first removing the cotter pin,then lift up the lock and raise the latch.

6. Slowly drive the vehicle away from the trailer.


10.19

11

Pretrip and Post-TripInspections and

MaintenancePretrip and Post Trip Inspection Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1Pretrip and Post Trip Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3

Pretrip and Post TripInspection ChecklistsRegulations in both Canada and the United Statesclearly indicate that it is the driver’s responsibility toperform an inspection and ensure the complete road-worthiness of a vehicle before placing it into servicefor the day. Commercial vehicles may be subject toinspection by authorized inspectors, and an unsafevehicle can be put "out of service" until the driver orowner repairs it.

IMPORTANT: The pre- and post-trip checklists,and inspections and maintenance proceduresdetailed in this chapter, are not all-inclusive .Also refer to other component and body manu-facturers’ instructions for specific inspection andmaintenance instructions.

Use the inspection checklists to ensure that vehiclecomponents are in good working condition beforeeach trip. A driver that is familiar with the vehicle,and drives it regularly, can perform the daily inspec-tions, then add the weekly and monthly post-trip in-spections as scheduled. If the driver does not oper-ate the vehicle on a consistant basis, all three of theinspection procedures should be performed beforethe trip.

NOTE: Procedure reference numbers in thechecklists reference the corresponding detailedinstructions found under the pretrip and post-tripmaintenance procedures.

Pre- and post-trip inspections cannot be donequickly. However, careful inspections save time byeliminating stops later to adjust items overlooked orforgotten.

If any system or component does not pass this in-spection, it must be corrected before operating thevehicle. Whenever equipment requires adjustment,replacement, repair, addition of lubricants, or achange of lubricants, see the Heavy-Duty TrucksService Manual for procedures and specifications,and see the Heavy-Duty Trucks Maintenance Manualfor lubricant recommendations, specifications, andmaintenance intervals.

See Table 11.1 for a list of procedures that shouldbe perfomed daily, before the first trip.

See Table 11.2 for a list of procedures that shouldbe performed weekly, post-trip.

See Table 11.3 for a list of procedures that shouldbe performed monthly, post-trip.

IMPORTANT: Before performing any checks,apply the parking brake and chock the tires.

Pretrip and Post-Trip Inspections and Maintenance

11.1

Procedure Performed(check off)

Daily Pretrip Inspections/ChecksProcedureReference

_______ Drain manually drained air reservoirs (that are not equipped with automatic drainvalves) D1

Check _______ windshield washer reservoir fluid D2Inspect _______ wheel seal and hub cap (for leakage) —Check _______ surge tank coolant level D3Inspect _______ radiator and charge air cooler D4Check _______ engine for fuel, oil, or coolant leaks —Inspect _______ engine and chassis wiring D5Inspect _______ air intake system D6Check _______ intake-air restriction indicator mounted on air intake D6Check _______ engine oil level D7Check _______ power steering fluid level —Inspect _______ fuel tank(s), fuel lines, and connections D8Check _______ fuel level D9Check _______ fuel/water separator D10Inspect _______ front and rear suspension components D11Inspect _______ headlights, mirrors, and window glass, and windshield wipers D12Check _______ doors (open without difficulty and close securely) —

_______ Adjust driver’s seat, then align rearview and downview mirrors —Check _______ dash-mounted intake-air restriction indicator D6Check _______ oil- and air-pressure warning systems D13Check _______ horn, windshield wipers, and windshield washer D14Check _______ heater, defroster, and optional mirror heat controls D15Check _______ backup alarm —Check _______ panel lights and interior lights D16Check _______ exterior lights and reflectors D17Check _______ tire pressure D18Inspect _______ tire condition D19Inspect _______ rims and wheels D20Check _______ automatic transmission fluid level —Inspect _______ air brake chambers and pushrods D21Inspect _______ air brake lines D22Inspect _______ slack adjusters D23Check _______ air brake system operation D24Inspect _______ frame rails (missing bolts), crossmembers (bent or loose) —

Check _______ mud flaps (aren’t damaged, at least 10 inches above the ground, and bracketsare secure) —

Check _______ exhaust system (mounted securely, connected tightly, no signs of leaks such assoot trails) —

_______ Remove chocks and test service brakes D25

Inspector___________________________________________________ Date ________________

Table 11.1, Daily Pretrip Inspection and Maintenance Checklist


11.2


Weekly Post-Trip Inspections/ChecksProcedureReference

_______ Manually drain air reservoirs that are equipped with automatic drain valves —Inspect _______ batteries and battery cables W1Check _______ wheel bearing lubricant level W2Inspect _______ steering components W3Check _______ serpentine drive belt condition W4Check _______ V-belt tension W5Inspect _______ seat belts and tether belts W6

Inspector___________________________________________________ Date ________________

Table 11.2, Weekly Post-Trip Inspection and Maintenance Checklist


Monthly Post-Trip Inspections/ChecksProcedureReference

_______ Clean the battery terminals M1Inspect _______ radiator hoses and heater hoses M2

Check _______ fluid level in the hydraulic clutch reservoir (if applicable, and if necessary, fill withDOT 4 brake fluid) —

Check _______ steering wheel play M3Check _______ outer surfaces of the hood and body (for visible surface breaks and damage) —Check _______ hood tilt damper (attached at both ends) —Inspect _______ brake lining wear M4Inspect _______ driveshaft —

Inspector___________________________________________________ Date ________________

Table 11.3, Monthly Post-Trip Inspection and Maintenance Checklist

Pretrip and Post TripMaintenance ProceduresWhenever equipment requires adjustment, replace-ment, repair, addition of lubricants, or a change oflubricants, see the Heavy-Duty Trucks ServiceManual for procedures and specifications, and seethe Heavy-Duty Trucks Maintenance Manual for lubri-cant recommendations, specifications, and mainte-nance intervals. Specific references to the manualwill be found where appropriate.

Daily Pretrip Maintenance Procedures1. Drain manually drained air reservoirs.

Water and oil normally enter the air reservoir inthe form of vapor because of the heat generatedduring compression. After the water and oil con-dense, drain the resulting emulsion as follows:

1.1 Open the wet tank valve. The drain cockor pull chain drain is located on the for-ward end of the supply air reservoir, whichis connected directly to the air compres-sor. Block the valve open.

WARNINGWhen draining the air reservoir, do not look intothe air jets or direct them toward anyone. Dirt orsludge particles may be in the airstream andcould cause injury.

1.2 Exhaust the remaining air and moisturefrom the system by opening the draincocks on the bottoms of the remaining airreservoirs. Block the valves open.


11.3

1.3 Water and oil emulsion often form pocketsthat will not drain while compressed air isin the reservoirs. Because of these pock-ets, leave the valves blocked open duringthe first part of the pretrip inspection.

1.4 If the drained water is cloudy or oily, itmay indicate a problem with the compres-sor. If oil is allowed to contaminate the airdryer, it will not remove the water from theair brake system, which could adverselyaffect braking.

2. Check the fluid level in the windshield washerreservoir.

Add washer fluid as needed. Unscrew the cap toadd fluid.

WARNINGWasher fluids may be flammable and poisonous.Do not expose washer fluid to an open flame orany burning material, such as a cigarette. Alwayscomply with the washer fluid manufacturer’s rec-ommended safety precautions.

3. Check the coolant level in the surge tank.

See Fig. 11.1 . If the coolant is low, add a 50/50mixture of water and the type of antifreeze cur-rently installed in your vehicle. Fill the surge tankwith coolant to the MAX line when the tank iscool. If the surge tank was empty, start the en-gine after refilling and check the level againwhen the engine is at operating temperature.

CAUTIONCoolant must be filled to the full line of the surgetank. Low coolant could result in engine over-heating, which could cause engine damage.

4. Inspect the radiator and charge air cooler.

4.1 Inspect the radiator and charge air coolerfor clogged fins. Use compressed air orwater directed from the fan side of thecore to backflush any material restrictingairflow.

4.2 Inspect the radiator and charge air coolerfor damage and accumulated debris.Straighten bent or damaged fins to permitairflow across all areas of the cores.

NOTE: When traveling through areas of highinsect concentration, it may be necessary toclean the exterior of the radiator or thecharge air cooler core as often as every 200miles (320 km).

4.3 On vehicles equipped with air condition-ing, also inspect and clean the condenser.If clogged, the condenser can restrict air-flow through the radiator.

4.4 Check the radiator for leaks. If leaks arefound, have the radiator repaired or re-placed. See Group 20 of the Heavy-DutyTrucks Service Manual for instructions, ortake the vehicle to an authorized Freight-liner dealer.

5. Inspect the engine and chassis wiring.

Check for loose wiring, chafed insulation, anddamaged or loose hold-down clamps. Tightenloose wires or hold-down clamps; replace dam-aged wiring or clamps.

6. Inspect the air intake system for leaks or dam-age.

CAUTIONFailure to maintain a sealed air intake systemcould allow the entry of dirt and contaminantsinto the engine. This could adversely affect en-gine performance and result in engine damage.

6.1 Check the intake-air restriction indicator.

1

01/20/95 f500030a

1. Filler Neck

Fig. 11.1, Coolant Level Checking


11.4

6.2 Replace the primary filter element in theair cleaner if the yellow signal stayslocked at 25 inH2O for Caterpillar andCummins engines or 20 inH2O for DetroitDiesel engines. See Group 09 of theHeavy-Duty Trucks Service Manual forfilter element replacement instructions, ortake the vehicle to an authorized Freight-liner dealer.

NOTE: After replacing the filter element,reset the restriction indicator by pressing therubber reset button.

6.3 Inspect the secondary or safety filter ele-ment in the air cleaner when replacing theprimary element, and replace it whenclogged or dirty. This element should bereplaced with every third primary elementreplacement.

6.4 Check the engine air intake piping fromthe air cleaner to the engine intake. In-spect the piping for loose connections,cracks, torn or collapsed hoses, punc-tures, and other damage. Tighten looseconnections, and have damaged compo-nents replaced. Make sure the piping sys-tem is airtight so that all intake air passesthrough the air cleaner.

7. Check the engine oil level.

If the oil level is at or below the minimum fill (or"add") mark on the dipstick, add enough oil tomaintain the level between the minimum fill (or"add") and the maximum fill (or "full") marks onthe dipstick. See Fig. 11.2 . Engine lube oil musthave a sulfated ash level less than 1.0 wt %;currently referred to as CJ-4 oil. Use the properSAE viscosity rating for the temperature and timeof year.

CAUTIONOperating the engine with the oil level below theminimum fill (or "add") mark or above the maxi-mum fill (or "full") mark could result in enginedamage.

8. Inspect the fuel tanks, fuel lines, and connectionsfor leaks.

8.1 Check that the fuel tanks are secured totheir mounting brackets and that themounting brackets are secured to theframe.

8.2 Replace leaking fuel tanks.

8.3 If lines or connections are leaking, havethem repaired or replaced.

For repair and/or replacement procedures,see Group 47 of the Heavy-Duty TrucksService Manual, or take the vehicle in toan authorized Freightliner dealer.

8.4 If equipped with fuel tank shutoff valves,be sure the valves are fully open.

WARNINGNever operate the engine with the fuel tank shut-off valves partly closed. This could damage thefuel pump, causing sudden loss of engine power,possibly resulting in serious personal injury dueto reduced vehicle control.

9. Check the fuel level in the fuel tank(s).

To keep condensation to a minimum, fuel tanksshould be filled at the end of each day. Federalregulations prohibit filling a fuel tank to morethan 95 percent of its liquid capacity.

12

02/09/95 f180002

1. Oil Check 2. Oil Fill

Fig. 11.2, Oil Level Checking


11.5

WARNINGNever fill fuel tanks to more than 95 percent oftheir liquid capacity. This could make them morelikely to rupture from impact, possibly causingfire and resulting in serious personal injury ordeath by burning.

Do not mix gasoline or alcohol with diesel fuel.This mixture could cause an explosion, possiblyresulting in serious personal injury or death. Donot fill the fuel tanks in the presence of sparks,open flames, or intense heat. These could ignitethe fuel, possibly causing severe burns.

IMPORTANT: Engines manufactured since2007 must use ultralow-sulfur diesel (ULSD)with 15 ppm sulfur content or less, based onASTM D2622 test procedure. Failure to useultralow sulfur diesel fuels may void the war-ranty on emission components.

9.1 Fuel should always be strained or filteredbefore being put into the tanks. This willlengthen the life of the engine fuel filterand reduce the chances of dirt getting intothe engine.

9.2 Before installing the fuel cap, clean thearea with a rag, or if necessary, clean thecap with solvent.

9.3 If needed, prime the fuel system. Forpriming procedures, see the applicableengine manufacturer’s manual.

10. Drain the water from the fuel/water separator asfollows:

For a Racor Model 1000FG (see Fig. 11.3 ):Check the water level in the sight bowl. To drainthe water, loosen the valve at the bottom of thebowl two full turns and allow the water to run out.Close and tighten the valve finger-tight.

For a Davco Model 321 (see Fig. 11.4 ): If theseparator is equipped with a fuel filter and thefilter has a vent at the top, open the vent. Todrain the water, open the drain valve at the bot-tom of the separator. Newer separators use aball valve with a handle that turns 90 degrees.Older separators have a knurled, brass valvethat unscrews to open. Allow the water to drainand close the valve finger-tight.

For a Webb Model 525 (see Fig. 11.5 ): Turn thedrain valve handle. If nothing flows from thevalve, it may be blocked. Use a pencil or screw-driver to clear the valve. Allow the water to drainand then close the valve. Start the engine andraise the rpm for two or three minutes to purgeany air from the fuel system.

For ConMet Models (see Fig. 11.6 ): Check thewater level in the sight bowl (if equipped). Todrain the water, loosen the valve at the bottomand allow the water to run out. Close and tightenthe valve finger-tight.

IMPORTANT: When draining fluid from a fuel/water separator, drain the fluid into an appropri-ate container and dispose of it properly. Manystates now issue fines for draining fuel/waterseparators onto the ground. On all types ofseparators, stop draining fluid when you seefuel come out of the separator drain valve.

11. Inspect the front and rear suspension compo-nents, including springs, spring hangers, shocks,and suspension brackets.

11.1 Check for broken spring leaves, looseU-bolts, cracks in the suspensionbrackets, and loose fasteners in the springhangers and shackles.

1

23

02/09/95 f470103

1. Sight Bowl2. Collected Water

3. Drain Valve

Fig. 11.3, Racor Fuel/Water Separator


11.6

11.2 Inspect the shock absorbers for loose fas-teners and leaks.

11.3 Tighten all loose fasteners and have anycomponent(s) replaced that are worn,cracked, or otherwise damaged.

11.4 On vehicles with air suspensions, checkfor leaks. Check air suspension compo-nents for cuts and bulges.

12. Clean the windshield, and the side and rear win-dows, then check the condition of the windshieldwiper arms and blades.

12.1 Replace the wiper arms if the wiperblades are not tensioned against the wind-shield.

12.2 Replace damaged or deteriorated wiperblades.

WARNINGWhen cleaning windshields and windows, alwaysstand on the ground or on a secure ladder orplatform. Use a long-handled window cleaner. Donot use the cab steps, tires, fenders, fuel tanks,engine, or under-hood components to access thewindshield or windows. Doing so could cause afall and result in an injury.

13. Check the oil- and air-pressure warning systems.

13.1 Check if the warning systems come onwhen the ignition is turned on, and if not,have the systems repaired.

13.2 Start the engine, then check that the oil-and air-pressure warning systems are op-erating. The buzzer should stop soundingwhen the preset minimum is reached. Ifthe air pressure in both systems is abovethe preset minimum when the engine isstarted, test the low air pressure warning

02/09/95 f470104

Fig. 11.4, Davco Fuel/Water Separator

02/09/95 f470105

Fig. 11.5, Webb Fuel/Water Separator

03/03/97 f470167a1

1. Drain Valve

Fig. 11.6, ConMet Fuel/Water Separator


11.7

system by lowering the pressure to belowthis range, or until the warning systemcomes on.

The air pressure in both the primary andsecondary air reservoir systems must beabove 65 psi (448 kPa) on most vehicles.For vehicles with an optional Bendix dryerreservoir module (DRM), the cut-out pres-sure is 130 psi (896 kPa).

14. Make sure that the horn, windshield wipers, andwindshield washers are operating properly.These devices must be in good working order forsafe vehicle operation.

14.1 Make sure that the horn works. If a horn isnot working, have it repaired before tripdeparture.

14.2 Check the wiper and washer control onthe multifunction turn signal switch. If thewipers and/or washers are not working,have them repaired before trip departure.

15. During cold weather, make sure the heater, de-froster, and optional mirror heat controls are op-erating properly. If so equipped, turn on the mir-ror heat switch and make sure the system isworking.

16. Check the operation of all the panel lights andinterior lights.

Turn on the headlights, dash lights, and four-wayflashers and leave them on. If any of the gaugebulbs, the dome light bulbs, or the right- and left-turn indicator bulbs are not working, replacethem.

17. Make sure all the exterior lights are workingproperly.

Check that all the lights and reflectors are clean.See Fig. 11.7 .

17.1 Check that the brake lights, taillights,headlights, parking lights, turn signals,marker lights, identification lights, roadlights (if so equipped), and front clearancelights are working properly and are clean.

17.2 Test the high and low beams of the head-lights.

17.3 Replace light bulbs or sealed beam unitsthat are not working.

17.4 Be sure all reflectors and lenses are ingood condition and are clean. Replaceany broken reflectors or lenses.

18. Check tire inflation pressures using an accuratetire pressure gauge.

Tires should be checked when cool. For inflationpressures and maximum loads (per tire) see thetire manufacturer’s guidelines.

A weekly pressure loss of 4 psi (28 kPa) or morein a tire may indicate damage. The tire should beinspected and, if necessary, repaired or replaced.

18.1 Be sure valve stem caps are on every tireand that they are screwed on finger-tight.

18.2 Inflate the tires to the applicable pressuresif needed.

18.3 If a tire has been run flat or underinflated,check the wheel for proper lockring andside-ring seating, and possible wheel, rim,or tire damage before adding air.

Moisture inside a tire can result in bodyply separation or a sidewall rupture. Dur-ing tire inflation, compressed air reservoirsand lines must be kept dry. Use well-maintained inline moisture traps and ser-vice them regularly.

f000018a05/08/95

1 2

34

5

6

1. Clearance Lights2. Identification Lights3. Fog Lights4. Headlights

5. Turn Signals andSide-Marker Lights

6. Intermediate TurnSignal Lights

Fig. 11.7, Exterior Lights


11.8

WARNINGDo not operate the vehicle with underinflated oroverinflated tires. Incorrect inflation can stressthe tires and make the tires and rims more sus-ceptible to damage, possibly leading to rim ortire failure and loss of vehicle control, resultingin serious personal injury or death.

IMPORTANT: The load and cold inflation pres-sure must not exceed the rim or wheel manu-facturer’s recommendations, even though thetire may be approved for a higher load inflation.Some rims and wheels are stamped with amaximum load and maximum cold inflation rat-ing. If they are not stamped, consult the rim orwheel manufacturer for the correct tire inflationpressure for the vehicle load. If the load ex-ceeds the maximum rim or wheel capacity, theload must be adjusted or reduced.

19. Inspect each tire for wear, bulges, cracks, cuts,penetrations, and oil contamination.

19.1 Check the tire tread depth. If tread is lessthan 4/32 inch (3 mm) on any front tire, orless than 2/32 inch (1.5 mm) on any reartire, replace the tire.

19.2 Inspect each tire for bulges, cracks, cuts,and penetrations.

19.3 Inspect each tire for oil contamination.Fuel oil, gasoline, and other petroleumderivatives, if allowed to contact the tires,will soften the rubber and destroy the tire.

20. Check the wheel nuts or rim nuts for indicationsof looseness. Examine each rim and wheel com-ponent.

20.1 Remove all dirt and foreign material fromthe assembly. Dirt or rust streaks from thestud holes, metal buildup around studholes, or out-of-round or worn stud holesmay be caused by loose wheel nuts. SeeFig. 11.8 and Fig. 11.9 .

20.2 Examine the rim and wheel assemblycomponents (including rims, rings, flanges,studs, and nuts) for cracks, or other dam-age.

See Group 33 or Group 35 of the Heavy-Duty Trucks Service Manual for serviceprocedures on the studs and hubs, andsee Group 40 in the same manual forwheel and tire servicing, or take the ve-hicle to an authorized Freightliner dealer.

WARNINGHave any worn or damaged wheel componentsreplaced by a qualified person using the wheelmanufacturer’s instructions and the wheel indus-try’s standard safety precautions and equipment.Otherwise a vehicle or workshop accident couldoccur, possibly resulting in serious personal in-jury or death.

20.3 Have broken, cracked, badly worn, bent,rusty, or sprung rings and rims replaced.Be sure that the rim base, lockring, andside ring are matched according to sizeand type.

20.4 Make sure all wheel nuts are tightened450 to 500 lbf·ft (610 to 678 N·m) for Ac-curide wheels with unlubricated threads.

Use the tightening pattern in Fig. 11.10 for10-hole wheels, and the tightening patternin Fig. 11.11 for 8-hole wheels. SeeGroup 40 of the Heavy-Duty Trucks Ser-vice Manual for more information.

02/09/95 f400058

Fig. 11.8, Dirt and Rust Streaks from the Stud Holes


11.9

CAUTIONInsufficient wheel nut torque can cause wheelshimmy, resulting in wheel damage, stud break-age, and extreme tire tread wear. Excessivewheel nut torque can break studs, damagethreads, and crack discs in the stud hole area.Use the recommended torque values and followthe proper tightening sequence.

DANGERDo not loosen or remove the parking brake clampring for any purpose. The parking/emergencybrake section of the brake chamber is not in-tended to be serviced. Serious injury or deathmay result from sudden release of the powerspring.

Before doing any repairs or adjustments on aservice/parking brake chamber, read the appli-cable warnings and instructions in Group 42 ofthe Heavy-Duty Trucks Service Manual .

21. Inspect the air brake chamber and the air brakechamber pushrods. See Fig. 11.12 .

WARNINGDo not operate the vehicle with the front brakesbacked off or disconnected. Backing off or dis-connecting the front brakes will not improve ve-hicle handling and may lead to loss of vehicle

02/09/95 f400001

Fig. 11.9, Worn Stud Holes

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6

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10

f400081a08/23/93

Fig. 11.10, Tightening Pattern, 10-Hole Wheels

f400052a

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08/20/93

Fig. 11.11, Tightening Pattern, 8-Hole Wheels


11.10

control resulting in property damage or personalinjury.

21.1 Check that the air brake chamber ismounted securely on its mounting bracket,and that there are no loose or missingbolts.

21.2 Look for worn clevis pins on brake cham-ber pushrods and missing or damagedcotter pins on brake chamber pushrod cle-vis pins. Replace worn clevis pins and in-stall new cotter pins if necessary.

21.3 See if the chamber piston rod is in linewith the slack adjuster. Misalignment cancause the piston rod to rub on the non-pressure chamber and cause a draggingbrake. See Group 42 of the Heavy-DutyTrucks Service Manual.

CAUTIONIf the external breather tube or breather cap ismissing or incorrectly installed, road dirt and de-bris can adversely affect the operation of thebrake chamber. Once inside of the chamber, dirtand debris can cause the internal parts of thechamber to deteriorate faster.

21.4 Inspect the exterior surfaces of the cham-ber for damage. Make sure that breatherholes in the non-pressure section(s) areopen and free of debris. See Group 42 ofthe Heavy-Duty Trucks Service Manualtoreplace any damaged parts.

21.5 On all parking brake installations, makesure the end cover cap or dust plug is se-curely snapped into place.

NOTE: On most MGM parking brake cham-bers equipped with an integral release bolt,an end cover cap is installed over the re-lease bolt.

21.6 Check for rusted connections, missingsnap rings, and damaged camshaftgrease seals. Have damaged or missingparts repaired or replaced.

22. Inspect the air brake lines.

22.1 Check the clearance between the hosesand the exhaust manifold or other hotspots. Excessive heat will cause materialin the hoses to deteriorate rapidly or be-come brittle. Provide at least 6 inches(150 mm) of clearance. More clearance isrecommended if the hose is located abovethe heat source.

22.2 Check for kinks, dents, or swelling of thehoses. If damaged, have the hose re-placed with the same size and type.

NOTE: Do not route the hose on top of any-thing likely to be stepped on.

22.3 Check for damage to hoses located nearmoving parts, such as drivelines, kingpins,suspensions, and axles. If moving partsare catching or pinching the lines, correctas needed.

22.4 Check for hose damage caused by abra-sion. If abraded, have the hose replaced.Check for the cause of abrasion, such asloose or damaged hose clamps. Have theclamps repaired or replaced as needed.

22.5 Observe the hose cover condition, espe-cially hoses exposed to water splash andice. If dried out or ragged (the wire or lineris showing through the cover), have thehose(s) replaced.

1

A

02/22/2000 f421352

A. Do not remove this clamp ring.1. MGM TR–T (TR Series) Brake Chamber shown

Fig. 11.12, Parking Brake Chamber Clamp


11.11

22.6 Inspect the air tubing, especially tubingmade of nylon. In cold weather, nylon tub-ing is sensitive to damage, such as nicksor cuts. Have nicked or cut tubing re-placed, even if it is not leaking.

22.7 Check for kinked or twisted hoses. Aseven-percent twist in the hose can re-duce its life by up to 90 percent. A twistedhose under pressure tends to untwist,which may loosen the fitting. Reconnecthoses that are twisted.

NOTE: The front brake lines flex continu-ously in vehicle operation, so they requirespecial examination. Give particular attentionto the areas near where they connect to thefront air brake chambers. This inspectionrequires two people, one in the driver seatand another to inspect the brake line con-nections at the wheels.

22.8 Both wheel air lines must be inspectedwith the emergency brake set, engineidling, air pressure at 80 to 90 psi (550 to620 kPa), and the brake pedal held down.

22.9 Turn the wheels to full lock in one direc-tion and inspect both air lines where theyconnect to the air chambers, then turn thewheels to full lock in the other directionand inspect both lines. If a hose is leak-ing, have it replaced.

IMPORTANT: ABS-equipped vehicles operat-ing in regions where especially corrosive iceremoval chemicals are used may experiencehigher than normal rotor corrosion. Tonerings should be routinely inspected for corro-sion. Severe corrosion of the integral ABStone ring may cause the ABS warning lampin the dash to illuminate due to false wheelspeed readings. If the ABS warning lampilluminates at any time other than at vehiclestart-up, have the problem repaired immedi-ately.

23. Inspect the slack adjusters.

23.1 Meritor Slack Adjusters: Check the bootfor cuts, tears, or other damage. Have itreplaced if necessary.

23.2 Gunite Slack Adjusters: Inspect the slackadjuster for any signs of damage. If dam-aged, have the slack adjuster replaced.

Inspect the slack adjuster boot for cuts ortears. If the boot is damaged, have it re-placed. See Fig. 11.13 .

23.3 Haldex Slack Adjusters: Inspect eachslack adjuster and anchor strap for dam-age. See Fig. 11.14 . Have any damagedcomponents replaced.

Check that the control-arm nut is fully re-leased. If the control arm is in the wrongposition, the brakes will drag.

24. Check the air brake system for proper operation.

24.1 Check the air governor cut-in and cut-outpressures as follows.

Run the engine at fast idle. The air gover-nor should cut out the air compressor atapproximately 120 psi (827 kPa). With theengine idling, apply the brake pedal sev-eral times. The air governor should cut inthe air compressor at approximately 100psi (689 kPa). If the air governor does not

f42139806/17/2003

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4 5

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9

1. 7/16-inch AdjustingNut

2. Grease Fitting3. Boot4. Link5. Brake Chamber Piston

Rod

6. Clevis7. 1/2-inch Clevis Pin8. 1/4-inch Clevis Pin9. Grease Relief

Opening10. Slack Adjuster Spline

Fig. 11.13, Gunite Automatic Slack Adjuster


11.12

cut in and out as described above, it mustbe adjusted to these specifications. If theair governor cannot be adjusted or re-paired, replace it before operating the ve-hicle.

24.2 Check the air pressure buildup time asfollows.

With the air system fully charged to 120psi (827 kPa), make one full brake appli-cation and note the air pressure readingon the gauge. Continue to reduce the airpressure by moderate brake applicationsto a maximum of 90 psi (620 kPa), thenrun the engine at governed rpm. If thetime required to raise the air pressure to120 psi (827 kPa) (from the pressurenoted after one brake application) is morethan 30 seconds, eliminate any leaks orreplace the air compressor before operat-ing the vehicle.

24.3 Check the air pressure reserve as follows.

With the air system fully charged to 120psi (827 kPa), stop the engine and notethe air pressure. Then make one full brakeapplication and observe the pressuredrop. If it drops more than 25 psi (172kPa), all areas of leakage must be elimi-nated before operating the vehicle.

24.4 Check the air leakage in the system asfollows.

With the parking brake (spring brake) ap-plied, the transmission out of gear, andthe tires chocked, charge the air systemuntil cut-out pressure of 120 psi (827 kPa)is reached.

With the service brakes released, shutdown the engine, wait one minute andnote the air pressure gauge reading. Ob-serve the air pressure drop in psi (kPa)per minute.

Charge the air system until cut-out pres-sure of 120 psi (827 kPa) is reached. Withthe parking brakes released and the ser-vice brake applied, shut down the engine,wait one minute and note the air pressuregauge reading. Observe the air pressuredrop in psi (kPa) per minute.

If leakage exceeds the limits shown inTable 11.4 , repair all areas of leakage be-fore driving the vehicle.

Maximum Allowable Service Brake Air Leakage

DescriptionAir Leakage in psi(kPa) Per Minute

Released AppliedTruck or Tractor Only 2 (14) 3 (21)Truck or Tractor w/Single Trailer 3 (21) 4 (28)Truck or Tractor w/Two Trailers 5 (35) 6 (42)

Table 11.4, Maximum Allowable Service Brake AirLeakage

25. Test the service brakes.

When starting to move the vehicle and beforepicking up speed, test the brakes with the footpedal and parking brake control valve (yellowknob) to be sure they will bring the vehicle to asafe stop.

10/11/2005 f421397

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8 9

A

A. Rotate the control arm toward the brake chamberuntil you can feel it contacting the internal stop.

1. Clevis2. Slack Adjuster3. Clevis Pin4. Manual Adjusting Nut5. Control Arm

6. Control-Arm Washersand Nut

7. Anchor Strap Slot8. Anchor Strap9. Brake Chamber

Fig. 11.14, Haldex Automatic Slack Adjuster


11.13

Weekly Post-Trip MaintenanceProcedures

WARNINGBattery posts, terminals, and related accessoriescontain lead and lead compounds, chemicalsknown to the State of California to cause cancerand reproductive harm. To prevent possible per-sonal injury, always wash your hands after han-dling battery parts and related accessories.

1. Inspect the batteries and battery cables.

1.1 Access the batteries. Be sure the batteryhold-down is secure. If it is loose, tightenthe hold-down bolts; if it is broken, replaceit.

1.2 If the battery is equipped with a built-inhydrometer, examine the hydrometer. If agreen dot shows in the sight glass, thebattery is sufficiently charged.

If the sight glass is dark, the charge is lowand the battery must be recharged.

If the sight glass is clear, the battery has alow level of electrolyte and must be re-placed.

2. Check the level of the wheel bearing lubricant inthe hub cap at each end of the front axle.

If needed, fill the hubs to the level indicated onthe hub cap. See Group 35 of the Heavy-DutyTrucks Maintenance Manual, for recommendedlubricants.

IMPORTANT: Before removing the fill plug, al-ways clean the hub cap and plug.

3. Examine the steering components.

See Fig. 11.15 . If repairs are needed, seeGroup 46 of the Heavy-Duty Trucks ServiceManual for instructions, or take the vehicle to anauthorized Freightliner dealer.

3.1 Check the mounting bolts and pitman armnut for tightness.

3.2 Check the drag link nuts for missing cotterpins.

3.3 Inspect the steering driveshaft and steer-ing linkage for excessive looseness, orother damage.

3.4 Tighten loose nuts, and have damagedparts replaced as needed.

4. Check the condition of the serpentine drive belt.

Look for signs of glazing, wear (frayed edges),damage (breaks or cracks), or oil contamination.If a belt is glazed, worn, damaged, or oil soaked,have the belt replaced, following the instructionsin Group 01 of the Heavy-Duty Trucks ServiceManual.

CAUTIONDo not drive with a serpentine belt that is visiblyworn or damaged. If it fails, the lack of coolantflow could rapidly cause damage to engine com-ponents.

5. Check the drive belt for proper tension.

Use your index finger to apply force at the centerof the belt free-span. See Fig. 11.16 . There is no

10/11/2001 f461916

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1. Steering Gear Mounting Bolt2. Pitman Arm Pinch Bolt Nut3. Drag Link Nut

Fig. 11.15, Steering Gear Fasteners


11.14

adjustment for belt tension on engines with auto-matic belt tensioners. If there is not proper ten-sion, have the belt tensioner replaced. SeeGroup 01 of the Heavy-Duty Trucks ServiceManual for instructions, or take the vehicle to anauthorized Freightliner dealer.

6. Inspect the seat belts and tether belts.

WARNINGInspect and maintain seat belts as instructedbelow. Worn or damaged seat belts could failduring a sudden stop or crash, possibly resultingin serious injury or death.

IMPORTANT: Seat belts have a finite lifewhich may be much shorter than the life ofthe vehicle. Regular inspections and re-placement as needed are the only assur-ance of adequate seat belt security over thelife of the vehicle.

NOTE: When any part of a seat belt needsreplacement, the entire seat belt must bereplaced, both retractor and buckle side.

6.1 Check the web for fraying, cuts, or ex-treme wear, especially near the bucklelatch plate and in the D-loop guide area.

6.2 Check the web for extreme dirt or dustand for severe fading from exposure tosunlight.

6.3 Check the buckle and latch for operationand for wear or damage.

6.4 Check the Komfort Latch for function andcracks or other damage.

6.5 Check the web retractor for function anddamage.

6.6 Check the mounting bolts for tightnessand tighten any that are loose.

Monthly Post-Trip MaintenanceProcedures

WARNINGBattery posts, terminals, and related accessoriescontain lead and lead compounds, chemicalsknown to the State of California to cause cancerand reproductive harm. To prevent possible per-sonal injury, always wash your hands after han-dling battery parts and related accessories.

1. Clean the batteries.

1.1 Remove any corrosion from the hold-downand the top of the battery.

CAUTIONTake care to keep the vent plugs tight so that theneutralizing solution does not enter any of thebattery cells and damage the battery.

1.2 Use a soda solution to neutralize the acidpresent, then rinse off the soda solutionwith clean water.

1.3 If the battery posts or cable terminals arecorroded, disconnect the terminals fromthe posts. Clean them with a soda solutionand a wire brush. After cleaning, connectthe terminals to the battery posts, thenapply a thin coat of petroleum jelly to theposts and terminals to help retard corro-sion.

2. Inspect the radiator and heater hoses, includingthe clamps and support brackets.

2.1 Make sure the radiator inlet and outlethoses are pliable and are not cracking orballooning. Replace hoses that show signsof cracking, weakening, or ballooning.

2.2 Make sure the heater hoses are pliableand are not cracking or ballooning. Re-place hoses that show signs of cracking,weakening, or ballooning.

10/31/94 f200036a

A

B

A. Deflection B. Belt Free-Span

Fig. 11.16, Checking Belt Tension


11.15

2.3 Tighten hose clamps as necessary, but donot overtighten, as hose life can be ad-versely affected.

2.4 Be sure the hose support brackets aresecurely fastened. Make sure the hosesare not located near sources of wear,abrasion, or high heat.

IMPORTANT: Replace all hoses, includingheater hoses, at the same time. Service-typeknitted or braided yarn-reinforced neoprenehose is acceptable. Silicone hoses having anextended service life can be substituted for thereinforced neoprene type. See the FreightlinerService Parts Catalog or contact your Freight-liner Dealer.

3. Check the steering wheel for excessive play.

3.1 With the front tires straight ahead, turn thesteering wheel until motion is observed atthe front wheels.

3.2 Align a reference mark on a ruler, thenslowly turn the steering wheel in the oppo-site direction until motion is again detectedat the wheels.

3.3 Measure the lash (free play) at the rim ofthe steering wheel. Excessive lash existsif steering wheel movement exceeds 2-1/4inches (57 mm) with an 18-inch (450-mm)steering wheel.

If there is excessive lash, check the steer-ing system for wear or incorrect adjust-ment of the linkage and steering gear be-fore operating the vehicle.

4. Check the brake lining wear on all vehicles, in-cluding those with automatic slack adjusters.Proper brake operation is dependent on periodicmaintenance and inspection of the brake linings.

4.1 Check that brake linings are free of oil andgrease.

4.2 Inspect the thickness of the brake linings.If the axle assembly is equipped with adust shield or backing plate, remove theinspection plugs. If any brake linings areworn to less than approximately 1/4 inch(6.4 mm) at the thinnest point, have thelinings replaced on all brake assemblieson that axle. See Group 42 of the Heavy-

Duty Trucks Service Manual for lining re-placement instructions and camshaft end-play inspection.

4.3 Check the brake drums for wear andcracks.

4.4 Check that the inspection plugs in the dustshields or backing plates, if so equipped,are installed.


11.16

12

Cab AppearanceCab Washing and Polishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Care of Fiberglass Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Care of Chrome Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Dashboard Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Vinyl Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Velour Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Leather Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3

Cab Washing and PolishingTo protect the finish of your new vehicle, follow theseguidelines carefully:

• During the first 30 days, rinse your vehicle fre-quently with water. If the vehicle is dirty, use amild liquid soap. Do not use detergent.

• During the first 30 days, do not use anythingabrasive on your vehicle. Brushes, chemicals,and cleaners may scratch the finish.

• During the first 120 days, do not wax yourvehicle.

To extend the life of your vehicle’s finish, follow theseguidelines:

• Avoid washing your vehicle in the hot sun.

• Always use water. After the cab is completelywashed, dry it with a towel or chamois.

• Do not dust painted surfaces with a dry cloth,as this will scratch the paint.

• Do not remove ice or snow from a painted sur-face with a scraper of any sort.

• To prevent damage to the finish, wax it regu-larly. Before waxing, if the finish has becomedull, remove oxidized paint using a cleanerspecifically designed for this purpose. Removeall road tar and tree sap before waxing.Freightliner recommends that a quality brand ofcleaner or cleaner-polish and polishing wax beused.

• Do not let diesel fuel or antifreeze stand on apainted surface. If either should occur, rinsethe surface off with water.

• To prevent rust, have any nicks or other dam-age on the finish touched up as soon as pos-sible.

• Park your vehicle in a sheltered area wheneverpossible.

Care of Fiberglass PartsWash unpainted fiberglass air fairings and shieldsmonthly with a mild detergent, such as dishwashingliquid. Avoid strong alkaline cleansers.

Apply a wax specifically designed for fiberglass.

Care of Chrome PartsTo prevent rust, keep chrome parts clean and pro-tected at all times. This is especially important duringwinter driving and in coastal areas where there isexposure to salt air.

When cleaning chrome parts, use clean water and asoft cloth or sponge. A mild detergent may also beused.

Sponge gently, then rinse. If necessary, use a non-abrasive chrome cleaner to remove stubborn rust orother material. Do not use steel wool.

To help protect the chrome after cleaning, apply acoat of polishing wax to the surface. Never use waxon parts that are exposed to high heat, such as ex-haust pipes.

Dashboard CarePeriodically wipe the dashboard with a water-dampened cloth. A mild detergent can be used, butavoid using strong detergents.

CAUTIONDo not use Armor-All Protectant ®, STP Son-of-a-Gun®, or other equivalent treatments. Thesecleaners contain vinyl plasticizers that can causestress crazing in the interior plastic panels,which can result in cracking of the panels.

Vinyl Upholstery CleaningTo prevent soiling, frequent vacuuming or light brush-ing to remove dust and dirt is recommended. Harshcleaning agents can cause permanent damage tovinyl upholstery. To preserve the upholstery and pre-vent damage, carefully review the following sectionsfor recommended cleaning procedures. Waxing orrefinishing improves soil resistance and cleanabilityfor all vinyls. Any hard wax, such as that used onautomobiles, may be used.

Ordinary DirtWash the upholstery with warm water and mild soap,such as saddle or oil soap. Apply soapy water to alarge area and allow to soak for a few minutes, thenrub briskly with a cloth to remove the dirt. This canbe repeated several times, as necessary.

Cab Appearance

12.1

If dirt is deeply imbedded, use a soft bristle brushafter applying the soap.

If dirt is extremely difficult to remove, wall-washingpreparations normally found around the home can beused. Powdered cleaners, such as those used forsinks and tiles, are abrasive and must be used withcaution as they can scratch the vinyl or give it a per-manent dull appearance.

Chewing GumHarden the gum with an ice cube wrapped in a plas-tic bag, then scrape off with a dull knife. Any remain-ing traces of gum can be removed with an all-purpose light oil (peanut butter will also work) andwiped off.

Tars, Asphalts, and CreosoteEach of these items stains vinyl after prolonged con-tact. They should be wiped off immediately and thearea carefully cleaned, using a cloth dampened withnaphtha.

Paint, Shoe Heel MarksPaint should be removed immediately. Do not usepaint remover or liquid-type brush cleaner on vinyl.An unprinted cloth, dampened with naphtha or tur-pentine may be used. Use care to prevent contactwith parts of the upholstery that are not vinyl.

Sulfide StainsSulfide compounds, such as those found in eggs andsome canned goods, can stain after prolonged con-tact with vinyl. These stains can be removed by plac-ing a clean, unprinted piece of cloth over the spottedarea and pouring a liberal amount of 6 percent hy-drogen peroxide onto the cloth. Allow the saturatedcloth to remain on the spot for 30 to 60 minutes. Forstubborn spots, allow the hydrogen-peroxide satu-rated cloth to remain on the area overnight. Use cau-tion to prevent the solution from seeping into theseams, or it will weaken the cotton thread.

Nail Polish and Nail Polish RemoverProlonged contact with these substances causes per-manent damage to vinyl. Careful blotting immediatelyafter contact minimizes damage. Do not spread theliquid during removal.

Shoe PolishMost shoe polishes contain dyes which penetratevinyl and stain it permanently. Shoe polish should bewiped off as quickly as possible using naphtha orlighter fluid. If staining occurs, try the same proce-dure as that under "Sulfide Stains."

Ball Point InkBall point ink can sometimes be removed if rubbedimmediately with a damp cloth, using water or rub-bing alcohol. If this does not work, try the procedureused under "Sulfide Stains."

MiscellaneousIf stains do not respond to any of the treatments de-scribed above, it is sometimes helpful to expose thevinyl to direct sunlight for up to 30 hours. Mustard,ball point ink, certain shoe polishes, and dyes oftenbleach out in direct sunlight, leaving the vinyl undam-aged.

Velour Upholstery CleaningTo prevent soiling, frequent vacuuming or light brush-ing to remove dust and dirt is recommended. Spotclean with a mild solvent or upholstery shampoo, orthe foam from a mild detergent. When using a sol-vent or a dry-cleaning product, follow instructionscarefully, and clean only in a well-ventilated area.Avoid any product that contains carbon tetrachlorideor other toxic materials. With either method, pretest asmall area before proceeding. Use a professionalupholstery cleaning service when extensive cleaningis needed.

Grease and Oil-Based StainsDampen a small absorbent cloth with dry-cleaningsolvent or spot remover. Apply carefully to the spotfrom the outer edge to the center. Pat and blot with aclean, dry cloth. Repeat several times, as necessary,turning cloths so that the stain does not redeposit onthe fabric.

Sugar and Water-Based StainsApply water-based detergent or cleaner, working incircular motions. Pat and blot as dry as possible. Re-peat, if necessary, before drying thoroughly.

Cab Appearance

12.2

Chewing Gum or WaxHarden the gum or wax with an ice cube wrapped ina plastic bag, then scrape off with a dull knife. Ex-cess wax can be absorbed by placing a thick whiteblotter over the wax and heating with a warm (nothot) iron. Remove the remainder by using the sameprocedure under "Grease and Oil-Based Stains."

MildewBrush the dry fabric with a soft brush. Sponge withdetergent, and blot. If the fabric is colorfast, dilute ateaspoon of bleach in one quart (one liter) of coolwater. Apply with a swab, directly on the mildewstain. Dab repeatedly with clear, cool water, and blotdry.

Leather Upholstery Cleaning

CAUTIONDo not apply oil to or use oil-based soaps on theupholstery. Applying oil to leather upholstery willdamage the original oil finish, causing it to be-come tacky in texture.

When soiled, leather upholstery can be cleaned withwarm water and a mild soap. Using a cheese cloth,rub the soiled area briskly. Then, use a clean dampcheese cloth and wipe away the soap residue. Finishby wiping with a dry soft cloth.

Cab Appearance

12.3

13

In an EmergencyHazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Emergency Kit, Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1Emergency Starting With Jumper Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3Fire in the Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4

Hazard Warning LightsThe hazard warning light tab is located on the turnsignal control lever. See Fig. 13.1 . To operate thehazard lights, pull the tab out. All of the turn signallights and both of the indicator lights on the controlpanel will flash.

To cancel the hazard warning lights, push the turnsignal control lever either up or down, then return thelever to its neutral position.

Emergency Kit, OptionalAn optional emergency kit package is located in thebaggage compartment behind the driver’s seat if thevehicle has a sleeper compartment. If there is nosleeper compartment, the emergency kit is locatedbehind and between the seats. The package includesone or more of each of the following: fire extin-guisher, first aid kit, and a triangular reflector andflare kit.

If there is an emergency while driving, cautiously pulloff the road, paying attention to other traffic. Turn onthe hazard warning lights. Place the flares and reflec-tor along the side of the road, to alert other driversthat an emergency situation exists.

WARNINGUse extreme care when placing flares in emer-gency situations that involve exposure to flam-mable substances such as fuel. An explosion orfire could occur causing serious personal injury.

TowingWhen it is necessary to tow the vehicle, make surethe instructions below are closely followed to preventdamage to the vehicle.

WARNINGDo not tow an unbraked vehicle if the combinedweight of both vehicles is more than the sum ofthe gross axle weight ratings (GAWR) of the tow-ing vehicle. Otherwise brake capacity will be in-adequate, which could result in personal injury ordeath.

Front Towing Hookup1. Disconnect the battery ground cables.

CAUTIONFailure to remove the axle shafts when towingthe vehicle with the rear wheels on the groundcould result in damage to the transmission andother parts.

2. Remove both drive axle shafts. On dual driveaxles, if the vehicle is to be lifted and towed, re-move only the rearmost drive axle shafts.

On vehicles equipped with an air fairing, removeboth the forward and rearmost drive axle shafts ifthere is insufficient towing clearance.

3. Cover the ends of the hubs with metal plates orplywood cut to fit the axle opening, and drilled tofit the axle shaft studs. This prevents lubricantfrom leaking out, and will keep contaminantsfrom getting into and damaging the wheel bear-ings and axle lubricant.

CAUTIONFailure to protect the frame rails from the chainscould cause damage, leading to eventual framefailure.

4. On dual drive axles, if the vehicle is to be liftedand towed, chain the forward rear-axle assemblyto the vehicle frame. Use protection to keep thechains from damaging the frame.

02/02/95 f460312

Fig. 13.1, Hazard Warning Light Tab

In an Emergency

13.1

5. Remove the bumper extension and chromebumper, if so equipped. Remove the bumper fair-ing, if so equipped.

6. On vehicles equipped with an air fairing, adjustthe trim tab to the lowest position.

CAUTIONDo not pass a sling (for example, a rope or chain)from one tow hook to another to fasten for tow-ing (see Fig. 13.2). Known as reeving, this prac-tice is not permissible in most industrial applica-tions of towing and hoisting. Reeving canoverload the hooks and result in damage to thevehicle.

7. Attach the towing device. Due to the many vari-ables that exist in towing, positioning the liftingand towing device is the sole responsibility of thetowing-vehicle operator.

8. On vehicles equipped with an air fairing, mea-sure the distance from the ground to the bumper,or from the ground to a frame bracket.

9. Lift the vehicle, and secure the safety chains. Ifextra towing clearance is needed, remove thefront wheels.

10. On vehicles equipped with an air fairing, repeatthe measurement taken in step 8. The differencebetween the two measurements must not exceed14 inches (36 cm). If necessary, lower the ve-hicle.

WARNINGFailure to lower the vehicle could result in the airfairing striking an overhead obstruction, such asa bridge or overpass, and causing vehicle dam-age or personal injury.

11. Connect the clearance lights, taillights, and sig-nal lights. Connect any special towing lights re-quired by local regulations.

12. Chock the disabled vehicle’s tires, and connectthe towing vehicle’s air brake system to the ve-hicle being towed. Then, release the spring park-ing brakes and remove the chocks.

f88069401/11/2006

OK

OK

1

12

IMPORTANT: Do not reeve when towing.

1. Tow Hook 2. Chain

Fig. 13.2, Reeving

In an Emergency

13.2

WARNINGFailure to chock the tires or connect the towtruck’s air brake system before releasing thespring parking brakes could allow the disabledvehicle to suddenly roll. This could cause prop-erty damage or personal injury.

Rear Towing Hookup

CAUTIONUsing a rear towing hookup on a vehicleequipped with a roof fairing could cause damageto the cab structure.

IMPORTANT: Because of the possibility of ex-cessive wind force which could cause damageto the cab, do not use a rear towing hookup onany vehicle equipped with a roof fairing.

1. Place the front tires straight forward, and securethe steering wheel in this position.

2. Disconnect the battery ground cables.

CAUTIONFailure to protect the frame rails from the chainscould cause damage, leading to eventual framefailure.

3. On dual drive axles, using protection to keep thechains from damaging the vehicle frame, chainthe forward-rear drive axle to the frame.

4. Attach the towing device. Due to the many vari-ables that exist in towing, positioning the liftingand towing device is the sole responsibility of thetowing-vehicle operator.

5. Lift the vehicle, and secure the safety chains. Ifextra clearance is needed, remove the bumperextension, if equipped.

6. Connect the clearance lights, taillights, and sig-nal lights. Also connect any special towing lightsrequired by local regulations.

Emergency Starting WithJumper CablesWhen using jumper cables, follow the instructionsbelow.

WARNINGBatteries release explosive gas. Do not smokewhen working around batteries. Put out all flamesand remove all sources of sparks or intense heatin the vicinity of the battery. Do not allow the ve-hicles to touch each other. Do not lean over thebatteries when making connections, and keep allother persons away from the batteries. Failure tofollow these precautions could lead to severepersonal injury as a result of an explosion oracid burns.

CAUTIONMake sure both starting systems have the samevoltage outputs, and avoid making sparks. Other-wise the vehicle charging systems could be se-verely damaged. Also, do not attempt to chargeisolated, deep-cycle batteries with jumper cables.Follow the battery manufacturer’s instructionswhen charging deep-cycle batteries.

NOTE: On vehicles equipped with an optionaljump-start post, attach the positive cable clampto that post instead of to the battery.

1. Apply the parking brakes and turn off the lightsand all other electrical loads.

2. Connect an end of one jumper cable to the posi-tive terminal of the booster battery (or jump-startpost, if equipped), and connect the other end ofthe cable to the positive terminal of the dis-charged battery (or jump-start post, if equipped).See Fig. 13.3 .

WARNINGDo the next step exactly as instructed and do notallow the clamps of one cable to touch theclamps of the other cable. Otherwise, a sparkcould occur near a battery, possibly resulting insevere personal injury from explosion and acidburns.

In an Emergency

13.3

3. Connect one end of the second jumper cable tothe negative terminal of the booster battery, andconnect the other end of the cable to a ground atleast 12 inches (300 mm) away from the batter-ies of the vehicle needing the start. The vehicleframe is usually a good ground. Do not connectthe cable to or near the discharged batteries.

4. Start the engine of the vehicle with the boosterbatteries, and let the engine run a few minutes tocharge the batteries of the other vehicle.

5. Attempt to start the engine of the vehicle with thebatteries receiving the charge. Do not operatethe starter longer than 30 seconds, and wait atleast two minutes between starting attempts toallow the starter to cool.

6. When the engine starts, let it idle a few minutes.

WARNINGDo the next step exactly as instructed and do notallow the clamps of one cable to touch theclamps of the other cable. Otherwise, a sparkcould occur near a battery, possibly resulting insevere personal injury from explosion and acidburns.

7. Disconnect the grounded cable from the frame orother nonbattery location; then disconnect theother end of the cable.

8. Disconnect the remaining cable from the newlycharged battery (or jump-start post, if equipped)first; then disconnect the other end.

Fire in the CabThe incidence of fire in heavy- and medium-dutytrucks is rare, according to data from the NationalHighway Traffic Safety Administration. Federal MotorVehicle Safety Standard #302 limits the flammabilityof specified materials used inside the cab, but de-spite this, most materials will burn. The cab of thisvehicle contains urethane foam, which is of concernin this respect.

WARNINGUrethane foam is flammable! Do not allow anyflames, sparks, or other heat sources such ascigarettes or light bulbs to contact urethanefoam. Urethane foam in contact with such heatsources could cause a serious, rapid fire, whichcould result in death, severe burns, or gas poi-soning, as well as damage to the vehicle.

In Case of a Cab FireAs quickly as possible, bring the vehicle to a safestop, apply the parking brake, turn off the ignition,and get out of the vehicle.

+

+

+

+

+

+

−

−

−

−

−

−

f540027b10/18/941

AB

C

D

E

F

G

2A

E

A. To GroundB. Connect 3rdC. To Frame (ground)D. Connect Last

E. To StarterF. Connect 2ndG. Connect 1st

1. Booster Battery 2. Discharged Battery

Fig. 13.3, Jumper Connections

In an Emergency

13.4

Subject Page

AAir Conditioning, Sleeper

Heater and Air Conditioner . . . . . . . . . . . . . . . . . 4.5Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3ASF Castloc® II and Simplex®

Series Fifth Wheels . . . . . . . . . . . . . . . . . . . . . 10.7Fifth Wheel Locking and

Unlocking . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8Fifth Wheel Lubrication . . . . . . . . . . . . . . . . . 10.12Fifth Wheel Slide Operation . . . . . . . . . . . . . . 10.11General Information . . . . . . . . . . . . . . . . . . . . 10.7

BBack-of-Cab Grab Handles,

Steps, and Deck Plate . . . . . . . . . . . . . . . . . . . . 3.5Accessing Back-of-Cab Area . . . . . . . . . . . . . . . 3.5Exiting the Back-of-Cab Area . . . . . . . . . . . . . . . 3.6

Baggage Compartment Doors . . . . . . . . . . . . . . . . 3.5Battery Box Cover . . . . . . . . . . . . . . . . . . . . . . . . 3.6Bendix Cruise Control System,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20Cruise Control Operation . . . . . . . . . . . . . . . . . 7.20General Information . . . . . . . . . . . . . . . . . . . . 7.20Stationary Throttle Control

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1

Automatic Slack Adjusters . . . . . . . . . . . . . . . . . 6.6Brake System Operation . . . . . . . . . . . . . . . . . . 6.2General Information . . . . . . . . . . . . . . . . . . . . . 6.1Meritor WABCO® Antilock

Braking System (ABS) . . . . . . . . . . . . . . . . . . 6.4Bunk Mattress . . . . . . . . . . . . . . . . . . . . . . . . . . 5.12

CCab Door and Sleeper

Compartment Vents . . . . . . . . . . . . . . . . . . . . . . 3.3Cab Door Locks and Handles . . . . . . . . . . . . . . . . 3.1Cab Washing and Polishing . . . . . . . . . . . . . . . . . 12.1Cab-to-Sleeper Access . . . . . . . . . . . . . . . . . . . . . 3.3Canadian Motor Vehicle Safety

Standard (CMVSS) Labels . . . . . . . . . . . . . . . . . 1.2Care of Chrome Parts . . . . . . . . . . . . . . . . . . . . . 12.1Care of Fiberglass Parts . . . . . . . . . . . . . . . . . . . 12.1Circuit Breaker/Relay Panel . . . . . . . . . . . . . . . . . . 3.3Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.22

Clutch Operation . . . . . . . . . . . . . . . . . . . . . . 7.22General Information . . . . . . . . . . . . . . . . . . . . 7.22Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24

Cold-Weather Operation . . . . . . . . . . . . . . . . . . . . 7.5Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5

Subject Page

Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6Detroit Diesel . . . . . . . . . . . . . . . . . . . . . . . . . 7.7

Collision Warning System(CWS), Eaton VORAD EVT–300, Optional . . . . . . . . . . . . . . . . . . . . . . . . . 2.20Driver Display Unit (DDU) . . . . . . . . . . . . . . . . 2.20Failure Display Mode/Fault

Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.24In Case of Accident . . . . . . . . . . . . . . . . . . . . 2.24Maintenance and

Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . 2.24Side Sensor Display,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23Special Road Situations . . . . . . . . . . . . . . . . . 2.23

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1Air Suspension Dump Valve,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10Air Window Control Valve

Switch, Optional Right-Hand Air Window . . . . . . . . . . . . . . . . . . . . . 2.11

AirLiner Plus Suspension,Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11

Automatic Engine Idler/Timer, Optional . . . . . . . . . . . . . . . . . . . . . . 2.11

Battery Boost Push Buttonand Optional BatteryIsolator System . . . . . . . . . . . . . . . . . . . . . . . 2.6

BrakeSaver Control, Optional . . . . . . . . . . . . . . . 2.5Caterpillar C-10, C-12, and

C-15 Electronic EngineOperator Control . . . . . . . . . . . . . . . . . . . . . . 2.4

CB Radio Connections . . . . . . . . . . . . . . . . . . 2.12Cigarette Lighter . . . . . . . . . . . . . . . . . . . . . . 2.11Controlled Traction

Differential Control ValveSwitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10

Cummins PACE andCELECT™ ElectronicEngines, Operator Control . . . . . . . . . . . . . . . . 2.5

Detroit Diesel ElectronicEngine Control (DDEC)Operator Control . . . . . . . . . . . . . . . . . . . . . . 2.3

Dome Light Switches . . . . . . . . . . . . . . . . . . . 2.13Engine Start Button . . . . . . . . . . . . . . . . . . . . . 2.3Ether Start Push Button,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6Fifth Wheel Air Slider Control

Valve Switch, Optional Air-Operated Sliding FifthWheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10

Fog Light Switch, Optional . . . . . . . . . . . . . . . . . 2.7Fuel-Tach™ Switch, Optional . . . . . . . . . . . . . . . 2.7Hazard Warning Light Tab . . . . . . . . . . . . . . . . 2.12Headlight Dimmer . . . . . . . . . . . . . . . . . . . . . 2.12

Index

I-1

Subject Page

Headlight Switch andDaytime Running Lights . . . . . . . . . . . . . . . . . 2.8

Heater/Air-ConditionerControls (Standard) andAuxiliary Heater Switch(Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9

Ignition Switch and Key . . . . . . . . . . . . . . . . . . 2.1Interaxle Differential Lockout

Control Valve Switch . . . . . . . . . . . . . . . . . . . 2.9Interrupt Switch . . . . . . . . . . . . . . . . . . . . . . . . 2.8Jacobs Engine Brake

Switches, Optional . . . . . . . . . . . . . . . . . . . . . 2.9Left and Right Windshield-

Fan Switches, OptionalCeiling-Mounted Fans . . . . . . . . . . . . . . . . . . 2.9

Low Voltage Disconnect,Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6

Manual Override PushButton, Optional EngineShutdown System . . . . . . . . . . . . . . . . . . . . . 2.3

Mirror Heat Switch, Optional . . . . . . . . . . . . . . . 2.3Panel Lamp Control Knob . . . . . . . . . . . . . . . . . 2.8Parking Brake Control Valve

and Trailer Air SupplyValve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10

Power Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . 2.3Suspension Seat Adjustment

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12Tilt Steering Wheel . . . . . . . . . . . . . . . . . . . . . 2.13Trailer Brake Hand Control

Valve Lever . . . . . . . . . . . . . . . . . . . . . . . . 2.12Transmission Controls . . . . . . . . . . . . . . . . . . . 2.12Turn Signal Lever . . . . . . . . . . . . . . . . . . . . . . 2.12Utility Light Switch, Optional . . . . . . . . . . . . . . . . 2.8Windshield Wiper/Washer

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8

DDashboard Care . . . . . . . . . . . . . . . . . . . . . . . . 12.1Defogging and Defrosting Using

Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1Door Windows and Vent

Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2

EEaton 2-Speed Tandem Axles . . . . . . . . . . . . . . . . 9.3

Dual Range 2-SpeedTandem Axle OperationWith MultispeedTransmissions . . . . . . . . . . . . . . . . . . . . . . . . 9.3

Eaton Fuller AutoShift™Automated Transmissions . . . . . . . . . . . . . . . . . 8.13

Subject Page

General Information,AutoShift . . . . . . . . . . . . . . . . . . . . . . . . . . 8.13

Operation, AutoShift . . . . . . . . . . . . . . . . . . . . 8.14Eaton Fuller Deep-Reduction

Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.7General Information, Deep-

Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . 8.7Operation, Deep-Reduction . . . . . . . . . . . . . . . . 8.8

Eaton Fuller Range-ShiftModels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2General Information, Eaton

Range-Shift . . . . . . . . . . . . . . . . . . . . . . . . . 8.2Operation, Eaton Range-

Shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2Eaton Fuller Splitter and

Range-Shift Models . . . . . . . . . . . . . . . . . . . . . . 8.4General Information, Eaton

Splitter and Range-Shift . . . . . . . . . . . . . . . . . 8.4Operation, Eaton Splitter and

Range-Shift . . . . . . . . . . . . . . . . . . . . . . . . . 8.5Eaton Fuller Super 10, Top 2,

and Lightning Semi-Automated Transmissions . . . . . . . . . . . . . . . . . 8.10General Information, Super

10/Top 2/Lightning . . . . . . . . . . . . . . . . . . . . 8.10Operation, Super 10/Top

2/Lightning . . . . . . . . . . . . . . . . . . . . . . . . . 8.11Eaton Interaxle Differential

Lockout Operation . . . . . . . . . . . . . . . . . . . . . . . 9.3Eaton Single Reduction Axles

With Controlled TractionDifferential . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2

Eaton® Fuller® Straight-ShiftModels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1General Information, Eaton

Straight-Shift . . . . . . . . . . . . . . . . . . . . . . . . 8.1Operation, Eaton Straight-

Shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1Emergency Kit, Optional . . . . . . . . . . . . . . . . . . . 13.1Emergency Starting With

Jumper Cables . . . . . . . . . . . . . . . . . . . . . . . . 13.3Engine Braking System,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.21Jacobs Engine Brake . . . . . . . . . . . . . . . . . . . 7.21

Engine Break-In . . . . . . . . . . . . . . . . . . . . . . . . . 7.7Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . 7.7

Caterpillar Engine Operation . . . . . . . . . . . . . . . 7.8Cummins Engine Operation . . . . . . . . . . . . . . . 7.11Detroit Diesel Engine

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13Engine Protection . . . . . . . . . . . . . . . . . . . . . . 7.7

Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . 7.18Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.18Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19Detroit Diesel . . . . . . . . . . . . . . . . . . . . . . . . 7.19

Index

I-2

Subject PageEngine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2

Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3Cummins and Detroit Diesel . . . . . . . . . . . . . . . 7.4

EPA Emission Control Labels . . . . . . . . . . . . . . . . . 1.2EPA07 Exhaust Emissions . . . . . . . . . . . . . . . . . 1.2Vehicle Noise Emission

Control Label . . . . . . . . . . . . . . . . . . . . . . . . 1.2EPA07 Aftertreatment System

(ATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1Ether Start System . . . . . . . . . . . . . . . . . . . . . . . . 7.5Exterior Switches . . . . . . . . . . . . . . . . . . . . . . . . 2.31

Battery Disconnect Switch,Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.31

FFederal Motor Vehicle Safety

Standard (FMVSS) Labels . . . . . . . . . . . . . . . . . 1.1Fire in the Cab . . . . . . . . . . . . . . . . . . . . . . . . . 13.4

In Case of a Cab Fire . . . . . . . . . . . . . . . . . . . 13.4Fontaine® Fifth Wheels . . . . . . . . . . . . . . . . . . . 10.12

Fifth Wheel LockingOperation . . . . . . . . . . . . . . . . . . . . . . . . . 10.13

Fifth Wheel Lubrication . . . . . . . . . . . . . . . . . 10.17Fifth Wheel Slide Operation . . . . . . . . . . . . . . 10.15General Information . . . . . . . . . . . . . . . . . . . 10.12

Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4

GGlove Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3Grab Handles and Access

Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1Entering and Exiting the

Passenger’s Side . . . . . . . . . . . . . . . . . . . . . 3.2Entering the Driver’s Side . . . . . . . . . . . . . . . . . 3.2Exiting the Driver’s Side . . . . . . . . . . . . . . . . . . 3.2

HHazard Warning Lights . . . . . . . . . . . . . . . . . . . . 13.1Heating, Sleeper Heater and Air

Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2High-Altitude Operation . . . . . . . . . . . . . . . . . . . . 7.19

Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19Holland Fifth Wheels . . . . . . . . . . . . . . . . . . . . . 10.1

Fifth Wheel LockingOperation . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2

Fifth Wheel Lubrication . . . . . . . . . . . . . . . . . . 10.7Fifth Wheel Slide Operation . . . . . . . . . . . . . . . 10.5General Information . . . . . . . . . . . . . . . . . . . . 10.1

Holland Trailer Coupling . . . . . . . . . . . . . . . . . . 10.18

Subject Page

General Information . . . . . . . . . . . . . . . . . . . 10.18Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 10.19

Hood Tilting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6To Return the Hood . . . . . . . . . . . . . . . . . . . . . 3.7To Tilt the Hood . . . . . . . . . . . . . . . . . . . . . . . . 3.6

HVAC General Information . . . . . . . . . . . . . . . . . . 4.1

IIgnition and Lock Key . . . . . . . . . . . . . . . . . . . . . . 3.1Instrument and Control Panel . . . . . . . . . . . . . . . . . 2.1Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25

Ammeter, Optional . . . . . . . . . . . . . . . . . . . . . 2.29Application Air Pressure

Gauge, Optional . . . . . . . . . . . . . . . . . . . . . 2.27Dual System Air Pressure

Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28Engine Hour Meter, Optional . . . . . . . . . . . . . . 2.27Engine Oil Pressure Gauge . . . . . . . . . . . . . . . 2.25Engine Oil Temperature

Gauge, Optional . . . . . . . . . . . . . . . . . . . . . 2.29Forward and Rear

Differential Oil TemperatureGauges, Optional . . . . . . . . . . . . . . . . . . . . . 2.29

Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28Fuel Pressure Gauge,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28Fuel-Tach Gauge, Optional . . . . . . . . . . . . . . . 2.27Intake-Air Restriction Gauge,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28Intake-Air Restriction

Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28Kysor Digital Clock, Optional . . . . . . . . . . . . . . 2.30Pana-Pacific Digital Clock,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.29Pyrometer, Optional . . . . . . . . . . . . . . . . . . . . 2.26Speedometer . . . . . . . . . . . . . . . . . . . . . . . . 2.25Tachograph, Optional . . . . . . . . . . . . . . . . . . . 2.30Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25Transmission Oil

Temperature Gauge,Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.29

Turbocharger BoostPressure Gauge, Optional . . . . . . . . . . . . . . . 2.29

Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.26Water Temperature Gauge . . . . . . . . . . . . . . . . 2.25

LLeather Upholstery Cleaning . . . . . . . . . . . . . . . . 12.3

Index

I-3

Subject Page

MMeritor Drive Axles With Main

Differential Lock . . . . . . . . . . . . . . . . . . . . . . . . 9.1Meritor Engine Synchro Shift™

(ESS) Automated Models . . . . . . . . . . . . . . . . . 8.20General Information, ESS . . . . . . . . . . . . . . . . 8.20Operation, ESS . . . . . . . . . . . . . . . . . . . . . . . 8.20

Meritor Interaxle DifferentialLockout Operation . . . . . . . . . . . . . . . . . . . . . . . 9.2

Meritor Main Differential LockOperation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1

Meritor Single Drive Axles WithTraction Equalizer . . . . . . . . . . . . . . . . . . . . . . . 9.1

Meritor Splitter and Range-ShiftModels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18General Information, Meritor

Splitter and Range-Shift . . . . . . . . . . . . . . . . 8.18Operation, Meritor Splitter

and Range-Shift . . . . . . . . . . . . . . . . . . . . . 8.19Meritor Tandem Drive Axles

With Interaxle Differential . . . . . . . . . . . . . . . . . . 9.2Meritor™ Range-Shift Models . . . . . . . . . . . . . . . . 8.16

General Information, MeritorRange-Shift . . . . . . . . . . . . . . . . . . . . . . . . 8.16

Operation, Meritor Range-Shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.17

PPremier Trailer Couplings . . . . . . . . . . . . . . . . . . 10.17

General Information . . . . . . . . . . . . . . . . . . . 10.17Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 10.17

Pretrip and Post Trip InspectionChecklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1

Pretrip and Post TripMaintenance Procedures . . . . . . . . . . . . . . . . . . 11.3Daily Pretrip Maintenance

Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 11.3Monthly Post-Trip

Maintenance Procedures . . . . . . . . . . . . . . . 11.15Weekly Post-Trip

Maintenance Procedures . . . . . . . . . . . . . . . 11.14

SSeat Belts and Tether Belts . . . . . . . . . . . . . . . . . . 5.8

General Information . . . . . . . . . . . . . . . . . . . . . 5.8Seat Belt Operation . . . . . . . . . . . . . . . . . . . . . 5.9Tether Belt Adjustment . . . . . . . . . . . . . . . . . . . 5.8

Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1Bostrom Air–915 Seat . . . . . . . . . . . . . . . . . . . 5.2Bostrom Seat, Air–715

Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2Bostrom Smart Seat Model . . . . . . . . . . . . . . . . 5.4

Subject Page

Bostrom Talladega 900 Seat . . . . . . . . . . . . . . . 5.3Dura-Form Seats . . . . . . . . . . . . . . . . . . . . . . . 5.6Eldorado Seat . . . . . . . . . . . . . . . . . . . . . . . . . 5.7Freightliner AirChair . . . . . . . . . . . . . . . . . . . . . 5.4General Information . . . . . . . . . . . . . . . . . . . . . 5.1National Cush-N-Aire II Seat . . . . . . . . . . . . . . . 5.6National Cush-N-Aire Seats,

Model 195 . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5Swivel Seat . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8

Sleeper Compartment BunkRestraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.11Belt Adjustment . . . . . . . . . . . . . . . . . . . . . . . 5.11Bunk Restraint Operation . . . . . . . . . . . . . . . . 5.11General Information . . . . . . . . . . . . . . . . . . . . 5.11

Sleeper Door . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5Spicer Straight-Shift Models . . . . . . . . . . . . . . . . . 8.15

General Information, SpicerStraight-Shift . . . . . . . . . . . . . . . . . . . . . . . . 8.15

Operation, Spicer Straight-Shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

Steering System . . . . . . . . . . . . . . . . . . . . . . . . . 6.1General Information . . . . . . . . . . . . . . . . . . . . . 6.1Manual Steering Gear

Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1Power Steering System . . . . . . . . . . . . . . . . . . 6.1

TTire and Rim Labels . . . . . . . . . . . . . . . . . . . . . . . 1.2Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1

Front Towing Hookup . . . . . . . . . . . . . . . . . . . 13.1Rear Towing Hookup . . . . . . . . . . . . . . . . . . . 13.3

UUpper Bunk Access, 70-Inch

Raised Roof SleeperCab . . . . . . . . . . . . . . . . . . 3.4Accessing the Upper Bunk

Using the Driver’s SideCabinets . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5

Accessing the Upper BunkUsing the Passenger’sSide Cabinets . . . . . . . . . . . . . . . . . . . . . . . . 3.4

VVehicle Specification Decal . . . . . . . . . . . . . . . . . . 1.1Velour Upholstery Cleaning . . . . . . . . . . . . . . . . . 12.2

Chewing Gum or Wax . . . . . . . . . . . . . . . . . . . 12.3Grease and Oil-Based Stains . . . . . . . . . . . . . . 12.2Mildew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3Sugar and Water-Based

Stains . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2

Index

I-4

Subject PageVinyl Upholstery Cleaning . . . . . . . . . . . . . . . . . . 12.1

Ball Point Ink . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Chewing Gum . . . . . . . . . . . . . . . . . . . . . . . . 12.2Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . 12.2Nail Polish and Nail Polish

Remover . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Ordinary Dirt . . . . . . . . . . . . . . . . . . . . . . . . . 12.1Paint, Shoe Heel Marks . . . . . . . . . . . . . . . . . 12.2Shoe Polish . . . . . . . . . . . . . . . . . . . . . . . . . 12.2Sulfide Stains . . . . . . . . . . . . . . . . . . . . . . . . 12.2Tars, Asphalts, and Creosote . . . . . . . . . . . . . . 12.2

WWarning and Indicator Lights . . . . . . . . . . . . . . . . 2.13

Bendix Antilock BrakingSystem (ABS) . . . . . . . . . . . . . . . . . . . . . . . 2.15

Kysor VehicleInstrumentation andProtection (VIP) System,Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.19

Meritor WABCO® AntilockBraking System (ABS) . . . . . . . . . . . . . . . . . 2.14

Parking Brake Indicator Light . . . . . . . . . . . . . . 2.13VIGIL I Warning System . . . . . . . . . . . . . . . . . 2.16VIGIL II Warning System,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.17VIGIL III Warning System,

Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.18Windshield Washer Reservoir . . . . . . . . . . . . . . . . 3.7

Index

I-5

Documents

Columbia Maintenance Manual