Systems Operation Testing and Adjusting

SENR6059-07February 2001

Systems OperationTesting and AdjustingVital Information ManagementSystem (VIMS)9YF1-Up (Machine)7TJ1-Up (Machine)5RK1-Up (Machine)6HK1-Up (Machine)7EK1-Up (Machine)1HL1-Up (Machine)5ZL1-Up (Machine)7LL1-Up (Machine)4AR1-Up (Machine)7HR1-Up (Machine)4CS1-Up (Machine)1HW1-Up (Machine)2BW1-302 (Machine)3TZ1-Up (Machine)4GZ1-Up (Machine)

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Important Safety InformationMost accidents that involve product operation, maintenance and repair are caused by failure toobserve basic safety rules or precautions. An accident can often be avoided by recognizing potentiallyhazardous situations before an accident occurs. A person must be alert to potential hazards. Thisperson should also have the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous andcould result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you haveread and understood the operation, lubrication, maintenance and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazardwarnings are not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written orpictorially presented.

Operations that may cause product damage are identified by “NOTICE” labels on the product and inthis publication.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. Thewarnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,work method or operating technique that is not specifically recommended by Caterpillar is used,you must satisfy yourself that it is safe for you and for others. You should also ensure that theproduct will not be damaged or be made unsafe by the operation, lubrication, maintenance orrepair procedures that you choose.

The information, specifications, and illustrations in this publication are on the basis of information thatwas available at the time that the publication was written. The specifications, torques, pressures,measurements, adjustments, illustrations, and other items can change at any time. These changes canaffect the service that is given to the product. Obtain the complete and most current information beforeyou start any job. Caterpillar dealers have the most current information available. For a list of the mostcurrent publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

When replacement parts are required for thisproduct Caterpillar recommends using Caterpil-lar replacement parts or parts with equivalentspecifications including, but not limited to, phys-ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-ture failures, product damage, personal injury ordeath.

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Table of Contents

Systems Operation Section

General Information ................................................ 9VIMS History ......................................................... 16Normal Operation ................................................. 18Service Operations ............................................... 19Attachment Code - Configure ............................... 20Calibration Mode - Enter ....................................... 21Data Logger - Reset ............................................. 21Data Logger - Start/Stop ....................................... 22Display Backlighting - Set ..................................... 22Display Contrast - Set ........................................... 23Display Language - Set ........................................ 23Display Units - Set ................................................ 23Event - Configure .................................................. 23Event Acknowledged - Show ................................ 25Event List - Show .................................................. 25Event Recorder - Start .......................................... 26Event Statistics - Show ......................................... 27Lubrication Interval - Set ....................................... 27Lubrication Manual - Start .................................... 28Machine Status - Show ......................................... 28Odometer - Set ..................................................... 29Resettable Totals - Reset ...................................... 30Resettable Totals - Show ...................................... 30Service Lamp - Reset ........................................... 31Service Lamp - Set ............................................... 31Snapshot Trigger - Configure ................................ 34System Self Test ................................................... 36Truck Payload - Calibrate ...................................... 38Truck Payload - Configure ..................................... 38Warning Operation ................................................ 39Loader Payload System (LPS) GeneralInformation .......................................................... 41

LPS Menu Functions Summary ............................ 42LPS Calibration ..................................................... 43Truck Payload System (TPS) GeneralInformation .......................................................... 53

TPS Component Function .................................... 54TPS On-Board Features ....................................... 55TPS Off-Board Features ....................................... 57TPS Normal Operation ......................................... 57TPS Service Operation ......................................... 60TPS Maximum Payload Speed Manager .............. 62TPS Accuracy ....................................................... 67Component Descriptions ...................................... 68Main Module ......................................................... 69Interface Module ................................................... 74Display Modules .................................................... 76Quad Gauge Module ............................................ 77Speedometer/Tachometer Module ........................ 78Message Center Module ....................................... 79Keypad .................................................................. 85Switches ............................................................... 89Sensors ................................................................. 92Data Connectors ................................................... 96Action Lamp .......................................................... 97Action Alarm ......................................................... 97Payload Lamps ..................................................... 98

Service Lamp ........................................................ 98Related Components ............................................ 99Parameters ......................................................... 100

Testing and Adjusting Section

Testing and AdjustingGeneral Information ............................................ 155Service Tools ...................................................... 156Troubleshooting Diagnostic Codes ..................... 157Troubleshooting Diagnostic Codes Using AbbreviatedProcedure ......................................................... 164

CID 0041 FMI 03 Sensor Power Supply (8 DCV)Voltage Above Normal - Test ............................. 209

CID 0041 FMI 04 Sensor Power Supply (8 DCV)Voltage Below Normal - Test ............................. 210

CID 0041 FMI 06 Sensor Power Supply (8 DCV)Current Above Normal - Test ............................ 211

CID 0075 FMI 03 Temperature Sensor (Steering Oil)Voltage Above Normal - Test ............................. 212

CID 0075 FMI 04 Temperature Sensor (Steering Oil)Voltage Below Normal - Test ............................. 214

CID 0075 FMI 06 Temperature Sensor (Steering Oil)Current Above Normal - Test ............................ 215

CID 0096 FMI 03 Level Sensor (Fuel) Voltage AboveNormal - Test ..................................................... 217

CID 0096 FMI 04 Level Sensor (Fuel) Voltage BelowNormal - Test ..................................................... 218

CID 0096 FMI 06 Level Sensor (Fuel) Current AboveNormal - Test ..................................................... 220

CID 0100 FMI 03 Pressure Sensor (Engine Oil)Voltage Above Normal - Test ............................. 221

CID 0100 FMI 04 Pressure Sensor (Engine Oil)Voltage Below Normal - Test ............................. 223

CID 0100 FMI 06 Pressure Sensor (Engine Oil)Current Above Normal - Test ............................ 224

CID 0110 FMI 03 Temperature Sensor (EngineCoolant) Voltage Above Normal - Test .............. 225

CID 0110 FMI 04 Temperature Sensor (EngineCoolant) Voltage Below Normal - Test .............. 227

CID 0110 FMI 06 Temperature Sensor (EngineCoolant) Current Above Normal - Test .............. 228

CID 0127 FMI 03 Pressure Sensor (Transmission Oil)Voltage Above Normal - Test ............................. 229

CID 0127 FMI 04 Pressure Sensor (Transmission Oil)Voltage Below Normal - Test ............................. 231

CID 0127 FMI 06 Pressure Sensor (Transmission Oil)Current Above Normal - Test ............................ 232

CID 0171 FMI 03 Temperature Sensor (Ambient Air)Voltage Above Normal - Test ............................. 233

CID 0171 FMI 04 Temperature Sensor (Ambient Air)Voltage Below Normal - Test ............................. 235

CID 0171 FMI 06 Temperature Sensor (Ambient Air)Current Above Normal - Test ............................ 237

CID 0177 FMI 03 Temperature Sensor (TransmissionOil) Voltage Above Normal - Test ...................... 238

CID 0177 FMI 04 Temperature Sensor (TransmissionOil) Voltage Below Normal - Test ...................... 240

CID 0177 FMI 06 Temperature Sensor (TransmissionOil) Current Above Normal - Test ...................... 241

CID 0190 FMI 02 Speed Sensor (Engine) IncorrectSignal - Test ...................................................... 242

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CID 0190 FMI 03 Speed Sensor (Engine) VoltageAbove Normal - Test ......................................... 244

CID 0190 FMI 04 Speed Sensor (Engine) VoltageBelow Normal - Test .......................................... 245

CID 0190 FMI 08 Speed Sensor (Engine) AbnormalSignal - Test ...................................................... 246

CID 0248 FMI 09 CAT Data Link Abnormal Update -Test ................................................................... 247


CID 0262 FMI 04 Sensor Power Supply (5 DCV)Voltage Below Normal - Test ............................. 250

CID 0262 FMI 06 Sensor Power Supply (5 DCV)Current Above Normal - Test ............................ 251

CID 0263 FMI 03 Sensor Power Supply (8 or 12DCV) Voltage Above Normal - Test ................... 251

CID 0263 FMI 04 Sensor Power Supply (8 or 12DCV) Voltage Below Normal - Test ................... 252

CID 0263 FMI 06 Sensor Power Supply (8 or 12DCV) Current Above Normal - Test ................... 253

CID 0271 FMI 03 Alarm (Action) Voltage AboveNormal - Test ..................................................... 254

CID 0271 FMI 05 Alarm (Action) Current BelowNormal - Test ..................................................... 255

CID 0271 FMI 06 Alarm (Action) Current AboveNormal - Test ..................................................... 256

CID 0279 FMI 03 Temperature Sensor (FrontAftercooler Coolant) Voltage Above Normal -Test ................................................................... 257

CID 0279 FMI 04 Temperature Sensor (FrontAftercooler Coolant) Voltage Below Normal -Test ................................................................... 259

CID 0279 FMI 06 Temperature Sensor (FrontAftercooler Coolant) Current Above Normal -Test ................................................................... 261

CID 0280 FMI 03 Temperature Sensor (Pump Drive)Voltage Above Normal - Test ............................. 262

CID 0280 FMI 04 Temperature Sensor (Pump Drive)Voltage Below Normal - Test ............................. 264

CID 0280 FMI 06 Temperature Sensor (Pump Drive)Current Above Normal - Test ............................ 265

CID 0295 FMI 02 Electronic Control Module(Machine) Incorrect Signal - Test ...................... 266

CID 0295 FMI 09 Electronic Control Module(Machine) Abnormal Update - Test ................... 268

CID 0295 FMI 12 Electronic Control Module(Machine) Failed - Test ...................................... 270

CID 0296 FMI 02 Power Train Electronic ControlModule (Electronic Clutch Pressure Control)Incorrect Signal - Test ....................................... 272

CID 0296 FMI 09 Power Train Electronic ControlModule (Electronic Clutch Pressure Control)Abnormal Update) - Test ................................... 274

CID 0296 FMI 12 Power Train Electronic ControlModule (Electronic Clutch Pressure Control) Failed -Test ................................................................... 276

CID 0324 FMI 03 Lamp (Action) Voltage AboveNormal - Test ..................................................... 278

CID 0324 FMI 05 Lamp (Action) Current BelowNormal - Test ..................................................... 278

CID 0324 FMI 06 Lamp (Action) Current AboveNormal - Test ..................................................... 279

CID 0341 FMI 03 Solenoid Valve (No. 4) (Warm Up)Voltage Above Normal - Test ............................. 281

CID 0341 FMI 05 Solenoid Valve (No. 4) (Warm Up)Current Below Normal - Test ............................. 281

CID 0341 FMI 06 Solenoid Valve (No. 4) (Warm Up)Current Above Normal - Test ............................ 282

CID 0341 FMI 11 Solenoid Valve (No. 4) (Warm Up)Failure Mode Not Identifiable - Test .................. 282

CID 0350 FMI 00 Position Sensor (Lift Linkage)Above Normal Range - Test .............................. 283

CID 0350 FMI 01 Position Sensor (Lift Linkage)Below Normal Range - Test .............................. 283

CID 0350 FMI 02 Position Sensor (Lift Linkage)Incorrect Signal - Test ....................................... 284

CID 0350 FMI 03 Position Sensor (Lift Linkage)Voltage Above Normal - Test ............................. 284

CID 0350 FMI 04 Position Sensor (Lift Linkage)Voltage Below Normal - Test ............................. 285

CID 0350 FMI 06 Position Sensor (Lift Linkage)Current Above Normal - Test ............................ 285

CID 0350 FMI 08 Position Sensor (Lift Linkage)Abnormal Signal - Test ...................................... 286

CID 0350 FMI 11 Position Sensor (Lift Linkage)Failure Mode Not Identifiable - Test .................. 286

CID 0350 FMI 13 Position Sensor (Lift Linkage) Outof Calibration - Test ........................................... 287

CID 0364 FMI 03 Pressure Sensor (Lift CylinderHead End) Voltage Below Normal - Test ........... 287


CID 0364 FMI 06 Pressure Sensor (Lift CylinderHead End) Current Above Normal - Test .......... 287

CID 0371 FMI 03 Solenoid Valve (Air Horn) VoltageAbove Normal - Test ......................................... 287

CID 0371 FMI 05 Solenoid Valve (Air Horn) CurrentBelow Normal - Test .......................................... 288

CID 0371 FMI 06 Solenoid Valve (Air Horn) CurrentAbove Normal - Test ......................................... 289

CID 0371 FMI 11 Solenoid Valve (Air Horn) FailureMode Not Identifiable - Test .............................. 289

CID 0378 FMI 03 Solenoid Valve (AutomaticLubrication) Voltage Above Normal - Test ......... 290

CID 0378 FMI 05 Solenoid Valve (AutomaticLubrication) Current Below Normal - Test ......... 291

CID 0378 FMI 06 Solenoid Valve (AutomaticLubrication) Current Above Normal - Test ......... 292

CID 0378 FMI 11 Solenoid Valve (AutomaticLubrication) Failure Mode Not Identifiable -Test ................................................................... 293

CID 0379 FMI 03 Pressure Sensor (AutomaticLubrication) Voltage Above Normal - Test ......... 293

CID 0379 FMI 04 Pressure Sensor (AutomaticLubrication) Voltage Below Normal - Test ......... 295

CID 0379 FMI 06 Pressure Sensor (AutomaticLubrication) Current Above Normal - Test ......... 297

CID 0425 FMI 03 Pressure Sensor (Front Brake Oil)Voltage Above Normal - Test ............................. 298

CID 0425 FMI 04 Pressure Sensor (Front Brake Oil)Voltage Below Normal - Test ............................. 300

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CID 0425 FMI 06 Pressure Sensor (Front Brake Oil)Current Above Normal - Test ............................ 301

CID 0426 FMI 03 Pressure Sensor (Rear Brake Oil)Voltage Above Normal - Test ............................. 302

CID 0426 FMI 04 Pressure Sensor (Rear Brake Oil)Voltage Below Normal - Test ............................. 304

CID 0426 FMI 06 Pressure Sensor (Rear Brake Oil)Current Above Normal - Test ............................ 305

CID 0427 FMI 03 Temperature Sensor (Front AxleOil) Voltage Above Normal - Test ...................... 306

CID 0427 FMI 04 Temperature Sensor (Front AxleOil) Voltage Below Normal - Test ...................... 308

CID 0427 FMI 06 Temperature Sensor (Front AxleOil) Current Above Normal - Test ...................... 309

CID 0428 FMI 03 Temperature Sensor (Rear AxleOil) Voltage Above Normal - Test ...................... 310

CID 0428 FMI 04 Temperature Sensor (Rear AxleOil) Voltage Below Normal - Test ...................... 312

CID 0428 FMI 06 Temperature Sensor (Rear AxleOil) Current Above Normal - Test ...................... 313

CID 0429 FMI 03 Pressure Sensor (Steering Oil)Voltage Above Normal - Test ............................. 314

CID 0429 FMI 04 Pressure Sensor (Steering Oil)Voltage Below Normal - Test ............................. 316

CID 0429 FMI 06 Pressure Sensor (Steering Oil)Current Above Normal - Test ............................ 317

CID 0430 FMI 03 Pressure Sensor (Steering PilotOil) Voltage Above Normal - Test ...................... 318

CID 0430 FMI 04 Pressure Sensor (Steering PilotOil) Voltage Below Normal - Test ...................... 320

CID 0430 FMI 06 Pressure Sensor (Steering PilotOil) Current Above Normal - Test ...................... 321

CID 0434 FMI 03 Pressure Sensor (Hydraulic PilotOil) Voltage Above Normal - Test ...................... 322

CID 0434 FMI 04 Pressure Sensor (Hydraulic PilotOil) Voltage Below Normal - Test ...................... 324

CID 0434 FMI 06 Pressure Sensor (Hydraulic PilotOil) Current Above Normal - Test ...................... 325

CID 0436 FMI 03 Pressure Sensor (Torque ConverterOil) Voltage Above Normal - Test ...................... 326

CID 0436 FMI 04 Pressure Sensor (Torque ConverterOil) Voltage Below Normal - Test ...................... 328

CID 0436 FMI 06 Pressure Sensor (Torque ConverterOil) Current Above Normal - Test ...................... 329













CID 0457 FMI 03 Temperature Sensor (Brake Oil)Voltage Above Normal - Test ............................. 338

CID 0457 FMI 04 Temperature Sensor (Brake Oil)Voltage Below Normal - Test ............................. 339

CID 0457 FMI 06 Temperature Sensor (Brake Oil)Current Above Normal - Test ............................ 340

CID 0458 FMI 03 Pressure Sensor (Tilt Cylinder Rod)Voltage Above Normal - Test ............................. 342

CID 0458 FMI 04 Pressure Sensor (Tilt Cylinder Rod)Voltage Below Normal - Test ............................. 342

CID 0458 FMI 06 Pressure Sensor (Tilt Cylinder Rod)Current Above Normal - Test ............................ 342

CID 0533 FMI 02 Machine Electronic Control Module(Integrated Brake) Incorrect Signal - Test ......... 342

CID 0533 FMI 09 Machine Electronic Control Module(Integrated Brake) Abnormal Update - Test ...... 344

CID 0533 FMI 12 Machine Electronic Control Module(Integrated Brake) Failed - Test ......................... 346

CID 0541 FMI 03 Pressure Sensor (Differential Oil)Voltage Above Normal - Test ............................. 348

CID 0541 FMI 04 Pressure Sensor (Differential Oil)Voltage Below Normal - Test ............................. 350

CID 0541 FMI 06 Pressure Sensor (Differential Oil)Current Above Normal - Test ............................ 351

CID 0562 FMI 02 Caterpillar Monitoring SystemIncorrect Signal - Test ....................................... 352

CID 0562 FMI 09 Caterpillar Monitoring SystemAbnormal Update - Test .................................... 354

CID 0562 FMI 12 Caterpillar Monitoring SystemFailed - Test ....................................................... 356

CID 0590 FMI 02 Electronic Control Module (Engine)Incorrect Signal - Test ....................................... 358

CID 0590 FMI 09 Electronic Control Module (Engine)Abnormal Update - Test .................................... 360

CID 0590 FMI 12 Electronic Control Module (Engine)Failed - Test ....................................................... 362

CID 0596 FMI 02 Electronic Control Module(Implement) Incorrect Signal - Test ................... 364

CID 0596 FMI 09 Electronic Control Module(Implement) Abnormal Update - Test ................ 366

CID 0596 FMI 12 Electronic Control Module(Implement) Failed - Test .................................. 368

CID 0600 FMI 03 Temperature Sensor (Hydraulic Oil)Voltage Above Normal - Test ............................. 370

CID 0600 FMI 04 Temperature Sensor (Hydraulic Oil)Voltage Below Normal - Test ............................. 372

CID 0600 FMI 06 Temperature Sensor (Hydraulic Oil)Current Above Normal - Test ............................ 374

CID 0650 FMI 02 Harness Code Incorrect -Test ................................................................... 375

CID 0654 FMI 03 Temperature Sensor (Trailer RightBrake Oil) Voltage Above Normal - Test ............ 376

CID 0654 FMI 04 Temperature Sensor (Trailer RightBrake Oil) Voltage Below Normal - Test ............ 378

CID 0654 FMI 06 Temperature Sensor (Trailer RightBrake Oil) Current Above Normal - Test ............ 379

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CID 0655 FMI 03 Temperature Sensor (Trailer LeftBrake Oil) Voltage Above Normal - Test ............ 380

CID 0655 FMI 04 Temperature Sensor (Trailer LeftBrake Oil) Voltage Below Normal - Test ............ 381

CID 0655 FMI 06 Temperature Sensor (Trailer LeftBrake Oil) Current Above Normal - Test ............ 382

CID 0656 FMI 03 Temperature Sensor (Trailer BrakeOil Cooler Inlet) Voltage Above Normal - Test ... 383

CID 0656 FMI 04 Temperature Sensor (Trailer BrakeOil Cooler Inlet) Voltage Below Normal - Test ... 385

CID 0656 FMI 06 Temperature Sensor (Trailer BrakeOil Cooler Inlet) Current Above Normal - Test ... 386

CID 0657 FMI 03 Temperature Sensor (TrailerBrake Oil Cooler Outlet) Voltage Above Normal -Test ................................................................... 387

CID 0657 FMI 04 Temperature Sensor (TrailerBrake Oil Cooler Outlet) Voltage Below Normal -Test ................................................................... 388

CID 0657 FMI 06 Temperature Sensor (TrailerBrake Oil Cooler Outlet) Current Above Normal -Test ................................................................... 389

CID 0658 FMI 02 Pressure Sensor (Trailer RightSuspension Cylinder) Incorrect Signal - Test .... 390

CID 0658 FMI 03 Pressure Sensor (Trailer RightSuspension Cylinder) Voltage Above Normal -Test ................................................................... 391

CID 0658 FMI 04 Pressure Sensor (Trailer RightSuspension Cylinder) Voltage Below Normal -Test ................................................................... 391

CID 0658 FMI 06 Pressure Sensor (Trailer RightSuspension Cylinder) Current Above Normal -Test ................................................................... 391

CID 0659 FMI 02 Pressure Sensor (Trailer LeftSuspension Cylinder) Incorrect Signal - Test .... 391

CID 0659 FMI 03 Pressure Sensor (Trailer LeftSuspension Cylinder) Voltage Above Normal -Test ................................................................... 391

CID 0659 FMI 04 Pressure Sensor (Trailer LeftSuspension Cylinder) Voltage Below Normal -Test ................................................................... 391

CID 0659 FMI 06 Pressure Sensor (Trailer LeftSuspension Cylinder) Current Above Normal -Test ................................................................... 392

CID 0672 FMI 01 Speed Sensor (Torque ConverterOutput) Below Normal Range - Test ................. 392

CID 0672 FMI 02 Speed Sensor (Torque ConverterOutput) Incorrect Signal - Test .......................... 392

CID 0672 FMI 03 Speed Sensor (Torque ConverterOutput) Voltage Above Normal - Test ................ 394

CID 0672 FMI 04 Speed Sensor (Torque ConverterOutput) Voltage Below Normal - Test ................ 395

CID 0672 FMI 08 Speed Sensor (Torque ConverterOutput) Abnormal Signal - Test ......................... 396

CID 0767 FMI 03 Pressure Sensor (FixedDisplacement Pump Oil) Voltage Above Normal -Test ................................................................... 397

CID 0767 FMI 04 Pressure Sensor (FixedDisplacement Pump Oil) Voltage Below Normal -Test ................................................................... 399

CID 0767 FMI 06 Pressure Sensor (FixedDisplacement Pump Oil) Current Above Normal -Test ................................................................... 400

CID 0801 FMI 09 Interface Module (No. 1) AbnormalUpdate - Test ..................................................... 401








CID 0809 FMI 02 Speedometer/Tachometer Module(No. 1) Incorrect Signal - Test ........................... 403

CID 0809 FMI 12 Speedometer/Tachometer Module(No. 1) Failed - Test ........................................... 403

CID 0810 FMI 02 Speedometer/Tachometer Module(No. 2) Incorrect Signal - Test ........................... 403


CID 0811 FMI 02 Quad Gauge Module (No. 1)Incorrect Signal - Test ....................................... 403

CID 0811 FMI 12 Quad Gauge Module (No. 1) Failed- Test ................................................................. 403







CID 0815 FMI 02 Message Center Module (No. 1)Incorrect Signal - Test ....................................... 404

CID 0815 FMI 12 Message Center Module (No. 1)Failed - Test ....................................................... 404

CID 0816 FMI 02 Message Center Module (No. 2)Incorrect Signal - Test ....................................... 404


CID 0817 FMI 02 Battery (Internal Backup) Incorrect- Test ................................................................. 405

CID 0817 FMI 12 Battery (Internal Backup) Failed -Test ................................................................... 405

CID 0819 FMI 02 Display Data Link Incorrect -Test ................................................................... 405

CID 0819 FMI 03 Display Data Link Voltage AboveNormal - Test ..................................................... 405

CID 0819 FMI 06 Display Data Link Current AboveNormal - Test ..................................................... 406

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CID 0819 FMI 12 Display Data Link Failed -Test ................................................................... 406

CID 0820 FMI 02 Keypad Data Link Incorrect -Test ................................................................... 406

CID 0820 FMI 03 Keypad Data Link Voltage AboveNormal - Test ..................................................... 407

CID 0820 FMI 06 Keypad Data Link Current AboveNormal - Test ..................................................... 407

CID 0820 FMI 12 Keypad Data Link Failed -Test ................................................................... 408

CID 0821 FMI 03 Display Power Supply VoltageAbove Normal - Test ......................................... 408

CID 0821 FMI 06 Display Power Supply CurrentAbove Normal - Test ......................................... 409

CID 0822 FMI 03 Display Backlighting Voltage AboveNormal - Test ..................................................... 409

CID 0822 FMI 05 Display Backlighting Current BelowNormal - Test ..................................................... 410

CID 0822 FMI 06 Display Backlighting Current AboveNormal - Test ..................................................... 410

CID 0823 FMI 03 Lamp (Service) Voltage AboveNormal - Test ..................................................... 411

CID 0823 FMI 05 Lamp (Service) Current BelowNormal - Test ..................................................... 412

CID 0823 FMI 06 Lamp (Service) Current AboveNormal - Test ..................................................... 413

CID 0824 FMI 03 Lamp (Green Payload) VoltageAbove Normal - Test ......................................... 414

CID 0824 FMI 05 Lamp (Green Payload) CurrentBelow Normal - Test .......................................... 414

CID 0824 FMI 06 Lamp (Green Payload) CurrentAbove Normal - Test ......................................... 415

CID 0825 FMI 03 Lamp (Red Payload) Voltage AboveNormal - Test ..................................................... 416

CID 0825 FMI 05 Lamp (Red Payload) Current BelowNormal - Test ..................................................... 417

CID 0825 FMI 06 Lamp (Red Payload) Current AboveNormal - Test ..................................................... 418

CID 0826 FMI 03 Temperature Sensor (TorqueConverter Oil) Voltage Above Normal - Test ..... 419

CID 0826 FMI 04 Temperature Sensor (TorqueConverter Oil) Voltage Below Normal - Test ...... 421

CID 0826 FMI 06 Temperature Sensor (TorqueConverter Oil) Current Above Normal - Test ..... 422

CID 0826 FMI 11 Temperature Sensor (TorqueConverter Oil) Failure Mode Not Identifiable -Test ................................................................... 424

CID 0827 FMI 03 Temperature Sensor (Left Exhaust)Voltage Above Normal - Test ............................. 424

CID 0827 FMI 04 Temperature Sensor (Left Exhaust)Voltage Below Normal - Test ............................. 426

CID 0827 FMI 06 Temperature Sensor (Left Exhaust)Current Above Normal - Test ............................ 427

CID 0827 FMI 08 Temperature Sensor (Left Exhaust)Abnormal Signal - Test ...................................... 428

CID 0828 FMI 03 Temperature Sensor (RightExhaust) Voltage Above Normal - Test ............. 429

CID 0828 FMI 04 Temperature Sensor (RightExhaust) Voltage Below Normal - Test .............. 431

CID 0828 FMI 06 Temperature Sensor (RightExhaust) Current Above Normal - Test ............. 432

CID 0828 FMI 08 Temperature Sensor (RightExhaust) - Test .................................................. 434

CID 0829 FMI 03 Temperature Sensor (RearAftercooler Coolant) Voltage Above Normal -Test ................................................................... 435

CID 0829 FMI 04 Temperature Sensor (RearAftercooler Coolant) Voltage Below Normal -Test ................................................................... 436

CID 0829 FMI 06 Temperature Sensor (RearAftercooler Coolant) Current Above Normal -Test ................................................................... 437

CID 0830 FMI 03 Temperature Sensor (Front BrakeOil) Voltage Above Normal - Test ...................... 439

CID 0830 FMI 04 Temperature Sensor (Front BrakeOil) Voltage Below Normal - Test ...................... 440

CID 0830 FMI 06 Temperature Sensor (Front BrakeOil) Current Above Normal - Test ...................... 441

CID 0833 FMI 03 Temperature Sensor (Rear BrakeOil) Voltage Above Normal - Test ...................... 442

CID 0833 FMI 04 Temperature Sensor (Rear BrakeOil) Voltage Below Normal - Test ...................... 444

CID 0833 FMI 06 Temperature Sensor (Rear BrakeOil) Current Above Normal - Test ...................... 445

CID 0835 FMI 03 Temperature Sensor (DifferentialOil) Voltage Above Normal - Test ...................... 446

CID 0835 FMI 04 Temperature Sensor (DifferentialOil) Voltage Below Normal - Test ...................... 447

CID 0835 FMI 06 Temperature Sensor (DifferentialOil) Current Above Normal - Test ...................... 449

CID 0838 FMI 02 Pressure Sensor (Left FrontSuspension Cylinder) Incorrect Signal - Test .... 450

CID 0838 FMI 03 Pressure Sensor (Left FrontSuspension Cylinder) Voltage Above Normal -Test ................................................................... 450

CID 0838 FMI 04 Pressure Sensor (Left FrontSuspension Cylinder) Voltage Below Normal -Test ................................................................... 450

CID 0838 FMI 06 Pressure Sensor (Left FrontSuspension Cylinder) Current Above Normal -Test ................................................................... 450

CID 0838 FMI 08 Pressure Sensor (Left FrontSuspension Cylinder) Abnormal Signal - Test ... 450

CID 0839 FMI 02 Pressure Sensor (Right FrontSuspension Cylinder) Incorrect Signal - Test .... 451

CID 0839 FMI 03 Pressure Sensor (Right FrontSuspension Cylinder) Voltage Above Normal -Test ................................................................... 451

CID 0839 FMI 04 Pressure Sensor (Right FrontSuspension Cylinder) Voltage Below Normal -Test ................................................................... 451

CID 0839 FMI 06 Pressure Sensor (Right FrontSuspension Cylinder) Current Above Normal -Test ................................................................... 451

CID 0839 FMI 08 Pressure Sensor (Right FrontSuspension Cylinder) Abnormal Signal - Test ... 451

CID 0840 FMI 02 Pressure Sensor (Left RearSuspension Cylinder) Voltage Above Normal -Test ................................................................... 451

CID 0840 FMI 03 Pressure Sensor (Left RearSuspension Cylinder) Voltage Above Normal -Test ................................................................... 452

CID 0840 FMI 04 Pressure Sensor (Left RearSuspension Cylinder) Voltage Below Normal -Test ................................................................... 452

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CID 0840 FMI 06 Pressure Sensor (Left RearSuspension Cylinder) Current Above Normal -Test ................................................................... 452

CID 0840 FMI 08 Pressure Sensor (Left RearSuspension Cylinder) Abnormal Signal - Test ... 452

CID 0841 FMI 02 Pressure Sensor (Right RearSuspension Cylinder) Incorrect Signal - Test .... 452

CID 0841 FMI 03 Pressure Sensor (Right RearSuspension Cylinder) Voltage Above Normal -Test ................................................................... 452

CID 0841 FMI 04 Pressure Sensor (Right RearSuspension Cylinder) Voltage Below Normal -Test ................................................................... 453

CID 0841 FMI 06 Pressure Sensor (Right RearSuspension Cylinder) Current Above Normal -Test ................................................................... 453

CID 0841 FMI 08 Pressure Sensor (Right RearSuspension Cylinder) Abnormal Signal - Test ... 453

CID 0849 FMI 03 Pressure Sensor (Air System)Voltage Above Normal - Test ............................. 453

CID 0849 FMI 04 Pressure Sensor (Air System)Voltage Below Normal - Test ............................. 455

CID 0849 FMI 06 Pressure Sensor (Air System)Current Above Normal - Test ............................ 457

CID 0851 FMI 03 Pressure Sensor (Pump Drive)Voltage Above Normal - Test ............................. 458

CID 0851 FMI 04 Pressure Sensor (Pump Drive)Voltage Below Normal - Test ............................. 460

CID 0851 FMI 06 Pressure Sensor (Pump Drive)Current Above Normal - Test ............................ 462

CID 0852 FMI 03 Temperature Sensor (Right FrontBrake Oil) Voltage Above Normal - Test ............ 463

CID 0852 FMI 04 Temperature Sensor (Right FrontBrake Oil) Voltage Below Normal - Test ............ 465

CID 0852 FMI 06 Temperature Sensor (Right FrontBrake Oil) Current Above Normal - Test ............ 466

CID 0853 FMI 03 Temperature Sensor (Left FrontBrake Oil) Voltage Above Normal - Test ............ 467

CID 0853 FMI 04 Temperature Sensor (Left FrontBrake Oil) Voltage Below Normal - Test ............ 469

CID 0853 FMI 06 Temperature Sensor (Left FrontBrake Oil) Current Above Normal - Test ............ 470

CID 0854 FMI 03 Temperature Sensor (Right RearBrake Oil) Voltage Above Normal - Test ............ 472

CID 0854 FMI 04 Temperature Sensor (Right RearBrake Oil) Voltage Below Normal - Test ............ 473

CID 0854 FMI 06 Temperature Sensor (Right RearBrake Oil) Current Above Normal - Test ............ 474

CID 0855 FMI 03 Temperature Sensor (Left RearBrake Oil) Voltage Above Normal - Test ............ 476

CID 0855 FMI 04 Temperature Sensor (Left RearBrake Oil) Voltage Below Normal - Test ............ 477

CID 0855 FMI 06 Temperature Sensor (Left RearBrake Oil) Current Above Normal - Test ............ 478

CID 0890 FMI 09 Telemetry Data Link AbnormalUpdate - Test ..................................................... 480

CID 1089 FMI 02 Analysis Control Module IncorrectSignal - Test ...................................................... 481

CID 1089 FMI 09 Analysis Control Module AbnormalUpdate - Test ..................................................... 483

CID 1089 FMI 12 Analysis Control Module Failed -Test ................................................................... 484

Alert Indicator - Troubleshoot .............................. 487Chip Detector - Test ............................................ 490Lift or Tilt Cylinder Sensor - Troubleshoot ........... 491Suspension Cylinder Sensor - Troubleshoot ....... 495Troubleshooting Electrical System Using AbbreviatedProcedures ........................................................ 502

Charging System - Test ...................................... 503Pulse Width Modulated (PWM) Sensor - Test .... 512Sensor Signal Voltage - Test ............................... 513Sensor Dynamic Test .......................................... 516Diode Assembly - Test ........................................ 519Position Sensor (Lift Arm) - Adjust ...................... 520Speed Sensor (Engine) - Adjust ......................... 520Module - Replace ................................................ 521Battery - Replace ................................................ 521Cable Connections ............................................. 522Off-Board Service Tool ........................................ 524Glossary of Terms ............................................... 535System Schematic .............................................. 546

Index Section

Index ................................................................... 573

9Systems Operation Section

Systems Operation Section

i01306165

General InformationSMCS Code: 7601

g00480385Illustration 1

Typical Block diagram of the Vital Information Management System (VIMS)



VIMS display components.

(1) Gauge cluster module(2) Speedometer/tachometer module(3) Message center module(4) Alert indicator(5) Data logging indicator(6) Gauges(7) Tachometer(8) Ground speed readout(9) Actual gear indicator(10) Message area(11) Universal gauge(12) Gauge warning area


The VIMS keypad module that is used on the Off-Highway Trucksand the Large Hydraulic Excavators

(13) “Gauge” Key(14) Key pressed indicator(15) Backward arrow key(16) Forward arrow key


The VIMS keypad module that is used on the Large Wheel Loaders

(13) “Gauge” Key(14) Key pressed indicator(15) Backward arrow key(16) Forward arrow Key

The Vital Information Management System (VIMS) isa state-of-the-art onboard system with the followingfeatures:

• Machine systems are monitored for the operator.

• Payload productivity information is measured bythe system and stored in onboard memory. Thisinformation can be downloaded later for analysis.

• Abnormal machine conditions and/or incorrectoperation of the machine are identified. Thediagnosis of these abnormal conditions willallow the operator to modify the operation ofthe machine in order to correct the problem.The service technician is able to schedulemaintenance for the machine if the condition isnot related to the operation of the machine.

• Prognostic information that can help predictpotential problems before failures can occur. Thisallows the maintenance of the machine to bescheduled during the preventive maintenanceservicing interval.

The components of the typical VIMS are listed here:

• Up to eight interface modules

• The main module

• VIMS keypad

• Display components

• Switches

• Sensors


• Solenoids

• Warning lamps

• Warning alarms

Data Links

All VIMS modules communicate with each other,with other electronic controls on the machine andwith systems off the machine through data links.The five VIMS data links are listed here:

CAT Data Link – This two wire serial data link allowscommunication between the VIMS modules andother machine control systems.

Display Data Link – This four wire data link allowscommunication between the VIMS main module andall display components except the keypad.

Keypad Data Link – This two wire data link allowscommunication between the VIMS main moduleand the keypad.

RS-232 Data Link (Service Tool) – This three wireserial data link allows communication between theVIMS main module and the service tool (laptopcomputer).

RS-232 Data Link (Broadcast) – This three-wireserial data link allows communication between theVIMS main module and other off-board systems(non service tool). Onboard data can be passedfrom the machine hands free if a user suppliedsystem such as radio telemetry is connected tothis port. This port can be configured by theconfiguration software on the large wheel loadersas a payload printer port instead.

Data

The Vital Information Management System uses fourtypes of data. The four types of data are listed here:

Sensed – Data is read from the sensors andthe switches. The sensors and the switchescommunicate with the interface modules.

Internal – The data is generated within the VIMSmain module. The date and time are examples ofinternal data.

Communicated – The data is received through theCAT data link from other machine systems. Forexample, the engine speed is received through theCAT data link from the electronic engine control.

Calculated – Data mathematically determined bythe VIMS main module. For example, the eventduration is calculated and stored in the event list.

Events

Table 1

VIMS EVENTS

Data Event(1) Maintenance Event(2)

Filters Open Sensor Circuits, etc.

Temperature Calibration

Possible Machine Damage

Performance (Payload)

Location (GPS)

(1) This term was formerly referred to as a machine event.(2) This term was formerly referred to as a system event.

The operator is alerted to the existence of allabnormal machine conditions by VIMS. All abnormalmachine conditions are called data (machine)events. A high engine coolant temperature is anexample of a data event. The operator is alerted toproblems in the VIMS modules and other electronicmodules on the machine. The electronic systemfailures are called a diagnostic type of maintenance(system) events. The signal voltage of the coolanttemperature sensor that is above normal is anexample of a maintenance event. Stored VIMSevent (data and maintenance) information is used toassist service personnel with machine maintenanceand troubleshooting.

DATA (MACHINE) events are related to a machinesystem. The operator needs to RESPOND to thisevent in most cases. For example, the operatorneeds to modify operation in order to cool theconverter oil temperature when the temperatureis too high. When such an event is present,pressing the “F1” key will show more information.The operator is shown additional information onthe second line of the message center. Duringtemperature warnings, the “F1” key will causethe display to show the actual temperature of themachine system.

MAINTENANCE (SYSTEM) events are related to anelectrical system problem that requires a servicetechnician to PERFORM SERVICE or MAKE AREPAIR. When a diagnostic code is present ,pressing the “F1” key will display the diagnosticcodes for the MID, the CID and the FMI. When aMID for a different system is displayed in placeof a MID for VIMS, refer to the applicable ServiceManual for that electronic control.

Note: Multiple events (data and maintenance) fora single machine condition may occur. The VitalInformation Management System can determine ifthe actual cause of a stored event is due to a faultycomponent or a true abnormal condition.

Feature Variations


The same VIMS operates on a variety of differentmachines. All the possible VIMS functions arenot performed on every machine. Configurationsoftware is used in order to identify the type of VIMSmachine. The configuration software also identifiesthe available VIMS functions. The number of VIMSmodules and the type of VIMS modules may varyin different applications.

The quantity of VIMS display components and thetype of available indications are listed here:

• Quad gauge modules (1) are used in orderto show changing machine conditions.Speedometer/tachometer modules (2) are used toshow changing machine conditions. Tachometergauge (7) shows engine speed (RPM) information.Gauges (6) are used to display information suchas temperature, pressure, and level.

• One two-digit gear readout (9) perspeedometer/tachometer module showsthe actual transmission gear and the directioninformation.

• One three-digit speed readout (8) perspeedometer/tachometer module shows theground speed information (“[MPH (km/h)]”).

• One alert indicator (4) per message centermodule shows that an event has been detectedand the event is present.

• One data logging indicator (5) per messagecenter module shows that the data loggingfunction is active. The data logging indicatorindicates that the data logger was activated viathe keypad.

• One universal gauge (11) per message centermodule (3). The value of the parameter that isdisplayed on message area (10) will be indicatedby the universal gauge.

• One message area (10) per message centermodule. The parameter name, status and operatorinstructions are information that is displayed onthe message area.

The type of indications and the quantity ofindications that are used in the VIMS displayarea will vary according to the application. All theindications that are used in the VIMS display areamay not be used on every machine. A machine mayuse one or two of the message center modules. Inaddition to the above indications, the action lampand the action alarm indicate the severity (warningcategory) of a problem. The service indicator lampalerts the service technician of an event that hasoccurred. The service indicator lamp indicates thatthe event is present.

Diagnostic information is stored for all maintenance(system) events even if the event is not presentat the time of troubleshooting. A lap top personalcomputer (PC) is used as the VIMS service tool.Refer to the Testing and Adjusting, “Off-BoardService Tool” section for more information.

Stored Data

The occurrence of certain VIMS events and real timemachine conditions are recorded in on board VIMSmemory. The information is organized into sevencategories. This information is used to analyzemachine problems and forecast machine problems.The information is typically used at a later date byservice technicians or management. The sevencategories of information are listed here:

Event List/Summary List – The event list is a recordof stored events (what happened and when) thathave occurred on the machine. Not all eventsare stored. The record contains the last 500events (data or maintenance) that are listed inchronological order. This means that the events arelisted in the order of occurrence. The newest eventsappear at the top of the list. The event list transfersthe oldest data into the event summary list when theevent list exceeds 500 records. The event summarylist is composed of the first five occurrences, thelast five occurrences and the worst five occurrencesthat are recorded for any of the data events. Theevent summary list is limited to storing only 500records. Maintenance events can be identified bythe diagnostic codes (MID, CID and FMI).

All other events are data events. The event list isaccessible from the message center or with theservice tool.

Note: All events that contain the MID, the CIDand the FMI information are the diagnostic typeof maintenance event. Not all events without theMID, the CID and the FMI information are dataevents. An example of a maintenance event withoutdiagnostic codes is an open wire in the “hydraulicoil level circuit”. Remember that a “2-wire” switchcircuit (open switch) can report a true condition thatrelates to a parameter. This same “2-wire” switchcircuit can indicate a system failure (open wire) butthe failure is reported as low hydraulic oil level.


Snapshot (Event Recorder) – The Snapshot (eventrecorder) stores a segment of history in real timefor all parameters (channels) at a one secondinterval. The snapshot relates to a set of “predefinedevents”. A snapshot is triggered automatically fora severe event. The snapshot is then stored inmemory. The configuration software designates theevents that are considered to be severe events. Thekeypad can be used to initiate a snapshot manually.A snapshot consists of a “flight recording” of allparameters that describe system conditions thathappened from five minutes before the event toone minute after the event. This strategy is appliedto snapshots that are triggered immediately afterkey ON. However, a portion of the five minutes ofdata that occurred prior to the event that triggeredthis snapshot was actually captured prior to turningthe key start switch OFF. This data may have beenstored hours or days before the event that triggeredthe snapshot.

The VIMS has the capability of storing two setsof snapshot information. If a snapshot is in theprocess of being recorded and a second snapshotis triggered the second snapshot is ignored.

The snapshot is accessible only with the servicetool.

Data Logger – The data logger captures all themachine parameters (channels) that are monitoredby “VIMS”. The data logger is recorded in real timeat “one second intervals”. The operation of the datalogger is similar to the snapshot (event recorder).However, the data logger can not be triggeredautomatically. The manual triggering of the datalogger can only be done by the service tool or thekeypad. The logger can be started and stoppedwith a total recording time of 30 minutes.

The data logger is accessible only with the servicetool. The data logger can be reset by the servicetool or the keypad.

Note: Truck payload cycle data (time and date) canbe used as data logger basic information in placeof this data logger.

Trends – Trend information consists of theminimums, maximums and averages of parameterdata over time. Trend information is viewedwith VIMS-PC software. The trend information isdisplayed as a graph or the trend information istabulated as columns of data. An example of trendinformation is the average brake temperature perhour. Trend information is recorded for predefinedparameters for each machine. Trend information isrecorded under the specified guidelines that arelisted here:

• All one hour continuous trends begin when thekey start switch is turned to the ON position.

• Trend data that is collected during a period lessthan one hour when the key start switch is turnedto the OFF position is discarded.

• Trend points are the average of each trend thatwas captured during the past hour. Each trendmust meet the conditions that are set for thattrend. For example, a boost trend is capturedeach time that the coolant temperature and theengine load have exceeded the “trap ”conditions.A single trend point for the designated hour iscalculated and stored when the measured trendsare averaged over one hour.

The trend data point or the responsible failure modeidentifier are stored according to the guidelines thatare listed below:

1. At least one Trend condition was met during atleast one continuous hour.

2. FMI 19 conditions not met is stored or the actualFMI that was responsible for the conditions thatwere not met for the entire store.

Trends are accessible only with the service tool.

Note: Refer to table 2 for the recommendeddownload information for trends and therecommended reset information for trends. Thisshould help prevent the loss of data or the corruptionof data. Machines that were built after June 1996use the 9.X class of onboard configurations. The 9.Xclass of onboard configurations will not damage thedata. The configuration simply drops off oldest data.


Table 2

Recommended Service Meter Hour Download and Reset Times for Trends

On Board Software “OHT” “LWL” “LHEX”

6.8X Reset before 500 hours(1) N/A Reset before 500 hours(1)

7.0X Reset before 500 hours(1) N/A N/A

9.0X Reset before 1000 hours(2) Reset before 500 hours(2) N/A

9.3X Reset before 1000 hours(2) Reset before 500 hours(2) Reset before 3500 hours(2)




(1) The Trends are not correctly time stamped. The “Trend data” will be incorrect if the data is not downloaded and then reset in less than 500hours. The roll over point is determined by the configuration software.

(2) The trends are time stamped while being collected onboard. This ensures that the trend is correct any time that the trends are downloaded.Roll over is determined by the configuration software. At roll over, the oldest Trends are covered up with new trend data.

Cumulative – Cumulative information is the numberof occurrences (counts) of specific events. Anexample of cumulative information is total enginerevolutions or total fuel consumption over the life ofthe machine or component. Cumulative informationis recorded for a standard set of parameters. Theparameters are defined in the configuration softwarefor each machine. The “9.5X” class of sourcesoftware uses the “configuration type” in order todetermine that a new machine’s software has beenflashed into memory. Stored cumulative informationis retained during flashing of 9.5X or later classesof source and configuration software. The on boardsystem collects life-time cumulatives with no needto reset. The situations that will cause an automaticresetting of the cumulatives are listed here:

• A new “configuration type” is flashed into theonboard memory. A VIDS 992G configuration thatis replaced by a VIMS 992G configuration is atypical example of changing the configurationtype.

Note: The term configuration type describes thesystem (VIMS or VIDS) and the model of themachine.

• A configuration is loaded with any changes to themethods of calculating and storing cumulativedata. The change indicates that a correctionhas actually been made to the configuration orthe VIMS main module has just been installedfrom a different VIMS application. The new VIMSmain module may not recognize the methods ofcalculating and storing cumulative data that isused by the configuration.

• The VIMS internal backup battery is removedwhile the disconnect switch is in the OPENposition.

Resetting of cumulatives manually is not required.If the user desires, the cumulatives may be resetmanually. The reset process clears all cumulatives.Because there is only one choice, cumulatives cannot be reset individually. If a reset of cumulatives isrequested, all the cumulatives will be reset.

Cumulatives are accessible only with the servicetool.


Table 3

Recommended Service Meter Hour Download and Reset Times for Cumulatives

On board Software “OHT” “LWL” “LHEX”

6.8X Reset before 750 hours(1) N/A Reset before 750 hours.(1)

7.0X Reset before 750 hours.(1) N/A N/A

9.0X Reset before 750 hours.(1) Reset before 750 hours.(1) N/A

9.3X Reset before 750 hours.(1) Reset before 750 hours.(1) Reset before 750 hours.(1)

9.4X Reset before 750 hours.(1) Reset before 750 hours.(1) N/A

9.5X No reset is necessary.(2) No reset is necessary.(2) No reset is necessary.(2)

9.6X No reset is necessary.(2) No reset is necessary.(2) N/A

(1) Cumulative data will begin to saturate at approximately 1000 hours. This means that a maximum number will be reached and thenincrease no further.

(2) The 9.5X or later on board software allows for the collection of lifetime cumulative records.

Histograms - Histogram information records thehistory of a parameter since last reset. For example,a histogram of the engine speed would indicate thepercentage of time that the engine operated withina defined speed limit (example 0-699, 700-1299,1300-1699, 1700-2199, 2200-up) and the timeinterval (example 25 to 475 SMH or 1 January1996 to 2 February 1996) of the data gathered.Histograms can be used to evaluate the range ofoperation for a parameter.

Histograms are accessible only with the service tool.

Table 4

Recommended Service Meter Hour Download and Reset Times for Histograms

On Board Software “OHT” “LWL” “HEX”

6.8X DO NOT RESET.(1) N/A DO NOT RESET (1).

7.0X Reset before 750 hours(2) N/A N/A






(1) Never Reset, the data will be permanently corrupted.(2) Saturation could occur, meaning a maximum number will be reached and increase no further, between 1000 and 2000 hours for some

parameters.

Payload - Payload information is recorded for theoff-highway trucks and large wheel loaders, asrequired.

Total payload data is accessible only with theservice tool. Basic data is available throughthe message center by accessing resettablecumulatives.


i01306231

VIMS HistorySMCS Code: 7601

Hardware

This manual describes the V2.0 and V3.0 versionsof VIMS hardware. The original V2.0 VIMS hardware(main and interface modules) went into productionin the third quarter of 1994. In the third quarterof 1996, V3.0 hardware began production.The interface modules have the same physicalappearance. Part numbers are the only way to tellthe difference. V2.0 main modules have the backupbattery holder for stored data on the side of themodule. In order to access the battery, a black“knob” needs to be unscrewed. V3.0 main moduleshave an “egg shaped” cover on the top of themodule. In order to gain access to the battery, twoscrews must be removed. The battery is flat withfour pin type contacts on the bottom. An L-shapedtool is required to pry the battery out.

VIMS onboard features are based on the hardwareand the source software. This chart lists thecombinations of the production hardware and thesoftware classes.

Table 5

VIMS Hardwareand Software Class History

Software Class Model Usage HardwareVersion

6.X LHEX/OHT 2.0

7.X OHT 2.0

8.X(1) LWL 3.0

9.X LHEX/LWL 3.0

9.3X LHEX/LWL/OHT 3.0

9.4X LWL 3.0

9.5X OHT/LHEX/LWL 3.0

9.6X LWL/OHT 3.0

9.62X LWL/OHT 3.0

(1) 8.X was used in a limited field test.

Table 6

VIMS Hardware Part Numbers

Version Main Interface Battery

2.0 3E-3666115-0648118-9636124-6134

3E-3667118-9634123-8164

9X-5402

3.0 130-5131165-8682

138-1756144-7172

101-1785

All modules are backward compatible. However, themodules are not usually forward compatible. Referto the product support group of the business unitfor more information. However, 9.X software mustbe used with V3.0 modules to gain full benefits andfeatures. As an example, a V3.0 main module canbe used on a machine that was built with the V2.0module. This combination of hardware will work.However, not all of the features that are availablewith the V3.0 hardware will not work.

Software

The VIMS main module is a dedicated computer.The computer is dedicated to the task that isdescribed in this manual. The main module must beloaded with two basic sets of software:

• An operating system (similar to MS-DOS on a PC).

• An application program (similar to a wordprocessing program on a PC)

The operating system software that is requiredby the main module is called source or sourcesoftware. This software file may be identified ona PC with the file extension of “src”. Features aredetermined by the on board class. The versionof source software is considered to be genericbecause the same version of source software willeventually be used for most applications of VIMS.

The application program is called a configuration.Configuration software provides the main modulewith the specific parameters that are used by themachine. Some examples of the information thatis provided in the configuration software are listedhere: the engine speed which is considered as anoverspeed, the system voltage that is consideredtoo low, and the basic guidelines for operatorwarnings.

VIMS Onboard Software Class History


VIMS on board features are based upon hardwareand source software. A complete history of theVIMS source software classes (“change levels”) thathave been used are listed in Table 7. The 9.X classof software is the focus of this document. The 9.Xclass of software is also called later software (9.3X,9.4X, ect.). The source software that was used priorto the 9.X class of source software is called earlier.THE CONFIGURATION SOFTWARE IS DESIGNEDTO BE USED WITH A PARTICULAR PART NUMBEROF THE SOURCE SOFTWARE (CLASS) AND THECONFIGURATION MUST BE USED WITH ONLYTHAT PART NUMBER.

VIMS Hardware, Software, and Service ToolHistory

Total VIMS features are based upon onboardhardware, onboard software and the VIMS-PCsoftware in the service tool. Table 7 lists theserviceable combinations of the hardware andsoftware.

Table 7

VIMSSource

SoftwareClass

Approx.Production

SoftwarePt. No.

Model Usage HardwareVersion

VIMS-PCVersion

ISBVersion

6.X 7/939/94

122-4810 LHEXOHT

2.0/3.0 1.2/2.0/2.1/2.2/2.3/2.4 1.0/1.1

7.X 11/95 130-1345 OHT 2.0/3.0 1.2/2.0/2.1/2.2/2.3/2.4 1.0/1.1

8.X(1) 6/95 132-1968 LWL 3.0 2.0/2.1/2.2/2.3/2.4 1.0/1.1

9.X 7/963/96

133-4304 LHEXLWL

2.0/3.0 2.0/2.1/2.2/2.3/2.4 1.0/1.1

9.3X 12/96 140-9474 LHEXOHTLWL

2.0/3.0 2.1/2.2/2.3/2.4 1.0/1.1

9.4X 5/97 147-2046 LWL 2.0/3.0 2.3 or later 1.1

9.5X 3/98 151-1293 OHTLHEXLWL

2.0/3.0 2.3 or later 1.2

9.6X 3/99 157-2892 LWLOHT

2.0/3.0 VIMSpc99 N/A(4)

9.62X 12/00 199-6528 LWLOHT

2.0/3.0 VIMSpc99 (V2.0.3) N/A(4)

(1) This version of software was used in limited field test only.(4) VIMSpc99 is used to modify VIMS configuration software.


i01351829

Normal OperationSMCS Code: 7601


Gauge Cluster Module

(1) Gauge warning area(2) Pictograph symbol


Speedometer/Tachometer Module

(3) Tachometer(4) Pictograph symbol(5) Ground speed readout(6) Transmission actual gear readout


Message Center Module

(9) Alert indicator(10) Data logging indicator(11) Message area(12) Universal gauge(13) Gauge warning area

During normal operation, the VIMS displaycomponents provide the operator and the servicetechnician with the information that is listed here:

• The display components indicate whetherthe Vital Information Management System isoperating properly. Whenever the key start switchis turned to the ON position, some of the VIMSoutputs (gauges and message center module)briefly operate. This is a system self-test of thedisplay components. See the Systems Operation,“System Self Test” topic for the complete test ofthe VIMS outputs.

• The measured value of present system conditionsare shown on the display components. Themachine systems are continuously monitored. Thenormal range value of the gauges in the quadgauge module are shown in the central region.

• The display components will indicate whether anabnormal machine system condition (data event)exists. The machine systems are continuouslymonitored. When an abnormal condition (problem)exists, alert indicator (9) FLASHES. Messagearea (11) shows the system parameter withthe abnormal condition and the value of theparameter. Universal gauge (12) also shows therelative value of the abnormal parameter. Theservice indicator lamp is turned ON and the eventmay be stored in the memory of the main module.A problem that is more severe requires the actionlamp to FLASH and the action alarm is requiredto SOUND. See the Systems Operation, “WarningOperation” section.


• The display components will indicate whena VIMS failure (maintenance event) exists.Continuous checks are made for the existenceof electrical failures in the VIMS modules andin the other electronic control modules (engine,transmission, etc) installed on the machine. Whenthe Vital Information Management System detectsa diagnostic type of maintenance event (systemevent), the service indicator lamp is activated.The event is shown on the message area. Theevent is also stored in the main module memory.See the Systems Operation, “Service Operations”section.

The Vital Information Management System entersthe normal mode when the key start switch isturned to the ON position. This is the mode of“normal” operation. The system will enter the normalmode after the installation of valid source softwareand configuration software. Refer to the SystemsOperation, “Main Module” section of this manual foradditional information on the modes of operation.

i01382740

Service OperationsSMCS Code: 7601

Numerous VIMS service operations can be initiatedby the operator or a service technician. A uniqueservice program code (SPC) is assigned to eachof the service operations. The service programcodes are entered through the VIMS keypadmodule. Entering the service program code startsthe corresponding service operation. The serviceoperations are listed in Table 8.


Table 8

VIMS Service Operations

Service Operation Service Program Code Service Program Code No.

Attachment Code - Configure “ATTACH” 288224

Calibration Modes - Enter “SERV” 7378

Data Logger - Reset “DLRES” 35737

Data Logger - Start/Stop “DLOG” 3564

Display Backlighting - Set “BLT” 258

Display Contrast - Set “CON” 266

Display Language - Set “LA” 52

Display Units - Set UN 86

Event - Configure (9.6X or later) “ESET”(1) 3738

Events Acknowledged - Show “EACK” 3225

Event List - Show “ELIST” 35478

Event Recorder - Start “EREC” 3732

Events Statistics - Show “ESTAT” 37828

Lubrication Cycle Times - Set “LUBSET” 582738

Lubrication Manual - Start “LUBMAN” 582626

Machine Status - Show “MSTAT” 67828

Odometer - Set “ODO”(1) 636

Resettable Totals - Reset (LHEX/OHT) “RESET” 73738

Resettable Totals - Show (LHEX/OHT) “TOT” 868

Service Lamp - Reset “SVCLIT” 782548

Service Lamp - Set (9.5X or later) “SVCSET”(1) 782738

Snapshot Trigger- Configure (9.5X or later) “ERSET”(1) 37738

System Self Test “TEST” 8378

Truck Payload - Calibrate “PAYCAL”(1) 729225

Truck Payload - Configure “PAYCONF”(1) 7292663

(1) The service tool is required to be connected and communicating with the machine before this SPC is active.

Each service program code is a unique number ofone to ten digits that abbreviates this operation.The service program codes have a letter equivalentthat describes the service operation. This letterequivalent makes remembering the service programcode for each operation easier. The English letterequivalent for each service program code is shownin parentheses. The same service program codesare used regardless of the onboard language.

After entering the service program code on thekeypad, this request will begin after the “OK”key is pressed. This command must be activatedwithin five seconds of entering the last SPCcharacter. The maximum delay that is allowedbetween the entry of the SPC characters is fiveseconds.

i01351847

Attachment Code - ConfigureSMCS Code: 7601

The following information describes the serviceprogram code: 288224 (ATTACH)


This service program allows the operator toconfigure the attachment code for large wheelloaders and the 5230 (S/N: 7LL99-Up) LargeHydraulic Excavators. The Attachment Code is thesoftware version of the Harness Code. The harnesscode is a hard wired configuration of jumper wiresthat ground certain circuits in a harness code plug.The VIMS broadcasts the attachment code via theCAT data link to other electronic control modules onthe machine that need this code.

Note: Applicable attachment codes are listed on theback of machine Electrical Schematic and in theOperations and Maintenance Manual.

After “ATTACH” is entered from the keypad, theoperator presses the “OK” key. The message centerwill show:


The desired attachment code can then be enteredfrom the keypad by entering the desired attachmentcode. Then press the “OK” key. If a valid attachmentcode has been entered, the message center willprompt the operator to re-enter the attachmentcode. The message center will show:


If the same code is entered again, this code willbe accepted as the new attachment code. If thesame code is not entered at the second prompt, thenew attachment code will not be accepted. The oldattachment code remains valid. A new attachmentcode will not be accepted, if an invalid code isentered at either prompt. The old attachment coderemains valid. If the “OK” key was pressed ateither prompt prior to entering a number, the oldattachment code remains valid.

Note: The Machine Status (MSTAT) (67828) codecan be used to view the present, active attachmentcode.

i00952599

Calibration Mode - EnterSMCS Code: 7601

The following information describes the serviceprogram code: 7378 (SERV)

The service program code (SERV) is used toenter the calibration modes and the calibrationprocedures. The Vital Information ManagementSystem’s configuration software defines thecalibration modes and the calibration procedures.The arrow keys can be used to scroll through thevarious calibration modes. The message center willshow:


Other calibration display messages are listed here:

• LIFT ARM SNSR - CAL

• IMPL RLF - VARIABLE PUMP

• LINKAGE SENSORS - SET

• TC PDL POS SENSORS - CAL

• TC IMPLR SOL - CAL

• TILT ARM SNSR - CAL

• IMPL VALVE SOL - CAL

• IMPL RLF - FIX PUMP

• LEFT PEDAL - CAL

• IC HOLD PRES - CAL

• REDUCED RIMPULL - CAL

Note: If the “[OK]” key is pressed, the messagestays on the display for 15 seconds. The messagewill stay even if the “[OK]” key is pressed again.

i00952586

Data Logger - ResetSMCS Code: 7601

The following information describes the serviceprogram code: 35737 (DLRES)


This service program code resets the available datalogger storage time to 30 minutes. Use the keypadto enter the service code 35737 (DLRES) and pressthe “OK” key in order to reset the data logger.Resetting the data logger erases any presentlystored information. The message area will show:


Note: The Data Logger is the only “downloadableon board file” that can be reset through the keypad(“VIMS-PC software is not needed”).

i00952585

Data Logger - Start/StopSMCS Code: 7601

The following information describes the serviceprogram code: 3564 (DLOG)

This service program code starts or stops datalogging (storage of data) until 30 minutes ofinformation is stored. (If the data logger data isbeing downloaded from the machine, the datalogger can not be started.) The data logger canbe started and the data logger can stopped anynumber of times over any period of time (minutes,hours or days) until the “data logging” time totals30 minutes and eight seconds. The dots of the datalogger indicator are in the upper right hand cornerof the universal gauge. The dots of the data loggerindicator will stop scrolling when the data loggeris no longer recording data. The dots of the datalogger do not scroll when the service tool startsthe data logger. The remaining storage time of thedata logger is shown on the message area for fiveseconds after entering this SPC on the keypad. Theformat of the time is shown in “minutes:seconds”.An example is shown here:


The information that is shown in illustration 12 isdisplayed in the message area. The message areawill display the remaining storage time prior tostarting the data logger. When data logging is inoperation a series of dots scroll in the upper righthand corner of the universal gauge.

Note: The dots in the upper right corner of theuniversal gauge scroll only if data logging is startedfrom the keypad.

i00952589

Display Backlighting - SetSMCS Code: 7601

The following information describes the serviceprogram code: 258 (BLT)

This service program code allows the backlightintensity of the message area to be changed. Afterthe service program code is entered, the actionsthat are listed here will occur in the following order:

• The intensity will automatically decrease from theoriginal setting to 0%.

• The setting will automatically jump from 0% to100%. The intensity will then decrease to theoriginal value.

• Pressing the arrow keys will manually scrollthrough the intensity settings.

As the message area scrolls in intensity, thecorresponding percentage of backlight intensity isdisplayed in the message area. The arrow keys areused in the scrolling procedure in order to selecta new backlight intensity setting. Press the “OK”key in order to accept the new setting. BacklightIntensity adjustment requires the use of VIMS V3.0hardware and 9.X class or later on board software.



i00952590

Display Contrast - SetSMCS Code: 7601

The following information describes the ServiceProgram Code: 266 (CON)

This service program code allows the contrast of themessage center to be changed. After the serviceprogram code is entered, the actions that are listedhere will occur in the following order:

• The contrast will automatically decrease from theoriginal setting to 0%.

• The setting will automatically jump from 0% to100%. The contrast will then decrease to theoriginal value.

• Pressing the arrow keys will manually scrollthrough the intensity settings.

As the message area scrolls in contrast, thecorresponding percentage of contrast is displayedin the message area. The arrow keys are used in thescrolling procedure in order to select a new contrastsetting. Press the“OK”key in order to accept thenew selection.

Message center contrast adjustment requires theuse of VIMS: V3.0 hardware, 9.X class or later onboard software, and the 133-1840 or later VIMSMessage Center Module.


i00952588

Display Language - SetSMCS Code: 7601

The following information describes the serviceprogram code: 52 (LA)

This service program code toggles the informationthat is shown on the message area. The informationis toggled between the two available languages.Information is shown in the selected language untilthe other language is selected. This setting maybe performed when the key start switch is in theOFF position.

The primary language for a given VIMS configurationis the language that will be active after a newupload. English will always be one of the twoavailable onboard languages.

i00952587

Display Units - SetSMCS Code: 7601

The following information describes the serviceprogram code: 86 (UN)

The service program code toggles the data that isshown on the display. The data is toggled betweenthe “English” or “Metric” units of measurement.Data is shown in the selected unit until the otherunit is selected. The new setting will remain untilthe setting is changed by repeating this procedure.The setting will not be changed when the key startswitch is in the OFF position.

i01306332

Event - ConfigureSMCS Code: 7601

The following information describes the serviceprogram code: 3738 (“ESET”)

This service program code is available with the 9.6Xclass of source software or later.

The event - configure (ESET) command allows theservice technician to modify a configuration withthe Information System Builder software program inorder to turn off the functions that are listed here:

• Event Storage

• Event Display

• Service Lamp

• Broadcast (Radio Telemetry System)

Note: The “Event - Configure” command is notavailable for all events. The parameter must bedesignated as user configured in the configurationsoftware.

Security

1. The service program code only functions whilethe service tool (VIMS-PC) is connected.

2. After the service tool (VIMS-PC) is disconnectedfor 30 seconds, this service program code willno longer be active.


Note: This command can only be viewed whenVIMS-PC is not connected.

Setup

1. Connect the service tool to the machine andestablish communications with VIMS-PC.

2. The message center should be in the backgroundmode. background mode displays the followingitems on the message center: time, date, servicehours, and odometer reading (9.3X or later classof on board software). Use the keypad to enterthe command “ESET” (3738). Then press the“OK” key. The message center will show thefollowing message:


3. The service technician can select the desired“ESET” configured event by scrolling through thelist of events. The service technician uses the“<” and “>” arrow keys on the keypad in orderto scroll.

Note: The Master Event Number is a unique numberthat is assigned to an event. The “Master EventNumber” is listed in the “Data Event Report” for agiven configuration. The “Master Event Number” isviewed with the Information System Builder softwareapplication. This report can be generated byselecting the “data event report option” under the“Navigate Menu” of the Information System Buildersoftware application. The numbers are listed in the“MST EVNT (Master Event)” column of the report.


(1) Master event number(2) Event Storage function(3) Event display function(4) Service lamp function(5) Telemetry (broadcast) function(6) Factory default function(7) Status of the function(8) Name of event

4. The service technician can select the desiredfunction from the following list by pressing thecorresponding “number” key. The “X” indicatesthat the function has been enabled. The “-”indicates that the function has been disabled.

The definitions of the functions are listed below:

Event Storage Function (2) toggles the statusof the function from an “X” to a “-” in order toindicate that the function has been disabled(OFF).

The Event Display Function (3) toggles the statusof the function from an “X” to a “-” in order toindicate that the function has been disabled(OFF).

Service Lamp Function (4) toggles the statusof the function from an “X” to a “-” in order toindicate that the function has been disabled(OFF).

Telemetry (Broadcast)Function (5) toggles thestatus of the function from an “X” to a “-” inorder to indicate that the Telemetry (Broadcast)function has been disabled (OFF).

“Factory Default” function (6) toggles the statusof the function. The status is either an “X” ora “-”. This is done in order to indicate that the“Factory Default” has been enabled (ON) or thatthe “Factory Default” has been disabled (OFF).See the Notes.


Note: All configurable events are set to the factorydefaults that are designated in the configurationsoftware until the default is changed by performingthis procedure.

Note: The “ESET” command references the functionsas the function has been setup in the configuration.The “ESET” command can turn OFF a function ONLYwhen the function is turned ON in the configurationsoftware. The “ESET” command will NOT allow afunction that is disabled from the factory in theconfiguration software to be turned ON.

Procedure

a. To set the “EVENT DISPLAY” function, pressthe “2” key. The following message will bedisplayed on the message center.



b. The “>” arrow key is used to toggle the status(“ON or OFF”) of the “EVENT DISPLAY”. Pressthe “OK” key in order to accept the change.The message center will then display thecurrent “Master Event Number message”.Refer to illustration 18.

If the “X” is selected then the message centerwill display the event. If the “-” is selected themessage center will NOT display the event.

Use this procedure to modify the functions that arelisted here: EVENT STORAGE, SERVICE LAMP, andRADIO TELEMETRY SYSTEM (BROADCAST).

i00952454

Event Acknowledged - ShowSMCS Code: 7601

The following information describes the serviceprogram code: 3225 (EACK)

This service program code shows all active eventsthat have been acknowledged by the operator withthe keypad.


i01306319

Event List - ShowSMCS Code: 7601

The following information describes the serviceprogram code: 35478 (“ELIST”)

This service program code shows the event list inan abbreviated form. The entries of the event listare displayed: “last event in - first event out”. The“first event out” represents the INACTIVE time ofthe event. Some events may appear out of orderbased on the start times of the events. Use the“BACKWARD” and “FORWARD” arrow keys to scrollthrough the list. The message “END OF LIST” isshown when the oldest event in the list is reached.

• This list contains only inactive EVENTS. Aninactive event has a defined “start time and endtime”. Active events will not appear in this list.

• While the “ELIST” is displayed, any new event thatbecomes inactive will be added to the beginningof the “ELIST”. The new entry to the “ELIST” maybe viewed by pressing the backward arrow keyin order to move to the beginning of the new“ELIST”.

Data (Machine) Events

The following information is shown in the VIMSmessage area for each data (machine) event inthe event list:

• The name of the parameter

• The status of the parameter (“LO”, “HI”, etc.)

• Service meter reading at the start of the event.

• The event duration

• The warning category

An example of a machine event with sensorinformation is shown here:



An example of a data event with switch informationis shown here:


245.2 is the service meter reading at the start ofthe event. 000:04:13 is the duration of the event inHHH:MM:SS format. The 2 that follows the “eventduration” represents the warning category 2.

Press the “F1” key while you view a data event. Thisfunction will replace the information that is shownon the second line of the message area. The newinformation that is shown contains information aboutthe maximum values that were measured for theparameter such as “2266 RPM” or “LO (switch)”.Pressing the “OK” key puts the message centerback into the previous mode. See the SystemsOperation, “Keypad” topic for additional information.Pressing the “OK” key puts the message centerback into the original mode.

Maintenance/Diagnostic (System) Events

The following information is shown in the VIMSmessage area for each system event in the eventlist.

• The name of the parameter

• The status of the parameter (ERR, etc.)

• Service meter reading at the start of the event.

• The event duration

• The event category

An example of a maintenance type of service eventwith information about the sensor:


245.2 is the service meter reading at the start ofthe event. 000:04:13 is the duration of the event inHHH:MM:SS format. The “2” is the warning category.

When you view a diagnostic event, press the “F1”key in order to replace the information that is shownon the second line of the message area. Theinformation in the message area is replaced withthe “MID-CID-FMI”. The message center can bereturned to the original mode by pressing the “OK”key. The FORWARD and BACKWARD arrow keysare used to scroll through the event list.

See the Systems Operation, “Keypad” topic foradditional information.

i00952461

Event Recorder - StartSMCS Code: 7601

The following information describes the serviceprogram code: 3732 (EREC)

This service program code manually latches asnapshot that stores all parameter values for theprevious five minutes and the following one minute.Each machine has the capability of storing twosets of snapshot information. Automatic latching isdetermined by the specified event. The event isspecified in the configuration software and/or theevent is enabled with the “ERSET” command. Whena manual snapshot is started, one of the followingthree messages will be shown on the message area.


The above message indicates that the request wasaccepted and the snapshot is latched.



The above message indicates that the requestwas denied. The request was denied because thememory was not available.


The above message indicates that the requestwas denied. The request was denied because theprevious snapshot was still in the storage process.

The Operations Manual contains an explanation ofthe five minute snapshot. See the Operation Manual,JERD2136, “VIMS User Procedure Manual”.

i00952456

Event Statistics - ShowSMCS Code: 7601

The following information describes the serviceprogram code: 37828 (ESTAT)

This service program code shows the number ofmaintenance events and data events since themain module memory was last cleared of all events(event list). An example is shown here:


i01372780

Lubrication Interval - SetSMCS Code: 7601

The following information describes the serviceprogram code: 582738 (LUBSET)

This service program code is used to set the timebetween each lubrication and the duration of eachlubrication. The duration of lubrication for individualmachines are listed here.

• The duration of lubrication for off-highway trucksis adjustable from 30 to 120 seconds. The factorydefault is 75 seconds.

• The duration of lubrication for large hydraulicexcavators is adjustable from 90 to 120 seconds.The factory default for 9.5X configuration andlater VIMS software is 90 seconds. The factorydefault was fixed at 75 seconds in the VIMSsoftware that was released prior to 9.5X.

• The duration of lubrication for large wheelloaders is set for 60 seconds. The duration is notadjustable.

When this code is entered the display will first show:


Use the arrow keys to adjust the time of thelubrication intraval. This is the time in minutesbetween the automatic lubrication interval.

• The time interval for the off-highway trucks isadjustable from 5 to 120 minutes. The factorydefault setting is 60 minutes.

• The time interval for the excavators is adjustablefrom 5 to 30 minutes. The factory default setting is10 minutes (9.5Xor later configuration software).

• The time interval for the wheel loaders isadjustable from 5 to 15 minutes. The factorydefault setting is 15 minutes.

After the proper time is set press the “OK” key.

Use the arrow keys to adjust the lubrication durationtime. After the proper time is set press the “OK”key. The message center will now show:



Press the “OK” key again to exit LUBSET.

Off Highway Trucks – The elapsed time (minutes)between each of the lubrication intervals is countedonly when the ground speed is greater than 2.0mph. Idle time under the shovel will not be countedagainst the next lubrication interval.

Lubrication will continue for the programmedduration, once the lubrication has begun.

Large Hydraulic Excavators – The elapsed time(minutes) between the “lubrication interval” iscounted only when the speed of the engine isoperating at a speed that is greater than 1400 rpm.If engine speed decreases to less than 1400 rpmduring a lubrication, lubrication (duration) stops andthe “lube pending” state is begun. The lubrication(duration) is reset at this time to the full programmedperiod. The default duration is 90 minutes.

When the engine speed returns to a value that isgreater than 1400 rpm, the lubrication processrestarts. The period of lubrication duration beginsagain.

Large Wheel Loaders – The elapsed time (minutes)between each of the lubrication intervals is countedonly when the engine speed is greater than 1000rpm.

Lubrication will continue for the programmedduration, once the lubrication has begun.

i00952453

Lubrication Manual - StartSMCS Code: 7601

The following information describes the serviceprogram code: 582626 (LUBMAN)

This service program code is used to manually startlubrication. This operation overrides the OFF timeset under the service program code of LubricationCycle Time (LUBSET). The duration of lubricationis the length of time that was programmed during“Autolube Cycle Time”.

The following message will be shown:


i01306305

Machine Status - ShowSMCS Code: 7601

The following information describes the Serviceprogram code: 67828 (“MSTAT”)

Note: All screens are English only.

This service program code is used to view varioussections of the machine status. The message areawill show:

• The version of the source software

• The version of the configuration software

• The version of the experimental source softwarethat is installed for factory development

Note: The “change level” of the production software(source software and the configuration software) isalways zero. The version number of the configurationsoftware is changed when the configuration isrevised by Information System Builder (ISB).


Pressing the “>” key will allow other aspects of themachine status to be displayed in the followingorder. The machine status and correspondingmessage area display are shown here:

• The CAT part number and the Hardware Version(Main Module)




• Model Number

This message will display the model number of themachine.


• Serial Number (Product Identification Number)


• Equipment Number

Note: The Equipment Number is assigned by thecustomer.


• Attachment Code

Attachment codes are used on large wheel loaders.Attachment codes are also used on the 52307LL99-Up Excavators. The attachment code will be“00” for most applications.


• Choice of Language


• Configuration Type

This message will display “VIMS” or “VIDS”:


• Operator ID

The Operator ID will be used with all stored onboardinformation. The Operator ID may be up to 7characters (numbers and letters) in length.


i00952596

Odometer - SetSMCS Code: 7601

The following information describes the serviceprogram code: 636 (ODO)


This service program code allows the servicetechnician to alter the reading of the machineodometer. The following list describes aspects ofthis service program code:

Security

1. This service program code will only function ifthe service tool (“VIMS-PC”) is connected.

2. If the service tool (“VIMS-PC”) becomesdisconnected for 30 seconds or longer, thiscommand will no longer be allowed to changethe setting of the odometer .

The following message is shown on the messagearea after “ODO” (636) and “OK” are entered fromthe keypad.


The desired setting of the machine odometer canbe entered from the keypad.


Press the “OK” key in order to accept the setting.

The following list contains the functions of the Inputkeys:

OK – This command accepts the setting of themachine odometer.

F2 – This command cancels the operation withoutchanging the present setting.

Left Arrow – This command deletes the lastcharacter or characters that were entered.

i00952598

Resettable Totals - ResetSMCS Code: 7601

The following information describes the serviceprogram code: 73738 (RESET)

This service program code is applicable to allresettable totals in the off-highway trucks and thelarge hydraulic excavators.

Enter the following service code: 73738 (“RESET”).Press the “OK” key in order to clear all the totals.Press the “OK” key again in order to return themessage area to the previous mode. The RESETservice program code is active only while theservice program code TOT is being viewed.

i00952595

Resettable Totals - ShowSMCS Code: 7601

Large Hydraulic Excavators

The following information describes the serviceprogram code: 868 (TOT)

This service program code allows the operator toview the following information:

• TRAVEL TIME

• FUEL USED

The operator can then reset all resettable totalssince the last reset. The message area will show:


Off-Highway Trucks



This service program code allows the operator toview information. The operator can then reset theinformation of the total payload activity since thelast reset. Refer to the Systems Operation, “TPSService Operation” section of this manual for theprocedure to show resettable totals.

i01306355

Service Lamp - ResetSMCS Code: 7601

The following information describes the serviceprogram code: 782548 (“SVCLIT”)

This service program code turns OFF the serviceindicator lamp for most active events (data ormaintenance) that are presently shown on thedisplay area.

Note: Not all active events can be acknowledged.

First, all of the active events must be turned OFF viathe keypad. Enter the “EACK” command in order toshow all the acknowledged events. Use the arrowkeys in order to scroll through the event list. A “#”sign is located at the right of the display besidethe warning category. The “#” sign indicates thatthe service indicator lamp is illuminated for thedisplayed event.


The number 2 represents the category of event.

Use the keypad to enter “SVCLIT”. Press the “OK”key in order to turn off the lamp. The “#” sign willdisappear. The service indicator lamp will turn OFFafter this procedure has been completed for ALLactive events.


With the 9.X and later classes of onboard software,the service indicator lamp will stay OFF under thefollowing conditions:

• The key start switch is turned to the OFF positionand then back to the ON position.

• Events that are associated with the resetprocedure that are still active at the time that youturn the key start switch to the OFF position.

• Events that are still active when the key startswitch is turned back to the ON position.

• There are no additional active events since the“SVCLIT” reset procedure.

With source software prior to 9.X, the serviceindicator lamp will turn ON again when the key startswitch is turned to the OFF position and then backto the ON position. This is true provided that the“reset events” are still active.

i00955778

Service Lamp - SetSMCS Code: 7601

The following information describes the serviceprogram code: 782738 (SVCSET)

This service program code allows the servicetechnician to choose the display mode that controlsthe service lamp. The service lamp setting canbe selected for the entire system. This includescompletely turning OFF the service lamp.

Note: This feature is a characteristic of the 9.5X andlater class of on board software.

Security

1. This service program code only functions whilethe service tool (VIMS-PC) is connected.

2. After the service tool (VIMS-PC) is disconnectedfor 30 seconds, this service program code willno longer be active.

The service technician may choose from any of thefive display modes of the service lamp:

1. 1-2 SNAPSHOTS FULL: The possible actions ofthe service lamp for this mode are listed belowafter either one or both of the snapshots arestored:

• The service lamp flashes at ten minutesintervals: “two seconds on and two secondsoff”. The sequence repeats ten times when thememory of snapshot No. 1 is full.

• The service lamp flashes at five minuteintervals: “four seconds on and two secondsoff”. The sequence repeats ten times when thememory of both snapshots are full.


• The service lamp is illuminated steadily whenany event is present.

• The service lamp will flash at an interval: “onesecond on/one second off”. The service lampwill flash when an event that could causedamage to the machine is detected.

2. 2 SNAPSHOTS FULL: The possible actions of theservice lamp for this mode are listed below onlyafter the second snapshot is stored:

• The service lamp flashes at five minuteintervals: “four seconds on and two secondsoff”. This sequence is repeated ten times. Thesequence is then repeated after a five minutepause.

• The service lamp is illuminated steadily whenany event is present.

• The service lamp will flash: “one second onand one second off”. The service lamp willflash when an event that could cause damageto the machine is detected.

Note: The operator does not receive a notification inthis mode if the memory for snapshot “No. 1” is full.

3. NO SNAPSHOT NOTICE: The possible actions ofthe service lamp in this mode are listed below:

• There is no indication of the number ofsnapshots that are stored in memory.

• The service lamp is illuminated steadily whenan event is present.

• The service lamp will flash at an interval: “onesecond on and one second off”. The servicelamp will flash when an event that could causedamage to the machine is detected.

Note: The operator does not receive a notification inthis mode if the memory for either snapshot is full.

4. DAMAGE EVENTS ONLY: The possible actions ofthe service lamp for this mode are listed below:

• The service lamp will flash at an interval: “onesecond on and one second off”. The servicelamp will flash when any event that couldcause damage to the machine is detected.

• There is no indication regarding other events.

Note: The operator does not receive a notification inthis mode if the memory for either snapshot is full.

5. “NEVER ON”: The service lamp is disabled inthis mode for all cases. The service lamp willnever illuminate.

Note: “Snapshot” is a new term that has replaced“Event Recorder”. Snapshot data that is collectedby the on board system is viewed with VIMS-PC.Files with “.evr, ev1, ev2, etc.” extensions are thesnapshot files. VIMS-PC uses these files in order todisplay snapshot data.

Procedure

Note: This service program code is in a “view onlymode” when VIMS-PC is not connected.

1. Connect the service tool (“VIMS-PC”) to theRS-232 connector. The message center shouldbe in the background mode. The followingitems should be displayed on the messagecenter: time, date, and service hours. Enter theSVCSET (782738) command via the keypad. Themessage center will show:


Note: The display first shows the present setting.The default setting is displayed on the messagecenter when a new source has been loaded or anew configuration has been loaded. The previousexample reflects the default setting of “1.1-2SNAPSHOT FULL”.

2. The arrow keys are used to move through the listof available settings. The “OK” key selects thedesired setting.


Press the right arrow key in order to advance to next setting.







Note: If the right arrow key is pressed again the listremains at the last setting. Press the left arrow keyin order to move back through the settings.

3. Press the “OK” key in order to accept the settingwhen the desired “Service Lamp Setting” isdisplayed on the message center. The option thatwas selected is now the new service lamp mode.


Note: The setting of the service lamp is set to option4. The title of option 4 is “DAMAGE EVENTS ONLY”.This setting will be used for all operations until oneof the following events occur:

• New source software is loaded.

• New configuration software is loaded.

• The backup battery is replaced while thedisconnect switch is in the OFF position.

• The user selects a new setting with VIMS-PC.The service tool (VIMS-PC) must be connected tothe machine.

The following table summarizes the service lampbehavior in the five lamp setting modes.


Table 9

Service Lamp Behavior

“ChoiceNo.”

Lamp Setting Mode “Damage Event” “Active Event” “2nd SnapsotFull”

“1st SnapshotFull”

1 “1-2 Snapshot Full” Flashing ON “Flashes EveryFive Minutes ”

“Flashes Every10 Minutes”

2 “2 Snapshots Full” Flashing ON “Flashes EveryFive Minutes ”

OFF

3 “No Snapshot Notice” Flashing ON OFF OFF

4 “Damage Events Only” Flashing OFF OFF OFF

5 “Never On” OFF OFF OFF OFF

i00956097

Snapshot Trigger - ConfigureSMCS Code: 7601

The following information describes the serviceprogram code: 37738 (ERSET)

This feature is a characteristic of the 9.5X or laterclass of on board software.

This snapshot trigger (“or event recorder trigger”)allows the service technician to enter an event inorder to program an “autotriggered” snapshot. Thissnapshot will be in addition to the snapshots thatare already programmed into the configuration.The configured snapshot will remain active untilthe snapshot is cancelled by entering a differentselection. The selection can be also cleared byreinstalling the configuration software.

Security

1. This service program code only functions whilethe service tool (“VIMS-PC”) is connected.

2. After the service tool (“VIMS-PC”) isdisconnected for 30 seconds, the serviceprogram code will no longer be allowed tochange.

Note: This command may only be viewed when theservice tool is not connected to the machine. Nochanges will be allowed.

Procedure: Service Tool Connection

Connect “VIMS-PC” to the machine. The messagecenter should be in the background mode. Thismeans that the following items should be displayedon the message center: time, date, service hours,and the odometer reading. Use the keypad in orderto enter the command “ERSET” (37738). Thenpress “OK”. If a previous trigger has been set,the message center will show the following text inorder to indicate the event that had been previouslyselected.


The message will then alternate to the “confirmationmode”.


When a trigger has not been defined, the followingmessage is shown on the message center:



These messages will alternate at three secondintervals.

Press the “OK” key in order to exit the menu withno changes. Press the “right arrow” key in order toenter the snapshot trigger select mode.

Procedure to Program

The “entry mode display” always begins with thetrigger that was entered last. The “entry mode” isblank, if no “trigger event” was originally set. Datathat was input incorrectly can be corrected in the“edit mode”. A “blinking cursor” indicates the “inputposition” for the data within the “entry field”.

The following display is the “starting entry screen”with no “event trigger” set:


The following display is the “starting entry screen”with a previously set “event trigger”:


The “Master Event trigger number” is entered fromthe keypad in the “entry mode”. Use the left arrowkey in order to erase incorrect entries and press the“OK” key in order to set the trigger.

Note: The Master Event Number ID is a uniquenumber that is assigned to each event. The MasterEvent Number is listed in the “Data Event Report”for a given configuration. The Master Event Numberis viewed with the “Information System Buildersoftware application”. This report can be generatedby selecting the “data event report option” under the“Navigate Menu” of the “Information System Buildersoftware application”. The numbers are listed in the“MST EVNT (Master Event)” column of the report.


The left arrow key will back up the cursor in order toremove the “last digit” that was entered. The extra“5” that is shown in illustration 55 was erased withthe left arrow key.


Press the “OK” key in order to set the “trigger event”when the number is correct. The “confirmation”message is displayed when the trigger has beenset. The display will then show the name and the“status message” for the selected event. This isdone in order to confirm the choice.


The display will return to the “confirmation mode”.This allows the user to confirm the present entry ora new “trigger event” may be entered.

The “event trigger” in this example is set to “MasterEvent 25” (“ENG COOL TEMP HI”). The setting isretained in “battery backed onboard memory”. Thissetting will be used for all operations until one of thefollowing events occur:

• New source software is flashed.

• New configuration software is flashed.

• The backup battery is replaced.

• The user selects a new trigger event or differenttrigger event. VIMS-PC must be connected to themachine before any changes can be made.


If an “undefined” number has been entered, anyexisting setting will be cleared and the followingmessage will be displayed for three seconds priorto returning to the “confirmation” mode.


When the “OK” key is pressed with a zero or thefield is left blank, the following message will bedisplayed for three seconds prior to returning to the“confirmation” mode.


The message in illustration 61 is shown when notrigger has been set. The message will be displayedfor any of the situations that are listed here:

• No trigger was originally set.

• The “event ID (Master Event Number)” that wasentered was zero.

• An invalid “event ID (Master Event Number)” wasentered.

• The “OK” key is pressed with a blank input line.


At this point, the trigger is not set. The servicetechnician must press the “OK” key in order toconfirm the desired setting.

Disconnecting “VIMS-PC”

When “VIMS-PC” is disconnected during the “eventID” entry, this service program code is terminated.

If “VIMS-PC” is disconnected during the“confirmation” prompt, the setting is not affected. Ifthe prompt indicated “TRIGGER NOT SET”, then notrigger is set. The trigger will be set if VIMS wasverifying the “event ID”.

i00951757

System Self TestSMCS Code: 7601-532

The following information describes the serviceprogram code: 8378 (TEST)


VIMS Display Components

(1) Gauge cluster module. (2) Speedometer/tachometer module.(3) Message center module. (4) Alert indicator. (5) Data loggingindicator. (6) Gauges. (7) Tachometer. (8) Ground speed readout.(9) Transmission actual gear readout. (10) Message area. (11)Universal gauge. (12) Gauge warning area.

This service program code causes a self test of theoutputs of VIMS. The outputs for the VIMS are listedhere: display modules, the action lamp, servicelamp, and the action alarm. This test is also initiatedwhen the key start switch is turned from the OFF tothe ON position. The length of time for a self test isapproximately six seconds.

This test will not prevent the operator fromcranking and starting the engine. However,allowing the self-test to run completely isrecommended prior to cranking the engine.


Note: The only situation that can cause an internalcalibration of the gauges (6) and the tachometer(7) is a Key ON self test. The Key ON self test isinitiated by turning the key start switch from theOFF position to ON position. When the key startswitch is turned ON the gauge indicators (6) andthe tachometer indicator (7) jump to the mid-scaleposition. The gauges will then sweep to zero. Thegauges are now ready for the system test to begin.

Note: A better description of the self test is availablefor the serviced machine. Refer to the Operationand Maintenance Manual.

The following items are indications of the systemtest.

• Alert indicator (4) FLASHES.

• Data logging indicator (5) scrolls.

• Universal gauge (11) sweeps from zero (left) tofull scale (right). The gauge sweeps back to theactual condition of the machine for the selectedparameter or the parameter that is associatedwith an “active event”.

• Gauge warning area (12) at each end of theuniversal gauge is turned ON.

• Message area (10) illuminates every dot on thereadout. Self test with the key ON shows thefollowing items: the part number of the sourcesoftware, the part number of the configurationsoftware, and the version of configurationhardware. The following example is for earlysystems:

S – Source

C – Configuration

H – Hardware


• The following example is for later systems (9.X orlater class of on board software):


• Tachometer indicator (7) drops to zero from thepresent engine speed and the indicator sweepsto full scale. After the indicator reaches full scale,the tachometer indicator (7) returns to the presentengine speed.

• Ground speed readout (8) turns ON everysegment of the readout. The readout looks like188.

• Transmission gear readout (9) turns ON everysegment of the readout.

• The action lamp illuminates.

• The action alarm turns ON and OFF as if a“category 3 warning” is present.

• Gauge indicators (6) drop from the presentreading to near zero. The indicators then sweepto full scale. The indicators return to the valuesthat were shown prior to the test.

• “MPH” indicator and “KM/H” indicator turn ON.

• The background mode shows the time of day andthe machine hours are shown on the messagearea if there are no active events. The payloaddata is shown instead of the background displayduring the payload cycle.

• The payload lamps flash (OHT)

• The service lamp will flash.

The following example is a message center displayprior to the 9.X class of on board software.


The following example is a message center displayfor a off highway truck (9.3X or later class of onboard software).



• The following display is shown on the messagearea if the VIMS main module has a missingsource software and/or configuration software:

Note: These messages are the result of “limitedmode operation”. Refer to the Systems Operation,“Main Module” section of this manual.

The following message center display is for theV2.0 hardware.


The following message center display is for theV3.0 hardware. The display includes a full category3 warning.


i00951029

Truck Payload - CalibrateSMCS Code: 7494; 7601

The following information describes the need forusing the service program code: 729225 (PAYCAL)

Payload calibration is necessary when one or moreof the following items are replaced: VIMS backupbattery (“only if the disconnect switch is in the OPENposition”), VIMS main module, source software(“prior to 9.5X or later class of on board software”),configuration software (“prior to 9.5X or later classof on board software”), suspension cylinders, andsuspension cylinder pressure sensors.

Refer to the Systems Operation, “TPS ServiceOperation” section of this manual for the truckpayload calibration procedure.

i00951345

Truck Payload - ConfigureSMCS Code: 7494; 7601

The following information describes the need for theservice program code: 7292663 (PAYCONF)

This service program code configures the truckpayload monitoring system for maximum machinepayload (weight) and the last pass indicator(ON/OFF).

Note: The PAYCONF service program code is notapplicable to large hydraulic excavators or largewheel loaders.

Refer to the Systems Operation, “TPS ServiceOperation” section of this manual for the truckpayload configuration procedure.


i01306360

Warning OperationSMCS Code: 7601

Table 10

WARNING OPERATION

Warning Indications (1)

WarningCategory

“AlertIndicator

Flashes ”(3)

“ActionLamp

Flashes”(4)

“ActionAlarm

Sounds ” “Operator Action Required” “Possible Result ”(2)

1 X No immediate action is required.The system needs attention soon.

No harmful effects or nodamaging effects.

2 X X (4) Change machine operation orperform maintenance to the system.

Severe damage tocomponents can occur.

2-S X X (4) X (5) Immediately change the machineoperation.

Severe damage to machinecomponents

3 X X (4) X (6) Immediately perform a safe engineshutdown.

Injury to the operatoror severe damage tocomponents can occur.

(1) The active warning indications are marked with an X.(2) This is the possible result, if the operator takes no action.(3) The alert indicator flashes at a 10 Hz rate.(4) The action lamp will flash at a 1 Hz rate (1 second ON, 1 second Off).(5) Steady(6) The action alarm sounds at a 1 Hz rate (1 second ON, 1 second Off).


Gauge Cluster Module

(1) Gauge warning area(2) Pictograph symbol


Speedometer/Tachometer Module

(3) Tachometer(4) Pictograph symbol for engine speed(5) Ground speed readout(6) Readout of the actual Transmission gear




(7) Alert indicator.(8) Data logging indicator.(9) Message area.(10) Universal gauge(11) Gauge warning area

The operator will be warned of immediate problemswith a machine system or impending problems witha machine system by VIMS.

Warning operations are activated when the VIMSmodule detects a problem with a signal. Theproblem signal reflects an abnormal condition ofthe machine (machine events). Warning operationsare also activated when the VIMS module detectsa problem with the control system (system event).Switches, sensors, and other electronic controlmodules send electronic signals to the VIMSmodules. The problem signals are listed here:

• When a condition exceeds the trip point of theswitch, the switch opens.

• When a condition exceeds the trip point of theswitch, the switch closes.

• Any abnormal sensor signal that is detected bythe main module

The main module analyzes the problem signals. Themain module then notifies the operator by activatingthe appropriate warning indications on the displaycomponents. The warning indications are listedhere:

• FLASHING of the alert indicator on the messagecenter. (The alert indicator flashes approximatelyten times per second.)

• The action lamp FLASHES. (The action lamp isON for one second and OFF for one second.)

• The action alarm is SOUNDED. The action alarmis ON for one second and OFF for one secondduring a category 3. The action alarm is ONcontinuously for category 2-S.

Note: More than one input is required in order toactivate some warning indications . The warningindications that are activated will be determined bythe main module.

Data events and maintenance events are classifiedinto multiple warning categories. There are fourwarning categories that are shown to the operator.The categories are based on the severity of theproblem and this dictates the response that isrequired by the operator. Warning category 1represents the least severe problem and warningcategory 3 represents the most severe problem. Thewarning categories are identified for the operatoraccording to the combination of warning indicationsthat are active. Refer to table 10 for additionalinformation on Warning Operations. When multipleevents are present, the message area will scrollthrough all the events in three second intervals.When a category 3 event is active, scrolling throughthe category 1 and 2 events is not permitted.

The warning category of an event may be raisedto a higher warning category automatically. Eventduration is used in order to determine if a change inthe category is necessary. An example of an eventthat would require a category change: The warningcategory 2 for the transmission lube temperature(off-highway truck) changes to a warning category3 after 150 seconds.

When a category 1 or category 2 event occurs, theoperator may acknowledge the event. The operatoracknowledges the events by pressing the “OK”key on the keypad. The following information isrecorded in the event list for each event:

• The time of occurrence

• The number of times that an event isacknowledged by the operator.

After an event is acknowledged, the warningindications may disappear for a specified timeperiod. The warning indications will reappear for anevent that is still active after the time period elapses.These warnings may be acknowledged again.


The Category 2-S is a conventional Category 2 witha continuous action alarm. A Category 2 that isconsidered to be a severe condition will cause acategory 2-S to be logged. A Category 2 instructsthe operator to change the operation of the machinein order to correct the condition that is responsiblefor the warning. The operator is instructed toIMMEDIATELY change operation of the machinethat relates to certain Category 2-S events.

Note: Most category 3 events cannot beacknowledged by the operator.

i00999255

Loader Payload System (LPS)General InformationSMCS Code: 7494; 7601


Block Diagram of the VIMS Loader Payload System


The VIMS Loader Payload System (VIMS/LPS)is used on the large wheel loaders. The LoaderPayload System is a subsystem of the standardVIMS. The keypad is used by the operator tointerface with the system. The message centerprovides a visual display of payload system menusand functions. The main module receives liftcylinder pressure information over the CAT datalink. The main module receives lift cylinder positioninformation over the CAT data link. Additionalhardware is a “Payload Store” button and anoptional printer in the cab.

The VIMS/LPS configurations are flashed to theonboard system from the service tool through astandard VIMS RS-232 interface. The standard VIMSRS-232 off board systems interface will also be usedto download machine productivity information to theService Tool (laptop computer) for later analysis.

Note: The printer and broadcast interfaces sharean output from the VIMS main module. This oneoutput will have both a printer and broadcast port.Information System Builder is used to configure thisport in the VIMS configuration software. Only one ofthe functions will be active, because both functionscannot be supported simultaneously.

Reference the following publications for moreinformation on the Loader Payload System:

• System Operation, RENR2517, “Large WheelLoader VIMS Payload Users Manual”

• VIMS User Procedures Manual , JERD2136

• 992G, 994, and 994D Wheel Loader Operationand Maintenance Manuals

i00999364

LPS Menu Functions SummarySMCS Code: 7494; 7601

The following table is a summary of the VIMS/LPSsupported functions. The keypad command is listedin the first column. The second column is a briefdescription.

Table 11

Command Description

“F1/Menu”“0”

Enter a new truck ID.

“F1/MENU”“1” “0”

Enter a new material.

“F1/MENU”“1” “1”

Enter a new load site.

(continued)

(Table 11, contd)

“F1/MENU”“1” “2”

Enter a new blast number.

“F1/MENU ”“1” “3”

Enter a new target truck weight.

“F1/MENU”“1” “4”

Enter a new truck counter value.

“F1/MENU”“1” “5”

Enter a new operator.

“F1/MENU”“1” “ 6”

This command allows the operator totoggle the payload horn ON and OFFvia the keypad.

“F1/MENU”“2”

“Reweighs the current bucket load. ”


“Selects the display mode of themessage center. ”

“F1/MENU ”“4”

View/print productivity reportinformation

“F1/MENU”“5” “0”

“Executes a list viewer in order to checkthe calibration information.(Date,Timeand etc.)”

“F1/MENU ”“5” “1”

“Executes a mode to check the weighrange.”

“F1/MENU ”“5” “2”

“Executes a mode to set the weighrange.”

“F1/MENU”“5” “3”

Enter a carryback weight.

“F1/MENU ”“5” “4”

Enter a calibration weight.

“F1/MENU”“5” “5”

“Executes a calibration mode for a newor revised calibration.”

“F1/MENU”“5” “6”

Enter the bucket volume.


“Executes a sub-menu used to turnLoader Payload ON or OFF.”

“STORE” “Permanently stores truck/cycle/delayinformation for download, later.”

“F3/DELAY” “Allows the selection of a new loaderdelay code.”

“F2/CLEAR” “Clears the last non stored bucket loadfrom memory.”

“GAUGE” “Sets the virtual gauge to view a VIMSparameters.”

“ID” Enter an operator ID.


i00999497

LPS CalibrationSMCS Code: 7494; 7601

The calibration functions are accessed throughthe VIMS/LPS menus. The calibration functions aregrouped under a single sub-menu. This allows theoperator to perform the following tasks:

• Check the calibration weight of the presentcalibration.

• Check the carryback weight in the presentcalibration.

• Check the date of the last modification.

• Set the present weigh range.

• Check the present weigh range. Pressures aresampled over a portion of the lift arc in order tocalculate a payload weight.

• Enter the present carryback weight value ormodify the present carryback weight value.

• Enter the present calibration weight value ormodify the present calibration weight value.

• Start a new calibration. This calibration completelyreplaces any previous calibrations.

• Enter the present bucket volume value or modifythe present bucket volume value.

Check Calibration Information

Access to the calibration information is gainedthrough the VIMS/LPS menus.

The Check Calibration Information function allowsthe operator to check five pieces of informationabout the currently active calibration.

• The date and time of the last complete calibrationwas performed.

• The present calibration weight.

• The date and time of the last modification to thecalibration weight.

• The present carryback weight.

• The date and time of the last modification to thecarryback weight.

Performing a complete calibration also requiresmodifying the calibration values and the presentcarryback weight value. The values of the date/timeclock stamp are reset with the same information.

The calibration information is shown as a scrollablelist of items on the message center. The contentsof the list are displayed one value at a time. Thedescription of each item is shown on the first line.The present value is shown on the second line.Message center displays of calibration informationare shown below.


Press the “>” key.









To view the first item again, press the “>” key.

Note: The format of the time/date information islisted here:

HH:MM – Hours:Minutes

MM:DD:YY – Month/Day/Year

Check the Weigh Range

Access to the check weigh range function is gainedthrough the VIMS/LPS menus. The weighing rangeof the lift arc is adjustable. The operator can checkthe present weigh range setting. The operator cancheck the location of the lift arm relative to thepresent weigh range. All of the values are displayedas percentages in the range from 0 percent “bucketon the ground” to 100 percent “bucket at max lift”.

For example, the weighing range is currently setbetween 30 percent and 80 percent. The lift armangle is currently at 65 percent. The messagecenter shows the following information:


The “LIFT POS” percentage on the second line isupdated automatically as the lift arm is moved.Pressing the “OK” key will return the messagecenter to the calibration sub-menu.

Set the Weigh Range

Access to the set weigh range function is gainedthrough the VIMS/LPS menus. The weighing rangeof the lift arc is adjustable. If necessary, the operatorcan modify the present weigh range. The lift heightis measured as a percentage in the range from0 percent “bucket on the ground” to 100 percent“bucket at max lift”. The weigh range sub-menugives the operator a choice of two options. Theoperator can choose to adjust the weigh range topor the operator can adjust the weigh range bottom:


The operator presses the “0” key in order to adjustthe top of the weigh range or the operator pressesthe “1” key in order to adjust the bottom of theweigh range. Press the “OK” in order to return to thecalibration menu. After choosing to adjust the topof the weigh range, the following three alternatingmessage screens are displayed:




The “LIFT POS” percentage on the second line isupdated automatically as the lift arm is moved.The weigh range bottom adjustment procedure isidentical with one exception. The word “TOP” isreplaced by the word “BTM” in the messages. Pressthe “F2” key in order to return to the weigh rangemenu without any changes. Press the “OK” key inorder to accept the new top/bottom weigh range.The system determines if the value is acceptable.The new weighing range will be temporarilydisplayed as percentages:



Three rules govern the modification of the weighrange:

1. The top of the weigh range must fall between50 and 80 percent.

2. The bottom of the weigh range must fall between30 percent and 60 percent.

3. The difference between the weight range top andweight range bottom must be at least 20 percent.

The weigh range must conform to the rules or oneof three error messages are temporarily displayedafter pressing the “OK” key:




To exit the weigh range sub-menu, the operatormust set the range to a value that does not violateany of the three rules. The operator may cancel themode with no changes by pressing “F2”.

Few limitations are placed on setting the weighrange. The person that adjusts the range settingmust understand the possible effects of an impropersetup. The weighing range must be set to an areaof smooth operation in order to be effective.

Setting the range too low – The system may causeexcessive reweigh indications. The system weighingaccuracy may be degraded. Material breakoutand rapid reverse transmission shifting to forwardtransmission shifting may cause the problem.

Setting the range too high – Setting the weigh pointat the maximum lift high causes excessive reweighindication.

Setting a narrow range – A narrow range limits thenumber of pressure sensor samples. Limited samplereadings reduce the accuracy of the system.

Enter the Carryback Weight

Carryback weight is a weight correction value thatis subtracted from each subsequent bucket weightin order to account for material which is stuck inthe bucket. Carryback material is weighed andthe carryback is never placed into the truck. Forexample, if the load in the bucket was 30 tons andthe carryback weight was currently set to two tons,the calculated bucket weight would be 28 tons.

Note: The carryback weight cannot cause thecalculated bucket weight to be a negative value.If the carryback weight were set to 10 tons anda weight of 6 tons were weighed, the calculatedbucket weight would be zero tons. The value cannotbe minus four tons.

Access to the enter carryback weight functionis gained through the VIMS/LPS menus. Atthe beginning of the enter carryback weightfunction, the operator is shown three alternatinghelp messages that describe the function of thecarryback weight value:





The help messages display four times or theoperator can stop the messages by pressing the“OK” key. A two line menu display appears afterthe help messages:


Press the “0” key in order to proceed with thecalibration. To exit the VIMS/LPS menu mode, pressthe “1” key. To return to the calibration menu, pressthe “OK” key. Proceeding with the change promptsthe operator to enter a new carryback weight:


The operator uses the standard LPS method forentering data to input the new carryback weight.The new carryback weight value is subtracted fromall future calculations of the bucket weight.

Note: The value of the present carryback weightand the date/time of the last modification can beviewed on the message center. Refer to the SystemOperations, “Check the Calibration Information”section of this manual for details about viewing data.

Enter the Calibration Weight

The calibration weight is the weight of material in thebucket during the last calibration. The calibrationweight is merely used as a multiplier. The load inthe bucket during calibration relates mathematicallyto the calculated bucket weight and the displayedbucket weights. For example, increasing thepresent calibration weight by 10 percent increasesall subsequent weight calculations by 10 percentand decreasing the present calibration weightby 10 percent decreases all subsequent weightcalculations. The mathematical relationship makesfine tuning of the payload system possible. Forexample, the operator loads a truck with 110 tons ofmaterial “verified on a scale”. However, VIMS/LPSmeasures the truck weight as only 100 tons. Thismay be caused by an improper calibration. Themeasurement can be corrected by making thecalibration weight 10 percent heavier. For example,the present calibration weight is 20 tons. Increasethe calibration weight by 10 percent up to 22.0 tons.This will apply the desired correction.

Access to the enter calibration weight mode isentered through the VIMS/LPS menus. A two linemenu is displayed after selection of enter calibrationweight:


Press the “0” key in order to proceed with thecalibration. To exit the VIMS/LPS menu mode, pressthe “1” key. To return to the calibration menu, pressthe “OK” key. Proceeding with the change promptsthe operator to enter a new cailbration weight:


The operator uses the standard LPS method forentering data to input the new calibration weight.The new calibration weight value is used for allfuture calculations of thebucket weight.


Note: The value of the present calibration weightand the date/time of the last modification can beviewed on the message center. Refer to the SystemOperations, “Check the Calibration Information”section of this manual for details about viewing data.

Start a New Calibration

VIMS/LPS requires calibration before accuratepayload measurements can be made. Calibrationinvolves lifting the empty bucket several times andlifting a calibration weight several times. Calibrationinstructions for the operator are displayed on themessage center. The calibration can be broken intoseven overall steps. The steps define seven piecesof information to VIMS/LPS:

1. Define the lift range of the boom.

2. Empty bucket “10 point lift”

3. Empty bucket “continuous lift”.

4. Enter the calibration weight.

5. Loaded bucket “10 point lift”

6. Loaded bucket “continuous lift”

7. Velocity compensation “5 lifts”

Although the calibrated weight is not needed untilStep 4 the calibrated weight should be readilyavailable. Turning OFF the machine in the middleof the calibration routine cancels the calibration.The operator must start the calibration from thebeginning, if the machine is shut OFF. The systemwill return to using the values from the previouslycompleted calibration.

There is no need to have a known calibration weightwhile the initial calibration is performed. However,the calibration weight will need to be measured afterthe initial calibration is completed. The measuredweight of the calibration weight will need to beentered through the “update calibration menu” orinaccurate payloads will result.

Press the “F1” key in order to bring up the payloadmenu. Use the “>” key to scroll forward through themenu items. Press the “5” key for the “CALIBRATEPAYLOAD” menu.


Press the “5” key for the “START NEW CALIB”:


Press the “0” key for the “START NEW CALB”sub-menu:


1. Defining the Lift Range of the Boom

The following position points will be defined inStep 1:

• Upper position of the boom during normaloperation

• Lower position of the boom during normaloperation

The position points are used to determine asmaller range. The smaller range is defined asthe lift zone. The initial calibration actually startsat this point.

a. The calibration should begin with an emptybucket. The operator is instructed to emptythe bucket of all materials. Then press the“OK” key.


b. The VIMS/LPS needs to verify the 0 percent“bucket on the ground” and 100 percent“bucket at max lift” points. The operator isinstructed to lift the arm to the highest pointin order to obtain the information. Then pressthe “OK” key.



c. The operator is then instructed to lower the liftarm to the ground. Then press the “OK” key.


2. Empty Bucket “10 Point Lift”

During Step 2, the VIMS LPS collects data at 10stationary empty bucket pressure position pointsthat are required in order to calculate the emptybucket stationary calibration curve. The operatoris asked to tilt the bucket back. The operator isthen asked to slowly lift the bucket. The systemwill ask the operator to stop the bucket at tendifferent points. The procedure is listed here:

a. The operator is instructed to tilt the bucketback fully:


b. Next, the operator is instructed to raise thebucket slowly:


c. The operator will be instructed to stop lifting:


d. Steps 2.a through 2.d will be repeated tentimes at ten different lift heights.

3. Empty Bucket “Continuous Lift”

In Step 3, a collection of empty bucket pressuresamples are taken over the full lift in order tocalculate the empty bucket lifting calibrationcurve.

a. The operator is instructed to lower the bucketfully to the ground:


b. The operator is then instructed to tilt thebucket back fully:


c. Next, the operator is instructed to lift the load.The operator is then instructed to pull backthe lift lever fully until the “STOP LIFTING”message appears. The procedure is listedhere:



d. Maintain engine RPM at high idle. Throttlelock may be used to set the speed. Lift theload smoothly. Pull back the lift lever fully:


e. Stop lifting when the “STOP LIFTING”message appears.

Note: Stop BEFORE the lift arm hits the physicalstops.


f. Repeat Steps 3.a through 3.e until thefollowing message is displayed:


4. Enter the Value Of the Calibrated Weight.

In Step 4, the calibration weight is required tobe in the bucket. The calibration weight maybe fabricated from a concrete or a steel tubeof the specified diameter for the given modeland filled with concrete. The calibration weightmust be weighed on a certified scale in order todetermine the exact weight. Alternately, a loadof dirt or rock of unknown weight may be usedfor the calibration.

a. The operator is instructed to load thecalibration weight. Then press the “[OK]” key.

Table 12

Approximate Calibration Pipe Weights

Model Diameter andLength

Weight

992G “1.83 m Ø × 3.05 m(6 ft Ø × 10 ft)”

“18704 kg (41235 lb)20.6 Ton”

994994D

“1.83 Ø × 3.05 m(6 ft Ø × 16 ft)”

“28150 kg (62060 lb)31 Ton”


Refer to the Approximate Calibration Weight Table for dimensions.

(A)Diameter. (B)Length


Removing the calibration weight from the holder


Calibration weight in the bucket



b. VIMS/LPS will ask the operator if thecalibration weight is known or unknown.


c. When the value of the calibration weight isknown the operator presses the “0” key. Theoperator uses the “Enter Calibration Weight”function in order to enter the known calibrationweight value.

In this example, the operator enters the value217. Then press the “OK” key.


d. If the calibration weight value is unknown theoperator presses the “1” key. A value of 20English tons is assumed as the calibrationweight. The operator is instructed to weighthe calibration load after the calibration iscomplete. The “Enter Calibration Weight”function is then used in order to enter thecorrect value of the calibration weight. Aseries of messages are used to informthe operator. The messages are repeatedfour times. The operator can also stop themessages by pressing the “OK” key. Themessages are listed here:


Note: The VIMS/LPS calibration will be unaffected ifan unknown calibration weight is used.

5. Loaded Bucket “10 Point Lift ”

In Step 5, VIMS LPS will sample ten stationarypressure position points in order to calculate theloaded bucket calibration curve.

a. The operator is asked to tilt the bucket backfully:


b. The operator is then instructed to slowly raisethe bucket:


c. The system will instruct the operator to stoplifting:



d. Steps 5.a through 5.c will be repeated tentimes.

6. Loaded Bucket “Continuous Lift”

In Step 6, VIMS/LPS collects bucket pressuressamples over the full lift in order to calculate theloaded bucket lifting calibration curve.



b. The operator is then instructed to tilt thebucket back fully:


c. Next, the operator is instructed to lift the load.Then pull back the lift lever fully until the“STOP LIFTING” message appears. The loadlift is repeated in order to ensure consistency.The process is listed here:


d. Maintain engine RPM at high idle. Lift the loadsmoothly. The operator is then instructed topull back the lift lever fully.


e. Stop lifting when the “STOP LIFTING”message appears.



f. Repeat Step 6.a through Step 6.e until thefollowing message is displayed.


7. Velocity Compensation “5 lifts”

In Step 7, the lifting velocity compensationcalibration curve is calculated. The operator isinstructed to perform five additional loaded lifts.The loaded lifts are performed at the followingengine speeds: 1650 RPM, 1550 RPM, 1450RPM, 1350 RPM, and 1250 RPM. Again, throttlelock may be used to set the engine speed.




b. Next, the operator is instructed to lift the load.The operator is then instructed to pull the liftlever fully until the “STOP LIFTING” messageappears. In order to ensure consistency, theloaded lift is repeated. The process is listedhere:


c. Maintain the engine RPM at the specifiedvalue. lift the load smoothly. The operator isthen instructed to pull back the lift lever fully.


d. Stop lifting when the “STOP LIFTING”message appears.



e. Repeat Step 7.a through Step 7.d until thefollowing message is displayed.


f. Repeat Step 7. Using the five previouslystated engine speeds.

The following message will be shown on themessage center after completing the fiveloaded lifts.


The calibration is now complete. The previouscalibration has been replaced. The carrybackweight is set to zero. The date/time stamps underthe “Check Calibration Info” function are all setto the present time. The VIMS/LPS calibrationsub-menu is displayed on the message center.

Recalibration should not be required for 6 to 12months.

Recalibration is required when one of the followingevents occurs:

• Replacement of the VIMS main module

• A position sensor is adjusted.

• A position sensor is replaced.

• A lift cylinder pressure sensor is replaced.

• Replacement of the bucket

• Replacement of the lift arms


i01488036

Truck Payload System (TPS)General InformationSMCS Code: 7494; 7601


Block Diagram of the VIMS Off Highway Truck Payload System

The Truck Payload System is a subsystem of theVital Information Management System (VIMS). TheTruck Payload System performs the functions thatare listed below:

• Calculate payload information.

• Store payload information.

• Display payload information.

The data that is stored by the Truck Payload Systemfor each payload cycle is listed below:

• Payload weight

• Start time of the cycle

• Start date of the cycle


Note: This data serves as a continuous data logger.The data can often be used to indicate the truck’soperation when a data logger file does not exist.This provides the information that is listed below:

• Loading time

• Empty time

• Loaded time

• Loaded travel time

• Empty travel distance

• Loaded travel distance

Onboard memory can store information from 2400payload cycles (“9.0X or later classes of onboardsoftware and 1200 cycles with onboard softwareprior to 9.0X”). The onboard payload data can bedownloaded to the service tool with VIMS-PC forfurther analysis. After a successful download, theonboard payload data can be reset.

Payload weight data can also be broadcast via auser supplied radio telemetry system. If telemetryhas been enabled, the calculated payload weightwill be broadcast under the following conditions:

• Each detected loader pass

• A truck has travelled “loaded” for a distance thatis greater than .16 km (0.1 miles) .

• Information about the complete cycle is alsoavailable to broadcast at the end of the “payloadcycle”.

Present load cycle information is displayed on themessage center. The calculated payload weightis displayed automatically during loading. Theoperator is instructed via the message center toperform one of the following actions that is listedhere:

• Continue loading loading the truck. (The loaderoperator should apply additional loader passes.)

• The truck is fully loaded.

The operator can access various payloadparameters via the “gauge” key on the keypad atany time during the load cycle.

Payload status lamps provide feedback to theloader operator during the loading operation. Thelamps indicate whether loading should continue, orthat the truck is fully loaded. The payload statuslamps tend to minimize the amount of under-loadingand overloading that is done in the truck fleet.

Whenever the “physical configuration” of thetruck has been changed, the manual calibrationprocedure that represents an empty truck must beused. The replacement of the suspension cylindersis an example of a condition that would require themanual calibration procedure.

“Automatic recalibration” of an empty truck occurswhen an empty truck has stopped in order tocompensate for a condition that affects the emptyweight of the truck. Conditions that can affect theempty weight of a truck are listed here: carrybackand the amount of fuel that is on board.

Some parameters can be modified with the servicetool in order to support a wide range of machineconfigurations.

Information such as “total number of loads hauled”and “total weight hauled” can be displayed on themessage center. The totals can be reset by theoperator via the keypad. Resetting the totals prior to“shift change” is an example of this function.

i01488191

TPS Component FunctionSMCS Code: 7494; 7601

The VIMS Truck Payload System is composed ofthe following components. A functional descriptionis included for each component.

VIMS Main Module – The VIMS main module is thebrain of the Truck Payload System. All computingand storage of the cycle data takes place in theVIMS main module.

Message Center Module – The Truck PayloadSystem uses the message center to display thecalculated weight of the payload. Text messages onthe message center tell the truck operator when thetarget payload weight has been reached.

Keypad Module – The keypad is the operatorinterface with VIMS. The operator can perform thefollowing VIMS Truck Payload System functions withthe keypad:

• Change the display units. The payload informationcan be displayed in English units or Metric units.

• Modify the target payload weight of the truck.

• Turn ON the last pass indication.

• Turn OFF the last pass indication.


• Enter an operator identification number or a pitidentifier of the load.

• Calibrate the system.

• Clear resettable totals.

VIMS Interface Modules – The VIMS interfacemodules receive input signals and processes inputsignals from the four suspension cylinder pressuresensors. The interface module converts the payloadsignals into a digital equivalent value. The interfacemodule then passes the information to the VIMSmain module. The VIMS main module uses theinformation in the Truck Payload System.

Suspension Cylinder Pressure Sensors – The foursuspension cylinder pressure sensors converts thepayload into a signal that is proportional to weight.This signal is then passed to the interface modules.

Payload Status Lamps – The payload status lampsare located on both sides of the truck. The payloadstatus lamps show the loader operator when thetarget payload weight has been reached. TheVIMS Truck Payload System allows the operator toconfigure the payload status lamps to indicate thelast pass. The payload status lamps will illuminatethe following colors.

• A green lamp signals the “loading tool” tocontinue loading the truck.

• A flashing red lamp tells the “loader operator”that one additional pass is required to load thetruck to capacity.

• A steady red lamp signals that the target payloadweight has been reached.


External Payload Display – The external payloaddisplay is a 356 mm × 686 mm (14 inch × 27 inch)screen. The external payload display is mountedon the side of the truck. The external payloaddisplay provides the operator of the loading toolwith the measured weight of the material that iscurrently in the body of the truck. The payloadinformation is displayed in 254 mm (10 inch) reddigital numbers. There are three configurations ofthe external payload display that are available.These configurations are listed below:

• Dual Displays (right hand and left hand displays)

• Right Display (right hand display)

• Left Display (left hand display)

The external payload display receives data throughthe VIMS broadcast (system telemetry) port. Thereare two modes of operation. The modes of operationare listed below:

Single Mode – This mode is for machines that arenot equipped with a radio telemetry system.

Passive Mode – This mode is for machines that areequipped with a radio telemetry system. This modeallows the display to access data for the payloadweight without interfering with the operation of theradio telemetry system.

Transmission Control Module – The transmissioncontrol module converts the following conditionsinto a digital equivalent value: body position, groundspeed, transmission gear, and parking brake.The transmission control module then passes theinformation to the VIMS main module over the CATdata link for use by the VIMS payload system.

Engine Control Module – The engine controlmodule calculates fuel flow. The control convertsthis data into a digital equivalent value. The enginecontrol module then passes the information to theVIMS main module over the CAT data link for useby the VIMS payload system.

i01488297

TPS On-Board FeaturesSMCS Code: 7494; 7601

1. Calculate payload cycle information and storethe payload cycle information.

a. “Time stamp”: The “Date/time” that marks thestart of the payload cycle.

b. “Payload”: The weight of the material that isbeing moved


c. “Loading Time”: The amount of time that isrequired to load the truck

d. “Loading Time”: The amount of time that isrequired to load the truck

e. “Stopped Empty Time”: The “total time” thatis recorded for a truck that is “stopped whileempty”during the payload cycle

f. “Traveling Empty Time”: The “total time” thatis recorded for a truck that is “travelling whileempty”during the payload cycle

g. “Travel Empty Distance”: The “total distance”travelled by the truck while the truck wasempty.

h. “Stopped Loaded Time”: This is the time thatis recorded when a truck with a full load is notmoving during the payload cycle.

i. “Traveling Loaded Time”: This is the time thatis recorded when a truck with a full load ismoving during the payload cycle.

j. “Transmission Shifts”: This is the total numberof transmission shifts “up or down” that weremade during the payload cycle.

k. “Fuel Used”: This is the total fuel that is usedduring the payload cycle.

l. “Operator ID”: This is the identification numberof the operator that had dumped the loadfor that payload cycle. The operator mustenter this number into the VIMS via the VIMSkeypad module.

2. Calculate resettable totals and store resettabletotals.

a. The total number of loads that were hauledsince the last reset

b. The total weight that was hauled since thelast reset

c. Total travel distance since the last reset

d. Total travel time since the last reset

3. Provide a way to download onboard informationto the off-board system for analysis.

4. Provide a way to calibrate the system via theVIMS keypad module.

5. Provide a way to configure the system to specificrequirements of the user.

a. Set the maximum payload weight.

b. Turn on/off last pass indicators.

c. Turn on the Maximum Payload SpeedManager. Turn off the Maximum PayloadSpeed Manager.

d. Set the event limits for the Road AnalysisControl (RAC).

6. Display payload information on the messagecenter as the truck is being loaded.

a. Payload weight

b. Loading status messages

7. Display loading status information with thepayload status lamps as the truck is beingloaded.

a. Loading

b. Last pass

c. Fully loaded

8. The following payload information is madeavailable to broadcast:

a. Loader pass count

b. Last pass indicator

c. Cycle data

9. Calculate the parameters (per payload cycle)and then display the parameters that are listedhere:

a. Payload weight

b. Payload status (“travelling, empty, etc.”)

c. Haul distance.

10. Automatically adjust for the weight of an emptytruck as operating conditions change.

a. Fuel level

b. Carryback that is in the body of the truck orcarryback that is stuck to the underside ofthe machine

11. Detect incorrect suspension cylinder charge(collapse) and cause an appropriate event.


i01488300

TPS Off-Board FeaturesSMCS Code: 7494; 7601

The features that are listed here take place withVIMSpc99.

1. Provide a way to download the data that is storedin the onboard system.

2. Provide a way to calibrate the onboard system.

3. Provide a way to view “payload relatedinformation” in real time.

4. Provide a way to later analyze the data that isdownloaded from the onboard system:

a. VIMSpc99

b. VIMS Supervisor

c. Data may be exported to a commercialspreadsheet of the user’s choice.

i01488304

TPS Normal OperationSMCS Code: 7494; 7601

General Description of the PayloadCycle

A new payload cycle starts when the truck finishesdumping the previous payload and the body is fullydown.

1. After the previous payload has been dumped thetruck travels back to the loading area. The truckis considered to be “travelling empty” during thistime. The truck may need to wait if the “loadingarea” is blocked by other trucks that are beingloaded. The truck is considered to be “stoppedempty” in this case. When the loader is ready,the truck is positioned under the loader. Thetruck is still considered to be “travelling empty”during this positioning.

2. The truck is considered to be in the “Loadingstate” after the truck has come to a completestop under the loader and the first load hits thebody. The truck remains in the “Loading state”until the truck has shifted into second gear.

3. The loader will begin loading material onto thetruck. As the loader passes are applied, thetruck continues to be in the “loading state”.

4. When all of the loader passes have been applied,the truck pulls away from the loading area.When the truck reaches the speed of 5 km/h(2 mph) or travels 0.16 km (0.1 miles) the truck isconsidered to be in the “travelling loaded state”.

5. As the truck reaches the “dumping area” thetruck may need to wait because the “dumpingarea” may be blocked by other trucks that aredumping loads. The truck is considered to be“stopped loaded” during this time. The “dumpingarea” will eventually be clear. The truck will thenbe positioned for dumping. The truck is againconsidered to be “travelling loaded” during thispositioning. The truck is considered to be in the“dumping state” when the body is raised in orderto start dumping. The truck stays in the “dumpingstate” until the truck body is completely lowered.During this phase of the “dumping cycle”, theVIMS considers the truck to be “stopped loaded”.

6. Once the body is lowered the present payloadcycle ends and a new cycle begins.

Basic Loading and Weighing

Calculating the weight of the payload begins asmaterial is being loaded onto the truck. The truckmust be ready to load for the weighing processto begin. The following conditions must be met inorder to provide optimum accuracy:

• The minimum weight of the loader pass must begreater than 10 tons.

• The truck must not be moving.

• The transmission should be in neutral.

• Setting the parking brake is recommended.

The message center will be in the backgroundmode and the external payload status lamps areoff. The external payload display (if equipped) willdisplay the current payload weight.

When the loader dumps the first pass onto the truckbody, the suspension cylinder pressure increasessharply. The sharp increase in pressure startsthe “loading state”. The following information isshown on the message center which replaces thebackground mode:

• A payload weight of zero

• The status of “LOADING”

The external payload status lamps signal the loaderoperator with a green light to continue loading.



The pressure within the suspension cylinders is notstable for a few seconds after the loader pass.The suspension cylinders are still recoiling fromthe sudden application of a large mass. After thepressure in the suspension cylinders has stabilized,the first pass weight is calculated. The pass weightis then displayed on the message center. Themessage is shown below. The external payloadstatus lamps continue to signal the loader operatorwith a green light.


Note: NNN.N represent the present payload weight.

With each additional loader pass, more material isloaded onto the truck. This causes the suspensioncylinder pressures to increase sharply. Each sharpincrease in suspension cylinder pressure addsanother loader pass. The pressure within thesuspension cylinders must stabilize before thecalculation of the payload weight is completed. Thenew payload weight is displayed on the messagecenter. This message is shown below.


Note: NNN.N represent the present payload weight.

If the last pass indicator is enabled the VIMSTruck Payload System calculates a running total ofthe weight for all passes. The red payload statuslampsbegin to flash in order to warn the loaderoperator when the system has determined thatone additional pass will result in a payload of atleast 95 percent of the target payload. This is thepresent payload weight plus the weight of the mostrecent pass. The following message is shown onthe message center:


Note: NNN.N represents the present payload weight.

After the final loader pass (the last pass) has beencompleted, the red payload status lamps are turnedON solid in order to inform the loader operator thatthe present payload weight is greater than 95% ofthe target payload weight. The following messageis shown on the message center:


Note: NNN.N represents a value that is greaterthan 95% of the target payload weight that wasprogrammed into VIMS with the service programcode PAYCONF.

When the truck begins to travel away from theloading site after being loaded the followingmessage is shown on the message center:


Note: NNN.N represents the last calculated payloadweight.


The payload measurement system measures theweight of the load again once the truck has exitedthe load site. The measurement is made when thetruck has shifted into second gear. The payloadinformation automatically disappears from themessage center after the load has been measured.The message center then returns to the backgroundmode. This indicates that the “loading state” iscomplete. The truck is now “travelling loaded”.

Automatic Calibration Adjustment

Whenever the truck is “stopped empty” the VIMStruck Payload System will automatically adjust thecalibration. The calibration is adjusted for weightvariations such as fuel load and carryback weightthat may affect accuracy. The Carryback weightincludes any material that is stuck to the bodyand under the body. The amount of adjustmentthat can take place is limited to a relatively smallrange around the original calibration value that wasestablished with the service program code PAYCAL.

Collapsed Suspension CylinderDetection

Whenever the truck is “travelling empty” at aspeed less than 12 km/h (7 mph) the systemwill continuously monitor the suspension cylinderpressure. The front and rear suspension cylindersare monitored in pairs. An event is displayed whenthe pair of suspension cylinders do not respond tothe changes in pressure equally for an accumulatedtime of two minutes. The event indicates that thesuspension cylinder may be charged incorrectly orthe suspension cylinder is collapsed. For example,when the VIMS detects a problem with the leftfront suspension cylinder, the following messageis shown:


Press the “F1” key for more information. Forexample, the second line of the message center willdisplay additional diagnostic information:


Automatic Payload Communication

When the VIMS RS-232 Broadcast port is connectedto a telemetry system, the VIMS Truck PayloadSystem will send the payload weight via wirelesscommunications to an off-board site. The payloadweight is sent at the following key points in thepayload cycle:

• Immediately after the VIMS has successfullyweighed each loader pass. This is true only if thelast pass indicator is on.

• Immediately after the VIMS has estimated theweight of each loader pass.

• The truck travels in the loaded state for a distancethat is greater than .16 km (0.1 miles) or the truckhas shifted to “2nd” gear.

• Immediately after the truck has finished theloading cycle.

Off-Board Communication

The payload information is stored in the VIMSelectronic control module during operation of thetruck. The payload information that is stored inthe on board memory can be analyzed after theinformation is downloaded. The process of movingdata from the onboard memory to the off-boardservice tool is called downloading.

A service tool (laptop computer) that is running theVIMSpc99 off-board software is used in order todownload the payload information. The service toolis connected to the onboard system via a RS-232service port. The downloaded payload informationcan be analyzed with the VIMSpc99 off-boardsoftware.

Note: Refer to the VIMSpc99 User Manual,FEBJ0047 for additional information on theVIMSpc99 off-board software.

While the service tool is connected to the onboardsystem, VIMSpc99 can display payload informationin real-time. Payload information such as payloadweight, suspension cylinder pressures, payloadstatus and more can be displayed at the sametime. The payload information is updated once persecond.

Additionally, VIMSpc99 can be used to initiate acalibration (the service program code PAYCAL) ofthe VIMS Truck Payload System while the servicetool is connected.


i01382827

TPS Service OperationSMCS Code: 7494; 7601

Payload Calibration

The payload system must be calibrated if the“VIMS-PC” software is used to assign a new serialnumber to the main module. The payload systemmust also be calibrated after the replacement ofthe VIMS backup battery (disconnect switch open),the VIMS main module, the interface module, thesuspension cylinders, the suspension cylinderpressure sensors, etc.

Security

1. This service program code only functions whilethe service tool (VIMSpc99) is connected.

2. After the service tool (VIMSpc99) is disconnectedfor 30 seconds, this service program code willno longer be active.

Calibrate the pre-9.5X onboard software afterreplacing the VIMS main module software. The 9.5Xand/or later onboard software will alert the userthrough the message center if the software losesthe calibration data for any reason. The followingmessage display is shown on the message center.


Press the “F1” key in order to access additionalinformation.


The VIMS Truck Payload System will not operateuntil a successful payload calibration has beencompleted.

The following information describes the serviceprogram code 729225 (PAYCAL). The PAYCALservice program code uses the following procedurein order to calibrate the VIMS Truck Payload System:

1. Ensure that the truck body is empty. Carrybackwill affect payload measurement.

2. Operate the empty truck to a minimum groundspeed of four mph on hard level ground.

3. Move the transmission gear selector to theneutral position and allow the truck to coast toa stop. DO NOT use the service brakes or theretarder.

4. Manually calibrate the payload system byentering the service program code 729225(PAYCAL). One of the following two messageswill now show on the message area:


If the above message is shown, put the truck backinto service.


If the above message is shown, repeat theprocedure again. Begin at Step 1. Make sure thatthe ground speed is at a minimum of four mph. DONOT use the service brakes and/or the retarder.

Payload Configuration

The following information describes the serviceprogram code: 7292663 (PAYCONF)

The service program code 7292663 (PAYCONF) isused in order to configure the maximum weight ofthe truck payload and the last pass indicator.

Security

1. This service program code only functions whilethe service tool (VIMSpc99) is connected.


2. After the service tool (VIMSpc99) is disconnectedfor 30 seconds, this service program code willno longer be active.

Procedure

1. Stop the truck and verify that the body is empty.Then, enter 7292663 (PAYCONF) and press the“OK” key. The message area will show the targetpayload weight.


Note: NNN is the maximum payload weight. Theweight is displayed in the selected units of measure(“English/Metric”).

2. Use the right/left arrows keys in order to set thedesired weight.

3. Press the “OK” key in order to accept the valuethat is shown on the message center. Themessage area will now show:


Note: “YES” might also show as a “NO”. To enablethe LAST PASS indication, use the left/right arrowkeys to toggle the LAST PASS indicator to “YES”.The continuous flashing of the RED payload statuslamps indicates that the truck is waiting for the lastpass of the loading tool. The last pass indicatesthat the VIMS loader payload system has estimatedthat the next pass is greater than 90 percent of theselected target weight.

4. Press the “OK” key in order to accept theselection. This returns the message center to theprevious mode.

Payload Show/Reset ResettableTotals


This service program code 868 (TOT) allows theoperator to view information. The service programcode allows the operator to reset the total payloadactivity information since the last reset.

Procedure

1. Enter the service program code 868. Press the“OK” key. The message area will show:


Note: NNNNN represents the number of loads thatwere hauled since the previous reset.

2. Press the right arrow key. The message areawill show:


Note: NNNNN is the total weight of all loads thatwere hauled since the previous reset.



Note: NNNNN.N is the total miles (kilometers) thatwere travelled since the previous reset.




Note: NNN.N represents the total travel time thathas accumulated since the last reset. Travel timeaccumulates when the truck has been travelling ata speed that is greater than 5 km/h (3 mph).

5. Press the left arrow key in order to scroll backthrough the previous screens or press the “OK”key in order to return the message area tothe previous mode without clearing the totals.Proceed to Step 6 to clear the totals.

6. Enter the service program code 73738 (RESET).Press the “OK” key in order to clear all the totals.Press the “OK” key again in order to return themessage area to the previous mode.

i01382793

TPS Maximum Payload SpeedManagerSMCS Code: 7494; 7601

Caterpillar’s 10/10/20 rule states “that no morethan 10 percent of the payloads may exceed 1.1times the target payload of the truck and no singlepayload shall exceed 1.2 times the target payload ofthe truck”. The Maximum Payload Speed Managerprovides the customer with a way to comply with the10/10/20 rule. This method limits the performanceof the machine. The performance of the machine islimited when the weight of the payload is greaterthan 1.2 times the target payload. When the weightof the payload is 1.2 times the target payload, thebrakes and steering are at the maximum certifiablelevels. Limiting the performance of a machine thatis overload protects the machine and the operator.The operator of the loading tool is also forced toload the machine correctly.

Operation of the Maximum PayloadSpeed Manager

The Maximum Payload Speed Manager comparesthe actual payload weight on the machine to anoverload setting. When the VIMS has determinedthat the machine is overloaded, the machine isslowed down by limiting the shift range of thetransmission and the engine speed is reduced atthe limited gear. The payload weight is monitoredas the machine shifts to second gear.


Machine Response to the Weight of thePayload

Table 13

Conditions and the Corresponding Responseof the Machine

Condition Response

The weight of the payloadis within the specified limitfor the target payload.

No action is taken. Themachine will continuenormal operation.

The weight of the payloadis greater than the specifiedTarget Payload Setting butless than the specifiedPercent Above Payloadtarget.

A machine overload eventis recorded.

A machine overload eventis broadcast via a radiotelemetry system.

The VIMS displaysmessages to the operator.These messages warnthe operator that themachine is overloadedand the messages instructthe operator to proceedcarefully.

Weight of the payload isgreater than the specifiedPercent Above PayloadOverload Limit .

An event is recorded forthe machine overload limit.

The event for the machineoverload limit is broadcastvia a radio telemetrysystem.

The VIMS displays warningmessages to the operatorthat the machine isoverloaded.

A category 2-S warningsounds if the operatorproceeds withoutcorrecting the overloadcondition.

The VIMS displays warningmessages to the operatorthat machine operation hasbeen limited and the VIMSinstructs the operatorto resolve the overloadcondition.

The shift range of thetransmission is limited.

High idle of the engine islimited.

The point for automaticretarding is reduced.

The Maximum Payload Speed Manager will activatethe overload events when the weight of the payloadexceeds the set limit regardless of the location ofthe truck. The speed limiting of the machine isactivated when the weight of the payload exceedsthe set limit regardless of the location of the truck.This behavior will remain active until the payload isdumped and the weight of the payload is cleared.The limiting of the machine speed and the VIMSmessages cease automatically after the payloadhas been dumped. The machine is then returnedto normal operation.

The weight of the payload is calculated when thetruck is shifted into second gear (second gearweighing). The new weight of the payload that isdetermined during the second gear weighing isthen used to determine if limiting the speed of themachine is necessary.

Once the Maximum Payload Speed Manager hasdetermined that the truck is overload, the followingactions are initiated:

• The shift range of the transmission is limited tosecond gear.

• High idle of the engine is limited to 1750 rpm.

• The point for automatic retarding is reduced to1750 rpm.

The settings that are listed above are not adjustable.

Example of the Operation of the MaximumPayload Speed Manager

The Project Manager of a site has decided thatthe normal haul weight for a 793C is 240 tons. TheProject Manager has decided that the 793C shouldnever exceed a limit of 288 tons. In order to achievethese objectives the Project Manager would set theparameters of Maximum Payload Speed Managerto the values that are listed below:

Target Payload Setting – 240 tons

Payload Overload Limit Setting – 120%(288/240=120%)

With these settings the Maximum Payload SpeedManager will function in the manner that is listedbelow:

• The payload loading lamps will load to 240 tons.

• The overload warnings will occur above 264 tons.

• The engine speed will be limited to 1750 rpm insecond gear above 288 tons.

• The external payload display will show the currentpayload weight.



Maximum Payload Speed Manager setup for a 793C Off-Highway Truck

Setup of the Maximum PayloadSpeed Manager

The Maximum Payload Speed Manager requiresthe user to enter information into the system. Thisinformation is used to define the system behaviorsthat are listed below:

• Overload speed limiting

• Overload events

• Overload warnings

Target payload

The “target payload setting” is used during payloadoperations in order to control the operation ofthe external payload lamps. The “target payloadsetting” is adjustable from zero to the targetweight of the truck that is being setup. The targetweight is the maximum weight of payload that isdetermined from the GMW of the machine. The“target payload setting” is stored in the onboardmemory of the VIMS ECM. The “target payloadsetting” is programmed via the keypad.

The service operation of Payload Configuration(PAYCONF) is used to set this value. Refer to theSystems Operation, “Truck Payload - Configure”section of this manual for instruction on enteringthis information into the system.


Payload Overload Limit

The “payload overload limit” is the maximumpayload weight that is allowed before the VIMSwill display warning messages to the operator.The VIMS will also limit the speed of the machine,if the payload weight is too high. The “payloadoverload limit” is adjustable from 105 percent to 120percent in increments of one percent. The “payloadoverload limit” is stored in the onboard memory ofthe VIMS ECM. The “payload overload limit” willallow the user to set the percentage to zero. Thesystem will be disabled when the percentage isset to zero. The default setting is zero percent.The service operation of Payload Configuration(PAYCONF) is used to set this value. Refer to theSystems Operation, “Truck Payload - Configure”section of this manual for instruction on enteringthis information into the system.

Setup Of The System

There are two methods available to enter the valuesfor the Target Payload Weight and the PayloadOverload Limit.

The first method utilizes the Service ProgramCode (SPC) of PAYCONF (7292663). Refer to theSystems Operation, “Truck Payload - Configure”section of this manual for instruction on enteringthis information into the system.

The second method is to use the ElectronicTechnician software. Use the procedure that is listedbelow to enter the desire values.

Electronic Technician (ET) Procedure

1. Connect the 160-0142 Data Link Cable betweenthe 7X-4401 Communication Adapter and theService Tool (ET).

2. Connect the 139-4166 Data Link Cable betweenthe 7X-4401 Communication Adapter and thediagnostic connector on the machine.

3. Turn ON the service tool and open the ElectronicTechnician application.

4. Turn the disconnect switch and the key startswitch to the ON position.


5. Click on the “Connect” icon (1) in the tool bar ofET. This will establish communication with themachine and the ET as shown in Illustration 152.


6. Select “VIMS main” from the “ECM Selector”dialog box and click on the OK button. This isshown in Illustration 153. This will display the“ECM Summary” screen.



1. Select the “Service” menu.

2. Select “Configuration” from the “Service” menu.This will display the “Configuration” screen.


3. Double click on the parameter that you want tochange. This will display the “Change ParameterValue” dialog box.



4. Enter the new value of the parameter into the“New Value” text box and then click on the“OK” button. ET will prompt the user with aconfirmation message that asks “Are you sureyou want to program this parameter?”. Click the“Yes” button if you wish to accept the change.

Note: Repeat this procedure for both MaximumPayload Speed Manager Parameters.

Event - Configure (ESET)

The Service program Code ESET (3738) allows theuser to modify the behavior of the payload dataevents that are listed below.

• 2915

• 2916

• 2917

Refer to the Systems Operation, “Event - Configure”section of this manual for instruction on modifyingthe payload data events.

i00962462

TPS AccuracySMCS Code: 7494; 7601

Weight Measurements

The accuracy of the data that is stored by the VIMSTruck Payload System will be within “± 5% on 95%of the payloads”. There are some conditions thatcould affect the accuracy of the VIMS truck payloadsystem weighing process. Some of these conditionsare listed here:

• A truck is loaded on a sloped surface that isgreater than “5 percent”. Accuracy will becomeprogressively worse as the slope becomesgreater.

• A suspension cylinder is not properly charged.The suspension cylinders may not cause anevent even if the charge is incorrect. However,the “weighing accuracy” will be affected.

Note: Refer to the Special Instruction, SEHS9411-01,“Suspension Cylinder Servicing” for information onservicing the suspension cylinders.

• Pushing down on the load with the “loading tool”during the “weighing process” (packing the load)


• Moving the truck more than a distance of “.16 km(0.1 miles)” in any direction between “loaderpasses”

• Actuating the “body raise lever” during loading

• A failure to have the VIMS Truck Payload Systemcalibrated after replacing system components.

• A failure to have the VIMS Truck Payload Systemcalibrated after any “substantial changes” to theempty weight of the truck.

• Using a conveyor or a “continuous feed system”for loading

• A truck leaves the loading site before cylinderpressures have stabilized and the final weight hasbeen displayed. This will cause the VIMS TruckPayload System to estimate the payload weightinstead of weighing the payload.

• Failures that are detected by VIMS may causethe payload weight to become inaccurate. Thesefailed events will be shown in the “VIMS eventlist”.

Note: TPS accuracy is not affected by placing thefirst loader pass into the truck body before the truckcomes to a complete stop under the loading tool.This relates to the 9.3X or later classes of on boardsoftware. The truck can be repositioned duringloading. The truck must not travel a distance thatis greater than .16 km (0.1 miles). The VIMS TruckPayload System will consider the loading phase ofthe cycle complete, when the truck has moved adistance that is greater than .16 km (0.1 miles) inany direction.

Time Measurements

The smallest increment of the real time clockmeasurements are 1 second. The recorded timesand dates of the real time clock will aid in identifyingthe causes of any unusual cycle data.

Distance Measurements

The accuracy of the “distance measurement” willdepend on the actual effective rolling radius ofthe tires. The VIMS Truck Payload System doesnot distinguish between tires of different sizes,manufacturers or tread depth. The VIMS TruckPayload System distance measurements arecalculated on the average tire size for each modelof truck. Distance measurements are recorded tothe nearest .16 km (0.1 miles).

i01112805

Component DescriptionsSMCS Code: 7601

The Vital Information Management System (VIMS)operates on a variety of different machines. Someof the following electrical components may notbe installed on every machine. Configurationsoftware provides the VIMS main module with thefollowing information: type of machine and installedonboard components. Refer to the ElectricalSystem Schematic in the machine Service Manualfor component locations. The Electrical SystemSchematic may be used to verify the componentsthat are used by VIMS.

Hardware

This manual describes the version 2.0 and version3.0 of VIMS hardware. The version 2.0 hardwarerelates to the original VIMS modules (main moduleand interface modules) that went into productionin the third quarter1994. In the third quarter of1996, version 3.0 hardware began production.The version 2.0 Interface modules and version3.0 interface modules have the same physicalappearance. Part numbers are the only way to tellthe difference. The backup battery holder for theV2.0 main modules are located on the side of themodule. In order to access the battery, a black“knob” needs to be unscrewed. V3.0 main moduleshave an “egg shaped” cover on the top of themodule. In order to gain access to the battery, twoscrews must be removed. This battery is flat withfour pin-type contacts on the bottom. An L-shapedtool is required to pry the battery out.

All modules can be mixed and matched with theexception of the 144-7172 VIMS Interface Module.The 9.X or later class of onboard software must beused with version 3.0 modules to gain all benefitsand features. The new interface modules shouldnot be mixed with the former interface modules onmachines that use 9.X or later class of onboardconfiguration software. If an 144-7172 VIMSInterface Module is replaced by a older version ofinterface module, the interface module will function.However, this interface module could also causethe diagnostic type of maintenance events to beincorrectly displayed by using old diagnostic codesor incorrect diagnostic codes.


i01306364

Main ModuleSMCS Code: 7601-EK2; 7610



Limited Mode/Application Mode (V3.0 Hardware)

The VIMS main module operates in one of twomodes:

• limited

• application

The VIMS operates in the LIMITED MODE whenno source software and/or configuration softwareis installed in the VIMS main module. VIMSfunctionality is limited until the installation of allnecessary software. Any error messages in thismode come from a list that is contained in themain module (ROM) regardless of software. Themain module is programmed to recognize internalproblems before installing the software. The mainmodule generates the error messages in orderto aid the service technician in troubleshootingproblems with the software installation process.

APPLICATION MODE is operation of the mainmodule after installing the source software andconfiguration software. APPLICATION MODE is thenormal VIMS operating mode which follows the selftest after the key start switch is turned to the ONposition.

Machine Information Stored in the Main Module(V3.0)

The version 3.0 main module stores the followingbasic machine information in a semi-permanent(EEPROM) type of memory. The semi-permanent(EEPROM) memory is unchanged by flashing theCONFIGURATION software with the exceptions thatare noted in Table 14. The configuration softwarewill allow some keypad commands and the servicetool to change this information.

• Product Identification Number (PIN) or SerialNumber

• Machine equipment or unit number

• Machine hours (SMH)

• Attachment code (Large Wheel Loaders and5230 Excavator7LL99-UP)

• Type of configuration

• Odometer

Note: Refer to Table 14 for the status of machineinformation after installing new onboard software.

The following items are stored in battery-backedmemory:

• Date

• Time

• Payload calibration (OHT and Large WheelLoaders)

• All data files that can be downloaded

• Setting of the display unit


• Setting of the desired language

• Active events (when the key start switch is turnedto the OFF position)

Table 14

VIMS Machine Information that is Changed by the Installation of New Source Software or New Configuration Software

Machine Information Information that is Changed bythe Installation of the Source

Software (.SRC).

Information that is Changed by theInstallation of the Configuration

Software (.CNF).

Machine Serial Number (ProductIdentification Number PIN)

NO NO

Machine Equipment Number (UnitNumber)

NO NO

Machine Hours (SMH) NO NO

Attachment Code (Large Wheel loaderand 5230 Excavator7LL99-UP)

NO NO(1)

Configuration Type YES(2) YES(3)

Odometer NO NO

Date NO NO

Time NO NO

Payload Calibration NO(4) NO(4) (YES for OHT)

Data Files Available for Download YES YES(5)

Language Setting YES YES

Unit Setting YES YES

Active Events At The Time The KeyStart Switch is turned To The OFFPosition.

YES YES

Autolube Setting YES YES

(1) Installation of a new configuration does not change the attachment code unless there is a special code given in a configuration that isrequired by that configuration.

(2) Installation of configuration software (new or the same one) clears the configuration type.(3) First configuration installation after a new source software update determines the the configuration type for future uploads.(4) Valid with 9.5X or later classes of onboard software(5) Except cumulative data in 9.5X or later classes of onboard software


Table 15

Component Description of Main Module Connector(1)

No. Function Type

1 +Battery - Unswitched (+24DCV)(2)

Power Input(Memory)

2 Frame Ground Ground(3)

3 Display Back Light Return Output

4 CAT Data Link (Left) + Input/Ouput

5 CAT Data Link (Left) - Input/Ouput

6 CAT Data Link (Right) + Input/Ouput

7 CAT Data Link (Right) − Input/Ouput

8 +Battery - Key Switch (+24DCV)

Input(4)

9 Dash Light Sensor Sensor(5)

16 RS-232 Data Link 1 - Trans.(Broadcast)

Output

17 RS-232 Data Link 1 - Rec.(Broadcast)

Input

18 RS-232 Data Link 2 - Rec.(Service)

Input

19 RS-232 Data Link 2 - Trans.(Service)

Output

20 Action Lamp Output

21 Service Lamp Output

22 Payload Lamp (Green) Output

23 Payload Lamp (Red) Output

24 Action Alarm Output

25 Display Power (9 DCV) Output

26 Display Clock Output

27 Display Data Output

28 Display Load Output

29 Keypad Data Input

37 Display Modules Ground Ground(6)

(1) The Main Module connector is a 37 contact connector.Contacts not listed are unused.

(2) This voltage is turned OFF only when the disconnect switchis in the OFF position.

(3) (+battery return)(4) This input turns ON the main module. The power is provided

via contact 1.(5) This is the input that is used for backlight dimming.(6) Return for 9 volt power.

The VIMS main module monitors the status of themachine systems continuously. The main modulemakes decisions based upon the input from thefollowing components:

• VIMS interface modules

• VIMS keypad module

• Other electronic control modules

• Internal calculations

The main module sends information to VIMSinterface modules and other electronic controlmodules on the machine. The input and outputof this information takes place over the CAT datalink. The outputs of the main module notify theoperator and the service technician of the status ofthe machine systems. The VIMS machine systeminformation is shown on the display modules thatare listed here:

• Quad gauge module

• Speedometer/tachometer module

• Message center module

• Action lamp

• Action alarm

• Service lamp

The service indicator lamp is used by the servicetechnician and on-site maintenance personnel.The service indicator lamp is not visible from thecab. The main module uses two RS-232 data linkoutputs to communicate data to off-board systems.A 37 contact connector is located on the VIMSmain module. The connector is used to connectthe necessary harness wiring to all the systemcomponents. The module identifier (MID) for theVIMS main module is listed here:

49 – VIMS Main Module

Input/Output

CAT Data Link

The connector contacts of the CAT data link 4,5, 6, and 7 on the VIMS main module, provide acommunication link with the other electronic controlmodules on the machine. The CAT data link isbidirectional. This bidirectional functionality allowsthe input/output of data between electronic controlmodules. The CAT data link permits the sharing ofinformation such as engine oil pressure, machinecodes and diagnostics. The VIMS main module cancommunicate with two identical CAT data links.The two data links are identified as the right or theleft CAT data link. The identical data links workindependently of each other. This connects the mainmodule in a loop with the other VIMS modules. Theloop allows the VIMS modules two possible paths ofcommunication. Two communication paths allow theVIMS modules to communicate even if the loop isbroken by harness failures.


RS-232 Data Link

The connector contacts of the VIMS main module(16, 17, 18 and 19) provide two RS-232 serial ports.The two serial ports allow the VIMS main moduleto communicate with the off-board systems. TheRS-232 data links are bidirectional. The bidirectionalfunction allows the main module to input/outputinformation. One port is used to communicate withan off-board service tool. The second port is usedin order to broadcast data to off-board systems, asrequired.

Display Data Link

The VIMS main module contacts 26, 27, 28 and37 provide a serial port for the Display Data Link.The main module uses the display data link tocommunicate with the display modules. Power forthese modules (connector contact 25) is 9 Voltsrelative to ground (connector 37). The 6-contactconnectors in the machine harness for any of thedisplay modules can be interchanged with anyother display module. This is especially helpful fortroubleshooting.

Keypad Data Link

The keypad data link (connector contact 29 and 37)is used to provide a serial port for communicatingkeypad data to the VIMS main module.

Inputs

Switch Input - Key Start Switch

The input from the key start switch (connectorcontact 8) provides information about the status ofthe key start switch (ON or OFF). The input signalfrom the key start switch is used to turn on the mainmodule. When the key start switch is in the ONposition, this input is connected to +battery. Whenthe key start switch is in the OFF position, the inputis open (floating).

Sensing Input - System Voltage

The sensing input for system voltage (connectorcontact 1) tells the main module the voltage of themachine electrical system. harness wiring connectsthe VIMS circuit breaker to this input (connectorcontact 1). This voltage information helps determinethe condition of the electrical system. This input isalso the +battery supply for the VIMS main module.This input provides power to the battery backedup memory in the event of a failure to the internalbackup battery (3 volt) or the internal backupbattery is removed.

Sensing Input - Lighting

The sensing input for lighting (connector contact 9)tells the main module when the machine panel dashlamps are ON. Harness wiring connects the panellamp circuits to the sensing input for lighting. Thesensing input for lighting is used to determine whenthe back lighting of the message center moduleshould be dimmed in V2.0 hardware. The V3.0hardware allows the operator to control backlightingthrough the keypad. 9.X class of on board softwareis required to adjust backlighting through thekeypad. Refer to the Systems Operation, “ServiceOperations” section of this manual for additionalinformation.

Keypad Input

The keypad input (connector contact 29) receivesinformation from the keypad.

Outputs

Service Lamp

When a VIMS event is detected, the main moduleactivates the service lamp output (connectorcontact 21) and the service lamp is turned ON.The service lamp remains ON whenever the eventis active. If an event could be damaging to themachine, the service lamp is FLASHED. The servicelamp can be turned OFF with the keypad. Eventsare not cleared from the main module memorywhen the service lamp is turned OFF. If the eventbecomes inactive, the service lamp is turned OFF.When power is applied to the Vital InformationManagement System, the main module memoryis checked for any inactive events that have notbeen cleared. If any inactive events are found, theservice lamp is FLASHED three times. If no eventsare found, the service lamp is FLASHED once as alamp test during the VIMS self test.

If an event is acknowledged via the keypad, theservice lamp will not turn OFF. Refer to the SystemsOperation, “Service Operations” section of thismanual for additional information on turning offthe service lamp with the service program code“SVCLIT”.

Action Lamp

The action lamp output of the main module(connector contact 20) is activated when a category2 or 3 warning is present and this will cause theaction lamp to FLASH. For more information, see theSystems Operation, “Warning Operation” section.

Action Alarm


The action alarm output of the main module(connector contact 24) is activated when a criticalabnormal condition category 3 is present and thiswill cause the action alarm to SOUND. For moreinformation, see the Systems Operation, “WarningOperation” section.

Display Power Supply

The display power output of the main module(connector contact 25) provides 9 volts DC powerto the following display modules:the quad gaugemodule, the message center module , and thespeedometer/tachometer module. The other displayoutputs of the main module connector contacts 26through 28 provide the information that is shownon the display modules via the Display Data Link.These outputs are connected to all display modules.

VIMS Internal Battery



VIMS Internal Memory Backup Battery

A long life three volt lithium battery is containedin the VIMS main module. The battery allows thememory of the main module to hold data whenpower is removed from the main module (OPENdisconnect switch). The time/date functions are alsopowered by the battery.

All on board stored data in V3.0 hardware (notsource or configuration software) is retained inbattery-backed memory (volatile). This type ofmemory will lose data if power is removed. Whenthe disconnect switch is in the ON position, themachine electrical system will power the mainmodule. This allows the stored data to be retained.The backup battery takes over when the disconnectswitch is open. The backup battery retains only thestored data.

The backup battery also powers the date/timefunction in the main module when the key startswitch is in the OFF position. This is true whetherthe disconnect switch is ON or OFF.

For machines in service, the backup battery isexpected to have a life of approximately two yearsV2.0 hardware and the V3.0 hardware has anexpected life of approximately 5 years. Refer tothe following table for the recommended batteryreplacement interval.

Table 16

Internal Battery Replacement

HardwareVersion

Recommended BatteryReplacement

V2.0 Every two years(1)

V3.0 Every five years(2)

(1) Battery replacement should be performed annually in climateswith ambient temperatures in the range of 0 to −40 �C(32 to −40 �F).

(2) Battery replacement should be performed at a 2 to 3 yearinterval in climates with ambient temperatures of 0 to −40 �C(32 to −40 �F).

The failure of the backup battery causes anoperator warning and a resulting diagnostic codeto be stored in the event list. After the event forthe failure of the battery, if the key start switchis put in the OFF position and the disconnectswitch is OPEN, loss of the stored data can occurwithin several hours or less. When this warningoccurs, download the stored data immediately.Then replace the backup battery. DO NOT turnthe key start switch to the OFF position. DO NOTturn the disconnect switch to the OFF position.

The reason that the potential loss of data is sosudden after the initial operator warning is dueto the discharge characteristics of the lithiumbattery. The lithium battery holds a constant voltagethroughout the life of the battery. Then due to thechemical breakdown (maturing) of the battery, thebattery dies very quickly. This is in contrast to thedischarge characteristics of the average flashlightbattery. The flashlight battery discharges slowlyover time, until the battery is dead.


Note: When the 9X-5402 Battery is being replaced,ensure that the insulating sleeve is removedfrom the battery (if present). See the Testing andAdjusting, “Battery Replace” section of this manualfor more information.

Note: The 9X-5402 Battery is used in V2.0 mainmodules (3E-3666 Electronic Control, 115-0648Electronic Control, 118-9636 Electronic Controland 124-6134 VIMS Electronic Control Group). The101-1785 Battery is used in V3.0 main modules(130-5131 VIDS/VIMS Electronic Control Group165-8682 VIDS/VIMS Electronic Control Group).

i01329228

Interface ModuleSMCS Code: 7601


Table 17

Contact Description of Interface Module Connector(1)

No. Function Type

1 +Battery (+24 DCV) Power Input

2 Ground Ground

3 PWM 1 Sensor Input (PWM)


(continued)

(Table 17, contd)


No. Function Type


6 Switch 1 UncommittedSwitch Input


9 Unused -




13 Frequency 3Programmable

Sensor Input(Frequency)








21 CAT Data LinkLeft +

Input/Output

22 CAT Data LinkLeft -

Input /Output

23 CAT Data LinkRight +

Input/Output

24 CAT Data LinkRight -

Input/Output


26 Sensor Power (8 DCV) Output

27 Sensor Power (5 DCV) Output

28 Frequency 1 Sensor Input(Frequency)

29 Frequency 2Programmable

Sensor Input(Frequency)

31 Solenoid 1 DriverOutput

32 Switch 9 Switch Input24 VDC

(continued)


(Table 17, contd)


No. Function Type

33 Solenoid 2 DriverOutput

37 Harness Code 0 Switch Input(programming)




(1) This connector is a 40 contact connector. Contacts not listedare unused.

There may be several interface modules on onemachine. Each of these modules operate in a similarway. Different Module Identifiers (MID) are assignedto each module. This code is determined by theharness code connections. The Module Identifier(MID) for each interface module is listed here:

57 – VIMS Interface Module No. 1








Note: The Module Identifier (MID) for the VIMS mainmodule is No. 49.

Inputs/Outputs

CAT Data Link

The connector contacts of the CAT data link 21, 22,23, and 24 provide a communication link with theother electronic control modules on the machine.The CAT data link is bidirectional. The bidirectionalfunctionality allows the input/output of data betweenelectronic control modules. The CAT data linkpermits the sharing of information such as engineoil pressure, machine codes and diagnostics. Theinterface module contains two identical CAT datalinks. The identical data links work independently ofeach other. The two data links are identified as theright or the left CAT data link. The interface moduleis connected in a loop with the VIMS main module.The loop provides two paths of communication forthe VIMS modules. Two communication paths allowthe VIMS modules to communicate even if the loopis broken by harness failures.

Inputs

The inputs describe the status of the machinesystems. Switch inputs and sensor inputs are usedby the interface module. Switches and harnesswiring provide an open or ground to the switchinputs of the interface module. Sensors (frequencyor PWM) and harness wiring provide a changingsignal to the sensor inputs of the interface module.

Switch Input (+24 DCV)

The +24 DCV switch input (connector contact 32)monitors a +24 DCV circuit. The switch input will beeither +24 DCV or the switch input will be open orfloating. If the input is floating, a pull-down resistorin the interface module will pull this input to groundand the voltage will be at 0 volts.

Uncommitted Switch Inputs

The uncommitted switch inputs (connector contacts6, 8, 12, 17, 18, 19, 20 and 25) provide theinformation about the machine systems. Theseinputs become dedicated to a specific function bythe configuration software. The machine’s ElectricalSystem Schematic may be used to verify thefunction. The status of the switch input indicates anormal or abnormal system condition. The switchinputs receive machine system information from thefollowing types of switches:

• Pressure Switches

• Temperature Switches

• Flow Switches

• Level Switches

• Position Switches

The input of the interface module is either open(floating) or the input is connected to groundthrough the switch.


Switch Inputs (Harness Code)

The connector contacts 37 through 40 are theharness code inputs. The Harness code inputs canbe used to assign a unique module identificationcode to the individual interface modules. This isnecessary because there can be multiple interfacemodules on one machine. The module identificationcode identifies the interface module that is currentlycommunicating with the VIMS main module. Thecombination of grounded harness code inputs andopen harness code inputsdetermine the uniquemodule identification code for the interface module.

Sensor Inputs (Frequency)

An AC signal that usually represents the rotationalspeed of a machine component is present at eachfrequency sensor input, connector contacts 13, 28and 29. The suspension cylinder pressure sensoris the exception. The suspension cylinder pressuresensor generates a frequency that is proportionalto the pressure in the suspension cylinder. Forexample, the ground speed , the engine speedsensor and the suspension cylinder pressuresensors provide an AC signal of varying frequencyto the interface module. The interface modulemeasures the frequency (Hz) of the AC signals.The resulting speeds are sent to the main moduleover the CAT data link. The main module shows thisinformation on the speedometer/tachometer module.The main module may also show this informationon the message center display. Connector contact28 (frequency 1) is used only with a magnetic typesensor. The pull-up voltage is zero. The functionalityof connector contacts 29 (“frequency 2”) and 13(“frequency 3”) are programmable in the VIMSconfiguration software. The configuration softwarecan be programmed for either magnetic sensors(sine wave) or powered sensors (square wave). Thepull-up voltage is 7 ± 1 DCV on frequency inputsthat are used with suspension cylinder pressuresensors.

Sensor Inputs (PWM)

The PWM sensor inputs at connector contacts 3, 4,5, 10, 11, 14, 15, and 16 receive PWM signals thatare representing the present condition of a machinesystem. PWM sensors provide temperature,pressure and level information of machine systems.The interface module measures the duty cycle ofthe PWM signal, which represents the measuredinformation. This PWM information can be sent tothe main module over the CAT data link. The mainmodule uses this information to monitor machinesystems. Then alert the operator of any abnormalconditions.

Outputs

Solenoid Output

The solenoid (driver) outputs connector contacts 31and 33 allow the interface module to cause action.An example of this action could be energizing asolenoid or sounding the action alarm.

Voltage Output (Sensor Power)

This output provides a regulated power source tothe PWM sensors. There are two voltage outputson this module. A regulated +8 DCV sensor powersource connector contact 26 and a regulated +5DCV sensor power source connector contact 27.

i00947611

Display ModulesSMCS Code: 7450

The contact description for all display modules arelisted in the following table.

Table 18

Contact Description of Display Module Connector

No. Function Type

1 +9 DCV Input - Power

2 Ground Ground -Power/Signal

3 Display Clock Input - Signal

4 Display Data Input - Signal

5 Display Load Input - Signal

6 Harness Code Input(1)

(1) The harness code is used to give two display modules of thesame type a unique component number. This is needed sothe VIMS main module can send unique information to eachidentical module. The module number 1 is assigned to thecomponent with a grounded harness code input. The modulenumber 2 is assigned to the component with an ungroundedharness code input.

The display modules receive information fromthe main module. The operator and the servicetechnician are notified of machine system statusby the display modules. The display modules arelisted here:

• Quad gauge module

• Speedometer/tachometer module

• Message center module


Note: The Electrical Schematic in the machineService Manual and the Operation and MaintenanceManuals are helpful in identifying the displaymodules that are used on a given machine.

i01324609

Quad Gauge ModuleSMCS Code: 7450


Quad Gauge Module

(1) Harness Connector (2) Gauge warning area (3) Pictograph symbol

This module contains four gauges. The gaugereceives the information from sensor inputs from TheVIMS or other electronic controls over the CAT datalink. The VIMS main module uses the informationfrom the sensor inputs in order to calculate thevalues that are shown on the gauges.

Each gauge is dedicated to a parameter within amachine system. Some examples of the possiblemachine system parameters are listed here: engineoil pressure, power train oil temperature, brakeoil temperature, brake air pressure, system airpressure, hydraulic oil temperature, and fuel level.Pictograph symbol (3) identifies the machinesystem parameter which is shown on each gauge.Abnormal range values are shown by the gaugewarning area (2).


i01324686

Speedometer/TachometerModuleSMCS Code: 7450


Speedometer/Tachometer module

(1) Tachometer(2) Pictograph symbol

(3) Ground speed readout(4) Actual gear readout

(5) Harness Connector

Ground speed readout (3) consists of three digitsthat may be used in order to show the machineground speed in “MPH (km/h)”. The serviceprogram code of “UN” is used to change the unit ofmeasure. The unit of measure is English or metric.The VIMS calculates speed by using the informationfrom the output of a frequency sensor. The VIMSmay also calculate speed by using information thatis obtained from a different electronic control overthe CAT data link.

Actual gear readout (4) consists of two digitsthat show the transmission actual gear which isengaged. The left digit shows the actual gear thatis selected, “1”, “2”, “3”, etc. The right digit showsthe direction that is selected, “F”, “N” or “R”.

Tachometer (1) shows the engine speed in RPM.The VIMS calculates speed by using the informationfrom the output of a frequency sensor. The VIMSmay also calculate speed by using information thatis obtained from a different electronic control overthe CAT data link.


i01324730

Message Center ModuleSMCS Code: 7450



(7) Alert Indicator(8) Data logging indicator(9) Message area

(10) Universal gauge(11) Gauge warning area(12) Harness connector

(13) Backlight harness connector

Alert indicator (7) notifies the operator of anabnormal condition in a machine system. The mainmodule uses information from the interface modulesand any other electronic control modules on themachine to determine when an abnormal conditionis present. The main module then FLASHES alertindicator (7). When alert indicator (7) FLASHES, anabnormal condition exists. For more information,refer to the Systems Operation, “Warning Operation”section in this manual.

Data logging indicator (8) is a series of dots thatscroll when data logging is turned on. The dotsonly scroll when data logging is turned on from thekeypad.

Message area (9) identifies the machine systemparameter with an abnormal condition. The first lineshows the parameter and the parameter status. Thesecond line prompts the operator for a reaction.When alert indicator (7) is FLASHED, the machinesystem parameter with the abnormal condition isshown in the message area. For more information,refer to the Systems Operation, “Warning Operation”section in this manual. Message area (9) is alsoused to show the event lists, active diagnosticevents (MID, CID, and FMI format) and otherrequested information.

The system default information is shown on themessage area during normal operation. The defaultinformation is referred to as the background mode.Information that is shown in the background modeis listed here:

• Time of day

• Odometer (9.3X class of software or later)

• Total machine hours. The total machine hours arebased on engine running time.

• On trucks, the payload weight is the informationthat is shown in the background mode when thetruck is being loaded.

• On loaders, the payload weight is also theinformation that is shown in the background modewhen the payload system is ON.


Universal gauge (10) shows a relative value ofthe parameter in message area (9). For sensortype parameters, universal gauge (10) shows therelative value of the event parameter. Switch typeparameters are not shown on universal gauge (10).Universal gauge (10) can also show the RELATIVEvalue of any valid machine system parameter.The ACTUAL value can be viewed by enteringthe desired parameter number on the keypad andpressing the “GAUGE” key or pressing the “F1” keywhile the event is present.

Gauge warning area (1) is a bar that can be locatedat either end of universal gauge (10). The bar thatis used is determined by the parameter that isbeing displayed. Gauge warning areas (11) maybe illuminated in order to indicate an abnormalcondition. In illustration 164, gauge warning area(11) is illuminated in order to show the abnormalcondition: “TRN TEMP HI”. The lower end of thegauge would have illuminated if there was anabnormal condition: “ENG OIL PRES LO”

The 133-1840 VIMS Message Center Module orlater can be adjusted for the best viewing angleand the best backlighting intensity. However, themachine must be equipped with the V3.0 hardwareand the 9.X class or later of onboard software to usethese advanced features. Message centers priorto the 133-1840 VIMS Message Center Modulesallow backlight adjustment. However, 9.X softwareis required. The viewing angle (contrast) cannot beadjusted. Refer to Table 19 for additional informationon features of the message center module.

Table 19

Features of the Message Center

Hardware OnboardSoftware Prior

to 9.X

9.X or LaterOnboardSoftware

V2.0 No contrastor backlightadjustment

Adjustablebacklighting only

V3.0 No contrastor backlightadjustment

Adjustablebacklighting andcontrast

Message Center Abbreviations

The Message Center Abbreviations Table providesthe abbreviation for VIMS basic words.

Table 20


Basic Word Abbreviation

A A

(continued)

(Table 20, contd)



AESC AESC

Absolute AB

Accept ACCEPT

Accumulator ACUM

Action ACTION

Actuator ACTR

Actual ACT

Adv Diesel Eng Mmgt ADEM

After AFTR

Aftercooler AFTCLR

Air AIR

Air Horn AIR HORN

Alarm ALARM

Ambient AMB

Amperes AMPS

And AND

Angle ANGLE

Arm ARM

Attachment ATTACH

Atmospheric ATMOS

Automatic AUTO

Auto Lube AUTO LUBE

AUTO Retarder Control ARC

Auxiliary AUX

Available AVAILABLE

Average AVG

Average No. 1 AVG1

Average No. 3 AVG3

Average No. 5 AVG5

Axle AXLE

Bevel BVL

Back BACK

Backup BKUP

Battery BATT

Between BETWEEN

Body BODY

Boom BM

(continued)


(Table 20, contd)



Boost BOOST

Bottom BTM

Bottom-Front BTM F

Bottom-Right BTM R

Box BOX

Brake BRK

Brake Cooler BRKC

Broadcast BROADCAST

Blocker BLKR

Bucket BKT

Cab CAB

Calibrate CAL

Calibrated CALIBRATED

Calibration CAL

Call CALL

Cancel CNCL

Carry Back CARRYBK

Case CASE

Case Drain CDRN

CAT CAT

Center CTR

Change CHNG

Channel CHNL

Charge CHRG

Chassis Control CC

Check CHECK

Chip CHIP

Circuit CRT

Clear CLR

Close CLOSE

Closed CLSD

Cluster CLUSTR

Clutch CLTCH

Code CODE

Collapsed CLPSD

Command CMD

Communicate COMM

Completed COMPLETED

(continued)

(Table 20, contd)



Component ID CIDs

Conditions CONDITIONS

Console CONSOLE

Continue CONTINUE

Control CTRL

Coolant COOL

Cooler COOLR

Count COUNT

Cumulative CUM

Current CUR

Crank CRANK

Crankcase CNKCASE

Cylinder CYL

Cylinder Rod CYLRD

Data DATA

Data Link DATA LINK

Data Logger DLOGR

Dead DEAD

Decelerator DECEL

Degress Celcius DEG C

Degrees Fahrenheit DEG F

Derate DERATE

Deviation DEV

Differ DIFFER

Differential DIFF

Digital DIGITAL

Direction DIR

Directional DIRECTIONAL

Disabled DISABLD

Display DISP

Distance DISTANCE

Down DWN

Downshift DOWNSHIFT

Drain DRN

Drag DRAG

Drive DRIVE

Dual DUAL

Dump DUMP

(continued)


(Table 20, contd)



Electric Horn ELEC HORN

Electronic ELEK

Electronic Control Module ECM

Elect Trans Control EPTC

Empty EMPTY

Enable ENABL

Engine ENG

English ENGLISH

Enter ENTER

Error ERR

Event Recorder EREC

Ether ETHER

Event EVENT

Event Configure ESET

Exhaust EXH

Exit EXIT

Factor FACTOR

Fan FAN

Filter FLTR

Filtered FLTRD

Final FNL

Fixed FIXED

Float FLOAT

Flow FLOW

Front F

Frame Equivalent Life Average FELA

From FROM

Fuel FUEL

Fully FULLY

Function FUNCTION

Gauge GAUGE

Gate GATE

Gear GEAR

Good GOOD

Green GN

Ground GND

Harness HRNES

(continued)

(Table 20, contd)



Haul HAUL

Head HD

High HI

High Pressure HIPRES

High Pilot (pressure) HIPLT

Hoist HOIST

Hold HOLD

Hour HOUR

Hydraulic HYD

Identification ID

Impeller IMPLR

Idle IDLE

Implement IMPL

Incorrect INCORRECT

Indicator INDICATOR

Inhibit INHIB

Injector INJ

Injection INJEC

Inlet IN

Inputs INPUTS

Interface Module I/M

Intermittent INTM

Invalid INVALID

Junk JUNK

Key KEY

Keypad KPAD

Kickout KO

Known KNOWN

Ladder LADDER

Latch LATCH

Lamp LAMP

Last LAST

Left LT

Left - Front LTF

Left - Rear LTR

Level LVL

Lever LVR

(continued)


(Table 20, contd)



Lift LFT

Lighting LIGHTING

Limit LIMIT

Limited LIMITED

Link LINK

Linkage LNKG

List LIST

Load LOAD

Loaded LOADED

Loading LOADING

Lock LCK

Lockout LCKOUT

Lockdown LOCKDN

Lockup LCKUP

Loss LOSS

Low LO

Lower LOWER

Lubrication LUBE

Machine MACH

Machine Control M/C

Main MAIN

Manual MANUAL

Maximum MAX

Measure MEASURE

Message MSG

Mile MILE

Mismatch MISMATCH

Mode MODE

Modified MODIFIED

Modulate MODULATE

Module MODUL

Motor MTR

Moving MOV

Movement MVMT

Must MUST

Neutral NTRL

Neutralizer NTLRZR

New NEW

(continued)

(Table 20, contd)



No NO

Nominal NOM

Not NOT

Off OFF

Oil OIL

On ON

Open OPEN

Operator OPERATOR

Operating OPRG

Out OUT

Outlet OUT

Output OUTPUT

Over OVER

Overstroke STROKE

Parameters PARAMETERS

Park PRK

Parking PRKG

Parking Brake PARKBK

Pass PASS

Payload PAYLOAD

Peak PEAK

Pedal PDL

Percent %

Perform PERFORM

Personality PRSNALTY

Pilot PLT

Pitch PITCH

Pitch Per Second PITCH/SEC

Plugged PLGD

Port PORT

Position POS

Power POWER

Power Shift PS

Power train PT

Prepare PREPARE

Press PRESS

Pressure PRES

Pressure-Front PRESF

(continued)


(Table 20, contd)



Pressure-Rear PRESR

Previous PREVIOUS

Primary PRI

Print PRINT

Programmable PROG

Proportional PROP

Pull PULL

Pump PMP

Purge PURGE

Quickshift QUICKSHIFT

RPM SPD

Rack RACK

Rack Per Second RACK/SEC

Rackback RKBCK

Raise RAISE

Range RANGE

Rate RATE

Rated RATED

Rear R

Rear Inside RI

Recorder RECORDER

Red RD

Reel REEL

Relay RELAY

Relief RLF

Renewal RENEWAL

Remote REMOTE

Report REPORT

Request REQ

Required REQD

Resolver RESOLVER

Response RESPONSE

Restart RESTART

Restrictor RESTR

Retarder RETRDR

Retarder RETARDER

Return RTN

(continued)

(Table 20, contd)



Review REVIEW

Ride RIDE

Right RT

Right-Front RTF

Right-Rear RTR

Rimpull RIMPULL

Rod RO

Run RUN

Scale SCALE

Screen SCREEN

Second SEC

Secondary SEC

Select SELECT

Sensor SNSR

Service SERV

Set SET

Shift SHIFT

Shop SHOP

Short SHORT

Shorted SHORTED

Shutdown SHUTDN

Signal SIG

Slip SLIP

Slowly SLOWLY

Snapshot SNAPSHOT

Solenoid SOL

Speed SPD

Speedometer/Tachometer SPDOM/TACH

Start START

Starter STARTER

Status STATUS

Steer STR

Steering STRG

Steering Pump STRPMP

Stop STOP

Stroke STROKE

Subtracted SUBTRACTED

(continued)


(Table 20, contd)



Supply SUPPLY

Suspension SUSP

Swing/Implement SWG/IMP

Swing SWG

Switch SW

System SYS

TPMS TPMS

Tank TANK

Temperature TEMP

This THIS

The THE

Then THEN

Throttle THROTTL

Tilt TLT

Time TIME

Timing TIMING

Tire TIRE

Ton TON

To TO

Too TOO

Top TOP

Top - Front TOP F

Top - Left TOP LT

Top - Rear TOP R

Top - Right TOP RT

Torque Converter TC

Torque TORQ

Trailer TRL

Trailer Brake Cooler TRLBRKC

Transmission TRN

Travel TRVL

Truck Payload Meas Sys TPMS

Turbo TRBO

Uncalibrated UNCALIBRATED

Unfiltered UF

Unknown UNKNOWN

Update UPD

Upshift UPSHIFT

(continued)

(Table 20, contd)



User USER

Valve VLV

Variable VAR

Vital Info Dsply System VIDS

Vital Info Mgmt System VIMS

Voltage VOLTAGE

Wastegate WASTEGATE

Weigh WT

Weight WT

Without W/O

Yes YES

i01324776

KeypadSMCS Code: 7450

Table 21

Contact Description of the Keypad Connector

No. Function Type

1 +9 DCV Input

2 Ground Ground

3 Keypad Data Output

4 Unused -



Keypad

(1) Gauge key(2) Key pressed indicator

(3) Backward arrow key(4) Forward arrow key

(5) F1 key(6) Harness connector

The keypad allows the operator or the servicetechnician to communicate with the VIMS mainmodule. The user can select the information thatwill be shown on the message center display.The operator or the service technician can initiateservice procedures. The keypad also allows theoperator to enter an identification number and thekeypad also allows the operator to acknowledgeevents.

Pressing any key on the keypad causes keypressed Indicator (2) to FLASH once. This tells theoperator or the service technician that the keystrokewas accepted.

When a series of related keystrokes (operator IDor service program code) must be entered, eachkeystroke must be completed in less than fiveseconds. Periods that last longer than five secondswill cancel any previous keystroke (s). The messagecenter will then return to the previous display mode.

Numeric Keys (0 - 9)

These keys are used to enter numeric information.Some example of numeric information is listed here:operator identification number, service programcodes, requested operator responses, and selectionof individual gauge parameters.

OK Key

The OK key is used to complete keypad entriesand the “OK” key is used to acknowledge events.Examples of the operations of the “OK” key arelisted below:

• Responses to system prompts

• Entering an operator identification number

• Stopping the requested gauge parameter

• Return the message center to the backgrounddisplay.

“ID” Key

This key is used by the operator to enter aidentification number. This number is stored withall event information that may follow, until a newidentification number is entered. Printed reportsshow this number with each event. The “OperatorID” is not required to operate the machine. Thisis the same “Operator ID” that may be enteredvia the menu of the loader payload system. Referto the Systems Operation, “LPS Menu FunctionsSummary” section of this manual for additionalinformation.

The following message is displayed on the messagearea after the ID key is first pressed.



The operator enters an identification number up toseven digits. Then press the OK key. The numbersthat are entered are shown on the second line ofthe message area.


Input Key Functions

OK – Accept the desired operator ID.

ID – Clear the entry line in order to enter anadditional operator ID.

GAUGE – Abort the entry mode.

LEFT ARROW – Delete the last character.

Press the “OK” key within five seconds of enteringthe last keystroke of the operator ID. Otherwise,the operator ID function will be aborted and themessage center will return to the previous displaymode.

Note: If an event occurs during the operator IDfunction, the operator ID function is aborted andreplaced with event information.

“GAUGE” Key

The “GAUGE” key is used to request parameterinformation. The information will be displayed onthe universal gauge and the message area of themessage center module. The key may be used intwo different ways.

First method: Press the “GAUGE” key once inorder to display the first available gauge parameteron the first line of the message area. The secondline of the message area displays the values of thegauge parameter. The parameter’s relative valuesare displayed on the universal gauge. An exampleof the message area is shown here:


This information is shown for one parameter at atime. The FORWARD and BACKWARD arrow keysare used to scroll through the available parameters.

Second method: Enter the number of the parametervia the keypad. Then press the “GAUGE”key.This method saves time by accessing a specificparameter directly. Otherwise scrolling through theentire parameter list would be necessary.

Requested data remains on the message centermodule until the OK key is pressed. The backgroundinformation (time of day and total machine hours)then reappears. During the loading cycle, payloadweight is shown for off-highway trucks and largewheel loaders.

Any previously selected gauge function ordefault data is overridden when an abnormalcondition exists. The occurrence of an abnormalcondition will cause the event information to bedisplayed on the message area. After the abnormalcondition is corrected or the abnormal conditionis acknowledged, the original gauge parameterinformation will be displayed on the message area.

Use the Parameter Table for a complete list of VIMSparameter names and corresponding numbers. Notall the parameters in the table are used with everymachine. If an invalid parameter number (XXX) isentered, the message area shows:


An example of the message area display for arequested parameter with a failure is shown here:



Pressing the “F1” key toggles the message centerdisplay in order to show service information. Thismode replaces the ERR text with a meaningfuldescription of the problem. An example of themessage center is shown here:


Note: For a listing of message center text and FMIcodes, refer to the Testing and Adjusting, “FailureMode Identifier” section of this manual.

FORWARD and BACKWARD ArrowKeys

The arrow keys gives the operator a way to scrollthrough message area information.

“F1” Key

The “F1” key (5) is used by the operator to requestadditional information about maintenance (system)and data (machine) events. The “F1” key also hasspecial use with LWL payload. Refer to the SystemsOperation, “LPS Operating Functions Summary”section of this manual.

• DIAGNOSTIC EVENTS

When a diagnostic type of maintenance event isdisplayed on the message center, pressing the “F1”key will access additional diagnostic information.The diagnostic information is shown on the secondline of the message area.


The additional diagnostic information is listed here:MID, CID, and FMI. An example of the diagnosticinformation is shown here:


Pressing the “F1” key again would show theinformation that was previously shown on thesecond line.

• DATA EVENTS

When a data event is displayed on the messagecenter, pressing the “F1” key will access additionalparameter information.


The parameter value and units will be displayed onthe second line of the message center. An exampleof the parameter information is shown here:


Pressing the “F1” key again would show theinformation that was previously shown on thesecond line of the message area.

Note: Single Pole Single Throw (SPST) switchesare either OPEN or switches are CLOSED, sothese switches do not have CID or FMI diagnosticinformation. Diagnostics for switches will bedisplayed as the switch status: OK, OPEN,NEUTRAL, UP, etc. An example of the status displayis shown here:



Note: Double Pole Single Throw (DPST) switchescan have diagnostic codes.

“F2” Key

The “F2” key is not used with applications priorto 9.X software on any VIMS machines. The “F2”key is used with wheel loader payload. Refer to theSystems Operation, “LPS Menu Function Summary”section of this manual.

“F3” Key

The “F3” key is not used with applications priorto 9.X software on any VIMS machines. For 9.X orlater class of on board software and LWL payload,refer to the Systems Operation, “LPS Menu FunctionSummary” section of this manual.

i01382844

SwitchesSMCS Code: 1435; 7332

Note: The switches that are listed in this sectionmay NOT be used on all machines.

Switches provide an open, a ground or a +batterysignal to the switch inputs of the VIMS modules. Aswitch can be open or a switch can be closed.

• When a switch is open, no signal is provided tothe corresponding input of the VIMS modules.The condition of no signal is also called “floating”.

• When a switch is closed, the ground or +batterysignals are provided to the corresponding inputsof the VIMS modules.

Oil Level Switch


Oil Level Switch (“Engine, Hydraulic”)

(1) Switch(2) Schematic symbol

Oil level switch (1) is closed to ground duringnormal operation. The switch opens when the oillevel is less than the minimum level. When theswitch opens the VIMS module warns the machineoperator of the low oil level. When the switch istested on the bench, the switch is open. The floatis in the DOWN position.

Pump Inlet Valve Switch (LHEX)


Pump Inlet Valve Limit Switch



Switch (1) is attached to the control handle of theinlet suction line valve for each pump. The valvesare located at the hydraulic tank. When the inletvalve of the pump is open the switch is closed. Theclosed switch grounds the signal circuit. When theinlet valve of the pump is closed, the switch opensthe signal circuit. A machine could use multiplepump inlet valve switches that are wired in series. Ifany of the pump inlet valve switches are open, theVIMS module warns the operator that the inlet valveof the pump is closed. When the switch is tested onthe bench, the switch is open. The normally closedcontacts are not used in this application.

Chip Detector Switch (LHEX)


Chip Detector Switch

(1) Schematic symbol. (2) Switch.

During normal operation, switch (2) is open. Theswitch contacts are magnetic in order to attractmetal particles. The switch closes the signal circuitto ground, when enough metal chips cover theswitch contacts in order to complete the circuit. TheVIMS module warns the operator that chips havebeen detected when the switch is closed. When theswitch is tested on the bench, the switch is open.No metal objects are covering the contacts of theswitch. The switch is considered closed, when theresistance is between approximately 0 and 2000ohms.

Steering Flow Switches


Steering Flow Switches

(1) Schematic symbol(2) Switch

During normal operation, steering flow switch (2) isclosed to ground. The switch opens when the oilflow in the steering system is less than the specifiedlimit. The VIMS module warns the operator that theoil flow of the steering systems is low when theswitch is open. Switch (2) is used in the primarysteering systems and the supplemental steeringsystems. When the switch is tested on the bench,the switch is open.

Filter Indicator Switches

Plunger Type


Filter Bypass Switch



Filter bypass switch (1) has a plunger within theswitch that closes the contacts with an acceptablepressure drop across the filter. The switch closesthe signal circuit to ground during normal operation.When the pressure across the filter is greater thanthe specified limit the switch plunger moves inorder to allow the switch contacts to open. TheVIMS module will warn the operator that the filter isrestricted when the switch is open. When the switchis tested on the bench, the switch is open.

Note: The VIMS module takes the fluid temperatureinto consideration before warning the operator.Cold fluid has a higher viscosity which causes ahigher differential pressure across the filter thanfluid at normal operating temperature. When thefluid temperature is below a specified limit, the filterbypass event is ignored by the VIMS module. Thetemperature inhibit is not used with the fuel filter.

Differential Pressure Type


Differential Pressure Switch

(1) Switch(2) Typical schematic symbol(3) Filter inlet port(4) Filter outlet port

Differential pressure switch (1) is activated by apressure difference between the filter inlet port (3)and filter outlet port (4). The switch contacts areheld closed by a spring inside the switch duringnormal operation. When the pressure at filter inletport (3) exceeds the pressure at filter outlet port(4) by a specified amount, the force of the springis overcome and the switch contacts are opened.The VIMS module will warn the operator that thefilter is restricted when the switch is open. When theswitch is tested on the bench, the switch is closedbecause there is no pressure difference betweenports (3) and (4).

Coolant Flow Switch


Coolant Flow Switch


During normal operation, coolant flow switch (1)is closed to ground as coolant flows against thepaddle. The switch opens when coolant flow is lessthan the specified limit. The VIMS module warnsthe operator of the low coolant flow in the enginecooling system when the switch is open. When theswitch is tested on the bench, the switch is open.

Steering Pressure Switch


Steering Pressure Switch

(1) Schematic symbol(2) Switch

During normal operation, steering pressure switch(1) is closed to ground. When the pressure of thesteering system is less than the specified limit, theswitch is open. When the pressure of the steeringsystem is greater than the specified limit, the switchis closed. When the switch is being tested on thebench, contact B and contact C of the switch areclosed. When the switch is tested on the bench,the switch contacts A and Bare open. The normallyclosed contacts (B and C) are not used in thisapplication.


Automatic Lubrication GreaseLevel Switch (LWL)


Automatic Lubrication Grease Level Switch

(1) Switch(2) Schematic Symbol

The level of the auto lube lubricant is monitored bythe VIMS on the 994D. When the level of lubricantin the tank becomes low, level switch (1) will open.This causes the VIMS to display a warning on themessage center.

i01385531

SensorsSMCS Code: 1408-NS

Note: The sensors that are listed in this section mayNOT be used on all machines.

Sensors provide the VIMS modules with inputinformation about changing conditions. The sensorsprovide information such as speed and temperature.The sensor signal changes in a proportional mannerin order to reflect the changing condition. The typesof sensor signals that are recognized by the VIMSmodules are listed here:

Frequency – The sensor produces an AC signal thatvaries in frequency (Hz) as the condition changes.

Pulse width modulated (PWM) – The sensorproduces a digital signal with a duty cycle thatvaries as the condition changes. The frequency ofthis signal is relatively constant and the frequencycontains no information.

Frequency Sensors

Frequency sensors produce a sine wave signal orsquare wave signal that varies in frequency (Hz) asthe condition changes.

Suspension Cylinder Pressure Sensor


Suspension Cylinder Pressure Sensor

(1) Schematic symbol(2) Sensor

Suspension cylinder pressure sensor (2) reactsto the pressure in a suspension cylinder. Thesensor receives operating power from the machineelectrical system. The sensor sends a square wavesignal that increases in frequency as the suspensioncylinder pressure increase to the VIMS interfacemodule. The signal voltage is relatively constantand the voltage contains no information. In orderto determine the suspension cylinder pressure,the VIMS module measures the frequency of thesignal. Calibration of the VIMS truck payload systemis required after replacement of the suspensioncylinder pressure sensor.


Speed Sensor


Speed Sensor

The speed sensor sends a signal that is proportionalto the engine speed of the 994 to the VIMS module.Because this is a powered sensor, the outputvoltage is relatively constant and the output voltagedoes not contain information.

Lift and Tilt Cylinder Oil Pressure Sensor


Lift and Tilt Cylinder Oil Pressure Sensor


Lift and tilt cylinders oil pressure sensor (2) reacts tothe pressure that is in the lift cylinder or tilt cylinder.One Lift and tilt cylinders oil pressure sensor is usedin each oil circuit. The sensor receives operatingpower from the machine electrical system. Thesensor sends a square wave signal to the VIMS. Thesquare wave signal increases in frequency as thepressure in the suspension cylinders increases. Thesignal voltage is relatively constant and the voltagedoes not contain information. The VIMS measuresthe frequency in order to determine the pressurein the lift cylinders or tilt cylinders. Calibration ofthe VIMS loader payload system is required afterreplacement of the lift cylinder oil pressure sensorand tilt cylinder oil pressure sensor.

Resistive Sensors

Fuel Level Sensor - Resistive Type


Fuel Level Sender

(1) Sender(2) Schematic symbol(3) Pictograph symbol


Buffer (Fuel Level)

(4) Schematic symbol(5) Buffer

Fuel level sender (1) and buffer (5) provide a way ofsensing the level of the fuel. A resistive signal whichcorresponds to the depth of the fuel within the fueltank is sent from sender (1) to buffer (5). Buffer(5) receives operating power from the machineelectrical system. The buffer converts the resistivesender signal into a PWM signal which is sent tothe VIMS. The VIMS measures the duty cycle of thesignal from the buffer in order to determine the levelof fuel on large wheel loaders (LWL).


Pulse Width Modulated Sensors(PWM)


Pulse Width Modulated Signal


Typical Schematic of a PWM Sensor

Pulse width modulated sensors (PWM) produce adigital signal with a duty cycle that varies as thecondition changes. The frequency remains constant.

Temperature Sensor - Fluids AndAmbient Air


Fluid Temperature Sensor


Temperature sensor (2) reacts to the temperatureof fluids such as hydraulic oil, power train oil, orengine coolant. The sensor receives operatingpower from the VIMS interface module. The sensorsends a signal that changes as the fluid temperaturechanges to the main module. The VIMS measuresthe duty cycle of the sensor signal in order todetermine the fluid temperature.

Temperature Sensor - Engine ExhaustGas


Engine Exhaust Gas Temperature Sensor



Temperature sensor (2) reacts to the temperatureof engine exhaust gas. The sensor receivesoperating power from the VIMS interface module.The sensor sends a PWM signal which changes asthe temperature of the engine exhaust gas changesto the main module. The control measures the dutycycle of the sensor signal in order to determine thetemperature.

Pressure Sensor


Pressure Sensor


Pressure sensor (2) reacts to system pressuresuch as system air pressure. The sensor receivesoperating power from the appropriate interfacemodule. The sensor sends a PWM signal to theVIMS that changes in proportion to the air pressure.The VIMS measures the duty cycle of the sensorsignal in order to determine the pressure.

Coolant Loss Sensor


Coolant Loss Sensor

(1) Sensor(2) Schematic symbol(3) Plastic sleeve

The coolant loss sensor is an electronic switch thatis activated by coolant. During normal operation,coolant loss sensor (1) is closed to ground. Theswitch opens when the coolant level is too low.The VIMS module warns the operator of a verylow coolant condition in the cooling system whenthe switch opens. The sensor has a connectorwith three contacts. Contact “A” connects to the+8 DCV sensor power from the interface module.Contact “B” connects to ground and contact “C”(switch output) connects to the input of the interfacemodule. When the sensor is tested on the bench,the switch is open when power and ground aredisconnected. The sensor cannot be tested in thisstate.

Note: DO NOT remove plastic sleeve (3) from theprobe. This plastic sleeve is required for properswitch operation.

The internal electronic switch that is in this sensorfunctions as a mechanical switch. The switch iseither open or the switch is closed to ground.Contact C is closed to contact B. This sensorworks with ONLY water or water/glycol solutions(antifreeze). The sensor will not work with oils,fuels, etc. A pull-up voltage must be present at thesignal lead. The pull-up voltage is used in orderto pull up the open circuit voltage, when a lossof coolant has caused the switch to open. Thispull-up voltage (5 VDC) is supplied by the interfacemodule. The pull-up voltage can only be measuredwith a multimeter when the switch is open. When 5volts are present on the signal lead during normaloperation, the switch is open.

Lift Arm Angle Position Sensor


Lift Arm Angle Position Sensor



The angle position sensor of the lift arm is an inputto an interface module (994). The position sensoris mounted near the pivot center of the machineslift arm. This is a Pulse Width Modulated Sensor(PWM). The sensor receives operating power fromthe machine electrical system. The sensor hasan output frequency of 600 Hz. The frequencywill remain constant. This sensor continuouslygenerates a PWM signal. The duty cycle varies inproportion to the angle of the lift arm. The interfacemodule receives the duty cycle of the PWM signal.The interface module then measures the duty cycleof the PWM signal in order to determine the angle ofthe lift arm. the VIMS module uses this informationin order to determine the location of the lift arms foruse with the loader payload system.

Note: The position angle sensor of the lift arm mustbe calibrated after replacement. See the Testingand Adjusting, “LPS Calibration” section of thismanual for the calibration procedure and see theTesting and Adjusting, “Position Sensor (Lift Arm) -Adjust” section for the adjustment procedure. Becareful not to force rotation of the sensor beyondthe mechanical limits. Forcing the rotation of thesensor may cause permanent damage.

Fuel Level Sensor - Ultrasonic Type


Fuel Level Sensor - Ultrasonic Type

(1) Schematic symbol(2) Float(3) Guide tube(4) Sensor

Fuel level sensor (4) reacts to the level of the fuel inthe fuel tank. Sensor (4) emits an ultrasonic signalup guide tube (3). The ultrasonic signal is reflectedoff a metal disk on the bottom of float (2) and thesignal returns to the sensor. The sensor measuresthe travel time of the ultrasonic signal. The traveltime includes the time to the float and the timeback to the sensor. The sensor also measures thetemperature of the fuel in order to compensateaccordingly. The status of contact 3of the sensorindicates whether the sensor is used in a deeptank or a shallow tank. Contact 3 should be openfor a deep tank that has a maximum depth of2300 mm (90 inch). Contact 3 should be groundedfor a shallow tank that has a maximum depth of1150 mm (45 inch). The sensor receives operatingpower from the machine electrical system. TheVIMS interface module receives a PWM signal fromthe sensor that changes as the fuel level changes.The VIMS module measures the duty cycle of thesensor signal in order to determine the fuel level.

Note: The fuel level sensor cannot be bench tested.The sensor must have fuel in guide tube (3) in orderto operate properly. The sensor can be tested onlywhile the sensor is installed on a machine. Forspecifications and test procedures, see the Testingand Adjusting, “PWM Sensor Tests” section.

i00946127

Data ConnectorsSMCS Code: 1408-CY; 7553


RS-232 Port For Downloading

9D-3374 Connector



Mating Connector For Downloading Cable

8C-6313 Connector


8D-9537 Cap

i00946469

Action LampSMCS Code: 7431


Action Lamp Symbol

The action lamp connects to connector contact 20of the VIMS main module. The action lamp is anincandescent lamp (“most C-series OHT use anLED”) that is located within the operator’s viewingarea. The FLASHING of the action lamp tells theoperator that a condition exists. The condition willrequire changing the operation of the machine. Themain module FLASHES the action lamp whenever awarning category 2, 2S or 3 problem exists.

i01385587

Action AlarmSMCS Code: 7407


Action Alarm

(1) Schematic symbol(2) Action alarm

The action alarm always connects to connectorcontact 24 of the VIMS main module. The intermittentSOUNDING of the action alarm (category 3) tells theoperator to shutdown the machine immediately. TheVIMS main module will SOUND the action alarm,whenever a category 3 warning exists.

A category 2 special warning will sound this alarmcontinuously. This indicates an urgent need tomodify machine operation.

The action alarm does not operate when the engineis stopped. The VIMS main module gets informationfrom the engine control in order to determine thatthe engine is running. The action alarm SOUNDS,as required. The action alarm SOUNDS when theengine is running and a category 2 special warningor a category 3 warning is present.


i01385592

Payload LampsSMCS Code: 1430-LMP; 7494-LMP


Truck Payload Lamp

(1) Truck Payload Lamp(2) Schematic

The red payload lamp output connector contact 22and green payload lamp output connector contact23 of the VIMS main module are connected tothe truck payload lamps. The payload lamps arelocated outside of the cab. The lamps are in anarea that is easily seen by the loader operator thatis loading the truck. The payload lamps can beturned ON by the VIMS module at various stages ofthe truck loading process.

i01385600

Service LampSMCS Code: 7431-LMP


Service Lamp

(1) Service Lamp(2) Schematic

The service indicator lamp connects to the outputof the service indicator lamp (contact 21) of theVIMS main module. The service indicator lamp hasa blue lens. The service indicator lamp is locatedoutside the cab in an area that is easily seen bysomeone that is a distance away from the machine.The service indicator lamp is turned ON in order towarn the service personnel that the VIMS modulehas detected an active event (data or machine). Aflashing service indicator lamp indicates that theevent could be damaging to the machine. If theevent becomes inactive, the service indicator lampis turned OFF. However, the event is stored in themain module memory.

When power is applied to the VIMS module (keystart switch to the ON position), the main modulememory is checked for any inactive events. Ifany events are found, the service indicator lampis FLASHED three times. If no events are found,the service indicator lamp is FLASHED once. Theservice indicator lamp can be reset via the keypador the off-board service tool even if the event isstill active. For more information, see the SystemsOperation, “Service Operations” section of thismanual.


i01385611

Related ComponentsSMCS Code: 1408

Machine Batteries, Alternator And ElectricalSystem

The main module monitors the voltage of themachine electrical system. The control measuresthe system voltage. The control then determineswhether the system voltage is within specified limits.The voltage is measured at contact 1 (+battery) ofthe main module.

Other Electrical Components

Some machines have electronic control modulesthat are not part of the VIMS, but the electroniccontrol modules communicate with the VIMS. TheCAT data link connects these electronic controlstogether. This allows the sharing of information suchas engine oil pressure, engine speed, harnesscodes and diagnostic information. For example,an engine control sends engine speed informationto the main module over the CAT data link. In thissituation, the engine speed sensor is not part of theVIMS.

Solenoids


(1) Solenoid(2) Schematic symbol

The solenoid is used in order to allow “VIMS” tocause action. This action could be activating a lubesystem or stopping the engine.

Warm Up Solenoid Valves

Warm up solenoid valves are used by the largehydraulic excavators in order to ensure that thehydraulic controls work smoothly. Hydraulic oil isallowed to flow through the main control valve spoolfor each implement during periods of hydraulicinactivity. The solenoid is de-energized during thistime. When hydraulic activity is resumed the VIMSmodule energizes the solenoid in order to closethe warm up valve. This stops the warm up oilflow through the main control valves. The VIMSmodule uses the information that is received fromthe electronic engine control in order to regulate theoperation of the solenoids.

Diode Assemblies


(1) Schematic symbol of the type A diode assembly(2) Schematic symbol of the type B diode assembly(3) Diode assembly

Diode assembly (3) is installed at all solenoids thatare NOT activated by an electronic control module.The assembly is installed between the machineharness and the solenoid. These solenoids couldinclude various hydraulic solenoid valves and thehorn solenoid. Using the diode assemblies reducesthe amount of electrical noise that is created by theoperation of these solenoids. Electrical noise cancause erratic operation of the VIMS. The type Adiode assembly is used on most solenoids. The typeB diode assembly is used on the air conditionerclutch solenoid.


Service Key Switch


Service Key Switch

(1) Key switch(2) Schematic symbol

The service key switch is used in order to accessthe VIMS without turning the key start switch of themachine to the ON position.

i01488834

ParametersSMCS Code: 7601-NQ

Table 22

VIMS Parameter Description List

ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource

Module(s)SignalType Parameter Description

99“THROTTL LCKENABL”

Throttle LockEnable Switch

36 Calculated This indicates the position of thethrottle lock enable switch. Theswitch is either ON or OFF.

100 “ENG SPD” Engine Speed 36/57/58 Frequency This is the actual rotational speedof the crankshaft. The sensor ismounted on the flywheel housing(994) or on the camshaft (engineECM). The sensor generates a signalthat varies in frequency as the teethon the gear pass. The signal is sentto an ECM. The ECM uses the signalin order to determine the speed ofthe engine.

101 “TRBO IN PRES” Turbo InletPressure

36 Analog The pressure sensor for theturbocharger air inlet sends asignal that varies in voltage to theengine ECM. The engine ECM thencalculates the pressure according tothe voltage that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


102 “LT TRBO INPRES”

LeftTurbochargerInlet Pressure

36 Analog The left turbocharger inlet pressuresensor sends a signal that variesin voltage to the engine ECM. Theengine ECM then calculates thepressure according to the voltagethat is received.

103 “RT TRBO INPRES”

RightTurbochargerInlet Pressure

36 Analog The right turbocharger inlet pressuresensor sends a signal that variesin voltage to the engine ECM. Theengine ECM then calculates thepressure according to the voltagethat is received.

104 “PEAK AIRFLTR”

Peak Air Filter(Restriction)

36 Calculated This is used to show the peak ormaximum air filter restriction for agiven period of time. The engine ECMcalculates this value by subtractingthe value of the atmospheric pressurefrom the value of the turbochargerinlet pressure.

104 “AIR FLTR” Air Filter(Restriction)

36 Calculated This indicates the degree ofrestriction of the engine air filter. Theengine ECM uses the atmosphericair pressure and the turbocharger airinlet pressure in order to calculatethe amount of restriction across theengine air filter. The engine poweris derated 2 percent per kPa ofpressure difference above 6.5 kPa,up to a maximum total engine derateof 20 percent. The engine poweris derated up to 20 percent, if theengine ECM senses a malfunction ofeither of these pressure sensors.

105 “BOOST PRES” Boost Pressure 36 Analog The turbocharger outlet pressuresensor sends a signal that variesin voltage to the engine ECM. Theengine ECM then calculates boostaccording to the voltage that isreceived by subtracting atmosphericpressure.

106 “LT EXH TEMP” Left ExhaustTemperature

36/57/58 PWM This is the temperature within the leftexhaust manifold of the engine. AnECM receives a signal that changesin pulse width as the exhaust withinthe left exhaust manifold changestemperature. The ECM uses thepulse width that is received in orderto determine the temperature.

107 “RT-LT EXHTEMP”

Right MinusLeft ExhaustTemperature

49 Calculated The VIMS calculates this value bysubtracting the left manifold exhausttemperature from the right manifoldexhaust temperature.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


108 “RT EXH TEMP” Right ExhaustTemperature

36/57/58 PWM This is the temperature withinthe right exhaust manifold of theengine. An ECM receives a signalthat changes in pulse width as theexhaust within the right exhaustmanifold changes temperature. TheECM then uses the pulse widththat is received to determine thetemperature.

109 “TRBO OUTPRES”

TurbochargerOutlet Pressure

36 Analog The turbocharger outlet pressuresensor sends a signal that variesin voltage to the engine ECM. Theengine ECM then calculates thepressure according to the voltagethat is received.

110 “AFTCLRTEMP”

AftercoolerTemperature(Coolant)

36/57 PWM This is the temperature of the coolantoutlet of the engine aftercooler.The sensor sends a signal thatchanges in pulse width to an ECM.The ECM then uses the pulse widththat is received to determine thetemperature.

111 “F AFTRCLRTEMP”

FrontAftercoolerTemperature(Coolant)

36/57 PWM This is the temperature in the frontsection of the engine aftercooler. Thesensor sends a signal that changesin pulse width to an ECM. The ECMuses the pulse width that is receivedto determine the temperature.

112 “R AFTRCLRTEMP”

Rear AftercoolerTemperature(Coolant)

36/57 PWMorAnalog

This is the temperature in the rearsection of the engine aftercooler. Thesensor sends a signal that changesin pulse width to an ECM. The ECMuses the pulse width that is receivedto determine the temperature.

113 “START AID SW” Start Aid Switch 36 Switch This indicates the status of the startaid switch. The start aid switch iseither ON or OFF.

114 “WASTEGATEPOS”

Position ofthe WastegateValve

36 Analog This is the position of thewastegate valve on the outletof the turbocharger. The positionsensor for the wastegate has anoutput that changes in voltage asthe position of the wastegate valvechanges. The engine ECM calculatesthe position of the wastegate fromthe voltage that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


115 “COOL FANSPD”

Speed of theCooling Fan

36 Frequency This is the speed of the shaft of theengine cooling fan. The sensor thatis mounted on this shaft generates asignal that varies in frequency. Thesignal changes as the speed of thecooling fan changes. The engineECM calculates the speed of theengine cooling fan from the signalthat is received.

116 “ENG COLDMODE”

Cold ModeStatus

36 Calculated This indicates the cold mode status.The status is calculated by the engineECM. The status is either ON or OFF.

117 “ENG DERATE” EnginePower DeratePercentage

36 Calculated This is used to read the presentengine power derate percentage.Zero indicates that the engine poweris NOT derated.

118 “AIR FLTR” Peak Air FilterRestriction

36 Calculated This indicates the restriction ofthe peak air filter. The amount ofrestriction is calculated by the engineECM.

119 “ETHER INJEC” Ether Injection 36 Calculated This indicates when ether is beinginjected into an engine as a startingaid.

120 “FUEL POS” Fuel Position 36 Calculated This is calculated by the engine ECMafter considering the desired enginespeed, fuel ratio control (FRC), andactual engine speed.

121 “ENG LOAD” Engine Load 36 Calculated This is calculated by the engineECM. The engine ECM considersthe data that is listed below for thiscalculation:Engine speedPosition of the throttle switchThrottle positionBoost pressureAtmospheric pressureThis is shown as a percent of a fullload.

122 “FUEL FLTR” Fuel Filter(Bypass)

36/57/58 Switch This is the status of the fuel filter.The status is PLUGGED or OK.When the pressure across the filter isgreater than the specified pressure,the plunger of the switch moves. Thisallows the switch contacts to open.This tells the ECM that the filter isPLUGGED. With normal operation,the switch is closed to ground.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


123 “FUEL LVL” Fuel Level 57/58/50 PWM This is the level of fuel in the fuel tank.The fuel level is measured by a fuellevel sensor that is mounted in thebottom of the fuel tank (Off-highwaytrucks/Large excavators). Thissensor sends an ECM a pulse thatvaries in width as the fuel levelchanges. The fuel level is thencalculated according to the pulsewidth that is received. The sensoralso takes the temperature of the fuelinto consideration, and changes thepulse width accordingly. Large wheelloaders use a resistive sensor andfloat that connects to a PWM buffer.

124 “THROTTL SWPOS”

Throttle SwitchPosition

36 Switch This is the present setting of theten position throttle switch. (Largeexcavtors only)

125 “THROTTL POS” Throttle Position 36 PWM The is the position of the throttle footpedal. The throttle position sensorhas a pulse output that changes inwidth as the foot position of the pedalchanges. The engine ECM usesthe pulse width that is received todetermine the position of the throttle.

126 “FUEL FLOW” Fuel Flow 36 Calculated This is calculated by the VIMSfrom the Fuel Flow Engl parameterreceived from the engine ECM. TheFuel Flow Engl value (parameter127, in gal/sec), is converted tothis fuel flow (parameter 126). Thisrepresents the rate at which fuel isused by the engine. The units for thisparameter are gallons per hour.

127 “FUEL FLOWENGL”

Fuel Flow(English Units)

36 Calculated This value is calculated by the engineECM. The value is used to showthe rate at which fuel is used by theengine (English units). This value isused on older machines. The unitsare gallons per second.

128 “FUEL PRES” Fuel PressureFiltered(Primary)

57/58 PWM This is the fuel pressure that ispresent after the fuel filter.

129 “ENG FUELRATE”

Engine FuelRate

36 Calculated This value is calculated by the engineECM This is the rate at which fuel isused by the engine. The units areliters per hour.

130 “ENG OIL LVL” Engine Oil Level 36/57/58 Switch This is used to tell the engine ECMwhen the engine oil level is less thanthe minimum level that is desired. ,The switch is open when the oil levelis low. In normal operation, the switchis closed to ground.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


131 “ENG OIL PRES” Engine OilPressure

36/58 Analog This is the oil pressure inside of thethe engine after the oil filter. Thesensor sends a signal that varies involtage to an ECM. The ECM thencalculates the pressure according tothe voltage that is received. Actualwarning pressure depends upon theengine speed.

132 “ENG OIL PRESAB”

Engine OilPressure(Absolute)

36 Analog The oil pressure (absolute) insidethe engine. The sensor sends to anECM an voltage that varies as thepressure changes. The ECM thencalculates the pressure according tothe voltage that it receives. Actualwarning pressure depends uponthe engine speed. Atmosphericpressure is taken into account for thiscalculation.

133 “CNKCASEPRES”

CrankcasePressure

36 Analog The pressure inside the crankcase.The sensor sends the engine ECM avoltage that varies as the pressurechanges. The engine ECM thencalculates the pressure according tothe voltage that it receives.

134 “ENG COOLFLOW”

Engine CoolantFlow

57/58 Switch This switch notifies the VIMS of thestatus of coolant flow in the enginecooling system (water jacket). Duringnormal operation, the coolant flowswitch is closed to ground. Theswitch opens when coolant flow isless than specified.

135 “ENG COOLTEMP”

Engine CoolantTemperature

36/58 PWM This is the coolant temperaturein the engine cooling system. AnECM receives a signal that changesin voltage or pulse width as theengine coolant temperature changes.The ECM then determines thetemperature from the signal that isreceived.

136 “HYD COOLRBLKR”

HydraulicCooler Blocker

49 Switch This is the state of the Hydraulic OilCooler Blocker. The status is eitherON or OFF. ON means that thehydraulic oil is blocked from passingthrough the oil cooler assembly whilethe machine is warming up.

137 “AFTRCLR LVL” Aftercooler(Coolant) Level

57/58/50 Switch This switch notifies the VIMS ofthe status of the coolant level ofthe aftercooler. The switch (sensor)opens when the coolant level is low.During normal operation the switchis closed to ground. This switch(sensor) is an capacitive type switchthat is activated only by water oranti-freeze.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


138 “ENG COOLLVL”

Engine CoolantLevel

57/58 Switch This switch notifies the VIMS ofthe status of the engine coolantlevel. The switch (sensor) openswhen the coolant level is low. Duringnormal operation the switch is closedto ground. This switch (sensor) isan capacitive type switch that isactivated only by water or anti-freeze.

140 “SYS VOLTAGE” System Voltage 49 Calculated This is the actual voltage that existsbetween the positive battery terminalof the machine and frame groundmeasured at the main module.

141 “MAIN PILOTPRES”

Main PilotPressure

49 PWM This is the main pilot pressure of thehydraulic system. This pilot pressureincludes the swing, implement andtravel pilot pressures. An ECMreceives a signal that varies in pulsewidth as the pressure changes.

142 “IMPL PRES” Implement PilotOil Pressure

58 PWM This indicates that the pressure ofthe pilot oil for the implements. AnECM receives a signal that varies inpulse width as the pressure changes.

143 “IMPL PRESSW”

ImplementPressure Switch

58 Switch This is the implement pressureswitch status. The status of thisswitch indicates when the boom,bucket or stick function are active orinactive.

144 “UNFLTR OILPRES”

Unfiltered OilPressure

36 Analog This is the absolute pressure(inlcudes atmospheric pressure) ofthe engine oil before the engine oilfilter. The engine ECM receives avoltage that changes as the pressurechanges.

145 “HI BOOSTPRES ”

Boost PressureFront or RearHigh

49 Calculated This parameter monitors the warningstatus from the engine ECM todetermine if the front or rear boostpressure is high.

146 “LO BOOSTPRES”

Boost PressureFront or RearLow

49 Calculated This parameter monitors the warningstatus parameter from the engineECM to determine if the front boostpressure is low or the rear boostpressure is low.

147 “CNKCASEPRES”

CrankcaseAir Pressure(Gauge)

36 PWM The air pressure that is presentinside of the crankcase.

149 “COLD CYLCUTOUT”

Cold CylinderCutout

36 Calculated This is used to read and program theCold Cylinder Cutout Strategy status.

150 “AVE CYLTEMP”

Engine CylinderNo. 1 ExhaustTemperature

36 Analog The temperature of the exhaust ofthe No. 1 engine cylinder.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


151 “INJ-CYL 1TEMP”


























36 Analog The temperature of the No. 9 enginecylinder.












36 Analog TThe temperature of the exhaust ofthe No. 13 engine cylinder.










(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


167 “ENGPRELUBE”

Engine Pre-Lube Mode

36 Calculated This indicates the current mode ofthe engine pre-lube system. Theengine prelube modes are as follows:Pre-Lube is OFFPre-Lube is ONPre-Lube is DISABLEDPre-Lube is COMPLETED

168 “LT AIR FLTRRES”

Left Air FilterRestriction

36 Calculated This is the pressure drop acrossthe left air filter. The pressure iscalculated by subtracting the leftturbocharger inlet pressure from theatmospheric pressure.

169 “RT AIR FLTRRES”

Right Air FilterRestriction

36 Calculated This is the pressure drop acrossthe right air filter. The pressure iscalculated by subtracting the rightturbocharger inlet pressure from theatmospheric pressure.

171 “ENG OIL PRESST”

Engine OilPressure Status

36/34/33 Calculated This is the status of the engine oilpressure. The status of the engine oilpressure is OK, LO or HI.

172 “CRNK WO INJST”

Crank WithoutInjection Status

36/34/33 Switch This reads the crank without injectionstatus. The crank without injectionstatus is either ON or OFF.

173 “THROTTL SW1ST”

Throttle SwitchNo. 1 Status

36 Switch This indicates the status of the No. 1throttle switch. The switch contactsare closed (grounded) when the thestatus switch is ON.










177 “RT AIR FLTR” Right Air FilterRestriction

36 Switch This is the pressure drop across theright air filter. An open switch meansa plugged filter.

178 “LT AIR FLTR” Left Air FilterRestriction

36 Switch This is the pressure drop across theleft air filter. An open switch means aplugged filter.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


179 “AIR FLTRSTATUS”

Air FilterRestrictionStatus

36 Switch This is the status of the air filter. Theair filter is either PLUGGED or OK.When the pressure across the filter isgreater than the specified pressure,the plunger of the switch movesand allows the switch contacts toopen telling the ECM that the filter isPLUGGED. With normal operationthe switch is closed to ground.

180 “ENG STATUS” Overall TruckEngine Status.

36 Calculated This indicates the status of theengine. This parameter provides thestatus (enabled or disabled) of thefeatures that are listed below:Altitude DerateCold ModeCell ThrottleElevated IdleEngine DerateEngine SpeedCold Cylinder CutoutLow FUel PressureEmergency Stop ShutdownFuel InjectionHigh Hydraulic Oil TemperatureHigh Coolant TemperatureLow Oil Pressure

181 “ALTERNATOR#1”

Alternator No.1 50 Frequency This is the speed as indicated by thesignal from the alternator R terminal.The R terminal signal is affectedby belt slip and the health of thealternator.

182 “ALTERNATOR#2”

Alternator No.2 87 Frequency This is the speed as indicated by thesignal from the alternator R terminal.The R terminal signal is affectedby belt slip and tthe health of thealternator.

184 “THROTTLBYPASS”

Throttle Bypass 36 Switch This is the throttle override status.The status is either OFF or ON.

188 “TURBO INLETTEMP”

Turbo InletTemperature

36 Analog The temperature of the turbo inlet airto the engine.

230 “FNL LUBEPRES”

Final Drive LubeLow Pressure

116 Switch The status (OK, LOW or HIGH) ofthe final drive (differential) pumppressure, as indicated by a switch orsensor.

231 “BVL DIFFFLTR”

Diferential(Bevel Gear)Filter Status

116 Switch The status of the differential (bevelgear) filter as indicataed by a switchor sensor. The status is eitherPLUGGED or OK.

232 “BVL PMPPRES”

Differential(Bevel Gear)Lube Pressure

116 PWM This is the differential (bevel gear)lube pressure. The ECM readsthe pulse width of the signal anddetermines the pressure from thesignal that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


233 “FNL LUBEFLTR”

Final Drive FilterSwitch

116 Switch This is the status of the final drive(differential) filter switch. The statusis either PLUGGED or OK.

234 “DIFF OIL LVL” Differential OilLevel

116 Switch This is the position of the differential(drive axle) oil level switch.

235 “DIFF TEMP” Differential OilTemperature

116 PWM This is the temperature of the oilin the differential (axle). The ECMreads the pulse width of the signaland determines the pressure fromthe signal that is received.

240 “GND LVLSHUTDN R”

Ground LevelShutdownSignal Rear

36 Switch This is the status of the rear groundlevel shutdown switch. The status iseither ON or OFF.

250 “GND LVLSHUTDN F”

Ground LevelShutdownSignal Front

33 Switch This is the status of the front groundlevel shutdown switch. The status iseither ON or OFF.

251 “ENG DERATEF”

Engine DeratePercentageFront

33 Analog This indicates the present frontengine power percentage. Zeroindicates the engine is not derated

252 “GOV STATUSF”

SlaveGoverningStatus FrontEngine

34 Calculated This indicates the governing status(ALONE or SLAVE) of the frontengine slave ECM.

253 “F AFTRCLRTEMP”

FrontAftercoolerTemperature(Coolant)

33 PWM This is the temperature of thecoolant in the engine front aftercoolersystem. ON MACHINES WITHTWO ENGINE AFTERCOOLERCOOLANT TEMPERATURESENSORS THIS REFERS TO THEFRONT ENGINE AFTERCOOLERCOOLANT TEMPERATURE.

255 “BOOST PRESF”

Engine Outlet(Boost)Pressure Front

33 Analog This is the pressure downstream onthe compressor discharge side of theturbocharger on the front engine.

256 “CNKCASEPRES F”

EngineCrankcasePressure Front

33 PWM This is the pressure inside thecrankcase of the front engine.

258 “F ENG LOAD” Engine LoadFront

33 Analog This is the actual percentage ofengine load.

259 “ENG OIL FLTRF”

Engine Oil FilterDifferentialPressure(Gauge) Front

33 PWM This is the pressure drop across theengine oil filter for the front engine.

260 “ENG OIL LVL F” Engine Oil LevelFront

33 Switch This is the level of the oil in thecrankcase for the front engine.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


261 “ENG OIL PRESF”

Engine OilPressure Front

33 Analog This is the oil pressure inside thefront engine. The sensor sends toan ECM a voltage that varies as thepressure changes. The ECM thencalculates the pressure according tothe voltage that it receives. Actualwarning pressure depends upon theengine speed.

262 “F ENGSTATUS”

Engine StatusFront

33 Calculated This is the front engine status.This parameter provides the status(enabled or disabled) of the featuresthat are listed below:Altitude DerateCold ModeCell ThrottleElevated IdleEngine DerateEngine SpeedCold Cylinder CutoutLow FUel PressureEmergency Stop ShutdownFuel InjectionHigh Hydraulic Oil TemperatureHigh Coolant TemperatureLow Oil Pressure

263 “F WASTEGATEPOS”

FrontWastegatePosition

33 Analog This is the position of the wastegatevalve on the front engine turbocharger(outlet). The wastegate positionsensor has an output that changesin voltage as the wastegate valveposition changes From this voltagethe front eng ECM calculates thewaste gate position.

264 “F FUEL FLTR” Engine FuelFilter StatusFront

33 Switch This is the status of the front enginefuel filter. The status is PLUGGEDor OK. When the pressure acrossthe filter is greater than the specifiedpressure, the plunger of the switchmoves and allows the switch contactsto open telling the ECM that the filteris PLUGGED. With normal operation,the switch is closed to ground.

265 “BOOST PRESHI F”

High BoostPressure Front

49 Analog This is the front turbocharger outletpressure. The sensor sends a voltagethat varies as the pressure changesto the engine ECM. The engine ECMthen calculates boost accordingto the voltage that is received bysubtracting atmospheric pressure.

266 “OIL PRES FLO”

Low OilPressure Front

49 Calculated This parameter monitors the enginestatus parameter to see if the frontengine oil pressure is low.

267 “EXH TEMP LTF” Engine LeftFront TurboExhaustTemperature

33 PWM This is the temperature of the exhauston the left bank of the front engine.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


268 “EXH TEMPRTF”

Engine RightFront TurboExhaustTemperature

33 PWM This is the temperature of the exhauston the right bank of the front engine.

269 “F RT- F LT EXHTEMP”

Front RightMinus FrontLeft ExhaustTemperature

49,50 Calculated This is calculated by an ECM, TheECM subtracts the front engine rightmanifold exhaust temperature fromthe front engine left manifold exhausttemperature.

270 “ENG FUELRATE F”

Engine FuelRate Front

33 Calculated This is the rate at which fuel is beingused by the front engine.

271 “ENG SPD F” Engine SpeedFront

33 Frequency The actual rotational speed of thecrankshaft on the front engine.

273 “F TRBO INPRES”

Engine TurboInlet PressureFront

33 Analog This is the pressure (absolute) of theair coming into the right turbochargerfor the front engine.

274 “F LO BOOSTPRES ”

Low BoostPressure Front

49 Calculated This parameter monitors the warningstatus parameter of the engine ECMto see if the boost pressure is low.

275 “ENG DERATER”

Rear EnginePower Deratepercentage

34 Analog This indicates the percentage of thepresent derate of the rear engine.Zero indicates the engine is notderated.

276 “GOV STAT R” SlaveGoverningStatus RearEngine

34 Calculated Indicates the governing status(ALONE or SLAVE) of the rearengine slave ECM.

277 “R AFTRCLRTEMP”

Rear AftercoolerTemperature

34 PWM This is the temperature of the coolantin the rear engine aftercooler system.

278 “BOOST PRESR ”

Engine TurboOutlet (Boost)Pressure Rear

34 Analog This is the pressure on thecompressor discharge side of theturbocharger of the rear engine.

279 “ENG LOAD R” Engine LoadRear

34 Analog This is the actual percentage valueof rear engine load.

280 “ENG OIL PRESR”

Engine OilPressure Rear

34 Analog This is the oil pressure in the rearengine lubrication system.

281 “ENG STATUSR”

Engine StatusRear

34 Calculated This is the rear engine status. Thisdetermines the priority of enginestatus messages displayed onservice tools.

282 “WASTEGATEPOS R”

WastegatePosition Rear

34 Analog This is the position of the wastegatevalve on the rear engine turbocharger(outlet). The wastegate positionsensor has an output that changesin voltage as the wastegate valveposition changes. From this voltage,the engine ECM calculates theposition of he wastegate valve.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


283 “FUEL FLTR R ” Engine FuelFilter StatusRear

34 Switch This is the status of the rear enginefuel filter. The status is eitherPLUGGED or OK.

300 “GEAR BOXTEMP”

Gear BoxTemperature

36/58 PWM This is the oil temperature in themachine (large excavators) gearbox.An ECM receives a signal thatchanges in pulse width as thegear box oil temperature changes.The ECM then determines thetemperature from the pulse width thatis received.

301 “GEAR BOXPRES”

Gear BoxPressure

57/58 PWM This is the oil pressure measuredin the gear box. The sensor sendsthe VIMS a pulse that varies in widthas the oil pressure changes. TheVIMS then calculates the pressureaccording to the pulse width that isreceived.

302 “GEAR BOXCHIP”

Gear Box Chip(Detector)

58 Switch This switch notifies the VIMS if chipshave been detected in the gearboxoil. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing theswitch to close, and thus making ashort circuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

303 “PT OIL FLTR” Power Train OilFilter

57/58 Switch This is the status of the PowerTrain Oil Filter. The status is eitherPLUGGED or OK. When thepressure across the filter is greaterthan the specified pressure, theswitch plunger moves and allows theswitch contacts to open telling theVIMS that the filter is PLUGGED.With normal operation, meaningacceptable pressure drop, theswitch contacts are closed and thecircuit is grounded. Cold oils oftencause a known filter restriction, sothe VIMS ignores warnings (openswitch) when oil temperature is belowapproximately 125 degrees F.

305 “TRN GEAR” TransmissionGear

81 Switch This is calculated by the transmissionECM and indicates the actual gearthat the transmission is in.Indicatesthe actual transmission gear of themachine.

306 “GEARSELECT”

TransmissionCane Select

81 Calculated This is the gear that the operator hasselected in the machine cab. A switchon the gear select lever convertslever position into digital code for useby the transmission ECM.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


310 “TC FLTR” TorqueConverter Filter(Bypass)

58/81 Switch This is the status of the torqueconverter inlet oil filter. The statusis PLUGGED or OK. When thepressure across the filter is greaterthan the specified pressure, theswitch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the filter is plugged.With normal operation, the switchcontacts are closed and the circuitis grounded. Cold oils often causea known filter restriction, so theVIMS ignores warnings (open switch)when oil temperature is belowapproximately 125 degrees F.

311 “TC OUT SPD” TorqueConverterOutput Speed

27/57/81 Frequency This is the speed of the torqueconverter output shaft. The sensorsends a signal to an ECM that isproportional in frequency dependingon the torque converter output shaftspeed. The ECM then calculates thespeed based upon the frequency thatis received.

312 “TC SCREEN” TorqueConverterScreen

57/58/ 81 Switch This is the status of the torqueconverter outlet screen (filter). Thestatus is PLUGGED or OK. As thetorque converter screen becomesPLUGGED, the pressure across thescreen causes the torque converterscreen to be bypassed. When thisbypass occurs, this switch openstelling the VIMS that the torqueconverter screen needs to bereplaced or cleaned.

313 “TC OUT TEMP” TorqueConverterOutletTemperature

57/81 PWM This is the oil temperature on theoutlet side of the torque converter.The VIMS receives a signal thatchanges in pulse width as the torqueconverter outlet oil temperaturechanges. The VIMS then determinesthe temperature from the pulse widththat is received.

314 “TC TEMP” TorqueConverterTemperature

57 PWM This is the oil temperature on theoutlet of the torque converter. TheVIMS receives a signal that varies inpulse width as the torque converteroil temperature changes. The VIMSthen determines the temperaturefrom the pulse width that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


315 “TC OUT PRES” TorqueConverterOutlet Pressure

58 PWM This is the oil pressure on the outletside of the torque converter. TheVIMS receives a signal that changesin pulse width as the pressurechanges. The VIMS then calculatesthe pressure according to the pulsewidth that is received.

316 “TC PDL POS” TorqueConverter PedalPosition

81 Calculated This is the position of the torqueconverter foot pedal (large wheelloaders). The torque converterposition sensor has an pulseoutput that changes in width as thetorque converter foot pedal positionchanges. The ECM then uses thissignal to determine the torqueconverter position. As the torqueconverter pedal is depressed, torqueconverter power to the wheels isdecreased. After an approximate halfway point, the brakes begin to beapplied.

320 “TC CTRL” TorqueConverterControl

58 CDL This indicates if the torque converterhas detected a failure. Refer tothe torque converter ECM servicemanual for further information (994).

322 “QUICKSHIFTSW”

QuickshiftSwitch Position

81 Calculated This is the position of the quickshiftswitch. The switch is either ON orOFF.

323 “LUC ENABLE” Lockup ClutchEnable SwitchPosition

81 Switch This is the position of the lockupclutch enable switch. The switch iseither ON or OFF.

324 “PMP DRIVETEMP”

Pump Drive OilTemperature

81 PWM This is the actual temperature ofthe implement pump oil. The VIMSreceives a signal that varies in pulsewidth as the pump oil temperaturechanges. The VIMS then determinesthe temperature from the pulse widththat is received.

325 “DIFF TEMP” DifferentialTemperature(Oil)

58 PWM This is the oil temperature insideof the differential axle. The VIMSreceives a signal that varies inpulse width as the differential oiltemperature changes. The VIMSthen determines the temperaturefrom the pulse width that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


326 “DIFF CHIP” Differential Chip(Detector)

59 Switch This switch notifies the VIMS ifchips have been detected in thedifferential. As metal chips collect onthe magnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

327 “DIFF FLTR SW” Differential FilterSwitch (Bypass)

30/58/116 Switch This is the status of the differentialaxle oil filter. The status is eitherPLUGGED or OK. When thepressure across the filter is greaterthan the specified pressure, theswitch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the differential filter isPLUGGED. With normal operation,meaning acceptable pressure drop,the switch contacts are closed toground.

328 “DIFF LUBEPRES”

Differential LubePressure

30/58/116 PWM This is the lubrication pressurewithin the differential axle housing.The sensor sends an ECM a pulsethat varies in width as pressurechanges. The ECM then calculatesthe pressure according to the pulsewidth that is received.

329 “TRN P1 PRES” TransmissionPressure P1

81 PWM This is the transmission P1 (controlsystem) pressure.

330 “TRN P2 PRES” TransmissionPressure P2

81 PWM This is the transmission P2 (clutch-fill)pressure.

331 “IMPLR CLTCHPRES”

Impeller ClutchPressure

81 PWM This is the impeller clutch pressure.The sensor sends an ECM a pulsethat varies in width as the pressurechanges. The ECM then calculatesthe pressure according to the pulsewidth that is received.

332 “LUC SOL CMD” Lockup ClutchCurrent (Amp)Percentage

81 Calculated This is the solenoid command (orcurrent) as a percentage of maximumthat is being delivered to the lockupclutch solenoid.

333 “RIMPULLSTATUS”

ReducedRimpull Status

81 Switch This is the status of the reducedrimpull feature. The status is eitherACTIVE or INACTIVE.

337 “TRN IN SPD” TransmissionInput Speed

81 Frequency This is the actual rotational speedof the output shaft of the torqueconverter which is the input to thetransmission.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


338 “TRN INTRMEDSPD”

TransmissionIntermediateSpeed

81 Frequency This is the actual rotational speedof the intermediate shaft of thetransmission as seen by speedsensor No.1.

339 “TRN LATCHPRES”

TransmissionLatchingPressure

81 Frequency This is th etransmission latchingpressure. The transmission ECMreceives a signal to determine if thetransmission is latched or unlatced.

340 “TRN LCKOUTST”

TransmissionLockout Status

81 Calculated This is the status of the transmissionlock. The transmission lock inhibitsthe transmission from going intogear while the service technician isworking on the machine.

341 “TRN OIL LVL” TransmissionOil Level

81 PWM This is the status of the transmissionoil level.

342 “TRN OIL PRES” TransmissionOil Pressure

81 PWM This is the transmission lube oilpressure.

343 “TRN LCKOUTSW”

TransmissionLockout Switch

81 Calculated This is the position of the transmissioncontrol lever in the cab:REVERSEFORWARDNEUTRALNOT-IN-REVERSE

346 “TRN COLDMODE”

TransmissionCold Mode

81 Calculated This indicates the cold mode statusas calculated by the transmissionECM. The status is either active orinactive.

347 “TRN OUT SPD2”

TransmissionOutput Speed 2

81 Frequency This is the speed of the transmissionoutput shaft. This signal comesthrough the transmission speeddistributor and is sent to thetransmission ECM. The transmissionoutput speed is directly proportionalto ground speed.

349 “TRN GEAR” TransmissionGear

27/81 Switch This is calculated by EPTC (electronicprogrammable transmission ECM) ortransmission ECM and indicates theactual gear that the transmission isin.

350 “TRN LUBETEMP”

TransmissionLubeTemperature

58/81 PWM This is the temperature of thetransmission lubrication oil. TheVIMS receives a signal that changesin pulse width as the temperatureof the transmission lubrication oilchanges. The VIMS uses the pulsewidth that it receives to determinethe oil temperature.

351 “GEARSELECT”

Gear Select (ByOperator)

27/81 Switch This is the gear that the operator hasselected in the machine cab. A switchon the gear select lever convertslever position into digital code for useby the transmission ECM.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


352 “ACT GEAR” Gear CodeActual Gear(Transmission)

31 Calculated This is the actual gear that thetransmission is in at the presenttime. This is being phased out andreplaced with parameter 349 in 9.Xor later class of onboard software.

353 “GEAR CODE” TransmissionGear

27/81 Switch This is calculated by EPTC (electronicprogrammable transmission ECM) ortransmission ECM and indicates theactual gear that the transmission isin. Being phased out and replacedwith parameter 349 in 9.X or later ofonboard software.

354 “PREVIOUSGEAR”

Previous Gear 27 Calculated No longer used.

355 “TRN OUT SPD” TransmissionOut Speed

81 Frequency This is the speed of the transmissionoutput shaft. This signal goes throughthe transmission speed distributor(OHT) and is sent to the transmissionECM. The transmission output speedis directly proportional to groundspeed.

355 “TRN OUTSPD1”

TransmissionOutput Speed 1

81 Frequency This is the speed of the transmissionoutput shaft. This signal goes throughthe transmission speed distributor(OHT) and is sent to the transmissionECM. The transmission output speedis directly proportional to groundspeed.

356 “TRN CHRGFLTR”

TransmissionCharge Filter(Bypass)

57/58/81 Switch This is the status of the transmissioncharge filter. the status is eitherPLUGGED or OK. The transmissioncharge line supplies oil to thehydraulic control valves of thetransmission. When the pressureacross the filter is greater thanthe specified pressure, the switchplunger moves and allows the switchcontacts to open, telling the VIMSthat the filter is PLUGGED.

357 “TRN LUBEFLTR”

TransmissionLube Filter(Bypass)

58 Switch This is the status of the transmissionlubrication filter. The status iseither PLUGGED or OK. When thepressure across the filter is greaterthan the specified pressure, theswitch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the filter is plugged.With normal operation, meaningacceptable pressure drop, the switchcontacts are closed to ground. Thetransmission lube circuit provideslubrication to the clutch disks,bearings, etc.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


358 “TRN SLIP” TransmissionSlip (OHT)

27 Calculated The degree to which the transmissionis slipping at the completion ofa shift. This is calculated bythe transmission ECM. In thiscalculation, the transmission inputand output speeds are compared.This time is the summation of timefor the transmission control solenoids(up/dowm), actuator the up/downsolenoid control, clutch fill, andactual slippage of the transmissionplates/disk.

359 “LCKUP SLIP” Lockup Slip 27 Calculated This is the degree to which the torqueconverter lockup clutch is slippingwhen entering the lockup state. Thisis calculated by the transmissionECM. In this calculation, the torqueconverter input speeds and theoutput speeds are compared. Totalsliptime is made up of the individualactuation times much like parameter358.

360 “GEAR CHNGCODE”

Gear ChangeCode

31 Calculated No longer used in 9.X-up except intrends. Reads the gear change codeof the slip packet. Calibrated by thetransmission control.

361 “GEAR MVMTTIME”

Gear MovementTime

31 Calculated This is no longer used in 9.X-upexcept in trends. This reads the gearmovement time of the slip packet.Calibrated is done throught thetransmission ECMl.

362 “TRN LUBETEMP”

TransmissionLubeTemperature

58 PWM This is the temperature of thetransmission lubrication oil. TheVIMS receives a signal that changesin pulse width as the transmissionlubrication oil temperature changes.The VIMS then uses the pulse widththat is received to determine thetemperature of the transmissionlubrication oil.

364 “TRN PMPPRES”

Transmission(Oil) PumpPressure

58 PWM This is the lube oil pressure within thetransmission. The pressure sensorsends the VIMS a pulse that varies inwidth as the pressure changes. TheVIMS then calculates the pressureaccording to the pulse width that isreceived.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


365 “TRN FLTR” TransmissionFilter (Bypass)

58 Switch This is the status of the transmissionoil filter. The status is eitherPLUGGED or OK. When thepressure across the filter is greaterthan the specified pressure, theswitch plunger moves allowing theswitch contacts to open telling theVIMS that the filter is PLUGGED.With normal operation the switchcontacts are closed and the circuitis grounded. Cold oils often causea known filter restriction, so theVIMS ignores warnings (open switch)when oil temperature is belowapproximately 125 degrees F.

366 “NTRL SW” Neutral Switch 57 Switch This tells the transmission ECMwhether the transmission shiftlinkage is in the neutral position.When the switch is in the neutralposition, the operator is allowed tocrank the engine.

369 “NTLRZR SW” NeutralizerPressure SwitchPosition

81 Switch This reads the position of theneutralizer pressure switch. Theswitch is either in the RUN orNEUTRAL position.

370 “RIMPULL %” ControlledRimpullPercentage

81 Calculated This is used to read percent ofmaximum rimpull that is controlledby the transmission ECM. This isbased on the reduced rimpull settingand the torque converter pedalmodulation. This is not the actual oravailable rimpull, which is affected bythe operation of the equipment.

371 “IMPLR CLCHCUR”

Impeller ClutchCurrent (Amp)Percentage

81 Calculated This is the current as a percentageof maximum that is delivered to theimpeller clutch solenoid from thetransmission ECM.

372 “RIMPULLSELECT2”

ReducedRimpullSelectionSwitch Position

81 Switch ThIs is the position of the reducedrimpull selection switch.LOWMEDIUM LOWMEDIUM HIGHHIGH

373 “RIMPULLSTATUS 2”

ReducedRimpullON/OFF SwitchPosition

81 Switch This is the position of the reducedrimpull ON/OFF switch.

374 “PARKBK” Parking BrakePressure SwitchStatus

81 Switch This is used to read the status ofthe parking brake pressure switch.The parking brake is engaged whenthe pressure is LOW (open). Theparking brake is disengaged whenthe pressure is HIGH (closed).

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


376 “BRK PRES SW” Braking SystemPressure Switch

116 Switch This is the present state of theservice brake. ON (switch is closed)or OFF (switch is open).

377 “BRK PUMPSPD”

Braking CoolingPump Speed

116 Sensor This is the speed of the brake coolingpump. The speed is from 0 to 2000RPM.

378 “BRK COOLFLTR F”

Front BrakeCooling FilterBypass

87 Switch This is the status of the front brakecooling filter. The status is either OKor PLUGGED.

379 “PARKBK DRSTATUS”

Parking BrakeDragging Status

116 Calculated This is the dragging status of theparking brakes. Dragging brakemeans the brake pressure sensorindicates the the the parking brake isengaged, however the operator is notasking to engage the brake and thebrake ECM is not trying to engagethe brake.

380 “RETRDR” Retarder 83/116 Switch This is the status of the retardersystem. This parameter will displayeither an ON or OFF state.

381 “BRK COOLFLTR R”

Brake CoolingFilter BypassRear

116 Switch This is the status of the rear brakecooling filter. The status is either OKor PLUGGED.

382 “BRK LOCKDN” Remote ParkBrake Set

116 Switch This is the status of the parking brakelock. The active (ON) status indicatesthe parking brake is engaged. Theinactive (OFF) status indicates theparking brake is disengaged.

400 “LT DRIVE CHIP” Left Drive Chip(Detector)

59 Switch This switch notifies the VIMS if chipshave been detected in the left drivemotor. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K Ohms.

401 “RT DRIVECHIP”

Right Drive Chip(Detector)

58 Switch This switch notifies VIMS if chipshave been detected in the right drivemotor. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

415 “SERV BRKPEDAL”

Service BrakePedal PositionStatus

36 Switch This reads the position of the servicebrake pedal as released (OFF) ordepressed (ON).

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


416 “PARKBK PRESLTR”

Left RearParking BrakeOil Pressure

116 PWM This is the oil pressure for the left rearparking brake. The sensor sends theVIMS a pulse that varies in width asthe pressure changes. the VIMS thencalculates the pressure according tothe pulse width that is received.

417 “PARKBK PRESRTR”

Right RearParking BrakeOil Pressure

116 PWM The oil pressure for the right rearparking brake. The pressure sensorsends to VIMS a pulse that variesin width as the pressure changes.VIMS then calculates the pressureaccording to the pulse width that itreceives.

418 “LTR WHEELSPD”

Left Rear WheelSpeed

27/116 Frequency This is used to read the actualrotational speed of the left rear axlein RPM.

419 “RTR WHEELSPD”

Right RearWheel Speed

27/116 Frequency This is used to read the actualrotational speed of the right rear axlein RPM.

436 “RTR-RTF BRKTEMP”

Right RearMinus RightFront BrakeTemperature

49 Calculated This is calculated by the VIMS. Thevalue is determined by subtractingthe temperature of the right frontbrake from the temperature of theright rear brake.

437 “LTR-LTF BRKTEMP”

Left Rear MinusLeft Front BrakeTemperature

49 Calculated This is calculated by the VIMS. Thevalue is determined by subtractingthe temperature of the the left frontbrake from the temperatur of the leftrear brake.

438 “STRG OILPRES”

Steering PumpOil PressureSensor

58 PWM This is the steering oil pressure atthe pump outlet. The VIMS receivesa signal that changes in pulse widthas the steering oil pressure changes.The VIMS then determines thepressure from the pulse width that isreceived.

440 “STRG OILPRES”

Steering PumpPressure

57 Switch Notifies VIMS of low steering oilpressure. With low pressure theswitch would be open. In normaloperation, the switch is closed toground.

441 “LO STRGPRES”

Low SteeringPressure

50/57/58 Switch This notifies the VIMS of a conditonof low oil pressure at the pump outletin the steering system. With lowpressure, the switch will be open.In normal operation, the switch isclosed to ground.

442 “HI STRG PRES” High SteeringPressure

57/50 Switch This notifies the VIMS that a conditionof low oil pressure in the steeringsystem. With low pressure, the switchshould be open to ground. In normaloperation, the switch is closed toground.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


444 “STRG OILTEMP”

Steering OilTemperature

50/57 PWM This is the temperature of the mainsteering system oil. The VIMSreceives a signal that varies in pulsewidth as the temperature of themain steering system oil changes.The VIMS then determines the oiltemperature from the pulse width thatis received.

445 “STRG OILFLTR”

Steering OilFilter

57 Switch This is the status of the mainsteering system oil filter. The statusis either PLUGGED or OK. When thepressure across the filter is greaterthan the specified pressure, theswitch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the filter is plugged.With normal operation, the switchcontacts are closed and the circuitis grounded. Cold oils often causea known filter restriction, so theVIMS ignores warnings (open switch)when oil temperature is belowapproxinately 125 degrees F.

446 “STRG PILOTPRES”

Steering PilotPressure

39 PWM This is the oil pressure in the steeringpilot oil system. An ECM receives asignal that varies in pulse width as thesteering pilot pressure changes. TheECM then determines the pressurefrom the pulse width that is received.

447 “STRG OILLEVEL”

Steering OilLevel

58/50 Switch This switch notifies the VIMS of thestatus of oil level in the main steeringsystem. The status is either LO orOK. The switch opens when steeringoil level is less than the specified.During normal operation, the switchis closed to ground.

448 “STRG/TRNLCK”

Steering/TransmissionLock

51 Switch This is the status of the steeringand transmission lockout systems.A switch with two outputs (normallyclosed and normally open) is usedas inputs to notify the transmissionECM of the lockout condition. At anygiven time one input must always beconnected to ground and the othermust be open. If this case is not so,the transmission ECM knows thatthere is a failure in the system. Whensteering/transmission lockout isactive, the steering and transmissionsystems are not allowed to function.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


449 “PRI STRGPRES”

PrimarySteeringPressure

57 Switch This is the status of the oil pressureon the primary side of the steeringsystem. The status is either LO orOK. This pressure switch is normallyconnected to ground. When thepressure becomes lower than aspecified level, the switch opensnotifying the VIMS that there is lowoil pressure.

450 “F BRK OILTEMP”

Front Brake OilTemperature

58 PWM This is the temperature of the coolingoil from both front brakes. The VIMSreceives a signal that varies in pulsewidth as the front brake systemcooling oil changes temperature.The VIMS then determines thetemperature from the pulse width thatis received.

451 “R BRK OILTEMP”

Rear Brake OilTemperature

58 PWM This is the temperature of the coolingoil from both rear brakes. The VIMSreceives a signal that changes inpulse width as the rear brake systemcooling oil changes temperature.The VIMS then determines thetemperature from the pulse width thatis received.

452 “BRK/AIRPRES”

Brake AirPressure

39 PWM This is the air pressure in the brakingsystem. The pressure sensor sendsthe VIMS a signal that varies in widthas the brake air system pressurechanges. VIMS then calculates thepressure according to the pulse widththat is received.

453 “PARKBK” Parking Brake 57/59/81/116

Switch This is the status of the parkingbrake. The status is either ON orOFF. With the parking brake off, theswitch is open, but when the parkingbrake is on, a ground signal is sentto an ECM. A warning message willbe generated if the parking brake isengaged while the machine is not inneutral.

454 “BRK FLTR” Brake Filter 57 Switch This is the status of the filter in theoil cooling line for the brakes. Thestatus is either OK or PLUGGED.When the pressure across the filter isgreater than the specified pressure,the switch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the filter is PLUGGED.

455 “BRK TEMP” BrakeTemperature

58 PWM This is the temperature of the brakeoil. The VIMS receives a signal thatvaries in pulse width as the brakeoil temperature changes. The VIMSthen determines the temperaturefrom the pulse width that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


456 “BRK STROKE” Brake Stroke 58 Switch This is a switch(s) that tells VIMS ifthe brake master oil line pressureis too low or if one of the masterbrake cylinders (there can be morethan one brake stroke switch, inwhich case they would be wired in aseries circuit) has overstroked. In afailed state, the normal switch pathto ground will be opened, notifyingVIMS that there is a problem withat least one of the brake mastercylinders.

457 “PRI BRK PRES” Primary BrakePressure

57/58 Switch This is the status of the primary brakepressure switch. In normal operationthe switch is closed to ground, butwhen the brake is applied the switchis open.

458 “SEC BRKPRES”

SecondaryBrake Pressure

57/58 Switch This is the status of the secondarybrake lever pressure switch. Thestatus of the secondary brakepressure switch is closed when thesecondary brake lever has beenapplied (parking brake).

460 “LTF BRKTEMP”

Left Front BrakeTemperature

58/116 PWM This is the temperature of the coolingoil from the left front brake. The VIMSreceives a signal that changes inpulse width as the temperature of theoil coming from the left front brakechanges. The VIMS then determinesthe temperature from the pulse widththat is received.

461 “LTR BRKTEMP”

Left Rear BrakeTemperature

58/116 PWM This is the temperature of the coolingoil from the left rear brake. The VIMSreceives a signal that varies in pulsewidth as the temperature of theoil coming from the left rear brakechanges. The VIMS then determinesthe temperature from the pulse widththat is received.

462 “RTF BRKTEMP”

Right FrontBrakeTemperature

58/116 PWM This is oil temperature from the rightfront brake. The VIMS receives asignal that varies in pulse width asthe temperature of the oil comingfrom the right front brake changes.The VIMS then determines thetemperature from the pulse width thatis received.

463 “RTR BRKTEMP”

Right RearBrakeTemperature

58/116 PWM This is the temperature of the coolingoil from the right rear brake. TheVIMS receives a signal that varies inpulse width as the temperature of theoil coming from the right rear brakechanges. The VIMS then determinesthe temperature from the pulse widththat is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


464 “RTF-LTF BRKTEMP”

Right FrontMinus LeftFront BrakeTemperature

49 Calculated This is calculated by VIMS. Thevalue is determined by subtractingthe temperature of the left front brakefrom the temperature of the rightfront brake.

465 “RTR-LTR BRKTEMP”

Right RearMinus LeftRear BrakeTemperature

49 Calculated This calculated by the VIMS. Thevalue determined by subtracting thetempeature of the left rear brakefrom the temperature of the right rearbrake.

466 “PARKBK PRESSW”

Parking BrakeFilter Switch

57 Switch ThIs the status of the parking brakefilter. The status is either OK orPLUGGED. When the pressureacross the filter is greater thanthe specified pressure, the switchplunger moves and allows the switchcontacts to open telling the VIMS thatthe filter is PLUGGED. With normaloperation, the switch contacts areclosed and the circuit is grounded.

467 “BRK COOLFLTR F”

Front BrakeCooling FilterStatus

59 Switch This is the status of the front brakecooling filter. The status is either OKor PLUGGED. When the pressureacross the filter is greater thanthe specified pressure, the switchplunger moves and allows the switchcontacts to open telling the VIMS thatthe filter is PLUGGED. With normaloperation, the switch contacts areclosed and the circuit is grounded.

468 “BRK COOLFLTR R ”

Rear BrakeCooling FilterStatus

59 Switch This is the status of the rear brakecooling filter. The status is either OKor PLUGGED. When the pressureacross the filter is greater thanthe specified pressure, the switchplunger moves and allows the switchcontacts to open telling VIMS thatthe filter is PLUGGED. With normaloperation, the switch contacts areclosed and the circuit is grounded.

470 “F BRK OILPRES”

Front Brake OilPressure

58 PWM This is the oil pressure at the inlet ofthe front brakes. The sensor sendsthe VIMS a pulse that varies inwidth as the pressure changes. TheVIMS then calculates the pressureaccording to the pulse width that isreceived.

471 “R BRK OILPRES”

Rear Brake OilPressure

58 PWM This sis the oil pressure at the inletof the rear brakes. The sensor sendsthe VIMS a pulse that varies inwidth as the pressure changes. TheVIMS then calculates the pressureaccording to the pulse width that isreceived.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


472 “F BRK ACUMPRES”

Front BrakeAccumulatorPressure

57 Switch This is the pressure of the front brakeaccumulator. This pressure switch isnormally connected to ground. Whenthe pressure becomes lower thanthe desired level, the pressure switchopens, notifying the VIMS that thereis low pressure in the front brakeaccumulator system.

473 R BRK ACUMPRES

Rear BrakeAccumulatorPressure

57 Switch This is the pressure of the rear brakeaccumulator. This pressure switch isnormally connected to ground. Whenthe pressure becomes lower thanthe desired level, the pressure switchopens, notifying the VIMS that thereis low pressure in the rear brakeaccumulator system.

474 “F AXLE OILTEMP”

Front Axle OilTemperature

57 PWM This sis the temperature of the oilwithin the front axle. The VIMSreceives a signal that varies in pulsewidth as the front axle oil temperaturechanges. The VIMS then determinesthe temperature from the pulse widththat is received.

475 “R AXLE OILTEMP”

Rear Axle OilTemperature

57 PWM This is the temperature of the oilwithin the rear axle. The VIMSreceives a signal that changes inpulse width as the rear axle oiltemperature changes. The VIMSthen determines the temperaturefrom the pulse width that is received.

476 “PARKBK CABSW”

Parking BrakeCab Switch

81 Switch This is the status of the switch inthe cab that is used to engage ordisengage the parking brake. Theswitch is either in the parking brakeengaged position (OPEN) or theparking brake disengaged position(CLOSED).

477 “BRK ACUMPRES”

BrakeAccumulatorPressure

57 Switch This is thepressure of the brakeaccumulator. This pressure switchis normally closed to ground. Whenthe pressure becomes lower thanthe desired level, the switch opensnotifying the VIMS that there is lowpressure in the brake accumulatorsystem.

478 “RT TRL BRKTEMP”

Right TrailerBrake (Oil)Temperture

59 PWM This is the temperature within theright trailer brake oil. The sensorsends the VIMS a pulse that varies inwidth as the temperature changes.The VIMS then calculates thetemperature according to the pulsewidth that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


479 “LT TRL BRKTEMP”

Left TrailerBrake (Oil)Temperature

59 PWM This is the temperature of the lefttrailer brake oil. The sensor sends theVIMS a pulse that varies in width asthe temperature changes. The VIMSthen calculates the temperatureaccording to the pulse width that isreceived.

480 “TRLBRKC INTEMP”

Trailer BrakeCooler (Oil) InletTemperature

59 PWM This is the temperature of the trailerbrake oil at the inlet side of the trailerbrake oil cooler. The VIMS receivesa signal that changes in pulse widthas the cooler inlet oil temperaturechanges. VIMS then determines thetemperature from the pulse width thatiis received.

481 “TRLBRKC OUTTEMP”

Trailer BrakeCooler(Oil) OutletTemperature

59 PWM This is the temperature of the trailerbrake oil at the outlet side of thetrailer brake oil cooler. The VIMSreceives a signal that changes inpulse width as the cooler outlet oiltemperature changes. The VIMSthen determines the temperaturefrom the pulse width that is received.

482 “TRL FLTR” Trailer FilterPlug

59 Switch The status of the trailer brake oil filter.The switch will open in the case of aplugged filter.

483 “TRL BRKSTROKE”

Trailer BrakeStroke

59 Switch This is a switch(s) that tells theVIMS if the trailer brake master oilline pressure is to low, or if one ofthe trailer brake master cylinders(There can be more than one brakestroke switch, in which case theywould be wired in a series circuit)has overstroked. If one of theseconditions are met the VIMS wouldbe notified that there is a problemwith at least one of the master trailerbrake cylinders.

484 “STRG TEMPSW”

Steering OilTemperatureSwitch

58 Switch The steering oil temperature status.If the temperature gets above apredetermined level, the switchwill open to indicate steering oiltemperature is too high.

485 “ENG OIL FLTR” Engine OilFilter DifferentialPressure

36 Switch This is the status of the pressuredrop across the engine oil filter. Thestatus is either OK or PLUGGED.When the pressure across the filter isgreater than the specified pressure,the switch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the filter is PLUGGED.With normal operation, the switchcontacts are closed and the circuit isgrounded.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


486 “RT STRPMPPRES”

Right SteeringPump Pressure

58 PWM This indicates the right steeringpump oil pressure.

487 “LT STRPMPPRES”

Left SteeringPump Pressure

58 PWM This indicates the left steering pumpoil pressure.

488 “STG COOLFLTR”

SteeringCooling FilterStatus

57 Switch This is the status of the steeringcooling filter. The status is either OKor PLUGGED. When the pressureacross the filter is greater thanthe specified pressure, the switchplunger moves and allows the switchcontacts to open telling the VIMS thatthe filter is PLUGGED. With normaloperation, the switch contacts areclosed and the circuit is grounded.

490 “STRG RTRNFLTR”

Steering Returnto Tank FilterStatus

58 Switch The status of the steering returnto tank filter (OK or PLUGGED).When the pressure across the filter isgreater than the specified pressure,the switch plunger moves and allowsthe switch contacts to open tellingVIMS that the filter is PLUGGED.With normal operation, the switchcontacts are closed and the circuit isgrounded.

491 “LT STRGCASEDRN”

Left SteeringCase DrainPumpTemperature

58 PWM This is the temperature of the oilwithin the left steering case drainpump. The VIMS receives a signalthat varies in pulse width as the oiltemperature of the left steering casedrain pump changes. The VIMS thendetermines the temperature from thepulse width that is received.

492 “RT STRGCDRN”

Right SteeringCase DrainPumpTemperature

58 PWM This is the temperature of the rightsteering case drain oil.

493 “PARKBK FLTR” Parking BrakeOil Filter Status

116 Switch This is the status of the parkingbrake oil filter. The status is either OKor PLUGGED. When the pressureacross the filter is greater thanthe specified pressure, the switchplunger moves and allows the switchcontacts to open telling the VIMS thatthe filter is PLUGGED. With normaloperation, the switch contacts areclosed and the circuit is grounded.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


494 “LT STRGCDRN”

Left SteeringCase Drain OilFilter Status

58 Switch This is the status of the oil filteron the left steering case drain.Thestatus is either OK or PLUGGED.When the pressure across the filter isgreater than the specified pressure,the switch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the filter is PLUGGED.With normal operation, the switchcontacts are closed and the circuit isgrounded.

495 “RT STRGCDRN”

Right SteeringCase Drain OilFilter Status

58 Switch This is the status of the oil filter onthe right steering case drain. Thestatus is either OK or PLUGGED.When the pressure across the filter isgreater than the specified pressure,the switch plunger moves and allowsthe switch contacts to open tellingthe VIMS that the filter is PLUGGED.With normal operation, the switchcontacts are closed and the circuit isgrounded.

496 PARKBK DRAG Park Brake Drag 27 Switch This indicates which of the parkingbrakes are dragging. The switchstatuses are listed below:OKLT RRT RBOTH R

498 “F HI PRESFLTR”

Front HighPressure Filter

58 Switch The status of the front implementhigh pressure hydraulic oil filter.When the pressure across the filter isgreater than the specified pressure,the switch plunger moves and allowsthe switch contacts to open tellingVIMS that the filter is PLUGGED.With normal operation, the switchcontacts are closed and the circuit isgrounded.

499 “R HI PRESFLTR”

Rear HighPressure Switch

58 Switch This is the status of the rearimplement high pressure hydraulic oilfilter. The status is either PLUGGEDor OK. When the pressure acrossthe filter is greater than the specifiedpressure, the switch plunger movesand allows the switch contacts toopen telling the VIMS that the filter isPLUGGED. With normal operation,the switch contacts are closed andthe circuit is grounded.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


500 “HYD OIL TEMP” Hydraulic OilTemperature

36/39/58 PWM The hydraulic oil temperature. AnECM receives a signal that changesin pulse width as the hydraulic oiltemperature changes. The ECM thendetermines the temperature from thepulse width that is received.

501 “PMP IN VALVE” Pump InletValve

57 Switch These switches are attached to theinlet suction line for each hydraulicoil pump. They are located at thehydraulic oil tank. When the pumpinlet valve is open, meaning that oilcan flow, the switch is closed, and thecircuit is grounded. There could bemultiple switches wired in series onone particular machine, after whicha switch(s) opens (meaning no oilflow), the ECM would know there isno oil flow in one or more circuits.

502 “HYD OIL LVL” Hydraulic OilLevel

57 Switch This is the status of the hydraulic oillevel. The status is either LO or OK.With low hydraulic oil level, the switchwill open. In normal operation, theswitch is closed to ground.

503 “CASE DRNFLTR”

Case DrainFilter

57 Switch This is the status of the case drainfilter. The status is either PLUGGEDor OK. As the case drain filterbecomes PLUGGED, the machinemechanically bypasses the oil filter.When this filter is bypassed, the flowof oil in the bypass route opens aswitch that tells the VIMS that thefilter is plugged. In normal operationthe switch is closed to ground.

504 “HI PRES FLTR” High PressureFilter

58 Switch This is a result obtained from up toeight high pressure filters. Thesehigh pressure filters are wired in aseries circuit to ground. If any one ofthe filters becomes PLUGGED, thecorresponding switch (circuit) opens,indicating that at least one of the highpressure filters is PLUGGED.

505 “HOISTSCREEN”

Hoist Screen 58 Switch This is the status of the hoistscreen. The status is PLUGGEDor OK. As the hoist screenbecomes PLUGGED, the machinemechanically bypasses the hoistscreen. When the bypass occurs, theflow of oil in the bypass route opensa switch that tells the VIMS that thehoist screen needs to be replacedor cleaned. In normal operation theswitch is closed to ground.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


506 “HYD RTNFLTR”

HydraulicReturn Filter

57 Switch This is the status of the hydraulic oilreturn line filter (PLUGGED or OK).As the hydraulic oil return line filterbecomes PLUGGED, mechanicallythe machine causes the hydraulicoil return line filter to be bypassed.When this bypass occurs, the flow ofoil in the bypass route opens a switchthat tells VIMS that the hydraulic oilreturn filter needs to be replaced orcleaned.

507 “LT F PMP CHIP” Left Front PumpChip

58 Switch This switch notifies the VIMS if chipshave been detected in the left frontpump. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

508 “LT R PMPCHIP”

Left Rear PumpChip

58 Switch This switch notifies VIMS if chipshave been detected in the left rearpump. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

509 “RT F PMPCHIP”

Right FrontPump Chip

58 Switch This switch notifies the VIMS if chipshave been detected in the right frontpump. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


510 “RT R PMPCHIP”

Right RearPump Chip

58 Switch This switch notifies VIMS if chipshave been detected in the rightrear pump. As a large number ofmetal chips collect on the magneticcontacts of the switch, a short circuitis made from one terminal to theother causing a closed circuit toground. During normal operation,the switch is in the open position.The switch is considered closedwhen the resistance between the twoswitch terminals is between zero andapproximately 2K ohms.

511 “HYD SYSPRES”

HydraulicSystemPressure

58 Switch This is the present pressure of thehydraulic system.

513 “DIFF OIL LVL” Differential OilLevel

58 Switch This is the status of the differentialoil level. The status is either LO orOK. With a low oil level the switch willopen. In normal operation the switchis closed to ground.

515 “HYD OIL LVL” Hydraulic OilLevel

58 Switch This is the status of the hydraulic oillevel. The status is either LO or OK.With a low oil level, the switch willopen. In normal operation, the switchis closed to ground.

516 “HYD OIL TEMP” Hydraulic OilTemperature

36/57 PWM This is the temperature of thehydraulic oil. An ECM receives asignal that varies in pulse widthas the hydraulic oil temperaturechanges. The ECM then determinesthe temperature from the pulse widththat is received.

517 “HYD OIL FLTR” Hydraulic OilFilter

57/58 Switch This is the status of the hydraulic oilfilter. The status is either PLUGGEDor OK. When the pressure acrossthe filter is greater than the specifiedpressure, the switches plungermoves and allows the switch contactsto open telling the VIMS that the filteris plugged. With normal operation,the switch contacts are closed andthe circuit is grounded. Cold oilsoften cause a known filter restriction,so the VIMS ignores warnings (openswitch) when the temperature ofthe oil is below approximately 125degrees F.

518 “HYD PILOTPRES”

Hydraulic OilPilot Pressure

58 PWM This is the oil pressure in thehydraulic pilot oil line. The machineECM receives a signal that variesin pulse width as the hydraulic pilotoil pressure changes. The machineECM then determines the pressurefrom the pulse width that is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


519 “ENG FANBYPASS”

Engine FanBypass

36/49 Calculated This is used to read and override thebypass valve position of the enginecooling fan. Override is accomplishedthrough a PC that is running theElectronic Technician software only.

520 “ENG FAN SPD” Engine FanSpeed

36/39 Frequency This is the speed of the enginecooling fan shaft. The sensormounted on the engine fan shaftgenerates an signal that varies infrequency as the cooling fan shaftvaries in speed.This signal is sentto an ECM that uses the signal todetermine the speed of the enginecooling fan.

521 “HYD FAN SPD” Hydraulic FanSpeed

36/39 Frequency This is the speed of the hydraulicoil cooling fan shaft. The sensormounted on the hydraulic oil coolingfan shaft generates a signal thatvaries in frequency. This signalis sent to an ECM that uses thesignal to determine the speed of thehydraulic oil cooling fan.

524 “DIFF FAN” Differential Fan 30 Calculated This is the status of the fan that isused to cool the differential axle oil.The status is either ON or OFF. Thisvalue is received from the CaterpillarMonitoring System over the CATData Link.

525 “HYD FANBYPASS”

Hydraulic FanBypass

36/49 Calculated This is used to read and override thebypass valve position of the coolingfan for the hydraulic oil. Override isaccomplished through a PC that isrunning the Electronic Techniciansoftware only.

526 “LT HYD CDRN” Left HydraulicCase DrainTemperature

59 PWM This is the oil temperature from thecase drain of the left hydraulic pump.

527 “CTR HYDCDRN”

CenterHydraulicCase DrainTemperature

59 PWM This is the oil temperature from thecase drain of the center hydraulicpump.

528 “RT HYD CDRN” Right HydraulicCase DrainTemperature

59 PWM This is the oil temperature from thecase drain of the right hydraulicpump.

529 “HYD LUBEFLTR”

Hydraulic LubePump Filter

59 Switch This is the status of the hydrauliclube pump filter. The status is eitherOK or PLUGGED.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


530 “F SWG OILLVL”

Front Swing OilLevel

39 Switch This indicates the status of theoil level of the front swing motor.The status is either LO or OK. In asituation of low oil level the switch isin the open state, whereas in normaloperation the switch is closed toground.

531 “LT R SWG OILLVL”

Left Rear SwingOil Level

39 Switch This indicates the status of the oillevel of the left rear swing motor.The status is either LO or OK. In thesituation of low oil level the switchshould be in the open state, whereasin normal operation the switch isclosed to ground.

532 “RT R SWG OILLVL”

Right RearSwing Oil Level

39 Switch This indicates the status of the rightrear swing motor.The status is eitherLO or OK. In a situation of low oillevel the switch should be in the openstate, whereas in normal operationthe switch is closed to ground.

533 “LT SWG OILLVL”

Left Swing OilLevel

57 Switch This is the oil level in the left swingdrive motor.

534 “RT SWG OILLVL”

Right Swing OilLevel

57 Switch This is used to read the oil level inthe right swing drive motor.

535 “DUAL PRESRLF”

Dual PressureRelief Solenoid

39 Switch This is used to read the status of thedual pressure relief function. Thisstatus reflects the status based onthe command from the ECM.

540 “SWG OIL LVL” Swing DriveMotor Oil Level

39 Switch This indicates the status of the swingoil level. The status is either LO orOK. In a situation of low oil level theswitch is in the open state, whereasin normal operation the switch isclosed to ground.

541 “SWG PMPCHIP”

Swing PumpChip

58 Switch This switch notifies the VIMS ifchips have been detected in theswing pump. As a large number ofmetal chips collect on the magneticcontacts of the switch, a short circuitis made from one terminal to theother causing a closed circuit toground. During normal operation,the switch is in the open position.The switch is considered closedwhen the resistance between the twoswitch terminals is between zero andapproximately 2K ohms.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


542 “LT SWG MTRCHIP”

Left SwingMotor Chip

57 Switch This switch notifies VIMS if chipshave been detected in the leftswing motor. As a large number ofmetal chips collect on the magneticcontacts of the switch, a short circuitis made from one terminal to theother causing a closed circuit toground. During normal operation,the switch is in the open position.The switch is considered closedwhen the resistance between the twoswitch terminals is between zero andapproximately 2K ohms.

543 “RT SWG MTRCHIP”

Right SwingMotor Chip

57 Switch This switch notifies the VIMS if chipshave been detected in the rightswing motor. As a large number ofmetal chips collect on the magneticcontacts of the switch, a short circuitis made from one terminal to theother causing a closed circuit toground. During normal operation,the switch is in the open position.The switch is considered closedwhen the resistance between the twoswitch terminals is between zero andapproximately 2K Ohms.

544 “IMPL PILOTFLTR”

Implement PilotFilter

39 Switch This is the status of a switch thatis open when the implement pilotfilter becomes PLUGGED. As theimplement pilot filter becomesPLUGGED, mechanically themachine causes the oil filter to bebypassed. Which opens a switchthat tells an ECM that the filter isPLUGGED. Over the CAT data link,VIMS is made aware of the condition.

545 “LT HYD CDRNST”

Left HydraulicCase Drain OilFilter Status

58 Switch This is the status of the oil filter onthe left hydraulic case drain. Thestatus is either OK or PLUGGED.

546 “CTR HYD CDRNST”

CenterHydraulic CaseDrain Oil FilterStatus

58 Switch This is the status of the oil filter onthe center hydraulic case drain. Thestatus is either OK or PLUGGED.

547 “HYD CDRN STRT ”

Right HydraulicCase Drain OilFilter Status

58 Switch This is the status of the oil filter onthe right hydraulic case drain. Thestatus is either OK or PLUGGED.

550 “SYS AIR PRES” System AirPressure

50/57/58 PWM This is a measure of the air pressurein the main supply line for themachine. The sensor sends theVIMS a pulse that varies in widthas the pressure changes. TheVIMS then calculates the pressureaccording to the signal that isreceived.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


555 “HYD LOOPFLTR”

Hydraulic CircuitFilter Status

58 Switch This is used to read the status of thehydraulic circuit filter. The staus iseither OK or PLUGGED.

560 “LT LADDERPOS”

Left LadderPosition

39 Switch This is the position of the left ladder(or the only ladder) that is used foraccess to the machine. The twostates of the ladder position are up ordown. The switch is closed with theladder up.

561 “SWG BRK” Swing Brake 39 Solenoid The status of the swing brakecommand (output from ECM).The status is either ON (solenoidenergized) or OFF (solenoidde-energized).

562 “TRVL BRK” Travel Brake 39 Solenoid This is the status of the travelbrake command (output from ECM).The status is either ON (solenoidenergized) or OFF (solenoidde-energized).

563 “AUTO LUBE(CDL)”

Auto Lube CATdata link

39 Calculated This reads the status of auto lubesystem and is used to turn auto lubeON or OFF. Auto lube is used to applygrease to the joints of the machine.

564 “HYD PMPCDRN”

Hydraulic PumpCase DrainFilter Switch

58 Switch This is the status of the case drainhydraulic oil filter. The status is eitherPLUGGED or OK. The switch is openwhe the status is plugged.

565 “RT LADDERPOS”

Right LadderPosition

39 Switch This is the position of the rightladder that is used for access tothe machine. The two states of theladder position are up or down. Theswitch is closed when the ladder isin the up position.

570 “LFT CYLHDPRES”

Lift CylinderHead Pressure

57 Frequency This is the oil pressure on the headend of the hydraulic lift cylinder. TheVIMS receives a square wave signalthat varies in frequency as the oilpressure of the hydraulic lift cylinderhead end changes. The VIMS thendetermines the pressure by thefrequency that is received from thesensor and uses this to calculatepayload. Only positive pressures willdisplay.

571 “TLT CYLRDPRES”

Tilt CylinderRod Pressure

58 Frequency The oil pressure on the rod endof the hydraulic tilt cylinder. VIMSreceives an square wave signal fromthe sensor that changes in frequencyas the hydraulic tilt cylinder rod endoil pressure changes. VIMS thendetermines the pressure by thefrequency that it receives from thesensor. Only positive pressures willdisplay.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


572 “LFT LINK POS” Lift LinkagePosition

57/58/82 PWM This is an angle in degrees thatrepresents the position of the bucketlift arms (LINKAGE). An ECMreceives a signal that varies in pulsewidth as the position of the lift armschange. The ECM then calculatesthe position from the pulse width thatis received.

573 “TLT LINK POS” Tilt LinkagePosition

57/82 PWM An angle in degrees that representsthe position of the bucket tilt(LINKAGE). An ECM receives asignal that changes in pulse widthas the bucket changes position. TheECM then calculates the positionfrom the pulse width that it receives.

574 “LFT LVR POS” Lift LeverPosition

82 PWM Thsi is a percentage value thatrepresents the position of the buckethydraulic lift lever within the cab(within the full calibrated range of thelever). This should be a value from0% to 100%. An ECM receives thissignal that changes in pulse width asthe lift lever position changes. TheECM then calculates the lift leverposition from the pulse width that itreceives.

575 “TLT LVR POS” Tilt LeverPosition,

82 PWM A percentage value that representsthe position of the bucket hydraulictilt lever within the cab (within thefull calibrated range of the lever).This should be a value from 0% to100%. An ECM receives this signalthat changes in pulse width as thelift lever position changes. The ECMthen calculates the tilt lever positionfrom the pulse width that is received.

576 “LFT RAISESOL1”

Lift RaiseSolenoidNumber 1

82 Solenoid Thsi is the status of the number onepilot lift-raise solenoid that is usedto control the lift cylinders. The twostates for this solenoid are ON orOFF.

577 “LFT LOWERSOL1”

Lift LowerSolenoidNumber 1

82 Solenoid This is the status of the number onepilot lift-lower solenoid that is usedto control the lift cylinders. The twostates for this solenoid are ON orOFF.

578 “TLT DMP SOL1”

Tilt DumpSolenoidNumber 1

82 Solenoid This is the status of the number onepilot tilt-dump solenoid that is usedto control the tilt cylinders. The twostates for this solenoid are ON orOFF.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


579 “TLT RACKSOL1”

Tilt RackSolenoidNumber 1

82 Solenoid This is the status of the number onepilot tilt-rack solenoid that is used torack backthe bucket cylinders. Thetwo states for this solenoid are ONor OFF.

580 “VAR PMPTORQ”

Variable PumpTorque

82 Calculated This value is calculated by theimplement ECM, and represents thevariable pump torque.

581 “HYD LCK” Hydraulic Lock 82 Switch This is the status of the hydrauliclock function. When this is active, nohydraulic functions will operate.

582 “VAR PMPPRES”

VariableHydraulic PumpPressure

82 PWM This is the oil pressure at the outletof the variable hydraulic oil pump.The implement ECM receives asignal that varies in pulse width asthe pressure of the variable pumpchanges. The ECM then determinesthe variable pump pressure from thepulse width that is received.

583 “FIXED PMPPRES”

Hydraulic PumpPressure

57/82 PWM This is the hydraulic oil pressureat the outlet of the hydraulic oilpump. An ECM receives a signal thatvaries in frequency as the hydraulicoil pressure changes. From thissignal, the ECM then calculates thehydraulic oil pump outlet pressure.

584 “LFT LINKSNSR”

Lift LinkageSensor

82 PWM This a percentage value thatrepresents the duty cycle of the liftarm (linkage) sensor of the bucket.This number may or may not gofrom 0% to 100% depending on theallowable lift range for the machine.An ECM receives a signal thatchanges in pulse width as the bucketlift arms moves.

585 “TLT LINKSNSR”

Tilt LinkageSensor

82 PWM This is a percentage value thatrepresents the duty cycle of the tilt(linkage) sensor for the bucket. Thisnumber may or may not go from 0%to 100% depending on the allowabletilt movement of the bucket. An ECMreceives a signal that varies in pulsewidth as the bucket tilt linkage moves.

586 “LFT LVR SNSR” Lift LeverSensor

82 PWM This is a percentage value thatrepresents the duty cycle of thehydraulic lift lever sensor for thebucket that is located in the cab. Thisnumber may or may not go from 0%to 100% depending on where thestops for the lever are set. An ECMreceives a signal that changes inpulse width (within the PWM limits ofthe sensor) as the bucket hydrauliclift lever is moved.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


587 “TLT LVR SNSR” Tilt LeverSensor

82 PWM This is a percentage value thatrepresents the duty cycle of thehydraulic tilt lever sensor for thebucket located in the cab. Thisnumber may or may not go from 0%to 100% depending on where thestops for the lever are set. An ECMreceives a signal that varies in pulsewidth (within the PWM limits of thesensor) as the hydraulic tilt lever forthe bucket is moved.

588 “TOP F PMPCHIP”

Top Front PumpChip

59 Switch This switch notifies VIMS if chipshave been detected in the top frontpump. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

589 “TOP R PMPCHIP”

Top Rear PumpChip

59 Switch This switch notifies VIMS if chipshave been detected in the top rearpump. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

590 “RTF SWGCHIP”

Right FrontSwing (Motor)Chip

59 Switch This switch notifies VIMS if chipshave been detected in the rightfront swing motor. As metal chipscollect on the magnetic contactsof the switch, a short circuit ismade from one terminal to theother causing a closed circuit toground. During normal operation,the switch is in the open position.The switch is considered closedwhen the resistance between the twoswitch terminals is between zero andapproximately 2K ohms.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


591 “RTR SWGCHIP”

Right RearSwing (Motor)Chip

59 Switch This switch notifies VIMS if chipshave been detected in the rightrear swing motor. As metal chipscollect on the magnetic contactsof the switch, a short circuit ismade from one terminal to theother causing a closed circuit toground. During normal operation,the switch is in the open position.The switch is considered closedwhen the resistance between the twoswitch terminals is between zero andapproximately 2K ohms.

592 “BTM F PMPCHIP”

Bottom FrontPump Chip

59 Switch This switch notifies VIMS if chipshave been detected in the bottomfront pump. As metal chips collect onthe magnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

593 “BTM R PMPCHIP”

Bottom RearPump Chip

59 Switch This switch notifies VIMS if chipshave been detected in the bottomrear pump. As metal chips collect onthe magnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

595 “LFT CYLHDPRES”

Lift CylinderHead Pressure

57/58 Frequency This is the oil pressure on the headend of the hydraulic lift cylinder.An ECM receives a signal from thesensor that changes in frequencyas the hydraulic lift cylinder headend oil pressure changes. The ECMthen calculates the pressure from thefrequency that it receives. Negativepressures cannot be displayed.

596 “TLT CYLRDPRES”

Tilt CylinderRod Pressure

58 Frequency This is the oil pressure on the rodend of the hydraulic tilt cylinder.An ECM receives a signal from thesensor that varies in frequency asthe tilt cylinder rod end oil pressurechanges. The ECM then calculatesthe pressure from the frequencythat is received. Negative pressurescannot be displayed.

598 “BOOM UP PLT” Boom RaisePilot PressureSwitch

49 Switch This is the status of the boom raisepilot pressure based on the pressureswitch. The status is either HI or LO.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


599 “SWG HIPLT” Swing High PilotPressure

39 Switch This is used to read the status of theswing high pilot pressure. The statusis either HI or LO.

600 “IMPL HIPRESFLTR”

Implement HighPressure Filter

58 Switch This is the status of the implementhigh pressure hydraulic oil filter. Thestatus is either PLUGGED or OK.

601 “PMP DRIVEFLTR”

Front PumpDrive Filter

57 Switch This is the status of the front pumpdrive filter. The status is either OK orPLUGGED.

704 DIF FAN RELAY Differential FanRelay

49 Switch The status of the relay that isused to drive the fan that cools thedefferential axle oil. The status iseither ON or OFF.

705 “ATMOS PRESR”

AtmosphericPressure RearEngine

34 Analog This is the atmospheric (barometric)pressure on the outside of themachine. The atmospheric pressuresensor sends to the engine ECM avoltage that varies as the pressurechanges. The engine ECM thencalculates the pressure according tothe voltage that is received.

706 “HOIST RODPRES”

Hoist Rod EndPressure

87 PWM The oil pressure on the rod end ofthe hydraulic tilt cylinder. An ECMreceives a square wave signal fromthe sensor that changes in frequencyas the hydraulic tilt cylinder rod endoil pressure changes. The ECM thencalculates the pressure from thefrequency that is received.

707 “HOIST HDPRES”

Hoist Head EndPressure

87 PWM This is the oil pressure on the headend of the hydraulic tilt cylinder.An ECM receives a square wavesignal from the sensor that varies infrequency as the hydraulic tilt cylinderhead end oil pressure changes. TheECM then calculates the pressurefrom the frequency that is received.

708 “BODY ANGLE” Body PositionSensor

87 PWM This is the angle that represents thebody position. The angle is measuredin reference from the down position(on the rail).

709 “TLT CYLHDPRES”

Tilt CylinderHead Pressure

58 Frequency The oil pressure on the head end ofthe hydraulic tilt cylinder. An ECMreceives a square wave signal fromthe sensor that changes in frequencyas the hydraulic tilt cylinder headend oil pressure changes. The ECMthen calculates the pressure from thefrequency that is received.

710 “RTF-LTF SUSPCYL”

Right FrontMinus Left FrontSuspensionCylinder

49 Calculated The VIMS calculates this value bysubtracting the left front suspensioncylinder pressure from the right frontsuspension cylinder pressure.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


711 “RTR-LTR SUSPCYL”

Right RearMinus Left RearSuspensionCylinder

49 Calculated The VIMS calculates this value bysubtracting the left rear suspensioncylinder pressure from the right rearsuspension cylinder pressure.

712 “HOISTSCREEN”

Hoist ScreenBypass

87 Switch This is the status of the hydraulichoist screen filter. The status is eitherPLUGGED or OK.

720 “LTF SUSP CYL” Left FrontSuspensionCylinder

57 Frequency This is the pressure in the left frontsuspension cylinder. The VIMSreceives a square wave signal fromthe sensor that varies in frequencywith respect to the change inpressure within the suspensioncylinder. The VIMS then determinesthe pressure in the cylinder from thefrequency that is received.

721 “LTR SUSP CYL” Left RearSuspensionCylinder

58 Frequency This is the pressure in the left rearsuspension cylinder. The VIMSreceives a square wave signal fromthe sensor that varies in frequencywith respect to the change inpressure within the suspensioncylinder. The VIMS then determinesthe pressure in the cylinder from thefrequency that is received.

722 “RTF SUSPCYL”

Right FrontSuspensionCylinder

50/57 Frequency This is the pressure in the rightfront suspension cylinder. The VIMSreceives a square wave signal fromthe sensor that varies in frequencywith respect to the change inpressure within the suspensioncylinder. The VIMS then determinesthe pressure in the cylinder from thefrequency that is received.

723 “RTR SUSPCYL”

Right RearSuspensionCylinder

58/50 Frequency This is the pressure in the rightrear suspension cylinder. The VIMSreceives a square wave signal fromthe sensor that varies in frequencywith respect to the change inpressure within the suspensioncylinder. The VIMS then determinesthe pressure in the cylinder from thefrequency that is received.

724 “BODY ANGLE” Body PositionAngle

27 PWM Used to read the angle of the bodyposition. The angle is measured inreference from the down position (onthe rail).

725 “GND SPD” Ground Speed 27/81 Frequency The speed of the machine relativeto the ground. The sensor sends asignal to the transmission ECM thatvaries in frequency depending onthe transmission output shaft speed.Then based on the frequency thatthe transmission ECM receives, theground speed is determined.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


726 “BODY POS” Body Position 27 Switch This is the position of the body (upor down). One use of this sensor(switch) is to relay the position ofthe body to the transmission ECM.This information is used to limit theground speed when the body is inthe up position.

727 “BODY LVR” Body Lever 27 Switch This is the status of the bodyraise/lower lever within the cab. Thestate of the body lever is UP, DOWNOR FLOAT.

728 “PAYLOAD” Payload 49 Calculated The payload weight is calculated bythe VIMS. The weight is based onthe pressures that are measuredby the four suspension cylinderspressure sensors. The payload canchange throughout a cycle, but thepayload value returns to zero at theend of the payload cycle when thebody raise/lower routine is performed(dumping of the load). (Off-higwaytrucks)

729 “PAYLOADSTATUS”

Payload Status 49 Calculated This is the status of the truck in apayload cycle. Examples of payloadstatus are listed below:STOPPED EMPTYSTOPPED LOADINGTRAVELING LOADEDDUMPINGTRAVELING EMPTY

730 “HAULDISTANCE”

Haul Distance 49 Calculated This is the distance that has beentraveled by the truck up to a presentpoint in a payload cycle. Hauldistance is calculated based onground speed and travel time.

731 “RT TRL SUSPCYL”

Right TrailerSuspensionCylinderPressure

59 Frequency This is the oil pressure within theright trailer suspension cylinder.The VIMS receives a square wavesignal from the sensor that changesin frequency as the the pressure inthe left trailer suspension cylinderchanges. The VIMS then determinesthe pressure in the cylinder from thefrequency that is received.

732 “LT TRL SUSPCYL”

Left TrailerSuspensionCylinderPressure

59 Frequency This is the oil pressure at the lefttrailer suspension cylinder. The VIMSreceives a square wave signal fromthe sensor that changes in frequencyas the the pressure in the left trailersuspension cylinder changes. TheVIMS then determines the pressurein the cylinder from the frequencythat is received.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


733 “TRL DOORPOS”

Trailer DoorPosition

59 PWM This is the status of the trailer door.The status is ether open or closed.This is the door that is loacated onthe bottom of the trailer that is usedfor dumping. The VIMS receives asignal that changes in pulse width asthe trailer door position changes. TheVIMS then determines the positionfrom the pulse width that is received.

734 “TLT CYLHDPRES”

Tilt CylinderHead Pressure

58 Frequency This is the oil pressure on the headend of the bucket tilt cylinder. Thesensor sends a ECM a squarewave signal that varies in frequencyin respect to the change in thecylinder pressure. The ECM thendetermines the pressure within thecylinder from the frequency that iisreceived. Negative pressures are notdisplayed.

737 “GND SPD” Ground Speed 81 Calculated This is used to read the ground speedof the machine with a directionalindication. The signed data indicatesthe direction of travel:Negative (-) is reversePositve (+) is forward

742 “USERSHUTDN”

User Shutdown 36 Switch This tells the status of the usershutdown input. There are twostates, on and off. When in theshutdown (ON) position (resultingfrom grounding this input) the engineECM stops the engine.

743 “SHUTDN SW” ShutdownSwitch

36 Switch This is the status of the machineremote shutdown switch. To activatethis switch the red guard on themachine must be lifted and theswitch placed in the ON position. Theengine ECM reads the switch, andafter one second fuel injection will bestopped if the engine is running, orthe engine will not be allowed to startif not running. Once the switch hasbeen on, the key start switch must beturned OFF momentarily and thenback on before the engine ECM willallow the engine to run again.

747 “SWG HIPRESFLTR ”

Swing HighPressure Filter

58 Switch This is the status of the swing highpressure hydraulic oil filter. Thestatus is either PLUGGED or OK.

749 “AUTO LUBEPRES”

Auto LubePressure

57/58 PWM This is the pressure in the lubricationline that feeds grease to the greaseinjectors of the lubrication system.The sensor that measures thepressure sends a pulse to VIMS thatvaries in width depending on the linepressure. The VIMS then uses thissignal to calculate the lube pressure.(Large wheel loaders)

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


750 “AUTO LUBEPRES”

Auto LubePressure

39/57/58 PWM This is the pressure in the lubricationline that feeds grease to the greaseinjectors of the lubrication system.The sensor that measures thepressure sends a pulse that varies inwidth depending on the line pressureto the VIMS. The VIMS then uses thissignal to calculate the lube pressure.(large hydraulic excavators)

751 “AUTO LUBE” Auto Lube(Status)

49 Calculated This is the operating status of theauto lube solenoid. There are severalpossible states. The possible statesare listed below:ACTIVE,PENDINGWARNINGINACTIVETERMINATE(Off-highway trucks and Largeexcavators)

752 “ENG FAN PMPPRES”

Engine FanPump Pressure

36 Analog This is the oil pressure in thehydraulic oil line to the engine coolingfan hydraulic motor. The sensorsensd a signal that varies in voltageas the oil pressure cahanges to theengine ECM. The engine ECM thendetermines the pressure from thevoltage that is received.

753 “HORN SW” Horn Switch 39 Switch This is the status of the forwardwarning horn switch. The status iseither ON or OFF.

754 “SYS VOLTAGE” System Voltage 49 Calculated This the actual voltage that existsbetween the positive side of theelectrical system and frame ground.

755 “BUCKET WT” Bucket Weight 49 Calculated This is the weight of the payload inthe loader bucket. The pressure inthe lift cylinder and the position ofthe lift arm are used to calculate thisvalue.

756 “TRUCK WT” Truck Weight 49 Calculated This is the accumulated weightof the material that was loadedinto the truck during the presentloading cycle. This value continuesto accumulate until the loader storebottom is pressed. At this point, thevalue would be stored and cleared tozero. (Large wheel loaders)

757 “SWG PLTPRES”

Swing PilotPressure

39 Switch This is the status of the swingpressure switch.

758 “SWG PMPPRES”

Swing PumpPressure

39 PWM This is the outlet pressure from theswing pump.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


759 “HYD OIL PRES” Hydraulic OilPressure

39/57 PWM This is the oil pressure in the outletline of the hydraulic oil pump. Thissensor sends a signal that variesin pulse width that to an ECM. Thissignal depends on the hydraulic oilpump outlet line pressure. The ECMthen uses this signal to calculate thehydraulic oil pressure.

760 “SWG/IMP PRESSW”

Swing/Implement PilotPressure

39 Switch This is the status of theswing/implement pilot oil pressureswitch. The status is high whenswinging or moving an implementand low when not swinging and notmoving an implement. The switchis open or closed depending on thepressure.

761 “TRVL PLTPRES”

Travel PilotPressure

39 Switch This is the status of the travel pilot oilpressure switch. Status is high whentraveling and low when not traveling.

763 “TRVL ALRMCNCL”

Travel AlarmCancel

39 Switch This is the status of the travel alarmcancel switch. The switch is normallyopen.

764 “BOOM FLOATPRES”

Boom FloatPressure

39 Switch This is the status of the boom float oilpressure switch. The status is eitherlow or high.

765 “BOOM FLOATSW”

Boom FloatSwitch

39 Switch This is the status of the cab switchused to enable or disable the boomfloat function.

766 “BKT OPEN SW” Bucket OpenSwitch

39 Switch This is the status of the cab switch(trigger switch) used to open thebucket.

767 “BKT CLOSESW”

Bucket CloseSwitch

39 Switch This is the status of the cab switch(trigger switch) used to close thebucket.

768 “HORN SW” Horn Switch 39 Switch This is the status of the horn switch.The status is either ON or OFF.

770 “SERVICECONSOLE”

ServiceConsole

39 Switch This is the status of the serviceconsole door. When the serviceconsole door is closed, the switchis closed to ground. The serviceconsole door is an option and is notstandard on all of the shovels. Thestate is either open or closed. (largeexcavator)

771 “HORN” Horn 39 Solenoid This is the status of the horncommand (output from ECM). Thestatus is either ON or OFF.

772 “BOOM FLOAT” Boom Float 39 Solenoid This is the status of the boom floatcommand (output from ECM). Thestatus is either ON or OFF.

773 “BKT OPEN” Bucket Open 39 Solenoid This is the status of the bucket opencommand (output from ECM). Thestatus is either ON or OFF.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


774 “BKT CLOSE” Bucket Close 39 Solenoid This is the status of the bucket closecommand (output from ECM). Thestatus is either ON or OFF.

775 “TRVL ALARM” Travel Alarm 39 Switch This is the status of the travel alarm.The status is either ON or OFF.

776 “BOOMLOWER”

Boom Lower 39 Solenoid This is the status of the engine offlower command (output from ECM).The status is either ON or OFF.

777 “BOOM LOWERSW”

Boom LowerSwitch

39 Switch This is the status of the cab switchthat is used to lower the boom whenthe engine is not running.

778 “ETHER INJECTSW”

Ether InjectionSwitch

36 Switch The position of the ether injectionswitch in the cab. This is the switchwhich the operator uses to manuallyinject ether for starting. The switch iseither OFF or ON (manual injection).

779 “AESC” AutomaticEngine SpeedControl

36 Switch This is the status of the AESCpressure switch. If the engine ECMreceives an signal from AESCpressure switch notifying that thehydraulics are being used, then noaction is taken. But, if the hydraulicsare not being used, the engine ECMidles the engine down to a specifiedspeed to save fuel and reduce enginewear. As soon as the hydraulicsbegin to be used again, the enginespeed is again elevated. AESC stateis either ON or OFF.

780 “START RELAY” Start Relay 51 Switch This is the status of the start relay.When the engine is cranking, thestart relay is engaged.

781 “KEY STARTSW”

Key Start Switch 51 Switch The status of the key start switch.The status is either ON, OFF orCRANK.

782 “AESC ENABLSW”“AESC ENABLESW”(HEX)

AutomaticEngine SpeedControl EnableSwitch

36/49 Switch This is the status (ACTIVE orINACTIVE) of the Engine SpeedControl Automatic Enable switch.

783 “AESC CTRLLINE”

AutomaticEngine SpeedControl Line

36/39 Switch This is the status of the AESC outputline from the macine ECM to theengine ECM.

785 “PAYLOAD SW” Payload Switch 39 Switch This is the status of the payload storeswitch. The switch is normally inthe open position. When the switchis pressed, a grounded signal isreceived, telling the VIMS to store thepayload data that has been collectedsince the last store and to clear thepresent payload data. The switch iseither ON or OFF.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


786 “HOIST OVERCTR”

Hoist Overcenter

87 Calculated This the status of the hoistoverrunning load control. Thisindicates when the ECM is trying tocontrol the body so an overrunningload will not damage the machine.

787 “HOIST POSCC”

Hoist LeverPosition fromChassis Control

87 Analog This is used to read the hoist levermode and the mode drive commandpercentage. The drive percentage,used by the RAISE, FLOAT, andLOWER modes, indicates theposition of the lever within the rangeof travel for the particular mode.

788 “HOIST STATUSCC”

Hoist Statusfrom ChassisControl

87 Analog Used to read the actual hoistoutput status and drive commandpercentage. The drive percentage,used by the RAISE, FLOAT, LOWERand SNUB modes, indicates theposition of the lever within the rangeof travel for the particular mode.

790 “ATMOS PRES” AtmosphericPressure

36 Analog This is the atmospheric (barometric)pressure on the outside of themachine. The atmospheric pressuresensor sends a voltage that variesas the pressure changes to theengine ECM. The engine ECM thencalculates the pressure according tothe voltage that is received.

791 “AMB AIRTEMP”

Ambient AirTemperature

57 PWM This is the temperature of the airoutside the machine. The VIMSreceives a signal that changes inpulse width as the outside or ambientair temperature changes. The VIMSthen uses the pulse width that isreceived to determine the ambient airtemperature.

792 “MACHINEPITCH”

Machine Pitch 49 Calculated This is calculated from the pressuresthat are measured by the fourmachine suspension cylinderpressure sensors. The VIMS takesthe sum of the two front suspensioncylinder pressures minus the sumof the two rear suspension cylinderpressures.

793 “MACHINERACK”

Machine Rack 49 Calculated This is calculated from the pressuresthat are measured by the fourmachine suspension cylinderpressure sensors. The VIMStakes the sum of the two diagonalsuspension cylinder pressures (leftfront plus right rear or right front plusleft rear) minus the sum of the twoother diagonal suspension cylinderpressures.

794 “ATMOS PRESF”

EngineAtmosphericPressure Front

33 Analog This is the air pressure at the inletto the intake manifold of the frontengine. (see parameter 790)

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


795 “REEL LUBESW”

Reel LubeSwitch

57 Switch The status of the reel lube switch(ON or OFF). The reel lube switchwill turn the lubrication system on toactuate the manual lube reel.This isan alternate lubrication system fromthe auto lube system. This systemoverrides the auto lube system.While this switch is on, the auto lubestatus will be pending.

798 HOIST LVR POS Hoist LevelPosition

49 Calculated This indicates the hoist lever modes.The hoist lever modes are listedbelow:RAISELOWERHOLDFLOAT

799 “HOISTSTATUS”

Desired HoistStatus

27 Calculated The desired mode and drivepercentage of the hoist for operation.The drive percentage, used by theRAISE, FLOAT, and LOWER modes,indicates the desired lever positionwithin the range of travel for theparticular mode.

800 “VIMS EVENTLIST”

VIMS Event List 49 Calculated This is a percentage value thatrepresents the amount of memoryspace (out of the total) that is left forthe VIMS Event List.

801 “PAYLOADDATA”

Payload Data 49 Calculated This is a percentage value thatrepresents the amount of memoryspace (out of the total) that is leftfor storing of payload data. This iscalculated by VIMS on off highwaytrucks.

802 “VIMSSNAPSHOT”

VIMS Snapshot 49 Calculated This is a percentage value thatrepresents the amount of memoryspace (out of the total) that is left forstoring of the VIMS Snapshot data(previously named event recorderdata). This value will either be100, 50, or 0 percent. Every time asnapshot is activated (manually orautomatically), the VIMS snapshotvalue should be reduced by 50percent. This value can only be resetby downloading the VIMS snapshotdata.

803 “PAYLOADMEMORY”

PayloadMemory

49 Calculated This is a percentage value thatrepresents the amount of memoryspace (out of the total) that is left forstoring of the payload data. This iscalculated by VIMS on large wheelloaders.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


804 “PWR SHIFTPRES”

Power ShiftPressure

36 PWM This is the power shift pressure thatis used to control the swash plateson the hydraulic oil pumps. Theengine ECM receives a signal thatchanges in pulse width as the powershift pressure changes. The engineECM then uses the pulse width thatis received to determine the powershift pressure.

805 “VIDS EVENTLIST”

VIDS Event List 49 Calculated This is a percentage value thatrepresents the amount of memoryspace (out of the total) that is left forthe VIDS Event List data.

806 “PWR SHIFT” Power Shift 36 Calculated This is the current as a percentageof maximum that is delivered to thepower shift solenoid.

850 “MAX PITCH/SEC”

Maximum PitchPer Second

49 Calculated This is used with Chassis electroniccontrol module.

851 “MAX RACK/SEC”

Maximum RackPer Second


852 “CURRENTFELA”

Current FELA 49 Calculated This is used with Chassis electroniccontrol module.

853 “MOV AVG1FELA”

Moving AverageNumber 1 FELA


854 “MOV AVG2FELA”



855 “MOV AVG 3FELA”



856 “RUN AVGFELA”

RunningAverage FELA


857 “CUM FELAUPD”

CumulativeFELA Update


860 “MANUALEREC”

Manual EventRecorder

49 Switch This is the status of the manual eventrecorder. The status is either OFF orRECORDING.

862 “CUR R FELA” Current RearFELA


863 “MOV AVG1 RFELA”

Moving AverageNumber 1 RearFELA








866 “RUN AVG RFELA”

RunningAverage RearFELA


(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


875 “ATTACHCODE”

AttachmentCode

39 Calculated This reads the machine attachmentcode.

876 “EXH TEMP DEVLTF”

ExhaustTemperatureDeviation LeftFront

49 Calculated This is the difference between the leftfront exhaust and the three remaningexhaust banks.

877 “EXH TEMP DEVLTR”

ExhaustTemperatureDeviation LeftRear

49 Calculated The difference between left rearexhaust and the three remaningexhaust banks.

878 “EXH TEMP DEVRTF”

ExhaustTemperatureDeviation RightFront

49 calculated The difference between right frontexhaust and the three remaningexhaust banks.

879 “EXH TEMP DEVRTR”

ExhaustTemperatureDeviation RightRear

49 Calculated The difference between right rearexhaust and the three remaningexhaust banks.

900 “LOADINGTIME”

Loading Time 49 Calculated This is the total time that the machinehas spent loading in a given payloadcycle.

901 “STOP EMPTYTIME”

Stopped EmptyTime

49 Calculated This is the total time that the machinehas been stopped while empty in agiven payload cycle.

902 “TRVL EMPTYTIME”

Travel EmptyTime

49 Calculated This is the total time that the machinehas been traveling while empty in agiven payload cycle.

903 “STOP LOADEDTIME”

Stop LoadedTime

49 Calculated This is the total time that the machinehas been stopped while loaded in agiven payload cycle.

904 “TRVL LOADEDTIME”

Travel LoadedTime

49 Calculated This is the total amount of time thata machine has been traveling whileloaded in a given payload cycle.

905 “THROTTL LCKSPD”

Throttle LockSpeed

36 Calculated This is the throttle lock speed thatwas set by the operator with thethrottle lock set switch. This is onlyvalid if the throttle lock ON/OFFswitch is in the ON position.

907 “LOW OILPRES”

Low OilPressure

36 Switch This notifies the VIMS when engineoil pressure is low. The switch isisolated from ground when the oilpressure is low. In normal operation,the switch is grounded.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


910 “LT FNL DRVCHIP”

Left Final DriveChip DetectorLevel

50 Switch This switch notifies the VIMS if chipshave been detected in the left finaldrive. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

912 “RT FNL DRCHIP”

Right FinalDrive ChipDetector Level

50 Switch This switch notifies VIMS if chipshave been detected in the right finaldrive. As metal chips collect on themagnetic contacts of the switch,a short circuit is made from oneterminal to the other causing a closedcircuit to ground. During normaloperation, the switch is in the openposition. The switch is consideredclosed when the resistance betweenthe two switch terminals is betweenzero and approximately 2K ohms.

913 “LT FNL DRVTEMP”

Left Final DriveOil Temperature

49/50 PWM This is the temperature in the leftfinal drive.

914 “RT FNL DRVTEMP”

RightFinal DriveTemperature

49/50 PWM This is the temperature in the rightfinal drive.

7107 “INJ DISABLD” Engine InjectionDisalbled

36 Calculated The engine status parameter ismonitored in order to see if theinjectors have been disabled.

7108 “OIL PRES FSHTDN”

Oil PressureFront ShutdownStatus

33 Calculated This parameter senses if the frontengine has been shutdown due tolow oil pressure. The engine ECM willturn off the Rear Low Oil Pressurestatus immediatly when the rearengine is shutdown. This parameterlooks for a change of state in the lowoil pressure status from LO to OKand the injection disabled from OFFto ON.

7109 “TRN OIL PRESLO”

TransmissionOil PressureLow

116 Calculated Monoitors the low region of thetransmission oil pressure.

7110 “TRN OIL PRESHI”

TransmissionOil PressureHigh

116 Calculated This monitors the region of hightransmission oil pressure.

(continued)


(Table 22, contd)


ParameterNumber

VIMSAbbreviated

Name

VIMSFull

NameSource


7112 “OIL PRES RSHUTDN”

Oil PressureRear ShutdownStatus

34 Calculated This parameter senses if the rearengine has been shutdown due tolow oil pressure. The engine ECM willturn off the Rear Low Oil Pressurestatus immediatly when the rearengine is shutdown. This parameterlooks for a change of state in the lowoil pressure status from LO to OKand the status of injection disabledfrom OFF to ON.

7701 “RETRDR LVR” Retarder LeverPosition

116 PWM This reads the position of the autoretarder lever. This signal is apercentage of full travel.

7738 “AUTO RETRDRSW”

AutomaticRetarderPressure SwitchStatus

116 Switch This shows the state of the ARCpressure switch. The ARC pressureis either HI or LO.

155Testing and Adjusting Section

Testing and AdjustingSection

Testing and Adjusting

i00962728

General InformationSMCS Code: 7601

Troubleshooting the Vital Information ManagementSystem requires additional information from themachine Service Manual, the Electrical SystemSchematic, and the Operation and MaintenanceManual.

As a guide, typical VIMS schematics are locatedat the end of this manual. Refer to the ElectricalSystem Schematic that is located in the machineService Manual for a complete representation of themachine that is being diagnosed.

When the troubleshooting procedure instructsthe service personnel to REPAIR THE HARNESS,always use the Electrical System Schematic thatis located in the machine Service Manual totrace the circuit. Perform continuity checks at theconnectors in order to locate the harness failures.At component connectors, always check theground circuit. Control power circuits require lessthan 2 ohms of resistance between the connectorground contacts and frame ground. Signal circuits(“sensors, switches, solenoids etc.”) require lessthan 5 ohms of resistance for normal operation.Resistance that is greater than 5 ohms can causeincorrect diagnosing of problems.

Repairs of the machine harness should beperformed with the wire of the same gauge. Alljoints should be soldered. All joints should betaped tightly. Use the 1P-0810 Vinyl Tape or shrinksleeving for all repairs to the harness. Repairs to thedata link circuit in the harness must maintain thesame “twist” ratio in the wiring that was providedin the original harness. The “two wires” of the CATdata link must maintain a twist rate of 2 ±1 turns perinch. Wiring of the Display data link must maintainthe twist rate of 2 ±1 turns per inch. The wires of theDisplay data link are listed here: E972-BU (ground),C414-BU (Load), C413-YL (Data), and E708-PK(clock). Twisting is VERY IMPORTANT! Twisting willminimize the electrical interference to other circuitsthat is caused by the data link. Interference to thedata link from other circuits will also be minimized.

During troubleshooting, inspect all componentand harness connections before any componentis replaced. Electrical problems can be causedif harness connections are not clean and tight.The electrical problem can be permanent or theelectrical problem can be intermittent. Make surethat the connections are tight before other testsare made.

The failure of an electrical component can cause thefailure of one or more related components. Alwaysattempt to find the cause of the electrical systemfailure and then correct the cause of the electricalsystem failure before replacing a component.

Some machine functions that use solenoid valvesrequire a suppressor diode across the valve coil.If the suppressor diode is faulty, electronic noisethat is generated by the solenoids turning ON andOFF can cause erratic operation of the displaycomponents. If the erratic operation of the displaycomponents appears to be associated with anactivity such as bucket operation (LHEX), check theappropriate suppressor diode for proper operation.

Data events and maintenance events are defined bythe machine’s configuration software. Diagnosticsfunctions for a given event are also defined inthe configuration software. The “event definitions”were improved in the 9.X and later configurationsoftware in order to reduce the number ofnuisance warnings for both machine and systemconditions. An important change that was madeto the configuration software is the addition of alonger evaluation time. The longer evaluation timeallows VIMS to display an event only if an actualelectrical failure exists. VIMS may wait up to 8SECONDS before displaying a system event onthe message center or VIMS may wait up to 8SECONDS before storing a system event. Duringthis time period, the gauges that are located onthe “VIMS display components” may fall to the“red zone”. The message area will show “ERR”.During troubleshooting, allow an adequate amountof time for VIMS to report that a new conditionexists. For example, unplug a sensor from themachine harness. VIMS may wait up to 8 secondsbefore reporting this condition as an “ERR”. Some“machine events” for filters may require SEVERALMINUTES or HOURS before VIMS reports thecondition. Likewise, when the condition is corrected,several minutes may be required before the eventceases to be reported. When VIMS has received anevent from an electronic control via the CAT datalink VIMS adds zero time to these events. VIMSdisplays the events immediately. The “event delay”is defined in the software of the control.

Repairs are considered complete when the systemevent is no longer present and the parameterappears to read the condition of the machinecorrectly.


Quick Reference

• See the Testing and Adjusting, “TroubleshootingDiagnostic Codes” section for failures that havediagnostics (MID/CID/FMI).

• See the Testing and Adjusting, “ TroubleshootingAlert Indicators” section for failures in theoperation of the alert indicator.

• For the “experienced service technician”, seethe Testing and Adjusting, “TroubleshootingDiagnostic Codes Using Abbreviated Procedures”section for troubleshooting failures that havediagnostics (MID/CID/FMI).

i00962778

Service ToolsSMCS Code: 0785

The following service tools should be used to aidin the troubleshooting of VIMS and other electricalsystems.

Table 23

Service Tools

Part Number Part

6V-70709U-7330

Digital Multimeter

8T-3224 Needle Tip Group

7X-1710 Multimeter Probe Group

6V-2150 Starting and Charging Analyizer

8T-8697 Electronic Control AnalyzerProgrammer

JEBD3003 Caterpillar Electronic TechnicianSoftware

127-9797 Cable Assembly

ServiceTool

Laptop Computer (recomendedrequirements):166 MHz Pentium processor64 megabytes of RAMMouse (“pointing device”)Microsoft Windows 98Additional RS-232 serial portCaterpillar Common ServicesSoftware, JERD2095Vital Information Management SystemSoftware, JERD2132

For instructions on servicing Sure Seal connectors,see Special Instruction, SMHS7531. For instructionson servicing the Deutsch DT type connectors, seeSpecial Instruction, SEHS9615.

Use the digital multimeter for making continuitychecks or for measuring voltage. For instructionsabout the use of the 6V-7070 Digital Multimeter, seeSpecial Instruction, SEHS7734. Service personnelcan use the 7X-1710 Probe Cable Group tomeasure the voltage of a circuit without breakingthe connection. The probe cables are pushed intothe back of the connector along the wire. The8T-8726 Adapter Cable has a 3 pin breakout. Theadapter cable is used for measurements in thesensor circuits.

Note: Except for harness tests, using continuitytesters such as the 8T-0500 Continuity Testeror voltage testers such as the 5P-7277 VoltageTester is not recommended for today’s Caterpillarelectrical circuits.

The off-board service tool connector providesaccess to VIMS by way of the RS-232 data link.This connector is a military type connector. Theservice connector of the Electronic Control AnalyzerProgrammer provides access to the electronicengine control by way of the CAT data link. Thisconnector is a HD type connector. These serviceconnectors are usually located both in the caband at ground level. The service connector forthe off-highway trucks is located on the “leftfront bumper area”. The service connector forthe large hydraulic excavators and large wheelloaders are located near the ground level accessladder. Later hydraulic excavators will not have aservice connector at this location. Use the machineElectrical System Schematic in order to locate theposition of the service connector.


i01489008

Troubleshooting DiagnosticCodesSMCS Code: 7601-038


VIMS Display Components

(1) Gauge cluster(2) Speedometer/tachometer module(3) Message center(4) Alert indicator(5) Data logging indicator(6) Gauges(7) Tachometer(8) Ground speed readout(9) Actual gear readout(10) Message area(11) Universal gauge(12) Gauge warning areas

The display of most maintenance events is delayedwith the 9.X class of configuration software or laterversions. The VIMS may wait up to eight secondsfrom the start of an event before the event isdisplayed. This delay is called debounce. This eightsecond delay is included in the total duration time ofthe events that are recorded in the event list. Whenthe VIMS has received an event from an electroniccontrol via the CAT data link the VIMS addszero time to these events. the VIMS displays theevents immediately. Debounce is applied to manyparameters in order to prevent false tripping ofevents or debounce is applied to many parametersin order to reduce false tripping of events.

ACTIVE maintenance events are shown in messagearea (10). A maintenance event is specified byshowing that a parameter has an “ERR” andinstructions for the operator such as “CALL SHOP”.When multiple ACTIVE maintenance events arepresent each event will be displayed on themessage area. The message area scrolls throughthe events at three second intervals. The followingdisplay is shown when the engine oil pressurecircuit has an error:


Pressing the “F1” key will display the diagnosticinformation (MID, CID, and FMI codes) for theevent on the second line of the message area. Anexample is shown here:


When the VIMS is in the gauge mode pressing the“F1” key will display the failure on the messagearea. Pressing the “F1” key again will display theFMI code definition. An example of the messageis “SHORTED LO”.

Module Identifier (MID)

The VIMS displays maintenance events thatoriginate from electronic controls. The events areshown on the message area. Other electroniccontrol modules transfer this diagnostic informationby way of the CAT data link to the VIMS mainmodule.

The electronic control module that has detected afailure is identified by the Module Identifier (MID).Each electronic control module on the machine hasa unique MID. Use table 24 to match the MID foreach failure to an electronic control module. Referto the “Module Identifier table” on the machine’sElectrical System Schematic if the MID that is showndoes not appear in table 24. After the electroniccontrol module that detected the failure has beenidentified, refer to the failed controls Service Manualfor troubleshooting information (CID/FMI). TheService Manual modules for each control are part ofthe machine Service Manual.

If the Module Identifier is for a VIMS module use thisService Manual, SENR6059 module to troubleshootthe failure. This Service Manual, SENR6059module contains troubleshooting proceduresfor VIMS electronic control modules only. Referto the Testing and Adjusting, “TroubleshootingProcedures” section of this manual for the CID/FMItroubleshooting procedures.


Note: Maintenance events that originate in otherelectronic controls may be automatically clearedfrom the control when the event is transferred to theVIMS. The data events are not affected.

Table 24

Descriptions of the Module Identifiers (MID)

MID No. Description

27 Transmission Control (only EPTC II)

30 Caterpillar Monitor System ElectronicControl

36 Engine Control

39 Machine Control

49 VIMS Main Module

57 VIMS Interface Module (No. 1)








81 Transmission Control

82 Implement Control

83 Automatic Retarder Control

87 Chassis Control Module

116 Brake Control

173 Unknown Fault or MID

Component Identifier (CID)

The Component Identifier (CID) is a code thatdescribes the component that is believed to havecaused the failure. The MID/CID/FMI can be usedto see the whole story.

Table 25

Component Identifier (CID) For VIMS

CID No.(1) Component

0041 8 Volt Sensor Power Supply

0075 Steering Oil Temperature Sensor

0096 Fuel Level Sensor

0100 Engine Oil Pressure Sensor

0110 Engine Coolant Temperature Sensor

(continued)

(Table 25, contd)



0127 Transmission Oil Pressure Sensor

0171 Ambient Air Temperature Sensor

0177 Transmission Oil Temperature Sensor

0190 Engine Speed Sensor

0248 CAT Data Link

0262 5 Volt Sensor Power Supply

0263 Sensor Power (8 or 12 Volt)

0267 Switch (Remote Engine Shutdown)

0271 Action Alarm

0272 Turbocharger Outlet OverboostPressure Sensor (High)

0279 Aftercooler Coolant TemperatureSensor

0280 Gear Box Temperature Sensor

0295 HEX Electronic Control Module

0296 Transmission Electronic ControlModule

0324 Action Lamp (Warning)

0341 Solenoid (Hydraulic Control ValveWarm Up) (No. 4)

0350 Lift Linkage Position Sensor

0364 Pressure Sensor (Lift Cylinder Head)

0371 Horn Solenoid (Forward)

0379 Machine Autolube Pressure Sensor

0425 Pressure Sensor (Front Brake Oil)

0426 Pressure Sensor (Rear Brake Oil)

0427 Front Axle Oil Temperature Sensor

0428 Rear Axle Oil Temperature Sensor

0429 Pressure Sensor (Steering Pump Oil)

0430 Pressure Sensor (Steering Pilot)

0434 Hydraulic Pilot Oil Pressure Sensor

0436 Torque Converter Oil Pressure Sensor




0533 Auto Retarder Control (ARC)

(continued)


(Table 25, contd)



0541 Pressure Sensor (Differential Oil)(Axle)

0558 Autolube Relay

0562 Caterpillar Monitoring System

0590 Engine Electronic Control Module

0596 Implement Electronic Control Module

0600 Hydraulic Oil Temperature Sensor

0650 Harness Code

0654 Trailer Right Brake Oil TemperatureSensor

0655 Trailer Left Brake Oil TemperatureSensor

0656 Temperature Sensor (Trailer Brake OilCooler Inlet)

0657 Temperature Sensor (Trailer Brake OilCooler)

0658 Pressure Sensor (Trailer) (RightSuspension Cylinder)

0659 Pressure Sensor (Trailer) (LeftSuspension Cylinder)

0672 Torque Converter Output SpeedSensor

0767 Fixed Displacement Pump Oil PressureSensor

0800 VIMS Main Module









0809 Speedometer/Tachometer Display (No.1)

0810 Speedometer/Tachometer Display (No.2)

0811 Gauge (Quad Cluster) (No. 1)


0813 Gauge (Quad Cluster)(No. 3)


0815 Message Center (No. 1)

0816 Message Center (No. 2)

(continued)

(Table 25, contd)



0817 ECM Internal Backup Battery

0819 Display Data Link

0820 Keypad Data Link

0821 Display Power Supply (9 Volt)

0822 Power Supply (Display Lighting)

0823 Lamp (VIMS Service)

0824 Green Truck Payload Lamp (No. 1)

0825 Red Truck Payload Lamp (No. 2)

0826 Torque Converter Oil TemperatureSensor

0827 Temperature Sensor (Bank) (LeftExhaust )

0828 Temperature Sensor (Bank) (RightExhaust)

0829 Rear Aftercooler Coolant TemperatureSensor

0830 Front Brake Oil Temperature Sensor

0833 Rear Brake Oil Temperature Sensor

0835 Temperature Sensor (Differential Oil)(Axle)

0838 Left Front Suspension CylinderPressure Sensor

0839 Right Front Suspension CylinderPressure Sensor

0840 Left Rear Suspension CylinderPressure Sensor

0841 Right Rear Suspension CylinderPressure Sensor

0849 System Air Pressure Sensor

0851 Gear Box Pressure Sensor

0852 Brake Oil Temperature Sensor (RightFront)

0853 Brake Oil Temperature Sensor (LeftFront)

0854 Brake Oil Temperature Sensor (RightRear)

0855 Brake Oil Temperature Sensor (LeftRear)

0890 Broadcast Port (Data Link)

1089 Road Analysis Control (RAC) Module

(1) The current Component Identifiers provided in the table,apply to any machine that was equipped with the VIMS after08 January 1994. These Component Identifiers also applyto machines that were updated with new software after 08January 1994.


Failure Mode Identifier (FMI)

Failure Mode Identifier (FMI) codes are defined bySAE standards. The Caterpillar definitions that arelisted here are applied to Caterpillar products. Therelationship between sensors and FMI’s is shown inIllustration 212. The type of sensors are listed here:frequency sensors (Suspension Cylinder), analogsensors (engine control), and digital sensors (PWM).



Table 26

Descriptions of the Failure Mode Identifiers And the Associated Message Center Displays

FMI No. Description of Failure Message Center Display

00 “Data Valid But Above Normal Operating Range” N/A

01 “Data Valid But Below Normal Operating Range” N/A

02 “Data Erratic, Intermittent Or Incorrect” “INTERMITTENT”

03 “Voltage Above Normal Or Shorted High” “SHORTED HI”

04 “Voltage Below Normal Or Shorted Low” “SHORTED LO”

05 “Current Below Normal Or Open Circuit” “LO AMPS OPEN”

06 “Current Above Normal Or Grounded Circuit” “HI AMPS GROUNDED”

07 “Mechanical System Not Responding Properly” N/A

08 “Abnormal Frequency, Pulse Width Or Period” “OUT OF RANGE”

09 “Abnormal Update” “NO RESPONSE”

10 “Abnormal Rate Of Change” N/A

11 “Failure Mode Not Identifiable” “UNKNOWN ERROR”

12 “Bad Device Or Component” “NO RESPONSE”

13 “Out Of Calibration” “UNCALIBRATED”

14 “Not Used” N/A


16 “Parameter Not Available” “NOT AVAILABLE”

17 “Module Not Responding” “NO RESPONSE”

18 “Sensor Supply Failure” “SNSR SUPPLY FAULT”

19 “Condition Not Met” N/A


Detailed FMI Explanation

FMI 00 – “Data Valid But Above Normal OperatingRange” Every electronic control system sets ahigh limit for the expected operating range of thesignal. The limit includes over range signals suchas high converter temperatures. A sensor that is stillworking but sending a signal above the expectedlimit will cause an FMI 00 to be stored.

Some possible causes of FMI 00 are listed here:

• Signal above normal (High pressure ortemperature)

• Calibration is needed. (FMI 13 is the preferredcode.)

For example, a certain PWM sensor is expected togenerate a valid signal over 80 percent duty cycle.If the sensor generates a signal of 81 percent dutycycle, the sensor is still working but the signal isabove the expected signal limits.

FMI 01 – “Data Valid But Below Normal OperatingRange” Every electronic control system sets a lowlimit for the expected operating range of the signal.The limit includes under range signals, such as alow engine oil pressure signal from a sensor that isfunctioning normally. A sensor that is still workingbut sending a signal below the expected limit willcause an FMI 01 to be stored.


• Signal below normal (Low voltage/pressure/temperature)

• Timing is retarded.

For example, a certain PWM sensor is not expectedto generate a PWM signal below 5 percent dutycycle even with zero air pressure. If the sensorgenerates a signal of 4 percent duty cycle with theengine shutdown, the sensor is still working but thesignal is below the expected signal limits.


FMI 02 – “Data Erratic, Intermittent Or Incorrect”Signal data that is received from a component isvalid. The data that is received from the componenthas become intermittent or erratic. Data can becorrect sometimes and the data may be incorrectat other times. The communication that occursbetween electronic controls also relates to thiscondition. For example, when the VIMS is lookingfor the engine speed from the electronic enginecontrol over the Cat data link. The data has beenintermittent 10 times within 5 seconds in a 10minute period.


• Loose connections in switches, harness, etc.

• Intermittent/erratic signal

• Programmed data has changed.

• Noisy signal

• The signal is out of range. (FMI 00 or FMI 01 arethe preferred codes.)

• A failed power or ground connection to the ECM

• Failed ECM

FMI 03 – “Voltage Above Normal Or ShortedHigh” The voltage that is received from acomponent is higher than the expected value thatis identified by the CID. FMI 03 most often relatesto a signal circuit.

Some Possible causes of FMI 03 are listed here:

• The sensor (switch)

• The harness

• The related electronic control

Some possible causes of an FMI 03 are listed here:

• An analog sensor’s output is stuck at themaximum output of the sensor.

• A harness that has the sensor signal wire shortedto any voltage that is greater than the voltage ofthe sensor power supply.

• A sensor signal wire is open in the machineharness between the sensor and the control.When a sensor has been disconnected froman electronic control the input circuit voltage isnormally pulled up to a positive level. The positivevoltage is often 5.0 DCV.

• A sensor signal contact of a failed control that isinternally shorted to a positive voltage source

• A failed control believes that a failure exists in acircuit that is working correctly. This is unlikely.

FMI 04 – “Voltage Below Normal Or Shorted Low”The voltage that is received from a component islower than the expected value that is identifiedby the CID. FMI 04 most often relates to a signalcircuit. FMI 04 is very similar to FMI 06. This FMI issometimes used in the place of FMI 06.

Some Possible causes of FMI 04 are listed here:

• The sensor

• The harness

• The related electronic control

Some possible cause of FMI 04 are listed here:

• An analog sensor’s output is stuck at the minimumoutput of the sensor.

• The signal wire is shorted to ground in theharness.

• Electronic control has an internal short to groundon the connector contact of the signal input.

FMI 05 – “Current Below Normal Or Open Circuit”The current of the monitored circuit is below normal.This usually results from an open circuit. FMI 05 isgenerally related to a control output driver circuit.


• Open circuit or poor harness connection

• High resistance circuit in a component (relay coil)

• Component in the open position (switch)

FMI 06 – “Current Above Normal Or GroundedCircuit” The current of the monitored circuit isabove normal. This code is most commonly causedby a circuit that is shorted to ground. This is verysimilar to an FMI 04. This code is sometimes usedin the place of FMI 04.


• A short to ground in the harness

• Low resistance (failure) in component coil (relay)

• Electronic control has an internal short to groundon the connector contact of signal input.


FMI 07 – “Mechanical System Not RespondingProperly” A mechanical system does not respondin the expected manner when electrical commandsare received from the electronic control.

For example, a sluggish solenoid valve causes aslow shift.


• Improper response of a component

• Stuck component

• Component failure

• The engine is shutdown.

• Improper machine operation

FMI 08 – “Abnormal Frequency, Pulse Width orPeriod” The frequency of the signal or the width ofa given signal pulse is not in the expected range.This code can also relate to a failed output circuit ofa sensor or an open output circuit of a sensor.

Note: The period is defined as the number of cyclesfor any periodic waveform. The period is measuredin cycles per second.


• Intermittent signal circuit connections

• Misfire.

• Noisy signals that are caused by a nearby radioor magnetic field

FMI 09 – “Abnormal Update” This code relatesto the communication that occurs betweenelectronic controls via a data link. This code occurswhen given control is unable to receive requiredinformation from another control via the data link.This code indicates that the communication link tothe ECM has been lost for more than five secondsand The ECM will not respond.


• Loose connections in the harness or switches

• Failed power or ground connections to the ECM

• No communication is available on the data link.

• Abnormal update because of a mismatch ofsoftware between electronic controls

• Failure of the electronic control

FMI 10 – “Abnormal Rate Of Change” The codeis related to a signal that changes at a rate thatis different from the expected rate. The RATE OFCHANGE is outside of the expected limit. Thisvalue is not outside of the expected maximum orminimum value.

For example, The ground speed increases too fastfor normal operation. The output of the transmissionspeed sensor is sending the electronic control datathat is erratic.

FMI 11 – “Failure Mode Not Identifiable” Thiscode is used when an electronic control determinesthat multiple FMI codes are responsible for a singlefailure.


• Mechanical failure

• Machine damage to multiple circuits

FMI 12 – “Bad Device Or Component” The code isused for the situations that are listed here: The codeis used when an electronic control does not receivean expected response from another electroniccontrol via the data link. The code is also usedwhen an electronic control receives an expectedresponse from another electronic control but theresponse is not valid. This condition is also usedwhen an electronic control is expected to send dataperiodically and the control does not send the data.


• Control failure.

• Failure of an input to another electronic controlmodule

• Failure of the data link circuit within the machineharness

• One or more controls with the incorrect software

FMI 13 – “Out Of Calibration” This code is usedwhen the electrical signal of a given mechanicalcondition is not within the expected limits of theelectronic control. The sensor needs calibration,adjustment or replacement.

The possible causes of FMI 13 are listed here:

• Calibration is required.

• Data out of range

FMI 14, FMI 15 and FMI 20 – Codes are Not Used.


FMI 16 – “Parameter Not Available” The electroniccontrol that is providing data does not support therequested parameter because the parameter is notavailable. This code indicates a possible softwaremismatch between the electronic controls.

FMI 17 – “Module Not Responding” This code isused when a parameter error is caused by a sourcemodule that ignores a request for data. The sourcemodule has failed or the wire harness has failed.

FMI 18 – “Sensor Supply Failure”. This code isused when a parameter error is caused by a failedpower supply in the module that is supplying thevoltage.

FMI 19 – “Conditions Not Met” This code is usedwhen conditions that are defined in the software arenot met in order to store trend data. FMI 19 or theactual FMI that is responsible for the failed trendcondition will be recorded.

Troubleshooting Procedures

Go to the procedure that corresponds to the CIDand FMI that is shown on the VIMS messagecenter module. These procedures are used formaintenance events (diagnostic codes)that originatewith the VIMS modules. These procedures are usedfor CID’s that have an MID of 49, 50, 57, 58, 59,60, 65, 66, 67 or 68.

If the module identifier is not one of the previouslisted numbers for the VIMS modules, see theModule Identifier (MID) chart that is located on theElectrical System Schematic for the machine that isbeing serviced. After determining which electroniccontrol module detected the event or failure, seethe service manual module for that control fortroubleshooting information (CID/FMI). The servicemanual modules for each control are part of theService Manual for the machine. See the followingsections for additional information:Module Identifier(MID) and the Component Identifier (CID) .

i01382117

Troubleshooting DiagnosticCodes Using AbbreviatedProcedureSMCS Code: 7601-038

For detailed troubleshooting of system events, seeprocedure with the same CID and FMI numbers. FMI05 or 06 may be incorrectly displayed sometimes inplace of FMI 03 and 04 on input circuits. For similarinformation regarding other systems like EPTCII orEUI, see the Service Manual for that system.


Table 27

VIMS DETECTED FAILURES

CID/FMI FAILURE DESCRIPTION RESULT OF FAILURE (during normaloperation)

POSSIBLE CAUSE

CID 0041 Sensor Power Supply + 8 Volts

FMI-03 Voltage above normal(signal) or shorted high.

1. Any sensor powered by this 8 voltcircuit may not work. Look for other CIDcodes in order to confirm.2. Any sensor powered by this 8 Voltcircuit may work intermittently. Look forother CID codes in order to confirm.3. Any sensor powered by this 8 Voltcircuit may appear to work now.

1. Harness/connector short to +Battery orother voltage greater than 8 Volts for theoutput on contact 26.A. D963-BU (interface module No. 1).B. D964-BR (interface module No. 2).C. F975-OR (interface module No. 2).

FMI-04 Voltage below normal orshorted low.

1. Any sensor powered by this 8 Voltcircuit may not work. Look for other CIDcodes in order to confirm.2. Any sensor powered by this 8 Voltcircuit may work intermittently. Look forother CID codes in order to confirm.3. Any sensor powered by this 8 Voltcircuit may appear to work now.

1. Harness/connector short to +Battery orother voltage greater than 8 Volts for theoutput on contact 26.A. D963-BU (interface module No. 1).B. D964-BR (interface module No. 2).C. F975-OR (interface module No. 2).2. Failed sensor(s) powered by this circuit.

FMI-06 Current above normal(signal) or grounded circuit.


1. Harness/connector short to +Battery orother voltage greater than 8 Volts for theoutput on contact 26.A. D963-BU (interface module No. 1).B. D964-BR (interface module No. 2).C. F975-OR (interface module No. 2).2. Failed sensor(s) powered by this circuit.

CID 0075 Steering Oil Temperature Sensor


1. Temperature always shows maximum.2. Correct temperature may beintermittent.3. Temperature may appear normal now.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. A451-WH (Signal).C. 201-BK (Ground).797 ONLYA. K983-BU (+8 Volts).B. A451-WH (Signal).C. J842-BK (Ground).2. Harness/connector short to +Battery or+8V in the A451-WH wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe A451-WH wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe A451-WH wire.2. Failed sensor.3. Failed interface module.

CID 0096 Fuel Level Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Fuel gauge always shows full.2. Fuel gauge may work intermittently.3. Fuel gauge may work normally now.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 447-PK (Signal).C. 201-BK or J842-BK (Ground).2. Harness/connector short to +Battery inthe 447-PK wire.3. Failed fuel level sensor.4. Failed interface module.


1. Fuel gauge always shows empty.2. Fuel gauge may work intermittently.3. Fuel gauge may work normally now.

1. Harness/connector short to ground inthe 447-PK wire.2. Failed sensor.3. Failed interface module.


1. Fuel gauge always shows empty.2. Fuel gauge may work intermittently.3. Fuel gauge may work normally now.

1. Harness/connector short to ground inthe 447-PK wire.2. Failed sensor.3. Failed interface module.

CID 0100 Engine Oil Pressure Sensor (994)

FMI-03 Voltage above normal orshorted high.

1. Engine oil pressure always shows aminimum.2. Correct pressure may be intermittent.3. Pressure may appear to be normalnow.

1. Harness/connector open or intermittentin one or more of the following circuits.A. 113-OR (+24 Volts).B. 994-GY (Signal).C. A252-BK (Ground).2. Harness/Connector short to +Battery inthe 994-GY (Signal) wire.3. Failed sensor.4. Failed interface module.


1. Engine oil pressure may not work.2. Engine oil pressure may workintermittently.3. Engine oil pressure may appearnormal now.

1. Harness/connector short to ground inthe 994-GY wire.2. Failed sensor.3. Failed interface module.

FMI-06 Current above normal orgrounded circuit.

1. Engine oil pressure may not work.2. Engine oil pressure may workintermittently.3. Engine oil pressure may appearnormal now.


CID 0110 Engine Coolant Temperature Sensor (994 and LHEX)



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. 995-BU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the 995-BU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector shorted to ground(intermittent) in the 995-BU wire2. Failed sensor.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector shorted to ground(intermittent) in the 995-BU wire2. Failed sensor.3. Failed interface module.

CID 0127 Transmission Oil Pressure Sensor


1. Transmission oil pressure alwaysshows a minimum.2. Correct transmission oil pressuremay be intermittent.3. Transmission oil pressure may appearto be normal now.

1. Harness/connector open or intermittentin one or more of the following circuits.A. 709-OR (+8 Volts).B. 815-WH (Signal).C. 202-BK (Ground).2. Harness/Connector short to +Battery inthe 815-WH (signal) wire.3. Failed sensor.4. Failed interface module.


1. Transmission oil pressure may notwork.2. Transmission oil pressure may workintermittently.3. Transmission oil pressure may appearto be normal.

1. Harness/connector short to ground inthe 815-WH (signal) wire.2. Failed sensor.3. Failed interface module.


1. Transmission oil pressure may notwork.2. Transmission oil pressure may workintermittently.3. Transmission oil pressure may appearto be normal.

1. Harness/connector short to ground inthe 815-WH (signal) wire.2. Failed sensor.3. Failed interface module.

CID 0171 Ambient Air Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU or F975-OR (+8V).B. C453-YL (Signal).C. 201-BK (Ground).797 ONLYA. K983-BU (+8V).B. C453-YL (Signal).C. J842-BK (Ground).2. Harness/connector short to +Battery or+8V in the C453-YL wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe C453-YL (Signal) wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe C453-YL wire.2. Failed sensor.3. Failed interface module.

CID 0177 Transmission Oil Temperature Sensor (Lube)

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. 428-OR (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the 428-OR wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe 428-OR wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe 428-OR wire.2. Failed sensor.3. Failed interface module.

CID 0190 Engine Speed Sensor (994 and LHEX)

FMI-02 Data erratic, intermittent orincorrect.

1. Engine Speed shows erratic or notat all.2. Engine Speed is normal now.3. Auto lube may not cycle.4. Hour meter does not increment(increase hours).

1. Sensor not adjusted correctly.2. Harness/Connector is loose orintermittent in one or more of the followingcircuits:A. D963-BU (+8V).B. 450-YL (Signal).C. 201-BK (Ground).3. Failed sensor.4. Failed interface module


1. Engine Speed shows erratic or notat all.2. Engine Speed is normal now.3. Auto lube may not cycle.4. Hour meter does not increment.

1. Sensor not adjusted correctly.2. Harness/Connector is loose orintermittent in one or more of the followingcircuits:A. D963-BU (+8V).B. 450-YL (Signal).C. 201-BK (Ground).3. Failed sensor.4. Failed interface module



1. Harness/connector short to ground inthe 450-YL wire.2. Failed sensor.3. Failed interface module.

FMI-08 Abnormal frequency, pulsewidth, or period


1. Runout on engine flywheel.2. Incorrect hook-up/use of two-way radio.3. Harness/connector is loose orintermittent in one or more of the followingcircuits:A. D963-BU (+8V).B. 450-YL (Signal).C. 201-BK (Ground).4. Failed sensor.

CID 0248 CAT data link

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-02 Data erratic, intermittent orincorrect. ECM has dropped off theCAT data link 10 times in 10 minutes.Event is active until communicationis reliable for more than ten minutes.

1. Gauges may be erratic.2. Unexplained events may appear.3. One or more ECM cannotcommunicate on CAT data link.

1. Harness/Connector Open/Short in oneor more of the following circuits:A. CAT data link +B. CAT data link -2. Software mismatch between ElectronicControl Systems on the CAT data link.3. Failed electronic control module (ECM)on CAT data link.

FMI-09 Abnormal Update. Indicatesthat data link communication withthe ECM has been broken for morethan 5 seconds.

1. Gauges may be erratic.2. Unexplained events may appear.3. One or more ECM cannotcommunicate on the CAT datalink.

1. Harness/Connector Open/Short in oneor more of the following circuits:A. CAT data link +B. CAT data link -2. Software mismatch between ElectronicControl Systems on the CAT data link.3. Failed electronic control module (ECM)on CAT data link.

CID 0262 Sensor Power Supply (+5 Volts)


1. Any sensor powered by this +5 voltcircuit may not work. Look for other CIDcodes in order to confirm.2. Any sensor powered by this +5 voltcircuit may work intermittently. Look forother CID codes in order to confirm.3. Any sensor powered by this +5 voltcircuit may appear to work now.

1. Harness/connector short to +Batteryor other voltage greater than +5 volts forthe output on contact 27 of this interfacemodule.2. Failed interface module.


1. Any sensor powered by this +5 voltcircuit may not work. Look for other CIDcodes in order to confirm.2. Any sensor powered by this 5 Voltcircuit may work intermittently. Look forother CID codes in order to confirm.3. Any sensor powered by this +5 voltcircuit may appear to work now.

1. Harness/connector short to ground forthe output on contact 27 of this interfacemodule.2. Failed sensor(s) powered by this circuit.3. Failed interface module.


1. Any sensor powered by this +5 voltcircuit may not work. Look for other CIDcodes in order to confirm.2. Any sensor powered by this +5 voltcircuit may work intermittently. Look forother CID codes in order to confirm.3. Any sensor powered by this 5 Voltcircuit may appear to work now.

1. Harness/connector short to ground forthe output on contact 27 of this interfacemodule.2. Failed sensor(s) powered by this circuit.3. Failed interface module.

CID 0263 Sensor Power Supply +8 Volt



1. Harness/connector short to +Battery orother voltage greater than +8 volts for theoutput on contact 26 (D963-BU) of thisinterface module.2. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector short to ground forthe output on contact 26 (D963-BU) of thisinterface module.2. Failed sensor(s) powered by this circuit.3. Failed interface module.


1. Any sensor powered by this +8 voltcircuit may not work. Look for other CIDcodes in order to confirm.2. Any sensor powered by this +8 voltcircuit may work intermittently. Look forother CID codes in order to confirm.3. Any sensor powered by this +8 voltcircuit may appear to work now.

1. Harness/connector short to ground forthe output on contact 26 (D963-BU) of thisinterface module.2. Failed sensor(s) powered by this circuit.3. Failed interface module.

CID 0267 Remote Engine Shutdown Input

FMI-01 Data below normal. 1. VIMS requested engine shutdown.Engine speed dropped below 400 RPMthen came back to life.2. This event appears with next key ONafter VIMS requested shutdown.

1. Failure in Remote switch or harness.2. Failed engine ECM personality module.3. Failed engine ECM.


1. VIMS requested engine shutdownengine speed dropped below 400 RPMthen came back to life.2. This event appears with next key ONafter VIMS requested shutdown.

1. Failure in Remote switch or harness.2. Failed engine ECM personality module.3. Failed engine ECM.

CID 0271 VIMS Action Alarm

FMI-03 Voltage above normal or+Battery shorted high.

1. Alarm continuously on.2. Alarm may not operate duringself-test.3. Alarm may appear to work normallynow.

1. Wire 410-WH shorted to +Battery.2. Failed main module.

FMI-05 Current below normal oropen circuit.

1. Alarm may not operate duringself-test.2. Alarm sounds weak (not loudenough).3. Alarm may work intermittently.4. Alarm may appear to work normallynow.

1. Alarm Failed.2. Wrong alarm is installed.3. Wire 410-WH is open (harness orconnectors).4. Alarm ground, 201-BK or J847-BK, isopen or intermittent.5. Failed main module.

FMI-06 Current above normal orshorted circuit.

1. Alarm may not operate duringself-test.2. Alarm sounds weak (not loudenough).3. Alarm may work intermittently.4. Alarm may appear to work normallynow.5. Alarm may have incorrect sound(pitch).

1. Failed alarm (shorted).2. Wrong alarm is installed.3. Wire 410-WH has short to ground(intermittent).4. Failed main module.

CID 0279 Front Aftercooler Coolant Temperature Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU or K933-GN (+8 Volts).B. D965-GN or C463-GY (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the D965-GN or C463-GY wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe D965-GN or C463-GY wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe D965-GN or C463-GY wire.2. Failed sensor.3. Failed interface module.

CID 0280 Gear Box Temp (Gear Box Splitter Temperature Sensor)



1. Harness/connector open (intermittent) inone or more of the following circuits:A. A700-OR (+Battery).B. C401-BR (Signal).C. 998-BR (Ground).2. Harness/connector short to +Battery or+8V in the C401-BR wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe C401-BR wire.2. Failed sensor.3. Failed interface module.




CID 0295 LHEX Electronic Control Module

FMI-02 Data erratic, intermittent orincorrect. ECM has dropped off theCAT data link 10 times in 10 minutes.Event is active until communicationis reliable for more than 10 minutes.

1. VIMS cannot communicate with largehydraulic excavator (LHEX) electroniccontrol module (ECM) on CAT data link.2. Unexplained events related to theLHEX ECM.

1. Harness/Connector open/short(intermittent) in one, or both, of thefollowing circuits:A. 882-PK (CAT data link -).B. 883-GY (CAT data link +).2. Wrong or corrupted configurationsoftware.3. Failed LHEX ECM.4. Intermittent power or ground connectionsto the ECM.

FMI-09 Abnormal update. Indicatesthat data link communication withthe ECM has been broken for morethan 5 seconds.

1. VIMS cannot communicate withthe large hydraulic excavator (LHEX)electronic control module (ECM) on CATdata link.2. Unexplained events related to LHEXECM.

1. Harness/connector open/short in one, orboth, of the following circuits:A. 882-PK (CAT data link -).B. 883-GY (CAT data link +).2. Wrong VIMS configuration or wrongLHEX ECM part number.3. Failed LHEX ECM.4. Wrong or corrupted control software(LHEX or VIMS).

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-11 Failure mode not identified. 1. VIMS cannot communicate with largehydraulic excavator (LHEX) electroniccontrol module (ECM) on CAT data link.2. Unexplained events related to LHEXECM.

1. Wrong VIMS configuration or wrongLHEX ECM part number.2. Failed LHEX ECM.3. Wrong or corrupted control software(LHEX or VIMS).

FMI-12 Bad device or component. 1. Cannot communicate with largehydraulic excavator (LHEX) electroniccontrol module (ECM) on CAT data link.2. Unexplained events related to ECM.3. ECM responds but not to all requestedparameters.

1. Wrong VIMS configuration.2. Wrong LHEX ECM part number.3. Failed LHEX ECM.4. Wrong or corrupted control software(LHEX or VIMS).5. Incorrect harness code.6. Incorrect attachment code (5230(7LL99-UP).

CID 0296 Transmission Electronic Control Module


1. Unexplained events are stored forthis control.2. Main module cannot communicatewith this control.3. Transmission control appears to worknormally now.

1. Harness/connector open/short in one orboth of the following circuits:A. 892-BRB. 893-GN2. Failed transmission ECM or wrong partnumber.3. Wrong or corrupted control software.4. Intemittent power or ground connectionsto the ECM.


1. No VIMS operation related to thiscontrol will work.2. Main module cannot communicatewith this control.3. Transmission control appears to worknormally now.

1. Verify that harness code contacts ontransmission control are correct.2. Verify correct ECM part number.3. Check CAT data link circuits foropens/shorts.4. Wrong or corrupted control software.5. No power and/or ground connection tothe transmission control.6. Failed transmission ECM.7. Wrong or corrupted control software(transmission or VIMS).8. Failed main module.

FMI-11 Failure mode not identifie4 1. No VIMS operation related to thiscontrol will work.2. Main module cannot communicatewith this control.3. Transmission control appears to worknormally now.

1. Wrong or corrupted configurationsoftware.2. Failed transmission control.3. Verify that harness code contacts ontransmission control are correct.

FMI-12 Bad device or component. 1. No VIMS operation related to thiscontrol will work.2. Main module cannot communicatewith this control.3. ECM responds but not to all requiredparameters.4. Transmission control appears to worknormally now.

1. Incorrect VIMS configuration ortransmission ECM part number.2. Verify that harness code contacts ontransmission control are correct.3. Check CAT data link circuits foropens/shorts.4. No power and/or ground connection totransmission control.5. Failed transmission ECM.6. Wrong or corrupted control software(transmission or VIMS).

CID 0324 Action Lamp (797 and C-Series OHT use LED’s in place of lamps)

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Lamp continuously on.2. Lamp may not turn on during self-test.3. Lamp may appear to work normallynow.

1. Wire 411-PK shorted to +Battery.2. Failed main module.


1. Lamp may not turn on during self-test.2. Lamp works but is dim.3. Lamp may work intermittently.4. Lamp may appear to work normallynow.

1. Lamp defective (burned out).2. Wrong lamp is installed.3. Wire 411-PK is open (harness orconnectors).4. Lamp ground, 201-BK or J846-BK, isopen or intermittent.5. Failed lamp socket.6. Failed main module.


1. Lamp may not turn on during self-test.2. Lamp works but is dim.3. Lamp may work intermittently.4. Lamp may appear too bright.5. Lamp may appear to work normallynow.

1. Lamp defective (shorted).2. Wrong lamp installed.3. Wire 411-PK has short (intermittent) toground4. Failed lamp socket.5. Failed main module.

CID 0341 Warm Up Sol 4 (Hydraulic Control Valve Warm Up Oil Solenoid No. 4)

FMI-03 Voltage above normal orshorted high (power).

1. No hydraulic control valve warm upoil flow. Implement control valve may besticky and could result in jerky or erraticimplement control especially with a coldstartup.2. Implement control may be jerkyor erratic until sometime after a coldstartup.3. Implement control may appear to benormal (smooth) now.

1. Harness/connector short to +Battery inthe E775-PK wire.2. Failed solenoid valve, either the coil orthe mechanical valve.3. Failed interface module.

FMI-05 Current below normal oropen circuit (power).

1. Full, uncontrolled control valve warmup oil flow implement control may feelmushy, difficult to control or, appear lowon power.2. Implement control may feel mushyor difficult to control or, appear low onpower sometimes (intermittent).3. Implement control may appear to benormal (smooth) now.

1. Harness/connector open (intermittent)in the E775-PK wire.2. Failed solenoid.3. Failed interface module.


1. Full, uncontrolled control valve warmup oil flow implement control may feel"mushy", difficult to control or, appearlow on power.2. Implement control may feel "mushy"or difficult to control or, appear low onpower sometimes (intermittent).3. Implement control may appear to benormal (smooth) now.

1. Harness/connector short to ground inthe E775-PK wire.2. Failed solenoid.3. Failed interface module.

FMI-11 Failure mode not identifiable. 1. Any combination of results listed forFMI -03, 05, or 06.

1. Unidentified harness problem.2. Failed solenoid3. Failed interface module.

CID 0350 Lift Linkage Position Sensor

FMI-00 Data valid but above normal 1. Payload errors/faults.2. Cannot calibrate payload.3. Intermittent payload errors.

1. Calibration is required.2. Failed sensor.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-01 Data valid but below normaloperating range.

1. Payload errors/faults.2. Cannot calibrate payload.3. Intermittent payload errors.

1. Calibration is needed.2. Failed sensor.3. Failed interface module.

FMI-02 Data erratic, Intermittent orincorrect.


1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+24 Volts).B. C502-GY (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C502-GY wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+24 Volts).B. C502-GY (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C502-GY wire.3. Failed sensor.4. Failed interface module.


1. Payload errors/faults.2. Cannot calibrate payloa43. Intermittent payload errors.

1. Harness/connector short to ground inthe C502-GY wire.2. Failed sensor.3. Failed interface module.




FMI-08 Abnormal frequency, pulsewidth or period.

1. Payload errors/faults.2. Cannot calibrate payload3. Intermittent payload errors.

1. Harness/connector open /short(intermittent) in one or more of the followingcircuits:A. 113-OR (+24 Volts).B. C502-GY (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C502-GY wire.3. Failed sensor.4. Wrong configuration software.5. Failed interface module.

FMI-11 Failure mode not identifiable. 1. Payload errors/faults.2. Cannot calibrate payload.3. Intermittent payload errors.

1. Unidentified harness problem.2. Failed sensor.3. Wrong configuration software.4. Failed interface module.

FMI-13 Out of calibration. 1. Payload errors/faults.2. Intermittent payload errors.

1. Calibration is required2. Failed sensor.3. Wrong configuration software.

CID 0351 Tilt Linkage Position Sensor

FMI-00 Data valid but above normal 1. Payload errors/faults.2. Cannot calibrate payload.3. Intermittent payload errors.

1. Calibration is required.2. Failed sensor.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Calibration is needed.2. Failed sensor.3. Failed interface module.

FMI-02 Data erratic, Intermittent orincorrect.


1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+24 Volts).B. E451-BU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the E451-BU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+24 Volts).B. E451-BU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the E451-BU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe E451-BU wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe E451-BU wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector open /short(intermittent) in one or more of the followingcircuits:A. 113-OR (+24 Volts).B. E451-BU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the E451-BU wire.3. Failed sensor.4. Wrong configuration softwatre.5. Failed interface module.

FMI-11 Failure mode not identifiable. 1. Payload errors/faults.2. Cannot calibrate payload.3. Intermittent payload errors.

1. Unidentified harness problem.2. Failed sensor.3. Wrong configuration software.4. Failed interface module.

FMI-13 Out of calibration. 1. Payload errors/faults.2. Intermittent payload errors.

1. Calibration is required2. Failed sensor.3. Wrong configuration software.

CID 0364 Lift Cylinder Head Pressure Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Payload may appear incorrect.2. Correct payload may appearintermittent.3. Payload may appear normal now.

1. Harness/Connector open (intermittent)in one or more of the following circuits:A. 113-OR (+Battery).B. C502-BU (Signal).C. A252-BK (Ground).2. Harness/connector short to +battery inthe C502-BU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe C502-BU wire.2. Failed sensor.3. Failed interface module.




CID 0371 Operator Horn Solenoid (Horn that blows continuously, or not at all without system event, is a mechanicalproblem.)


1. Forward warning horn blowscontinuously.2. Forward warning horn blowsintermittently when not requested3. Horns may not blow at all.

1. Harness/connector short to +battery inthe E785-GY (994 /994D) A305-YL (992G)wire.2. Failed solenoid valve coil.3. Failed interface module.


1. Forward warning horn blowscontinuously.2. Forward warning horn blowsintermittently when not requested3. Horns may not blow at all.

1. Harness/connector open in the E785-GY(994 /994D) A305-YL (992G) wire.2. Failed solenoid valve coil or wrongsolenoid.3. Failed interface module.


1. Horn may not blow or blowsintermittently.2. Horn circuit blows fuses.3. Horn blows normal now.

1. Harness/connector open/short to+battery in the E785-GY (994 /994D)A305-YL (992G) wire.2. Failed solenoid valve coil.3. Failed interface module.

FMI-11 Failure mode not identifiable. 1. Horn may not blow.2. Horn may blow or blows intermittently.3. Horn blows normal now.

1. Unidentified harness problem.2. Failed horn solenoid.3. Failed interface module.

CID 0378 Auto Lube Solenoid


1. Auto lube pumps until lube canisteris empty.2. Auto lube may not work.3. Auto lube may appear to worknormally now.

1. Harness/connector short to +Battery inthe 801-PK wire.2. Failed interface module.


1. Auto lube may not work.2. Auto lube may work intermittently.3. Auto lube may appear to worknormally now.

1. Harness/connector open (intermittent)in the 801-PK wire.2. Failed solenoid.3. Failed interface module.


1. Auto lube may not work.2. Auto lube may work intermittently.3. Auto lube may appear to worknormally now.

1. Harness/connector short to ground(intermittent) in the 801-PK wire.2. Failed solenoid.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-11 Failure mode not identifiable. 1. Auto lube may not work.2. Auto lube may work intermittently.3. Auto lube may appear to worknormally now.

1. Unidentified harness problem.2. Failed solenoid.3. Failed interface module.

CID 0379 Machine Auto Lube Pressure Sensor


1. Auto lube pressure always shows aminimum.2. Auto lube pressure may beintermittent.3. Auto lube pressure may appear to benormal now.

1. Harness/connector open or intermittentin one or more of the following circuits.5130A. D963-BU (+8 Volts).B. B497-WH (Signal).C. 201-BK (Ground).5230A. 709-OR (+8 Volts).B. B497-WH (Signal).C. A201-BK (Ground).797A. K983-BU (+8 Volts).B. F456-WH (Signal).C. J842-BK (Ground).2. Harness/connector short to +battery or+8V in the B497-WH or F456-WH (Signal)wire.3. Failed sensor.4. Failed interface module.


1. Auto lube pressure always shows amaximum.2. Auto lube pressure may beintermittent.3. Auto lube pressure may appear to benormal now.

1. Harness/connector short to ground inthe B497-WH or F456-WH (Signal) wire.2. Failed sensor3. Failed interface module.


1. Auto lube pressure always shows amaximum.2. Auto lube pressure may beintermittent.3. Auto lube pressure may appear to benormal now.

1. Harness/connector short to ground inthe B497-WH or F456-WH wire.2. Failed sensor.3. Failed interface module.

CID 0425 Front Brake Oil Pressure Sensor


1. Pressure always shows minimum.2. Correct pressure may be intermittent.3. Pressure may appear to be normalnow.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. C456-OR (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C456-OR wire.3. Failed sensor.4. Failed interface module.


1. Pressure always shows maximum.2. Correct pressure may be intermittent.3. Pressure may appear to be normalnow.

1. Harness/connector short to ground inthe C456-OR wire.2. Failed sensor.3. Failed interface module.




CID 0426 Rear Brake Oil Pressure Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. C457-BU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C457-BU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe C457-BU2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe C457-BU2. Failed sensor.3. Failed interface module.

CID 0427 Front Axle Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. E933-BU (+8 Volts).B. 429-YL (Signal).C. A251-BK (Ground).2. Harness/connector short to +Battery or+8V in the 429-YL wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe 429-YL (Signal) wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe 429-YL (Signal) wire.2. Failed sensor.3. Failed interface module.

CID 0428 Rear Axle Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. E933-BU (+8 Volts).B. 446-PU (Signal).C. A251-BK (Ground).2. Harness/connector short to +Battery or+8V in the 446-PU (Signal) wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe 446-PU (Signal) wire.2. Failed sensor.3. Failed interface module.




(continued)


(Table 27, contd)



POSSIBLE CAUSE

CID 0429 Steering Pump (Main) Oil Pressure Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+24 Volts).B. C462-PK (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C462-PK wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe C462-PK wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe C462-PK wire.2. Failed sensor.3. Failed interface module.

CID 0430 Steering Pilot Oil Pressure Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. C450-YL (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C450-YL wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground +8Vin the C450-YL wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe C450-YL wire.2. Failed sensor.3. Failed interface module.

CID 0434 Hydraulic Pilot Oil Pressure Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. C461-OR (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C461-OR wire.3. Failed sensor.4. Failed interface module.







(continued)


(Table 27, contd)



POSSIBLE CAUSE

CID 0436 Torque Converter Oil Pressure Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. C459-GY (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C459-GY wire.3. Failed sensor.4. Failed interface module.







CID 0438 Hydraulic Control Valve Warm Up Oil Solenoid No.1.



1. Harness/connector short to +Battery inthe E761-BU wire.2. Failed solenoid.3. Failed interface module.


1. Full, uncontrolled control valve warmup oil flow. Implement control may feel"mushy", difficult to control or, appearlow on power.2. Implement control may feel "mushy"or difficult to control or, appear low onpower (sometimes intermittent).3. Implement control may appear to benormal (smooth) now.

1. Harness/connector open (intermittent)in the E761-BU wire.2. Failed solenoid.3. Failed interface module.


1. Full, uncontrolled control valve warmup oil flow. Implement control may feel"mushy", difficult to control or, appearlow on power.2. Implement control may feel "mushy"or difficult to control or, appear low onpower (sometimes intermittent).3. Implement control may appear to benormal (smooth) now.

1. Harness/connector open (intermittent)in the E761-BU wire.2. Failed solenoid.3. Failed interface module.



CID 0439 Hydraulic Control Valve Warm Up Oil Solenoid No. 2

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector short to +Battery inthe E762-WH wire.2. Failed solenoid.3. Failed interface module.


1. Full, uncontrolled control valve warmup oil flow. Implement control may feel“mushy”, difficult to control or, appearlow on power.2. Implement control may feel mushyor difficult to control or, appear low onpower (sometimes intermittent).3. Implement control may appear to benormal (smooth) now.

1. Harness/connector open (intermittent) inthe E762-WH wire.2. Failed solenoid.3. Failed interface module.


1. Full, uncontrolled control valve warmup oil flow. Implement control may feel“mushy”, difficult to control or, appearlow on power.2. Implement control may feel "mushy"or difficult to control or, appear low onpower (sometimes intermittent).3. Implement control may appear to benormal (smooth) now.

1. Harness/connector short to ground inthe E762-WH wire.2. Failed solenoid.3. Failed interface module.



CID 0440 Hydraulic Control Valve Warm Up Oil Solenoid No. 3



1. Harness/connector short to +Battery inthe E763-GN wire.2. Failed solenoid.3. Failed interface module.



1. Harness/connector open (intermittent)in the E763-GN wire.2. Failed solenoid.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector short to ground inthe E763-GN wire.2. Failed solenoid.3. Failed interface module.



CID 0457 Brake Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. 429-YL (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the 429-YL wire.3. Failed sensor.4. Failed interface module.







CID 0458 Tilt Cylinder Rod Pressure Sensor



1. Harness/Connector open (intermittent)in one or more of the following circuits:A. 113-OR (+24 Volts).B. E451-PU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery inthe E451-PU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe E451-PU wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe E451-PU wire.2. Failed sensor.3. Failed interface module.

CID 0533 Auto Retarder Control

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Unexplained events are loggedagainst this control.2. Main module cannot communicatewith this control.3. Auto retarder control appears to worknormally now.

1. Harness/connector open/short in one orboth of the following circuits:A. 892-BN (CAT data link -).B. 893-GN (CAT data link +).2. Failed auto retarder control or wrongpart number.3. Wrong or corrupted control software.


1. No VIMS operation related to thiscontrol will work.2. Main module cannot communicatewith this control.3. Auto retarder control appears to worknormally now.

1. Verify that harness code contacts onauto retarder control are correct.2. Check CAT data link circuits foropens/shorts.3. No power and/or ground connection toauto retarder control.4. Failed auto retarder control or wrongpart number.5. Failed main module.

FMI-12 Bad device or component. 1. No VIMS operation related to thiscontrol will work.2. Main module cannot communicatewith this control.3. Auto retarder control appears to worknormally now.

1. Verify that harness code contacts onauto retarder control are correct.2. Check CAT data link circuits foropens/shorts.3. No power and/or ground connection tothe auto retarder control.4. Failed auto retarder control.5. Wrong control software.6. Failed main module.

CID 0541 Differential Axle Oil Pressure (Pump Outlet)

FMI-00 Data valid but above normaloperational range.

1. Unexplained failures for this pressurechannel.2 This pressure seems normal now.

1. Residual pressure in system at key startswitch ON.2. Failed sensor.3. Failed Caterpillar Monitoring Systemcontrol.


1. Unexplained failures for this pressurechannel.2. This pressure seems normal now.

1. Residual vacuum in system at key startswitch ON.2. Failed sensor.3. Failed Caterpillar Monitoring Systemcontrol.


1. Differential pressure always shows aminimum.2. Correct pressure may be intermittent.3. Pressure may appear to be normalnow.

1. Harness/connector open/short in one ormore of the following circuits:A. F975-OR (+8 Volts).B. C473-GN (Signal).C. A271-BK (Ground).2. Failed sensor.3. Failed Caterpillar Monitoring Systemcontrol.

CID 0562 Caterpillar Monitoring System

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Intermittent communication, VIMSwith Caterpillar Monitoring System forrear axle filtering and cooling.2. Unexplained events may showagainst this ECM.

1. Verify correct harness code onCaterpillar Monitoring System.2. Check CAT data link circuits foropen/shorts:A. 892-BN (CAT data Link -).B. 893-GN (CAT data link +).3. Intermittent/loss of power or ground:A. 113-OR (+ Battery).B. A271-BK (Ground).4. Failed or wrong Part No. CaterpillarMonitoring System.5. Wrong or corrupted configurationsoftware.


1. Intermittent communication, VIMSwith Caterpillar Monitoring System forrear axle filtering.2. Unexplained events may showagainst this ECM.

1. Verify correct harness code onCaterpillar Monitoring System.2 Check CAT data link circuits foropen/shorts:A. 892-BN (CAT data Link -).B. 893-GN (CAT data link +).3. Intermittent/loss of power or ground:A. 113-OR (+ Battery).B. A271-BK (Ground).4. Failed or wrong ECM Part Number.5. Wrong or corrupted configurationsoftware.

FMI-12 Bad device or component. 1. Intermittent communication, VIMSwith Caterpillar Monitoring System forrear axle filtering and cooling.2. Unexplained events may showagainst this ECM.3. Check CAT data link circuits foropen/shorts.

1. Verify correct harness code onCaterpillar Monitoring System.2. Check for open/shorts in CAT data linkcircuits:A. 892-BN (CAT data Link -).B. 893-GN (CAT data link +).3. Intermittent/loss of power or ground:A. 113-OR (+ Battery).B. A271-BK (Ground).4. Failed or wrong ECM Part Number.5. Wrong or corrupted source orconfiguration software.

CID 0590 Engine Electronic Control Module (ECM)


1. VIMS is having trouble communicatingwith this control over the CAT data link.2. Unexplained events may showagainst this ECM.

1. Harness/connector open/short on CATdata link.2. Failed engine ECM.3. Wrong or corrupted engine ECMsoftware (personality module).


1. VIMS is having trouble communicatingwith the engine control over the CATdata link.2. Unexplained events may be loggedagainst this ECM.3. Engine control appears to worknormally now.

1. Verify that personality module on theengine control is correct part number.2. Check CAT data link circuits foropens/shorts.3. No power and/or ground connection toengine control.4. Failed engine control.5. Wrong or corrupted configurationsoftware.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-11 Failure mode not identifiable. 1. VIMS is having trouble communicatingwith the engine control over the CATdata link.2. Unexplained events may be loggedagainst this ECM.

1. Wrong VIMS configuration or engineECM personality module part number.2. Failed engine ECM.3. Wrong or corrupted configurationsoftware.

FMI-12 Bad device or component. 1. VIMS is having trouble communicatingwith the engine control over the CATdata link.2. Unexplained events may be loggedagainst this ECM.3. ECM responds but not to all requiredparameters.4. Engine control appears to worknormally now.

1. Wrong VIMS configuration or engineECM personality module part number orflash software.2. Check for open/shorts in CAT data linkcircuits.3. No power and/or ground connection toengine ECM.4. Failed engine ECM.5. Attachment not configured inconfiguration software.6. Wrong or corrupted source orconfiguration software.

CID 0596 Implement Electronic Control Module


1. VIMS is having trouble communicatingwith this control over the CAT data link.2. Unexplained events may showagainst implement control module.

1. Harness/connector open/short on CATdata link.2. Failed implement ECM or wrong partnumber.3. Wrong or corrupted configurationsoftware (implement or VIMS).


1. No VIMS operation related to thiscontrol will work.2. Main module cannot communicatewith this control.3. Implement control appears to worknormally now.

1. Verify that implement control softwareis correct.2. Check for opens/shorts in CAT data linkcircuits.3. No power and/or ground connection toimplement control.4. Failed implement ECM.5. Wrong or corrupted control software(implement or VIMS).

FMI-11 Failure mode not identifiable. 1. VIMS is having trouble communicatingwith the implement control over the CATdata link.2. Unexplained events may be loggedagainst this ECM.

1. Wrong VIMS configuration or softwarein implement ECM.2. Check for open/shorts in CAT data linkcircuits.3. Loss of power and/or ground to ECM.4. Failed implement control.5. Wrong or corrupted control software(implement or VIMS).

FMI-12 Bad device or component. 1. No VIMS operation related to thiscontrol will work.2. Main module cannot communicatewith this control.3. ECM responds but not to all requiredparameters.4. Implement control appears to worknormally now.

1. Wrong VIMS configuration or softwarein implement ECM.2. Check for open/shorts in CAT data linkcircuits.3. Loss of power and/or ground to ECM.4. Failed implement ECM.5. Wrong or corrupted control software(implement or VIMS).

CID 0600 Hydraulic (Implement) Oil Temperature Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. 442-GY (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the 442-GY (Signal) wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe 442-GY (Signal) wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe 442-GY (Signal) wire.2. Failed sensor.3. Failed interface module.

CID 0650 Harness Code For Interface Module


1. Harness code was correct atpower-up but Failed during operation.VIMS will operate normally untilmachine is powered down.2. Power-up with this fault presentshould cause CID 801.

1. Verify that harness code contacts 37, 38,and 39 on interface module are grounded(201-BK).2. Verify that harness code contact 40 onthe interface module is open.

CID 0654 Trailer Right Brake Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. C985-BU (+8 Volts).B. E805-BR (Signal).C. A253-BK (Ground).2. Harness/connector short to +Battery or+8V in the E805-BR wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe E805-BR wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe E805-BR wire.2. Failed sensor.3. Failed interface module.

CID 0655 Trailer Left Brake Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. C985-BU (+8 Volts).B. E806-OR (Signal).C. A253-BK (Ground).2. Harness/connector short to +Battery or+8V in the E806-OR wire.3. Failed sensor.4. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector short to ground inthe E806-OR wire.2. Failed sensor.3. Failed interface module.




CID 0656 Trailer Brake Cooler Inlet Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. C985-BU (+8 Volts).B. E807-YL (Signal).C. A253-BK (Ground).2. Harness/connector short to +Battery or+8V in the E807-YL wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe E807-YL wire.2. Failed sensor.3. Failed interface module.




CID 0657 Trailer Brake Cooler Outlet Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. C985-BU (+8 Volts).B. E848-GN (Signal).C. A253-BK (Ground).2. Harness/connector short to +Battery or+8V in the E848-GN wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe E848-GN wire.2. Failed sensor.3. Failed interface module.

FMI-06 Current above normal(signal)or grounded circuit.


1. Harness/connector short to ground inthe E848-GN wire.2. Failed sensor.3. Failed interface module.

CID 0658 Right Suspension Cylinder



1. Suspension cylinder is collapsed.(Check suspension cylinder see SpecialInstruction, SEHS9411.)2. Failed sensor.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. E822-OR (Signal).C. A253-BK (Ground).2. Harness/connector short to +Battery inthe E822-OR wire.3. Failed sensor.4. Failed interface module.







CID 0659 Trailer Left Strut Pressure Sensor



1. Suspension cylinder is collapsed.(Check suspension cylinder see SpecialInstruction, SEHS9411.)2. Failed sensor.3. Failed interface module.



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. E823-YL (Signal).C. A053-BK (Ground).2. Harness/connector short to +Battery inthe E823-YL wire.3. Failed sensor.4. Failed interface module.







CID 0672 Torque Converter Output Speed Sensor (See service manual for Impeller LUC control).


1. Torque converter may not lock-upduring load/carry.2. Torque converter lock-up correctednow.

1. Incorrect sensor adjustment.2. Possible RFI interference from a 2-wayradio installation.3. Harness/connector open (intermittent) inthe 452- (Signal) wire.4. Wrong sensor installed.



1. Incorrect sensor adjustment.2. Possible RFI interference from a 2-wayradio installation.3. Harness/connector open (intermittent) inthe 452- (Signal) wire.4. Wrong sensor installed

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Torque converter may not lock-upduring load/carry.2. Torque Converter lock-up correctednow.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. 709-OR (+8V).B. 452-PU (Signal).C. 202-BK (Ground).2. Harness/connector short to +Battery or+8V in the 452-PU (Signal) wire.3. Failed sensor.4. Failed Interface module.


1. Torque converter may not lock-upduring load/carry.2. Torque Converter lock-up correctednow.




1. Loose gear for speed sensor.2. Possible RFI interference from a 2-wayradio installation.3. Harness/connector open (intermittent) inthe 452-PU (Signal) wire.4. Wrong sensor installed.

CID 0703 Trailer Door Position Sensor


1. Door may show open/close when itis the opposite.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+24V).B. E809-BU (Signal).C. A253-BK (Ground).2. Harness/connector short to +Battery or+8V in the E809-BU wire.3. Failed sensor.4. Failed Interface module.



1. Harness/connector short to ground inthe E809-BU wire.2. Failed sensor.3. Failed Interface module.



1. Harness/connector short to ground inthe E809-BU wire.2. Failed sensor.3. Failed Interface module.

CID 0800 VIMS Main Module


1. VIMS seems dead or does notoperate.2. key on self-test intermittent or doesnot run at all.3. At key on gauges jump to mid-scalethen sweep to zero and stay at zero.

1. Wrong or corrupt source or configurationsoftware.2. Check for open/shorts in the CAT datalink circuits.3. Intermittant loss of power or groundA. 170-YL (+Battery).B. A251-BK (Ground)4. Failed VIMS main module.


1. No VIMS operations will work.2. Main module cannot communicatewith other ECM’s.3. Main module appears to worknormally now.

1. Wrong or corrupt source or configurationsoftware.2. Check for open/shorts in the CAT datalink circuits.3. Intermittant loss of power or groundA. 170-YL (+Battery)B. A251-BK (Ground)4. Failed VIMS main module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-11 Failure mode not identifiable. One or all of listed Events will displayfor 35 seconds:1. General actuator configuration error.2. Pseudo channel configuration error.3. Resettable cumulative configurationerror.4. Cumulative configuration error.5. Conditions configuration error.

1. Wrong or corrupted source orconfiguration software.2. Failed main module.

FMI-12 Bad device or component. 1. VIMS erased all stored data becauseof unusual conditions relating to theelectrical system.2. Event is active at key on for 35seconds. Main module responds butdoes not have all necessary parameters.

1. Low or erratically low system voltage.2. Wrong or corrupt source or configurationsoftware.3. Intermittent power or ground to the mainmodule.4. Check for open/shorts in the CAT datalink circuits.5. Failed VIMS main module.

CID 0801 VIMS Interface Module No. 1


1. Intermittent operation for allparameters related to interface moduleNo. 1.2. All parameters for interface moduleNo.1 appear to function normally now.

1. Verify that harness code contacts 37,38 and 39 on interface module No. 1 aregrounded (201-BK).2. Verify that harness code contact 40 oninterface module No.1 is open.3. Check the CAT data link circuit foropens/shorts.4. Check for intermittent power and/orground connection to interface module No.1.5. Wrong software in one or more ECM’son the CAT data link.6. Wrong or corrupted VIMS configuration.7. Failed interface module No. 1.


1. No VIMS operation related tointerface module No.1 will work.2. Main module cannot communicatewith interface module No. 1.3. Interface module No. 1 appears towork normally now.

1. Verify that harness code contacts 37,38 and 39 on interface module No.1 aregrounded.2. Check for opens/shorts in the CAT datalink circuits.3. Intermittent power and/or groundconnection to interface module No. 1.4. Failed interface module No. 1.

FMI-11 Failure mode not identifiable. 1. VIMS is having trouble communicatingwith the interface module No.1 over theCAT data link.2. Unexplained events may be loggedagainst interface module No.1.3. VIMS may not appear to be online orshow activity on display modules.4. No malfunction is apparent.

1. Wrong software in one or more ECM’son the CAT data link.2. Check for opens/shorts in the CAT datalink circuits.3. Loss of power and/or ground to interfacemodule No.1.4. Wrong or corrupt source or configurationsoftware.5. Failed interface module No. 1.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-12 Bad device or component. 1. No VIMS operation related tointerface module No.1 will work.2. Main module cannot communicatewith interface module No.1.3. ECM responds but not to all requiredparameters.4. Interface module No. 1 appears towork normally now.

1. Wrong VIMS configuration.2. Check for opens/shorts in the CAT datalink circuirts.3. Loss of power and/or ground to interfacemodule No.1.4. Failed interface module No. 1 or partnumber is not compatible with main moduleand or class of on board software.5. Wrong or corrupted configurationsoftware.

CID 0802 VIMS Interface Module No. 2


1. Intermittent operation for allparameters related to interface moduleNo. 2.2. All parameters for interface moduleNo. 2 appear to function normally now.

1. Verify that harness code contacts 38,39 and 40 on interface module No. 2 aregrounded (201-BK).2. Verify that harness code contact 37 oninterface module No. 2 is open.3. Check the CAT data link circuit foropens/shorts.4. Check for intermittent power and/orground connection to interface module No.2.5. Wrong software in one or more ECM’son the CAT data link.6. Wrong or corrupted VIMS configuration.7. Failed interface module No. 2.


1. No VIMS operation related tointerface module No. 2 will work.2. Main module cannot communicatewith interface module No. 2.3. Interface module No. 2 appears towork normally now.

1. Verify that harness code contacts 38,39 and 40 on interface module No. 2 aregrounded.2. Check for opens/shorts in the CAT datalink circuits.3. Intermittent power and/or groundconnection to interface module No. 2.4. Failed interface module No. 2.

FMI-11 Failure mode not identifiable. 1. VIMS is having trouble communicatingwith the interface module No. 2 over theCAT data link.2. Unexplained events may be loggedagainst interface module No. 2.3. VIMS may not appear to be online orshow activity on display modules.4. No malfunction is apparent.

1. Wrong software in one or more ECM’son the CAT data link.2. Check for opens/shorts in the CAT datalink circuits.3. Loss of power and/or ground to interfacemodule No. 2.4. Wrong or corrupt source or configurationsoftware.5. Failed interface module No.2.

FMI-12 Bad device or component. 1. No VIMS operation related tointerface module No. 2 will work.2. Main module cannot communicatewith interface module No. 2.3. ECM responds but not to all requiredparameters.4. Interface module No. 2 appears towork normally now.

1. Wrong VIMS configuration.2. Check for opens/shorts in the CAT datalink circuirts.3. Loss of power and/or ground to interfacemodule No. 2.4. Failed interface module No. 2 or partnumber is not compatible with main moduleand or class of on board software.5. Wrong or corrupt configuration software.

CID 0803 VIMS Interface Module No.3

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Intermittent operation for allparameters related to interface moduleNo. 3.2. All parameters for interface moduleNo. 3 appear to function normally now.

1. Verify that harness code contacts 37,39 and 40 on interface module No. 3 aregrounded (201-BK).2. Verify that harness code contact 38 oninterface module No. 3 is open.3. Check the CAT data link circuit foropens/shorts.4. Check for intermittent power and/orground connection to interface module No.3.5. Wrong software in one or more ECM’son the CAT data link.6. Wrong or corrupted VIMS configuration.7. Failed interface module No. 3.


1. No VIMS operation related tointerface module No. 3 will work.2. Main module cannot communicatewith interface module No. 3.3. Interface module No. 3 appears towork normally now.

1. Verify that harness code contacts 37, 39and 40 are grounded.2. Check for opens/shorts in the CAT datalink circuits.3. Intermittent power and/or groundconnection to interface module No. 3.4. Failed interface module No. 3.

FMI-11 Failure mode not identifiable. 1. VIMS is having trouble communicatingwith the interface module No. 3 over theCAT data link.2. Unexplained events may be loggedagainst interface module No. 3.3. VIMS may not appear to be online orshow activity on display modules.4. No malfunction is apparent.

1. Wrong software in one or more ECM’son the CAT data link.2. Check for opens/shorts in the CAT datalink circuits.3. Loss of power and/or ground to interfacemodule No. 3.4. Wrong or corrupt source or configurationsoftware.5. Failed interface module No. 3.

FMI-12 Bad device or component. 1. No VIMS operation related tointerface module No. 3 will work.2. Main module cannot communicatewith interface module No. 3.3. ECM responds but not to all requiredparameters.4. Interface module No. 3 appears towork normally now.

1. Wrong VIMS configuration.2. Check for opens/shorts in the CAT datalink circuirts.3. Loss of power and/or ground to interfacemodule No. 3.4. Failed interface module No. 3 or partnumber is not compatible with main moduleand or class of on board software.5. Wrong or corrupt configuration software.

CID 0809 Speedometer/Tachometer No. 1

FMI-02 Data erratic, intermittentor incorrect. ECM has dropped offthe Display data link 10 times in10 minutes. Event is active untilcommunication is reliable for morethan ten minutes.

1. Tachometer, speedometer or actualgear indicator does not work duringoperation or self-test.2. Tachometer, speedometer or actualgear indicator may be erratic duringoperation or self-test.3. Tachometer, speedometer and actualgear indicator appear to work normallynow. Note: Backlighting is not part ofthis procedure.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).2. Wire E972-BU (Ground) is open orintermittent.3. Failed Tachometer/speedometer module.4. Failed main module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-12 Bad device or component. 1. Tachometer, speedometer or actualgear indicator does not work duringoperation or self-test.2. Tachometer, speedometer or actualgear indicator may be erratic duringoperation or self-test.3. Tachometer, speedometer and actualgear indicator appear to work normallynow. Note: Backlighting is not part ofthis procedure.

1. Module connector is not connected todash harness.2. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).3. Wire E972-BU is open or intermittent.4. Failed Speedometer/tachometer module.5. Wrong or corrupted source orconfiguration software.6. Failed main module.

CID 0810 Speedometer/Tachometer No. 2


1. Tachometer, speedometer or actualgear indicator does not work duringoperation or self-test.2. Tachometer, speedometer or actualgear indicator may be erratic duringoperation or self-test.3. Tachometer, speedometer and actualgear indicator appear to work normallynow. Note: Backlighting is not part ofthis procedure.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).2. Wire E972-BU (Ground) is open orintermittent.3. Failed speedometer/tachometer module.4. Failed main module.

FMI-12 Bad device or component. 1. Tachometer, speedometer or actualgear indicator does not work duringoperation or self-test.2. Tachometer, speedometer or actualgear indicator may be erratic duringoperation or self-test.3. Tachometer, speedometer and actualgear indicator appear to work normallynow. Note: Backlighting is not part ofthis procedure.

1. Module connector is not connected todash harness.2. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).3. Wire E972-BU (Ground) is open orintermittent.4. Failed Speedometer/tachometer module.5. Wrong or corrupted source orconfiguration software.6. Failed main module.

CID 0811 Gauge Cluster No. 1


1. One or more gauges do not workduring operation or self-test.2. One or more gauges are erraticduring self-test or during operation.3. All gauges may appear to worknormally now. Note: Backlighting is notpart of this procedure.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).2. Wire E972-BU (Ground) is open orintermittent.3. Failed gauge cluster module.4. Wrong or corrupted source orconfiguration software.5. Failed main module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-12 Bad device or component. 1. One or more gauges do not workduring operation or self-test.2. One or more gauges are erraticduring self-test or during operation.3. All gauges may appear to worknormally now. Note: Backlighting is notpart of this procedure.

1. Module connector is not connected todash harness.2. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).3. Wire E972-BU (Ground) is open orintermittent.4. Failed gauge cluster module.5. Wrong or corrupted source orconfiguration software.6. Failed main module.











(continued)


(Table 27, contd)



POSSIBLE CAUSE









CID 0815 Message Center No. 1


1. Any part of message center moduledoes not work during operation orself-test.2. Any part of message center moduleis erratic during operation or self-test.3. All parts of message center modulemay appear to work normally now.Note: Backlighting is not part of thisprocedure.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).2. Wire E972-BU (Ground) is open orintermittent.3. Failed message center module.4. Wrong or corrupted source orconfiguration software.5. Failed main module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-12 Bad device or component. 1. Any part of message center moduledoes not work during operation orself-test.2. Any part of message center moduleis erratic during operation or self-test.3. All parts of message center modulemay appear to work normally now.Note: Backlighting is not part of thisprocedure.

1. Module connector is not connected todash harness.2. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).3. Wire E972-BU (Ground) is open orintermittent.4. Failed message center module.5. Wrong or corrupted source orconfiguration software.6. Failed main module.

CID 0816 Message Center No. 2


1. Any part of message center moduledoes not work during operation orself-test.2. Any part of message center moduleis erratic during operation or self-test.3. All parts of message center modulemay appear to work normally now.Note: Backlighting is not part of thisprocedure.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).2. Wire E972-BU (Ground) is open orintermittent.3. Failed message center module.4. Wrong or corrupted source orconfiguration software.5. Failed main module.

FMI-12 Bad device or component. 1. Any part of message center moduledoes not work during operation orself-test.2. Any part of message center moduleis erratic during operation or self-test.3. All parts of message center modulemay appear to work normally now.Note: Backlighting is not part of thisprocedure.

1. Module connector is not connected todash harness.2. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).3. Wire E972-BU (Ground) is open orintermittent.4. Failed message center module.5. Wrong or corrupted source orconfiguration software.6. Failed main module.

CID 0817 ECM Backup Battery


1. Loss of data stored for downloadingresulting from loss of +Battery to mainmodule (contact 1) and failure of the 3Vlithium backup battery.2. Loss of real time clock data.3. Event active for 35 seconds at KeyOn (Version 3.0 Hardware).

1. Replacement of 3V lithium battery whilemachine disconnect switch was open.2. Failure of 3V lithium battery whilemachine disconnect switch was open.3. Failure of battery holder for 3 volt lithiumbattery.4. Failed main module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-12 Bad device or component. 1. Operator warning: BACKUPBATTERY ERROR.2. Loss of real time clock data if the keyswitch is turned off before stored datacan be downloaded.3. Loss of stored main module data ifdisconnect switch is opened before datais downloaded.

1. Failure of 3 volt lithium battery (less than1.5-1.7 volts ).2. 3 volt lithium battery installed withoutremoving insulation sleeve from battery.(V2.0 hardware)3. No battery installed.4. Failure of battery holder/socket for 3 voltlithium battery.5. Failure of main module.

CID 0819 Display data link

FMI-02 Data erratic, intermittentor incorrect. display module hasdropped off the Display data link 10times in 10 minutes. Event is activeuntil communication is reliable formore than ten minutes.

1. Any or all display component modulesmay not work during operation orself-test.2. Any or all display component modulesmay be erratic during operation orself-test.3. All display component modules(s)may appear to work normally now.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).2. Wire E972-BU (Ground) is open orintermittent.3. One or more of the display componentmodules has failed.4. Failed main module.

FMI-03 Voltage above normal(display data) or shorted high.



FMI-06 Current above normal(display data) or shorted high.



FMI-12 Bad device or component. 1. Any or all display component modulesmay not work during operation orself-test.2. Any or all display component modulesmay be erratic during operation orself-test.3. All display component modules(s)may appear to work normally now.

1. The connector to one or more ofthe display component modules is notconnected to the dash harness.2. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. E708-PK (Clock).C. C413-YL (Data).D. C414-BU (Load).3. Wire E972-BU (Ground) is open orintermittent.4. One or more of the display componentmodules has failed.5. Failed main module.

CID 0820 Keypad data link

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-02 Data erratic, intermittentor incorrect. keypad has droppedoff the Keypad data link 10 timesin 10 minutes. Event is active untilcommunication is reliable for morethan ten minutes.

1. Message center may not show entriesfrom keypad.2. Message center may work erraticallyto entries from keypad3. Keypad may appear to work normallynow.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. C415-WH (Data).2. Wire E972-BU (Ground) is open orintermittent.3. Failed keypad.4. Failed main module.

FMI-03 Voltage above normal (data)or shorted high.


1. Harness/connector short to +Battery inone or more of the following circuits:A. E707-GN (9V Power).B. C415-WH (Data).2. Wire E972-BU (Ground) is open orintermittent.3. Failed keypad.4. Failed main module.



1. Harness/connector short to ground inC415-WH wire.2. Failed keypad.3. Failed main module.

FMI-12 Bad device or component. 1. Message center may not show entriesfrom keypad.2. Message center may work erraticallyto entries from keypad3. Keypad may appear to work normallynow.

1. Harness/connector open/short in one ormore of the following circuits:A. E707-GN (9V Power).B. C415-WH (Data).2. Wire E972-BU(Ground) is open orintermittent.3. Failed keypad.4. Failed main module.

CID 0821 Display Power Supply (9 volt)


1. Any or all display componentmodule(s) may not work duringoperation or self-test.2. Any or all display componentmodule(s) may be erratic duringoperation or self-test.3. All display component modules(s)may appear to work normally now.

1. Harness/connector short to +Battery inthe E707-GN wire.2. Failed main module.


1. Any or all display componentmodule(s) may not work duringoperation or self-test.2. Any or all display componentmodule(s) may be erratic duringoperation or self-test.3. All display component modules(s)may appear to work normally now.

1. Harness/connector short to ground inthe E707-GN wire.2. One of the display component moduleshas failed.3. Failed main module.

CID 0822 Display Lighting Power Supply

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. LCD backlighting in message centeror speedo/tach may not work (dead).2. LCD backlighting in message centeror speedo/tach may not dim withheadlight use.3. LCD backlighting for message centeror speedo/tach may be intermittent.

1. Harness/connector short to +Battery inthe E710-BU wire.2. Wire E710-BU is open or intermittent.3. Failed main module.


1. LCD backlighting in message centeror speedo/tach may not work (dead).2. LCD backlighting in message centeror speedo/tach may not dim withheadlight use.3. LCD backlighting for message centeror speedo/tach may be intermittent.

1. Harness/connector short to +Battery inthe E710-BU wire.2. Wire E710-BU is open or intermittent.3. Lamps are burned out.4. Wrong lamps installed5. Failed main module.


1. LCD backlighting in message centeror speedo/tach may not work (dead).2. LCD backlighting in message centeror speedo/tach may not dim withheadlight use.3. LCD backlighting for message centeror speedo/tach may be intermittent.4. LCD backlighting for message centeror speedo/tach may be very brightconstantly.

1. Harness/connector short to ground orE707-GN in the following wires.A. E707-GN (9V Power).B. E710-BU (LCD lamps).2. Wrong lamps used for LCD backlighting.3. Fault in lamp socket(s).4. Failed main module.

CID 0823 Service Lamp


1. Lamp always on.2. Lamp may not work (dead).

1. Harness/connector short to +Battery inthe E709-WH wire.2. Failed main module.


1. Lamp may not turn on during self-test.2. Lamp works but is dim.3. Lamp may work intermittently.4. Lamp may appear to work normallynow.

1. Lamp defective (burned out).2. Wrong lamp installe43. Wire E709-WH is open (harness orconnectors).4. Lamp ground, 201-BK or J848-BU, isopen or intermittent.5. Failed lamp socket.6. Failed main module.


1. Lamp may not turn on during self-test.2. Lamp works but is dim.3. Lamp may work intermittently.4. Lamp may appear too bright.5. Lamp may appear to work normallynow.

1. Lamp defective (shorted).2. Wrong lamp installed.3. Wire E709-WH has short (intermittent)to ground.4. Failed lamp socket.5. Failed main module.

CID 0824 Truck Payload Lamp No. 1 (Green)


1. Both lamps always on.2. One or both lamps may not work(dead).

1. Harness/connector short to +Battery inthe 636-GN wire.2. Failed main module.

FMI-05 Current below normal orgrounded circuit.

1. Lamp may not turn on during self-test.2. Lamps work but are dim.3. Lamps may work intermittently.4. Lamps may appear to work normallynow.

1. Both lamps defective (burned out).2. Wrong lamps installed.3. Wire 636-GN is open (harness orconnectors).4. Lamp ground, 201-BK or J840-WH, isopen or intermittent.5. Failed lamp socket.6. Failed main module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE


1. Both lamps may not turn on duringself-test.2. Lamps work but are dim.3. Lamps may work intermittently.4. Lamps may appear too bright.5. Lamps may appear to work normallynow.

1. Lamps defective (shorted).2. Wrong lamps installed.3. Wire 636-GN has short (intermittent) toground.4. Failed lamp socket.5. Failed main module.

FMI-08 Abnormal pulse width,frequency or period.

1. Both lamps always on.2. One or both lamps may not work(dead).

1. Harness/connector short to +Battery inthe 636-GN wire.2. Failed main module.

CID 0825 Truck Payload Lamp No. 2 (Red)


1. Both lamps always on.2. Lamp may not work (dead).

1. Harness/connector short to +Battery inthe 635-BU wire.2. Failed main module.


1. Lamps may not turn on duringself-test.2. Lamps work but are dim.3. Lamps may work intermittently.4. Lamps may appear to work normallynow.

1. Both lamps defective (burned out).2. Wrong lamps installe43. Wire 635-BU is open (harness orconnectors).4. Lamp ground, 201-BK or J841-YL, isopen or intermittent.5. Failed lamp socket.6. Failed main module.


1. Both lamps may not turn on duringself-test.2. Lamps works but are dim.3. Lamps may work intermittently.4. Lamps may appear too bright.5. Lamps may appear to work normallynow.

1. Lamps defective (shorted).2. Wrong lamps installed.3. Wire 635-BU has short (intermittent) toground.4. Failed lamp socket.5. Failed main module.


1. Both lamps always on.2. Lamp may not work (dead).

1. Harness/connector short to +Battery inthe 635-BU wire.2. Failed main module.

CID 0826 Torque Converter Output Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. D969-PU (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the D969-PU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe D969-PU wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe D969-PU wire.2. Failed sensor.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-11 Failure mode not identifiable. 1. Any combination of results listed forFMI 03, FMI 04 or FMI 06


CID 0827 Left Exhaust (Bank) Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. D976-PK (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the D976-PK wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe D976-PK wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe D976-PK wire.2. Failed sensor.3. Failed interface module.

FMI-08 Abnormal pulse width,frequency or period

1. Temperature always shows maximum.2. Correct temperature may beintermittent.3. Temperature may change faster thanactually possible on the machine.4. Temperature may appear normal now.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. D976-PK (Signal).C. 201-BK (Ground).2. Harness/connector intermittent short to+Battery or +8V/ground in the D976-PKwire.3. Failed sensor.4. Failed interface module.

CID 0828 Right Exhaust (Bank) Temperature Sensor






1. Harness/connector short to ground inthe D977-PU (Signal) wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe D977-PU (Signal) wire.2. Failed sensor.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-08 Abnormal pulse width,frequency or period

1. Temperature always shows maximum.2. Correct temperature may beintermittent.3. Temperature may change faster thanactually possible on the machine.4. Temperature may appear normal now.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. D977-PU (Signal).C. 201-BK (Ground).2. Harness/connector internittent short to+Battery or +8V/ground in the D977-PUwire.3. Failed sensor.4. Failed interface module.

CID 0829 Rear Aftercooler Coolant Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. B406-GY (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the B406-GY wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe B406-GY wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe B406-GY wire.2. Failed sensor.3. Failed interface module.

CID 0830 Front Brake Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. B433-PU (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the B433-PU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe B433-PU wire.2. Failed sensor.3. Failed interface module.




CID 0833 Rear Brake Oil Temperature Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. 429-YL (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the 429-YL wire.3. Failed sensor.4. Failed interface module.







CID 0835 Differential (Axle) Oil Temperature Sensor

FMI-03 Voltage (signal) abovenormal or shorted high.


1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. C429-GY (Signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the C429-GY wire.3. Failed sensor.4. Failed interface module.







CID 0838 Left Front Suspension Cylinder Pressure Sensor



1. Suspension Cylinder is chargedincorrectly. (Check suspension cylinder seeSpecial Instruction, SEHS9411.)2. Failed sensor.3. Failed interface module.



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 859-YL (Signal).C. 201-BK or J842-BK(Ground).2. Harness/connector short to +Battery inthe 859-YL wire.3. Failed sensor.4. Failed interface module.




(continued)


(Table 27, contd)



POSSIBLE CAUSE






1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 859-YL (Signal).C. 201-BK or J842-BK(Ground).2. Harness/connector intermitent short to+Battery or + 8V/ground in the 859-YL wire.3. Failed sensor.4. Failed interface module.

CID 0839 Right Front Suspension Cylinder Pressure Sensor



1. Suspension Cylinder is incorrectlycharged. (Check suspension cylinder seeSpecial Instruction, SEHS9411.)2. Failed sensor.3. Failed interface module.



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 858-GY (Signal).C. 201-BK or J842-BK (Ground).2. Harness/connector short to +Battery inthe 858-GY wire.3. Failed sensor.4. Failed interface module.









1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 858-GY (Signal).C. 201-BKor J842-BK(Ground).2. Harness/connector internittent short to+Battery or +8V/ground in the 858-GY wire.3. Failed sensor.4. Failed interface module.

CID 0840 Left Rear Suspension Cylinder Pressure Sensor



1. Suspension Cylinder is chargedincorrectly. (Check suspension cylinder seeSpecial Instruction, SEHS9411.)2. Failed sensor.3. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 861-PU (Signal).C. 201-BK or J842-BK(Ground).2. Harness/connector short to +Battery inthe 861-PU wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe 861-PU wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe 861-PU wire.2. Failed sensor.3. Failed interface module.



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 861-PU (Signal).C. 201-BK or J842-BK (Ground).2. Harness/connector intermittent short to+Battery or +8V/ground in the 861-PU wire.3. Failed sensor.4. Failed interface module.

CID 0841 Right Rear Suspension Cylinder Pressure Sensor



1. Suspension Cylinder is chargeincorrectly (Check suspension cylinder seeSpecial Instruction, SEHS9411.)2. Failed sensor.3. Failed interface module.



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 860-PK (Signal).C. 201-BK or J842-BK (Ground).2. Harness/connector short to +Battery inthe 860-PK wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe 8860-PK wire.2. Failed sensor.3. Failed interface module



1. Harness/connector short to ground inthe 8860-PK wire.2. Failed sensor.3. Failed interface module

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. 113-OR (+Battery).B. 860-PK (Signal).C. 201-BK or J842-BK (Ground).2. Harness/connector intermittent short to+Battery or +8V/ground in the 860-PK wire.3. Failed sensor.4. Failed interface module.

CID 0849 System (Brake) Air Pressure Sensor


1. Pressure gauge always showsminimum.2. Pressure gauge may workintermittently.3. Pressure gauge may work normallynow.

1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. D970-WH (Signal).C. 201-BK (Ground).797A. K983-BU (+8 Volts).B. M914-WH (Signal).C. J842-BK (Ground).2. Harness/connector short to +Battery or+8V in the D970-WH or M914-WH wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe D970-WH or M914-WHwire.2. Failed sensor.3. Failed interface module.



1. Harness/connector short to ground inthe D970-WH or M914-WHwire.2. Failed sensor.3. Failed interface module.

CID 0851 Gear Box (Splitter) Pressure Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. D963-BU (+8 Volts).B. C412-BR (signal).C. 201-BK (Ground).2. Harness/connector short to +Battery or+8V in the C412-BR wire.3. Failed sensor.4. Failed interface module.







CID 0852 Right Front Brake Oil Temperature Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. B433-PU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the B433-PU wire.3. Failed sensor.4. Failed interface module.







CID 0853 Left Front Brake Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-ORF975- (+8 Volts).B. B466-YL (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the B466-YL wire.3. Failed sensor.4. Failed interface module.



1. Harness/connector short to ground inthe B466-YL wire.2. Failed sensor.3. Failed interface module.




CID 0854 Right Rear Brake Oil Temperature Sensor



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. B429-YL (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the B429-YL wire.3. Failed sensor.4. Failed interface module.







CID 0855 Left Rear Brake Oil Temperature Sensor

(continued)


(Table 27, contd)



POSSIBLE CAUSE



1. Harness/connector open (intermittent) inone or more of the following circuits:A. F975-OR (+8 Volts).B. C467-BU (Signal).C. A252-BK (Ground).2. Harness/connector short to +Battery or+8V in the C467-BU wire.3. Failed sensor.4. Failed interface module.







CID 0890 Telemetry data link (VIMS)


1. No broadcast (telemetry) of VIMSdata.2. Broadcast of data is intermittent.3. Broadcast is working now.

1. Broadcast system is not removing datafrom VIMS broadcast buffer.2. Will correct itself when broadcast systemresumes operation.3. Key Start switch ON/OFF will clearbroadcast buffer.4. Open, short, ground in broadcast datalink.5. Related broadcast ECM has failed.6. Failed main module.

CID 1089 ABL Interface module (797 only)

FMI-02 Data erratic, intermittentor incorrect. ECM has droppedoff the CAT Data Link 10 times in10 minutes. Event is active untilcommunication is reliable for morethan 10 minutes.

1. Intermittent operation for allparameters related to interface module.2. All parameters for interface moduleappear to function normally now.

1. Verify that location code contact J2-4, oninterface module is grounded (E972-BU).2. Verify that location code contacts J2-3,J2-61 and J2-62 on interface module areopen.3. Check CAT Data Link circuit foropens/shorts.4. Check for intermittent power and/orground connection to interface module No.1.5. Wrong software in one or more ECM.6. Wrong or corrupted VIMS configuration.7. Failed interface module.

(continued)


(Table 27, contd)



POSSIBLE CAUSE

FMI-09 Abnormal update. Indicatesthat Data Link communication withthe ECM has been broken for morethan 5 seconds.

1. No VIMS operation related tointerface module will work.2. Main module cannot communicatewith interface module.3. Interface module appears to worknormally now.

1. Verify that location code contact J2-4, oninterface module is grounded (E972-BU).2. Verify that location code contacts J2-3,J2-61 and J2-62 on interface module areopen.3. Check for opens/shorts CAT Data Linkcircuits.4. Intermittent power and/or groundconnection to interface module.5. Failed interface module.

FMI-12 Bad device or component. 1. No VIMS operation related tointerface module will work.2. Main module cannot communicatewith interface module.3. interface module responds but not toall required parameters.4. Interface module appears to worknormally now.

1. Wrong VIMS configuration.2. Check for opens/shorts in CAT Data Linkcircuits.3. Loss of power and/or ground to interfacemodule.4. Failed interface module or part numberis not compatible with main module and orclass of on board software.5. Wrong or corrupted configurationsoftware.

i00990817

CID 0041 FMI 03 Sensor PowerSupply (8 DCV) Voltage AboveNormal - TestSMCS Code: 1408-038-NS

Note: This procedure can cause new diagnosticcodes to be recorded. Ignore these newly createddiagnostic codes. Complete this procedure andthen clear the diagnostic codes that were createdduring this procedure.

This diagnostic code is recorded when the ECMreads the voltage of the 8 DCV sensor supply circuitand the voltage is above normal.

1. CHECK FOR THE CORRECT VOLTAGE AT THEINTERFACE MODULE

a. Turn the disconnect switch and the key startswitch to the ON position.

b. Check the voltage at the connector of theinterface module from contact 26 (sensorsupply) to contact 2 (ground). Use the7X-1710 Cable probes to measure thevoltage. Do NOT disconnect the machineharness from the VIMS main module.

Expected Results: The voltage is 8.0 ± 0.5DCV.

Results:

• OK - Voltage is 8.0 ± 0.5 DCV. The sensorsupply voltage is correct. Check themessage center in order to verify that thesame diagnostic code is present. If thediagnostic code is still present, the interfacemodule has failed. Replace the module.Refer to the Testing and Adjusting, “Module- Replace” section. STOP.

• NOT OK - Voltage is greater than 8.0 ± 0.5DCV. The sensor supply voltage is NOTcorrect. Proceed to 2.

2. HARNESS CHECK FOR SHORT TO THE+BATTERY CIRCUIT

a. The disconnect switch and the key startswitch remain in the ON position.

b. Disconnect the machine harness from theVIMS interface module.

c. At the machine harness connector for theVIMS interface module, measure the voltagefrom connector contact 26 (sensor supply)to contact 2 (ground).


Results:

• OK - Voltage is 0.0 ± 0.5 DCV. The voltageis correct. The VIMS interface module hasfailed. Replace the VIMS module. Referto the Testing and Adjusting, “Module -Replace” section. STOP.


• NOT OK - Voltage is NOT 0.0 ± 0.5 DCV.The harness has failed. The machineharness is shorted to +battery. Repair themachine harness or replace the machineharness. STOP.

i00991923

CID 0041 FMI 04 Sensor PowerSupply (8 DCV) Voltage BelowNormal - TestSMCS Code: 1408-038-NS


This diagnostic code is recorded when the ECMreads the voltage of the 8 DCV sensor supply circuitand the voltage is below normal.

1. CHECK THE VOLTAGE AT THE INTERFACEMODULE.



Expected Results: Voltage is 8.0 ± 0.5 DCV.

Results:

• OK - Voltage is 8.0 ± 0.5 DCV. The sensorsupply voltage is correct. Check themessage center in order to verify that thesame diagnostic code is present. If thediagnostic code is still present the interfacemodule has failed. Replace the module.Refer to the Testing and Adjusting, “Module- Replace” section. STOP.

• NOT OK - Voltage is NOT 8.0 ± 0.5 DCV.The voltage is less than 8.0 ± 0.5 DCV.The sensor supply voltage is NOT correct.proceed to 2.

2. CHECK FOR SHORT TO GROUND

a. Turn the key start switch and the disconnectswitch to the OFF position.


c. At the VIMS interface module harnessconnector, measure the resistance betweenframe ground and the contact 26 of thesensor supply circuit.

Expected Results: Resistance is greater than5000 ohms.

Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.The VIMS interface module has failed.Replace the VIMS interface module. Referto the Testing and Adjusting, “Module -Replace” section. STOP.

• NOT OK - Resistance is less than 5000ohms. The machine harness or a sensorhas failed. Proceed to 3.

3. DISCONNECT THE SENSORS.

a. The key start switch and the disconnectswitch remain in the OFF position.

b. One at a time disconnect any sensor that usesthe +8 DCV interface module sensor supplyfrom the machine harness, that is associatedwith this diagnostic code.

c. After disconnecting the sensor (s), checkthe resistance from frame ground to contact26 (sensor supply) of the machine harnessconnector for the VIMS interface module.


Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.The sensor that was just disconnected hasfailed. Replace the sensor. STOP.

• NOT OK - Resistance is less than 5000ohms. If the resistance is less than 5000ohms after all the sensors have beendisconnected from the machine harness.The machine harness is shorted to ground.Repair the machine harness or replace themachine harness. STOP.


i00992100

CID 0041 FMI 06 Sensor PowerSupply (8 DCV) Current AboveNormal - TestSMCS Code: 1408-038-NS


This diagnostic code is recorded when the ECMreads the voltage of the 8 DCV sensor supply circuitand the ECM determines:

• The voltage is too low.

• The current is above normal.


a. Check the voltage at the connector of theinterface module from contact 26 (sensorsupply) to contact 2 (ground). Use the7X-1710 Cable probes to measure thevoltage. Do NOT disconnect the machineharness from the VIMS main module.


Results:


• NOT OK - Voltage is less than 8.0 ± 0.5DCV. The sensor supply voltage is NOTcorrect. Proceed to 2.


a. Turn the key start switch and the disconnectswitch to the OFFposition.


c. At the harness connector of VIMS interfacemodule, measure the resistance betweenframe ground and the contact 26 of thesensor supply circuit.


Results:




a. One at a time disconnect any sensor that usesthe +8 DCV interface module sensor supplyfrom the machine harness, that is associatedwith the diagnostic code.

b. After disconnecting the sensor, check theresistance from frame ground to contact26 (sensor supply) of the machine harnessconnector for the VIMS interface module.


Results:




i01382498

CID 0075 FMI 03 TemperatureSensor (Steering Oil) VoltageAbove Normal - TestSMCS Code: 430S-038-TA


Schematic of the Steering Oil Temperature Sensor

This diagnostic code is recorded when the VIMSreads the voltage of the steering oil temperaturesensor and the voltage above normal. The sensorsends a PWM signal to the VIMS module.

The possible causes of this diagnostic code arelisted here:

• A shorted harness

• An open supply circuit to the sensor

• A failed sensor

• An open circuit

• The VIMS interface Module may have failed. Thisis unlikely.

Note: Ensure that the diagnostic code is still active.

Note: The following procedure can create numerousrelated diagnostic codes. Reconnect all harnesses.Then, the related diagnostic codes will be shownas being NOT active. Complete the followingprocedure. Then, clear all of the related diagnosticcodes.

1. CHECK THE SUPPLY VOLTAGE AT THESENSOR.


b. Check the voltage at the machine harnessconnector of the sensor from contact A(sensor supply) to contact B (ground). DoNOT disconnect the sensor. Use the 7X-1710Cable probes to measure the voltage.

Expected Results: The voltage shouldmeasure approximately 8 DCV.

Results:

• OK - Voltage is approximately 8 DCV. Thevoltage is correct. Proceed to 3.

• NOT OK - Voltage is not approximately8 DCV. There is an open in the machineharness or the ECM has failed. It is unlikelythat the ECM has failed. Proceed to 2.

2. CHECK FOR AN OPEN IN THE SUPPLYCIRCUIT.

a. The key start switch and the disconnectswitch remain in the ON position.

b. Disconnect the sensor from the machineharness.

c. At the machine harness connector for thesensor, measure the voltage from contact A(sensor supply) to frame ground.


Results:


• OK - Voltage measures approximately 8DCV. The return circuit is open. Repair themachine harness or replace the machineharness. STOP.

• NOT OK - Voltage does not measureapproximately 8 DCV. The supply circuitis open. Repair the machine harness orreplace the machine harness. STOP.

3. CHECK THE SIGNAL CIRCUIT.


b. Disconnect the machine harness connectorfrom the sensor.

c. At the machine harness connector for thesensor, measure the voltage between contactC (signal) and contact B (ground).


• OK - Voltage is approximately 5 DCV. Thevoltage is correct. Replace the sensor.STOP

• NOT OK - Voltage is NOT approximately 5DCV. The voltage is NOT correct. Proceedto 4.

4. CHECK FOR AN OPEN SIGNAL CIRCUIT.


b. The sensor remains disconnected from themachine harness.

c. Disconnect the machine harness from theinterface module.

d. Place a jumper wire between contact C(signal) and contact B (ground) of themachine harness connector for the sensor.

e. At the machine harness connector of theinterface module, measure the resistancebetween the signal contact and frame ground.

Expected Result: The resistance measuresless than 10 ohms.

Results:

• OK - Resistance measures less than 10ohms. The circuit is correct. Proceed to 5.

• NOT OK - Resistance is greater than5000 ohm. The circuit is open. Repair themachine harness or replace the machineharness. STOP.

5. CHECK THE SIGNAL WIRE FOR SHORTS.

a. The disconnect switch and the key startswitch remain in the OFF position.

b. The machine harness remains disconnectedfrom the VIMS interface module.

c. Remove the jumper wire from contact C andcontact B on the machine harness connectorfor the sensor.

d. At the machine harness connector forthe VIMS interface module, measure theresistance from the signal contact to allpossible sources of +Battery.

Expected Results: Each measurement isgreater than 5000 ohms.

• OK - Resistance measurements are greaterthan 5000 ohms. The ECM has failed. Referto the Testing and Adjusting, “Module -Replace” section. STOP.

• NOT OK - Resistance measured less than5000 ohms. There is a short in the machineharness. Repair the machine harness orreplace the machine harness. STOP.


i01382487

CID 0075 FMI 04 TemperatureSensor (Steering Oil) VoltageBelow Normal - TestSMCS Code: 430S-038-TA



This diagnostic code is recorded when the VIMSreads the voltage of the steering oil temperaturesensor and the voltage is below normal. The voltageof the signal wire is below normal and/or shortedto ground. The sensor sends a PWM signal to theVIMS module.


• The sensor has failed.

• The signal circuit in the machine harness isshorted to ground.

• The VIMS interface module has failed. This isunlikely.

1. CHECK THE SENSOR.


b. Observe the status of the diagnostic code.Then disconnect the machine harness fromthe sensor.

Expected Result: If the sensor is not thecause of the diagnostic code, the diagnosticcode remains active. If the sensor has failed,the diagnostic code is NO longer active.

Note: VIMS may wait up to approximately 30seconds before updating the message area.

Results:

• OK - Diagnostic code remains active. Thesensor is not causing the diagnostic code.The machine harness or the ECM may havefailed. Proceed to 2.

• NOT OK - Diagnostic code is NO longeractive. The machine harness is correct andthe ECM is operating properly. The sensorhas failed. Replace the sensor. Refer tothe Testing and Adjusting, “Pulse WidthModulated (PWM) Sensor -Test” section.STOP.

2. CHECK THE SIGNAL CIRCUIT FOR A SHORTTO GROUND.

a. The sensor remains disconnected from themachine harness.

b. Turn the key start switch and the disconnectswitch to the OFF position.

c. Disconnect the machine harness from theVIMS interface module.

d. At the machine harness connector forthe VIMS interface module, measure theresistance between the signal contact andframe ground.

Expected Result: The resistance is greaterthan 5000 ohms.

Results:


• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.Proceed to 3.

• NOT OK - Resistance is less than 5000ohms. The machine harness has failed.There is a short between frame ground andthe signal circuit in the machine harness.Repair the machine harness or replace themachine harness. STOP.

3. CHECK IF THE DIAGNOSTIC CODE REMAINS.

a. Clean the contacts of the harness connectors.Use established procedures.

b. Reconnect all harness connectors.

c. Turn the disconnect switch and the key startswitch to the ON position.

d. Observe the status of the diagnostic code.

e. Operate the machine.

f. Observe the status of the diagnostic code.

Expected Result: The diagnostic code CID0075 FMI 04 is no longer active.

Results:

• YES - Diagnostic code is NOT active. Thediagnostic code does not exist at this time.The initial diagnostic code was probablycaused by a poor electrical connection or ashort at one of the harness connectors thatwas disconnected and then reconnected.Resume normal machine operation. STOP.

• NO - Diagnostic code has not beencorrected. It is unlikely that the ECM isfaulty. Exit this CID/FMI procedure andperform this CID/FMI procedure again. If thecause of the fault is not found, then replacethe VIMS interface module. See Testing AndAdjusting, “Module - Replace”. STOP.

i01382470

CID 0075 FMI 06 TemperatureSensor (Steering Oil) CurrentAbove Normal - TestSMCS Code: 430S-038-TA



This diagnostic code is recorded when The VIMSreads the current of the steering oil temperaturesensor and the current is above normal. The currentof the signal wire is above normal and/or shortedto ground. The sensor sends a PWM signal to theVIMS module.










Note: The VIMS may wait up to approximately 30seconds before updating the message area.

Results:









Results:











Results:




i01382462

CID 0096 FMI 03 Level Sensor(Fuel) Voltage Above Normal -TestSMCS Code: 1273-038-NS; 1408-038-NS


Schematic of the Fuel Level Sensor

This diagnostic code is recorded when the VIMSreads the voltage of the fuel level sensor and thevoltage above normal. The sensor sends a PWMsignal to the VIMS module.




• A failed sensor

• An open circuit

• The ECM may have failed. This is unlikely.





b. Check the voltage at the machine harnessconnector of the sensor from +battery contactto the ground contact . Do NOT disconnectthe sensor. Use the 7X-1710 Cable probes tomeasure the voltage.


Results:






c. At the machine harness connector for thesensor, measure the voltage from the +Batterycontact to frame ground.


Results:

• OK - Voltage measures approximately 24DCV. The return circuit is open. Repair themachine harness or replace the machineharness.

• NOT OK - Voltage does not measureapproximately 24 DCV. The supply circuitis open. Repair the machine harness orreplace the machine harness.





c. At the machine harness connector for thesensor, measure the voltage between signalcontact and the ground contact.



• NOT OK - Voltage is not approximately 5DCV. The voltage is not correct. Proceedto 4.





d. Place a jumper between signal contact andthe ground contact of the machine harnessconnector for the sensor.



Results:


• NOT OK - Resistance is greater than5000 ohm. The circuit is open. Repair themachine harness or replace the machineharness.





d. At the machine harness connector forthe VIMS interface module, measure theresistance from the signal contact to allpossible sources of + Battery.




i01382455

CID 0096 FMI 04 Level Sensor(Fuel) Voltage Below Normal -TestSMCS Code: 1273-038-NS; 1408-038-NS




This diagnostic code is recorded when the VIMSreads the voltage of the fuel level sensor and thevoltage is below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:











Results:




i01382438

CID 0096 FMI 06 Level Sensor(Fuel) Current Above Normal -TestSMCS Code: 1273-038-NS; 1408-038-NS



This diagnostic code is recorded when the VIMSreads the current of the fuel level sensor and thecurrent is above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:


• NO - Diagnostic code has not beencorrected. It is unlikely that the ECM isfaulty. Exit this CID/FMI procedure andperform this CID/FMI procedure again. If thecause of the fault is not found, then replacethe VIMS interface module. See Testing AndAdjusting, “ Module - Replace”. STOP.

i00981374

CID 0100 FMI 03 PressureSensor (Engine Oil) VoltageAbove Normal - TestSMCS Code: 1924-038-PXS


Schematic of the Engine Oil PressureSensor

This diagnostic code is recorded when VIMS readsthe signal wire of the engine oil pressure sensor asa continuous “high” voltage. The sensor sends aPWM signal to the VIMS module.




• A failed sensor

• An open circuit






b. Check the voltage at the machine harnessconnector of the sensor from contact A (+Battery) to contact B (ground). Do NOTdisconnect the sensor. Use the 7X-1710Cable probes to measure the voltage.


Results:

• OK - The voltage is approximately 24 DCV.The voltage is correct. Proceed to 3.

• NOT OK - The voltage is not approximately24 DCV. There is an open in the machineharness or the ECM has failed. It is unlikelythat the ECM has failed. Proceed to 2.





c. At the machine harness connector for thesensor, measure the voltage from contact A(+Battery) to frame ground.


Results:

• OK - The voltage measures approximately24 DCV. The return circuit is open. Repairthe machine harness or replace themachine harness. STOP.

• NOT OK - The voltage does not measureapproximately 24 DCV. The supply circuitis open. Repair the machine harness orreplace the machine harness. STOP.






• OK - The voltage is approximately 5 DCV.The voltage is correct. Replace the sensor.STOP

• NOT OK - The voltage is NOT approximately5 DCV. The voltage is NOT correct. Proceedto 4.








Results:

• OK - The resistance measures less than 10ohms. The circuit is correct. Proceed to 5.

• NOT OK - The resistance is greater than5000 ohm. The circuit is open. Repair themachine harness or replace the machineharness. STOP.





d. At the machine harness connector for theVIMS interface module measure from thesignal contact to all possible sources of +Battery contacts.


• OK - Each measurement is greater than5000 ohms. The ECM has failed. Referto the Testing and Adjusting, “Module -Replace” section. STOP.

• NOT OK - The resistance measured lessthan 5000 ohms. There is a short in themachine harness. Repair the machineharness or replace the machine harness.STOP.


i00981570

CID 0100 FMI 04 PressureSensor (Engine Oil) VoltageBelow Normal - TestSMCS Code: 1924-038-PXS


Schematic of the Engine Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the engine oil pressure sensor asbeing below normal. The voltage of the signal wireis below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:

• OK - This diagnostic code remains active.The sensor is not causing the diagnosticcode. The machine harness or the ECMmay have failed. Proceed to 2.

• NOT OK - This diagnostic code is NOlonger active. The machine harness iscorrect and the ECM is operating properly.The sensor has failed. Replace the sensor.Refer to the Testing and Adjusting, “PulseWidth Modulated (PWM) Sensor -Test”section. STOP.







Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.Proceed to 3



a. Using established procedures, clean thecontacts of the harness connectors.








Results:



i00981604

CID 0100 FMI 06 PressureSensor (Engine Oil) CurrentAbove Normal - TestSMCS Code: 1924-038-PXS


Schematic of the Engine Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe current of the engine oil pressure sensor asbeing above normal. The current of the signal wireis above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00982846

CID 0110 FMI 03 TemperatureSensor (Engine Coolant)Voltage Above Normal - TestSMCS Code: 1906-038-ENG


Schematic of the Engine Coolant Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the engine coolant temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit

• The VIMS interface module may have failed. Thisis unlikely.








Results:








Results:

• OK - The voltage measures approximately 8DCV. The return circuit is open. Repair themachine harness or replace the machineharness. STOP.
















Results:












i00982927

CID 0110 FMI 04 TemperatureSensor (Engine Coolant)Voltage Below Normal - TestSMCS Code: 1906-038-ENG



This diagnostic code is recorded when VIMS readsthe voltage of the engine coolant temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00982934

CID 0110 FMI 06 TemperatureSensor (Engine Coolant)Current Above Normal - TestSMCS Code: 1906-038-ENG



This diagnostic code is recorded when VIMS readsthe current of the engine coolant temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984373

CID 0127 FMI 03 PressureSensor (Transmission Oil)Voltage Above Normal - TestSMCS Code: 3080-038-PXS


Schematic of the Transmission Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the transmission oil pressuresensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984376

CID 0127 FMI 04 PressureSensor (Transmission Oil)Voltage Below Normal - TestSMCS Code: 3080-038-PXS


Schematic of the Transmission Pressure Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the transmission oil pressure sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984400

CID 0127 FMI 06 PressureSensor (Transmission Oil)Current Above Normal - TestSMCS Code: 3080-038-PXS


Schematic of the Transmission Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe current of the transmission oil pressure sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is Correct.Proceed to 3










Results:



i01382430

CID 0171 FMI 03 TemperatureSensor (Ambient Air) VoltageAbove Normal - TestSMCS Code: 1928-038-NS


Schematic of the Ambient Air Temperature Sensor

This diagnostic code is recorded when the VIMSreads the voltage of the ambient air temperaturesensor and the voltage is above normal. The sensorsends a PWM signal to the VIMS module.





• A failed sensor

• An open circuit








Results:








Results:

• OK - Voltage measures approximately 8DCV. The return circuit is open. Repair themachine harness or replace the machineharness. STOP.

• NOT OK - Voltage does not measureapproximately 8 DCV. The supply circuitis open. Repair the machine harness orreplace the machine harness. STOP.







• NOT OK - Voltage is NOT approximately 5DCV. The voltage is NOT correct. Proceedto 4.








Results:



• NOT OK - Resistance is greater than5000 ohm. The circuit is open. Repair themachine harness or replace the machineharness. STOP.





d. At the machine harness connector forthe VIMS interface module, measure theresistance from the signal contact to allpossible sources of +Battery.




i01382427

CID 0171 FMI 04 TemperatureSensor (Ambient Air) VoltageBelow Normal - TestSMCS Code: 1928-038-NS



This diagnostic code is recorded when the VIMSreads the voltage of the ambient air temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:




i01382422

CID 0171 FMI 06 TemperatureSensor (Ambient Air) CurrentAbove Normal - TestSMCS Code: 1928-038-NS



This diagnostic code is recorded when the VIMSreads the current of the ambient air temperaturesensor and the current is above normal. The currentof the signal wire is above normal and/or shortedto ground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00983395

CID 0177 FMI 03 TemperatureSensor (Transmission Oil)Voltage Above Normal - TestSMCS Code: 3080-038-NS


Schematic of the Transmission Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the transmission oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00983555

CID 0177 FMI 04 TemperatureSensor (Transmission Oil)Voltage Below Normal - TestSMCS Code: 3080-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the transmission oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00983749

CID 0177 FMI 06 TemperatureSensor (Transmission Oil)Current Above Normal - TestSMCS Code: 3080-038-NS



This diagnostic code is recorded when VIMS readsthe current of the transmission oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:










Results:











Results:



i00985166

CID 0190 FMI 02 Speed Sensor(Engine) Incorrect Signal - TestSMCS Code: 1907-038-NS


Engine Speed Sensor Schematic

This fault is recorded when the VIMS module readsthe engine speed signal and the signal is erratic,intermittent or incorrect.

The possible causes of this fault are listed here:

• A poor electrical connection at a machine harnessconnector

• The sensor is loose or the sensor is not adjustedcorrectly.


• The signal circuit is shorted to + battery in themachine harness.

• The signal circuit is open in the machine harness.

• The VIMS module is faulty. This is unlikely.

1. INSPECT THE HARNESS AND INSPECT THESENSOR.

a. Turn the disconnect switch to the OFFposition.

b. Inspect the engine speed sensor and relatedmachine harness connections.

c. Verify that the engine speed sensor is cleanand tight. Verify that the harness connectionsare clean and tight.

Expected Result: The engine speed sensorand related wiring are correct.


Results:

• OK - Sensor is correct and the machineharness is correct. Proceed to 2.

• NOT OK - Sensor has failed or the machineharness has failed. Repair the failedcomponent. Refer to the Testing andAdjusting, “Speed Sensor - Adjust” section.STOP.

2. CHECK FOR SHORT TO GROUND IN THESIGNAL CIRCUIT

a. The disconnect switch remains in the OFFposition.

b. Disconnect the machine harness from theengine speed sensor.


d. At the machine harness connector of the VIMSinterface module, measure the resistancebetween frame ground and contact 29 (wire450-YL) of the engine speed signal circuit.


Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit is correct. Proceed to 3.

• NOT OK - Resistance is less than 5 ohms.The machine harness has failed. Thereis a short between frame ground and theengine speed signal circuit in the machineharness. STOP.

3. CHECK FOR A SHORT TO THE + BATTERYCIRCUIT IN THE MACHINE HARNESS.


b. The sensor remains disconnected and theVIMS module remains disconnected.

c. At the machine harness connector forthe VIMS module, measure the resistancebetween the + battery contact 1 (wire 113-OR)and contact 29 (wire 450-YL) of the enginespeed signal circuit.


Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit is correct. Proceed to 4.

• NOT OK - Resistance is less than 5 ohms.The machine harness is faulty. There is ashort between the engine speed signalcircuit and + battery. Repair the harness orreplace the harness. STOP.

4. CHECK FOR OPEN SIGNAL CIRCUIT



c. Measure the resistance between contact C(wire 450-YL) of the engine speed sensorto connector contact 29 (wire 450-YL) ofthe machine harness connector of the VIMSinterface module.

Expected Result: The resistance is less than5 ohms.

Results:

• OK - Resistance is less than 5 ohms. Thesignal circuit in the machine harness iscorrect. The VIMS interface module hasfailed. Replace the interface module. Referto the Testing and Adjusting, “Module -Replace” section. STOP.

• NOT OK - Resistance is greater than 5ohms. The machine harness is faulty. Theengine speed signal circuit is open in themachine harness. Repair the machineharness or replace the machine harness.STOP.


i00986247

CID 0190 FMI 03 Speed Sensor(Engine) Voltage Above Normal- TestSMCS Code: 1907-038-NS


Schematic of the Engine Speed Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the engine speed sensor as acontinuous “high” voltage. The sensor sends aPWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00986255

CID 0190 FMI 04 Speed Sensor(Engine) Voltage Below Normal- TestSMCS Code: 1907-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the engine speed sensor as beingbelow normal. The voltage of the signal wire isbelow normal and/or shorted to ground. The sensorsends a PWM signal to the VIMS module.











Results:









Results:











Results:



i00986259

CID 0190 FMI 08 Speed Sensor(Engine) Abnormal Signal -TestSMCS Code: 1907-038-NS




This diagnostic code is recorded when VIMS readsthe signal from the sensor and the frequency ofthe signal or pulse of the signal is not within anexpected range. The sensor sends a PWM signal tothe VIMS module.



• Intermittent or poor connections


Note: The following diagnostic code procedure cancreate other related diagnostic codes. Perform thefollowing procedure. Reconnect all harnesses. Thenclear all the related diagnostic codes.



b. Ensure that the diagnostic code is active.

c. Disconnect the sensor from the machineharness.

Expected Results: The diagnostic code isNO longer active.

Results:

• YES - The diagnostic code is NO longeractive. The sensor is faulty. Replace thesensor. Verify that the new sensor correctedthis diagnostic code. The diagnostic codeshould NOT be active. STOP.

• NO - The diagnostic code remainsactive. The sensor is not the cause of thediagnostic code. Proceed to 2.

2. CHECK FOR A SHORT IN THE HARNESS.



c. Disconnect the machine harness connectorfrom the VIMS interface module.

d. At the machine harness connector forthe VIMS interface module, measure theresistance between the signal contact 29(wire 450-YL) to all other contacts.

Expected Results: Each resistancemeasurement should be greater than 5000ohms.

Results:

• YES - Each resistance measurement doesmeasure greater than 5000 ohms. Theharness is correct. It is unlikely that theVIMS interface module has failed. Exit thisprocedure and perform this diagnosticcode procedure again. If the cause of thediagnostic code is not found, replace theVIMS interface module. See Testing andAdjusting, “ Module - Replace”. STOP.

• NO - The resistance measurement doesnot measure greater than 5000 ohms forall measurements. The machine harnessis faulty. There is a short in the machineharness. The short is between the signalcircuit (wire 450-YL) and the circuit with thelow resistance measurement. Repair themachine harness or replace the machineharness. STOP.

i00992167

CID 0248 FMI 09 CAT Data LinkAbnormal Update - TestSMCS Code: 7601-038

This failure is recorded when the VIMS mainmodule does not receive expected information. Forexample, engine speed or actual gear information isnot received from other electronic control modulesthrough the CAT data link. This failure can result inthe display of abnormal values on readouts that aredependent on the CAT data link information. Thepossible causes are listed here:

• Poor electrical connection at a machine harnessconnector

• CAT data link circuit in the machine harness isshorted to ground.

• CAT data link circuit in the machine harness isshorted to +battery.

• CAT data link circuit in the machine harness isshorted.

• CAT data link circuit in the machine harness isopen.

• An electronic control module which uses theCAT data link has failed. (“For example, theengine ECM, the transmission ECM, etc.”). Thisis unlikely.


1. CHECK FOR ADDITIONAL DIAGNOSTICCODES

a. Check for additional CID 0248 diagnosticcodes that are logged against the otherelectronic control modules. This confirms theexistence of a communication problem.

b. Check for a harness problem between thetwo controls that are reporting the CID 0248.Otherwise, Proceed to Step 2.

2. INSPECT THE HARNESS CONNECTORS.


b. Inspect the connections of the machineharness that are related to the CAT data link.Verify that the connectors are clean and tight.

Expected Results: The machine harnessconnectors are clean and tight.

Results:

• OK - Connectors of the machine harnessare clean and tight. Proceed to Step 3.

• NOT OK - Machine harness connectors arein need of repair. Repair the harness orreplace the harness. STOP.



b. Disconnect the machine harness from allelectronic control modules that use the CATdata link.

c. At the connector of the machine harness forthe main module, measure the resistancebetween frame ground and the circuits of theCAT data link (contacts 4, 5, 6 and 7).

Expected Results: The resistance is greaterthan 5000 ohms.

Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.Proceed to Step 5.

• NOT OK - Resistance is less than 5000ohms. The machine harness has failed.There is a short between frame ground andthe CAT data link in the machine harness.Repair the harness or replace the harness.

4. CHECK FOR A SHORTED HARNESS


b. All related control modules remaindisconnected from the machine harness.

c. Check the line to line resistance of the CATdata link. Perform the following measurements.

• Measure the resistance between contact“4” and contacts “5”, “6” and “7” of the CATdata link at the machine harness connectorof the VIMS main module.

• Measure the resistance between contact“5” and contacts “6” and “7” of the CATdata link at the machine harness connectorof the main module.

• Measure the resistance between contact“6” and contact “7” of the CAT data link atthe machine harness connector of the mainmodule.

Expected Results: The resistancemeasurements are greater than 5000 ohms.

Results:


• NOT OK - Resistance is less than 5000ohms. The machine harness has failed.There is a short between the lines of theCAT data link in the machine harness.Repair the harness or replace the harness.STOP.

5. CHECK FOR SHORT TO +BATTERY



c. At the connector of the machine harness forthe main module, measure the resistancebetween +battery (“contact 1”) and thecircuits of the CAT data link (“contacts 4, 5,6 and 7”).


Results:



• NOT OK - Resistance is less than 5000ohms. The machine harness has failed.There is a short between +Battery and thecircuits of the CAT data link in the machineharness. Repair the harness or replace theharness. STOP.

6. CHECK FOR OPEN HARNESS



c. At the machine harness connector forthe main module, measure the resistancebetween the CAT data link circuit contacts 4,5, 6 and 7 to the connector contacts of therelated electronic control module.

Expected Results: The resistance is lessthan 5 ohms.

Results:

• OK - Resistance is less than 5 ohms.The CAT data link circuit in the machineharness is correct. The main module hasfailed. Refer to the Testing and Adjustment,“Module - Replace” section. STOP.

• NOT OK - Resistance is greater than 5ohms. The machine harnesshas failed. TheCAT data link circuit is open in the machineharness. Repair the machine harness orreplace the machine harness. STOP.

Note: For information on repairing the harness,refer to the Testing And Adjusting , “GeneralInformation”section in this manual.

i00992102

CID 0262 FMI 03 Sensor PowerSupply (5 DCV) Voltage AboveNormal - TestSMCS Code: 7601-038-NS


This diagnostic code is recorded when the controlreads the voltage of the +5 DCV sensor supplycircuit as above normal or this circuit is shorted to avoltage source that is higher than +5 volts.





Results:

• OK - Voltage is 5.0 ± 0.5 DCV. The sensorsupply voltage is correct. Check themessage center in order to verify that thesame diagnostic code is present. If thediagnostic code is still present, the interfacemodule has failed. Replace the module.Refer to the Testing and Adjusting, “Module- Replace” section. STOP.

• NOT OK - Voltage is greater than 5.0 ± 0.5DCV. The sensor supply voltage is NOTcorrect. Proceed to 2.






Results:




i00992126

CID 0262 FMI 04 Sensor PowerSupply (5 DCV) Voltage BelowNormal - TestSMCS Code: 7601-038-NS

This diagnostic code is recorded when the ECMreads the voltage of the +5 DCV sensor supplycircuit and the voltage is below normal. The circuitmay be shorted to ground.





Results:


• NOT OK - Voltage is NOT 5.0 ± 0.5 DCV.The voltage is less than 5.0 ± 0.5 DCV.The sensor supply voltage is NOT correct.proceed to 2.




c. At the VIMS interface module harnessconnector , measure the resistance betweenframe ground and the contact 27 of thesensor supply circuit.


Results:








Results:




i00992135

CID 0262 FMI 06 Sensor PowerSupply (5 DCV) Current AboveNormal - TestSMCS Code: 7601-038-NS


This diagnostic code is recorded when the ECMreads the voltage of the 5 DCV sensor supply circuitand the ECM determines:






Results:


• NOT OK - Voltage is less than 5.0 ± 0.5DCV. The sensor supply voltage is NOTcorrect. Proceed to 2.






Results:







Results:



i00992177

CID 0263 FMI 03 Sensor PowerSupply (8 or 12 DCV) VoltageAbove Normal - TestSMCS Code: 7601-038-NS



This failure is recorded when the ECM reads thevoltage of the 8 DCV or 12 DCV sensor supplycircuit and the voltage is above normal.




Expected Results : The voltage is 8.0 ± 0.5DCV or the voltage is 12.0 ± 0.5 DCV.

Results:

• OK - Voltage is 8.0 ± 0.5 DCV or 12.0 ± 0.5DCV . The sensor supply voltage is correct.Check the message center in order to verifythat the same diagnostic code is present.If the diagnostic code is still present, theinterface module has failed. Replace themodule. Refer to the Testing and Adjusting,“Module - Replace” section. STOP.

• NOT OK - Voltage is greater than 8.0 ± 0.5DCV or 12.0 ± 0.5 DCV . The sensor supplyvoltage is NOT correct. Proceed to 2.






Results:



i00992180

CID 0263 FMI 04 Sensor PowerSupply (8 or 12 DCV) VoltageBelow Normal - TestSMCS Code: 7601-038-NS


This failure is recorded when the ECM reads thevoltage of the 8 DCV or 12 DCV sensor supplycircuit and the voltage is below normal.




Expected Results: Voltage is 8.0 ± 0.5 DCVor the voltage is 12.0 ± 0.5 DCV.

Results:

• OK - Voltage is 8.0 ± 0.5 DCV or 12.0 ± 0.5DCV. The sensor supply voltage is correct.Check the message center in order to verifythat the same diagnostic code is present.If the diagnostic code is still present theinterface module has failed. Replace themodule. Refer to the Testing and Adjusting,“Module - Replace” section. STOP.

• NOT OK - Voltage is NOT 8.0 ± 0.5 DCV or12.0 ± 0.5 DCV. The voltage is less than 8.0± 0.5 DCV or 12.0 ± 0.5 DCV. The sensorsupply voltage is NOT correct. proceed to2.





c. At the VIMS interface module harnessconnector , measure the resistance betweenframe ground and the contact 26 of thesensor supply circuit.


Results:


• NOT OK - Resistance is less than 5000ohms. The machine harness or a sensor arefaulty. Proceed to 3.






Results:



i00992183

CID 0263 FMI 06 Sensor PowerSupply (8 or 12 DCV) CurrentAbove Normal - TestSMCS Code: 7601-038-NS


This failure is recorded when the ECM reads thevoltage of the 8 DCV or 12 DCV sensor supplycircuit and the ECM determines:





Expected Results: Voltage is 8.0 ± 0.5 DCVor the voltage is 12.0 ± 0.5 DCV.

Results:

• OK - Voltage is 8.0 ± 0.5 DCVor 12.0 ± 0.5DCV. The sensor supply voltage is correct.Check the message center in order to verifythat the same diagnostic code is present.If the diagnostic code is still present theinterface module has failed. Replace themodule. Refer to the Testing and Adjusting,“Module - Replace” section. STOP.

• NOT OK - Voltage is less than 8.0 ± 0.5DCV or 12.0 ± 0.5 DCV. The sensor supplyvoltage is NOT correct. Proceed to 2.







Results:







Results:



i00993430

CID 0271 FMI 03 Alarm (Action)Voltage Above Normal - TestSMCS Code: 7407-038


Schematic of Travel Alarm

This diagnostic code is recorded when the VIMSmain module reads the voltage of the action alarm(wire 410-WH) and the voltage is above normal.There is a possible short to the +battery circuit.

This condition will cause the action alarm to SOUNDCONTINUOUSLY.

1. CHECK OF THE ALARM CIRCUIT

a. Turn the disconnect switch and the key startswitch to the OFF position.

b. Disconnect the machine harness from theVIMS main module.

c. Turn the disconnect switch to the ON position.

d. Listen for the continuous SOUNDING of theaction alarm.

e. Turn the key start switch to the ON position.


Expected Result: The alarm is SOUNDINGcontinuously.

Note: The action alarm will sound during the keyON self-test.

Results:

• OK - Alarm is SOUNDING continuously. Theharness circuit (wire 410-WH) is shorted tothe +battery. Repair the harness or replacethe harness. STOP.

• NOT OK - Alarm does NOT SOUND. TheVIMS main module has failed. Replace theVIMS main module. Refer to the Testing andAdjustment, “Module - Replace” section ofthis manual. STOP.

i00992224

CID 0271 FMI 05 Alarm (Action)Current Below Normal - TestSMCS Code: 7407-038


Schematic of Action Alarm

The diagnostic code is recorded when the VIMSmodule reads the current of the action alarm circuit(410-WH) and the current is below normal. Theaction alarm may not SOUND or may be weak whenthis diagnostic code is active.

1. CHECK THE ALARM.

a. Disconnect the alarm from the machineharness.

b. At the machine harness connector for thealarm, place a jumper wire across the twocontacts.


Results:

• OK - The diagnostic code CID 0271 FMI05 is no longer active. The alarm is open.Replace the action alarm. Verify that theaction alarm is open. The correct resistancefor a good alarm is 200 ±100 ohms. STOP.

• NOT OK - The diagnostic code CID 0271FMI 05 is still active. The action alarm is notcausing the fault. Proceed to 2.

2. CHECK THE HARNESS.


b. The jumper wire placed in the 1 CHECKTHE ALARM test remains connected to themachine harness.

c. Disconnect the machine harness from themain module.

d. At the machine harness connector for themodule, measure the resistance betweencontact 24 (wire 410-WH) and frame ground.


Results:

• OK - Resistance is less than 5 ohms.The harness circuit resistance is correct.Proceed to 4.

• NOT OK - Resistance is greater than 5ohms. The harness circuit is open. Proceedto 3.



b. The machine harness remains disconnectedfrom the action alarm.

c. Remove the jumper wire that was placed in 1CHECK THE ALARM.


d. Check for an open in the action alarm circuit(wire 410-WH). Measure the resistancebetween the main module harness connector(contact 24) and the action alarm machineharness connector (contact 1).

e. Check for an open in the action alarm (returnor ground) circuit (wire 201-BK or 251-BK).Measure the resistance between the actionalarm machine harness connector (contact 2)and the frame ground.

Expected Result: The resistancemeasurements are less than 5 ohms.

Results:

• OK - Resistance is less than 5 ohms. Themachine harness is correct. The fault isintermittent. Proceed to 4.

• NOT OK - Resistance is greater than 5ohms. The machine harness is not correct.Repair the machine harness or replace themachine harness. STOP.

4. CHECK THE MODULE.

a. Reconnect the machine harness connectorto the main module.

b. Reconnect the alarm to the machine harness.


Expected Result: The diagnostic code hasnot changed. The diagnostic code CID 0271FMI 05 is still active.

Results:

• YES - Diagnostic code has not changed.Diagnostic code CID 0271 FMI 05 remainsactive. The main module has failed.Replace the main module. See Testing andAdjusting, “Module - Replace”. STOP.

• NO - Diagnostic code is NO longer active.The main module is not causing thediagnostic code. The diagnostic codeis intermittent. The probable cause is apoor electrical connection at the harnessconnectors or a damaged harness. Checkthe harness for damage. Clean the harnessconnectors. STOP.

i00992225

CID 0271 FMI 06 Alarm (Action)Current Above Normal - TestSMCS Code: 7407-038


Schematic of Action Alarm Circuit

This diagnostic code is recorded when the VIMSmodule reads the current of the action alarm circuit(wire 410-WH) and the current is above normal.The action alarm circuit is shorted to ground. Theaction alarm does not SOUND as a result of thisfault condition.

1. CHECK THE ALARM.

a. Disconnect the machine harness from thealarm.

Expected Result: The diagnostic codechanges from CID 0271 FMI 06 to CID 0271FMI 05.

Results:

• OK - The diagnostic code has not changed.diagnostic code CID 0271 FMI 06 remainsactive. The action alarm is not causing thefault. Proceed to 2.


• NOT OK - The diagnostic code is NO longeractive. The alarm has failed. Replace theaction alarm. The correct resistance for agood alarm is 200 ± 100 ohms. STOP.



b. The alarm remains disconnected from themachine harness.

c. Disconnect the machine harness from themain module.

d. At the machine harness connector forthe VIMS module, measure the resistancebetween contact 24 (wire 410-WH) and frameground.


Results:

• OK - Resistance is greater than 5000 ohms.The harness resistance is correct. Proceedto 3.

• NOT OK - Resistance is less than 5000ohms. The harness has failed. Repair themachine harness or replace the machineharness. STOP.


a. Use the correct service tools to removecontact 24 from the machine harnessconnector of the VIMS module.

b. Reconnect the machine harness connector tothe module.


d. Verify that the diagnostic code CID 0271 FMI06 is still active.

Expected Result: The diagnostic code CID0271 FMI 06 is still active.

Results:

• OK - The diagnostic code (CID 0271 FMI06) is still active. The main module hasfailed. Replace the main module. SeeTesting and Adjusting, “Module - Replace”.STOP.

• NOT OK - The diagnostic code is NO longeractive. The main module is not causingthe diagnostic code. The diagnostic codeis intermittent. The probable cause is apoor electrical connection at the harnessconnectors or a damaged harness. Checkthe harness for damage and clean theharness connectors. STOP.

i00983751

CID 0279 FMI 03 TemperatureSensor (Front AftercoolerCoolant) Voltage AboveNormal - TestSMCS Code: 1063-038-NS


Schematic of the Front Aftercooler Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the front aftercooler temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor


• An open circuit








Results:








Results:
















Note: When troubleshooting the 797 measure theresistance between connector J2 contact 45 (wireA451-WH) and connector J2 contact 19 (wireJ842-BK)


Results:












i00984422

CID 0279 FMI 04 TemperatureSensor (Front AftercoolerCoolant) Voltage Below Normal- TestSMCS Code: 1063-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the front aftercooler temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:




i00984428

CID 0279 FMI 06 TemperatureSensor (Front AftercoolerCoolant) Current AboveNormal - TestSMCS Code: 1063-038-NS



This diagnostic code is recorded when VIMS readsthe current of the front aftercooler temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00983853

CID 0280 FMI 03 TemperatureSensor (Pump Drive) VoltageAbove Normal - TestSMCS Code: 3108-038-NS


Schematic of the Pump Drive Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the pump drive temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:









Results:
















Note: When troubleshooting the 797, measurethe resistance between connector J2 contact 45(wire A451-WH) and connector J2 contact 19 (wireJ842-BK) .


Results:







d. At the machine harness connector for theVIMS interface module, measure from thesignal contact to all possible sources of +Battery contact.





i00984434

CID 0280 FMI 04 TemperatureSensor (Pump Drive) VoltageBelow Normal - TestSMCS Code: 3108-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the pump drive temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984467

CID 0280 FMI 06 TemperatureSensor (Pump Drive) CurrentAbove Normal - TestSMCS Code: 3108-038-NS



This diagnostic code is recorded when VIMS readsthe current of the pump drive temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i01303695

CID 0295 FMI 02 ElectronicControl Module (Machine)Incorrect Signal - TestSMCS Code: 7610-038-MCH

This diagnostic code is recorded when the machineECM has dropped off the CAT data link 10 timeswithin a ten minute period. The event is active untilcommunication is reliable for more than ten minutes.

This failure results in events that are logged againstan ECM that can not be explained. The VIMS mainmodule cannot communicate with this ECM or theECM appears to work intermittently.

1. VERIFY THE HARDWARE AND THESOFTWARE PART NUMBERS.

a. Verify that the following information is correct:

• The part number of the VIMS configurationsoftware

• The part number of the machine ECM flashsoftware.

• The part number of the VIMS main module

• The part number of the machine ECM

Note: Consult the Business Unit that producesthe product for the correct part numbers of theconfiguration software.

Expected Result: All part numbers arecorrect.

Results:

• OK - All part numbers are correct. Proceedto 2.

• NOT OK - All part numbers are NOT correct.The installed VIMS main module or themachine ECM has the wrong part numberor the incorrect configuration software isinstalled. Replace the incorrect VIMS mainmodule or the machine ECM with a modulethat has the correct part number. Flash thecorrect configuration software. STOP.

2. INSPECT THE HARNESS CONNECTIONS.


b. Inspect all harness connections that arerelated to the CAT data link. Make sure thatthe connectors are clean and tight.

c. Check the connectors for proper mating.

d. Check the wires at the connector.

e. Check each wire for nicks or signs of abrasionin the insulation.

f. Check for moisture at the connector.

g. Check the connectors for dirty contacts orcorroded contacts.


h. Check each pin and each socket of themachine harness connectors.

Expected Result: The machine harnessconnectors are tight and free of corrosion.

Results:

• OK - The machine harness connectors aretight and free of corrosion. Proceed to 3.

• NOT OK - The machine harness connectorsare in need of repair. Repair the machineharness or replace the machine harness.STOP.

3. CHECK FOR SHORTS TO GROUND


b. Disconnect the machine harness from allelectronic control modules that use theCATdata link.

c. At the machine harness for the VIMS mainmodule, measure the resistance betweenframe ground and connector contacts 6 (wire882-PK) and 7 (wire 893-GY) of the CAT datalink circuit.


Results:

• OK - The resistance is greater than 5000ohms. The harness circuit resistance iscorrect. Proceed to 4.

• NOT OK - The resistance is less than 5000ohms. The machine harness has failed.There is a short between frame ground andthe CAT data link circuit in the machineharness. Repair the machine harness orreplace the machine harness. STOP.



b. All related electronic control modules remaindisconnected from the machine harness.

c. At the machine harness connector for theVIMS main module, perform the checks thatare listed here:

• Measure the resistance between (+battery)connector contact 1 (wire 113-OR) andcontact 6 (wire 882-PK) of the CAT data linkcircuit connector.

• Measure the resistance between (+battery)connector contact 1 (wire 113-OR), to theCAT data link circuit connector contact 7(wire 893-GY).


Results:


• NOT OK - The resistance is less than 5000ohms. The machine harness has failed.There is a short between +battery andthe CAT data link circuit in the machineharness. Repair the machine harness orreplace the machine harness. STOP.




c. Measure the resistance of the CAT data linkcircuit in the machine harness:

• Measure from connector contact 6 (wire882-PK) of the VIMS main module to theCAT data link circuit of the machine ECMconnector.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the machine ECMconnector.

Expected Result: The resistance measuresless than 5 Ohms.

Results:

• OK - The resistance is less than 5 ohms.The CAT data link circuit in the machineharness is correct. Proceed to 6.

• NOT OK - The resistance is greater than 5ohms. The machine harness has failed. theCAT data link circuit is open in the machineharness. Repair the machine harness orreplace the machine harness. STOP.

6. CHECK FOR ADDITIONAL DIAGNOSTICCODES FOR THE OTHER ELECTRONICCONTROL MODULES.



b. One at a time, reconnect the electronic controlmodules that use the CAT data link.


d. After each of the electronic control moduleshas been reconnected, check the Event Listfor diagnostic codes that are logged againstthe electronic control module.

Expected Result: Diagnostic codes arenot present for the other electronic controlmodules in the event list.

Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The machine ECM has failed. Itis unlikely that the ECM has failed. Exit thisprocedure. Perform this procedure again. Ifthe failure is not found, check the +batterycontacts and ground contacts of the ECM.If these contacts are correct, replace theECM. STOP.

• NOT OK - Diagnostic codes are present forthe other electronic control modules (ECM)in the event list. The VIMS main module hasfailed. It is unlikely that the ECM has failed.Exit this procedure. Perform this procedureagain. If the failure is not found, replacethe ECM. See the Testing and Adjusting,“Module - Replace” section of this manual.STOP.

i01304092

CID 0295 FMI 09 ElectronicControl Module (Machine)Abnormal Update - TestSMCS Code: 7610-038-MCH

This diagnostic code is recorded when the VIMSmain module does not receive expected informationfrom the machine ECM through the CAT data link.

This failure may cause the readouts that depend onthe information from the CAT data link to displayinformation incorrectly.




• The part number of the machine ECM flashsoftware





Results:













Results:









Results:








• Measure the resistance between the contact1 (wire 113-OR) (+battery) and contact 7(wire 893-GN) of the CAT data link circuit.


Results:







• Measure between contact 6 (wire 882-PK)of the VIMS main module to the CAT datalink circuit of the machine ECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the machine ECM.


Results:










Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The Machine control ECM hasfailed. It is unlikely that the ECM has failed.Exit this procedure. Perform this procedureagain. If the failure is not found, check the+battery contacts and ground contactsof the ECM. If these contacts are correct,replace the ECM. STOP.


i01304364

CID 0295 FMI 12 ElectronicControl Module (Machine)Failed - TestSMCS Code: 7610-038-MCH

This diagnostic code is recorded when the VIMSmain module can not communicate with themachine ECM through the CAT data link.

This diagnostic code results in failed VIMSoperations that are related to the machine ECM.The VIMS operations may work intermittently.




• The part number of the machine ECM flashsoftware.





Results:













Results:









Results:







• Measure the resistance between the contact1 (wire 113-OR) (+battery) and contact 6(wire 882-PK) of the CAT data link circuit.



Results:







• Measure between contact 6 (wire 882-PK)of the VIMS main module and the contactof the CAT data link circuit of the machineECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module andthe contact of CAT data link circuit of themachine ECM.


Results:










Results:



i01305260

CID 0296 FMI 02 Power TrainElectronic Control Module(Electronic Clutch PressureControl) Incorrect Signal - TestSMCS Code: 7610-038-DTN

This diagnostic code is recorded when the powertrain ECM has dropped off the CAT data link 10times within a ten minute period. The event is activeuntil communication is reliable for more than tenminutes.





• The part number of the power train ECMflash software.


• The part number of the power train ECM



Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main moduleor the power train ECM has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the power train ECMwith a module that has the correct partnumber. Flash the correct configurationsoftware. STOP.











Results:









Results:







• Measure the resistance between theconnector contact 1 (wire 113-OR) andcontact 6 (wire 882-PK) of the connector ofthe CAT data link circuit.

• Measure the resistance between connectorcontact 1 (wire 113-OR) and contact 7 (wire893-GY) of the CAT data link connector.


Results:






c. Measure resistance of the CAT data link circuitin the machine harness:

• Measure the resistance from connectorcontact 6 (wire 882-PK) of the VIMS mainmodule to the contacts of the CAT data linkof the power train ECM.

• Measure the resistancefrom connectorcontact 7 (wire 893-GY) of the VIMS mainmodule to the contacts of the CAT data linkof the power train ECM.


Results:










Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The power train ECM has failed. Itis unlikely that the ECM has failed. Exit thisprocedure. Perform this procedure again. Ifthe failure is not found, check the +batterycontacts and ground contacts of the ECM.If these contacts are correct, replace theECM. STOP.


i01305587

CID 0296 FMI 09 Power TrainElectronic Control Module(Electronic Clutch PressureControl) Abnormal Update) -TestSMCS Code: 7610-038-DTN

This diagnostic code is recorded when the VIMSmain module does not receive expected informationfrom the power train ECM through the CAT data link.










Results:













Results:









Results:







• Measure the resistance between connectorcontact 1 (wire 113-OR) and contact 6 (wire882-PK) of the connector of the CAT datalink circuit.



Results:







• Measure between contact 6 (wire 882-PK)of the VIMS main module to the CAT datalink circuit of the power train ECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the power train ECM.


Results:










Results:



i01305602

CID 0296 FMI 12 Power TrainElectronic Control Module(Electronic Clutch PressureControl) Failed - TestSMCS Code: 7610-038-DTN

This diagnostic code is recorded when the VIMSmain module can not communicate with the powertrain ECM through the CAT data link.

This diagnostic code results in failed VIMSoperations that are related to the power train ECM.The VIMS operations may work intermittently.









Results:













Results:






b. Disconnect the machine harness from allelectronic control modules that use the CATdata link.

c. At the machine harness for the VIMS mainmodule, measure the resistance betweenframe ground and connector contact 6 (wire882-PK) and contact 7 (wire 893-GY) of theCAT data link circuit.


Results:










Results:







• Measure the resistance between contact6 (wire 882-PK) of the VIMS main moduleand the contact of the CAT data link of themachine ECM.

• Measure the resistancefrom connectorcontact 7 (wire 893-GY) of the VIMS mainmodule and the contact of CAT data linkcircuit of the machine ECM.


Results:









Results:




i00992227

CID 0324 FMI 03 Lamp (Action)Voltage Above Normal - TestSMCS Code: 7431-038-LMP

This diagnostic code is recorded when the VIMSmodule reads the voltage of the action lamp circuit(411-PK) and the voltage is above normal. Thecircuit shorted to +battery. The action lamp is ONCONTINUOUSLY as a result of this fault condition.

1. CHECK THE LAMP CIRCUIT.


b. Disconnect the machine harness from theVIMS module.


d. Observe the action lamp.


Expected Result: The action lamp is ON.

Results:

Note: The action lamp will flash during the powerON self-test.

• OK - The action lamp is ONCONTINUOUSLY. The harness circuit411-PK is shorted to the +battery circuit.Repair the harness or replace the harness.STOP.

• NOT OK - The action lamp is OFF. Themodule is faulty. Replace the VIMS mainmodule. Refer to the Testing and Adjusting,“Module - Replace” section. STOP.

i00992228

CID 0324 FMI 05 Lamp (Action)Current Below Normal - TestSMCS Code: 7431-038-LMP

This diagnostic code is recorded when the VIMSmodule reads the current of the action lamp circuit(411-PK) and the current is below normal. Thecircuit is open. The action lamp does not light whenthis diagnostic code is active..

1. CHECK THE LAMP.

a. At the action lamp, use a jumper to connectwire 411-PK to frame ground.

Expected Result: The CID 0324 FMI 05 faultis no longer active.

Results:

• OK - The diagnostic code is no longeractive. The lamp or the lamp socket areopen. Replace the action lamp. For thepurposes of this procedure, the correctresistance for a lamp is less than 200 ohms.STOP.

• NOT OK - The diagnostic code is stillactive. The action lamp is not causing thefault. Proceed to 2.



b. Remove the jumper wire from wire 411-PKand frame ground. Connect the action lampto the machine harness.

c. Disconnect the machine harness from theVIMS main module.

d. At the machine harness connector forthe VIMS module, measure the resistancebetween contact 20 (411-PK) and frameground.


Results:


• OK - The resistance is greater than 100ohms. The harness circuit is open. Proceedto 3.

• NOT OK - The resistance is less than 100ohms. The harness circuit resistance iscorrect. Replace the VIMS main module.Refer to the Testing and Adjusting, “Module- Replace” section. STOP.


a. Disconnect the wire 411-PK from the actionlamp socket.

b. Check for an open in the circuit 411-PKbetween contact 20 of the VIMS main moduleharness connector and the lamp socket.

c. Measure the resistance in the circuit 201-BKbetween the lamp socket and the frameground.


Results:

• OK - Resistance is less than 5 ohms. Thecircuit is correct. The fault is intermittent.The probable cause is a poor electricalconnection at the harness connectors or adamaged harness. Check the harness fordamage and clean the harness connectors,as required. STOP.

• NOT OK - Resistance is greater than 5ohms. The circuit is NOT correct. Repair theharness or replace the harness. STOP.

i01382396

CID 0324 FMI 06 Lamp (Action)Current Above Normal - TestSMCS Code: 7431-038-LMP

This diagnostic code is recorded when the VIMSmodule reads the current of the action lamp and thecurrent is above normal. The action lamp is shortedto ground. The action lamp does not light when thisdiagnostic code is active.

1. CHECK THE LAMP.

a. Disconnect wire 411-PK from the action lampsocket.

Expected Result: The diagnostic codechanged to CID 0324 FMI 05.

Results:

• OK - The diagnostic code changed to CID0324 FMI 05. The lamp or the lamp sockethas failed. Replace the action lamp. Forthe purposes of this procedure, the correctresistance for a lamp is greater than 10ohms. STOP.

• NOT OK - The CID 0324 FMI 06 is stillactive. The action lamp is not causing thediagnostic code. Proceed to 2.



b. Wire 411-PK remains disconnected from theaction lamp.


d. At the machine harness connector forthe VIMS module, measure the resistancebetween contact 20 (wire 411-PK) and frameground.


Results:

• OK - The resistance is greater than 5000ohms. The harness resistance is correct.Proceed to 3.

• NOT OK - The resistance is less than 5000ohms. The harness has failed. Repair themachine harness or replace the machineharness. STOP.


a. Remove contact 20 (wire 411-PK) from themachine harness connector for the VIMS mainmodule.

b. Reconnect the harness connector to the VIMSmain module.

c. Turn the disconnect switch and the key startswitches to the ON position.


Results:

• OK - The diagnostic code CID 0324 FMI06 diagnostic code is still active. The VIMSmain module has failed. Replace the VIMSmain module. Refer to the Testing andAdjusting, “Module - Replace”. STOP.


• NOT OK - The diagnostic code is NOTactive. The VIMS module is not causingthe diagnostic code. The diagnostic codeis intermittent. The probable cause is apoor electrical connection at the harnessconnectors or a damaged harness. Checkthe harness for damage. If necessary, cleanthe harness connectors. STOP.

Note: The following procedure applies tomachines that are equipped with LED indicatorsin place of lamps.


This diagnostic code is recorded when the VIMSmodule reads the current of the action lamp circuitas above normal. The circuit is shorted to ground.The action lamp will not illuminate when thisdiagnostic code is active.

1. CHECK THE ACTION LAMP.

a. At the action lamp, disconnect the wire411-PK from the action lamp circuit.


Results:

• OK - The diagnostic code CID 0324 FMI 06is still active. The action lamp is NOT ON.The harness circuit 411-PK is not causingthe diagnostic code. Proceed to 2.

• NOT OK - The diagnostic code CID 0324FMI 06 is is no longer active. Replace theaction lamp. STOP.

2. CHECK THE HARNESS


b. The wire 411-PK remains disconnected fromthe action lamp circuit.

c. Disconnect the machine harness from theVIMS module.

d. At the machine harness connector for theVIMS main module measure the resistancefrom contact 20(wire 411-PK) to frame ground.


Results:

• OK - The resistance is greater than 5000ohms. The harness is correct. Proceed to 3.


3. CHECK THE POWER TRAIN ECM

a. Remove contact 20 (wire 411-PK) from themachine harness at the VIMS main module.



d. Check to see if the diagnostic code is stillactive.

Expected Result: The CID 0324 FMI 06 isstill active.

Results:

• OK - CID 0324 FMI 06 is still active. Theaction lamp is ON. The VIMS main modulehas failed. Replace the main module. Referto the Testing and Adjusting, “Module -Replace”. STOP.

• NOT OK - The CID 0324 FMI 06 is NOTactive. The VIMS main module is notcausing the diagnostic code. The diagnosticcode is intermittent. The probable cause isa poor electrical connection at the harnessconnectors or a damaged harness. Checkthe harness for damage and clean theharness connectors as required. STOP.


i00994303

CID 0341 FMI 03 SolenoidValve (No. 4) (Warm Up)Voltage Above Normal - TestSMCS Code: 5479-038-II


Schematic of the Warm Up Valve Solenoid

This diagnostic code is recorded when the VIMSinterface module reads the signal voltage of thesolenoid and the voltage is high. There is a short to+battery in the solenoid circuit.



b. Disconnect the machine harness connectorfrom the VIMS interface module.

c. Measure the resistance from contact 33 (wireE775-PK) to the +battery contact 1 (wire113-OR) of the machine harness connector.

Expected Resutls:The resistance is greaterthan 5000 ohms.

Results:

• OK - The resistance is greater than 5000ohms. The solenoid harness is not shortedto +battery. Proceed to 2.

• NOT OK - The resistance is less than 5ohms. The solenoid harness is shorted to+battery. Repair the machine harness orreplace the machine harness. STOP.

2. CHECK FOR SHORT TO OTHER SOLENOIDOUTPUTS

a. Measure the resistance from contact 33 (wireE775-PK) to the other solenoid outputs of themachine harness connector.

Expected Results:The resistance is greaterthan 5000 ohms.

Results:

• OK - The resistance is greater than 5000ohms. The solenoid harness circuitryis correct. Inspect harness connectorcontacts. Reconnect the harness connectorto the module and check the messagecenter for the same diagnostic code.If the diagnostic code is present, theinterface module has failed. Replace themodule. Refer to the Testing and Adjusting,“Module-Replace” section. STOP.

• NOT OK - The resistance is less than 5ohms. The solenoid harness is shorted.Repair the machine harness or replace themachine harness. STOP.

i00994348

CID 0341 FMI 05 SolenoidValve (No. 4) (Warm Up)Current Below Normal - TestSMCS Code: 5479-038-II



This diagnostic code is recorded when the VIMSmodule reads the electrical circuit for this solenoidand the circuit is open.



b. Disconnect the machine harness connectorfrom the module.

c. Measure the resistance from contact 33 of thesolenoid circuit (wire E775-PK) to the solenoidreturn (frame ground).


Expected Results: The resistance is 30 to65 ohms.

Results:

• OK - The resistance is 30 to 65 ohms.The resistance of the solenoid circuitry iscorrect. Inspect the contacts of harnessconnectors. Reconnect the harnessconnector to the module and check themessage center for the same diagnosticcode. If the diagnostic code is present,the interface module has failed. Replacethe VIMS interface module. Refer to theTesting and Adjustment, “Module - Replace”section. STOP.

• NOT OK - The resistance is NOT 30 to65 ohms. The solenoid has failed or thecircuitry of the solenoid harness has failed.Verify the machine harness. Repair themachine harness or replace the machineharness, if necessary. If the machineharness is not the cause of the diagnosticcode then replace the solenoid. STOP.

i00994359

CID 0341 FMI 06 SolenoidValve (No. 4) (Warm Up)Current Above Normal - TestSMCS Code: 5479-038-II



This diagnostic code is recorded when the VIMSmodule reads the electrical circuit for this solenoidand the circuit is shorted to ground.




c. Measure the resistance between contact33 (wire E775-PK) of the machine harnessconnector for the interface module andcontact 2 (wire 201-BK) of the machineharness connector for the solenoid.


Results:

• OK - The resistance is greater than 5000ohms. The circuitry of the solenoid harnessis correct. Inspect the contacts of theharness connector. Reconnect the harnessconnector to the module and check themessage center for the same diagnosticcode. If the diagnostic code is present,the module has failed. Replace the VIMSinterface module. Refer to the Testing andAdjusting, “Module-Replace”section. STOP.

• NOT OK - The resistance is less than 5ohms. The solenoid is shorted to groundor machine harness is shorted to ground.Verify the machine harness. Repair themachine harness or replace the machineharness, if necessary. If the machineharness is NOT the cause of this diagnosticcode, then replace the solenoid. STOP.

i00994361

CID 0341 FMI 11 Solenoid Valve(No. 4) (Warm Up) Failure ModeNot Identifiable - TestSMCS Code: 5479-038-II




This diagnostic code is recorded when the VIMSinterface module has failed internally. Turn thedisconnect switch and the key start switch tothe OFF position. Wait for ten seconds. Turn thedisconnect switch and the key start switch to theON position. Check the message center for thesame diagnostic code. If the diagnostic code isstill active, the VIMS interface module has failed.Replace the VIMS interface module. Refer to theTesting and Adjusting, “Module-Replace” section.

i01491652

CID 0350 FMI 00 PositionSensor (Lift Linkage) AboveNormal Range - TestSMCS Code: 5736-038-LQ


Schematic of the Lift Linkage Position Sensor

This PWM sensor runs at a nominal frequency of 600Hz. The sensor is powered by the machine electricalsystem. The duty cycle of the sensor varies from3.5 to 96.5 percent over a rotational range of 102degrees. Refer to the Testing and Adjusting, “PulseWidth Modulated (PWM) Sensor-Test” section fortroubleshooting of this failure.

i01491656

CID 0350 FMI 01 PositionSensor (Lift Linkage) BelowNormal Range - TestSMCS Code: 5736-038-LQ





i01491659

CID 0350 FMI 02 PositionSensor (Lift Linkage) IncorrectSignal - TestSMCS Code: 5736-038-LQ




i01491753

CID 0350 FMI 03 PositionSensor (Lift Linkage) VoltageAbove Normal - TestSMCS Code: 5736-038-LQ





i01491755

CID 0350 FMI 04 PositionSensor (Lift Linkage) VoltageBelow Normal - TestSMCS Code: 5736-038-LQ




i01491760

CID 0350 FMI 06 PositionSensor (Lift Linkage) CurrentAbove Normal - TestSMCS Code: 5736-038-LQ





i01491941

CID 0350 FMI 08 PositionSensor (Lift Linkage) AbnormalSignal - TestSMCS Code: 5736-038-LQ




i01491775

CID 0350 FMI 11 PositionSensor (Lift Linkage) FailureMode Not Identifiable - TestSMCS Code: 5736-038-LQ





i01491806

CID 0350 FMI 13 PositionSensor (Lift Linkage) Out ofCalibration - TestSMCS Code: 5736-038-LQ




i01491813

CID 0364 FMI 03 PressureSensor (Lift Cylinder HeadEnd) Voltage Below Normal -TestSMCS Code: 5102-038-PXS

The output frequency of the sensor changes as thepressure in the lift cylinder changes. The sensoris power by the machine electrical system. Referto the Testing and Adjusting, “Lift/Tilt CylinderPressure Sensor-Tests” section for troubleshootingof this failure.

i01491821

CID 0364 FMI 04 PressureSensor (Lift Cylinder HeadEnd) Voltage Below Normal -TestSMCS Code: 5102-038-PXS


i01491824

CID 0364 FMI 06 PressureSensor (Lift Cylinder HeadEnd) Current Above Normal -TestSMCS Code: 5102-038-PXS


i00994384

CID 0371 FMI 03 SolenoidValve (Air Horn) Voltage AboveNormal - TestSMCS Code: 5479-038-AI; 5509-038-JV


Schematic of the Air Horn Solenoid






c. Measure the resistance from contact 31 (wireE785-GY) to the +battery contact 1 (wire113-OR) of the machine harness connector.


Results:




a. Measure the resistance from contact 31 (wireE785-GY) to the other solenoid outputs of themachine harness connector.


Results:



i00994386

CID 0371 FMI 05 SolenoidValve (Air Horn) Current BelowNormal - TestSMCS Code: 5479-038-AI; 5509-038-JV







c. Measure the resistance from contact 31 of thesolenoid circuit (wire E785-GY) to the solenoidreturn (frame ground).


Results:




i00994387

CID 0371 FMI 06 SolenoidValve (Air Horn) Current AboveNormal - TestSMCS Code: 5479-038-AI; 5509-038-JV







c. Measure the resistance between contact31 (wire E785-GY) of the machine harnessconnector for the interface module andcontact 2 (wire 201-BK) of the machineharness connector for the solenoid.


Results:

• OK - The resistance is greater than 5000ohms. The circuitry of the solenoid harnessis correct. Inspect the contacts of theharness connector. Reconnect the harnessconnector to the module and check themessage center for the same diagnosticcode. If the diagnostic code is present,the module has failed. Replace the VIMSinterface module. Refer to the Testing andAdjusting, “Module-Replace” section. STOP.


i00994388

CID 0371 FMI 11 SolenoidValve (Air Horn) Failure ModeNot Identifiable - TestSMCS Code: 5479-038-AI; 5509-038-JV





i00994401

CID 0378 FMI 03 SolenoidValve (Automatic Lubrication)Voltage Above Normal - TestSMCS Code: 5479-038-LZ; 7540-038-JV


Schematic of the Automatic Lubrication Solenoid





c. Measure the resistance from contact 31(wire 801-PK) to the +battery contact 1 (wire113-OR) of the machine harness connector.


Results:




a. Measure the resistance from contact 31 (wire801-PK) to the other solenoid outputs of themachine harness connector.


Results:




i00994403

CID 0378 FMI 05 SolenoidValve (Automatic Lubrication)Current Below Normal - TestSMCS Code: 5479-038-LZ; 7540-038-JV







c. Measure the resistance from contact 31 of thesolenoid circuit (wire 801-PK) to the solenoidreturn (frame ground).


Results:




i00994405

CID 0378 FMI 06 SolenoidValve (Automatic Lubrication)Current Above Normal - TestSMCS Code: 5479-038-LZ; 7540-038-JV







c. Measure the resistance between contact31 (wire 801-PK) of the machine harnessconnector for the interface module andcontact 2 (wire 201-BK or wire A251-BK) of themachine harness connector for the solenoid.


Results:

• OK - The resistance is greater than 5000ohms. The circuitry of the solenoid harnessis correct. Inspect the contacts of theharness connector. Reconnect the harnessconnector to the module and check themessage center for the same diagnosticcode. If the diagnostic code is present,the module has failed. Replace the VIMSinterface module. Refer to the Testing andAdjusting, “Module-Replace” section. STOP.



i00994410

CID 0378 FMI 11 SolenoidValve (Automatic Lubrication)Failure Mode Not Identifiable -TestSMCS Code: 5479-038-LZ; 7540-038-JV




i01382395

CID 0379 FMI 03 PressureSensor (AutomaticLubrication) Voltage AboveNormal - TestSMCS Code: 7540-038-PXS


Schematic of the Pressure Sensor (Auto Lube)

This diagnostic code is recorded when the VIMSreads the voltage of the pressure sensor (auto lube)and the voltage is above normal. The sensor sendsa PWM signal to the VIMS module.





• A failed sensor

• An open circuit








Results:








Results:

















Results:








d. At the machine harness connector for theVIMS interface module measure from thesignal contact to all possible sources of+Battery.




i01382391

CID 0379 FMI 04 PressureSensor (AutomaticLubrication) Voltage BelowNormal - TestSMCS Code: 7540-038-PXS



This diagnostic code is recorded when the VIMSreads the voltage of the pressure sensor (auto lube)and the voltage is below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:

• YES - The diagnostic code is NOT active.The diagnostic code does not exist atthis time. The initial diagnostic code wasprobably caused by a poor electricalconnection or a short at one of the harnessconnectors that was disconnected andthen reconnected. Resume normal machineoperation. STOP.

• NO - The diagnostic code has not beencorrected. It is unlikely that the ECM isfaulty. Exit this CID/FMI procedure andperform this CID/FMI procedure again. If thecause of the fault is not found, then replacethe VIMS interface module. See Testing AndAdjusting, “ Module - Replace”. STOP.


i01382388

CID 0379 FMI 06 PressureSensor (AutomaticLubrication) Current AboveNormal - TestSMCS Code: 7540-038-PXS



This diagnostic code is recorded when the VIMSreads the current of the pressure sensor (auto lube)and the current is above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00984125

CID 0425 FMI 03 PressureSensor (Front Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-PXS


Schematic of the Front Brake Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the front brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:









Results:

















Results:












i00984516

CID 0425 FMI 04 PressureSensor (Front Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-PXS



This diagnostic code is recorded when VIMS readsthe voltage of the front brake oil pressure sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984527

CID 0425 FMI 06 PressureSensor (Front Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-PXS



This diagnostic code is recorded when VIMS readsthe current of the front brake oil pressure sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984136

CID 0426 FMI 03 PressureSensor (Rear Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-PXS


Schematic of the Rear Brake Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the rear brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984540

CID 0426 FMI 04 PressureSensor (Rear Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-PXS


Schematic of the Rear Brake Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the rear brake oil pressure sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984578

CID 0426 FMI 06 PressureSensor (Rear Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-PXS


Schematic of the Rear Brake Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe current of the rear brake oil pressure sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984143

CID 0427 FMI 03 TemperatureSensor (Front Axle Oil) VoltageAbove Normal - TestSMCS Code: 3260-038-NS


Schematic of the Front Axle Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the front axle oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984582

CID 0427 FMI 04 TemperatureSensor (Front Axle Oil) VoltageBelow Normal - TestSMCS Code: 3260-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the front axle oil temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984610

CID 0427 FMI 06 TemperatureSensor (Front Axle Oil) CurrentAbove Normal - TestSMCS Code: 3260-038-NS



This diagnostic code is recorded when VIMS readsthe current of the front axle oil temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984617

CID 0428 FMI 03 TemperatureSensor (Rear Axle Oil) VoltageAbove Normal - TestSMCS Code: 3260-038-NS


Schematic of the Rear Axle Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the rear axle oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984633

CID 0428 FMI 04 TemperatureSensor (Rear Axle Oil) VoltageBelow Normal - TestSMCS Code: 3260-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the rear axle oil temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984664

CID 0428 FMI 06 TemperatureSensor (Rear Axle Oil) CurrentAbove Normal - TestSMCS Code: 3260-038-NS



This diagnostic code is recorded when VIMS readsthe current of the rear axle oil temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984678

CID 0429 FMI 03 PressureSensor (Steering Oil) VoltageAbove Normal - TestSMCS Code: 430S-038-PXS


Schematic of the Steering Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the steering oil pressure sensoras a continuous “high” voltage. The sensor sends aPWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984681

CID 0429 FMI 04 PressureSensor (Steering Oil) VoltageBelow Normal - TestSMCS Code: 430S-038-PXS


Schematic of the Steering Pump Pilot Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the steering pump pilot oil pressuresensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00984683

CID 0429 FMI 06 PressureSensor (Steering Oil) CurrentAbove Normal - TestSMCS Code: 430S-038-PXS


Schematic of the Steering Pump Pilot Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe current of the steering pump pilot oil pressuresensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:










Results:











Results:



i00984687

CID 0430 FMI 03 PressureSensor (Steering Pilot Oil)Voltage Above Normal - TestSMCS Code: 430S-038-PXS


Schematic of the Steering Pilot Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the steering pilot oil pressuresensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984689

CID 0430 FMI 04 PressureSensor (Steering Pilot Oil)Voltage Below Normal - TestSMCS Code: 430S-038-PXS


Schematic of the Steering Main Pump Pressure Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the steering main pump pressuresensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00984691

CID 0430 FMI 06 PressureSensor (Steering Pilot Oil)Current Above Normal - TestSMCS Code: 430S-038-PXS


Schematic of the Steering Pilot Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe current of the steering pilot oil pressure sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984692

CID 0434 FMI 03 PressureSensor (Hydraulic Pilot Oil)Voltage Above Normal - TestSMCS Code: 5050-038-PXS


Schematic of the Hydraulic (Implement) Pilot Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the hydraulic (implement) pilot oilpressure sensor as a continuous “high” voltage. Thesensor sends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984694

CID 0434 FMI 04 PressureSensor (Hydraulic Pilot Oil)Voltage Below Normal - TestSMCS Code: 5050-038-PXS


Schematic of the Hyrdraulic (Implement) Pilot Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the hyrdraulic (implement) pilotoil pressure sensor as being below normal. Thevoltage of the signal wire is below normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.










Results:









Results:












Results:



i00984695

CID 0434 FMI 06 PressureSensor (Hydraulic Pilot Oil)Current Above Normal - TestSMCS Code: 5050-038-PXS


Schematic of the Hydraulic (Implement) Pilot Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe current of the hydraulic (implement) pilot oilpressure sensor as being above normal. The currentof the signal wire is above normal and/or shortedto ground. The sensor sends a PWM signal to theVIMS module.










Results:










Results:











Results:



i00984698

CID 0436 FMI 03 PressureSensor (Torque Converter Oil)Voltage Above Normal - TestSMCS Code: 3101-038-PXS


Schematic of the Torque Converter Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the torque converter oil pressuresensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984701

CID 0436 FMI 04 PressureSensor (Torque Converter Oil)Voltage Below Normal - TestSMCS Code: 3101-038-PXS



This diagnostic code is recorded when VIMS readsthe voltage of the torque converter oil pressuresensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00984703

CID 0436 FMI 06 PressureSensor (Torque Converter Oil)Current Above Normal - TestSMCS Code: 3101-038-PXS



This diagnostic code is recorded when VIMS readsthe current of the torque converter oil pressuresensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:










Results:











Results:



i00994423



Schematic of the Warm Up Solenoid No. 1





c. Measure the resistance from contact 31 (wireE761-BU) to the +battery contact 1 (wire113-OR) of the machine harness connector.


Results:





a. Measure the resistance from contact 31 (wireE761-BU) to the other solenoid outputs of themachine harness connector.


Results:



i00994445



Schematic Warm Up Valve No. 1 Solenoid





c. Measure the resistance from contact 31 of thesolenoid circuit (wire E761-BU) to the solenoidreturn (frame ground).


Results:



i00994446



Schematic of the Warm Up Valve No. 1 Solenoid






c. Measure the resistance between contact31 (wire E761-BU) of the machine harnessconnector for the interface module andcontact 2 (wire 201-BK) of the machineharness connector for the solenoid.


Results:



i00994447






i00994451



Schematic of the Warm Up valve No. 2 Solenoid





c. Measure the resistance from contact 33 (wireE762-WH) to the +battery contact 1 (wire113-OR) of the machine harness connector.


Results:




a. Measure the resistance from contact 33 (wireE762-WH) to the other solenoid outputs of themachine harness connector.


Results:



i00994452








c. Measure the resistance from contact 33 ofthe solenoid circuit (wire E762-WH) to thesolenoid return (frame ground).



Results:



i00994454








c. Measure the resistance between contact33 (wire E762-WH) of the machine harnessconnector for the interface module andcontact 2 (wire 201-BK) of the machineharness connector for the solenoid.


Results:



i00994456






i00994460








c. Measure the resistance from contact 33 (wireE763-GN) to the +battery contact 1 (wire113-OR) of the machine harness connector.


Results:




a. Measure the resistance from contact 33 (wireE763-GN) to the other solenoid outputs of themachine harness connector.


Results:




i00994461








c. Measure the resistance from contact 33 ofthe solenoid circuit (wire E763-GN) to thesolenoid return (frame ground).


Results:



i00994462









c. Measure the resistance between contact33 (wire E763-GN) of the machine harnessconnector for the interface module andcontact 2 (wire 201-BK) of the machineharness connector for the solenoid.


Results:



i00994463






i00984744

CID 0457 FMI 03 TemperatureSensor (Brake Oil) VoltageAbove Normal - TestSMCS Code: 4251-038-NS


Schematic of the Brake Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the brake oil temperature sensoras a continuous “high” voltage. The sensor sends aPWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984746

CID 0457 FMI 04 TemperatureSensor (Brake Oil) VoltageBelow Normal - TestSMCS Code: 4251-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the brake oil temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:











Results:



i00984747

CID 0457 FMI 06 TemperatureSensor (Brake Oil) CurrentAbove Normal - TestSMCS Code: 4251-038-NS




This diagnostic code is recorded when VIMS readsthe current of the brake oil temperature sensor asbeing above normal. The current of the signal wireis above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:











Results:




i01491867

CID 0458 FMI 03 PressureSensor (Tilt Cylinder Rod)Voltage Above Normal - TestSMCS Code: 5104-038-PXS

The output frequency of the sensor changes as thepressure in the tilt cylinder changes. The sensor ispowered by the machine electrical system. Referto the Testing and Adjusting, “Lift/Tilt CylinderPressure Sensor-Test” section of this manual fortroubleshooting of this failure.

i01491879

CID 0458 FMI 04 PressureSensor (Tilt Cylinder Rod)Voltage Below Normal - TestSMCS Code: 5104-038-PXS


i01491883

CID 0458 FMI 06 PressureSensor (Tilt Cylinder Rod)Current Above Normal - TestSMCS Code: 5104-038-PXS


i01305265

CID 0533 FMI 02 MachineElectronic Control Module(Integrated Brake) IncorrectSignal - TestSMCS Code: 7610-038-BRK

This diagnostic code is recorded when theintegrated brake control has dropped off the CATdata link 10 times within a ten minute period. Theevent is active until communication is reliable formore than ten minutes.





• The part number of the integrated brakecontrol flash software.


• The part number of the integrated brakecontrol



Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main module orthe integrated brake control has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the integrated brakecontrol with a module that has the correctpart number. Flash the correct configurationsoftware. STOP.












Results:








Results:










Results:







• Measure from connector contact 6 (wire882-PK) of the VIMS main module to theCAT data link circuit of the integrated brakecontrol connector.


• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the integrated brakecontrol connector.


Results:









Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The integrated brake control hasfailed. It is unlikely that the ECM has failed.Exit this procedure. Perform this procedureagain. If the failure is not found, check the+battery contacts and ground contactsof the ECM. If these contacts are correct,replace the ECM. STOP.


i01305612

CID 0533 FMI 09 MachineElectronic Control Module(Integrated Brake) AbnormalUpdate - TestSMCS Code: 7610-038-BRK

This diagnostic code is recorded when the VIMSmain module does not receive expected informationfrom the integrated brake control through the CATdata link.





• The part number of the integrated brakecontrol flash software


• The part number of the integrated brakecontrol



Results:



• NOT OK - All part numbers are NOTcorrect. The installed VIMS main module orthe integrated brake control has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the integrated brakecontrol with a module that has the correctpart number. Flash the correct configurationsoftware. STOP.











Results:








Results:










Results:








• Measure between contact 6 (wire 882-PK)of the VIMS main module to the CAT datalink circuit of the integrated brake control.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the integrated brakecontrol.


Results:









Results:



i01305645

CID 0533 FMI 12 MachineElectronic Control Module(Integrated Brake) Failed - TestSMCS Code: 7610-038-BRK

This diagnostic code is recorded when the VIMSmain module can not communicate with theintegrated bracke control through the CAT data link.

This diagnostic code results in failed VIMSoperations that are related to the integrated brackecontrol. The VIMS operations may work intermittently.




• The part number of the integrated brackecontrol flash software.


• The part number of the integrated brackecontrol



Results:



• NOT OK - All part numbers are NOTcorrect. The installed VIMS main module orthe integrated bracke control has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the integrated brackecontrol with a module that has the correctpart number. Flash the correct configurationsoftware. STOP.











Results:








Results:










Results:








• Measure between contact 6 (wire 882-PK)of the VIMS main module and the contactof the CAT data link circuit of the integratedbracke control.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module andthe contact of CAT data link circuit of theintegrated bracke control.


Results:









Results:



i00984750

CID 0541 FMI 03 PressureSensor (Differential Oil)Voltage Above Normal - TestSMCS Code: 3258-038-PXS


Schematic of the Differential Oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the differential oil pressure sensoras a continuous “high” voltage. The sensor sends aPWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984751

CID 0541 FMI 04 PressureSensor (Differential Oil)Voltage Below Normal - TestSMCS Code: 3258-038-PXS



This diagnostic code is recorded when VIMS readsthe voltage of the differential oil pressure sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984752

CID 0541 FMI 06 PressureSensor (Differential Oil)Current Above Normal - TestSMCS Code: 3258-038-PXS



This diagnostic code is recorded when VIMS readsthe current of the differential oil pressure sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i01305296

CID 0562 FMI 02 CaterpillarMonitoring System IncorrectSignal - TestSMCS Code: 7490-038

This diagnostic code is recorded when the CATmonitor system ECM has dropped off the CAT datalink 10 times within a ten minute period. The eventis active until communication is reliable for morethan ten minutes.





• The part number of the CAT monitor systemECM flash software.


• The part number of the CAT monitor systemECM




Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main module orthe CAT monitor system ECM has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the CAT monitorsystem ECM with a module that has thecorrect part number. Flash the correctconfiguration software. STOP.











Results:








Results:










Results:








• Measure from connector contact 6 (wire882-PK) of the VIMS main module to theCAT data link circuit of the CAT monitorsystem ECM connector.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the CAT monitorsystem ECM connector.


Results:









Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The CAT monitor system ECM hasfailed. It is unlikely that the ECM has failed.Exit this procedure. Perform this procedureagain. If the failure is not found, check the+battery contacts and ground contactsof the ECM. If these contacts are correct,replace the ECM. STOP.


i01305660

CID 0562 FMI 09 CaterpillarMonitoring System AbnormalUpdate - TestSMCS Code: 7490-038

This diagnostic code is recorded when the VIMSmain module does not receive expected informationfrom the Caterpillar Monitoring System through theCAT data link.





• The part number of the CaterpillarMonitoring System flash software


• The part number of the CaterpillarMonitoring System




Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main moduleor the Caterpillar Monitoring System hasthe wrong part number or the incorrectconfiguration software is installed. Replacethe incorrect VIMS main module or theCaterpillar Monitoring System with a modulethat has the correct part number. Flash thecorrect configuration software. STOP.











Results:








Results:










Results:








• Measure between contact 6 (wire 882-PK)of the VIMS main module to the CAT datalink circuit of the Caterpillar MonitoringSystem.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the CaterpillarMonitoring System.


Results:









Results:



i01305671

CID 0562 FMI 12 CaterpillarMonitoring System Failed -TestSMCS Code: 7490-038

This diagnostic code is recorded when the VIMSmain module can not communicate with theCaterpillar Monitoring System through the CAT datalink.

This diagnostic code results in failed VIMSoperations that are related to the CaterpillarMonitoring System. The VIMS operations may workintermittently.




• The part number of the CaterpillarMonitoring System flash software.


• The part number of the CaterpillarMonitoring System




Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main moduleor the Caterpillar Monitoring System hasthe wrong part number or the incorrectconfiguration software is installed. Replacethe incorrect VIMS main module or theCaterpillar Monitoring System with a modulethat has the correct part number. Flash thecorrect configuration software. STOP.











Results:








Results:










Results:








• Measure between contact 6 (wire 882-PK)of the VIMS main module and the contactof the CAT data link circuit of the CaterpillarMonitoring System.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module andthe contact of CAT data link circuit of theCaterpillar Monitoring System.


Results:









Results:



i01305307

CID 0590 FMI 02 ElectronicControl Module (Engine)Incorrect Signal - TestSMCS Code: 1901-038; 7610-038-ENG

This diagnostic code is recorded when the engineECM has dropped off the CAT data link 10 timeswithin a ten minute period. The event is active untilcommunication is reliable for more than ten minutes.





• The part number of the engine ECM flashsoftware.


• The part number of the engine ECM




Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main module orthe engine ECM has the wrong part numberor the incorrect configuration software isinstalled. Replace the incorrect VIMS mainmodule or the engine ECM with a modulethat has the correct part number. Flash thecorrect configuration software. STOP.











Results:








Results:










Results:








• Measure from connector contact 6 (wire882-PK) of the VIMS main module to theCAT data link circuit of the engine ECMconnector.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the engine ECMconnector.


Results:









Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The engine ECM has failed. It isunlikely that the ECM has failed. Exit thisprocedure. Perform this procedure again. Ifthe failure is not found, check the +batterycontacts and ground contacts of the ECM.If these contacts are correct, replace theECM. STOP.


i01305686

CID 0590 FMI 09 ElectronicControl Module (Engine)Abnormal Update - TestSMCS Code: 1901-038; 7610-038-ENG

This diagnostic code is recorded when the VIMSmain module does not receive expected informationfrom the engine ECM through the CAT data link.





• The part number of the engine ECM flashsoftware





Results:














Results:








Results:










Results:








• Measure between contact 6 (wire 882-PK)of the VIMS main module to the CAT datalink circuit of the engine ECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the engine ECM.


Results:









Results:



i01305690

CID 0590 FMI 12 ElectronicControl Module (Engine) Failed- TestSMCS Code: 1901-038; 7610-038-ENG

This diagnostic code is recorded when the VIMSmain module can not communicate with the engineECM through the CAT data link.

This diagnostic code results in failed VIMSoperations that are related to the engine ECM. TheVIMS operations may work intermittently.




• The part number of the engine ECM flashsoftware.





Results:














Results:








Results:










Results:







• Measure between contact 6 (wire 882-PK)of the VIMS main module and the contact ofthe CAT data link circuit of the engine ECM.


• Measure from connector contact 7 (wire893-GY) of the VIMS main module andthe contact of CAT data link circuit of theengine ECM.


Results:









Results:



i01305331

CID 0596 FMI 02 ElectronicControl Module (Implement)Incorrect Signal - TestSMCS Code: 7610-038-II

This diagnostic code is recorded when theimplement ECM has dropped off the CAT data link10 times within a ten minute period. The event isactive until communication is reliable for more thanten minutes.





• The part number of the implement ECMflash software.


• The part number of the implement ECM



Results:



• NOT OK - All part numbers are NOTcorrect. The installed VIMS main moduleor the implement ECM has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the implement ECMwith a module that has the correct partnumber. Flash the correct configurationsoftware. STOP.











Results:








Results:










Results:








• Measure from connector contact 6 (wire882-PK) of the VIMS main module to theCAT data link circuit of the implement ECMconnector.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the implement ECMconnector.


Results:









Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The implement ECM has failed. Itis unlikely that the ECM has failed. Exit thisprocedure. Perform this procedure again. Ifthe failure is not found, check the +batterycontacts and ground contacts of the ECM.If these contacts are correct, replace theECM. STOP.


i01305691

CID 0596 FMI 09 ElectronicControl Module (Implement)Abnormal Update - TestSMCS Code: 7610-038-II

This diagnostic code is recorded when the VIMSmain module does not receive expected informationfrom the engine ECM through the CAT data link.





• The part number of the engine ECM flashsoftware





Results:














Results:








Results:










Results:








• Measure between contact 6 (wire 882-PK)of the VIMS main module to the CAT datalink circuit of the engine ECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the engine ECM.


Results:









Results:



i01305697

CID 0596 FMI 12 ElectronicControl Module (Implement)Failed - TestSMCS Code: 7610-038-II

This diagnostic code is recorded when the VIMSmain module can not communicate with theimplement ECM through the CAT data link.

This diagnostic code results in failed VIMSoperations that are related to the implement ECM.The VIMS operations may work intermittently.




• The part number of the implement ECMflash software.


• The part number of the implement ECM



Results:



• NOT OK - All part numbers are NOTcorrect. The installed VIMS main moduleor the implement ECM has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the implement ECMwith a module that has the correct partnumber. Flash the correct configurationsoftware. STOP.











Results:








Results:










Results:








• Measure between contact 6 (wire 882-PK)of the VIMS main module and the contactof the CAT data link circuit of the implementECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module andthe contact of CAT data link circuit of theimplement ECM.


Results:









Results:



i00984753

CID 0600 FMI 03 TemperatureSensor (Hydraulic Oil) VoltageAbove Normal - TestSMCS Code: 5050-038-NS


Schematic of the Hydraulic Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the hydraulic oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.





• A failed sensor

• An open circuit








Results:








Results:

















Results:












i00984754

CID 0600 FMI 04 TemperatureSensor (Hydraulic Oil) VoltageBelow Normal - TestSMCS Code: 5050-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the hydraulic oil temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:











Results:




i00984755

CID 0600 FMI 06 TemperatureSensor (Hydraulic Oil) CurrentAbove Normal - TestSMCS Code: 5050-038-NS



This diagnostic code is recorded when VIMS readsthe current of the hydraulic oil temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00992232

CID 0650 FMI 02 Harness CodeIncorrect - TestSMCS Code: 1408-038

Table 28

Harness Code Troubleshooting

Connector and Contact 37 38 39 40

Interface Module No. 1 (MID 57) grounded grounded grounded open

Interface Module No. 2 (MID 58) open grounded grounded grounded

Interface Module No. 3 (MID 59) grounded open grounded grounded

Interface Module No. 4 (MID 60) open open grounded open

Interface Module No. 5 (MID 65) grounded grounded open grounded

Interface Module No. 6 (MID 66) open grounded open open

Interface Module No. 7 (MID 66) grounded open open open

Interface Module No. 8 (MID 68) open open open grounded


Note: The harness code is similar to the personalitymodule identification code. Both terms are usedto describe the particular interface module thatis sending information to the VIMS main module.The harness code is the status (open or ground)of the harness code inputs. The module identifieris the number that is assigned to a particularharness code for a particular electronic controlmodule. Each module has a specific harness code.Therefore, each module also has a specific moduleidentifier. The correct harness code is given in theElectrical System Schematic.

This failure is recorded when the module codecircuits change during normal operation.

In order to perform this procedure, the specifiedharness code for each module must be known. The“Harness Code Troubleshooting” table above liststhe specified harness code for VIMS modules.

1. CHECK THE HARNESS CODE.



c. At the machine harness connector for theVIMS module, check for continuity betweenthe contacts of the harness code connectorand contact 2 (ground). The machine’sElectrical System Schematic or the “HarnessCode Troubleshooting table” should be usedto determine the configuration of the harnesscode contacts (grounded or open).

Expected Results:

Results: The harness code is correct.

• OK - Harness code is correct. No defectwas found in the circuits of the harnesscode. Reconnect the harness connectors.The problem is intermittent or the moduleis faulty. STOP.

• NOT OK - Harness code is not correct.Repair the harness code circuits or replacethe harness. STOP.

i00984756

CID 0654 FMI 03 TemperatureSensor (Trailer Right Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe signal wire of the steering oil temperature sensoras a continuous “high” voltage. The sensor sends aPWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:









Results:

















Results:












i00984757

CID 0654 FMI 04 TemperatureSensor (Trailer Right Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe voltage of the trailer right brake oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:











Results:




i00984758

CID 0654 FMI 06 TemperatureSensor (Trailer Right Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe current of the trailer right brake oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:











Results:




i00984760

CID 0655 FMI 03 TemperatureSensor (Trailer Left Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-NS

This fault is recorded when the VIMS module readsthe signal from the sensor and the voltage is toohigh.


• The sensor is faulty.

• The ground circuit in the machine harness isopen.

• The signal circuit in the machine harness isshorted to the +battery circuit.

• The signal circuit in the machine harness is openor the sensor is disconnected.

• The VIMS module is faulty. This is unlikely.

1. CHECK THE CONTROL AND THE HARNESS.


b. Disconnect the machine harness from thesensor.

c. At the machine harness connector for thesensor, measure the voltage (DCV) betweenthe signal contact and the ground contact.

Expected Result: The voltage is 5.0 ± 0.5DCV.

Results:

• OK - Voltage is 5.0 ± 0.5 DCV. The VIMSmodule is correct and the harness iscorrect. The sensor is faulty. Replace thesensor. Refer to the Testing and Adjusting,“Pulse Width Modulated (PWM) Sensor -Test” section. STOP.

• NOT OK - Voltage is NOT 5.0 ± 0.5 DCV.The VIMS module is faulty or the harnessis faulty. Proceed to Step 2.

2. CHECK THE GROUND CIRCUIT IN THEHARNESS.

The machine harness remains disconnectedfrom the sensor.

a. Turn the key start switch and turn thedisconnect switch to the OFF position.


c. At the machine harness connector for thesensor, measure the resistance between theground contact and frame ground.

Expected Result: The resistance is less than5.0 ohms.

Results:

• OK - Resistance is less than 5.0 ohms. Theharness resistance is correct. Proceed toStep 3.

• NOT OK - Resistance is greater than 5.0ohms. The ground circuit in the harnessis faulty. There is an open circuit betweenthe ground contact and frame ground.Repair the machine harness or replace themachine harness. STOP.

3. CHECK THE SIGNAL CIRCUIT FOR A SHORTIN THE HARNESS.

The sensor remains disconnected from themachine harness. The VIMS module remainsdisconnected from the machine harness. Thedisconnect switch remains in the OFF position.The key start switch remains in the OFF position.

a. At the machine harness connector for thesensor, measure the resistance between thesignal contact and the +battery contact (+V).


Results:



• NOT OK - Resistance is less than 5000ohms. The machine harness is faulty. Thereis a short between the +battery circuit andthe signal circuit in the machine harness.Repair the machine harness or replace themachine harness. STOP.

4. CHECK THE SIGNAL CIRCUIT FOR AN OPENIN THE HARNESS.

The sensor remains disconnected from themachine harness and the VIMS module remainsdisconnected from the machine harness. Thedisconnect switch remains in the OFF positionand the key start switch remains in the OFFposition.

a. Measure the resistance of the signal circuitfrom the VIMS machine harness connector tothe sensor machine harness connector.

Expected Result: The resistance is less than5.0 ohms (continuity).

Results:

• OK - Circuit has continuity. The signalcircuit is correct. The VIMS module is faulty.Replace the VIMS module. Refer to theTesting and Adjusting, “Module - Replace ”section. STOP.

• NOT OK - Circuit has NO continuity. Thesignal circuit is faulty. The signal circuit isopen in the machine harness. Repair themachine harness or replace the machineharness. STOP.

i00984761

CID 0655 FMI 04 TemperatureSensor (Trailer Left Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe voltage of the trailer left brake oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00984762

CID 0655 FMI 06 TemperatureSensor (Trailer Left Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe current of the trailer left brake oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:










Results:











Results:



i00984763

CID 0656 FMI 03 TemperatureSensor (Trailer Brake OilCooler Inlet) Voltage AboveNormal - TestSMCS Code: 1365-038-NS

This diagnostic code is recorded when VIMS readsthe signal wire of the trailer brake oil cooler inlettemperature sensor as a continuous “high” voltage.The sensor sends a PWM signal to the VIMSmodule.




• A failed sensor

• An open circuit








Results:









Results:

















Results:












i00984784

CID 0656 FMI 04 TemperatureSensor (Trailer Brake OilCooler Inlet) Voltage BelowNormal - TestSMCS Code: 1365-038-NS

This diagnostic code is recorded when VIMS readsthe voltage of the trailer brake oil cooler inlettemperature sensor as being below normal. Thevoltage of the signal wire is below normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.










Results:









Results:











Results:




i00984785

CID 0656 FMI 06 TemperatureSensor (Trailer Brake OilCooler Inlet) Current AboveNormal - TestSMCS Code: 1365-038-NS

This diagnostic code is recorded when VIMS readsthe current of the trailer brake oil cooler inlettemperature sensor as being above normal. Thecurrent of the signal wire is above normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.










Results:









Results:











Results:




i00984786

CID 0657 FMI 03 TemperatureSensor (Trailer Brake OilCooler Outlet) Voltage AboveNormal - TestSMCS Code: 1365-038-NS

This diagnostic code is recorded when VIMS readsthe signal wire of the trailer brake oil cooler outlettemperature sensor as a continuous “high” voltage.The sensor sends a PWM signal to the VIMSmodule.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984787

CID 0657 FMI 04 TemperatureSensor (Trailer Brake OilCooler Outlet) Voltage BelowNormal - TestSMCS Code: 1365-038-NS

This diagnostic code is recorded when VIMS readsthe voltage of the trailer brake oil cooler outlettemperature sensor as being below normal. Thevoltage of the signal wire is below normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.










Results:










Results:











Results:



i00984788

CID 0657 FMI 06 TemperatureSensor (Trailer Brake OilCooler Outlet) Current AboveNormal - TestSMCS Code: 1365-038-NS

This diagnostic code is recorded when VIMS readsthe current of the trailer brake oil cooler outlettemperature sensor as being above normal. Thecurrent of the signal wire is above normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.











Results:









Results:











Results:



i01491892

CID 0658 FMI 02 PressureSensor (Trailer RightSuspension Cylinder) IncorrectSignal - TestSMCS Code: 7201-038-PXS

The output frequency of the sensor changes as thepressure in the suspension cylinder changes. Thesensor is powered by the machine electrical system.Refer to the Testing and Adjusting, “SuspensionCylinder Pressure Sensor-Test” section of thismanual for troubleshooting of this failure.


i01491902

CID 0658 FMI 03 PressureSensor (Trailer RightSuspension Cylinder) VoltageAbove Normal - TestSMCS Code: 7201-038-PXS


i01491905

CID 0658 FMI 04 PressureSensor (Trailer RightSuspension Cylinder) VoltageBelow Normal - TestSMCS Code: 7201-038-PXS


i01491906

CID 0658 FMI 06 PressureSensor (Trailer RightSuspension Cylinder) CurrentAbove Normal - TestSMCS Code: 7201-028-PXS


i01491909

CID 0659 FMI 02 PressureSensor (Trailer LeftSuspension Cylinder) IncorrectSignal - TestSMCS Code: 7201-038-PXS


i01491913

CID 0659 FMI 03 PressureSensor (Trailer LeftSuspension Cylinder) VoltageAbove Normal - TestSMCS Code: 7201-038-PXS


i01491917

CID 0659 FMI 04 PressureSensor (Trailer LeftSuspension Cylinder) VoltageBelow Normal - TestSMCS Code: 7201-038-PXS



i01491919

CID 0659 FMI 06 PressureSensor (Trailer LeftSuspension Cylinder) CurrentAbove Normal - TestSMCS Code: 7201-038-PXS


i01092831

CID 0672 FMI 01 Speed Sensor(Torque Converter Output)Below Normal Range - TestSMCS Code: 3141-038


Schematic of the Torque Converter Output Speed Sensor

This diagnostic code is recorded when the VIMSmodule determines that the signal of the sensor isbelow normal range.



b. View the status of the diagnostic code. Thediagnostic code should be active.


d. View the status of the diagnostic code.

Expected Results: The diagnostic codeshould NO longer be active.

Results:

• YES - The diagnostic code is NO longeractive. The sensor has failed. Replace thesensor. After the sensor has been replaced,verify that the new sensor corrected theproblem. STOP.

• NO - The diagnostic code remains active.Exit this procedure and perform thisdiagnostic code procedure again. If thecause of the diagnostic code is not found,replace the VIMS interface module. SeeTesting and Adjusting, “ Module - Replace”.STOP.

i00987321

CID 0672 FMI 02 Speed Sensor(Torque Converter Output)Incorrect Signal - TestSMCS Code: 3141-038



This fault is recorded when the VIMS module readsthe engine speed signal and the signal is erratic,intermittent or incorrect.


• Poor electrical connection of the machine harnessconnector

• The sensor is loose or the sensor is not adjustedcorrectly.



• The signal circuit is shorted to + battery in themachine harness.

• The signal circuit is open in the machine harness.

• The VIMS module has failed. This is unlikely.

1. INSPECT THE HARNESS AND THE SENSOR.


b. Inspect the torque converter output speedsensor and inspect the machine harnessconnectors of the torque converter outputspeed sensor.

c. Check the torque converter output speedsensor. The sensor should be clean and tight.The harness connections are clean and tight.

Expected Result: The torque converter outputspeed sensor and related wiring are correct.

Results:

• OK - The sensor and the machine harnessare correct. Proceed to 2.

• NOT OK - The sensor has failed or themachine harness has failed. Repair thefailed component. Reference the Testingand Adjusting, “Speed Sensor - Adjust”section. STOP.

2. CHECK FOR SHORT TO GROUND IN THESIGNAL CIRCUIT


b. Disconnect the machine harness from thetorque converter output speed sensor.

c. Disconnect the machine harness from theVIMS module.

d. At the machine harness connector of the VIMSmodule, measure the resistance betweenframe ground and contact 13 of the torqueconverter output circuit (wire 452-BU).


Results:

• OK - The resistance is greater than 5000ohms. The harness circuit is correct.Proceed to 3.

• NOT OK - The resistance is less than 5000ohms. The machine harness has failed.There is a short between frame ground andthe torque converter output speed circuit inthe machine harness. STOP.

3. CHECK FOR A SHORT TO THE + BATTERYCIRCUIT IN THE MACHINE HARNESS.



c. At the machine harness connector forthe VIMS module, measure the resistancebetween the + battery contact 1 (wire 113-OR)and contact 29 of the torque converter outputspeed signal circuit (wire 452-BU).

Expected Result:The resistance is greaterthan 5000 ohms.

Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit is correct. Proceed toStep 4.

• NOT OK - Resistance is less than 5000ohms. The machine harness is faulty. Thereis a short between the engine speed signalcircuit and +battery. Repair the machineharness or replace the machine harness.STOP.

4. CHECK FOR OPEN SIGNAL CIRCUIT



c. Measure the resistance between contact C ofthe machine harness connector of the torqueconverter output speed sensor (wire452-BU)and contact 13 of the VIMS interface modulemachine harness connector (wire 452-BU).

Expected Result:The resistance is less than5 ohms.

Results:

• OK - Resistance is less than 5 ohms.The signal circuit in the machine harnessis correct. The VIMS module has failed.Replace the interface module. Referencethe Testing and Adjusting, “Module -Replace” section. STOP.


• NOT OK - Resistance is greater than 5ohms. The machine harness has failed.The engine speed signal circuit is open inthe machine harness. Repair the machineharness or replace the machine harness.STOP.

i00989365

CID 0672 FMI 03 Speed Sensor(Torque Converter Output)Voltage Above Normal - TestSMCS Code: 3141-038



This diagnostic code is recorded when VIMS readsthe signal wire of the torque converter output speedsensor as a continuous “high” voltage.




• A failed sensor

• An open circuit








Results:








Results:


















Results:









• OK - Each measurement is greater than5000 ohms. The VIMS interface module hasfailed. Refer to the Testing and Adjusting,“Module - Replace” section. STOP.


i00989368

CID 0672 FMI 04 Speed Sensor(Torque Converter Output)Voltage Below Normal - TestSMCS Code: 3141-038


Schematic of the Torque Converter Output Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the torque converter output sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:











Results:



i00989370

CID 0672 FMI 08 Speed Sensor(Torque Converter Output)Abnormal Signal - TestSMCS Code: 3141-038




This diagnostic code is recorded when VIMS readsthe signal from the torque converer output sensorand the frequency of the signal or pulse of thesignal is not within an expected range. The sensorsends a PWM signal to the VIMS module.











Results:

• YES - The diagnostic code is NO longeractive. The sensor has failed. Replace thesensor. Verify that the new sensor correctedthis diagnostic code. The diagnostic codeshould NOT be active.






d. At the machine harness connector forthe VIMS interface module, measure theresistance between the signal contact 13(wire 452-BU) to all other contacts of themachine harness.


Results:

• YES - Each resistance measurementmeasures greater than 5000 ohms. Theharness is correct. It is unlikely that theVIMS interface module has failed. Exit thisprocedure and perform this diagnosticcode procedure again. If the cause of thediagnostic code is not found, replace theVIMS interface module. See Testing andAdjusting, “ Module - Replace”. STOP.

• NO - The resistance measurement doesnot measure greater than 5000 ohms forall measurements. The machine harnesshas failed. There is a short in the machineharness. The short is between the signalcircuit (wire 452-BU) and the circuit withthe low resistance measurement. Repair themachine harness or replace the machineharness. STOP.

i01306022

CID 0767 FMI 03 PressureSensor (Fixed DisplacementPump Oil) Voltage AboveNormal - TestSMCS Code: 5084-038-PXS


Schematic of the Fixed Displacement Pump oil Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the fixed displacement pump oilpressure sensor as a continuous “high” voltage. Thesensor sends a PWM signal to the VIMS module.





• A failed sensor

• An open circuit






b. Check the voltage at the machine harnessconnector of the sensor from contact A(+Battery) to contact B (ground). Do NOTdisconnect the sensor. Use the 7X-1710Cable probes to measure the voltage.


Results:






c. At the machine harness connector for thesensor, measure the voltage from contact A(+battery) to frame ground.


Results:

















Results:








d. At the machine harness connector for theVIMS interface module measure from thesignal contact to all the possible sources of+ Battery.




i01306040

CID 0767 FMI 04 PressureSensor (Fixed DisplacementPump Oil) Voltage BelowNormal - TestSMCS Code: 5084-038-PXS


Schematic of the Fxed Displacement Pump Oil Pressure Sensor

This diagnostic code is recorded when VIMSreads the voltage of the fixed displacement pumpoil pressure sensor as being below normal. Thevoltage of the signal wire is below normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.










Results:










Results:











Results:



i01306060

CID 0767 FMI 06 PressureSensor (Fixed DisplacementPump Oil) Current AboveNormal - TestSMCS Code: 5084-038-PXS


Schematic of the Fixed Displacement Pump Oil Pressure Sensor

This diagnostic code is recorded when the VIMSreads the current of the fixed displacement pumpoil pressure sensor as being above normal. Thecurrent of the signal wire is above normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.











Results:









Results:










Expected Result: The diagnostic code CID0767FMI 06 is no longer active.

Results:



i00992306

CID 0801 FMI 09 InterfaceModule (No. 1) AbnormalUpdate - TestSMCS Code: 7601-038

This failure is recorded if the VIMS main modulecannot communicate with a module. Check forpower and ground at the module. Check the CATdata link connectors for a good connection. If thepower, ground and the CAT data link is correct,perform the troubleshooting procedure for a harnesscode fault (CID 0650).

i00992784




i00992787



i01009704



i01009722



i01009727



i01009751


This failure is recorded if the VIMS main modulecannot communicate with a module. Check forpower and ground at the module. Check theconnectors of the CAT data link for a goodconnection. If the power, ground and the CATdata link is correct, perform the troubleshootingprocedure for a harness code fault (CID 0650).

i01009754




i00992806

CID 0809 FMI 02Speedometer/TachometerModule (No. 1) Incorrect Signal- TestSMCS Code: 7450-038

This failure is recorded if the VIMS main module isgetting erratic data from a display module. Checkfor loose connections of the Display data link. Ifthis failure corresponds to the deactivation of anysolenoids, then check for a failed diode assemblyon the solenoid that was deactivated.

i00992810

CID 0809 FMI 12Speedometer/TachometerModule (No. 1) Failed - TestSMCS Code: 7450-038

This failure is recorded if the VIMS main modulecannot communicate with a display module. Checkfor power and ground at the module. Check forloose connections of the Display data link.

i00992815

CID 0810 FMI 02Speedometer/TachometerModule (No. 2) Incorrect Signal- TestSMCS Code: 7450-038


i00992818

CID 0810 FMI 12Speedometer/TachometerModule (No. 2) Failed - TestSMCS Code: 7450-038


i00992822

CID 0811 FMI 02 Quad GaugeModule (No. 1) Incorrect Signal- TestSMCS Code: 7450-038-MGM


i00992844

CID 0811 FMI 12 Quad GaugeModule (No. 1) Failed - TestSMCS Code: 7450-038-MGM


i00992845



i00992849


This failure is recorded if the VIMS main modulecannot communicate with a display module. Checkfor power and ground at the module. Check forloose connections of the display data link.


i00992851



i00992852



i00992855



i00992857

CID 0814 FMI 12 Quad GaugeModule (No. 4) Failed - TestSMCS Code: 7450-038


i00992863

CID 0815 FMI 02 MessageCenter Module (No. 1) IncorrectSignal - TestSMCS Code: 7450-038

This failure is recorded if the VIMS main module isgetting erratic data from a display module. Checkfor loose connections of the display data link. Ifthis failure corresponds to the deactivation of anysolenoids, then check for a failed diode assemblyon the solenoid that was deactivated.

i00992887

CID 0815 FMI 12 MessageCenter Module (No. 1) Failed -TestSMCS Code: 7450-038


i00992891

CID 0816 FMI 02 MessageCenter Module (No. 2) IncorrectSignal - TestSMCS Code: 7450-038

This failure is recorded if the VIMS main module isgetting erratic data from a display module. Checkfor loose connections of the display data link. Ifthis failure corresponds to the deactivation of anysolenoids, then check for a failed diode assemblyon the solenoid that was deactivated.

i00992898

CID 0816 FMI 12 MessageCenter Module (No. 2) Failed -TestSMCS Code: 7450-038



i00992902

CID 0817 FMI 02 Battery(Internal Backup) Incorrect -TestSMCS Code: 1401-038-UB

Reference the section Testing and Adjusting,“Troubleshooting Diagnostic Codes UsingAbbreviated Procedure”.

i00992910

CID 0817 FMI 12 Battery(Internal Backup) Failed - TestSMCS Code: 1401-038-UB

Reference the section Testing and Adjusting,“Troubleshooting Diagnostic Codes UsingAbbreviated Procedure”.

i00992933

CID 0819 FMI 02 Display DataLink Incorrect - TestSMCS Code: 7450-038

This failure is recorded when the VIMS main moduledetermines that information on the Display datalink is erratic or the data makes no sense. Checkfor loose connections of the Display data link. Ifthis failure corresponds to the deactivation of anysolenoids, then check for a failed diode assemblyon the solenoid that was deactivated.

i00992940

CID 0819 FMI 03 Display DataLink Voltage Above Normal -TestSMCS Code: 7450-038

This failure is recorded when the VIMS main modulereads the voltage of the display data link and thevoltage is above normal.

1. CHECKING THE DISPLAY MODULES

a. Disconnect the display modules from themachine harness one at a time and reconnectthe display modules from the machineharness one at a time.

b. Check whether the fault CID 0819 FMI 03 ispresent.

Expected Results: The fault CID 0819 FMI03 remains.

Results:

• OK - Fault has not changed. Fault CID 0819FMI 03 remains. Repeat this process foreach module. Proceed to 2.

• NOT OK - Failure is not displayed. Replacethe module. STOP.



b. Disconnect the machine harness from theVIMS main module and the display modules.

c. At the machine harness connector for theVIMS main module, measure the resistancebetween +battery contact 1 and the displaydata link circuit connector contact 26, 27 or28 .

Expected Results:The Resistance is greaterthan 5000 ohms.

Results:


• NOT OK - Resistance is less than 5000ohms. The machine harness is faulty. Thedisplay data link is shorted to the +batterycircuit. Repair the machine harness orreplace the machine harness.STOP.


a. The disconnect switch remains in the OFFposition and the key start switch remains inthe OFF position.

b. All modules remain disconnected from themachine harness.

c. Check the continuity of the display data linkcircuits in the machine harness. Measure theresistance from the connector of the VIMSmain module to the connector for each of thedisplay modules.

Expected Results: There is continuity.

Results:


• OK - Circuit has continuity. The display datalink circuit in the machine harness is correct.The VIMS main module is faulty. Replace theVIMS module. Refer to the section Testingand Adjusting, “Module-Replace”. STOP.

• NOT OK - Circuit has NO continuity. Themachine harness is faulty. The display datalink circuit is open in the machine harness.Repair the machine harness or replace themachine harness. STOP.

i00992943

CID 0819 FMI 06 Display DataLink Current Above Normal -TestSMCS Code: 7450-038

This failure is recorded when the VIMS main modulereads the voltage of the Display Data Link and thevoltage is below normal. The circuit is shorted toground.

1. DISCONNECT THE DISPLAY MODULES.

a. Disconnect the display modules from themachine harness one at a time and reconnectthe display modules from the machineharness one at a time.

b. Check whether the fault CID 0819 FMI 06 ispresent.

Expected Results: The fault CID 0819 FMI06 remains.

Results:

• OK - Fault has not changed. The fault CID0819 FMI 06 remains. Repeat this processfor each module. Proceed to Step 2.

• NOT OK - Fault is not displayed. Replacethe module.


a. Turn the disconnect switch and the key startswitch to the OFFposition.


c. Measure the resistance at the machineharness connector of the VIMS main modulebetween frame ground and the Display DataLink circuit connector contacts: 26, 27, and 28


Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.The VIMS main module is faulty. Replacethe VIMS module. Refer to the Testing andAdjusting, “Module-Replace” section. STOP.

• NOT OK - Resistance is less than 5000ohms. The machine harness is faulty. Thedisplay data link is shorted to ground.Repair the machine harness or replace themachine harness. STOP.

i00992968

CID 0819 FMI 12 Display DataLink Failed - TestSMCS Code: 7450-038

This diagnostic code is recorded if the VIMS mainmodule cannot communicate with any displaymodules. Check for power and ground at thedisplay modules. Check for loose connections ofthe Display data link. The voltage of 9.0 ± 0.5 DCVshould be present between the connector contacts1 and 2 of the display modules.

i00994182

CID 0820 FMI 02 Keypad DataLink Incorrect - TestSMCS Code: 7450-038-KPD

This diagnostic code is recorded when the VIMSmain module determines that information on theKeypad data link is erratic or the data makes nosense. Check for loose connections of the Keypaddata link. If this diagnostic code corresponds tothe deactivation of any solenoids, then check fora failed diode assembly on the solenoid that wasdeactivated.


i00994204

CID 0820 FMI 03 Keypad DataLink Voltage Above Normal -TestSMCS Code: 7450-038-KPD

This diagnostic code is recorded when the VIMSmain module reads the voltage of the Keypad datalink and the voltage is above normal.

1. DISCONNECT THE KEYPAD.

a. Disconnect the machine harness from thekeypad.

b. Check whether the diagnostic code CID 0820FMI 03 is active.

Expected Results:The diagnostic CID 0820FMI 03 is active.

Results:

• OK - Diagnostic code remains active. Thefault CID 0820 FMI 03 is present. Proceedto 2.

• NOT OK - Diagnostic code is no longerpresent. CID 0820 FMI 03 is no longerpresent on the message center. Reconnectthe keypad to the machine harness. Checkfor the fault CID 0820 FMI 03. If the fault ispresent replace the keypad. STOP.


a. Turn the disconnect switch to the OFF positionand the key start switch to the OFF position.

b. Disconnect the machine harness from theVIMS main module. Disconnect the machineharness from the VIMS keypad module.

c. measure the resistance at the machineharness connector for the VIMS main modulebetween +battery contact 1 and the KeypadData Link circuit connector contact 29.


Results:


• NOT OK - Resistance is less than 5000ohms. The machine harness has failed. TheKeypad data link is shorted to the +batterycircuit. Repair the machine harness orreplace the machine harness. STOP.


a. The disconnect switch remains in the OFFposition and the key start switch remains inthe OFF position.

b. The keypad remains disconnected from themachine harness.

c. Check the continuity of the Keypad data linkcircuit in the machine harness. Measure theresistance between the connector of the VIMSmain module to the connector of the VIMSkeypad module.

Expected Results: There is continuity.

Results:

• OK - Circuit has continuity. The Keypaddata link circuit in the machine harnessis correct. The VIMS main module hasfailed. Replace the VIMS module. Referto the section Testing and Adjusting,“Module-Replace”. STOP.

• NOT OK - Circuit has NO continuity. Themachine harness has failed. The Keypaddata link circuit is open in the machineharness. Repair the machine harness orreplace the machine harness. STOP.

i00994207

CID 0820 FMI 06 Keypad DataLink Current Above Normal -TestSMCS Code: 7450-038-KPD

This diagnostic code is recorded when the VIMSmain module reads the voltage of the keypad datalink and the voltage is below normal. The keypaddata link circuit is shorted to ground.

1. DISCONNECT THE KEYPAD.

a. Disconnect the VIMS keypad module from themachine harness.

b. Check whether the diagnostic code CID 0820FMI 06 is active.

Expected Results:The diagnostic code CID0820 FMI 06 is active.


Results:

• OK - Diagnostic code remains active.Proceed to 2.

• NOT OK - Diagnostic code is not active.Check the connector of the keypad forproper connections. Reconnect the VIMSkeypad module to the machine harness. Ifthe diagnostic code CID 0820 FMI 06 isactive, then replace the VIMS main module.STOP.




c. Measure the resistance at the machineharness connector for the VIMS main modulebetween frame ground and the Keypad DataLink circuit connector contact 29.


Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.The VIMS main module has failed. Replacethe VIMS module. Refer to the Testing andAdjusting, “Module-Replace” section. STOP.

• NOT OK - Resistance is less than 5000ohms. The machine harness has failed.The keypad data link is shorted to ground.Repair the machine harness or replace themachine harness. STOP.

i00994210

CID 0820 FMI 12 Keypad DataLink Failed - TestSMCS Code: 7450-038-KPD

This diagnostic code is recorded if the VIMS mainmodule cannot communicate with the keypadmodule. Check for power and ground at the keypadmodule. Check for loose connections of the keypaddata link. The voltage of 9.0 ± 0.5 DCV should bepresent between the connector contacts 1 and 2of the display modules.

i00994246

CID 0821 FMI 03 Display PowerSupply Voltage Above Normal- TestSMCS Code: 7450-038

This diagnostic code is recorded when the VIMSmain module reads the voltage of the display powersupply circuit and the voltage is above normal. Thenormal voltage of display power supply is 9.0 ± 0.5DCV.

1. CHECK THE VOLTAGE AT MAIN MODULECONNECTOR.

a. Check the voltage at the connector of themain module from contact 25 to contact 37.Use the 7X-1710 Cable probes to makethe measurement. Do NOT disconnect themachine harness from the VIMS main module.

Expected Results:The voltage is 9.0 ± 0.5DCV.

Results:

• OK - Voltage is 9.0 ± 0.5 DCV. The displaypower supply voltage is correct. Check themessage center for the same diagnosticcode. If the diagnostic code is still presentthe main module has failed. Replace themain module. Refer to theTesting andAdjusting, “Module-Replace” section. STOP.

• NOT OK - Voltage is NOT 9.0 ± 0.5 DCV.The voltage of the display power supply isNOT correct. Proceed to 2.

2. CHECK THE HARNESS FOR A SHORT TO+BATTERY.

a. Disconnect the machine harness from theVIMS main module.

b. Measure the voltage at the machine harnessconnector of the VIMS main module betweenconnector contact 25 to connector contact 37.


Results:

• OK - Voltage is 0.0 ± 0.5 DCV. The voltageis correct. The VIMS main module hasfailed. Replace the VIMS main module.Refer to the Testing and Adjusting,“Module-Replace”section.


• NOT OK - Voltage is NOT 0.0 ± 0.5 DCV.The harness has failed. Repair the machineharness or replace the machine harness.STOP.

i00993011

CID 0821 FMI 06 Display PowerSupply Current Above Normal- TestSMCS Code: 7450-038

This diagnostic code is recorded when the VIMSmain module reads the current of the display powersupply circuit and the current is above normal.Normal voltage of the display power supply is 9.0± 0.5 DCV.

1. CHECK VOLTAGE AT THE MAIN MODULE.

a. Use the 7X-1710 Cable probes to measurethe voltage at the main module connector fromcontact 25 to contact 37. Do NOT disconnectthe harness from the main module.


Results:

• OK - Voltage is 9.0 ± 0.5 DCV. Thevoltage of the display power supply iscorrect. Check the message center forthe same diagnostic code. If the samediagnostic code is still present the mainmodule has failed. Replace the mainmodule. Refer to the Testing and Adjusting,“Module-Replace” section. STOP.

• NOT OK - Voltage is NOT 9.0 ± 0.5 DCV.The voltage of the display power supply isNOT correct. Proceed to 2.

2. DISCONNECT THE DISPLAY MODULES.

a. Monitor the voltage at the main moduleconnector contact 25 to contact 37.

b. Disconnect the display module from themachine harness one at a time.


Results:

• OK - Voltage is 9.0 ± 0.5 DCV. Thevoltage of the display power supply iscorrect. The display module that was justdisconnected has failed. Replace the VIMSmodule. Refer to the Testing and Adjusting,“Module-Replace” section.

• NOT OK - Voltage is NOT 9.0 ± 0.5 DCV.The voltage of the display power supply isNOT correct. Repeat 2. If the voltage of thedisplay power supply is NOT 9.0 ± 0.5 DCVafter disconnecting all the display modules.Proceed to 3


a. Turn the key start switch and the disconnectswitch to OFF position.


c. Measure the resistance between frameground and the display power supply circuitconnectorcontact 25.

d. Measure the resistance between displaymodule ground contact 37 and the displaypower supply circuit connector contact 25.


Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.The VIMS main module has failed. Replacethe VIMS module. Refer to the Testing andAdjusting, “Module-Replace” section.

• NOT OK Resistance is less than 5000ohms. The machine harness has failed.Repair the machine harness or replace themachine harness.

i00994248

CID 0822 FMI 03 DisplayBacklighting Voltage AboveNormal - TestSMCS Code: 7450-038

This diagnostic code is recorded when the VIMSmain module reads the voltage of the display backlight return circuit and the voltage is above normal.





c. Disconnect the display back lights on themessage center.

d. Disconnect the bottom portion of thespeedometer/tachometer module.

e. At the machine harness connector for theVIMS main module, measure the resistancebetween +battery contact 1 and the displayback light return circuit connector contact 3.

Expected results:The resistance is greaterthan 5000 ohms.

Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.The VIMS main module has failed. Replacethe VIMS main module. Refer to the Testingand Adjusting, “Module-Replace” section.STOP.

• NOT OK - Resistance is less than 5000ohms. The machine harness has failed.There is a short between the +battery circuitand the ground circuit of the display backlight in the machine harness. Repair themachine harness or replace the machineharness. STOP.

i00994250

CID 0822 FMI 05 DisplayBacklighting Current BelowNormal - TestSMCS Code: 7450-038

This diagnostic code is recorded when the VIMSmain module determines that there is an opencircuit in the display back light return circuit.

1. CHECK FOR OPEN BACKLIGHT BULBS.

a. Check for open backlight bulbs in themessage center and the bottom portion of thespeedometer/tachometer module.

Expected results:Bulbs are good.

Results:

• OK - Bulbs are good. Proceed to Step 2.

• NOT OK - Bulbs are open. Replace theopen bulbs.



b. Disconnect the VIMS main module and themessage center back light from the machineharness.

c. Measure the resistance of the display backlight return circuit from the VIMS main moduleconnector (contact 3) to the message centerback light bulb socket (wire E710-BU).

Expected results:There is continuity (lessthan 5 ohms).

Results:

• OK - Circuit has continuity. The display backlight return circuit in the machine harness iscorrect. The VIMS main module has failed.Replace the VIMS module. Refer to theTesting and Adjusting, “Module-Replace”section. STOP.

• NOT OK - Circuit has NO continuity. Themachine harness has failed. The displayback light return circuit is open in themachine harness. Repair the machineharness or replace the machine harness.STOP.

i00994253

CID 0822 FMI 06 DisplayBacklighting Current AboveNormal - TestSMCS Code: 7450-038

This diagnostic code is recorded when the VIMSmain module reads the current of the displaybacklight return circuit and the current is abovenormal.




b. Disconnect the machine harness from theVIMS main module. Disconnect the messagecenter display backlights and disconnect thespeedometer/tachometer module’s displaybacklights.

c. Measure the resistance at the machineharness connector of the VIMS main modulebetween frame ground and the displaybacklight return circuit connector contact 3.

Expected Resutls: The resistance is greaterthan 5000 ohms.

Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.The VIMS main module has failed. Replacethe VIMS module. Refer to the Testing andAdjusting, “Module-Replace” section. STOP.

• NOT OK - Resistance is less than 5000ohms. The machine harness has failed.There is a short between frame groundand the display backlight return circuit inthe machine harness. Repair the machineharness or replace the machine harness.STOP.

i00992797

CID 0823 FMI 03 Lamp (Service)Voltage Above Normal - TestSMCS Code: 7431-038-LMP


Schematic of the VIMS service indicator lamp

This diagnostic code is recorded when theVIMS module reads the voltage of the serviceindicator lamp circuit (E709-WH) and the voltageis above normal. The service indicator lamp is ONCONTINUOUSLY as a result of this fault condition.





d. Observe the service indicator lamp.


Expected Result: The service indicator lampis ON.

Results:


• OK - The service indicator lamp turned ON.The harness circuit E709-WH is shorted tothe +battery. Repair the machine harnessor replace the machine harness. STOP.

• NOT OK - The service indicator lamp isOFF. The VIMS interface module has failed.Replace the VIMS interface module. SeeTesting and Adjusting, “Module - Replace”.STOP.

i00992800

CID 0823 FMI 05 Lamp (Service)Current Below Normal - TestSMCS Code: 7431-038-LMP



This diagnostic code is recorded when the VIMSmodule reads the current of the service indicatorlamp circuit (wire E709-WH) and the current isbelow normal. The service indicator lamp will notlight if this diagnostic code is present.

1. CHECK THE LAMP.

a. At the service indicator lamp, use a jumper toconnect wire E709-WH to frame ground.


Results:

• OK - This diagnostic code remains active.The service indicator lamp is not causingthe fault. Proceed to 2.

• NOT OK - This diagnostic code is notpresent. The lamp or the lamp socket isopen. Replace the service indicator lamp.For the purposes of this procedure, thecorrect resistance for a lamp is less than200 ohms. STOP.



b. Remove the jumper wire between wireE709-WH and frame ground. Verify that theservice indicator lamp is connected to themachine harness.


d. At the machine harness connector for theVIMS main module, measure the resistancebetween contact 21 (wire E709-WH) andframe ground.


Results:

• OK - Resistance is greater than 100 ohms.The harness circuit is open. Proceed to 3.

• NOT OK - Resistance is less than 100ohms. The harness circuit resistance iscorrect. Replace the VIMS main module.Refer to the Testing and Adjusting, “Module- Replace”section. STOP.


a. Disconnect the signal wire (E709-WH) fromthe service lamp socket.

b. Measure the resistance between contact 21of the VIMS main module harness connectorand the lamp socket.

c. Measure the resistance between the lampsocket and the frame ground.



Results:

• OK - Resistance is less than 5 ohms. Thecircuit is correct. The failure is intermittent.Check all harness connections. STOP.

• NOT OK - Resistance is greater than 5ohms. The circuit is NOT correct. Repair themachine harness or replace the machineharness. STOP.

i00992801

CID 0823 FMI 06 Lamp (Service)Current Above Normal - TestSMCS Code: 7431-038-LMP



This diagnostic code is recorded when the VIMSmodule reads the voltage of the service indicatorlamp circuit (wire E709-WH) and the voltage isbelow normal. The service indicator lamp does notlight when this failure is present.

1. CHECK THE LAMP.

a. At the service indicator lamp, disconnect thesignal wire (E709-WH) from the service lampsocket.

Expected Result: The service code CID 0823FMI 06 is still active.

Results:

• OK - The diagnostic code is still active. Theservice indicator lamp is not causing thefailure. Proceed to 2.

• NOT OK - The diagnostic code is NOlonger active. The lamp or the lamp sockethave failed. Replace the service indicatorlamp. For the purposes of this procedure,the correct resistance for a lamp is greaterthan 10 ohms. STOP.



b. Wire E709-WH remains disconnected from theservice indicator lamp.


d. At the machine harness connector for theVIMS main module, measure the resistancebetween contact 21 (wire E709-WH) andframe ground.


Results:




a. Remove contact 21 (wire E709-WH) from themachine harness connector for the VIMS mainmodule.




Results:


• OK - The fault remains active. The VIMSmodule has failed. Replace the module.Refer to the Testing and Adjusting, “Module- Replace” section. STOP.

• NOT OK - The diagnostic code is NOTactive. The VIMS module is not causingthe failure. The failure is intermittent.The probable cause is a poor electricalconnection at the harness connectors or adamaged harness. Check the harness fordamage. Clean the harness connectors, asrequired. STOP.

i01382387

CID 0824 FMI 03 Lamp (GreenPayload) Voltage AboveNormal - TestSMCS Code: 1430-038-LMP; 7494-038-LMP


Schematic of the Payload Lamps

This diagnostic code is recorded when the VIMSmodule reads the voltage of the payload lamp andthe voltage is above normal. The green payloadlamps are ON CONTINUOUSLY as a result of thisfault condition.





d. Observe the green payload lamp.


Expected Result: The green payload lampsturns ON.

Results:

• OK - Green payload lamps turn ON. Theharness circuit (wire 636-GN) is shorted tothe +battery. Repair the harness or replacethe harness. STOP.

• NOT OK - Green payload lamps are OFF.The main module has failed. Replace theVIMS main module. Refer to the Testingand Adjusting, “Module - Replace” section.STOP.

i01382378

CID 0824 FMI 05 Lamp (GreenPayload) Current BelowNormal - TestSMCS Code: 1430-038-LMP; 7494-038-LMP



This diagnostic code is recorded when the VIMSmodule reads the current of the payload lamp andthe current is below normal. The green payloadlamp does not light when this failure is present.

1. CHECK THE LAMP.

a. At the green payload lamp, use a jumper toconnect wire 636-GN to frame ground.

Expected Result: The diagnostic code CID0824 FMI 05 is active.

Results:

• OK - The diagnostic code remains active.The green payload lamp is not causing thefailure. Proceed to 2.


• NOT OK - The diagnostic code is NOlonger active. The lamp or the lamp socketis open. Replace the green payload lamp.For the purposes of this procedure, thecorrect resistance for a lamp is less than200 ohms. STOP.



b. Remove the jumper wire between wire 636-GNand frame ground. Verify that the greenpayload lamp is connected to the machineharness.


d. At the machine harness connector for theVIMS main module, measure the resistancebetween contact 22 (636-GN) and frameground.


Results:




a. At the green payload lamp, disconnect wire636-GN from the green payload lamp socket.

b. Measure the resistance between contact 22of the VIMS module harness connector andthe lamp socket.

c. Measure the resistance between the lampsocket and the frame ground.

Expected Result: The resistancemeasurements were less than 5 ohms.

Results:

• OK - The resistance is less than 5 ohms.The circuit is correct. STOP.

• NOT OK - The resistance is greater than 5ohms. The Circuit is NOT correct. Repair themachine harness or replace the machineharness. STOP.

i01382375

CID 0824 FMI 06 Lamp (GreenPayload) Current AboveNormal - TestSMCS Code: 1430-038-LMP; 7494-038-LMP



This diagnostic code is recorded when the VIMSmodule reads the current of the payload lamp andthe current is above normal. The green payloadlamp is ON CONTINUOUSLY whenever this failureis active.

1. CHECK THE LAMP.

a. At the green payload lamp, disconnect wire636-GN from the green payload lamp socket.


Results:

• OK - The diagnostic code is still active.The green payload lamp is not causing thefailure. Proceed to 2.

• NOT OK - The diagnostic code is NOlonger active. The lamp or the lamp sockethave failed. Replace the green payloadlamp. For the purposes of this procedure,the correct resistance for a lamp is greaterthan 10 ohms. STOP.




b. Wire 636-GN remains disconnected from thegreen payload lamp.


d. At the machine harness connector for theVIMS main module, measure the resistancebetween contact 22 (wire 636-GN) and frameground.


Results:




a. Remove contact 22 from the machine harnessconnector for the VIMS module.

b. Reconnect the harness connector to the VIMSmodule.



Results:

• OK - The diagnostic code remains active.The VIMS main module has failed. Replacethe VIMS main module. Refer to the Testingand Adjusting, “Module - Replace” section.STOP.

• NOT OK - The diagnostic code is NOlonger active. The VIMS main moduleis not causing the failure. The failure isintermittent. The probable cause is apoor electrical connection at the harnessconnectors or a damaged harness. Checkthe harness for damage. If necessary, cleanthe harness connectors. STOP.

i01382372

CID 0825 FMI 03 Lamp (RedPayload) Voltage AboveNormal - TestSMCS Code: 1430-038-LMP; 7494-038-LMP



This diagnostic code is recorded when the VIMSmodule reads the voltage of the payload lamp andthe voltage is above normal. The circuit is open.The red payload lamp does not light when thisfailure is active.





d. Observe the red payload lamp.


Expected Result: The red payload lampsturns ON.

Results:

• OK - The red payload lamps turn ON. Theharness circuit (wire 635-BU) is shorted tothe +battery. Repair the harness or replacethe harness. STOP.

• NOT OK - The red payload lamps are OFF.The main module has failed. Replace theVIMS main module. Refer to the Testingand Adjusting, “Module - Replace” section.STOP.


i01382355

CID 0825 FMI 05 Lamp (RedPayload) Current BelowNormal - TestSMCS Code: 1430-038-LMP; 7494-038-LMP



This diagnostic code is recorded when the VIMSmodule reads the current of the payload lamp andthe current is below normal. The circuit is open.When this failure is present the red payload lampsdo not light.

1. CHECK THE LAMP.

a. At the red payload lamp, use a jumper toconnect wire 636-BU to frame ground.

Expected Result: The diagnostic code CID0824 FMI 05 is active.

Results:

• OK - The diagnostic code CID 0824 FMI 05is still active. The red payload lamps arenot causing the failure. Proceed to 2.

• NOT OK - The diagnostic code CID 0824FMI 05 is NO longer active. The lamp or thelamp socket is open. Replace the payloadlamp. For the purposes of this procedure,the correct resistance for a lamp is lessthan 200 ohms. STOP.



b. Remove the jumper wire from wire 636-BU toframe ground and make sure that the payloadlamp is connected to the machine harness.


d. At the machine harness connector for theVIMS main module, measure the resistancebetween contact 23 (wire 636-BU) and frameground.


Results:




a. At the payload lamp, disconnect wire 636-BUfrom the socket of the payload lamp.

b. Measure the resistance in the signal circuit(wire 636-BU) between the connector contact23 of the VIMS main module and the lampsocket.

c. Measure the resistance in the ground circuit(wire A251-BK or J841-YL) between the lampsocket and the frame ground.


Results:

• OK - The resistance is less than 5 ohms.The circuits are correct. STOP.

• NOT OK - The resistance is greater than5 ohms. The circuits are NOT correct.Repair the machine harness or replace themachine harness. STOP.


i01382348

CID 0825 FMI 06 Lamp (RedPayload) Current AboveNormal - TestSMCS Code: 1430-038-LMP; 7494-038-LMP



This diagnostic code is recorded when the VIMSmodule reads the current of the payload lamp andthe current is above normal. The payload lamp willnot illuminate when this failure is active.

1. CHECK THE LAMP.

a. At the payload lamp, disconnect wire636-BUfrom the socket of the red payload lamp.


Results:

• OK - The diagnostic code CID 0824 FMI 06is still active. The red payload lamp is notcausing the failure. Proceed to 2.

• NOT OK - The CID 0824 FMI 06 is NOlonger present. The lamp or the lamp sockethave failed. Replace the red payload lamp.For the purposes of this procedure, thecorrect resistance for a lamp is greater than10 ohms. STOP.



b. Wire 636-BU remains disconnected from thepayload lamp.


d. At the machine harness connector for theVIMS main module, measure the resistancebetween contact 23 (wire 636-BU) and frameground.


Results:




a. Remove contact 23 from the machine harnessconnector for the VIMS main module.




Results:

• OK - The diagnostic code CID 0824 FMI06 is still active. The VIMS main modulehas failed. Replace the module. Referto the Testing and Adjusting, “Module -Replace”section. STOP.

• NOT OK - The diagnostic code CID 0824FMI 06 is NO longer active. The VIMSmain module is not causing the failure. Thefailure is intermittent. The probable cause isa poor electrical connection at the harnessconnectors or a damaged harness. Checkthe harness for damage. Clean the harnessconnectors, as required. STOP.


i00989889

CID 0826 FMI 03 TemperatureSensor (Torque Converter Oil)Voltage Above Normal - TestSMCS Code: 3101-038-NS


Schematic of the Torque Converter Oil Temperature Sensor

This diagnostic code is recorded when VIMSreads the signal wire of the torque converter oiltemperature sensor as a continuous “high” voltage.The sensor sends a PWM signal to the VIMSmodule.




• A failed sensor

• An open circuit








Results:








Results:


















Results:












i00984790

CID 0826 FMI 04 TemperatureSensor (Torque Converter Oil)Voltage Below Normal - TestSMCS Code: 3101-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the torque converter oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:












Results:



i00984791

CID 0826 FMI 06 TemperatureSensor (Torque Converter Oil)Current Above Normal - TestSMCS Code: 3101-038-NS



This diagnostic code is recorded when VIMS readsthe current of the torque converter oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:




i01092836

CID 0826 FMI 11 TemperatureSensor (Torque Converter Oil)Failure Mode Not Identifiable -TestSMCS Code: 3101-038-NS




i00984792

CID 0827 FMI 03 TemperatureSensor (Left Exhaust) VoltageAbove Normal - TestSMCS Code: 1919-038-LT


Schematic of the Left Exhaust Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the left exhaust temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984793

CID 0827 FMI 04 TemperatureSensor (Left Exhaust) VoltageBelow Normal - TestSMCS Code: 1919-038-LT



This diagnostic code is recorded when VIMS readsthe voltage of the left exhaust temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984794

CID 0827 FMI 06 TemperatureSensor (Left Exhaust) CurrentAbove Normal - TestSMCS Code: 1919-038-LT



This diagnostic code is recorded when VIMS readsthe current of the left exhaust temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:











Results:



i01092837

CID 0827 FMI 08 TemperatureSensor (Left Exhaust)Abnormal Signal - TestSMCS Code: 1919-038-LT




This diagnostic code is recorded when VIMS readsthe signal from the left exhaust temperature sensorand the frequency of the signal or pulse of thesignal is not within an expected range. The sensorsends a PWM signal to the VIMS module.











Results:

• YES - The diagnostic code is NO longeractive. The sensor is faulty. Replace thesensor. Verify that the new sensor correctedthis diagnostic code. The diagnostic codeshould NOT be active.






d. At the machine harness connector forthe VIMS interface module, measure theresistance between the signal contact and allother contacts of the machine harness.


Results:


• NO - The resistance measurement doesnot measure greater than 5000 ohms forall measurements. The machine harnesshas failed. There is a short in the machineharness. The short is between the signalcircuit and the circuit with the low resistancemeasurement. Repair the machine harnessor replace the machine harness. STOP.

i00984796

CID 0828 FMI 03 TemperatureSensor (Right Exhaust) VoltageAbove Normal - TestSMCS Code: 1919-038-RI


Schematic of the Right Exhaust Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the right exhaust temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.





• A failed sensor

• An open circuit








Results:








Results:

















Results:












i00984797

CID 0828 FMI 04 TemperatureSensor (Right Exhaust) VoltageBelow Normal - TestSMCS Code: 1919-038-RI



This diagnostic code is recorded when VIMS readsthe voltage of the right exhaust temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:

• OK - Resistance is greater than 5000 ohms.The harness circuit resistance is correct.Proceed to3










Results:



i00984798

CID 0828 FMI 06 TemperatureSensor (Right Exhaust)Current Above Normal - TestSMCS Code: 1919-038-RI




This diagnostic code is recorded when VIMS readsthe current of the right exhaust temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:











Results:




i01092839

CID 0828 FMI 08 TemperatureSensor (Right Exhaust) - TestSMCS Code: 1919-038-RI


Schematic for the Right Exhaust Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal from the right exhaust temperature sensorand the frequency of the signal or pulse of thesignal is not within an expected range. The sensorsends a PWM signal to the VIMS module.











Results:

• YES - The diagnostic code is NO longeractive. The sensor has failed. Replace thesensor. Verify that the new sensor correctedthis diagnostic code. The diagnostic codeshould NOT be active.






d. At the machine harness connector forthe VIMS interface module, measure theresistance between the signal contact and allcontacts of the machine harness connector.


Results:


• NO - The resistance measurement doesnot measure greater than 5000 ohms forall measurements. The machine harnesshas failed. There is a short in the machineharness. The short is between the signalcircuit and the circuit with the low resistancemeasurement. Repair the machine harnessor replace the machine harness. STOP.


i00984799

CID 0829 FMI 03 TemperatureSensor (Rear AftercoolerCoolant) Voltage AboveNormal - TestSMCS Code: 1063-038-NS


Schematic of the Rear Aftercooler Coolant Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the rear aftercooler coolanttemperature sensor as a continuous “high” voltage.The sensor sends a PWM signal to the VIMSmodule.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984800

CID 0829 FMI 04 TemperatureSensor (Rear AftercoolerCoolant) Voltage Below Normal- TestSMCS Code: 1063-038-NS



This diagnostic code is recorded when VIMSreads the voltage of the rear aftercooler coolanttemperature sensor as being below normal. Thevoltage of the signal wire is below normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.











Results:









Results:











Results:



i00984801

CID 0829 FMI 06 TemperatureSensor (Rear AftercoolerCoolant) Current AboveNormal - TestSMCS Code: 1063-038-NS




This diagnostic code is recorded when VIMSreads the current of the rear aftercooler coolanttemperature sensor as being above normal. Thecurrent of the signal wire is above normal and/orshorted to ground. The sensor sends a PWM signalto the VIMS module.










Results:









Results:











Results:




i00984802

CID 0830 FMI 03 TemperatureSensor (Front Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe signal wire of the front brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984803

CID 0830 FMI 04 TemperatureSensor (Front Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe voltage of the front brake oil sensor as beingbelow normal. The voltage of the signal wire isbelow normal and/or shorted to ground. The sensorsends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984824

CID 0830 FMI 06 TemperatureSensor (Front Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe current of the front brake oil temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:










Results:











Results:



i00984825

CID 0833 FMI 03 TemperatureSensor (Rear Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe signal wire of the rear brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984826

CID 0833 FMI 04 TemperatureSensor (Rear Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe voltage of the rear brake oil sensor as beingbelow normal. The voltage of the signal wire isbelow normal and/or shorted to ground. The sensorsends a PWM signal to the VIMS module.










Results:









Results:











Results:




i00984827

CID 0833 FMI 06 TemperatureSensor (Rear Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS

This diagnostic code is recorded when VIMS readsthe current of the rear brake oil temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984828

CID 0835 FMI 03 TemperatureSensor (Differential Oil)Voltage Above Normal - TestSMCS Code: 3258-038-NS


Schematic of the Differential Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the differential oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984829

CID 0835 FMI 04 TemperatureSensor (Differential Oil)Voltage Below Normal - TestSMCS Code: 3258-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the differential oil temperature sensoras being below normal. The voltage of the signalwire is below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:











Results:




i00984830

CID 0835 FMI 06 TemperatureSensor (Differential Oil)Current Above Normal - TestSMCS Code: 3258-038-NS



This diagnostic code is recorded when VIMS readsthe current of the differential oil temperature sensoras being above normal. The current of the signalwire is above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i01491604

CID 0838 FMI 02 PressureSensor (Left Front SuspensionCylinder) Incorrect Signal -TestSMCS Code: 7201-038-PXS

The output frequency of the sensor changes asthe pressure in the suspension cylinder changes.The sensor is powered by the machine electricalsystem. Refer to the Testing and Adjusting,“Suspension Cylinder Sensor-Troublehoot” sectionfor troubleshooting of this failure.

i01491607

CID 0838 FMI 03 PressureSensor (Left Front SuspensionCylinder) Voltage AboveNormal - TestSMCS Code: 7201-038-PXS

The output frequency of the sensor changes asthe pressure in the suspension cylinder changes.The sensor is powered by the machine electricalsystem. Refer to the Testing and Adjusting,“Suspension Cylinder Sensor-Troublehoot” sectionfor troubleshooting ofthis failure.

i01491610

CID 0838 FMI 04 PressureSensor (Left Front SuspensionCylinder) Voltage BelowNormal - TestSMCS Code: 7201-038-PXS


i01491613

CID 0838 FMI 06 PressureSensor (Left Front SuspensionCylinder) Current AboveNormal - TestSMCS Code: 7201-038-PXS


i01491616

CID 0838 FMI 08 PressureSensor (Left Front SuspensionCylinder) Abnormal Signal -TestSMCS Code: 7201-038-PXS



i01491617

CID 0839 FMI 02 PressureSensor (Right FrontSuspension Cylinder) IncorrectSignal - TestSMCS Code: 7201-038-PXS


i01491619

CID 0839 FMI 03 PressureSensor (Right FrontSuspension Cylinder) VoltageAbove Normal - TestSMCS Code: 7201-038-PXS


i01491621

CID 0839 FMI 04 PressureSensor (Right FrontSuspension Cylinder) VoltageBelow Normal - TestSMCS Code: 7201-038-PXS


i01491622

CID 0839 FMI 06 PressureSensor (Right FrontSuspension Cylinder) CurrentAbove Normal - TestSMCS Code: 7201-038-PXS


i01491623

CID 0839 FMI 08 PressureSensor (Right FrontSuspension Cylinder)Abnormal Signal - TestSMCS Code: 7201-038-PXS


i01491624

CID 0840 FMI 02 PressureSensor (Left Rear SuspensionCylinder) Voltage AboveNormal - TestSMCS Code: 7201-038-PXS

The output frequency of the sensor changes asthe pressure in the suspension cylinder changes.The sensor is powered by the machine electricalsystem. Refer to the Testing and Adjusting,“Suspension Cylinder Sensor-Troubleshoot” sectionfor troubleshooting of this failure.


i01491629

CID 0840 FMI 03 PressureSensor (Left Rear SuspensionCylinder) Voltage AboveNormal - TestSMCS Code: 7201-038-PXS

The output frequency of the sensor changes asthe pressure in the suspension cylinder changes.The sensor is powered by the machine electricalsystem. Refer to the Testing and Adjusting,“Suspension Cylinder Sensor-Troubleshoot” sectionfor troubleshooting ofthis failure.

i01491632

CID 0840 FMI 04 PressureSensor (Left Rear SuspensionCylinder) Voltage BelowNormal - TestSMCS Code: 7201-038-PXS


i01491634

CID 0840 FMI 06 PressureSensor (Left Rear SuspensionCylinder) Current AboveNormal - TestSMCS Code: 7201-038-PXS


i01491636

CID 0840 FMI 08 PressureSensor (Left Rear SuspensionCylinder) Abnormal Signal -TestSMCS Code: 7201-038-PXS


i01491637

CID 0841 FMI 02 PressureSensor (Right RearSuspension Cylinder) IncorrectSignal - TestSMCS Code: 7201-038-PXS


i01491639

CID 0841 FMI 03 PressureSensor (Right RearSuspension Cylinder) VoltageAbove Normal - TestSMCS Code: 7201-038-PXS

The output frequency of the sensor changes asthe pressure in the suspension cylinder changes.The sensor is powered by the machine electricalsystem. Refer to the Testing and Adjusting,“Suspension Cylinder Sensor-Troubleshoot” sectionfor troubleshooting of all the related failure modeidentifiers.


i01491641

CID 0841 FMI 04 PressureSensor (Right RearSuspension Cylinder) VoltageBelow Normal - TestSMCS Code: 7201-038-PXS


i01491642

CID 0841 FMI 06 PressureSensor (Right RearSuspension Cylinder) CurrentAbove Normal - TestSMCS Code: 7201-038-PXS


i01491643

CID 0841 FMI 08 PressureSensor (Right RearSuspension Cylinder)Abnormal Signal - TestSMCS Code: 7201-038-PXS


i01382342

CID 0849 FMI 03 PressureSensor (Air System) VoltageAbove Normal - TestSMCS Code: 4272-038-PXS


Schematic of the Air Pressure Sensor

This diagnostic code is recorded when the VIMSreads the voltage of the air pressure sensor and thevoltage is above normal. The sensor sends a PWMsignal to the VIMS module.





• A failed sensor

• An open circuit








Results:








Results:

















Results:












i01382310

CID 0849 FMI 04 PressureSensor (Air System) VoltageBelow Normal - TestSMCS Code: 4272-038-PXS



This diagnostic code is recorded when the VIMSreads the voltage of the air pressure sensor asbeing below normal. The voltage of the signal wireis below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:











Results:




i01382294

CID 0849 FMI 06 PressureSensor (Air System) CurrentAbove Normal - TestSMCS Code: 4272-038-PXS



This diagnostic code is recorded when the VIMSreads the current of the air pressure sensor asbeing above normal. The current of the signal wireis above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984835

CID 0851 FMI 03 PressureSensor (Pump Drive) VoltageAbove Normal - TestSMCS Code: 3108-038-PXS


Schematic of the Pump Drive Pressure Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the pump drive pressure sensoras a continuous “high” voltage. The sensor sends aPWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984836

CID 0851 FMI 04 PressureSensor (Pump Drive) VoltageBelow Normal - TestSMCS Code: 3108-038-PXS



This diagnostic code is recorded when VIMS readsthe voltage of the pump drive pressure sensor asbeing below normal. The voltage of the signal wireis below normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.











Results:









Results:











Results:




i00984837

CID 0851 FMI 06 PressureSensor (Pump Drive) CurrentAbove Normal - TestSMCS Code: 3108-038-PXS



This diagnostic code is recorded when VIMS readsthe current of the pump drive pressure sensor asbeing above normal. The current of the signal wireis above normal and/or shorted to ground. Thesensor sends a PWM signal to the VIMS module.










Results:









Results:












Results:



i00984838

CID 0852 FMI 03 TemperatureSensor (Right Front Brake Oil)Voltage Above Normal - TestSMCS Code: 1408-038-NS


Schematic of the Right Front Brake Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the right front brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit









Results:








Results:

















Results:












i00984839

CID 0852 FMI 04 TemperatureSensor (Right Front Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the right front brake oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:










Results:











Results:



i00984840

CID 0852 FMI 06 TemperatureSensor (Right Front Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS



This diagnostic code is recorded when VIMS readsthe current of the right front brake oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:



i00984842

CID 0853 FMI 03 TemperatureSensor (Left Front Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-NS


Schematic of the Left Front Brake Oil Temperature Sensor


This diagnostic code is recorded when VIMS readsthe signal wire of the left front brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984843

CID 0853 FMI 04 TemperatureSensor (Left Front Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS


Schematic of the Left Front Brake Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe voltage of the left front brake oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:










Results:











Results:



i00984864

CID 0853 FMI 06 TemperatureSensor (Left Front Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS


Schematic of the Left Front Brake Oil Temperture Sensor

This diagnostic code is recorded when VIMS readsthe current of the left front brake oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:




i00984944

CID 0854 FMI 03 TemperatureSensor (Right Rear Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-NS


Schematic of the Right Rear Brake Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the right rear brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984945

CID 0854 FMI 04 TemperatureSensor (Right Rear Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the right rear brake oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:



i00984946

CID 0854 FMI 06 TemperatureSensor (Right Rear Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS




This diagnostic code is recorded when VIMS readsthe current of the right rear brake oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:











Results:




i00984947

CID 0855 FMI 03 TemperatureSensor (Left Rear Brake Oil)Voltage Above Normal - TestSMCS Code: 4251-038-NS


Schematic of the Left Rear Brake Oil Temperature Sensor

This diagnostic code is recorded when VIMS readsthe signal wire of the left rear brake oil temperaturesensor as a continuous “high” voltage. The sensorsends a PWM signal to the VIMS module.




• A failed sensor

• An open circuit








Results:








Results:


















Results:











i00984948

CID 0855 FMI 04 TemperatureSensor (Left Rear Brake Oil)Voltage Below Normal - TestSMCS Code: 4251-038-NS



This diagnostic code is recorded when VIMS readsthe voltage of the left rear brake oil temperaturesensor as being below normal. The voltage ofthe signal wire is below normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.











Results:









Results:











Results:



i00984949

CID 0855 FMI 06 TemperatureSensor (Left Rear Brake Oil)Current Above Normal - TestSMCS Code: 4251-038-NS




This diagnostic code is recorded when VIMS readsthe current of the left rear brake oil temperaturesensor as being above normal. The current ofthe signal wire is above normal and/or shorted toground. The sensor sends a PWM signal to theVIMS module.










Results:









Results:











Results:




i01325180

CID 0890 FMI 09 TelemetryData Link Abnormal Update -TestSMCS Code: 1408-038

This diagnostic code is recorded when data linkcommunication with the VIMS electronic controlmodule has been broken for more than 5 seconds.

1. VERIFY THAT THE BROADCAST SYSTEM ISFUNCTIONING CORRECTLY.

a. Verify that the broadcast system (transmitter)is operating correctly.

Expected Results:The broadcast system(transmitter) is operating correctly.

Result:

• YES - The broadcast system (transmitter) isoperating correctly. Proceed to step 1.b.

• NO The broadcast system (transmitter)is NOT operating correctly. Repair thebroadcast system. STOP.

b. CHECK FOR AN OPEN IN THE MACHINEHARNESS

c. Turn the key start switch and the disconnectswitch to the OFF position.

d. Disconnect connector J2 from the VIMSelectronic control module.

e. Disconnect the RS-232 broadcast port fromthe broadcast system.

f. Measure the resistance of the circuits that arelisted below:

• Measure the resistance between contact 2(wire E972-BU) of the RS-232 broadcastport and contact J2-66 (wire E972-BU) ofthe VIMS electronic control module.

• Measure the resistance between contact 3(wire 876-OR) of the RS-232 broadcast portand contact J2-33 (wire 86-OR) of the VIMSelectronic control module.

• Measure the resistance between contact4 (wire 875-BU) of the RS-232 broadcastport and contact J2-32 (wire 875-BU) of theVIMS electronic control module.

Expected Results: All the measurements areless than 5.0 ohms.

Result:

OK- All the measurements are less than 5.0ohms. Proceed to step 2.

NOT OK - All the measurements are greaterthan 5000 ohms. The machine harness hasfailed. Repair the machine harness or replacethe machine harness. STOP.

2. CHECK THE MACHINE HARNESS FOR ASHORT TO GROUND.

a. The machine harness remains disconnectedfrom the VIMS electronic control module andthe broadcast system.

b. Measure the resistance of the circuits that arelisted below:

• Measure the resistance between contact 2(wire E972-BU) of the RS-232 broadcastport and frame ground.

• Measure the resistance between contact 3(wire 876-OR) of the RS-232 broadcast portand frame ground.

• Measure the resistance between contact 4(wire 875-BU) of the RS-232 broadcast portand frame ground.

Expected Results: All the measurements aregreater than 5000 ohms.

Result:

• OK - All the measurements are greaterthan 5000 ohms. The machine harness iscorrect. The VIMS electronic control modulehas failed. It is unlikely that the VIMSelectronic control module has failed. Exitthis procedure and perform this procedureagain. If the failure is not found, replace theVIMS electronic control module. Refer to theTesting and Adjusting, “Module-Replace”section.

• NOT OK - All the measurements are lessthan 5000 ohms. The machine harnesshas failed. Repair the machine harness orreplace the machine harness. STOP.


i01305339

CID 1089 FMI 02 AnalysisControl Module IncorrectSignal - TestSMCS Code: 7610-038

This diagnostic code is recorded when the analysiscontrol ECM has dropped off the CAT data link 10times within a ten minute period. The event is activeuntil communication is reliable for more than tenminutes.





• The part number of the analysis controlECM flash software.


• The part number of the analysis controlECM



Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main moduleor the analysis control ECM has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the analysis controlECM with a module that has the correctpart number. Flash the correct configurationsoftware. STOP.











Results:








Results:











Results:







• Measure from connector contact 6 (wire882-PK) of the VIMS main module to theCAT data link circuit of the analysis controlECM connector.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the analysis controlECM connector.


Results:









Results:

• OK - Diagnostic codes are not present forthe other electronic control modules in theevent list. The analysis control ECM hasfailed. It is unlikely that the ECM has failed.Exit this procedure. Perform this procedureagain. If the failure is not found, check the+battery contacts and ground contactsof the ECM. If these contacts are correct,replace the ECM. STOP.



i01305700

CID 1089 FMI 09 AnalysisControl Module AbnormalUpdate - TestSMCS Code: 7610-038

This diagnostic code is recorded when the VIMSmain module does not receive expected informationfrom the machine ECM through the CAT data link.





• The part number of the machine ECM flashsoftware





Results:













Results:








Results:











Results:







• Measure between contact 6 (wire 882-PK)of the VIMS main module to the CAT datalink circuit of the machine ECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module to theCAT data link circuit of the machine ECM.


Results:









Results:



i01305701

CID 1089 FMI 12 AnalysisControl Module Failed - TestSMCS Code: 7610-038

This diagnostic code is recorded when the VIMSmain module can not communicate with the analysiscontrol ECM through the CAT data link.


This diagnostic code results in failed VIMSoperations that are related to the analysis controlECM. The VIMS operations may work intermittently.




• The part number of the analysis controlECM flash software.


• The part number of the analysis controlECM



Results:


• NOT OK - All part numbers are NOTcorrect. The installed VIMS main moduleor the analysis control ECM has the wrongpart number or the incorrect configurationsoftware is installed. Replace the incorrectVIMS main module or the analysis controlECM with a module that has the correctpart number. Flash the correct configurationsoftware. STOP.











Results:








Results:











Results:







• Measure between contact 6 (wire 882-PK)of the VIMS main module and the contactof the CAT data link circuit of the analysiscontrol ECM.

• Measure from connector contact 7 (wire893-GY) of the VIMS main module andthe contact of CAT data link circuit of theanalysis control ECM.


Results:









Results:




i01382261

Alert Indicator - TroubleshootSMCS Code: 7400-035

VIMS is unable to identify system errors in simplesingle pole single throw switch circuits that areopen or closed. Because the VIMS is unable toidentify system errors that involve single polesingle throw switch circuits no system event(MID/CID/FMI) information is available to assistthe service technician in troubleshooting. Whena machine event is in conflict with the presentmachine operating condition, a possible failureexists in the switch circuitry. An example of thisbehavior is a FLASHING alert indicator for thebrake oil temperature after an overnight shutdownof the machine. Before you troubleshoot, ensurethat a problem exists. Refer to the Operation andMaintenance Manual for a description of the normalconditions that trigger a system event. Perform thefollowing procedures only if a failure is suspected.The possible failed conditions for the alert indicatorduring the normal operation of the VIMS are listedhere:

• The alert indicator is always FLASHING for thesame parameter. Refer to the “Alert IndicatorAlways FLASHING (Open Switch)” procedure.

• The alert indicator never FLASHES for aparameter. Refer to the “Alert Indicator NeverFLASHES (Shorted Switch)” procedure.

Note: The alert indicator reflects the open conditionor grounded condition of the switch inputs. Whenthe input of a switch is open the alert indicatorFLASHES and the name of the parameter is shownon the VIMS message center module. When aswitch input is grounded, the alert indicator is OFFand no parameter is shown. The switch circuit istested by opening the switch circuit or the switchcircuit is tested by grounding the switch circuit.

Alert Indicator is Always FLASHING. (OpenSwitch)

This procedure is for the parameter that causesthe alert indicator to FLASH all of the time. Thecontinuous FLASHING of the alert indicator is likelyto occur because of an open circuit or a failedVIMS interface module.

Procedure

1. LOCATE THE SWITCH.

a. Locate the switch that corresponds to theparameter that is causing the alert indicatorto always FLASH. (If necessary, use theElectrical System Schematic to assist inlocating the switch.) Proceed to 2.


a. Disconnect the signal wire from the switch.

b. Place a jumper wire from the signal wire to theground wire. (If a ground wire is not present,connect the signal wire to frame ground.)

Expected Result: The alert indicator stopsFLASHING.

Result:

• OK - Alert indicator stops FLASHING. Thecircuit is operating correctly. The switchhas failed. Check the switch or replace theswitch. STOP.

• NOT OK - Alert indicator continues toFLASH. The machine harness is open orthe control has failed. Proceed to 3.

3. CHECK THE PULL-UP VOLTAGE.

a. Use a digital multimeter to measure thepull-up voltage from the signal wire to theground wire.

Expected Result:The voltage is 5 ± .5 VDC.

Result:

• OK - Voltage is 5 ± .5 VDC. The control hasfailed. Replace the control. STOP.

• NOT OK - Voltage is not 5 ± .5 VDC.The harness or the control are the cause.Proceed to 4.



b. Trace the signal wire from the switch to theVIMS interface module on the ElectricalSystem Schematic. Determine the signalcontact (connector contact) of the machineharness at the VIMS interface module.


d. At the machine harness connector for theVIMS interface module, check for continuitybetween the signal contact and contact 2 orframe ground if a ground wire is not present atcontact 2. (The jumper is still in place from 2.)

Expected Result:The approximate resistanceis less than 5.0 ohms.

Result:


• OK - Resistance is less than 5.0 ohms.The harness is not causing the failure.The control has failed. Replace the VIMSinterface module. Refer to the Testing andAdjusting, “Module-Replace” section. STOP.

• NOT OK - Resistance is greater than 5.0ohms. The harness has failed. Repair theharness or replace the harness. STOP.

Alert Indicator Never Flashes. (Shorted Switch)

Procedure

This procedure is used when the alert indicatornever FLASHES for any parameter. The alertindicator will not FLASH if the switch is shorted toground or the VIMS interface module has failed.

1. LOCATE THE SWITCH.

a. Locate the switch that is responsible for notFLASHING the alert indicator. (If necessary,use the Electrical System Schematic to assistin locating the switch.) Proceed to 2.


a. Disconnect the signal wire from the switch.

Expected Result:The alert indicatorFLASHES.

Result:

• OK - Alert indicator FLASHES. The circuit isoperating correctly. The switch has failed.Check the switch or replace the switch.

• NOT OK - Alert indicator does NOT FLASH.The circuit has failed. The signal wire isprobably shorted to ground. Proceed to 3.

3. CHECK THE PULL-UP VOLTAGE.

a. Use a digital multimeter to measure thepull-up voltage from the signal wire to theground wire.

Expected Result:The voltage is 5 ± .5 VDC.

Result:

• OK - Voltage is 5 ± .5 VDC. control hasfailed. Replace the control. STOP.

• NOT OK - Voltage is not 5 ± .5 VDC. Theharness is possibly the cause. Proceed to 4.



b. The signal wire remains disconnected fromthe switch. Do not allow the wire to touchframe ground.

c. Trace the signal wire from the switch to theVIMS interface module. Use the ElectricalSystem Schematic to determine the signalcontact (connector contact) of the machineharness at the VIMS interface module.

d. Disconnect the machine harness from theVIMS interface module.

e. At the machine harness connector for theVIMS interface module, check for continuitybetween the signal contact and contact 2 orframe ground if a ground wire is not presentat contact 2.

Expected Result:The resistance is greaterthan 10,000 ohms.

Result:

• OK - Resistance is greater than 10,000ohms. The harness is not causing thefailure. The module has failed. Replace theVIMS interface module. Refer to the Testingand Adjusting, “Module-Replace” section.STOP.

• NOT OK -Resistance is less than 10,000ohms. The harness has failed. The signalwire within the harness is shorted to ground.Repair the harness or replace the harness.STOP.


Troubleshooting The Action Lamp

Action Lamp - Does not Illuminate Duringthe Power Up Cycle


Schematic of the Action Lamp Circuit

This failure occurs when the current of the actionlamp circuit (wire 411-PK) is below normal. Thereis an open circuit. When this failed condition ispresent the action lamp will NOT illuminate.

Note: The dash indicators illuminate for threeseconds upon power up. If the action lamp doesNOT illuminate during the power up self test performthe following procedure.



b. Replace the action lamp with a known workinglamp.



Expected Result: The action lamp illuminatesduring the power up cycle.

Results:

• OK - The action lamp illuminates properlyduring the 3 second start up test. STOP.

• NOT OK - The action lamp is not theproblem. Proceed to 2.





d. At the machine harness connector for theVIMS main module, check the voltage atcontact 1 (170-YL). The voltage must beabove 20.5 DCV in order to illuminate theaction lamp.

e. Turn the disconnect switch and the key startswitch to the OFF position.

f. Place a jumper wire between contact 1(170-YL) and contact 20 (411-PK).

g. At the machine harness connector to theVIMS interface module (797), connect J1-25(J846-WH) to frame ground. On all other VIMSmachines, place the jumper wire from thenegative post of the LED to frame ground.

h. Turn the disconnect switch and the key startswitch to the ON position.

Expected Result: The action lamp illuminates.

Results:

• OK - The action lamp illuminates. Theharness is correct. Replace the VIMS mainmodule. Refer to the Testing and Adjusting,“Module-Replace” section. STOP.

• NOT OK - The action lamp DOES NOTilluminate. The harness is an open circuit.Proceed to 3.


a. At the action lamp, disconnect the signal wire(411-PK) from the dash socket.

b. Check for an open circuit in the signal wire.Measure the resistance from contact 20 (wire411-PK) of the VIMS main module connectorto the action lamp.

c. On the 797, check for an open circuit in theground wire. Measure the resistance betweenthe socket of the action lamp and contactJ1-25 (wire J846-WH) of the VIMS interfacemodule. On all other VIMS machines, checkfor an open circuit in the ground wire from thesocket of the action lamp to frame ground.

Expected Result: There is continuity (lessthan 5 ohms). The circuits are correct.

Results:


• OK - There is continuity. The circuits arecorrect. STOP.

• NOT OK - There is NO continuity. Thecircuits are NOT correct. Repair themachine harness or replace the machineharness. STOP.

Action Lamp - On Continuously


Schematic of the Action Lamp Circuit

This failure occurs when the voltage of the actionlamp circuit (wire H430-BU) is above normal. Thisfailure results in the continuous illumination of theaction lamp.

Note: The dash indicators illuminate for threeseconds upon power up. If the action lamp doesnot shut off after this power up self-test perform thisprocedure.







Expected Result: The action lamp illuminates.

Results:

• OK - The action lamp illuminates. Contact20 (wire 411-PK) of the VIMS main moduleis shorted to +battery. Repair the machineharness or replace the machine harness.STOP.

• NOT OK - The action lamp is OFF. TheVIMS main module has failed. Replace theVIMS main module. Refer to the Testing andAdjusting, “Module-Replace” section. STOP.

i01303675

Chip Detector - TestSMCS Code: 5050-038-NS

The chip detectors are simple switches. The switchcloses when enough particles of metal debrisattach to the switch. The amount of debris andthe electrical conductivity of the debris determineswhen a warning occurs. The operator will be warnedwhen the chip detector resistance is approximately500 ohms. The warning is deactivated when theresistance is approximately 2,000 ohms.

Perform the following chip detector circuit checksthat are listed here:

Ensure that the resistance of the chip detectoris greater than 10,000 ohms. Then check theharnesses for the same resistance. Disconnect theharness from the detector. At the VIMS interfacemodule, measure the resistance from the signalcircuit to ground and +battery. Resistance shouldalways be greater than 10,000 ohms. If theresistance is less than 10,000 ohms repair theharness or replace the harness.

If the chip detector and the harness have signalresistance that is greater than 10,000 ohms and thewarning is still present, replace the VIMS interfacemodule. Refer to the Testing and Adjusting,“Module-Replace” section.


i01325156

Lift or Tilt Cylinder Sensor -TroubleshootSMCS Code: 5102-035-PXS; 5104-035-PXS


Schematic of the Lift Cylinder Head Pressure Sensor


Schematic of the Tilt Cylinder Rod Pressure Sensor

Table 29

Tools Needed

9U-7330 Multimeter 1

7X-1710 Multimeter Probe 1

Note: In addition to the Testing and Adjusting, “Tiltor Lift Cylinder Sensor Test”, the VIMS diagnosticsare helpful in troubleshooting sensors.

Use the “Lift or Tilt Cylinder Sensor - Test” totroubleshoot any fault that is associated with tiltcylinders and lift cylinders.

Troubleshoot sensor circuits in the following order.

1. Perform the Testing and Adjusting, “Lift or TiltClyinder Pressure Sensor Signal Voltage Test”.This test checks for sensor voltages at thesensor, when all the circuits are connected.DISCONNECT NOTHING. Troubleshoot as isbefore disconnecting any circuits. Disconnectingthe sensor from the harness before measuringthe voltage may alter a poor connection. This willmake the proof of cause difficult or impossible.

2. Perform the Testing and Adjusting, “Lift or TiltCylinder Sensor Dynamic Test”, if necessary.

3. The VIMS interface module is the cause of thefault if the sensor and the harness are correct.Replace the VIMS interface module. Refer to theTesting and Adjusting, “Module-Replace”section.

Lift or Tilt Cylinder Sensor SignalVoltage - Test

Note: This procedure is performed while the VIMSinterface module is connected to the sensor.

Procedure

Locate the suspect sensor. Identify the sensor wiresand connector contacts. DO NOT DISCONNECTANY HARNESS CONNECTORS AT THIS TIME. Turnthe key start switch to the ON position. DO NOTSTART THE ENGINE.

1. CHECK THE SENSOR POWER.

a. At the sensor connector, identify the +V andground circuits.

b. Insert the 7X-1710 Multimeter Probe leadsinto the back of the sensor connector betweenthe +V and the ground circuit wire.

c. Measure the system voltage.

Expected Result: The voltage is between 18and 32 DCV.

Results:

• OK - Voltage is between 18 and 32 DCV.The system voltage is present. Proceed toStep 2.


• NOT OK - Voltage is not between 18 and 32DCV. There is an open circuit. Trace the +Vand ground circuits in the machine harness.Repair the machine harness or replacethe machine harness. Repair the chargingsystem of the machine. STOP.

2. CHECK THE SIGNAL VOLTAGE.

a. At the sensor connector, identify the signaland ground circuits.

b. Insert the 7X-1710 Multimeter Probe leadsinto the back of the sensor connector alongside of the signal and ground circuit wires.

c. Measure the signal voltage and record thesignal voltage.

Expected Result: The signal voltage isapproximately 5.0 DCV.

Results:

• VOLTAGE is 5.0 DCV. The signal voltage isapproximately 5.0 DCV. The signal voltageat the sensor is correct. Proceed to Step 3.

• VOLTAGE is GREATER THAN 6.0 DCV. Thevoltage is greater than 6.0 DCV. The signalvoltage is not correct. Proceed to Step 4.

• VOLTAGE is LESS THAN 1.0 DCV. Thevoltage is less than 1.0 DCV. Proceed toStep 2.

3. CHECK THE SIGNAL CIRCUIT OF THEMACHINE HARNESS.

a. At the machine harness connector for theVIMS interface module, identify the signal andground circuits. DO NOT DISCONNECT THEHARNESS CONNECTOR.

b. Insert the 7X-1710 Multimeter Probe leads inthe back of the machine harness connectoralong side of the signal and ground circuitwires.

c. Measure the signal voltage.

d. Compare this measurement with the voltagethat was recorded in Step 2. CHECK THESIGNAL VOLTAGE.

Expected Result: The signal voltage is equalto the voltage that was recorded in Step 2.

Results:

• OK - Signal voltage is equal to the voltagethat was recorded in Step 2. The VIMSinterface module is receiving a valid signalvoltage. Proceed to Step 10.

• NOT OK - Signal voltage is NOT equalto the voltage that was recorded in Step2. The machine harness has an open inthe signal or ground circuits. Repair themachine harness or replace the machineharness. STOP.

4. CHECK THE MACHINE HARNESS.

a. Signal voltage is greater than 6.0 DCV. Theprobable cause is a short to +battery in themachine harness or the sensor could be thecause.

b. Disconnect the machine harness connectorfor the sensor.

c. At the machine harness connector for thesensor, measure the voltage between thesignal contact and the ground contact.

Expected Result: The voltage that ismeasured is less than 0.5 DCV.

Results:

• OK - Voltage is less than 0.5 DCV. Thevoltage is correct for a good harness. Thesensor has failed. Replace the sensor.STOP.

• NOT OK - Voltage is greater than 0.5 DCV.The voltage is not correct. The signalcircuit of the machine harness is shortedto the +battery circuit. Repair the machineharness or replace the machine harness.If the machine harness is not the cause,replace the VIMS interface module. STOP.

5. CHECK THE VOLTAGE OF THE SIGNALCIRCUIT.

a. Signal voltage is less than 1.0 DCV. Theprobable cause of this fault is a short toground in the machine harness, the sensor orthe VIMS interface module. Disconnect themachine harness from the sensor.

b. At the machine harness connector for thesensor, measure the voltage between thesignal contact and the ground contact.

Expected Result: The voltage is less than0.5 DCV.

Results:


• OK - Voltage is less than 0.5 DCV. Thevoltage is correct. Proceed to Step 6.

• NOT OK - Voltage is greater than 0.5 DCV.Disconnect the VIMS interface module.Recheck the voltage measurement. If thevoltage is less than 0.5 DCV, replace theVIMS interface module. If the voltage isgreater than 0.5 DCV, repair the machineharness or replace the machine harness.STOP.

6. CHECK THE RESISTANCE OF THE SIGNALCIRCUIT.

a. Disconnect the sensor. At the machineharness connector for the sensor, measurethe resistance between the signal contact andthe ground contact.

Expected Results: The resistance isapproximately 47 K ohms.

Results:

• OK - Resistance is approximately 47 Kohms. The resistance is correct. The sensorhas failed. Replace the sensor. STOP.

• NOT OK - Resistance is less than 30 Kohms or the resistance is greater than 50K ohms. The resistance is not correct. Themachine harness or the VIMS interfacemodule have failed. Proceed to 7.


a. Disconnect the VIMS interface module fromthe machine harness.

b. At the machine harness connector for thesensor, measure the resistance between thesignal contact and the ground contact.

Expected Results: The resistance is greaterthan 100 K ohms.

Results:

• OK - Resistance is greater than 100 Kohms. The resistance is correct. Proceedto Step 8.

• NOT OK - Resistance is less than 30 Kohms. The resistance is not correct. There isa short in the machine harness from groundto the sensor signal circuit. Repair themachine harness or replace the machineharness.


a. Check continuity of harness. Place a jumperwire at the machine harness connector of theVIMS interface module between contact 2 andthe sensor signal wire that is being tested.

b. At the machine harness connector for thesensor, measure the resistance between thesignal contact and the ground contact.

Expected Results: The resistance is lessthan 5 ohms.

Results:

• OK - Resistance is less than 5 ohms . Theharness resistance is correct. The VIMSinterface module has failed. Replace theVIMS interface module. STOP.

• NOT OK - Resistance is greater than 5ohms. The harness has failed. There isan open in the sensor signal circuit or theground circuit of the machine harness.Repair the machine harness or replace themachine harness. STOP.

9. CHECK THE SIGNAL CIRCUIT. VOLTAGE

a. Disconnect the VIMS interface module fromthe machine harness.


Expected Results: The voltage is less than0.5 DCV.

Results:

• OK - Voltage is less than 0.5 DCV. Thevoltage is correct. The VIMS interfacemodule has failed. Replace the VIMSinterface module. STOP.

• NOT OK - Voltage is greater than 0.5 DCV.there is a short in the machine harnessfrom +battery to the sensor signal circuit.Repair the machine harness or replace themachine harness. STOP.

10. CHECK THE FREQUENCY OF THE SENSOR.

a. At the machine harness connector for theVIMS interface module, identify the signal andground circuits. DO NOT DISCONNECT THEHARNESS CONNECTOR.

b. Insert the 7X-1710 Multimeter Probe leads inthe back of the machine harness connectoralong side of the signal and ground circuitwires.


c. Measure the frequency of the signal.

Expected Results: The frequency is between150 and 2500 Hz.

Results:

• OK - Frequency is between 150 and 2500Hz. The frequency is valid. The VIMS isreceiving a good signal. If the problem stillpersists, further testing is required. Referto the Testing and Adjusting, “Lift or TiltCylinder Sensor Dynamic Test”.

• NOT OK - Frequency is NOT between 150Hz and 2500 Hz. The sensor frequency isout of range. Replace the sensor. STOP.

Lift or Tilt Cylinder Sensor Dynamic- Test

Note: This procedure is performed while the signalwire is disconnected from the VIMS interfacemodule.

This quick check is used to determine if the sensoris functioning. The accuracy of the sensor is notchecked. Perform this test only after successfullycompleting the Testing and Adjusting, “Lift or TiltCylinder Sensor Dynamic Test”.

The Electrical System Schematic can be used todetermine the connector contacts that correspondto a failed machine condition. Use the properservice tools to remove the connector contact of thesignal wire from the machine harness connector ofthe VIMS interface module.

Two items are checked in this test:

• A sensor signal is present at the VIMS interfacemodule.

• The signal voltage increases with a correspondingincrease in the monitored system. The signalvoltage decreases with a corresponding decreasein the monitored system.

Procedure

1. CHECK THE FREQUENCY OF THE SIGNAL. .

a. Ensure that the key start switch is in the OFFposition and that the sensor is connected tothe machine harness.

b. Insert the 7X-1710 Multimeter Probeleads inthe back of the machine harness connectoralong side of the signal and ground circuitwires.

c. Turn the key start switch to the ON position.DO NOT START THE ENGINE.

d. Measure the frequency between the signalcontact and the ground contact. Record thefrequency.

Expected Result: The frequency is between150 Hz and 2500 Hz.

Results:

• OK - Frequency is between 150 Hz and2500 Hz. The frequency is correct. TheVIMS is receiving a valid signal. If theproblem still persists further testing isrequired. Proceed to Step 2.

• NOT OK - Frequency is NOT between 150Hz and 2500 Hz. The frequency is notcorrect. The sensor is out of range. Replacethe sensor. STOP.

2. CHANGE THE LIFT OR TILT CYLINDERPRESSURE.

a. Load the bucket in order to increase thecylinder pressure. Proceed to Step 3.

3. CHECK THE FREQUENCY OF THE SIGNAL.

a. At the machine harness connector forthe VIMS interface module, measure thefrequency between the signal contact and theground contact.

Expected Result: The frequency is greaterthan the value that was recorded in Step 1.

Note: The frequency should increment smoothly.The difference between the frequencies of this testCHECK THE FREQUENCY OF THE SIGNAL and theprevious step CHECK THE FREQUENCY OF THESIGNAL depend on the amount of change that isintroduced into the system.

Results:

• OK - Frequency is greater. The frequencyincremented smoothly. The sensor is notthe cause. STOP.

• NOT OK - Frequency is NOT greater. Theprobable cause is a failed sensor. Replacethe sensor. STOP.


i01491485

Suspension Cylinder Sensor -TroubleshootSMCS Code: 7201-035-PXS


Schematic of the Left Front Suspension Cylinder


Schematic of the Right Front Suspension Cylinder


Schematic of the Left Rear Suspension Cylinder


Schematic of the Right Rear Suspension Cylinder

Table 30

Tools Needed



Note: In addition to the Testing and Adjusting,“Suspension Cylinder Pressure Sensor -Troubleshoot”procedure, the VIMS diagnostics are helpful in thetroubleshooting of sensors.

Use this procedure to troubleshoot the suspectperformance of suspension cylinder pressuresensors or any failure that is associated with thesuspension cylinder pressure sensors.

Note: This test checks for sensor voltages atthe sensor when all the circuits are connected.DISCONNECT NOTHING, unless directed to do so.Troubleshoot the circuit “as is” before disconnectingany circuits. Disconnecting the sensor from theharness before measuring the voltage may alter apoor connection. This will make the proof of causedifficult or impossible.

Locate the suspect sensor. Identify the sensor wiresand connector contacts. DO NOT DISCONNECTANY HARNESS CONNECTORS AT THIS TIME. Turnthe key start switch to the ON position. Do not shutoff the engine, unless conditions require the engineto be on. The truck can be empty or the truck canbe loaded.

1. CHECK THE SENSOR SUPPLY VOLTAGE.

a. At the connector of the sensor, identify the +Vcircuit and the ground circuit.

b. Insert the 7X-1710 Multimeter Probe leadsinto the back of the sensor’s connector alongside of “+V” and ground circuit wires.



Expected Results: The voltage is between22.0 DCV and 29.5 DCV.

Note: System voltage at the battery must be above24.3 DCV.

Results:

• YES - The voltage is between 22.0 DCV and29.5 DCV. The system voltage is present.Proceed to test step 2.

• NO - The voltage is less than 22.0 DCV.The circuit is not correct. Trace the “+V”circuit and the ground circuit in the machineharness. Repair the machine harnessor replace the machine harness. If themachine harness has not failed the sensoris the cause of the failure. Replace thesensor. A failed sensor is unlikely. STOP.

2. CHECK THE SENSOR SIGNAL VOLTAGE.


b. Insert the 7X-1710 Multimeter Probe leadsinto the back of the sensor’s connector alongside of the signal and ground circuit wires.


Expected Results: The signal voltage isbetween approximately 1.0 DCV and 9.0 DCV.

Results:

• The voltage is greater than 9.0 DCV. Thesignal voltage is not correct. Proceed totest step 3.

• The voltage is less than 1.0 DCV. Thesignal voltage is not correct. Proceed totest step 4.

• The voltage is between 1.0 DCV and 9.0DCV. The signal circuit is correct. Proceedto test step 5.

3. CHECK THE SIGNAL CIRCUIT FOR A SHORTTO THE +BATTERY CIRCUIT.

a. Disconnect the sensor from the machineharness.


Expected Results: The voltage is above 9.0DCV.

Results:

• YES - The voltage is above 9.0 DCV. Thesignal circuit is shorted to the +batterycircuit or the VIMS interface module hasfailed. Trace the signal circuit and theground circuits in the harness. Repair theharness or replace the harness. If theharness is correct, the VIMS interfacemodule has failed. Replace the VIMSinterface module. STOP.

• NO - The voltage is between 1.0 and 9.0DCV. The voltage is correct. The sensor hasfailed. Replace the sensor. STOP.


a. Disconnect the sensor from the machineharness.


Expected Results: The voltage is less than1.0 DCV.

Results:

• YES -The voltage is less than 1.0 DCV.The possible cause of the failure is listedhere: The incorrect VIMS onboard softwareis installed, the signal circuit is shortedto ground in the machine harness or theVIMS interface module has failed. Verify thepossible causes in the order that is listedbelow:

Verify that the correct VIMS onboard softwareis installed. Install the correct VIMS onboardsoftware.

If the software is correct, trace the signalcircuit and the ground circuit in the harness.Repair the harness or replace the harness.

If the harness is correct, the VIMS interfacemodule has failed. Replace the VIMS interfacemodule.

STOP.

• NO - The voltage is between 1.0 and 9.0DCV. The voltage is correct. The sensor hasfailed. Replace the sensor.

STOP.


5. CHECK THE FREQUENCY OF THE SENSORSIGNAL.

a. Remove the SENSOR from the suspensioncylinder. This is done so the sensor can notsense the pressure within the suspensioncylinder. DO NOT DISCONNECT THEHARNESS CONNECTOR.

b. At the machine harness connector of thesensor, identify the signal and ground circuits.DO NOT DISCONNECT THE HARNESSCONNECTOR OR RECONNECT THEHARNESS CONNECTOR.

c. Insert the 7X-1710 Multimeter Probe leadsinto the back of the sensor’s connector alongside of the signal and ground circuit wires.

d. Measure the frequency between the signaland the ground contacts.

Expected Results: The frequency is between186 Hz and 214 Hz.

Results:

• YES - The frequency is between 186 Hzand 214 Hz when ambient temperatureis between 10 �C (50 �F) and 40 �C(104 �F). The sensor is generating a validfrequency. If the problem of incorrectpayload measurement persists proceed totest step 6.

• NO -The frequency is NOT between 186 Hzand 214 Hz. The sensor is generating anincorrect frequency. The sensor has failed.Replace the sensor. STOP.

6. MOVE THE SENSOR.

a. Substitute the suspect sensor with a sensorthat is functioning correctly. For example,substitute a good left rear suspension cylinderpressure sensor with the suspect right rearsuspension cylinder pressure sensor.

b. Verify that the problem followed the suspectsensor to the other suspension cylinder. Theservice technician can verify that the problemfollowed the suspect sensor by riding in thetruck during the loading operation. The servicetechnician can observe the performanceof the four suspension cylinder pressuresensors by using the “VIMSpc99 View RealTime” option. The service technician canalso activate a “data logger”. Compare thesignal outputs of the four sensors. Verify thatthe suspect sensor does not respond to theloading of the truck in the same manner asthe other sensors.

Expected Results: The problem followed thesensor to the other suspension cylinder.

Results:

• YES - The problem followed the sensor tothe other suspension cylinder. The sensorhas failed. Replace the sensor. STOP.

• NO - The problem did not follow the sensorto the other suspension cylinder. Thesuspension cylinder is causing the failure.Proceed to test step 7.

7. CHECK THE SUSPENSION CYLINDERS.

a. Verify that the conditions that are listed beloware not present.

• The suspension cylinders are NOT stickingwhen the truck is empty.

• The suspension cylinders are NOTbottoming out when the truck is loaded.

The service technician can verify that theconditions that are listed above are presentby riding in the truck during the loadingoperation. The service technician can observethe operation of the four suspension cylinderpressure sensors with the “VIMSpc99 ViewReal Time” option. The service technicianmay also activate a “data logger” in order toobserve the performance of the suspensioncylinder. Compare the signal outputs of thefour sensors. Verify that the sensor respondsto the loading of the truck in the same manneras the other sensors.

Expected Results: The conditions that arelisted above are not present.

Results:

• YES -The conditions that are listed aboveare not present. Perform the “PayloadSystem - Troubleshoot procedure” that isprovided below.

• NO - The conditions that are listed aboveare present. Service the suspension cylinderin accordance with the Special Instruction,SEHS9411, “Charging Procedure for Frontand Rear Suspension Cylinders”. STOP.


Payload System - Troubleshoot

NOTICEPrior to performing this procedure use VIMSpc99 toverify that the Event List is free of events that couldaffect the payload measurements. Some examples ofEVENTS that would affect the payload measurementsare listed here: the body up switch, the body raiseswitch, the transmission control, incorrectly chargedsuspension cylnders, and any other event that is pay-load related.

1. PAYLOAD WEIGHT DOES NOT SEEMCORRECT FOR A GIVEN TRUCK.

The VIMS does not indicate that a diagnosticcode is present for one or more of the suspensioncylinder pressure sensors.

Expected Result: There are no active diagnosticcodes present for one or more of the suspensioncylinder pressure sensors.

Result:

• YES - The VIMS does not indicate that adiagnostic code is present for one or moreof the suspension cylinder pressure sensors.Proceed to test step 2.

• NO - Diagnostic codes are present for oneor more of the suspension cylinder pressuresensors. Perform the Testing and Adjusting,“Suspension Cylinder Pressure Sensor-Troubleshoot ” procedure that is listed above.STOP.

2. PAYLOAD WEIGHTS ONLY APPEAR TO BEINCORRECT OCCASIONALLY.

a. Verify that SOME of the payload measurementsappear to be correct.

Expected Result: SOME of the payloadmeasurements seem correct.

Result:

• YES - Some of the payload measurementsappear to be correct. Proceed to test step3.

• NO - All payload measurements appear tobe incorrect. Proceed to test step 6.

3. CHECK FOR DIAGNOSTIC EVENTS

Verify that no “active diagnostic events” or“intermittently active diagnostic events” arepresent for the suspension cylinder pressuresensors or other components of the payloadsystem.

Expected Result: No active diagnostic eventsare present for the suspension cylinder pressuresensors. There are no diagnostic events listedin the event list for the suspension cylinderpressure sensors.

Result:

• YES - No active diagnostic events are presentfor the suspension cylinder pressure sensorsand there are no diagnostic events listed in theevent list for the suspension cylinder pressuresensors. Proceed to test step 4.

• NO - There are active diagnostic eventspresent for the suspension cylinder pressuresensors or there are diagnostic events shownin the event list for the suspension cylinderpressure sensors. Perform the Testing andAdjusting, “Suspension Cylinder PressureSensor -Troubleshoot ” procedure that is listedabove. STOP.

4. CALIBRATE THE PAYLOAD SYSTEM.

a. Ensure that the truck body is empty.Carryback weight in the truck body can affectthe payload measurements.

b. Operate the empty truck to a minimum groundspeed of four mph on hard level ground.

c. Move the transmission gear selector to theneutral position and allow the truck to coastto a stop. Do not use the service brakes orthe retarder.

d. After the truck stops moving, manuallycalibrate the payload system by entering theservice program code of 729225 (“PAYCAL”).Then press the “OK” key. The followingmessage will appear if the calibration wassuccessful.

Table 31

PAYLOAD CALIBRATED

Expected Result: The payload weights for agiven truck seem correct after performing thecalibration of the payload system.

Result:


• YES - The payload weights for a giventruck seem correct after performing thecalibration of the payload system. Thecondition that was responsible for theincorrect payload measurement has beeneliminated. Return the truck to service.STOP.

• NO - The payload weights for a giventruck remain incorrect after performing thecalibration of the payload system. Proceedto test step 5.

5. CHECK FOR THE CORRECT PLACEMENT OFTHE LOAD


The 175-2624 Center of Load Markers are available via MSOthrough the machine order system. For information on properplacement of the marker on the body, contact your CaterpillarDealer. Product Support will need the information that is listedhere: the serial number of the truck, the part number of the truckbody, the sequence number of the truck body , and informationon modifications that have been made to the body (such as sideboard or tail extensions).

(1) Center of Load Marker

a. Observe the loading operation. Ensure thatthe operator of “loading tool” is placing theload in the truck body in the proper area.

Expected Result: The operator is loading thetruck correctly. Refer to Illustration 378.

Result:

• YES - The operator of the loading tool ispositioning the load correctly. Proceed totest step 6.

• NO - The operator of the loading tool is notpositioning the load correctly in the body.Provide the operator of the loading tool withtraining/supervision in order to ensure thatthe load will be placed properly. STOP.

6. CHECK FOR SERVICE WORK THAT MAY HAVEAN AFFECT ON THE MEASUREMENT OF THEPAYLOAD.

Check the maintenance records of the suspecttruck for any work that was performed on thesuspension CYLINDERS or payload related VIMScomponents. This includes replacement of thebody raise switch, the truck body or any otherpayload related component.

Expected Result: No work that is related to thepayload system was performed on the machine.

Result:

• YES - No work that is related to the payloadsystem was performed on the machine.Proceed to test step 7.

• NO - Work was performed on the truckthat is related to the payload system. If thepayload system was not calibrated after thecomponents were replaced, proceed to teststep 8. Otherwise, analyze the possible effectsthat the service work could have had onpayload accuracy.

7. CHECK FOR DIAGNOSTIC EVENTS

Verify that no active diagnostic events orintermittent diagnostic events are present for thesuspension cylinder pressure sensors or othercomponents of the payload system.

Expected Result: No active diagnostic eventsare present for the suspension cylinder pressuresensors and there are no diagnostic eventslisted in the event list for the suspension cylinderpressure sensors.

Result:

• YES - No active diagnostic events are presentfor the suspension cylinder pressure sensorsand there are no diagnostic events listed in theevent list for the suspension cylinder pressuresensors. Proceed to test step 8.

• NO - There are active diagnostic eventspresent for the suspension cylinder pressuresensors or there are diagnostic events shownin the event list for the suspension cylinderpressure sensors. Perform the Testing andAdjusting, “Suspension Cylinder PressureSensor -Troubleshoot ” procedure that is listedabove. STOP.

8. CALIBRATE THE PAYLOAD SYSTEM.

a. Ensure that the truck body is empty.Carryback weight in the truck body can affectthe payload measurements.

b. Operate the empty truck to a minimum groundspeed of four mph on hard level ground.


c. Move the transmission gear selector to theneutral position and allow the truck to coastto a stop. Do not use the service brakes orthe retarder.

d. After the truck stops moving, manuallycalibrate the payload system by entering theservice program code of “729225” (PAYCAL).Then press the “OK” key. The followingmessage will appear if the calibration wassuccessful.

Table 32

PAYLOAD CALIBRATED

Expected Result: The payload weights for agiven truck seem correct after performing thecalibration of the payload system.

Result:

• YES - The payload weights for a giventruck seem correct after performing thecalibration of the payload system. Thecondition that was responsible for theincorrect payload measurement has beeneliminated. Return the truck to service.STOP.

• NO - The payload weights for a giventruck remain incorrect after performing thecalibration of the payload system. Proceedto test step 9.

9. CHECK THE PAYLOAD CONFIGURATIONSETTING

Check the payload configuration setting byentering the service program code 7292663(“PAYCONF”) via the keypad. This will displaythe maximum payload weight of the truck. Verifythat the payload weight is correct for the suspecttruck.

Table 33

Maximum Payload Weight by Model(1)

Model Maximum Payload Weight

Tonnes Tons

785B785C

136 150

789B789C

177 195

793B793C

219 240

(1) The information in this table was obtained from the CaterpillarPerformance Handbook, Edition 30.

Expected Result: The payload configuration iscorrect.

Result:

• YES - The payload configuration is correct.Proceed to test step 10.

• NO - The payload configuration is incorrect.Perform the Payload Configuration procedurethat is located in the Systems Operation, “TPSService Operation” section of this manual.STOP.

10. CHECK THE PART NUMBER OF THE VIMSONBOARD SOFTWARE.

Verify that the correct VIMS onboard software isinstalled in the VIMS interface module. Contactthe Product Support staff of the appropriateBusiness Unit for a list of compatible VIMSsoftware or reference the Service Magazineannouncement that listed the available VIMSonboard software.

Expected Result: The correct software isinstalled on the machine.

Result:

• YES - The correct software is installed on themachine. Proceed to test step 11.

• NO - The software is incorrect. Install thecorrect VIMS software and then perform thePayload Calibration. The “Payload Calibration” procedure is located in the of the SystemsOperation, “TPS Service Operation” sectionof this manual. STOP.

11. CHECK THE SUSPENSION CYLINDERS.

Verify that the conditions that are listed beloware not present.

• The suspension cylinders are NOT stickingwhen the truck is empty.

• The suspension cylinders are not bottomingout when the truck is loaded.

Expected Result: The conditions that are listedabove are not present.

Result:

• YES - The conditions that are listed above arenot present. This failure was likely caused bya failed sensor. Perform the Troubleshooting,“Suspension Cylinder Pressure Sensor -Troubleshoot” procedure. STOP.


• NO - The conditions that are listed aboveare present. The cause of the failure is likelyrelated to an incorrectly charged suspensioncylinder. The service technician can verify thatthe conditions that are listed above are presentby any of the means listed below:

The service technician can ride in the truckduring the loading operation. During the loadingoperation the service technician observesthe operation of the four suspension cylinderpressure sensors. This is done with the“VIMSpc99 View Real Time” option.

The service technician can activate a datalogger.

Compare the signal outputs of the four sensors.Verify that the suspect sensor or the suspectsuspension cylinder does not respond to truckloading in the same manner as the other sensorsor suspension cylinders.

Service the suspension cylinder in accordancewith the Special Instruction, SEHS9411-01, 041992, “Charging Procedure for Front and RearSuspension Cylinders”. STOP.


i00963625

Troubleshooting ElectricalSystem Using AbbreviatedProceduresSMCS Code: 1406-035

Table 34

ELECTRICAL SYSTEM TROUBLESHOOTING

FAULT DESCRIPTION RESULT OF FAULT (“during normaloperation”).

POSSIBLE CAUSES

System voltage is high. 1. Category warning I - (“Voltage over29.5V”).

1. Faulty alternator (“voltage regulator”)

System voltage is too high. 1. Category III warning - (“Voltage over32.0V”)

1. Faulty alternator (“voltage regulator”)

System voltage is low. 1. Category I warning - (“Voltage below24.8V”)

1. Idling over 30 minutes with allelectronic loads2. The alternator belt is slipping.3. The “pulley drive nut ”of the alternatoris loose.4. Engine low idle speed is too low.5. The electrical loads are too high forthe alternator output .6. Faulty battery(ies)7. Faulty alternator8. The wrong alternator is being used.The capacity is too low.9. Battery wiring is shorted to the frame.

System voltage is too low. 1. Category III warning - (“Voltage is below23.0 VDC”)2. Dim headlights3. Possible loss of some electrical controls

1. Idling over 30 minutes with allelectronic loads2. The alternator belt is slipping.3. The “pulley drive nut ”of the alternatoris loose.4. Engine low idle speed is too low.5. The electrical loads are too high forthe alternator output .6. Faulty battery(ies)7. Faulty alternator8. The wrong alternator is being used.The capacity is too low.9. Battery wiring is shorted to the frame.

FAULT DESCRIPTION RESULT OF FAULT (“during normaloperation”).

POSSIBLE CAUSE

“CAB DISPLAY ERROR”

1. The message center shows “CABDISPLAY ERR”.2. The display modules may not work duringnormal operation and self-test operation.3. The display modules may functionerratically during operation or self-testoperation.4. The display modules now appear to worknormally.

1. The harness is open or shorted inone or more of the following circuits thatare listed here.A. E707-GN (“9 VDC Power”)B. E708-PK (Clock)C. C413-YL (Data)D. C414-BU (Load)2. Wire E972-BU is open or intermittent.3. One or more of the display modulesare faulty.4. The main module is faulty.


i01010973

Charging System - TestSMCS Code: 1406-038

Often when problems with the charging systemare being investigated, the alternator is not theproblem. If a low battery condition is present test thebatteries first. See Special Instruction, SEHS7633,“Battery Test Procedure” for more information. If theengine cranks slowly, then test the starting system.See Service Magazine, SEPD0020, “Testing TheStarter On The Engine” for more information. Whena problem with the charging system is suspected,then complete the testing that is outlined in thisSpecial Instruction. See “Initial TroubleshootingProcedure” in order to begin troubleshooting. If awarning indicator for the charging system is ON, seeService Magazine, SEBD1751, “Difference BetweenAlternator Indicator In Electronic Monitoring System(EMS) And Low Voltage Indicator In OperatingMonitoring System (OMS)”. The procedures in thisSpecial Instruction are designed to guide you tothe problem with as little testing as possible. Inmost cases, you will only use a few of the tests todiagnose a problem. The tests are labelled as T1- T8 for easy reference. A descriptive title for eachtest is included as well.

Initial Troubleshooting Procedure

1. CHECK THE RESISTANCE IN EXCITATIONCIRCUIT. This step is only for alternatorswith external excitation when the terminal forexcitation is labelled: “1”, “REG”, and “D+”.See “Alternator Specifications” if the methodof excitation is unknown. Go to Step 3 if youralternator is self-excited. If the alternator’sterminal for excitation is labelled “IG” Go to Step2.

a. Turn the key start switch to the ON position.

b. Verify voltage at the excitation terminal.Connect the red lead from a multimeter to theexcitation terminal. Connect the black lead toa ground source (the case of alternator).

c. Read the voltage that is shown on themultimeter.

Expected Result: The voltage reads at least.2 volts.

Results:

• YES - Voltage reads .2 volts or more. Theexcitation circuit is correct. Proceed to Step3.

• NO - Voltage is less than .2 volts. There is afault in the wiring harness to the alternatoror there is a poor electrical connection.Correct the problem and operate themachine. Watch for a recurrence of theproblem.

2. CHECK THE RESISTANCE IN THE EXCITATIONCIRCUIT (CONTINUED). This step is only foralternators with external excitation when theterminal for excitation is labelled: “IG”. See“Alternator Specifications” if the method ofexcitation is unknown. Go to Step 3 if youralternator is self-excited.

a. Turn the key start switch to the ON position.

b. Verify voltage at the excitation terminal.Connect the red lead from a multimeter to theexcitation terminal. Connect the black lead toa ground source (the case of the alternator).

Note: For Denso G3B, K3A, and L3A alternators,Insert a 7X-1710 Multimeter Probe Group into therear of the middle wire in the connector. See figure379 below. Insert the probe (“spoon” lead) betweenthe black seal that surrounds the wire and the outershell of the connector. Do not insert the probebetween the wire insulation and the black seal. Thisterminal (IG) is the terminal for excitation.


Special Wire Probe Technique For Denso Alternators

c. Read the voltage that is shown on themultimeter.

Expected Result: The voltage is within .5volts of battery voltage.

Results:


• YES - Voltage reads battery voltage. Theexcitation circuit is correct. Proceed to Step3.

• NO - Voltage is lower than .5 volts of thebattery voltage. There is a fault in the wiringharness to the alternator or there is a poorelectrical connection. Correct the problemand operate the machine. Watch for arecurrence of the problem.

3. CHECK THE SYSTEM VOLTAGE.

a. Before starting the machine, connect avoltmeter between the “B+” terminal and thecase of the alternator. Turn OFF all electricalloads.

b. Turn the key to the ON position but do notstart the engine.

Expected Result: This voltage should besystem voltage.

Results:

• YES - System voltage is present. Go toStep 4

• NO - Voltage is less than system voltage.Verify that the batteries are good and verifythat battery connections are good. Go to“T4 Alternator Drive System - Check” if thebatteries are good.

4. INITIAL CHECK OF ALTERNATOR OPERATION

a. The voltmeter remains connected in theconfiguration from Step 3.

b. Start the machine. Set the throttle to at least75%. Read the voltage on the voltmeter.

Expected Result: The voltage is higher thanthe voltage recorded in the previous Step 3.

Results:

• YES -Voltage is higher than the voltageobserved in the previous Step 3. Thevoltage is also lower than the maximumvoltage that is listed in the specificationsfor the alternator. The alternator is chargingpartially. See the following diagnostic flowchart for reference in continued testing.Proceed to “T1 Alternator Output - Test”.

• YES - Voltage is higher than the voltageobserved in the previous Step 3. Thevoltage is also higher than the maximumvoltage that is listed in the specificationsfor the alternator. The alternator is overcharging. Proceed to “T8 AlternatorOvercharging - Test”.

• NO - Voltage is not higher than the voltagethat was observed in Step 3. Proceed to“T4 Alternator Drive System - Check”.

Note: Severely discharged batteries can causelow system voltage. This can occur even while theengine is running above idle, and the alternator isworking properly. Proper low engine idle is alsoimportant. Most of the alternators in Caterpillarapplications are self-excited. These alternators mustexceed a turn-on speed before charging will begin.Alternator output can be very low at idle.



T1 Alternator Output - Test

1. Ensure that the batteries are NOT fully charged.

a. Fully charged batteries have open circuitvoltage above 12.5 volts on 12 volt systemsor 25 volts on 24 volt systems.

b. If the batteries are fully charged then crankthe engine for 30 seconds. This actionreduces the battery voltage. Operate thelights for 10 minutes while the engine is offas an alternative.

2. Connect the 9U-5795 Current Probe or 8T-0900Ammeter to a DMM (digital multimeter). Themultimeter must have a peak hold feature. Clampthe probe around alternator output wire (“B+”).Before clamping the probe around the wire,ensure that the probe is “zeroed” .

3. Set the digital multimeter to “peak hold” or “maxmode” on the “mV” scale.

4. Turn on all electrical accessories: lights, airconditioning, and radio.

5. Start the machine, and immediately set thethrottle to at least 75%. The peak current willappear on the voltmeter in “peak hold” or “max”mode.

Expected Result: This current reading shouldbe at least 90% of the specified peak output.

Results:

• OK - Current is at least 90% of the specifiedpeak output. See “Alternator Specifications”for exact numbers. Go to “T2 Electrical SystemCurrent - Test”.


• NOT OK - Current is less than 90% of thespecified peak output. Go to “T4 AlternatorDrive System - Check”.

T2a - Test For Machines EquippedWith A Main Disconnect Switch

1. Turn off all of the accessories. Turn the keyswitch to the OFF position.

2. Clamp a 9U-5795 Current Probe or 8T-0900Ammeter around the main ground cable. Clampthe tool with the positive side away from thebattery. Reset the probe (zero) before clampingthe probe around the wire. Read the current.

Expected Result: The current is below 2amperes.

Results:

• YES - The current is below 2 amperes.Continue to Step 3.

• NO - The current is above 2 amperes. Thereis a current draw in the system. Go to “T5Alternator Current - Test”.

3. Turn the disconnect switch to the ON position.Connect an ammeter across the disconnectswitch terminals. Connect the red lead to theterminal on the frame side. Connect the blacklead to the terminal on the battery side. If amultimeter is being utilized for this test, use the10A connections in order to avoid damage.

4. Turn off the disconnect switch and read thecurrent.

Expected Result: The current is below .050amperes (50 milliamperes).

Note: The standard acceptable current draw is 50milliamperes. A current draw above 50 milliamperesusually indicates a problem. However, some largemachines with multiple electronic control moduleshave a higher acceptable limit. Contact a Caterpillardealer for more information.

Results:

• YES - The current is below 0.050 amperes. Thecharging system is currently good. The fault ispossibly an intermittent draw in the system.The batteries may be faulty. Check that NOaccessories were ON during the test.

• NO - The current is above 0.050 amperes.There is a draw in the system. Go to “T5Alternator Current - Test”.

T2b - Test For Any Machine

1. Turn off all accessories. Turn the key switch tothe OFF position.

2. Clamp a 9U-5795 Current Probe or 8T-0900Ammeter around the main ground cable. Clampthe tool with the positive side away from thebattery. Reset the probe (zero) before clampingaround the wire. Read the current.

Expected Result: The current is below 2amperes.

Results:

• YES - The current is below 2 amperes.Continue to Step 3.

• NO - The current is above 2 amperes. Thereis a current draw in the system. Go to “T5Alternator Current - Test”.

3. Remove the ground cable from the batteryterminal. For systems with 4 batteries, or 12 voltsystems with 2 batteries, disconnect the groundcables from both negative batteries.

4. Connect an ammeter between the disconnectedbattery ground cable and one of the negativebattery terminals. Connect the red positive leadof the ammeter to the cable. The negative leadshould be connected to the battery terminal. Ifa multimeter is being utilized for this test, usethe 10 ampere connections in order to avoiddamage.

Expected Result: The current is below .050amperes (50 milliamperes).


Results:

• YES - The current is below 0.050 amperes. Thecharging system is currently good. The fault ispossibly an intermittent draw in the system.The batteries may be faulty. Check that NOaccessories were ON during the test.

• NO - The current is above 0.050 amperes.There is a draw in the system. Go to “T5Alternator Current - Test”.


Note: The following alternators have a connector fora regulator: 6T-1193, 6T-1194, 6T-1195, 6T-1196,9G-6079, and 9G-6081. Disconnect the regulatorconnector from the alternator. Recheck the currentthat was found in the previous Step. If the currentis below 0.050 amperes (50 milliamperes) theregulator is faulty.

T3 Charging System - Test

1. Verify that the alternator B+ terminal nut is tightand verify that the wire has a good connectionto the B+ terminal.

2. Many Caterpillar machines are equipped witha connector for the 6V-2150 Starting/ChargingAnalyzer. Use of this tester replaces the testingbelow.

3. Start the engine and set the throttle to at least 75percent. Turn ON all electrical accessories for alltest steps below. Allow the engine to run for atleast 3 minutes before continuing to Step 4. Thefollowing table will assist in making calculationsduring this test.

Table 35

Test Step VoltageReading

4

5

Voltageshould bebelow thisfor 12 voltsystem


4 minus 5 = 1.0 volt 2.0 volts

6

7

6 minus 7 = 0.5 volt 1.0 volt

8 0.5 volt 1.0 volt

4. Measure the voltage between the alternator B+terminal and the alternator case ground.

5. Measure the voltage across the battery. Putthe red lead on the positive battery terminal,and put the black lead on the negative batteryterminal. Step 5should be completed as quicklyas possible after Step 4.

Expected Result: On 12 volt systems, thevoltage is less than or equal to voltage recordedin Step 4, but the voltage is within one volt. On24 volt systems, the voltage is within 2 volts.

Results:

• YES - If the voltage in Step 4 is not more than1 volt for 12 volt systems (2 volts for 24 voltsystems) higher than the voltage in Step 5,this test is complete and the related wiring iscorrect at this time. Replace the alternator ordisassemble the alternator and repair.

• NO - If the voltage in Step 4 is more than 1volt for 12 volt systems (2 volts for 24 voltsystems) higher than the voltage in Step 5,there is high circuit resistance: corrosion, looseconnections, and damaged wiring. Continueto Step 6.

6. Check the voltage between the machine frameand the alternator B+ terminal. Record thevoltage.

7. Check the voltage between the machine frameand the positive battery post. Step 7 should becompleted as quickly as possible after Step 6.

Expected Result: The voltage differencebetween Step 6 and Step 7 does not exceed 1volt on 24 volt systems or 0.5 volts on 12 voltsystems.

Results:

• YES - The voltage difference does not exceedthe tolerance. The charging circuit is good.Go to Step 8.

• NO - The voltage difference exceeds thetolerance. There is high resistance in thecharging circuit: loose cables, corrodedcables, damaged cables, and faulty circuitbreaker. Correct the problem and retest thesystem.

8. Check the voltage between the negative batterypost and the alternator case ground.

Expected Result: The voltage does not exceed1 volt on 24 volt systems or 0.5 volts on 12 voltsystems.

Results:

• YES - The voltage difference does not exceedthe tolerance. The ground circuit is good.There is an internal problem with the alternator.Go to “T6 Residual Magnetism Restoration”.

• NO - The voltage difference exceeds thetolerance. There is high resistance in theground circuit: loose cables, corroded cables,loose alternator mounting, and poor engineground. Correct the problem and retest thesystem.


T4 Alternator Drive System - Check

1. Check the condition of the alternator drive belt. Ifthe drive belt is oily, clean the pulleys. Replacethe drive belt, and retest the system. If the drivebelt is wet, dry the belt and retest the system. Ifthe drive belt is worn, replace the belt and retestthe system.

2. Check the tension of the alternator drive belt. Ifthe tension is off, adjust the tension.

3. Check the nut on the alternator pulley. If the nutis loose, tighten the nut and retest the system.

4. If all of the previous steps find no problems goto “T3 Charging System - Test”.

T5 Alternator Current - Test

1. Turn the key switch to the OFF position.

2. Connect the 9U-5795 Current Probe or 8T-0900Ammeter to a DMM (digital multimeter). Clampthe probe around the alternator output wire(“B+”). Before clamping the probe around thewire, ensure that the probe is “zeroed” .

3. Read the current.

Expected Result: The current is under 2amperes.

Results:

• YES - The current is under 2 amperes.Continue to Step 4.

• NO - The current is over 2 amperes. Thereis an internal problem with the alternator.Replace the alternator or disassemble thealternator and repair.

4. Disconnect the B+ terminal wire from thealternator. Connect the red lead of the multimeterto the wire that was just disconnected. Connectthe black lead of the multimeter to the alternatorB+ terminal. Set the multimeter on the 10 ampscale. Read the current.

Expected Result: The current is under 0.015amperes.

Results:

• YES - The current is under 0.015 amperes.The alternator is operating correctly. There isa current draw on the machine. Go to “T7Identifying Source Of Current Draw - Test”.

• NO - The current is over 0.015 amperes. Thereis an internal problem with the alternator. Go to“T6 Residual Magnetism Restoration”.

T6 Residual Magnetism Restoration

This test is only for self-excited alternators.See Service Magazine, SEBD1672, July 1986,“Brushless Alternators May Not Charge In CertainConditions” for additional information.

1. Start the engine and set the throttle to at least75%.

2. Connect a voltmeter between the “B+” terminaland the alternator case ground.

3. If a wire is connected, disconnect the wire fromthe “R” terminal.

Expected Result: The voltage stays the same.

Results:

• YES - The voltage stays the same. Continueto Step 4.

• NO - The voltage rises and the alternatorbegins charging. The wire to the “R” terminalis shorted. Repair the wiring or replacethe wiring. Go to “Initial TroubleshootingProcedure” and retest the system.

4. Connect one end of a jumper wire to the “B+”terminal of the alternator.

5. Connect the other end of the jumper wire to the“R” terminal (“D+” terminal for Bosch) of thealternator for two seconds.

Expected Result: The voltage output rises onthe “B+” terminal.

Results:

• OK - The voltage output rises. The alternatoris now charging. Go to “Initial TroubleshootingProcedure” and retest the system.

• NOT OK - The voltage output does not rise.If the alternator has a wire connected to the“I” terminal, then go to Step 6. Otherwise,disassemble and repair the alternator, orreplace the alternator.

6. Remove the wire that is connected to the “I”terminal. Check for a rise in voltage on the “B+”terminal.

Expected Result: The voltage rises.


Results:

• YES - The voltage rises. There is a shortin the wiring to the terminal. Repair thewiring or replace the wiring. Go to “InitialTroubleshooting Procedure” and retest thesystem.

• NOT OK - The voltage output does not rise. Ifthe alternator has a wire connected to the “I”terminal, go to Step 6. Otherwise, disassembleand repair the alternator, or replace thealternator.

T7 Identifying Source Of CurrentDraw - Test

1. Make sure that every electrical component isturned OFF. Make sure that the key switch isturned OFF. Make sure that the dome lights areOFF.

2. Clamp a 9U-5795 Current Probe or 8T-0900Ammeter around the main ground cable. Clampthe tool with the positive side away from thebattery. Reset the probe (zero) before clampingthe probe around the wire. Use the currentprobe if the draw is above approximately 2amperes. Use the Ammeter if the draw is belowapproximately 2 amperes.

3. Monitor the current and remove fuses andbreakers one at a time. Check the current aftereach fuse (breaker) is removed. After removinga fuse (breaker) and observing the current,reinstall the fuse (breaker). Start with the mainfuses (circuit breakers) first, and proceed tosmaller circuits.

4. If a removal of a fuse causes the current to drop,then the problem is in that circuit.

a. Check if any components on the circuit areON.

b. If everything is OFF, disconnect electricalcomponents on that circuit one at a time andmonitor current.

c. After all of the components in that circuit havebeen disconnected, check the current. If theproblem still exists then check the wiring forcorrosion or shorts to ground.


T8a- Alternator Overcharging - Test

This test is for alternators with an “IG”, “S”, or othersense terminal.

1. Clean the connection and tighten the connectionto the wiring terminal on the alternator.

2. Verify that the alternator B+ terminal nut is tightand verify that the wire has a good connection tothe “B+” terminal.

3. Many Caterpillar machines are equipped witha connector for the 6V-2150 Starting/ChargingAnalyzer. Use of this analyzer replaces thetesting below through Step 8. Therefore, if thetesting is good, go to Step 9. If the analyzer findsa problem, correct the problem and retest thesystem. Go to “Initial Troubleshooting Procedure”.

4. Start the engine and set the throttle to at least 75percent. Turn ON all electrical accessories for alltest steps below. Allow the engine to run for atleast 3 minutes before continuing to Step 5. Thefollowing table will assist in making calculationsduring this test.

Table 36


5

6




7

8



6. Measure the voltage across the battery. Putthe red lead on the positive battery terminal,and put the black lead on the negative batteryterminal. Step 6 should be completed as quicklyas possible after Step 5.

Expected Result: On 12 volt systems, thevoltage is within one volt of the voltage recordedin Step 5. On 24 volt systems, the voltage iswithin 2 volts.

Results:

• YES - If the voltage in Step 5 is not more than1 volt for 12 volt systems (2 volts for 24 voltsystems) higher than the voltage in Step 6,this step is complete and the related wiring iscorrect at this time. Go to Step 9.


• NO - If the voltage in Step 5 is more than 1volt for 12 volt systems (2 volts for 24 voltsystems) higher than the voltage in Step 6,there is high circuit resistance: corrosion, looseconnections, and damaged wiring. Go to Step7.




Results:

• YES - The voltage difference does not exceedthe tolerance. The charging circuit is good.Go to Step 9.

• NO - The voltage difference exceeds thetolerance. There is high resistance in thecharging circuit: loose cables, corrodedcables, damaged cables, faulty circuit breaker,and faulty main relay. Correct the problem.Go to “Initial Troubleshooting Procedure” andretest the system.

9. Start the engine and set the throttle to at least 75percent. Turn OFF all of the accessories.


Special Wire Probe Technique For Denso Alternators

Note: Denso G3B, K3A, and L3A Alternators Only:Insert a 7X-1710 Multimeter Probe Group into therear of the middle wire in the connector. See figure381. Insert the probe (spoon lead) between theblack seal that surrounds the wire and the outershell of the connector. Do not insert the probebetween the wire insulation and the black seal. Thisterminal (“IG”) is the terminal for excitation.

10. Measure the voltage between the sense terminaland the case of the alternator.

Expected Result: The voltage at the senseterminal is above the specification.

Results:

• YES - The voltage is over specification. Thealternator is faulty or the regulator is faulty.Replace the alternator or repair the alternator.

• NO - The voltage is below that found in theinitial tests (B+ to alternator case). The sensecircuit in the machine has high resistance.Correct the problem and retest the system .Go to “Initial Troubleshooting Procedure”.

T8b - Alternator Overcharging -Test (Continued)

This test is for alternators without an “IG”, “S”, orother sense terminal.

1. Clean and tighten the connection to the wiringterminal on the alternator.

2. Verify that the alternator B+ terminal nut is tightand verify that the wire has a good connectionto the B+ terminal.

3. Many Caterpillar machines are equipped witha connector for the 6V-2150 Starting/ChargingAnalyzer. Use of this analyzer replaces thetesting below up to Step 8. If the testing is good,go to Step 9. If the analyzer finds a problem,correct the problem and retest the system. Go to“Initial Troubleshooting Procedure”.

4. Run the engine at 75 percent. Turn ON allelectrical accessories for all test steps below.Allow the engine to run for at least 3 minutesbefore continuing to Step 5. The following tableshows how the measurements taken during thistest will be used.


Table 37


5

6




7

8



6. Measure the voltage across the battery. Putthe red lead on the positive battery terminal,and put the black lead on the negative batteryterminal. Step 6 should be comleted as quicklyas possible after Step 5.

Expected Result: On 12 volt systems, thevoltage is within one volt of the voltage recordedin Step 5. On 24 volt systems, the voltage iswithin 2 volts.

Results:

• YES - If the voltage in Step 5 is not more than1 volt for 12 volt systems (2 volts for 24 voltsystems) higher than the voltage in Step 6,this step is complete and the related wiring iscorrect at this time. Go to Step 9.

• NO - If the voltage in Step 5 is more than 1volt for 12 volt systems (2 volts for 24 voltsystems) higher than the voltage in Step 6,there is high circuit resistance: corrosion, looseconnections, and damaged wiring. Go to Step7.




Results:

• YES - The voltage difference does not exceedthe tolerance. The charging circuit is good.The regulator is faulty or the alternator is faulty.Replace the defective component, and retestthe system.

• NO - The voltage difference exceeds thetolerance. There is high resistance in thecharging circuit: loose cables, corrodedcables, damaged cables, faulty circuit breaker,and faulty main relay. Correct the problem.Go to “Initial Troubleshooting Procedure” andretest the system.

Alternator SpecificationsTable 38

Alternator Specifications

PeakCurrentRating(Amps)

MinimumPeakCurrent(Amps)

12 Volt Alternators

8C-5535 32 28

7N-4784, OR-5201 40 36

6T-1396, 7T-2096, 8C-5908,OR-3654

51 46

9W-2648, 9W-2949, 8T-9700,105-2811(IG), OR-4327(IG),105-2812(IG), OR-9273(IG),34-3268, 68-4139, 3E-7295(D+),7T-2876(D+), 100-8223

55 49

7G-7889 60 54

8C-5510(I), OR5200 61 55

8N-2268 75 68

3E-7892, OR-3616 85 77

105-2813(IG), OR-9274(IG),105-2814(IG), OR-4328(IG),149-2064(REG),OR-9410(REG), 9X-0341(D+)

90 81

8C-6163, OR-1699, 107-2519 105 95

9X-6796, 9X-9096, 121-4134,121-4136, OR-3527

115 104

3E-8827, 121-4135, 117-1379(I) 130 117

152-8746 135 122

125-9597, OR-8332 145 131

24 Volt Alternators

2P-1204, 3Y-8200 19 17

2Y-8310 21 19

6T-1395, 7T-2095, OR-3653 33 30

6N-9294, OR-5217, OR-3482 35 32

5N-5692, OR-2698 45 41

5S-9088, 100-5047, 112-5041,OR-5206, OR-3667, OR-3668

50 45

109-2362, 9W-3043, OR-3652(D+), 112-8032

55 50

(continued)


(Table 38, contd)

Alternator Specifications

PeakCurrentRating(Amps)

MinimumPeakCurrent(Amps)

3E-7772(IG), OR-9437(IG),105-3132(IG), 4N-3986,OR-5203

60 54

155-7434, 132-2156(I),107-7977(I), OR-8279(I)

70 63

107-7976, 114-2401, OR-8997,3E-7577, OR-3615

75 68

9X-7803, OR-3749,122-6657100

100 90

Parts-Service Only Discontinued 12 Volt Alternators

6T-1193 18 16

7N-6118, 6N-5460, 4N-4540 40 36

6T-1195 42 38

7X-1340 45 41

9G-6079, 6T-1194 63 57

Parts-Service Only Discontinued 24 Volt Alternators

9G-6081, 6T-1196 40 36

D+ - Diode trio output. Alternator requires externalexcitation.

REG - Regulator Terminal. Alternator requires externalexcitation.

I - Ignition Terminal. Alternator can be externally excitedthrough this terminal.

IG - Ignition Terminal. System voltage must be suppliedto this terminal to turn on the alternator. Some of thesealternators use the IG terminal as a sense terminal.

i00995530

Pulse Width Modulated (PWM)Sensor - TestSMCS Code: 7601-038-NS

Identification of Sensor Wire andContacts


Typical Schematic Symbol of a Pulse Width Modulated Sensor

Note: In addition to the “Pulse Width Modulated(PWM) Sensor - Test”, the VIMS diagnostics arehelpful in troubleshooting sensors.

When you are testing a sensor, it is necessary toidentify the connector contacts and the harnesswires. The Electrical System Schematic showsthe numbers of the connector contacts whichcorrespond to the wire numbers. See the ElectricalSystem Schematic in the Service Manual for themachine.

On all machines, the wire numbers and connectorcontacts are identified by these general rules:

• The +V wire number (power) is between 100 and199. The +V contact corresponds to this wirenumber.

• The ground wire number is between 200 and299. The ground contact corresponds to this wirenumber.

• The number of the signal wire is between 400and 499. The signal contact corresponds to thiswire number.

For an example, see Illustration 382:

• The +V wire is wire number 113.

• The +V contact is contact A.


• The ground wire is wire number 201.

• The ground contact is contact B.

• The signal wire is wire number 443.

• The signal contact is contact C.

ProcedureTable 39

Tools Needed



1. TROUBLESHOOT THE SENSORS.

Troubleshoot sensor circuits in the followingorder.

a. Perform the “Sensor Signal Voltage -Tests”.This test checks the sensor voltages at thesensor, when all the circuits are connected.DISCONNECT NOTHING. Troubleshoot“as is” before disconnecting any circuits.Disconnecting the sensor from the harnessbefore measuring the voltage may alter a poorconnection. This will make the proof of causedifficult or impossible.

b. Perform the Sensor Dynamic Test, ifnecessary.

c. The VIMS interface module is the cause ofthe fault if the sensor and the harness arecorrect. Replace the VIMS interface module.Refer to the Testing and Adjusting, “Module -Replace”.

To identify the sensor wires and connector contacts,see “Identification of Sensor Wire and Contacts”.Otherwise, proceed to “Sensor Signal Voltage -Test”.

i01382202

Sensor Signal Voltage - TestSMCS Code: 7601-038-NS

Note: This procedure is performed while the VIMSinterface module is connected to the sensor.

Table 40

Specifications for the Sensor Signal Voltage Test.(1)

Temperature Sensor

Temperature SignalVoltage(2)

Duty Cycle(2)

−40 to 20�C(−40 to −4�F)

1.0 to 1.1 DCV 10 to 11%

−20 to 0�C(−4 to 32�F)

1.1 to 1.4 DCV 11 to 15%

0 to 20�C(32 to 68�F)

1.4 to 1.9 DCV 15 to 23%

20 to 40�C(68 to 104�F)

1.9 to 2.9 DCV 23 to 37%

40 to 60�C(104 to 140�F)

2.9 to 4.0 DCV 37 to 55%

60 to 80�C(140 to 176�F)

4.0 to 5.1 DCV 55 to 71%

80 to 100�C(176 to 212�F)

5.1 to 5.8 DCV 71 to 82%

100 to 120�C(212 to 248�F)

5.8 to 6.3 DCV 82 to 89%

120 to 140�C(248 to 275�F)

6.3 to 6.5 DCV 89 to 93%

(1) These specifications may be used in Step 2 of the followingprocedure.

(2) The voltages that are listed here are guidelines fortroubleshooting. The values are not considered to be exact.The tolerance is ±10%. The tolerance depends on the conditionof the harness. The voltage output should change smoothlywith the change in temperature.

Table 41

Specifications for Sensor Voltage Test(1)

Temperature Sensor (Exhaust)


DutyCycle (2)

50 to 200 �C(122 to 392�F)

1.4 to 2.0 DCV 22 to 33%

200 to 400 �C(392 to 725�F)

2.0 to 2.8 DCV 35 to 50%

400 to 600 �C(725 to 1112�F)

2.8 to 3.7 DCV 50 to 67%

600 to 850 �C(1112 to 1562�F)

3.7 to 4.8 DCV 67 to 88%

(1) These specifications may be used with Step 2 of the followingprocedure.



Table 42

Specifications for Sensor Voltage Test(1)

Pressure Sensor (AIR)

Air Pressure Signal Voltage(2) DutyCycle(2)

0 to 200 kPa(0 to 29 psi)

0.9 to 1.8 DCV 10 to 27%

200 to 400 kPa(29 to 58 psi)

1.8 to 2.8 DCV 27 to 45%

400 to 600 kPa(58 to 88 psi)

2.8 to 3.7 DCV 45to 62%

600 to 800 kPa(88 to 115 psi)

3.7 to 4.6 DCV 62 to 80%

800 to 1000 kPa(115 to 145 psi)

4.6 to 5.5 DCV 80to 97%


(2) The voltages that are listed here are guidelines fortroubleshooting. The values are not considered to be exact.The tolerance is ±10%. The tolerance depends on the conditionof the harness. The voltage output should change smoothlywith the change in air pressure.

Table 43

Specifications for the Sensor Voltage Test (1)

Ultrasonic Fuel Level Sensor

Depth of Fuel (Deep Tank)(2) Depth of Fuel(2)(Shallow Tank) Signal (3)

VoltageDutyCycle

0 to 500 mm (0 to 19.7 inch) 0 to 250 mm (0 to 9.9 inch) 0.6 to 1.9 DCV 6 to 25%

500 to 1000 mm (19.7 to 39.4 inch) 250 to 500 mm (9.9 to 19.7 inch) 1.9 to 3.2 DCV 25 to 45%



(1) These specifications may be used with Step 2 of the following procedure.(2) Connector contact 3 is used to program the sensor for the proper depth of the tank . Contact 3 is grounded for shallow tanks and open for

deep tanks. See the Electrical System Schematic for the machine that is being serviced.(3) The voltages that are listed here are guidelines for troubleshooting. The values are not considered to be exact. The tolerance is ±10%. The

tolerance depends on the condition of the harness. The voltage output should change smoothly as the signal changes.

Note: The actual fuel level may not agree with thesensor. The fuel level reading depends on thelocation of the sensor in the fuel tank.

Table 44

Specifications for Sensor Voltage Test

Fuel Level Sensor (Resistive Type)

Machine FuelLevel

SensorResistance

BufferDuty Cycle

994 Empty 0-5 � 94-90%

994 Full 90-100 � 28-21%

992G Empty 90-100 � 28-21%

992G Full 0-5 � 94-90%


Procedure

Locate the suspect sensor. Identify the sensor wiresand connector contacts. See Testing and Adjusting,“Pulse Width Modulated (PWM) Sensor - Test”. DONOT DISCONNECT ANY HARNESS CONNECTORSAT THIS TIME. Turn the key start switch to the ONposition. DO NOT START THE ENGINE.

Note: Some sensors are powered by the VIMSinterface modules and use 8 volts and other sensorsare powered from the battery and use 24 volts.Refer to the Electrical System Schematic in order todetermine the voltage that is required for the sensorthat is being checked.

1. CHECK THE SENSOR POWER.

a. At the sensor connector, identify the +V andground circuits.

b. Insert the 7X-1710 Multimeter Probe leadsinto the back of the sensor connector alongside of the +V and ground circuit wires.


Expected Result: The voltage is between 7.5DCV and 8.5 DCV or the voltage is between24 DCV and 29.5 DCV.

Results:

• OK - Voltage is between 7.5 DCV and 8.5DCV or the voltage is between 24 DCV and29.5 DCV. The system voltage is present.Proceed to Step 2.

• NOT OK - Voltage is not between 7.5 DCVand 8.5 DCV or the voltage is not between24 DCV and 29.5 DCV. There is an opencircuit. Trace the +V and ground circuits inthe machine harness. Repair the machineharness or replace the machine harness.STOP.



b. Insert the 7X-1710 Multimeter Probe leadsinto the back of the sensor connector alongside of the signal and ground circuit wires.

c. Measure the signal voltage and record thesignal voltage.

Note: If more precise specifications of the signalvoltage are necessary, use the specifications thatare listed in the tables of “Specifications for SensorVoltage Test”.

Expected Result: The signal voltage isbetween approximately 1.0 DCV and 8.0 DCV.

Results:

• VOLTAGE is FROM 1.0 DCV TO 8.0 DCV.The signal voltage at the sensor is correct.Proceed to Step 3.

• VOLTAGE is GREATER THAN 9.0 VDC.The voltage is NOT between approximately1.0 DCV and 8.0 DCV. The signal voltage isnot correct. Proceed to Step 4.

• VOLTAGE is LESS THAN 1.0 DCV. Thevoltage is less than 1.0 DCV. Proceed toStep 5.

3. CHECK THE SIGNAL CIRCUIT OF THEMACHINE HARNESS.

a. At the machine harness connector for themain display module, identify the signal andground circuits. DO NOT DISCONNECT THEHARNESS CONNECTOR.

b. Insert the 7X-1710 Multimeter Probe leadsinto the back of the machine harnessconnector along side of the signal and groundcircuit wires.


d. Compare this measurement with the voltagethat was measured in the previous test“CHECK THE SIGNAL VOLTAGE”.

Expected Result: The signal voltage is equalto the voltage that was recorded in Step 2.a.

Results:

• OK - Signal voltage is equal to the voltagethat was recorded in Step 2.a. The VIMSinterface module is receiving a valid signalvoltage. If the problem still persists, furthertesting is required. Proceed to Step 6.

• NOT OK - Signal voltage is NOT equalto the voltage that was recorded in Step2.a. The machine harness has an open inthe signal or ground circuits. Repair themachine harness or replace the machineharness. STOP.


a. Signal voltage is greater than 7.0 DCV. Theprobable cause is a short to system voltage(+battery) in the machine harness or thesensor has failed.


b. Disconnect the machine harness connectorfor the sensor.

c. At the machine harness connector for thesensor, measure the voltage between thesignal contact and the ground contact.

Expected Result: The voltage is greater than9.0 DCV.

Results:

• YES - Voltage is greater than 9.0 DCV. Thevoltage is not correct. The signal circuitof the machine harness is shorted to the+battery. Repair the machine harnessor replace the machine harness. If themachine harness is not the cause, replacethe VIMS module. STOP.

• NO - Voltage is 7.0 ± 1.0 DCV. The voltageis correct for a good harness. The sensorhas failed. Replace the sensor. STOP.


The signal voltage is less than 1.0 DCV. Theprobable cause is a short to ground in themachine harness or the sensor has failed.

a. Disconnect the machine harness connectorfor the sensor.

b. Measure the voltage between the signalcontact and the ground contact.

Expected Result: The voltage that ismeasured is less than 6.0 ± 0.5 DCV.

Results:

• YES - Voltage is less than 1.0 DCV. Thevoltage is not correct. The signal circuit ofthe machine harness is shorted to ground.Repair the machine harness or replace themachine harness. If the machine harnessis not the cause, replace the VIMS module.STOP.

• NO - Voltage is 7.0 DCV. The voltage iscorrect for a good harness and the maindisplay module. The sensor has failed.Replace the sensor. STOP.

6. PERFORM THE SENSOR DYNAMIC TEST.

i01382179

Sensor Dynamic TestSMCS Code: 7601-038-NS

Note: The VIMS module is disconnected.

Table 45

Specifications for the Sensor Signal Voltage Test.(1)

Temperature Sensor

Temperature Signal Voltage(2) DutyCycle(2)(3)

−40 to 20�C(−40 to −4�F)

1.0 to 1.1 DCV 10 to 11%

−20 to 0�C(−4 to 32�F)

1.1 to 1.4 DCV 11 to 15%

0 to 20�C (32 to 68�F) 1.4 to 1.9 DCV 15 to 23%

20 to 40�C(68 to 104�F)

1.9 to 2.9 DCV 23 to 37%

40 to 60�C(104 to 140�F)

2.9 to 4.0 DCV 37 to 55%

60 to 80�C(140 to 176�F)

4.0 to 5.1 DCV 55 to 71%

80 to 100�C(176 to 212�F)

5.1 to 5.8 DCV 71 to 82%

100 to 120�C(212 to 248�F)

5.8 to 6.3 DCV 82 to 89%

120 to 140�C(248 to 275�F)

6.3 to 6.5 DCV 89 to 93%



(3) Frequency of the 100-3055 Sensor is 5 kHz.


Table 46

Specifications for Sensor Voltage Test (1)

Exhaust Temperature Sensor


DutyCycle (2)(3)

50 to 200 �C(122 to 392�F)

1.4 to 2.0 DCV 22 to 33%

200 to 400 �C(392 to 725�F)

2.0 to 2.8 DCV 35 to 50%

400 to 600 �C(725 to 1112�F)

2.8 to 3.7 DCV 50 to 67%

600 to 850 �C(1112 to 1562�F)

3.7 to 4.8 DCV 67 to 88%



(3) Frequency of the 3E-7826 Sensor is 500 Hz.

Table 47

Specifications for Sensor Voltage Test (1)

Pressure Sensor (Air)

Air Pressure Signal Voltage(2) DutyCycle(2)(3)

0 to 200 kPa(0 to 29 psi)

0.9 to 1.8 DCV 10 to 27%

200 to 400 kPa(29 to 58 psi)

1.8 to 2.8 DCV 27 to 45%

400 to 600 kPa(58 to 88 psi)

2.8 to 3.7 DCV 45 to 62%

600 to 800 kPa(88 to 115 psi)

3.7 to 4.6 DCV 62 to 80%

800 to 1000 kPa(115 to 145 psi)

4.6 to 5.5 DCV 80 to100%


(2) The voltages that are listed here are guidelines fortroubleshooting. The values are not considered to be exact.The tolerance is ±10%. The tolerance depends on the conditionof the harness. The voltage output should change smoothlywith the change in air pressure.

(3) Frequency of the 100-4311 Sensor is 5 kHz.


Table 48

Specifications for the Sensor Voltage Test (1)

Ultrasonic Fuel Level Sensor

Depth of Fuel (Deep Tank)(2) Depth of Fuel (2)(Shallow Tank) Signal (3)

VoltageDuty

Cycle(3)(4)

0 to 500 mm (0 to 19.7 inch) 0 to 250 mm (0 to 9.9 inch) 0.6 to 1.9 DCV 6 to 25%




(1) These specifications may be used with Step 2 of the following procedure.(2) Connector contact 3 is used to program the sensor for the proper depth of the tank . Contact 3 is grounded for shallow tanks and open for

deep tanks. See the Electrical System Schematic for the machine that is being serviced.(3) The voltages that are listed here are guidelines for troubleshooting. The values are not considered to be exact. The tolerance is ±10%. The

tolerance depends on the condition of the harness. The voltage output should change smoothly as the signal changes.(4) Frequency of the sensor is 4 kHz.

Note: The actual fuel level may not agree with thesensor. The fuel level reading depends on thelocation of the sensor in the fuel tank.

Table 49

Specifications for the Lift Position Sensor thatis used with the Large Wheel Loaders

Mechanical Range (MAX) Duty Cycle(1)

102 Degrees 3 to 97 %

(1) Frequency of the sensor is 600 Hz.

This quick check is used to determine if the sensoris functioning. The accuracy of the sensor is notchecked. Perform this test only after successfullycompleting the Sensor Voltage Test.

Use the Electrical System Schematic in the machineService Manual in order to determine the VIMSconnector contact that corresponds to the failedmachine condition. Use the correct service tool toremove the signal wire connector contact from themachine harness connector of the VIMS module.

Note: The sensors are powered by the VIMS modulewith the exception of the fuel level sensor. Systemvoltage is the power source of the fuel level sensor.The VIMS module must be connected in order toprovide power for the sensors.

Two items are checked in this test:

• A sensor signal is present at the VIMS module.

• The signal voltage increases with a correspondingincrease in the monitored system. The signalvoltage decreases with a corresponding decreasein the monitored system.

Procedure

The required machine conditions are listed here:

• For temperature sensors, the coolant is belowoperating temperature.

• For pressure sensors, the pressure is belowoperating pressure.

• For fuel level sensors (buffer and sender), thefuel level is low.


a. Turn the key start switch to theOFFposition.

b. Ensure that the sensor is connected to themachine harness.

c. Remove the contact of the signal wire fromthe connector of the VIMS interface module.

d. Turn the key start switch to the ON position.DO NOT START THE ENGINE.

e. At the machine harness connector forthe VIMS module, measure voltage (DCV)between the signal contact and frame groundand record the voltage.

Note: If more precise specifications of the signalvoltage are necessary, use the specifications thatare listed in the tables of “Specifications for SensorVoltage Test”.

Expected Results: The voltage is between0.9 and 9.6 DCV.

Results:


• OK - Voltage is between approximately 0.9DCV and 9.6 DCV. The signal voltage to theVIMS interface module is correct. Proceedto 3.

• NOT OK - Voltage is NOT betweenapproximately 0.9 DCV and 9.6 DCV. Thesignal voltage to the VIMS interface moduleis not correct. The probable cause is afailed sensor. Replace the sensor. STOP.

2. CHANGE THE RELATED CONDITION OF THEMACHINE.

a. Increase the temperature, pressure or fuellevel of the system that is being tested. Anexample would be running the engine in orderto increase the coolant temperature of theengine. Another example would be operatingthe implement controls in order to increase thetemperature of the hydraulic oil. Proceed to 3.


a. At the machine harness connector for theVIMS module, measure the voltage (DCV)between the signal contact and frame ground.

Expected Results: The voltage is greaterthan the voltage that was recorded in the“CHECK THE SIGNAL VOLTAGE” test. Thevoltage increased smoothly. There were nolarge increases in the voltage.

Note: The difference in voltage that is seen betweenthis step and the previous step is dependent onthe amount of change that was introduced into thesystem.

Results:

• OK - Voltage is greater and the sensoroperates smoothly. The sensor is correct.STOP.

• NOT OK - Voltage is NOT greater. Theprobable cause is a failed sensor. Replacethe sensor. STOP.

i00996605

Diode Assembly - TestSMCS Code: 1408-038


Connector A (Typical Example)

1. Disconnect the diode assembly from the machineharness.

2. Set the 6V-7070 Digital Multimeter on the diodetest function. Connect the one meter lead tocontact 1 of connector “A”. Connect the secondmeter lead to contact 2 of connector “A”. Themeter should indicate OL or 0.3 to 0.9 DCV.

3. Reverse the meter leads. If the first reading was0.3 to 0.9 DCV, the second reading should beOL. Replace the diode assembly if the diodeassembly does NOT test correctly.


i00996791

Position Sensor (Lift Arm) -AdjustSMCS Code: 6119-025-PSN


Adjusting Rod Ends

(A) Dimension. (1) Lift arm bail. (2) Position lever. (3) Positionsensor shaft. (4) Nut. (5) Shaft. (6) Locknuts.

1. Put the lift arms in the fully lowered position onflat level ground. Tilt back the bucket completely.Stop the engine.

2. Loosen bolt (4) until postiion sensor shaft (3) isable to move freely within position lever (2).

3. Assemble the adjusting rod to the length ofdimension (A) between the pivot centerlines ofthe rod ends. Refer to illustration 384. The lengthof the adjusting rod is adjusted by looseninglocknuts (6) and turning the rod ends on shaft (5).

Table 50

Model Dimension “A”

994 149 mm (5.9 inch)

994D 149 mm (5.9 inch)

4. Connect the adjusting rod to lift arm bail (1) andposition lever (2).

5. Make sure that position lever (2) can rotate freelyon position sensor shaft (3).

6. Put the key start switch in the ON position.Select the parameter for the lift linkage positionsensor. Use the VIMS keypad module to enterthe number 5-8-4. Then press the gauge key.

7. Carefully rotate position sensor shaft (3) in thecounterclockwise direction with a screwdriveruntil the sensor is at the physical limit.

8. Rotate position sensor shaft (3) clockwise with ascrewdriver until the message center reads 8 ±1 degrees. Loosely tighten bolt (4) in positionlever (2) in order to hold position sensor shaft(3) in place.

NOTICEIf the position sensor is extended beyond maximumlimits, damage to the sensor will occur.

9. Check the lift linkage position on the messagecenter. When the message center shows 8 ±1 degrees the adjustment is correct. RepeatSTEP 7 if further adjustments are required. Whenadjustments are complete tighten bolt (4) inposition lever (2).

10. Start the engine and slowly raise the lift arms.Watch the value of the lift linkage position sensor(STEP 6) that is displayed on the messagecenter while the lift arms are rising. The displayreading should not be more than 95 degrees. Ifthe value is greater than 95 degrees verify thatthe machine is on flat ground. Then repeat STEP7 with a value that is less than 8 ± 1 degreesand a value that is greater than 5.0 degrees.

i00996814

Speed Sensor (Engine) - AdjustSMCS Code: 1907-025-NS


994 Engine Output Speed Sensor

(1) Speed sensor. (2) Locknut. (A) Air gap.


1. Remove speed sensor (1). Align a gear toothdirectly in the center of the threaded sensoropening.

2. By hand, screw the speed sensor (1) into thehole until the end of the sensor contacts thegear tooth.

3. Set the air gap of the speed sensor to 0.89 mm(0.035 inch). The air gap is set by turning thesensor 180 degrees in the counterclockwisedirection.

4. Tighten locknut (2) to 20 ± 5 N·m (15 ± 4 lb ft).

Note: Do not allow speed sensor (1) to turn aslocknut (2) is tightened.

i00996822

Module - ReplaceSMCS Code: 7601-510; 7610-510

Prior to replacement of a VIMS module, ensure thatreplacement is absolutely necessary. The VIMSmodule is seldom the cause of a failure. Alwayscheck that power is available to the VIMS module.The system voltage should be present at connectorcontacts 1 and 2 of the machine harness. Duringoperation, the key start switch also supplies systemvoltage to connector contact 8 of the main module.

Note: When possible, record the information that islisted here prior to replacing a VIMS main module:

• Serial number

• Unit number

• SMH

• Odometer (OHT)

• Date and the time

Procedure

1. Turn the disconnect switch and the key startswitch to the OFF position. Disconnect themachine harness from the VIMS module.

2. Ensure that the part number of the control iscorrect prior to replacement.

3. Install the VIMS module.

4. Connect the machine harness to the VIMSmodule.

5. Turn the disconnect switch and the key startswitches to the ON position.

6. When the main module is replaced, the off-boardservice tool must be used to install the sourceand the configuration software. For moreinformation, refer to the Testing and Adjusting,“Off Board Service Tool” section.

7. Ensure the correct operation of the VIMS module.

i00996899

Battery - ReplaceSMCS Code: 1401-510-UB

Table 51

Internal Battery Replacement

HardwareVersion

Recommended BatteryReplacement

Interval

V2.0 Every two years(1)

V3.0 Every five years(2)

(1) Battery replacement should be performed annually in climateswith ambient temperatures in the range of 0 to −40 �C(32 to −40 �F).

(2) Battery replacement should be performed at a 2 to 3 yearinterval in climates with ambient temperatures of 0 to −40 �C(32 to −40 �F).

See the preceding table for recommended internalbattery replacement interval. In order to ensure thatstored information is retained, periodic replacementof the backup battery is essential. When afailed battery is detected the Vital InformationManagement System displays an operator warningon the message center. The operator warningindicates a need for battery replacement.

Note: If the main module is disconnected from thesupply voltage during replacement of the V2.0internal battery, at least 60 seconds must elapsebefore communications with the service tool (laptopcomputer) can be established.

Procedure

Note: If the warning is present for B/U BATT LO, DONOT turn the key start switch to the OFF position.Go directly to STEP 3.

1. Stop the machine and shut down the engine.The disconnect switch must remain in the ONposition.

2. Turn the key start switch or the VIMS service keyswitch to the ON position.

3. Connect the off-board service tool to the RS-232port and download all stored information. Failureto download the information may cause the lossof all data.


4. The following switches remain in the ON position:disconnect switch and key start switch or theVIMS service key switch. With these switches inthe ON position during battery replacement, thedate and time of day are less likely to requirere programming.

5. Remove the battery from the side of the VIMSmain module for V2.0 hardware. For V3.0hardware, remove the cover that is formed in theshape of an egg on the top of the main module.This battery has four pin shaped contacts onthe bottom side. Pry the battery out with a sealring pick.

Note: This opening exposes the inside of the mainmodule to dirt and water. Be sure to keep this areaclean.

6. Remove the insulating sleeve from the new V2.0battery. Install the battery into the holder. Thebutton (+) faces away from the cap.

7. Check the cover O-ring seal. Make sure that thecover O-ring seal is properly placed and thatthe cover O-ring seal is not damaged. Install thecover and the cover O-ring seal. Tighten thecover securely.

8. The circuit of the real time clock in the mainmodule is powered by this battery. A failure of thebattery may result in the loss of the settings forthe VIMS date/time clock. Battery replacementmay also result in the loss of the settings of theVIMS date/time clock . Power up after replacingthe battery may cause the settings of the VIMSdate/time clock to the default setting of 01/01/0000:00:00. Use the off-board service tool to setthe VIMS date/time clock , if necessary. Refer tothe Testing and Adjusting, “Off Board ServiceTool”section.

9. Return the machine to service.

i00996948

Cable ConnectionsSMCS Code: 0785

Printer Cable (Payload) for LargeWheel Loader


Printer Cable (Payload ) for Large Wheel Loader

The Large Wheel Loaders have a RS-232 port thatmay be used as a printer port. The configurationsoftware determines whether the RS-232 portwill be used as a printer port or configured fora radio telemetry system (broadcast). The portcan not be configured for use with both functionssimultaneously.

Fabricate the cable that is shown in illustration386. A modified 127-9797 Cable Assembly mayalso be used. Modify the cable by removing thePC connector and installing a connector that iscompatible with the printer.


Connections of the Radio TelemetrySystem (Broadcast)


Cables for the Radio Telemetry System (broadcast)

All connections for Off-highway Trucks are made in the cabinet that is behind the cab. Be sure that all connections are tight.


Power Connections (OHT)

+24 DCV

The main power connection is on the lower3T-0376 Magnetic Switch (relay) of the two3T-0376 Magnetic Switches. The magnetic switchis located in the upper center portion of thecabinet. The output of the magnetic switch (relay)is powered only when the key start switch is in theON position. This circuit also connects to circuitsthat are marked with the wire number 112-PU. Theother output on this magnetic switch is live whenthe disconnect switch is closed. This circuit alsoconnects with circuits that are marked with the wirenumber 109-OR.

Provide circuit protection by placing a 10 amp fuseas close as possible to the magnetic switch. A 10amp circuit breaker should be used when the loadon the circuit is between 12 DCV and 24 DCV. Use16 gauge or larger wire. DO NOT use a fuse or loadthat is larger than 10 amperes.

Ground

Connect to the cab ground post. The cab groundpost is located to the right and below the +24 DCVconnection.

Data Connections (OHT)

A sure-seal connector is located to the right ofcenter near the bottom of the cabinet. There areseven contacts in the connector. A 6V-3000Sure-Seal Repair Kit can be used to help makeconnections to the data wiring. Connections arelisted in the following table:

Table 52

ContactNo.

Pin orSocket

Circuit Function/ID

1 Socket N/A

2 Pin Ground /201-BK

3 Pin Receive/876-OR

4 Pin Transmit/875-BU

5 Socket N/A

6 Plug N/A

7 Plug N/A

Contact Caterpillar for information on theRS-232data that is used with the VIMS.

i01308270

Off-Board Service ToolSMCS Code: 0785


Cable for the Service Tool

The VIMS has extensive off-board capabilities. Theinformation that is stored in the onboard memorycan be downloaded. The service tool is used bythe service technician to download the on boardinformation. The service technician can choosefrom two locations to connect the service tool toa machine. There is a RS-232 port in the machinecab and there is a port available ground levelon the bumper. If the ground level port is used,it is necessary for the service technician to turnthe VIMS service keyswitch to the ON position.The VIMS service keyswitch is located next to theground level port. The on board information may bedownloaded in order to help the service technicianidentify problems and correct problems.

Note: The 127-9797 Cable Assembly canbe modified for use with the Truck PayloadMeasurement System (TPMS). The modified cablecan be used at the ground level port of a machinethat is equipped with the VIMS. However, the servicetechnician needs to turn the key start switch tothe ON position in order to power up the electricalsystem.

This information can be used to create reports asa graph or in a “tabular form”. The reports supplyinformation on a variety of topics. The followingtopics are included: repair management, repairintervals, modification to the application of thesite, operator training, evaluation of the site, andevaluating productivity.


The programs that interface with the on boardsystem and the programs that are used to analyzethe data from the on board system are listed here:The Caterpillar Vital Information ManagementSystem (Vehicle Off-board Bundle), JERD2137 andAnnual Subscription, JERD2138. After June 1, 1996Information System Builder (ISB) is included. Thisallows the user to configure the payload informationon the large wheel loaders and view/print parameterinformation and limits in a given configuration. Referto the documentation for ISB for more information.

The Caterpillar Vital Information ManagementSystem (Vehicle Off-board Bundle), JERD2137software consists of four programs:

Utilities – Allow the user to set up machines in thedata base.

Communications – Allow the user to view data anddownload data by communicating with the on boardsystem.

Analysis – Allow the user to view reports. The usermay create reports in the form of graphs or in atabular form from downloaded data and historicaldata.

Merge – Allow the user to incorporate downloadeddata into historical data.

Note: Never attempt to merge more than 99 files.

Note: The service technician will be primarilyinterested in the programs of Communications andAnalysis.

This section will only cover the off-board applicationsthat directly relate to the specific needs of theservice technician. The functions of VIMS that areassociated with management are not covered.Consult the appropriate service information forspecific details that concern the application of thesoftware. The various manuals are provided with theVIMS off-board software.

Note: All documentation on the Vital InformationManagement System assumes that the user isfamiliar with the operation of Microsoft Windows3.1 software. Service personnel that work onmachines that are equipped with the VIMS need aworking knowledge of the service tool (PC) and theassociated off-board software.

Caterpillar does not recommend using earlyversions of the off-board software with MicrosoftWindows ’95. Use Microsoft Windows ’95 only withthe versions of off-board software that are listedhere:

• VIMS-PC software V2.0-Up

• Caterpillar Common Services V1.3 or later

• Information System Builder (ISB) V1.1-Up

All Caterpillar software programs contain security.The security access limits the use of the program.The security for the VIMS-PC software is maintainedby the Caterpillar Common Services software. Eachservice technician that performs maintenance ona machine that is equipped with the VIMS needsthe Caterpillar dealer system administrator toassign a user ID, a password and security access.The security access determines the options andfunctions that may be accessed. The securityaccess also determines the data that can bemodified.

The computer hardware that is required tosuccessfully run the VIMS-PC software is listedbelow:

Laptop Computer

• IBM-COMPATIBLE 166 MHz processor or better

• 1 “Gbyte” hard drive.

• CD-ROM

• 3.5 inch 1.44 “Mbyte” disk drive.

• Mouse

• Microsoft Windows ’95

• RS-232 port with 16550AF UART

• An additional RS-232 port

The software that is required for the service tool islisted here:

Software

• Caterpillar Vital Information Management System(Vehicular Off-board Bundle), JERD2137

Note: Caterpillar provides a well trained TechnicalSupport Hot Line for assistance. The TechnicalSupport Hot Line is open Monday through Friday.The hours of operation are from 7:30 AM to 5:30 PMCentral Standard Time (CST). Call 1-800-290-1808within the United States and parts of Canada and309-494-4151 from all other locations. The TechnicalSupport Hot Line may be contacted via internetE-Mail at:

[email protected]


Related Support Material

The off-board VIMS-PC software is included inthe Vehicular Off-board Bundle (VOB). The VOBincludes three off-board software packages that arelisted here: Truck Payload Measurement System, theWheel Loader Payload Management System, andthe VIMS-PC Software. The VIMS off-board softwareincludes the items that are listed below:

• Dealer VOB Site License, JERD2137

• Dealer VOB Annual Subscription, JERD2138

• Dealer Common Services (CSS) License andAnnual Subscription, JERD2093

• Customer Site License Annual Subscription,JERD2175

Note: The software packages that are listed aboveare the minimum purchases that are required for thedealer to run the VIMS off-board software.

Other support materials are listed here:

• Customer Site License For VOB, JERD2092. Thesoftware that is included is listed here: VIMS-PCsoftware, ISB and CSS

• VIMS Getting Started Booklet and QuickReference, JERD2135

• VIMS User Procedures Manual , JERD2136

• VOB Additional Diskettes and Documentation ,JERD2139

• VOB Additional Getting Started Books, JERD2140

• Technical Information Manual (TIM) , SEGV2597,“VIMS Introduction”

• Technical Information Manual (TIM) , SEGV2605,“VIMS Large Hydraulic Excavators”

• Technical Information Manual (TIM) , SEGV2610,“VIMS Off Highway Trucks”

• Systems Operation, RENR2517, “Large WheelLoader VIMS Payload Users Manual”

• Window Cling Film, SEEU6995, “KeypadCommands for VIMS Off Highway Trucks”

• Window Cling Film, SEEU7071, “KeypadCommands for VIMS Excavators”

• Window Cling Film, SEEU7027, “KeypadCommands for VIMS Large Wheel Loaders”

Connection Procedure for VIMS-PCto VIMS

Note: The information that is provided in this sectionis for the most recent version of VIMS-PC. Thisinformation may not match future versions of theprogram exactly. However, operation of the programshould remain similar.

1. The VIMS-PC software is automatically configuredfor use with the machine after connecting tothe machine. This procedure assumes that thefollowing PC settings have been previouslyconfigured.

a. The parity of Windows communication portprotocol is set to “NONE”. Some “PC’s”default to the “XON/XOFF” setting. This cancause problems with the hardware. Foradditional information on this function, consultthe documentation that came with the PC.

b. The power management routine that isused by the PC has the “COM port” turnedON. Some computers conserve power bysetting the “COM port” to OFF. For additionalinformation on this function, consult thedocumentation that came with the PC.

2. Once the PC is configured connecting to themachine is relatively simple.

a. Connect the 127-9797 Cable Assemblybetween the machine’s download port andthe serial COM port on the PC. Each machineusually has two service ports. One port will belocated inside the machine cab and the otherport will be located outside of the machinecab. Refer to the Operation And MaintenanceManual for the exact location.

b. Turn the key start switch or the VIMS servicekeyswitch to the ON position if the switch isnot already ON. The engine does not need tobe running in order to activate the VIMS. TheVIMS service keyswitch is mounted near theground level port on some machines.

c. Turn on the PC and start Windows, ifnecessary. Typing the command “WIN” at theC:\ prompt will start Windows for most PC’sautomatically.

d. Double click on the “VIMS-PC Communicate”icon. The “VIMS-PC Communicate” iconis located within the “VIMS-PC group”.The “VIMS-PC Communicate” program willautomatically perform the actions that arelisted here:


• The VIMS will select a baud rate thatwill allow optimum communication withVIMS-PC. The baud rate is automaticallyset to the fastest speed that is possible.For most applications, this speed will be19,200 baud. The highest possible settingis 38,400 baud, only if the PC is capable ofthe setting.

• VIMS-PC software will check for thepresence of the operating software(source). If no source software is found,an error message will be displayed. Referto the Testing and Adjusting, “UploadingSource Software and ConfigurationSoftware” section for instructions on theuploading of the source software. Theconnection proceeds, if the source softwareis present.

• VIMS-PC software will check for thepresence of an operating machineconfiguration. If no configuration is found,an error message is displayed. Refer to theTesting and Adjusting, “Uploading Only aMachine Configuration Software” sectionfor instructions on the uploading of themachine configuration. The connectionproceeds, if configuration software is found.

• VIMS-PC software will check the timethat is reported by the on board clock.If the time differs by more than theallowable amount that is specified underthe “FILE/PREFERENCES” button, the userwill be prompted to correct the differences.For additional information on this function,consult the “VIMS-PC User’s Manual” orconsult the help program that is containedin the VIMS-PC software.

• VIMS-PC software automatically updatessome “decoding files” for the onboard“channel arrangement”. This informationaffects the downloading of “Dataloggers”and “Snapshots”.

• VIMS-PC software will check the machineserial number and the equipment number. Ifthe numbers for the machine do not exist inthe “VIMS-PC Utilities database”, the useris prompted by the VIMS-PC software tomodify the number or the user may acceptthe number. Generally, this prompt appearsonly when a specific PC is connected to theVIMS for the first time. When the dialog boxthat is shown in illustration 389 is displayedthe service technician may update themachine serial number and the equipmentnumber or the service technician canpress the “OK” key in order to accept thepresent values. A validation of the machineserial number and equipment number isperformed after the service technicianpresses the “OK” key or the “CANCEL”key. The user is prompted to change themachine serial number and the equipmentnumber when the numbers that have beenassigned are not valid according to thesoftware.


Note: Older VIMS machines may have non-printablecharacters at the end of the machine serialnumber and equipment number. The non-printablecharacters may cause the values that are enteredby the user to appear acceptable. However, thesevalues may cause problems later. Generally, whena user is prompted to re-enter the machine serialnumber and the equipment number, the user maydelete the previous text. The user may then re-enterthe appropriate values.

e. When the user has changed the machineserial number and the equipment number,the VIMS-PC software will then abortcommunications with the machine. Whenthe VIMS accepts the values that have beenentered by the user, the VIMS-PC softwarewill break communication with the onboardsystem. Proceed to Step 2.d to continue withthis procedure.


f. If the user has not changed the machineserial number and the equipment number,the sequence of connection for the VIMS-PCsoftware is complete. The “Machine Status”screen will be shown if the user has selected“Display Machine Status on Connect” inthe “FILE/PREFERENCE” dialog box. Formore information on this option, consult the“VIMS-PC User’s Manual” or the on-line helpin the VIMS-PC software.

Uploading the Source Software andthe Configuration Software

Uploading Into V3.0 Hardware

While the service tool is connected to the VIMS mainmodule the category 3 alarms that are associatedwith invalid software will be silenced. The alarm willremain silenced until the valid software has beenloaded into the main module. Once valid softwarehas been loaded, the main module will no longerbe in the limited mode.

Note: Limited Mode is explained in the SystemsOperation, “Limited Mode/Application Mode (V3.0Hardware)” section of this manual.

Service light is on.

Display text:

“ S:---------- H:3.0 ”

“C:---------- ”

If there is a valid source or configuration software,the dashes will be replaced with the part number ofloaded source or configuration software.

Diagnostics that are Associated with theConnection of the Service Tool

Diagnostic messages have been added in themain module for problems that are associated withloading of the source and configuration software.The diagnostic messages are displayed on themessage center. The text that is shown in thefollowing examples is for the source software, butthe configuration software will also display the samemessages.

Display Text:

“S:ERASING H:3.0” – The PC has issued thecommand that starts the flash program and theflash memory chip is being erased.

“S:PROGRAMMING H:3.0” – The flash memorychip has been erased and the transfer of the data(programming) has started.

Error Messages that are associated with onboardsoftware:

“S:ERASE ERR1 H:3.0” – The flash memory chiphas not been erased.

“S:PROGRAM ERR2 H:3.0” – The flash memorychip has not been programmed.

“S:FILE ERR3 H:3.0” – The source or configurationsoftware has attempted to load into the wronglocation or the incorrect type of binary file wasloaded.

“S:CHKSUM EER4 H:3.0” – The source software orconfiguration software has failed the verification ofthe checksum.

“S:PC COMM EER5 H:3.0” – A failure has occurredduring the xmodem transfer due to the corruption ofmultiple packets of data. The failure may also occurbecause of a time out of communication.

S:ABORT EER6 H:3.0 – The PC has abortedoperations.

S:LO VOLT EER7 H:3.0 – The flash process hasfailed because the system voltage is below 20 voltsand the flash memory chip failed to verify.

“S:INVALID EER8” – A pre-9.x configuration wasloaded. A VIMS configuration was loaded intoa VIDS main module. A different type of VIMSconfiguration (793 versus 789) was loaded into themain module.

Uploading the source software and the configurationsoftware is a common service procedure for amachine that is equipped with the VIMS. Thisprocess is accomplished by using VIMS-PCsoftware and the appropriate on board software. Fora list of source software and configuration softwarethat is compatible with a given machine, contact theproduct support of the appropriate Business Unit.The following step-by-step procedure is providedfor loading these files:

1. Connect the 127-9797 Cable Assemblybetween the data communications port of themachine and the serial communications port ofthe PC. Each machine usually has two serviceports. The port is located in the cab of themachine. An additional port is located outsidethe cab.


2. Turn the key start switch or the VIMS servicekeyswitch to the ON position if the switch is notalready in the ON position. The engine does notneed to be running in order to activate the VIMS.The VIMS service keyswitch is mounted near theground level port on some machines.

3. Turn on the PC and start Windows, if necessary.Typing the command WIN at the C:\ prompt willstart Windows for most PC automatically.

4. Double click on the “VIMS-PC Communicate”icon. The “VIMS-PC Communicate” icon islocated within the “VIMS-PC group”. This startsthe initial connection sequence. Refer to theexplanation of the connection sequence earlierin this section for more information.

5. The service technician should make a copyof any existing on board software beforeproceeding. Refer to the Testing and Adjusting,“Copying a Machine’s Configuration” forinformation regarding this function.

Note: Configurations can NOT be mixed andmatched within a machine model in all cases. Forexample, a given configuration for a 793B maynot be compatible with any other 793B. For a listof configuration software that is compatible with agiven machine, contact the product support of theappropriate Business Unit.

6. Select “CONFIGURE/Upload Source Code... ”from the “VIMS-PC Communicate menu”.

7. Select the source software (file) to load andselect “OK”. Be sure that the name of the fileappears in the “File:” window before selecting“OK”.

8. Select the Configuration software (file) to loadand select “OK”. Be sure that the name of the fileappears in the “File:” window before selecting“OK”.

9. The starts the loading of the source software.The display that appears on VIMS-PC displayis shown here:


10. The V3.0 main module and all cases of sourcesoftware will display the messages that areshown here on the VIMS message center module:


11. The following message is then displayed.


12. The pre-V3.0 main module and all cases ofsource software will display the message thatis shown here on the VIMS message centermodule:



13. The VIMS-PC software prompts the user to verifythat the on board time is correct. If necessary,the user can adjust the on board time. Setting thetime at this point prevents an event from enteringthe event list with incorrect time stampedinformation. VIMS-PC software uses the dialogbox that is shown here for setting the time:


14. The data that is displayed can be changedby deleting the current entry and inputting thedesired data. If no change is desired, do notupdate the fields. The information is confirmed byselecting the “check boxes” and pressing “OK”.

Note: Confirm the time entries by selecting the“check boxes” that are located to the left of thefields. Change the time entries by selecting the“check boxes ” that are to the left of the fields.If neither box is checked, the VIMS-PC softwarewill not proceed with the loading of configurationsoftware since the accuracy of the on board clockcan not be confirmed.

15. The loading of the configuration software willbegin. The VIMS-PC software will display thedialog box that is similar to the one that is shownhere:




17. The following message is then displayed.


18. The pre-V3.0 main module and all cases ofsource software will display the message thatis shown here on the VIMS message centermodule:



Note: If the configuration software that was chosenwas not compatible with the source software thatwas loaded, the VIMS-PC software will display thefollowing message: “The Upload Configuration WasSuccessful”. However, the message center willdisplay the following message for the V3.0 mainmodule:


19. For the V2.0 main module, the message centerwill continue to display a message that can notbe cleared:


Note: In such a case, the configuration softwaremust be loaded again with source software that iscompatible.

20. When the configuration software has beenloaded, the user is prompted to supply aserial number and the equipment number. Thefollowing message will be displayed:


21. Update the serial number and the equipmentnumber or press “OK” in order to accept thevalues. A validation of the machine serial numberand equipment number is performed after theservice technician presses “OK” or “Cancel”. Theuser is prompted to change the machine serialnumber and the equipment number when thenumbers are not valid according to the software.


22. When the user has changed the machine serialnumber and the equipment number, the VIMS-PCsoftware will then abort communications withthe machine. Refer to the Testing and Adjusting,“Connection Procedure for VIMS-PC to VIMS”section for information regarding this function.

Uploading of the Machine ConfigurationOnly

In some cases, it may not be necessary tochange both the source software and the machineconfiguration. A few reasons that changing both thesource software and the machine configuration arenot always necessary are listed here:

• Adding a new sensor to a machine

• Modifying the configuration software forimprovements to the Payload system of VIMSequipped Large Wheel Loader.

• Update the machine in order to obtain a newfeature and enhancements.

• An initial upload to a machine that does not havea configuration

The following step-by-step procedure is providedin order to load only a machine configuration. Theprocedure to load the source software is skippedcompletely. If this procedure fails, perform theprocedure that is listed in the Testing and Adjusting,“Uploading Source Software and a Configuration”section of this manual.

1. Connect the 127-9797 Cable Assemblybetween the machine’s download port andthe serial COM port on the PC. Each machineusually has two service ports. One port will belocated inside the machine cab and the otherport will be located outside of the machine cab.Refer to the Operation And Maintenance Manualfor the exact location.

2. Turn the key start switch or the VIMS servicekeyswitch to the ON position if the switch is notalready ON. The engine does not need to berunning in order to activate the VIMS. The VIMSservice keyswitch is mounted near the groundlevel port on some machines.


3. Turn on the PC and start Windows, if necessary.Typing the command WIN at the C:\ prompt willstart Windows for most PC’s automatically.

4. Double click on the “VIMS-PC Communicate”icon. The “VIMS-PC Communicate” icon islocated within the “VIMS-PC group”. The startsthe initial connection sequence. Refer to theexplanation of the connection sequence earlierin this section for more information.

5. The service technician should make a copy ofany existing onboard software before proceeding.Refer to the Testing and Adjusting, “Copyinga Machine’s Configuration” for informationregarding this function.


6. Select “CONFIGURE/Upload Source Code... ”from the “VIMS-PC Communicate menu”.

7. Select the Configuration software (file) to loadand select “OK”. Be sure that the name of thefile appears in the “File” window before selecting“OK”.

8. The VIMS-PC software prompts the user to verifythat the on board time is correct. If necessary,the user can adjust the on board time. Setting thetime at this point prevents an event from enteringthe event list with incorrect time stampedinformation. VIMS-PC software uses the dialogbox that is shown here for setting the time:


9. The data that is displayed can be changedby deleting the current entry and inputting thedesired data. If no change is desired, do notupdate the fields. The information is confirmed byselecting the “check boxes” and pressing “OK”.

Note: Confirm the time entries by selecting the“check boxes” that are located to the left of thefields. Change the time entries by selecting the“check boxes” that are to the left of the fields.If neither box is checked, the VIMS-PC softwarewill not proceed with the loading of configurationsoftware since the accuracy of the onboard clockcan not be confirmed.

10. The loading of the configuration software willbegin. The VIMS-PC software will display thedialog box that is similar to the one that is shownhere:





12. The following message will then be displayed.


13. For the V2.0 main module, the message centerwill continue to display a message that can notbe cleared:

Note: If the configuration software that was chosenwas not compatible with the source software thatwas loaded, the VIMS-PC software will display thefollowing message: “The Upload Configuration WasSuccessful”. However, the message center willdisplay the following message for the V3.0 mainmodule:


Note: For the V2.0 main module, the messagecenter will continue to display a message that cannot be cleared:


Note: In such a case, the configuration softwaremust be loaded again with source software that iscompatible.

14. When the configuration software has beenloaded, the user is prompted to supply aserial number and the equipment number. Thefollowing message will be displayed:


15. Update the serial number and the equipmentnumber or press “OK” in order to accept thevalues. A validation of the machine serial numberand equipment number is performed after theservice technician presses “OK” or “Cancel”. Theuser is prompted to change the machine serialnumber and the equipment number when thenumbers are not valid according to the software.



16. When the user has changed the machine serialnumber and the equipment number, the VIMS-PCsoftware will then abort communications withthe machine. Refer to the Testing and Adjusting,“Connection Procedure for VIMS-PC to VIMS”section for information regarding this function.

Copying A Machine’s Configuration

Making a backup copy of a machine configurationcan be helpful under the conditions that are listedhere:

• The service technician is loading new on boardsoftware. This erases the current configuration.

• The service technician is obtaining a copy of theconfiguration for use with Information SystemBuilder (ISB). Refer to the “ISB User Guide”formore information.


Use the steps that are listed here to copy amachine’s configuration:

1. Connect the 127-9797 Cable Assemblybetween the data communications port of themachine and the serial communications port ofthe PC. Each machine usually has two serviceports. The port is located in the cab of themachine. An additional port is located outsideof the cab.

2. Turn the key start switch or the VIMS servicekeyswitch to the ON position if the switch is notalready on. The engine does not need to berunning in order to activate the VIMS. The VIMSservice keyswitch is mounted near the groundlevel port on some machines.


4. Double click on the “VIMS-PC Communicate”icon. The “VIMS-PC Communicate” icon islocated within the “VIMS-PC group”. The initialconnection sequence begins. Refer to theexplanation of the connection sequence earlierin this section for more information.

5. Select the “Configure/Copy Configuration” optionfrom the menu.

6. The downloading of the configuration softwarebegins. A dialog box that is similar to the dialogbox that is shown here is displayed by theVIMS-PC software:


7. A prompt will appear after the file has beencopied. The prompt appears in order to providea name for the configuration and a storagelocation for the configuration.

Downloading Data From The Machine

Downloading data from the VIMS is the mostcommon operation that is performed with theVIMS-PC Communicate program. This step-by-stepprocedure assumes that the download preferenceshave been set for the specific data. For moreinformation on downloading data, see the “VIMS-PCUser Manual” or the on-line “help system”.

1. Connect the 127-9797 Cable Assemblybetween the data communications port of themachine and the serial communications port ofthe PC. Each machine usually has two serviceports. The port is located in the cab of themachine. An additional port is located outsidethe cab.


2. Turn the key start switch or the VIMS servicekeyswitch to the ON position if the switch is notalready on. The engine does not need to berunning in order to activate the VIMS. The VIMSservice keyswitch is mounted near the groundlevel port on some machines.


4. Select the “DATA/DOWNLOAD DATA” option fromthe menu. The dialog box that is shown herewill appear. The dialog box reflects the currentpreference settings.


5. Select the type of download and then select“OK”. The download begins and the dialog boxthat is shown here will be displayed:


6. “CANCEL” aborts the downloading of the currentfile. The downloading of the next file in thelist begins. The on board data of the skippeddownloads will not be reset. “CANCEL ALL”will completely terminate the download. Afterselecting “CANCEL ALL”, no on board data willbe reset.

i00997435

Glossary of TermsSMCS Code: 7601

Abuse – A machine or a engine is operated in away that could possibly damage the machine. Alsosee “Operational Event”.

Abnormal – The condition of a machine system isnot normal or a signal of a machine system is notwithin expected limits. An abnormal condition or aabnormal signal means that a problem exists. Theoperator should be notified with a warning when anabnormal condition exists.

Absolute Pressure (PSIA) – The pressure ismeasured with respect to the atmospheric pressure.Atmospheric pressure is approximately 101 kPa(14.7 psi). See “Gauge Pressure”.

Active – This pertains to the status of a fault orto the status of a service code. When the fault isactive, the fault is currently present.


Active Fault – This is a type of diagnosticmaintenance event. The maintenance eventidentifies a specific failure in an electronic controlsystem. This condition is better described as anactive data event or an active maintenance event.See “Event” and “Fault”.

Active Sensor – The sensor is externally powered.The sensor must have at least three lead wires. See“Passive Sensor”.

Advanced Diesel Engine Management (ADEM) –This electronic engine control is used by Caterpillargas engines and diesel engines.

Air Gap – This is the distance between a gear toothand the tip of a magnetic pickup. This is also thedistance between the rotor and the stator of analternator or a generator.

Alert Indicator – This is the red indicator lamp thatis located in the display area. The lamp flasheswhen a problem exists. The associated warningindicator pictograph or the VIMS message centermodule identify the abnormal condition of a machinesystem. This is part of the operator warning system.The indicator typically means that the machineneeds attention. However, the machine is able tocontinue operation. The abnormal condition mustbe checked in accordance with the machine’sOperation and Maintenance Manual.

Alternator – This is a electromechanical device thatconverts rotating mechanical energy into electricalenergy in the form of alternating current.

Alternating Current (AC) – This is a flow of currentthat flows in both directions. This process repeatscontinuously. The number of such cycles persecond is called the frequency.

American Wire Gauge (AWG) – This is a measure ofthe diameter of electrical wire. As the AWG numberbecomes smaller, the wire diameter becomes larger.Thicker wires handle more current.

Ampere “I” – The standard unit of measure forcurrent flow in a circuit.

Analog Display – A type of readout that showsinformation with a needle that sweeps across a dialface. See “Digital Display”.

Analog Sensor Power Supply – This is a powersource in a Caterpillar electronic control system,that powers analog sensors. The power source isusually rated at 5 DCV.

Analog Signal – This is a signal voltage from ananalog sensor. The signal varies smoothly overtime. The variations are caused by the changingconditions that are sensed.

Analog Sensor – This is a device that generates aDC signal between +0.2 and 4.8 Volts. The sensorsignal is proportional to the mechanical system thatis being monitored. Analog sensors are most oftenused with electronic engine controls. See “DigitalSensor”.

ARC – See “Automatic Retarder Control”.

Atmospheric Pressure Sensor – This is a devicethat generates a signal that is proportional toatmospheric pressure. This is usually an analogsensor.

Automatic Braking System (ABS) – An electroniccontrol system for controlling brakes in slipperyunderfoot conditions.

Automatic Engine Speed Control (AESC) – This isused by excavators in order to reduce the enginespeed to about 1300 rpm. This is used in order tosave fuel during periods when the hydraulic systemis not being used.

Automatic Electronic Traction Aid (AETA) – This isan electronic control system for Off Highway Trucks.The system reduces the wheel slip that is causedby poor underfoot conditions.

Automatic Retarder Control (ARC) – This is anelectronic control that monitors the engine speed.The control automatically applies the retarder ondownhill slopes. This is done in order to reduce thepossibility of an engine overspeed.

Base Sample Rate – This is the fastest availablesample rate that is available for configuring asnapshot recorder or other stored data. See“Sample Rate”.

Battery – This is a device that stores electricalenergy. The typical battery that is used in Caterpillarelectrical systems is the 12 Volt lead acid. Thebatteries are used to start the engine. Each batteryis made up of six cells.

+Battery – This is the voltage that is found on allwiring harnesses that connect to the positive batterypost of the electrical system. The +Battery voltageis also known as the “system voltage”.

-Battery – This term is sometimes used to designatethe chassis ground or the negative side of thebattery. See “Ground”.


Battery Backed Up RAM (BBR or BBRam) – Thisis the Random Access Memory (RAM) that iscontained in an electronic control that is protectedby an internal battery. The data that is held in theRandom Access Memory will be lost if the externalpower is disconnected without the internal battery.See “Volatile Memory”.

Breakout T-Harness – This is a test harness thatconnects into a machine harness or a engineharness. The breakout T-harness connector cableallows the normal operation of the system. Thecable also provides a connector that allows thehookup of test equipment.

Broadcast – This is a process that transfers datafrom a mobile unit (machine or vehicle) to astationary location. This transfer is usually wireless.See “Telemetry”. This term also describes the DataLink communication between electronic controls.One control automatically sends a message to othercontrols on the Data Link.

Bypass Circuit – This is a circuit that temporarilyreplaces the existing circuit during a test.

Calibration – This is the adjustment of an electricalsignal that is related to a mechanical linkage ora component. For example, the small differencesthat occur between the output of the atmosphericpressure sensor and the boost pressure sensor canbe corrected by calibration.

CAT Data Link (CDL) – The CAT data link is anelectrical connection for communication withonboard devices that use the Data Link (ECM, CMS,VIMS, electronic power train, electronic dashboardsand service tools such as Caterpillar ElectronicTechnician). The CAT data link is also the mediumthat is used for programming with Caterpillar servicetools and for troubleshooting with Caterpillar servicetools.

Category 1 Warning – This is a red alert indicatorthat flashes in order to warn the operator that a“Category 1 Warning” condition exists. The indicatoralso indicates the failed machine system. The“Category 1” condition needs attention by the endof the shift.

Category 2 Warning – This is a red alert indicatorthat flashes in order to warn the operator that a“Category 2” condition exists. The indicator alsoindicates the failed machine system. The actionlamp also flashes in order to indicate “Category 2warning”. The presence of this category usuallyindicates that the operator must alter the operationof the machine or that the service technician mustperform maintenance. This warning most oftenrelates to a system temperature that is too high.

Category 2S Warning – This is a special version ofthe standard “Category 2 ”warning that includesa CONTINUOUS action alarm. The action alarmis used in order to get the operator’s attention insituations that may be normally overlooked.

Category 3 Warning – This is a red alert indicatorthat flashes in order to warn the operator that a“Category 3” condition exists. The indicator alsoindicates the failed machine system. The actionlamp also flashes in order to indicate a “Category3 warning”. The action alarm sounds ON and OFF.This warns the operator to safely shut down themachine. There is an exception to this warning.When the parking brake is turned ONand thetransmission is in gear.

Caterpillar Electronic Technician (ET) – This is aWindows based program, that is used to serviceCaterpillar products. The software operates on aservice tool (personal computer).

CDL – See “CAT Data Link”.

CD-ROM – See “Compact Disk Read OnlyMemory”.

CE Connector – This is a multipin connector witha hard shell. This connector is made by Deutschfor use in the “Caterpillar Environment” (CE). Thecontacts of the connector are serviceable. Thecontacts are interchangeable with the contactsof the VE Connector. The locking ring is a “quickdisconnect”.

Central Processing Unit (CPU) – This is thehardware that makes up the part of a computersystem that actually processes data.

Channel – This describes an input to an electroniccontrol. This may also be a frequency that is usedfor a voice transmission and/or the transmission ofdata.

CID – See “Component Identifier”.

Circuit – This is a path for the continuous flow ofelectrical current. The current will flow from a powersource through various conductors and back tothe source.

Clear – This is the removal of diagnostic informationthat is stored in the memory of an electronic control.Before clearing a failure, the failure must be on holdand the failure must not be present. This has thesame meaning as “Reset”. “Clear” is the preferredterm. See “Reset”.


Communication Adapter – This is a device thatallows the service tool to communicate with anelectronic control over the CAT Data Link andthe ATA Data Link. “The communication adapterconverts the CAT Data Link Communications andthe ATA Data Link communications to RS-232andvice versa”.

Compact Disc-Read Only Memory (CD-ROM) –This is Read Only Memory. The data is storedon a compact disk. This memory is used bytheCaterpillarService Information System and theCaterpillarElectronic Technician.

Component Identifier (CID) – This is a diagnosticcode that identifies a component or a system that isfaulty. This is a four digit diagnostic code. The codeis sometimes preceded by a C or CID.

Conductor – This is any material that can carry anelectrical current. An example of a conductor wouldbe a wire in a wiring harness.

Configuration Software – This is the information thatis provided for use by the on board system. Thisinformation contains specific characteristics of themachine.

Connector – This is a device that is usuallyconstructed of two pieces that mate. A connectorprovides a way to easily disconnect circuits orseparate circuits. Connectors are also used forhydraulic circuits or pneumatic circuits.

Connector Contact – This is a component of aharness connector that actually makes the electricalconnection. Connector contacts can be either pins(male) or sockets (female).

Continuity – This is one property of a completeelectrical circuit. The correct resistance depends onthe circuit that is being tested.

Control – See “Electronic Control”.

Coolant Temperature Sensor (CTS) – This is adevice that generates a signal that is proportionalto the engine coolant temperature.

Cumulatives – This term is sometimes referred toas “Cums”. “Cums” relate to data that is stored onboard the machine. This information consists oftotals such as total engine revolutions, total distancetravelled or total fuel burned. The Cumulativescan be used to schedule maintenance prior to aexpected failure.

Current – This is the flow of electrons in a circuit.Current is measured in Amperes. The standardsymbol for current is the letter “I”.

Data Event – This is an abnormal machine orengine condition. These conditions can affect themachine or the engine life.

Data Link – This is a circuit that is used for digitalcommunications. The communications occurbetween electronic controls or the communicationsoccur between electronic controls and a servicetool.

Deadband – This is a range of input signal valuesthat are specified so the output of a control willremain constant.

Decibel (dB) – This is approximately the smallestchange in sound volume that can be detected bythe “human ear”.

Default – This is the initial value of a parameterprior to programming by the customer. This is alsothe value of the parameter after the system hasbeen reset.

Derate – This is the operation of the system at asetting that is below a desired limit.

Detected Fault – See “System Event” and“Diagnostic Code”.

Diagnostic – This is a process that takes placewithin an electronic control. The control senses theabnormal machine information. The control displaysthe abnormal machine information. The controlstores the abnormal machine information. Thisstored information can aid the service technician.

Diagnostic Clock – This is a clock within anelectronic control. The clock increments time onlywhen +Battery is connected to the control byturning the key start switch to the ON position. Thistime is known as “diagnostic hours”. This time willalways be MORE than engine running time or thetrue “Service Meter Hours”. See “Diagnostic Hours”.

Diagnostic Code – This is a code that is generatedfrom a diagnostic type of maintenance event.This code relates to an abnormal condition in anelectrical system that has been detected by anelectronic control. See “Service Code”.

Diagnostic Connector – This is a service connector.This is normally a CE connector that contains 20sockets. The connector brings the test points thatare required in testing the starting and chargingcircuits to a common point. This permits testingwith either a multimeter or dedicated 6V-2150Starting/Charging Analyzer. A Deutsch connectorwith 12 contacts is used on products that useonly one starter. On products that use twin starterapplications, a second Deutsch connector with 8contacts is necessary.


Diagnostic Event – This is a type of maintenanceevent. This event is displayed when an electroniccontrol detects an abnormal condition in theelectrical system. Sometimes abnormal conditionsin the mechanical system can be detected throughthe electrical system.

Diagnostic Event Code – See “Event” and“Diagnostic Code”.

Diagnostic Fault Code – See “Diagnostic Code”.

Digital Display – This is a type of readout thatshows information in the digital format (“numbersand letters”). See “Analog Display”.

Digital Power Supply – This is a power source thatpowers digital sensors in a control system. This isusually 8 Volts DC power supply.

Digital Sensor – This is a device that generates anoutput signal that oscillates between two differentvoltage levels. Either the frequency of the signalor the duty cycle of the signal changes in order tocarry the sensed information. The digital sensor canbe powered by voltages that are between 8 and28 DCV. The voltage that is used depends on thesensor. See “Analog Sensor”.

Digital Voltmeter (DVM) – This is a voltmeter with adigital display.

Direct Current (DC) – This is flow of electrons(current) in a closed circuit, that moves in only onedirection through a conductor.

Disconnect Switch – This is a battery disconnectswitch that is connected between the battery’snegative terminal and frame ground (chassis). Thisswitch is most often a keyswitch. This switch maybe controlled electronically on some machines. Theswitch is used in order to disconnect the electricalsystem from the machine for service. The switchis used when a machine is placed in storage forperiods longer than one month.

Display – A gauge, indicator, and digital readout.The display is used to view the status of a machine.

Disk Operating System (DOS) – This is the softwarethat contains the “internal operating instructions” forthe computer. This software also allows the manualinput of commands by the “computer operator”. Allcomputer systems have some type of operatingsystem in order to function.

Download – The process of moving or transferringstored information from an electronic control toan off-board system such as a service tool. See“Upload”.

Driver – This is the electrical circuit that powers anoutput of an electronic control. The “driver” turns onlamps, solenoids, relays, etc.

Duty Cycle (DC) – This is the ratio of “ON”time tothe total time of a digital signal. An example of dutycycle of 50 percent is a signal that is “ON” for onesecond and “Off” for one second. See “Pulse WidthModulation”.

Electrically Erasable Programmable Read OnlyMemory (EEPROM) – This is a version of EPROMthat can be programmed. Sometimes, an electroniccontrol can WRITE to this memory. See “ErasableProgrammable Read Only Memory”.

Electromagnet – This is a temporary magnet thatconsists of a coil of wire that is wrapped around aniron core. The assembly becomes a magnet onlywhen a magnetic field is produced by an electriccurrent passing through the coil. Relays work onthis principle.

Electromagnetic Interference (EMI) – This is theresponse of an electronic component or system toelectromagnetic radiation. The interference usuallycauses a reduction of performance.

Electronic Control Analyzer Programmer (ECAP) –This is “computer based service tool” that isdedicated to programming and diagnosing a varietyof electronic controls. The service tool uses theCommunications Adapter in order to communicatethrough the CAT Data Link or the ATA Data Links(SAE J1708/1587).

Electronic Control Module (ECM) – This is anelectronic control. The control monitors machinesystems. The control also outputs commands todrive components. The term was formerly used tospecifically describe an electronic engine control.

Electromagnetic Pickup – This is a permanentmagnet that is wrapped with many turns of smallwire that becomes a pickup coil. The pickup coilwill generate an electrical pulse whenever a geartooth passes the tip of the magnet. Because thistype of sensor is self-generating, the sensor doesnot require power.

Electronic Programmable Transmission Control II(EPTC II) – This is the second generation of theElectronic Programmable Transmission Control thatincludes advanced diagnostics.

Electronic Unit Injector (EUI) – This is anelectro-mechanical fuel injector. The pump, themetering and the injection elements are containedin a single unit. The pump is mechanically actuatedand the fuel discharge is electronically controlled.


Electrostatic Discharge (ESD) – This is the releaseof electrical energy that is caused by the buildup ofstatic between two components.

Engine Speed/Timing Sensor – This is a device thatgenerates a signal that is based on the crankshaft’s: position, speed, and direction of rotation.

Erasable Programmable Read Only Memory(EPROM) – This is a type of computer memory thatrequires special equipment in order to erase storeddata. After the device is programmed and theninstalled the computer can only READ the softwareprogram. See “Electrically Erasable ProgrammableRead Only Memory”.

Error – This is a type of operator warning thatresults from a system event (VIMS). See “SystemEvent”.

ET – See “Caterpillar Electronic Technician”.

Event – This is a detected failure. The failuremay be caused by a sensor that is out of rangeor an abnormal condition. Events are separatedinto two basic categories “DATA events” and“MAINTENANCE events”. A stored event has a fixedduration (“start and end time”). An active event ispresent at the time of troubleshooting. This eventhas not yet ended so the event has no duration.The conditions that define this event will determineif the event will be stored and/or displayed.

Event Category Indicator (ECI) – This is adesignation that shows the “event warningcategory”. This is a direct indication of the severityof the event. An example of the indicators are listedhere: 1, 2, 2S and 3

Event Count – This is the number of occurrencesfor a “particular event”since the last reset of the onboard data. See “Occurrence Count” which is thepreferred term.

Event Duration – This is the recorded duration ofan event that was active.

Event Recorder – This is a six minute recording thatwas first used with the Vital Information ManagementSystem. This term is now referred to as a snapshotrecorder. See “Snapshot Recorder”.

Failure – This is a malfunction of a component or anincorrect calibration of an electronic control system.This condition can occur during normal operationof the engine or machine and AFTER a period ofknown correct operation. Failures are detected byan electronic control when a signal does not existor a signal is outside a valid range. Failures usuallycause diagnostic information to be stored. However,not all maintenance information represents a failure.A “failure” is often referred to as a “fault”. This is anincorrect use of the term. See “Fault”, “Event” and“Diagnostic Event”.

Failure Mode Identifier (FMI) – This is a portion ofthe total diagnostic code. The FMI identifies a typeof failure that is detected by an electronic control.The FMI is a two digit code. The code describesthe failure mode of the component that is describedby the Component Identifier. A Component Identifier(CID) is always displayed in conjunction with theFMI.

Fault – This is a “pre-existing” defect in acomponent or a system. The fault is identified atthe initial assembly or at the time of purchase. See“Failure”. An example of a fault is a PWM sensorthat will not function at the time of initial installation.

Flash Files – These Software programs containinstructions on the operation of electronic controls.The programs are transferred from the off-boardservice tool to any on board electronic control. See“Flash Programming”.

Flash Memory – This is “solid state memory” thatis used in electronic controls. The memory canbe reprogrammed with an off-board service toolthrough a data link without being removed fromthe control. Other types of memory can only beprogrammed outside of the control.

Flash Programming – This is a means of“programming, reprogramming or updating(uploading) an electronic control with an off-boardservice tool instead of replacing the control orpersonality module”. This process involves thetransfer of configuration software from the servicetool to the electronic control. Communication isdone over a data link. See “Flash Memory” and“Uploading”.

Floating – This describes the end of a circuit thatis open. The circuit is not connected to any othercomponent.

Frame Stress Analyzer – This is an attachmentto the Vital Information Management System. Thesystem measures the stress on Off-Highway Truckframes and structures. The measurement relatesto the condition of the haul roads. This system isactually a monitor of the condition of the haul road.


Fuse – This is a replaceable safety device for anelectrical circuit.

Gage – See “Gauge”.

Gauge – This is a type of “display device”. Thegauge is usually a circular shape with a indicatorneedle. The gauge can be a mechanical deviceor a solid state device.

Gauge Pressure (PSIG) – This is the pressure thatis measured with respect to atmospheric pressure.See “Absolute Pressure”.

Ground (B-) – This is the reference point for theelectrical system. On CAT products, ground is themachine frame or the engine. This is the connectionpoint for the negative side of the battery.

Grounded Circuit – This is the connection point ofany electrical circuit to the machine frame, engineor any part of the machine. This is considered tobe the ground reference point for the electricalsystem. This connection can be either “wanted” or“unwanted” (fault).

Ground Level Shutdown – This is a remote means ofshutting down the engine without turning off the keyswitch. This lever can usually be reached from theground without entering the operator’s station (cab).

Hall Effect Speed Sensor (HESS) – This is an activesensor for sensing the speed of slow moving gearsor targets. This sensor uses a silicon chip that iscalled a “Hall Cell” to sense a moving target.

Hardware (H/W) – This is the electrical componentsand electronic components that make up anelectrical system.

Hard Wired – These permanent connections aremade within the wiring harness. These “soldered orcrimped” connections are not meant to be altered.

Harness – This is an “assembly or bundle” of twoor more wires that electrically connect systemcomponents. The harness is usually held togetherby a loom.

Harness Code – This refers to the groundedcondition or open condition of the harnesscode inputs. The harness code provides thecharacteristics of the machine such as engineoil pressure, maximum engine speed, etc. Thiscode is usually “model specific”. The VIMS usesthis hard wired code in order to determine themodule identifier (MID) that is used for data linkcommunications.

Hertz (Hz) – This is a measure of frequency. Theunits are cycles per second.

Histogram – This is a bar graph that shows thenumber of occurrences for a given range.

Hysteresis – This is a measure of the “lag time thatoccurs between the turn ON and turn OFF valuesof a switch or a sensor”. An example would be “theEUI oil pressure warning lamp may turn on at 40 psiwith decreasing pressure and turn off at 45 psi withincreasing pressure”. The hysteresis is 5 psi.

I – This is the standard symbol for current. The unitof measure is the Ampere.

Icon – This is a symbol that is used instead of wordsin order to convey a message in any language.

Indicator – This is a lamp, gauge, etc. Theindicator calls attention to service related conditionsregarding a machine.

Information System Builder (ISB) – This isa “software tool” that is used to generateconfigurations for the Vital Information ManagementSystem. The software can also modify existingconfiguration software. The software can also beused in order to view the items that are listedhere: parameters and limits of the parameters. Thesoftware can also be used to change the “customervalues” in the “Large Wheel Loader Payload portion”of the configuration.

Input/Output (I/O) – This describes “the electroniccircuits within an electronic control that are used forinputs (such as sensors and switches) to the controland the outputs from the control to the externalcircuits (such as horns, lamps and solenoids)”.

Instrument Data Link – This is a four-wire Data Link.The Data Link is used with the display modules thatare used in monitoring systems.

Interface Module – This is an electronic control thatcollects information from sensors. The control thensends the results to another electronic control overa data link. The control can also energize outputdevices such as solenoids.

Jumper – This is a piece of wire that is used tomake a temporary electrical connection duringtroubleshooting.

Keypad – This is a panel of keys that is similar tothe one that is used on a “push button telephone”.The keypad is used as an interface to the on boardelectrical system.

Key Start Switch – This is a “key actuated,automotive type, engine cranking/starting switchincluding functions such as the ON (relay), CRANKand, sometimes, ACCESSORY”.


Kilopascal (kPa) – This is a Metric unit of pressure.The force that is applied to one square meter is oneNewton (6.89 kPa (1.000 psi)).

kPa – See “Kilopascal”.

Lamp – This is a component of the machineelectrical system that emits light by convertingelectrical energy into light.

Large Hydraulic Excavator (LHEX) – This is amachine that is usually propelled on tracks. Themachine uses hydraulic power to travel. Themachine uses hydraulic power to dig up materialwith a bucket.

LHEX – See “ Large Hydraulic Excavator”.

Large Wheel Loader (LWL) – This is a machine onwheels that moves material with a bucket.

Light Emitting Diode (LED) – This is a solid statedevice. The device emits light that is visible to thehuman eye when an electrical current is passedthrough the device. the LED is used as a “lamp”in electronic controls because the device is veryreliable.

Liquid Crystal Display (LCD) – this is a type ofsolid state display that uses a liquid crystallinematerial that is sealed between two glass sheets.An electrical signal causes segments of the crystalmaterial to be visible to the eye.

Load – This is a device that is connected to theelectrical system. The load consumes power or theload dissipates power.

Log (Logged) – This is the process of savinginformation (“stored or recorded”) within anelectronic control. See “Store”.

LWL – See “Large Wheel Loader”.

MAC-14 – This is a multipurpose electronic controlthat contains 14 solenoid driver outputs.

Machine Event – This is an event that describes anabnormal MACHINE condition in the VIMS. Machineevents relate to any system except the events thatdeal with the electrical system. This term is nowreferred to as a “Data Event”. See “Event”,“SystemEvent” and “Operational Event”.

Machine Service Connector – This is a harnessconnector for the machine or engine electricalsystems that allow the connection of a service tool.

Message Center Module – This is a VIMS modulethat contains the main display for the operatorwarning system. This module also displaysinformation for the service technician.

Module – This is a shortened term that is usedin place of the electronic control module. See“electronic control module”.

Module Identifier (MID) – This is a three digitnumber that identifies an electronic control.

Non-Volatile Memory (NVM) – This is a type of datastorage that is not lost after an interruption of power.See “Volatile Memory”.

Normal Condition – “Normal” describes thecontact position of a switch or relay. This is thecondition when the component is not controlledby the application of the conditions that are listedhere:force, temperature, pressure, and electricity.This is usually the condition that is found when thecomponent is installed on a machine. This conditioncan be different when the component has beenremoved from the machine prior to testing. TheElectrical System Schematic shows the condition ofthe components as the component is installed ona machine. “Normal” also describes the status ofa machine system.

Occurrence Count – This is the number ofoccurrences for a “particular event”since the lastreset of the on board data. This is the preferredterm. See “Event Count”and “Event”.

Off-Board – This refers to hardware and softwarethat is located off the machine. The hardware andsoftware can be temporarily connected to theelectrical system.

Off Highway Truck (OHT) – This is a hauling unit thatis used primarily for off road mining applications.

Ohm – This is the standard unit for measuringresistance. This is represented by the letter “R”.

On Board – This refers to hardware and softwarethat is located on the machine as part of theelectrical system.

Open Circuit – This is a condition that exists whenan electrical circuit is broken.

Parameter – This is a value or a limit thatis sometimes programmable. The parameterdetermines the characteristics or behavior of theengine and/or machine electrical system. See“Protected Parameter”. A parameter can also referto the “gauge functions” and/or the “monitoredchannels” of information (Vital InformationManagement System).


Parameter Identifier (PID) – This is a code that isassigned to each packet of digital information. Thiscode is shared between controls over the CAT DataLink and the American Trucking Association (ATA).Data Link.

Passive Sensor – This is a sensor that does notrequire external power in order to operate. See“Active Sensor”.

Password – This is a group of numeric charactersor alpha-numeric characters that restrict the accessto information in a control system. A password isused with the Caterpillar Common Service softwarein order to restrict access to off-board data. Apassword is required by Caterpillar electronicservice tools in order to change information.

Personality Module – This is a small module(hardware) or software that is inserted into theengine control which contains all the instructions(software) and performance maps for the enginewithin a specific horsepower family.

Plug – This is the male end of a connector. Theplug makes an electrical connection to a circuit byinserting into a receptacle.

Polled Data – This is data that is requested byan electronic control. The data is not brought inautomatically.

Potentiometer (Pot) – This is a variable resistorthat has three terminals. The potentiometer can beeasily adjusted by using a knob or a screwdriver.

Pounds per square inch (psi) – This is an Englishunit of pressure measurement. The measurementrepresents the force that is applied to one squareinch. The value is measured in pounds. 6.89 kPa(1 psi)

Pressure Sensor – This is a device that generatesa signal that is proportional to the pressure that issensed.

Pressure Switch – This is a device that sensespressure. The pressure causes the switch contactsto open or the pressure causes the switch contactsto close. This signal can be used by an electroniccontrol. The signal can also be used with a“signalling device” such as a lamp.

Problem – This is an abnormal “machine/engine”condition.

Pull up Voltage – This is the voltage that ismeasured on the input of an electronic control whenthe input device has been disconnected. (sensor,switch, etc.)

Pulse Width Modulation (PWM) – This is a signalthat is made up of a string of pulses that varyin width. The “time on” versus “time off” variesaccording to the system that is being sensed. Thefrequency of the signal (“repetition rate”) of thepulses and the height of the signal (“amplitude”)remain constant.

Quad Gauge Module – This is an display modulethat contains four analog gauges.

Radio Frequency (RF) – “Frequencies that arebetween about 150 kHz and infrared (invisiblelight)”. This range of frequencies are capable ofcarrying data via radio telemetry systems.

Random Access Memory (RAM) – This is a typeof computer memory that is usually volatile. Thismemory is used for the temporary storage of data.

Read Only Memory (ROM) – This is a type ofcomputer memory that is programmed during themanufacturing process. The memory cannot bereprogrammed later. See “Erasable ProgrammableRead Only Memory”.

Real Time – This term is used to describe therelationship of information (events) that is based ona true clock “24 hours represents one day”.

Real Time Clock (RTC) – This is the method thatis used by electronic controls to measure time.The time is based upon true clock hours. See“Diagnostic Clock”, “Service Meter Hours” and“Service Meter Units”.

Receptacle – This is a female component of theconnector that makes an electrical connection to acircuit. The receptacle will receive a plug assembly.

Rectifier – This is an electrical device that convertsalternating current into pulsating dc current.

Relay – This is an electromechanical device. Therelay uses an electromagnet in order to actuatethe electrical contacts. The contacts switch largecurrents with a relatively small amount of controlcurrent to the electromagnet.

Reset – This is a command that restores memory toa default state. The default state is usually “zero”.This means that all of the data has been removedor erased. See “Clear”.

Resistor – This is an electrical component. Theresistor is usually made of “resistance wire” or ofcarbon that has a resistance. Resistance opposesthe flow of current.


Rheostat – This is a variable resistor. The rheostat isusually a “two terminal version” of the potentiometer.The rheostat is often used in applications thatrequire a higher dissipation of power than apotentiometer.

RS-232 Data Link – This is a serial data link thattransfers data between electronic devices such asa personal computer and a printer. See “Serial DataLink”.

Sample Rate – This is the “rate or frequency thatdata is captured and/or stored”. This is usuallymeasured in samples per second.

Scroll – This is the process of showing all availablesets of “event information”within a digital displayarea. The information is shown one set at a time.A set of “event information” is shown briefly. Thedisplay will automatically advance to the next set.After all the sets are shown the process is repeated.Some controls will show the message “END” beforethe control repeats the process.

Sender – This is a device that changes resistanceaccording to a physical condition. The sender thensends a signal to a gauge. A single connectionprovides the signal and the power.

Sensor – This is a device that monitors the physicalcondition of a machine system. The sensors canmonitor the conditions that are listed here: pressure,temperature, flow, and mechanical movement. Thesensors convert the condition into an electricalsignal that can be understood by an electroniccontrol. Also see “Transducer” and “Sender”.

Serial Data Link – This is a type of data link thattransfers one bit of data at a time. The data link ismost often used to transfer information betweencomputer devices.

Service Code – This is a type of maintenance codethat describes a condition that has been identifiedby an electronic control system. The code indicateswhen “service” is required. This code is stored inthe control for the service technician. This term waspreviously referred to as a “fault code”. This code isnow referred to as a “service type” of maintenanceevent. See “Event” and “Diagnostic Code”.

Service Event – This is a type of maintenance eventthat requires a service technician to perform service.This is usually routine service that is performed onthe machine. Examples of “service” are changingthe engine oil or transmission filters. See “Event”.

Service Hour Meter (SHM) – This is a meter on themachine that totals the “engine running hours”.

Service Meter Hours (SMH) – This meter incrementstime only when the engine is running. This meter ismost often used in order to determine the intervalsfor servicing the machine. This meter is also usedto identify the time of occurrence of an event. Thisis used as part of the diagnostic process. Also see“Service Meter Units”.

Service Program Code (SPC) – These codesare entered into the electrical system by theuser through the keypad. The codes initiate therequested operation.

Service Tool – This is a tool that is used in order toservice Caterpillar machines. This term most oftenrefers to the service equipment that is listed here:Electronic Control Analyzer Programmer (ECAP),Caterpillar Electronic Technician (ET), a digitalmultimeter, and laptop computer This may also referto any other dedicated service equipment.

Service Tool Connector – See “Machine ServiceConnector”.

Short Circuit – A connection between two points ina circuit that is normally unwanted.

Signal – This is the changing voltage that is usedto carry information. A signal is typically sent froma sensor to an electronic control. For example, asignal is sent from the transmission output speedsensor (TOS) to the transmission control.

Signal Wire – This is the harness wire that carriesthe signal voltage to the electronic control. Thesignal is sent by any of the components that arelisted here: a sensor, a switch, and any other similarcomponents.

Snapshot Recorder – This is a set of machineinformation that is captured and stored for later useby the service technician. The snapshot is similar toa picture of information. The picture often containsmultiple channels over a given time period. Thiswas formerly called an event recorder in the VitalInformation Management System. The snapshotrecorder that is used by the Vital InformationManagement System records data for six minutes.“This six minute period contains five minutes ofinformation before the event started and one moreminute after.”

Software (S/W) – This is a step-by-step instructionthat defines the operation of a computer system.This is often called a program.


Solenoid – This is a coil assembly that is usedto perform some type of mechanical work.The solenoid converts electrical energy intolinear mechanical motion with an electrical coil(electromagnet) that produces a magnetic fieldaround an armature (slug or plunger).

Solenoid Valve – This is a device that uses asolenoid in order to actuate a valve (“hydraulic orpneumatic”). The valve is used to control the flow orpressure of a liquid or gas.

Solid State – This refers to circuits or componentsthat use semiconductors. Examples of solid statedevices: transistors, diodes, and integrated circuits(IC).

Source Software – This is software that containsdetailed operating instruction for the on boardsystem. This is software that is similar to theoperating system that is used with a personalcomputer.

Sourcing Driver – This is a type of output of anelectronic control. When the driver (output) ison +Battery is supplied to the load. The otherconnection must be connected to ground. This issometimes referred to as a high side driver.

Speed Burp – This is a sudden unwanted changein engine speed.

Speedometer/Tachometer Module – This is a displaymodule that contains the components that are listedhere: speedometer for machine ground speed, atachometer for engine speed, and a display foractual gear.

Store – This is the process that is used to recordthe “event information” in an electronic control. See“Log”.

Subsystem – This is a system that is part of a largersystem.

Supply Voltage – This is a constant voltage that issupplied to a component such as a sensor. Thesupply voltage provides the electrical power for theoperation of the component. The voltage may begenerated by the electronic control or supplied fromthe machine electrical system.

Sure-Seal Connector – This is a multi-contactconnector that holds pins and sockets in a rubberhousing.

Suspension Cylinder Pressure Sensor – This is adevice that generates a signal that is proportionalto suspension cylinder pressure. This sensor is adigital type. The signal changes frequency as thepressure changes.

Switch – This is a device with electrical contactsthat opens under specified conditions. This is adevice with electrical contacts that closes underspecified conditions.

Switch Input – This is the input to an electroniccontrol that is expecting to be a ground, a openor +Battery.

System Clock – “This is a device within a machineor engine electrical system, usually in the monitoringsystem if present, that synchronizes or forces theclock within each electronic control module on adata link to display the same machine or enginehours. The primary use of this clock is for timestamping of events used for service, maintenanceand/or warranty, etc.”

System Event – This is an abnormal condition inthe ELECTRICAL SYSTEM that has been detectedby an electronic control in the Vital InformationManagement System (VIMS). This term is nowcalled a diagnostic type of “maintenance” event.See “Event” and “Diagnostic Code”.

System Voltage – This is the actual voltage thatexists between the positive battery post and frameground. This is sometimes referred to as +Batteryvoltage.

Temperature Sensor – This is a device thatgenerates a signal that is proportional to the changein temperature.

Temperature Switch – This is a switch that monitorstemperature. The switch sends a signal to anelectronic control or signal lamp.

Telemetry – This is a wireless method ofbroadcasting data between two points. This methodmost often uses a radio. The mobile unit transfersthe data to the “data collection area”.

Test Probe – This is a device for connecting aservice tool in order to test a circuit. The probeprovides access to a circuit that is being tested.The probes provide access to the circuit withoutdisconnecting the circuit.

Trend – This is a type of graph that shows thechanges of a parameter value over time.

Trigger point – This is the starting point in theprocess of storing a snapshot. This is also thebeginning of an event.

Uncommitted Switch Input – This is a switch inputfor an electronic control. The function variesaccording to the application. A harness codeor programmable software is most often used todetermine the function of these inputs.


Undetected Fault – This is a system event thatcannot be detected by the electronic control. Thefault must be detected by the operator or a servicetechnician.

Upload – This is the process of transferring aprogram and/or configuration into an electroniccontrol from an off-board service tool. See “FlashProgramming ”and “Download”.

+V – This is a constant voltage that is supplied toa component that provides electrical power for theoperation of the component. The voltage is providedby an electronic control module. The voltage isalways less than +Battery.

VIMS-PC – This is a Windows based off-boardsoftware. The software is used with a service tool.The service tool communicates with the VIMSthrough the RS-232data link.

Vital Information Display System (VIDS) – This is anelectronic monitoring system that is based on theVital Information Management System. However, theVIDS has reduced features.

Vital Information Management System (VIMS) –This is a system that is designed to monitor all onboard systems for abnormal conditions. The VIMScontrols the operator’s electronic instrument panelvia a special data link.

Volatile Memory (VM) – This is a type of “datastorage” that is lost with a interruption of power.

Warning Category – This describes the severity ofan operator warning. This is based on one of threecategories.

Wiring Harness – See “Harness”.

Wring Out – Wring out refers to checking a harnessfor opens, shorts or grounds.

Zener Diode – This is a special diode that conductscurrent in the reverse direction when this reversevoltage becomes higher than a specified value.When this specified value is reached, the voltageacross this diode remains constant.

i01382149

System SchematicSMCS Code: 7566

The following schematics are typical VIMS systemschematics. Each schematic shows only onemodule that is a portion of the entire system. Eachschematic shows the inputs of each module. Onsome machines, certain sensors are not part ofVIMS. The CAT data link provides sensor informationfrom other electronic controls. For a completeschematic of a particular machine, always see theElectrical System Schematic module in the machineService Manual.


793C VIMS Main Module Schematic



793C VIMS Interface Module No. 1



793C VIMS Interface Module No. 2



785C and 789C VIMS Main Module



785C and 789C VIMS InterfaceModule No. 1



785C and 789C VIMS InterfaceModule No. 2



785B, 789B and 793B VIMS MainModule



785B, 789B and 793B VIMSInterface Module No. 1



785B, 789B and 793B VIMSInterface Module No. 2



5130B VIMS Main Module



5130B VIMS Interface Module No. 1



5130B VIMS Interface Module No. 2



5130 and 5230 VIMS Main Module



5130 and 5230 VIMS InterfaceModule No. 1



5130 and 5230 VIMS InterfaceModule No. 2



992G VIMS Main Module



992G VIMS Interface Module No. 1



992G VIMS Interface Module No. 2



994 VIMS Main Module



994 VIMS Interface Module No. 1



994 VIMS Interface Module No. 2



994D VIMS Main Module



994D VIMS Interface Module No. 1



994D VIMS Interface Module No. 2



VIMS 9.0X or Later Class ofOnboard Software UpdateWorksheet

This worksheet should be completed prior touploading of any new VIMS on boad software. Thisworksheet will help prevent the loss of stored onboard data. This worksheet will also help preventthe loss of user settings in the configuration.

Note: The service program codes (SPC) can beused to access the information that is required tocomplete this work sheet. Refer to the SystemsOperation, “Service Operation” section of thismanual for more information on the service programcodes.

1. Service Meter Hour (SMH) : _________________________

2. Onboard Clock Time: _________________________________

3. Document All Resettable Totals. (SPC:TOT):

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

4. Enter the present machine statistics (SPC:MSTAT):

Source Software: __________________________________________

Configuration Software: __________________________________

Hardware Version: _________________________________________

Model Number: ____________________________________________

Serial Number: _____________________________________________

Equipment Number: ______________________________________

Attachment Code: _________________________________________

Language: __________________________________________________

Configuration Type: _______________________________________

Operator ID: ________________________________________________

5. Unit Setting (SPC: UN): English/Metric (circle one)

6. Download all on board data files.

7. Auto Lube Cycle Time (SPC: LUBSET): __________

7a. Auto Lube Duration (SPC: LUBSET): ____________

8. Backlight Setting (SPC: BLT): _______________________

9. Contrast Setting

(SPC: CON): ________________________________________________

10. Service Light Setting(9.5X or later) (SPC:SVCSET): ____________________________________________________

11. Snapshot Configure Setting(9.5X or later): (SPC:ERSET): ______________________________________________________

12. Event Configure Setting(9.6X or later): (SPC:ESET): Use table 53 to record the Event ConfigureSettings.

Table 53

Event Log(1) Display(1) Telemetry(1) ServiceLight(1)

1.

2.

3.

4.

6.

7.

8.

9.

10.

11.

12.

13

14

15

(1) Indicate (E)nabled or (D)isabled.

13. Max Payload Weight (SPC: PAYCONF): __________

13a. Last Pass Indicator (PAYCONF): ________________

Note: Customizing the new large wheel loader VIMSconfiguration software to the same settings as thepresently installed software with the InformationSystem Builder software is mandatory prior toputting the machine back into service. Refer to ,RENR2517, “Large Wheel Loader VIMS PayloadUsers Manual” for instructions on how to update thenew configuration.


Note: It is highly recommended that the user havea copy of the present VIMS source software andVIMS configuration software available before theuploading the NEW VIMS source and configurationsoftware.

Note: If desired a screen print of the VIMS-PCMachine Status Display may be used in place ofitem 4. This screen print can be used to referenceimportant information about the setup of themachine. Perform the following procedure to makea file that will save the screen print.

Screen Print Procedure

1. Connect VIMS-PC to the machine and establishcommunication. Then access the Machine StatusDisplay screen.

2. In order to place the screen print onto theclipboard, press the Print Screen key as requiredon the PC that is being used.

3. Open Windows Paintbrush, the Clipboard Viewer,Microsoft Word or WordPad program on the PC.

4. Use the “paste” option in the “Edit” menu orpress Ctrl-V in order to place the image on thedesktop.

5. Save the file by opening the “File” Menu andselecting the “Save As” option.

6. Name the file in the “Save As” dialog box.Using the machine serial number or equipmentnumber will make the file easier to track. Selecta directory in which to store the file. Click on thesave button in the “Save As” dialog box.

The file is now saved for later use and can bemoved to the same subdirectory as the downloadedfiles.

573Index Section

Index

A

Action Alarm .......................................................... 97Action Lamp........................................................... 97Alert Indicator - Troubleshoot .............................. 487

Troubleshooting The Action Lamp ................... 489Attachment Code - Configure ................................ 20

B

Battery - Replace................................................. 521Procedure ........................................................ 521

C

Cable Connections .............................................. 522Connections of the Radio Telemetry System(Broadcast) .................................................... 523

Data Connections (OHT) ................................. 524Power Connections (OHT) ............................... 524Printer Cable (Payload) for Large Wheel Loader

....................................................................... 522Calibration Mode - Enter........................................ 21Charging System - Test ....................................... 503

Alternator Specifications .................................. 511Initial Troubleshooting Procedure..................... 503T1 Alternator Output - Test .............................. 505T2a - Test For Machines Equipped With A MainDisconnect Switch.......................................... 506

T2b - Test For Any Machine ............................. 506T3 Charging System - Test .............................. 507T4 Alternator Drive System - Check ................ 508T5 Alternator Current - Test ............................. 508T6 Residual Magnetism Restoration................ 508T7 Identifying Source Of Current Draw - Test .. 509T8a- Alternator Overcharging - Test................. 509T8b - Alternator Overcharging - Test(Continued) .................................................... 510

Chip Detector - Test............................................. 490CID 0041 FMI 03 Sensor Power Supply (8 DCV)Voltage Above Normal - Test ............................. 209

CID 0041 FMI 04 Sensor Power Supply (8 DCV)Voltage Below Normal - Test.............................. 210

CID 0041 FMI 06 Sensor Power Supply (8 DCV)Current Above Normal - Test ............................. 211

CID 0075 FMI 03 Temperature Sensor (Steering Oil)Voltage Above Normal - Test ............................. 212

CID 0075 FMI 04 Temperature Sensor (Steering Oil)Voltage Below Normal - Test.............................. 214

CID 0075 FMI 06 Temperature Sensor (Steering Oil)Current Above Normal - Test ............................. 215

CID 0096 FMI 03 Level Sensor (Fuel) Voltage AboveNormal - Test ..................................................... 217

CID 0096 FMI 04 Level Sensor (Fuel) Voltage BelowNormal - Test ..................................................... 218

CID 0096 FMI 06 Level Sensor (Fuel) Current AboveNormal - Test ..................................................... 220

CID 0100 FMI 03 Pressure Sensor (Engine Oil)Voltage Above Normal - Test ............................. 221

CID 0100 FMI 04 Pressure Sensor (Engine Oil)Voltage Below Normal - Test.............................. 223

CID 0100 FMI 06 Pressure Sensor (Engine Oil)Current Above Normal - Test ............................. 224

CID 0110 FMI 03 Temperature Sensor (EngineCoolant) Voltage Above Normal - Test............... 225

CID 0110 FMI 04 Temperature Sensor (EngineCoolant) Voltage Below Normal - Test ............... 227

CID 0110 FMI 06 Temperature Sensor (EngineCoolant) Current Above Normal - Test............... 228

CID 0127 FMI 03 Pressure Sensor (Transmission Oil)Voltage Above Normal - Test ............................. 229

CID 0127 FMI 04 Pressure Sensor (Transmission Oil)Voltage Below Normal - Test.............................. 231

CID 0127 FMI 06 Pressure Sensor (Transmission Oil)Current Above Normal - Test ............................. 232

CID 0171 FMI 03 Temperature Sensor (Ambient Air)Voltage Above Normal - Test ............................. 233

CID 0171 FMI 04 Temperature Sensor (Ambient Air)Voltage Below Normal - Test.............................. 235

CID 0171 FMI 06 Temperature Sensor (Ambient Air)Current Above Normal - Test ............................. 237

CID 0177 FMI 03 Temperature Sensor (TransmissionOil) Voltage Above Normal - Test....................... 238

CID 0177 FMI 04 Temperature Sensor (TransmissionOil) Voltage Below Normal - Test ....................... 240

CID 0177 FMI 06 Temperature Sensor (TransmissionOil) Current Above Normal - Test....................... 241

CID 0190 FMI 02 Speed Sensor (Engine) IncorrectSignal - Test ....................................................... 242

CID 0190 FMI 03 Speed Sensor (Engine) VoltageAbove Normal - Test .......................................... 244

CID 0190 FMI 04 Speed Sensor (Engine) VoltageBelow Normal - Test........................................... 245

CID 0190 FMI 08 Speed Sensor (Engine) AbnormalSignal - Test ....................................................... 246

CID 0248 FMI 09 CAT Data Link Abnormal Update -Test .................................................................... 247


CID 0262 FMI 04 Sensor Power Supply (5 DCV)Voltage Below Normal - Test.............................. 250

CID 0262 FMI 06 Sensor Power Supply (5 DCV)Current Above Normal - Test ............................. 251

CID 0263 FMI 03 Sensor Power Supply (8 or 12DCV) Voltage Above Normal - Test.................... 251

CID 0263 FMI 04 Sensor Power Supply (8 or 12DCV) Voltage Below Normal - Test.................... 252

CID 0263 FMI 06 Sensor Power Supply (8 or 12DCV) Current Above Normal - Test ................... 253

CID 0271 FMI 03 Alarm (Action) Voltage AboveNormal - Test ..................................................... 254

CID 0271 FMI 05 Alarm (Action) Current BelowNormal - Test ..................................................... 255

CID 0271 FMI 06 Alarm (Action) Current AboveNormal - Test ..................................................... 256

574Index Section

CID 0279 FMI 03 Temperature Sensor (FrontAftercooler Coolant) Voltage Above Normal -Test .................................................................... 257

CID 0279 FMI 04 Temperature Sensor (FrontAftercooler Coolant) Voltage Below Normal -Test .................................................................... 259

CID 0279 FMI 06 Temperature Sensor (FrontAftercooler Coolant) Current Above Normal -Test .................................................................... 261

CID 0280 FMI 03 Temperature Sensor (Pump Drive)Voltage Above Normal - Test ............................. 262

CID 0280 FMI 04 Temperature Sensor (Pump Drive)Voltage Below Normal - Test.............................. 264

CID 0280 FMI 06 Temperature Sensor (Pump Drive)Current Above Normal - Test ............................. 265

CID 0295 FMI 02 Electronic Control Module(Machine) Incorrect Signal - Test ....................... 266

CID 0295 FMI 09 Electronic Control Module(Machine) Abnormal Update - Test.................... 268

CID 0295 FMI 12 Electronic Control Module(Machine) Failed - Test ...................................... 270

CID 0296 FMI 02 Power Train Electronic ControlModule (Electronic Clutch Pressure Control)Incorrect Signal - Test ........................................ 272

CID 0296 FMI 09 Power Train Electronic ControlModule (Electronic Clutch Pressure Control)Abnormal Update) - Test.................................... 274

CID 0296 FMI 12 Power Train Electronic ControlModule (Electronic Clutch Pressure Control) Failed -Test .................................................................... 276

CID 0324 FMI 03 Lamp (Action) Voltage AboveNormal - Test ..................................................... 278

CID 0324 FMI 05 Lamp (Action) Current BelowNormal - Test ..................................................... 278

CID 0324 FMI 06 Lamp (Action) Current AboveNormal - Test ..................................................... 279


CID 0341 FMI 05 Solenoid Valve (No. 4) (Warm Up)Current Below Normal - Test.............................. 281

CID 0341 FMI 06 Solenoid Valve (No. 4) (Warm Up)Current Above Normal - Test ............................. 282

CID 0341 FMI 11 Solenoid Valve (No. 4) (Warm Up)Failure Mode Not Identifiable - Test ................... 282

CID 0350 FMI 00 Position Sensor (Lift Linkage)Above Normal Range - Test............................... 283

CID 0350 FMI 01 Position Sensor (Lift Linkage)Below Normal Range - Test ............................... 283

CID 0350 FMI 02 Position Sensor (Lift Linkage)Incorrect Signal - Test ........................................ 284

CID 0350 FMI 03 Position Sensor (Lift Linkage)Voltage Above Normal - Test ............................. 284

CID 0350 FMI 04 Position Sensor (Lift Linkage)Voltage Below Normal - Test.............................. 285

CID 0350 FMI 06 Position Sensor (Lift Linkage)Current Above Normal - Test ............................. 285

CID 0350 FMI 08 Position Sensor (Lift Linkage)Abnormal Signal - Test ...................................... 286

CID 0350 FMI 11 Position Sensor (Lift Linkage)Failure Mode Not Identifiable - Test ................... 286

CID 0350 FMI 13 Position Sensor (Lift Linkage) Outof Calibration - Test............................................ 287



CID 0364 FMI 06 Pressure Sensor (Lift CylinderHead End) Current Above Normal - Test ........... 287

CID 0371 FMI 03 Solenoid Valve (Air Horn) VoltageAbove Normal - Test .......................................... 287

CID 0371 FMI 05 Solenoid Valve (Air Horn) CurrentBelow Normal - Test........................................... 288

CID 0371 FMI 06 Solenoid Valve (Air Horn) CurrentAbove Normal - Test .......................................... 289

CID 0371 FMI 11 Solenoid Valve (Air Horn) FailureMode Not Identifiable - Test ............................... 289

CID 0378 FMI 03 Solenoid Valve (AutomaticLubrication) Voltage Above Normal - Test ......... 290

CID 0378 FMI 05 Solenoid Valve (AutomaticLubrication) Current Below Normal - Test.......... 291

CID 0378 FMI 06 Solenoid Valve (AutomaticLubrication) Current Above Normal - Test ......... 292

CID 0378 FMI 11 Solenoid Valve (AutomaticLubrication) Failure Mode Not Identifiable -Test .................................................................... 293

CID 0379 FMI 03 Pressure Sensor (AutomaticLubrication) Voltage Above Normal - Test ......... 293

CID 0379 FMI 04 Pressure Sensor (AutomaticLubrication) Voltage Below Normal - Test.......... 295

CID 0379 FMI 06 Pressure Sensor (AutomaticLubrication) Current Above Normal - Test ......... 297

CID 0425 FMI 03 Pressure Sensor (Front Brake Oil)Voltage Above Normal - Test ............................. 298

CID 0425 FMI 04 Pressure Sensor (Front Brake Oil)Voltage Below Normal - Test.............................. 300

CID 0425 FMI 06 Pressure Sensor (Front Brake Oil)Current Above Normal - Test ............................. 301

CID 0426 FMI 03 Pressure Sensor (Rear Brake Oil)Voltage Above Normal - Test ............................. 302

CID 0426 FMI 04 Pressure Sensor (Rear Brake Oil)Voltage Below Normal - Test.............................. 304

CID 0426 FMI 06 Pressure Sensor (Rear Brake Oil)Current Above Normal - Test ............................. 305

CID 0427 FMI 03 Temperature Sensor (Front AxleOil) Voltage Above Normal - Test....................... 306

CID 0427 FMI 04 Temperature Sensor (Front AxleOil) Voltage Below Normal - Test ....................... 308

CID 0427 FMI 06 Temperature Sensor (Front AxleOil) Current Above Normal - Test....................... 309

CID 0428 FMI 03 Temperature Sensor (Rear AxleOil) Voltage Above Normal - Test....................... 310

CID 0428 FMI 04 Temperature Sensor (Rear AxleOil) Voltage Below Normal - Test ....................... 312

CID 0428 FMI 06 Temperature Sensor (Rear AxleOil) Current Above Normal - Test....................... 313

CID 0429 FMI 03 Pressure Sensor (Steering Oil)Voltage Above Normal - Test ............................. 314

CID 0429 FMI 04 Pressure Sensor (Steering Oil)Voltage Below Normal - Test.............................. 316

CID 0429 FMI 06 Pressure Sensor (Steering Oil)Current Above Normal - Test ............................. 317

575Index Section

CID 0430 FMI 03 Pressure Sensor (Steering PilotOil) Voltage Above Normal - Test....................... 318

CID 0430 FMI 04 Pressure Sensor (Steering PilotOil) Voltage Below Normal - Test ....................... 320

CID 0430 FMI 06 Pressure Sensor (Steering PilotOil) Current Above Normal - Test....................... 321

CID 0434 FMI 03 Pressure Sensor (Hydraulic PilotOil) Voltage Above Normal - Test....................... 322

CID 0434 FMI 04 Pressure Sensor (Hydraulic PilotOil) Voltage Below Normal - Test ....................... 324

CID 0434 FMI 06 Pressure Sensor (Hydraulic PilotOil) Current Above Normal - Test....................... 325

CID 0436 FMI 03 Pressure Sensor (Torque ConverterOil) Voltage Above Normal - Test....................... 326

CID 0436 FMI 04 Pressure Sensor (Torque ConverterOil) Voltage Below Normal - Test ....................... 328

CID 0436 FMI 06 Pressure Sensor (Torque ConverterOil) Current Above Normal - Test....................... 329













CID 0457 FMI 03 Temperature Sensor (Brake Oil)Voltage Above Normal - Test ............................. 338

CID 0457 FMI 04 Temperature Sensor (Brake Oil)Voltage Below Normal - Test.............................. 339

CID 0457 FMI 06 Temperature Sensor (Brake Oil)Current Above Normal - Test ............................. 340

CID 0458 FMI 03 Pressure Sensor (Tilt Cylinder Rod)Voltage Above Normal - Test ............................. 342

CID 0458 FMI 04 Pressure Sensor (Tilt Cylinder Rod)Voltage Below Normal - Test.............................. 342

CID 0458 FMI 06 Pressure Sensor (Tilt Cylinder Rod)Current Above Normal - Test ............................. 342

CID 0533 FMI 02 Machine Electronic Control Module(Integrated Brake) Incorrect Signal - Test .......... 342

CID 0533 FMI 09 Machine Electronic Control Module(Integrated Brake) Abnormal Update - Test ....... 344

CID 0533 FMI 12 Machine Electronic Control Module(Integrated Brake) Failed - Test.......................... 346

CID 0541 FMI 03 Pressure Sensor (Differential Oil)Voltage Above Normal - Test ............................. 348

CID 0541 FMI 04 Pressure Sensor (Differential Oil)Voltage Below Normal - Test.............................. 350

CID 0541 FMI 06 Pressure Sensor (Differential Oil)Current Above Normal - Test ............................. 351

CID 0562 FMI 02 Caterpillar Monitoring SystemIncorrect Signal - Test ........................................ 352

CID 0562 FMI 09 Caterpillar Monitoring SystemAbnormal Update - Test..................................... 354

CID 0562 FMI 12 Caterpillar Monitoring SystemFailed - Test ....................................................... 356

CID 0590 FMI 02 Electronic Control Module (Engine)Incorrect Signal - Test ........................................ 358

CID 0590 FMI 09 Electronic Control Module (Engine)Abnormal Update - Test..................................... 360

CID 0590 FMI 12 Electronic Control Module (Engine)Failed - Test ....................................................... 362

CID 0596 FMI 02 Electronic Control Module(Implement) Incorrect Signal - Test.................... 364

CID 0596 FMI 09 Electronic Control Module(Implement) Abnormal Update - Test................. 366

CID 0596 FMI 12 Electronic Control Module(Implement) Failed - Test ................................... 368

CID 0600 FMI 03 Temperature Sensor (Hydraulic Oil)Voltage Above Normal - Test ............................. 370

CID 0600 FMI 04 Temperature Sensor (Hydraulic Oil)Voltage Below Normal - Test.............................. 372

CID 0600 FMI 06 Temperature Sensor (Hydraulic Oil)Current Above Normal - Test ............................. 374

CID 0650 FMI 02 Harness Code Incorrect - Test.. 375CID 0654 FMI 03 Temperature Sensor (Trailer RightBrake Oil) Voltage Above Normal - Test ............ 376

CID 0654 FMI 04 Temperature Sensor (Trailer RightBrake Oil) Voltage Below Normal - Test............. 378

CID 0654 FMI 06 Temperature Sensor (Trailer RightBrake Oil) Current Above Normal - Test ............ 379

CID 0655 FMI 03 Temperature Sensor (Trailer LeftBrake Oil) Voltage Above Normal - Test ............ 380

CID 0655 FMI 04 Temperature Sensor (Trailer LeftBrake Oil) Voltage Below Normal - Test............. 381

CID 0655 FMI 06 Temperature Sensor (Trailer LeftBrake Oil) Current Above Normal - Test ............ 382

CID 0656 FMI 03 Temperature Sensor (Trailer BrakeOil Cooler Inlet) Voltage Above Normal - Test ... 383

CID 0656 FMI 04 Temperature Sensor (Trailer BrakeOil Cooler Inlet) Voltage Below Normal - Test.... 385

CID 0656 FMI 06 Temperature Sensor (Trailer BrakeOil Cooler Inlet) Current Above Normal - Test ... 386

CID 0657 FMI 03 Temperature Sensor (Trailer BrakeOil Cooler Outlet) Voltage Above Normal - Test.. 387

CID 0657 FMI 04 Temperature Sensor (Trailer BrakeOil Cooler Outlet) Voltage Below Normal - Test.. 388

CID 0657 FMI 06 Temperature Sensor (Trailer BrakeOil Cooler Outlet) Current Above Normal - Test.. 389

CID 0658 FMI 02 Pressure Sensor (Trailer RightSuspension Cylinder) Incorrect Signal - Test..... 390

CID 0658 FMI 03 Pressure Sensor (Trailer RightSuspension Cylinder) Voltage Above Normal -Test .................................................................... 391

CID 0658 FMI 04 Pressure Sensor (Trailer RightSuspension Cylinder) Voltage Below Normal -Test .................................................................... 391

576Index Section

CID 0658 FMI 06 Pressure Sensor (Trailer RightSuspension Cylinder) Current Above Normal -Test .................................................................... 391

CID 0659 FMI 02 Pressure Sensor (Trailer LeftSuspension Cylinder) Incorrect Signal - Test..... 391

CID 0659 FMI 03 Pressure Sensor (Trailer LeftSuspension Cylinder) Voltage Above Normal -Test .................................................................... 391

CID 0659 FMI 04 Pressure Sensor (Trailer LeftSuspension Cylinder) Voltage Below Normal -Test .................................................................... 391

CID 0659 FMI 06 Pressure Sensor (Trailer LeftSuspension Cylinder) Current Above Normal -Test .................................................................... 392

CID 0672 FMI 01 Speed Sensor (Torque ConverterOutput) Below Normal Range - Test .................. 392

CID 0672 FMI 02 Speed Sensor (Torque ConverterOutput) Incorrect Signal - Test ........................... 392

CID 0672 FMI 03 Speed Sensor (Torque ConverterOutput) Voltage Above Normal - Test ................ 394

CID 0672 FMI 04 Speed Sensor (Torque ConverterOutput) Voltage Below Normal - Test................. 395

CID 0672 FMI 08 Speed Sensor (Torque ConverterOutput) Abnormal Signal - Test ......................... 396

CID 0767 FMI 03 Pressure Sensor (FixedDisplacement Pump Oil) Voltage Above Normal -Test .................................................................... 397

CID 0767 FMI 04 Pressure Sensor (FixedDisplacement Pump Oil) Voltage Below Normal -Test .................................................................... 399

CID 0767 FMI 06 Pressure Sensor (FixedDisplacement Pump Oil) Current Above Normal -Test .................................................................... 400









CID 0809 FMI 02 Speedometer/Tachometer Module(No. 1) Incorrect Signal - Test ............................ 403


CID 0810 FMI 02 Speedometer/Tachometer Module(No. 2) Incorrect Signal - Test ............................ 403


CID 0811 FMI 02 Quad Gauge Module (No. 1)Incorrect Signal - Test ........................................ 403

CID 0811 FMI 12 Quad Gauge Module (No. 1) Failed- Test .................................................................. 403







CID 0815 FMI 02 Message Center Module (No. 1)Incorrect Signal - Test ........................................ 404


CID 0816 FMI 02 Message Center Module (No. 2)Incorrect Signal - Test ........................................ 404


CID 0817 FMI 02 Battery (Internal Backup) Incorrect- Test .................................................................. 405

CID 0817 FMI 12 Battery (Internal Backup) Failed -Test .................................................................... 405

CID 0819 FMI 02 Display Data Link Incorrect -Test .................................................................... 405

CID 0819 FMI 03 Display Data Link Voltage AboveNormal - Test ..................................................... 405

CID 0819 FMI 06 Display Data Link Current AboveNormal - Test ..................................................... 406

CID 0819 FMI 12 Display Data Link Failed - Test.. 406CID 0820 FMI 02 Keypad Data Link Incorrect -Test .................................................................... 406

CID 0820 FMI 03 Keypad Data Link Voltage AboveNormal - Test ..................................................... 407

CID 0820 FMI 06 Keypad Data Link Current AboveNormal - Test ..................................................... 407

CID 0820 FMI 12 Keypad Data Link Failed -Test .................................................................... 408

CID 0821 FMI 03 Display Power Supply VoltageAbove Normal - Test .......................................... 408

CID 0821 FMI 06 Display Power Supply CurrentAbove Normal - Test .......................................... 409

CID 0822 FMI 03 Display Backlighting Voltage AboveNormal - Test ..................................................... 409

CID 0822 FMI 05 Display Backlighting Current BelowNormal - Test ..................................................... 410

CID 0822 FMI 06 Display Backlighting Current AboveNormal - Test ..................................................... 410

CID 0823 FMI 03 Lamp (Service) Voltage AboveNormal - Test ..................................................... 411

CID 0823 FMI 05 Lamp (Service) Current BelowNormal - Test ..................................................... 412

CID 0823 FMI 06 Lamp (Service) Current AboveNormal - Test ..................................................... 413

CID 0824 FMI 03 Lamp (Green Payload) VoltageAbove Normal - Test .......................................... 414

CID 0824 FMI 05 Lamp (Green Payload) CurrentBelow Normal - Test........................................... 414

CID 0824 FMI 06 Lamp (Green Payload) CurrentAbove Normal - Test .......................................... 415

577Index Section

CID 0825 FMI 03 Lamp (Red Payload) Voltage AboveNormal - Test ..................................................... 416

CID 0825 FMI 05 Lamp (Red Payload) Current BelowNormal - Test ..................................................... 417

CID 0825 FMI 06 Lamp (Red Payload) Current AboveNormal - Test ..................................................... 418

CID 0826 FMI 03 Temperature Sensor (TorqueConverter Oil) Voltage Above Normal - Test ...... 419

CID 0826 FMI 04 Temperature Sensor (TorqueConverter Oil) Voltage Below Normal - Test ...... 421

CID 0826 FMI 06 Temperature Sensor (TorqueConverter Oil) Current Above Normal - Test...... 422

CID 0826 FMI 11 Temperature Sensor (TorqueConverter Oil) Failure Mode Not Identifiable -Test .................................................................... 424

CID 0827 FMI 03 Temperature Sensor (Left Exhaust)Voltage Above Normal - Test ............................. 424

CID 0827 FMI 04 Temperature Sensor (Left Exhaust)Voltage Below Normal - Test.............................. 426

CID 0827 FMI 06 Temperature Sensor (Left Exhaust)Current Above Normal - Test ............................. 427

CID 0827 FMI 08 Temperature Sensor (Left Exhaust)Abnormal Signal - Test ...................................... 428

CID 0828 FMI 03 Temperature Sensor (RightExhaust) Voltage Above Normal - Test .............. 429

CID 0828 FMI 04 Temperature Sensor (RightExhaust) Voltage Below Normal - Test .............. 431

CID 0828 FMI 06 Temperature Sensor (RightExhaust) Current Above Normal - Test .............. 432

CID 0828 FMI 08 Temperature Sensor (RightExhaust) - Test................................................... 434

CID 0829 FMI 03 Temperature Sensor (RearAftercooler Coolant) Voltage Above Normal -Test .................................................................... 435

CID 0829 FMI 04 Temperature Sensor (RearAftercooler Coolant) Voltage Below Normal -Test .................................................................... 436

CID 0829 FMI 06 Temperature Sensor (RearAftercooler Coolant) Current Above Normal -Test .................................................................... 437

CID 0830 FMI 03 Temperature Sensor (Front BrakeOil) Voltage Above Normal - Test....................... 439

CID 0830 FMI 04 Temperature Sensor (Front BrakeOil) Voltage Below Normal - Test ....................... 440

CID 0830 FMI 06 Temperature Sensor (Front BrakeOil) Current Above Normal - Test....................... 441

CID 0833 FMI 03 Temperature Sensor (Rear BrakeOil) Voltage Above Normal - Test....................... 442

CID 0833 FMI 04 Temperature Sensor (Rear BrakeOil) Voltage Below Normal - Test ....................... 444

CID 0833 FMI 06 Temperature Sensor (Rear BrakeOil) Current Above Normal - Test....................... 445

CID 0835 FMI 03 Temperature Sensor (DifferentialOil) Voltage Above Normal - Test....................... 446

CID 0835 FMI 04 Temperature Sensor (DifferentialOil) Voltage Below Normal - Test ....................... 447

CID 0835 FMI 06 Temperature Sensor (DifferentialOil) Current Above Normal - Test....................... 449

CID 0838 FMI 02 Pressure Sensor (Left FrontSuspension Cylinder) Incorrect Signal - Test..... 450

CID 0838 FMI 03 Pressure Sensor (Left FrontSuspension Cylinder) Voltage Above Normal -Test .................................................................... 450

CID 0838 FMI 04 Pressure Sensor (Left FrontSuspension Cylinder) Voltage Below Normal -Test .................................................................... 450

CID 0838 FMI 06 Pressure Sensor (Left FrontSuspension Cylinder) Current Above Normal -Test .................................................................... 450

CID 0838 FMI 08 Pressure Sensor (Left FrontSuspension Cylinder) Abnormal Signal - Test ... 450

CID 0839 FMI 02 Pressure Sensor (Right FrontSuspension Cylinder) Incorrect Signal - Test..... 451

CID 0839 FMI 03 Pressure Sensor (Right FrontSuspension Cylinder) Voltage Above Normal -Test .................................................................... 451

CID 0839 FMI 04 Pressure Sensor (Right FrontSuspension Cylinder) Voltage Below Normal -Test .................................................................... 451

CID 0839 FMI 06 Pressure Sensor (Right FrontSuspension Cylinder) Current Above Normal -Test .................................................................... 451

CID 0839 FMI 08 Pressure Sensor (Right FrontSuspension Cylinder) Abnormal Signal - Test ... 451

CID 0840 FMI 02 Pressure Sensor (Left RearSuspension Cylinder) Voltage Above Normal -Test .................................................................... 451

CID 0840 FMI 03 Pressure Sensor (Left RearSuspension Cylinder) Voltage Above Normal -Test .................................................................... 452

CID 0840 FMI 04 Pressure Sensor (Left RearSuspension Cylinder) Voltage Below Normal -Test .................................................................... 452

CID 0840 FMI 06 Pressure Sensor (Left RearSuspension Cylinder) Current Above Normal -Test .................................................................... 452

CID 0840 FMI 08 Pressure Sensor (Left RearSuspension Cylinder) Abnormal Signal - Test ... 452

CID 0841 FMI 02 Pressure Sensor (Right RearSuspension Cylinder) Incorrect Signal - Test..... 452

CID 0841 FMI 03 Pressure Sensor (Right RearSuspension Cylinder) Voltage Above Normal -Test .................................................................... 452

CID 0841 FMI 04 Pressure Sensor (Right RearSuspension Cylinder) Voltage Below Normal -Test .................................................................... 453

CID 0841 FMI 06 Pressure Sensor (Right RearSuspension Cylinder) Current Above Normal -Test .................................................................... 453

CID 0841 FMI 08 Pressure Sensor (Right RearSuspension Cylinder) Abnormal Signal - Test ... 453

CID 0849 FMI 03 Pressure Sensor (Air System)Voltage Above Normal - Test ............................. 453

CID 0849 FMI 04 Pressure Sensor (Air System)Voltage Below Normal - Test.............................. 455

CID 0849 FMI 06 Pressure Sensor (Air System)Current Above Normal - Test ............................. 457

CID 0851 FMI 03 Pressure Sensor (Pump Drive)Voltage Above Normal - Test ............................. 458

CID 0851 FMI 04 Pressure Sensor (Pump Drive)Voltage Below Normal - Test.............................. 460

CID 0851 FMI 06 Pressure Sensor (Pump Drive)Current Above Normal - Test ............................. 462

CID 0852 FMI 03 Temperature Sensor (Right FrontBrake Oil) Voltage Above Normal - Test ............ 463

578Index Section

CID 0852 FMI 04 Temperature Sensor (Right FrontBrake Oil) Voltage Below Normal - Test............. 465

CID 0852 FMI 06 Temperature Sensor (Right FrontBrake Oil) Current Above Normal - Test ............ 466

CID 0853 FMI 03 Temperature Sensor (Left FrontBrake Oil) Voltage Above Normal - Test ............ 467

CID 0853 FMI 04 Temperature Sensor (Left FrontBrake Oil) Voltage Below Normal - Test............. 469

CID 0853 FMI 06 Temperature Sensor (Left FrontBrake Oil) Current Above Normal - Test ............ 470

CID 0854 FMI 03 Temperature Sensor (Right RearBrake Oil) Voltage Above Normal - Test ............ 472

CID 0854 FMI 04 Temperature Sensor (Right RearBrake Oil) Voltage Below Normal - Test............. 473

CID 0854 FMI 06 Temperature Sensor (Right RearBrake Oil) Current Above Normal - Test ............ 474

CID 0855 FMI 03 Temperature Sensor (Left RearBrake Oil) Voltage Above Normal - Test ............ 476

CID 0855 FMI 04 Temperature Sensor (Left RearBrake Oil) Voltage Below Normal - Test............. 477

CID 0855 FMI 06 Temperature Sensor (Left RearBrake Oil) Current Above Normal - Test ............ 478

CID 0890 FMI 09 Telemetry Data Link AbnormalUpdate - Test ..................................................... 480

CID 1089 FMI 02 Analysis Control Module IncorrectSignal - Test ....................................................... 481

CID 1089 FMI 09 Analysis Control Module AbnormalUpdate - Test ..................................................... 483

CID 1089 FMI 12 Analysis Control Module Failed -Test .................................................................... 484

Component Descriptions ....................................... 68

D

Data Connectors.................................................... 96Data Logger - Reset .............................................. 21Data Logger - Start/Stop ....................................... 22Diode Assembly - Test ......................................... 519Display Backlighting - Set ...................................... 22Display Contrast - Set............................................ 23Display Language - Set ......................................... 23Display Modules .................................................... 76Display Units - Set ................................................. 23

E

Event - Configure................................................... 23Event Acknowledged - Show ................................. 25Event List - Show................................................... 25Event Recorder - Start........................................... 26Event Statistics - Show.......................................... 27

G

General Information......................................... 9, 155Quick Reference .............................................. 156

Glossary of Terms ............................................... 535

I

Important Safety Information ................................... 2Interface Module.................................................... 74

K

Keypad................................................................... 85“F1” Key ............................................................ 88“F2” Key ............................................................ 89“F3” Key ............................................................ 89FORWARD and BACKWARD Arrow Keys ......... 88“GAUGE” Key..................................................... 87“ID” Key ............................................................. 86Numeric Keys (0 - 9) ......................................... 86OK Key............................................................... 86

L

Lift or Tilt Cylinder Sensor - Troubleshoot ........... 491Lift or Tilt Cylinder Sensor Dynamic - Test....... 494Lift or Tilt Cylinder Sensor Signal Voltage -Test................................................................. 491

Loader Payload System (LPS) GeneralInformation........................................................... 41

LPS Calibration...................................................... 43Check Calibration Information............................ 43Check the Weigh Range .................................... 44Enter the Calibration Weight ............................. 46Enter the Carryback Weight............................... 45Set the Weigh Range......................................... 44Start a New Calibration...................................... 47

LPS Menu Functions Summary............................. 42Lubrication Interval - Set ....................................... 27Lubrication Manual - Start ..................................... 28

M

Machine Status - Show.......................................... 28Main Module .......................................................... 69Message Center Module ....................................... 79

Message Center Abbreviations.......................... 80Module - Replace ................................................ 521

Procedure ........................................................ 521

N

Normal Operation .................................................. 18

O

Odometer - Set ...................................................... 29

579Index Section

Off-Board Service Tool ........................................ 524Connection Procedure for VIMS-PC to VIMS .. 526Related Support Material ................................. 526Uploading the Source Software and theConfiguration Software................................... 528

P

Parameters .......................................................... 100Payload Lamps...................................................... 98Position Sensor (Lift Arm) - Adjust ...................... 520Pulse Width Modulated (PWM) Sensor - Test ..... 512

Identification of Sensor Wire and Contacts ..... 512Procedure ........................................................ 513

Q

Quad Gauge Module ............................................. 77

R

Related Components............................................. 99Diode Assemblies .............................................. 99Service Key Switch .......................................... 100Solenoids ........................................................... 99

Resettable Totals - Reset ...................................... 30Resettable Totals - Show....................................... 30

Large Hydraulic Excavators ............................... 30Off-Highway Trucks ............................................ 30

S

Sensor Dynamic Test........................................... 516Procedure ........................................................ 518

Sensor Signal Voltage - Test ............................... 513Procedure ........................................................ 515

Sensors ................................................................. 92Frequency Sensors ............................................ 92Pulse Width Modulated Sensors (PWM)............ 94Resistive Sensors .............................................. 93

Service Lamp ........................................................ 98Service Lamp - Reset............................................ 31Service Lamp - Set................................................ 31Service Operations................................................ 19Service Tools ....................................................... 156Snapshot Trigger - Configure ................................ 34Speed Sensor (Engine) - Adjust .......................... 520Speedometer/Tachometer Module ........................ 78Suspension Cylinder Sensor - Troubleshoot ....... 495

Payload System - Troubleshoot ....................... 498

Switches ................................................................ 89Automatic Lubrication Grease Level Switch(LWL)................................................................ 92

Chip Detector Switch (LHEX) ............................ 90Coolant Flow Switch .......................................... 91Filter Indicator Switches..................................... 90Oil Level Switch.................................................. 89Pump Inlet Valve Switch (LHEX)........................ 89Steering Flow Switches...................................... 90Steering Pressure Switch .................................. 91

System Schematic............................................... 5465130 and 5230 VIMS Interface Module No. 1 .. 5605130 and 5230 VIMS Interface Module No. 2 .. 5615130 and 5230 VIMS Main Module ................. 5595130B VIMS Interface Module No. 1................ 5575130B VIMS Interface Module No. 2................ 5585130B VIMS Main Module ............................... 556785B, 789B and 793B VIMS Interface Module No.1 .................................................................... 554

785B, 789B and 793B VIMS Interface Module No.2 .................................................................... 555

785B, 789B and 793B VIMS Main Module ..... 553785C and 789C VIMS Interface Module No. 1.. 551785C and 789C VIMS Interface Module No. 2

....................................................................... 552785C and 789C VIMS Main Module ............... 550793C VIMS Interface Module No. 1 ................. 548793C VIMS Interface Module No. 2 ................ 549793C VIMS Main Module Schematic ............... 547992G VIMS Interface Module No. 1 ................ 563992G VIMS Interface Module No. 2 ................ 564992G VIMS Main Module ................................ 562994 VIMS Interface Module No. 1 ................... 566994 VIMS Interface Module No. 2 ................... 567994 VIMS Main Module ................................... 565994D VIMS Interface Module No. 1 ................ 569994D VIMS Interface Module No. 2 ................ 570994D VIMS Main Module ................................ 568VIMS 9.0X or Later Class of Onboard SoftwareUpdate Worksheet ......................................... 571

System Self Test.................................................... 36Systems Operation Section ..................................... 9

T

Table of Contents..................................................... 3Testing and Adjusting .......................................... 155Testing and Adjusting Section ............................. 155TPS Accuracy........................................................ 67

Distance Measurements .................................... 68Time Measurements .......................................... 68Weight Measurements ....................................... 67

TPS Component Function ..................................... 54TPS Maximum Payload Speed Manager............... 62

Operation of the Maximum Payload SpeedManager ........................................................... 62

Setup of the Maximum Payload SpeedManager ........................................................... 64

TPS Normal Operation .......................................... 57Automatic Calibration Adjustment...................... 59Automatic Payload Communication ................... 59Basic Loading and Weighing ............................ 57Collapsed Suspension Cylinder Detection......... 59General Description of the Payload Cycle ......... 57Off-Board Communication ................................. 59

TPS Off-Board Features........................................ 57TPS On-Board Features........................................ 55TPS Service Operation.......................................... 60

Payload Calibration ............................................ 60Payload Configuration........................................ 60Payload Show/Reset Resettable Totals ............. 61

Troubleshooting Diagnostic Codes ...................... 157Component Identifier (CID) .............................. 158Failure Mode Identifier (FMI)............................ 160Module Identifier (MID) .................................... 157Troubleshooting Procedures ............................ 164

Troubleshooting Diagnostic Codes Using AbbreviatedProcedure .......................................................... 164

Troubleshooting Electrical System Using AbbreviatedProcedures ........................................................ 502

Truck Payload - Calibrate....................................... 38Truck Payload - Configure ..................................... 38Truck Payload System (TPS) General Information.. 53

V

VIMS History ......................................................... 16Hardware ........................................................... 16Software............................................................. 16

W

Warning Operation ................................................ 39

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Systems Operation Testing and Adjusting