SERV1835

March 2007

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

770 (BZZ), 772 (RLB)

OFF-HIGHWAY TRUCKS
INTRODUCTION

Service Training Meeting Guide

(STMG)

770 (BZZ), 772 (RLB) OFF-HIGHWAY

TRUCKS - INTRODUCTION
AUDIENCE
Level II - Service personnel who understand the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.

CONTENT
This presentation provides basic maintenance information and describes the systems operation
of the monitoring system, engine, power train, steering, hoist and brakes for the 770/772
Off-highway Trucks. The Automatic Retarder Control (ARC) and the Traction Control System
(TCS) are also discussed. This presentation may also be used for self-paced and self-directed
learning.
OBJECTIVES
After learning the information in this meeting guide, the serviceman will be able to:
1. locate and identify the major components in the engine, power train, steering, and
brakes;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil through the systems.
REFERENCES
770/772 Operation and Maintenance Manual
770/772 Parts Manual

SEBU7837
SEBP4095

PREREQUISITES
"Fundamentals of Engines Self Study Course"
"Fundamentals of Mobile Hydraulics Self Study Course"
"Fundamentals of Power Trains Self Study Course"
"Fundamentals of Electrical Systems Self Study Course"
STMG546 "Graphic Fluid Power Symbols"

Estimated Time: 24 Hours

Visuals: 173
Handouts: 28
Form: SERV1835
Date: 3/07
2007 Caterpillar Inc.

TEMV3001
TEMV3002
TEMV3003
TEMV3004
SESV1546

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Text Reference

SUPPLEMENTAL MATERIAL
Reference Manuals
Fluid Power Graphic Symbols User's Guide
Cold Weather Recommendations for Caterpillar Machines
Caterpillar Machine Fluids Recommendations

SENR3981
SEBU5898
SEBU6250

Salesgrams and Product Bulletins

Training Bulletin "Caterpillar Transmission/Drive Train Oil"
Product Bulletin "Reporting Particle Count By ISO Code"
Salesgram "Caterpillar Extended Life Coolant"
Product Data Sheet "Caterpillar Extended Life Coolant"

TEJB1002
PEJT5025
TEKQ0072
PEHP4036

Technical Instruction Modules on Legacy DVDs SERV1000-01

(These materials CANNOT be ordered separately.)
Automatic Retarder Control System
Automatic Electronic Traction Aid
769C - 793B Off-highway Trucks--Suspension System
Truck Payload Measurement System

SEGV2593
SEGV2585
SEGV2599
SEGV2579

Service Training Meeting Guides

STMG 1751 "769D/771D/773E/775E Off-highway Trucks"

SERV1751

Video Tapes
Suspension Cylinder Charging
TPMS Management/Technical Information
TPMS Operating Tips
Introduction to the Automatic Electronic Traction Aid
Mining Trucks--Cleanliness and Component Life
Oil Sampling--The Right Way

TEVN2155
AEVN2211
AEVN2212
SEVN9187
SEVN4142
PEVN4638

Booklets
Know Your Cooling System
Diesel Fuels and Your Engine
Oil and Your Engine
Understanding The SOS Report

SEBD0518
SEBD0717
SEBD0640
TEJB1015

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Text Reference

SUPPLEMENTAL MATERIAL (Continued)

Special Instructions
Accessing Flash Software for Machines
Caterpillar Electronic Controls Service Code Information Description List
Using the 7X1700 Communication Adapter Group
Using the 261-3363 Wireless Communications Adapter
Use of CE Connector Tools
Servicing DT Connectors
Parts Listing Of The Deutsch Connectors And Components
Use of 6V3000 Sure-Seal Repair Kit
Use of 8T5200 Signal Generator/Counter Group
Suspension Cylinder Servicing
770/772 Assembly Procedure

REHS0494
REHS0126
SEHS9264
NEHS0926
SEHS9065
SEHS9615
REHS0148
SMHS7531
SEHS8579
SEHS9411
REHS1838

Brochures
Caterpillar Electronic Technician
Caterpillar DataView
Diesel Engine Oil (CH4) Product Data Sheet
How to Take a Good Oil Sample
SOS Coolant Analysis
Air Filter Service Indicator
Cat Oil Cooled, Multiple Disc Brakes
Caterpillar Automatic Retarder Control
Caterpillar Truck Frames
Mining Truck Bodies: Selecting The Right Body System For Your Job
Caterpillar Truck Production Management System: Answering your
questions about TPMS

NEHP5614
NEHP5622
PEHP8038
PEHP6001
PEHP5033
PEHP9013
AECQ5980
AEDK0075
AEDK0707
AEDK0083
AEDK2953

Miscellaneous
Pocket Card "Electronic Diagnostic Codes"
Chart "Practical Pressure Conversions"
"Cleaning Rear Axle Housing Assemblies (785/789)"
Training CD-ROM "Caterpillar Electronic Technician (ET)
for Off-highway Trucks"
Training CD-ROM "Truck Production Management System (TPMS)
for Off-highway Trucks"

NEEG2500
SEES5677
SEBF8366
SERV7003
SERV7004

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Text Reference

TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................7
MAINTENANCE .......................................................................................................................12
OPERATOR'S STATION............................................................................................................34
MONITORING SYSTEM ..........................................................................................................42
Messenger Display Module ..................................................................................................45
ENGINE......................................................................................................................................58
Engine Electronic Control System .......................................................................................60
Engine Derates......................................................................................................................71
Cooling System.....................................................................................................................77
Lubrication System ...............................................................................................................85
Fuel System...........................................................................................................................86
Air Intake and Exhaust System ............................................................................................90
POWER TRAIN .........................................................................................................................97
Power Train Hydraulic System.............................................................................................99
Rear Axle ............................................................................................................................122
Transmission/Chassis Electronic Control System ..............................................................123
STEERING SYSTEM ..............................................................................................................134
HOIST SYSTEM ......................................................................................................................146
BRAKE SYSTEM ....................................................................................................................165
Automatic Retarder Control (ARC) ...................................................................................194
Traction Control System (TCS)..........................................................................................196
CONCLUSION.........................................................................................................................203
VISUAL LIST ..........................................................................................................................204
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................207
HANDOUTS.............................................................................................................................208

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NOTES

Text Reference

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Text Reference

770 (BZZ), 772 (RLB) OFF-HIGHWAY TRUCKS

INTRODUCTION

2007 Caterpillar Inc.

INTRODUCTION
Shown is the right side of a 772 Truck. The hydraulic tank is located on the right side of the
truck. The 770/772 Off-highway Trucks are a direct replacement for the 769D/771D
Off-highway Trucks.
The 770/772 Trucks come standard with oil-cooled multiple disc brakes in the rear and caliper
type disc brakes in the front.
The major features added to the 770/772 Trucks are: a new cab, the Messenger monitoring
system, the Tier 3 compliant C15 ACERT engine (770), the Tier 3 compliant C18 ACERT
engine (772), the cooling system, and the hydraulic brakes.
The air system has been eliminated on the 770/772 Trucks. The brakes are completely
hydraulic.

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Specifications for the 770 Truck are:

- Serial No. Prefix: BZZ
- Empty weight: 34,520 kg (76,103 lbs)
- Load carrying capacity: 36.3 metric tons (40 tons)
- Gross Machine Weight (GMW): 71,214 kg (157,000 lbs)
- Length: 8.96 m (28.4 ft.)
- Width: 4.78 m (15.7 ft.)
- Height: 4.2 m (13.8 ft.)
- Rated power (with fan): 355 kW (476 hp)
- Maximum ground speed: 74.9 km/h (46.5 mph)
Specifications for the 772 Truck are:
- Serial No. Prefix: RLB
- Empty weight: 35,715 kg (78,738 lbs)
- Load carrying capacity: 45 metric tons (50 tons)
- Gross Machine Weight (GMW): 82,100 kg (181,000 lbs)
- Length: 8.96 m (29.4 ft.)
- Width: 4.78 m (15.7 ft.)
- Height: 4.26 m (14 ft.)
- Rated power (with fan): 399 kW (535 hp)
- Maximum ground speed: 79.7 km/h (49.5 mph)

Text Reference

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Shown is the left side of a 772 Truck. The fuel tank is located on the left side of the truck.

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Shown is the front of a 772 Truck. The 770/772 Trucks use a Next Generation Modular
Radiator (NGMR). Its modular design, similar to the previous folded core radiator, permits
easy removal of a single core without having to remove the entire radiator.

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Shown is the rear of a 772 Truck. Two body options are available for the 770/772 Trucks:
- A dual-slope steel design with a "V" bottom main floor to reduce shock loading, center
the load, and reduce spills.
- The dual-slope steel body above, with the addition of a rubber liner for increased
resistance to impact and wear.
All internal wear surfaces of the truck body are made with 400 Brinell hardness steel. The steel
attachment body liner is also made with 400 Brinell hardness steel. The external components of
the body are made of steel with a yield strength of 6205 bar (90000 psi). The rubber liner is
one-fifth the density of steel, but absorbs impact four times better. The rear suspension
cylinders absorb bending and twisting stresses rather than transmitting them to the main frame.

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Text Reference

770/772 MAINTENANCE
rvice
770/772 Se
re
u
Proced

WALK AROUND INSPECTION

5

MAINTENANCE
Before working on or operating the truck, read the Operation and Maintenance Manual
thoroughly for information on safety, maintenance, and operating techniques.
Safety precautions and Warnings are provided in the manual and on the truck. Be sure to
identify and understand all symbols before starting the truck.
The first step to perform when approaching the truck is to make a thorough walk around
inspection. Look around and under the truck for loose or missing bolts, for trash build-up, and
for coolant, fuel, or oil leaks. Look for indications of cracks. Pay close attention to high stress
areas as shown in the Operation and Maintenance Manual.

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10 HOURS DAILY MAINTENANCE CHECKS

Air Filters and
Precleaner

Hoist And Brake Oil Level

Suspension Cylinder Height

Radiator Debris

Rear Axle Breather

Belts and
Ether Cylinder
Windshield Washer Level
and Coolant Level

Inspect Frame
for Cracks and
Body Support Pads

Disconnect Switch
and Batteries

Check for Leaks

and Trash Build-up

Primary Fuel Filter/

Water Separator
Transmission and Torque
Converter Oil Level

Steering
Oil Level

Engine
Oil Level

Wash Windows,
Cab Fresh Air Filters,
Seat Belt, Indicators,
Gauges and Brake Tests,
Secondary Steering and
Back-up Alarm
Suspension Cylinder Height
and Grease Breathers
Wheel Nuts

Fuel Level
and Drain Moisture

Tire Inflation
Pressure

The following list identifies the items that must be serviced every 10 Hours or Daily.
- Walk-Around Inspection: Check for loose or missing bolts, for leaks, for trash build-up
and cracks in frame structures and for body support pads.
- Backup alarm: test
- Brakes, indicators, gauges: test
- Coolant level
- Engine oil level
- Fuel filter: drain water separator
- Fuel tank: drain water / sediment

- Hoist and brake oil level

- Seat belt: inspect
- Secondary steering: test
- Steering system oil level
- Transmission and torque converter oil level

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Text Reference

The front wheel bearing oil level is checked and filled by removing the plug (1) in the center of
the wheel bearing cover. The oil should be level with the bottom of the plug hole. The fill plug
is a magnetic plug. Inspect the fill plug weekly for metal particles. If any metal particles are
found, remove the wheel cover and inspect the bearings for wear. When draining the oil, rotate
the wheel so the drain plug (2) is at its lowest position.
The service interval for changing the front wheel bearing oil is 500 hours.
Use Final Drive and Axle Oil (FDAO) or commercial FD-1. As a substitute, Transmission
Drive Train Oil (TDTO) with a commercial TO-4 may be used.
Check the tire inflation pressure. Operating the truck with the wrong tire inflation pressure can
cause heat build-up in the tire and accelerate tire wear. Caterpillar recommends inflating tires
with dry nitrogen instead of air to reduce heat build-up and potential combustion. Nitrogen also
slows rubber deterioration and rim corrosion.
NOTE: Care must be taken to ensure that fluids are contained while performing any
inspection, maintenance, testing, adjusting, and repair of the machine. Be prepared to
collect the fluid in suitable containers before opening any compartment or
disassembling any component containing fluids. Refer to the "Tools and Shop Products
Guide" (Form NENG2500) for tools and supplies suitable to collect and contain fluids
in Caterpillar machines. Dispose of fluids according to local regulations and mandates.

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Check the front suspension cylinders for leaks or structural damage. Check the charge
condition of the front suspension cylinders when the truck is empty and on level ground.
Measure the charge height of the suspension cylinders and compare the dimension with the
dimension that was recorded the last time the cylinders were charged. Recharge the cylinders
with oil and nitrogen if necessary.
Two grease outlet fittings are located on each front suspension cylinder. The grease supply
fittings are located on the opposite side of the suspension cylinder. No grease outlet fittings
should be located on the same side of the suspension cylinder as the grease fill location.
Having an outlet fitting on the same side of the suspension cylinder as the grease fill location
will prevent proper lubrication of the cylinder.
Make sure that grease is flowing from the outlet fittings to verify that the suspension cylinders
are being lubricated and that the pressure in the cylinders is not excessive.
NOTE: For more detailed information on servicing the suspension system, refer to the
Special Instruction "Suspension Cylinder Servicing" (Form SEHS9411).

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Inspect the front brake linings (1) for wear. The thickness of the brake linings (not including
carrier) must not be less than 3.15 mm (.125 in). Measure the lining at both ends because one
end can wear more than the other.
The clearance between the brake carrier guide pins (2) and the brake disc (3) must not be less
than 1.5 0.5 mm (.06 .02 in.).

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4
10

11
1

The engine oil filter (1) is located on the right side of the engine. Engine oil samples can be
taken at the Scheduled Oil Sampling (SOS) tap (2) located on the front of the oil filter base.
The engine oil filter can be accessed from below the engine. If the truck is equipped with a
sound suppression system, an access cover (3) must be removed.
Jacket water coolant samples can be taken at the SOS coolant analysis tap (4). The coolant
tap is located on the thermostat housing.

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4
1

12

Shown is the hoist and brake hydraulic tank (1) which is equipped with oil level sight gauges.
The oil level should first be checked with cold oil and the engine stopped. The level should
again be checked with warm oil and the engine running.
The lower sight gauge (2) on the hoist and brake hydraulic tank can be used to check the tank
level when the hoist cylinders are in the RAISED position. When the hoist cylinders are
lowered, the hydraulic oil level will increase. After the hoist cylinders are lowered, check the
hydraulic tank oil level with the upper sight gauge (3).
Inspect the hoist and brake hydraulic tank breather for plugging. Remove the breather cover (4)
to access the hoist and brake tank breather. The converter and transmission breather (not
shown) is located at the rear of the transmission.
Inspect the condition of the hydraulic tank fill cap vent, which is located in the fill cap (5) at
regular intervals.
When filling the hydraulic tank after an oil change, fill the tank with oil to the FULL COLD
mark on the sight gauge. Turn on the engine manual shutdown switch so the engine will not
start. Crank the engine for approximately 15 seconds. The oil level will decrease as oil fills the
hydraulic system. Add more oil to the tanks to raise the oil level to the FULL COLD mark.
Crank the engine for an additional 15 seconds. Repeat this step as required until the oil level
stabilizes at the FULL COLD mark.
Turn off the engine manual shutdown switch and start the engine. Warm the hydraulic oil. Add
more oil to the tank as required to raise the oil level to the FULL WARM mark.

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Use only Transmission Drive Train Oil (TDTO) with a specification of TO-4 or newer.
TDTO TO-4 oil:
- Provides maximum frictional capability required for clutch discs used in the transmission,
torque converter and brakes.
- Increases rimpull because of reduced slippage.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
- Provides maximum frictional capability required for gears.

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1
5

13

The torque converter and transmission charging filter (1) is mounted to a bracket on the outside
of the right frame rail in front of the hoist and brake hydraulic tank.
Torque converter and transmission oil samples can be taken at the SOS tap (2).
The oil filter bypass switch (3) provides input signals to the Transmission/Chassis ECM. The
ECM sends a signal to the monitoring system, which sounds an alarm in the cab to warn the
operator when the filter is restricted.
A pressure test port (4) is available for monitoring charge pressure for the torque converter and
transmission circuits.
The brake oil filters are also mounted to a bracket on the outside of the right frame rail. The
rear brake oil filter is visible in this illustration. The brake filters include an oil filter bypass
switch (not visible and mounted to the top of the filter) which provides input signals to the
Transmission/Chassis ECM. The filter bypass switch (not visible) on the front brake filter is
located on the opposite side of the filter next to the frame rail.
NOTE: The 770 Truck is equipped with only one brake filter.

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14

The rear axles are equipped with planetary-type final drives. Rotate the final drive until the
drain plug (1) is at the lowest position. The final drive oil level is checked and filled by
removing the magnetic plug (2). The oil should be level with the bottom of the plug hole. Fill
the rear axle housing with oil before filling the final drives with oil. Allow enough time for the
oil to settle in all of the compartments. This can be as much as 20 minutes during cold
temperatures. The oil is drained by removing the drain plug.
The magnetic inspection plugs should be removed weekly from the final drives and checked for
metal particles. For some conditions, checking the magnetic plugs is the only way to identify a
problem which may exist.
Use FDAO (Final Drive and Axle Oil) or Transmission Drive Train Oil (TDTO) with a
specification of TO-4 or newer. These oils provide:
- Maximum frictional capability required for gears
- Increased lubrication capability for bearings
NOTE: The rear axle is a common sump for the differential and both final drives. If a
final drive or the differential fails, the other final drive components must also be
checked for contamination and then flushed. Failure to completely flush the rear axle
after a failure can cause a repeat failure within a short time.

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15

Check the differential oil level by removing the magnetic inspection plug (1). The oil should be
level with the bottom of the fill plug opening.
Inspect the rear suspension cylinders for leaks or structural damage. Check the charge
condition of the rear suspension cylinders when the truck is empty and on level ground.
Measure the charge height of the suspension cylinders, and compare the dimension with the
dimension that was recorded the last time the cylinders were charged. Recharge the cylinders if
necessary.
Inspect the condition of the rear axle breather (2) at regular intervals. The breather prevents
pressure from building up in the axle housing. Excessive pressure in the axle housing can
cause brake cooling oil to leak through the Duo-Cone seals in the wheel brake assemblies.
NOTE: For more detailed information on servicing the suspension system, refer to the
Special Instruction "Suspension Cylinder Servicing" (Form SEHS9411).

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16

2
3

4
2

2
3

17

When work is to be performed while the body is raised (as shown in the top illustration), the
body up retaining pins (1) must be installed through the holes in the body retaining bracket (2)
and the rear frame support (3) to hold the body in the raised position. When the body is in the
lowered position (as shown in the bottom illustration), the body up retaining pins are stored
inside a cross-tube (4) in a body support beam directly above the retaining bracket.

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Text Reference

18

The fuel tank is located on the left side of the truck. The fuel level sight gauge (1) is used to
check the fuel level during the walk around inspection. A fuel level sender is located on the
fuel level sight gauge. The fuel level sender provides input signals to the monitoring system,
which informs the operator of the fuel level.
Open the drain valve below the tank to remove condensation and sediment from the fuel tank.
Inspect the condition of the fuel tank breather (on top of tank) and the fuel fill cap (2) at regular
intervals.
Fuel can be added at the attachment quick service fuel fill connector (3).

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5
3

1
4

19

The primary fuel filter (1) is mounted on the left side of the engine. A reusable fuel/water
separator mounts directly to the filter element. Periodically open the valve (2) under the
separator bowl and drain any water into an approved container.
After changing fuel filters, hold the switch (3) upward to activate the electric fuel priming
pump to refill the fuel lines and filters with fuel.
The secondary fuel filter (4) is located next to the primary fuel filter.
A fuel filter bypass switch (5) is located on the filter base. The bypass switch provides an input
signal to the Engine ECM indicating if the filters are restricted.

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Text Reference

1
2

20

While climbing the ladder, make a thorough inspection of the radiator. Be sure that no debris
or dirt is trapped in the radiator cores.
The coolant level on the 770/772 is checked with the jacket water coolant sight gauge (1)
located behind an access door on the left side of the truck. Coolant is added by removing the
radiator cap (2) located next to the sight glass.
The water used in the cooling system is critical for good cooling system performance. Use
distilled or deionized water whenever possible to prevent acids or scale deposits in the cooling
system. Acids and scale deposits result from contaminants that are found in most common
water sources.
Never use water alone. All water is corrosive at engine operating temperatures without coolant
additives. Also, water alone has none of the lubrication properties that are required for water
pump seals.
Cat trucks are filled at the factory with Extended Life Coolant (ELC). If ELC is maintained in
the radiator, it is not necessary to use a supplemental coolant additive. Do not use a
conventional coolant to top-off a system filled with Cat ELC.
An acceptable substitute for ELC is a Cat DEAC (Diesel Engine AntiFreeze/Coolant) or a
commercial heavy-duty coolant/antifreeze that meets ASTM D4985 or ASTM D6210
specifications.
The windshield washer reservoir (3) is located below the coolant sight gauge. Fill the washer
reservoir as necessary.

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21

5
4
3

22

2
8
7

The steering system hydraulic tank is located behind the left side of the cab.
Check the steering system oil level at the sight gauge (1), on the side of the tank.
The steering system oil filter (2) cleans the oil before it enters the hydraulic tank.
The steering system uses a pressure compensated piston type pump mounted to the rear of the
engine. Case drain oil from the steering pump returns to the steering tank through a case drain
filter (3).
Before removing the fill cap (4) to add oil to the steering system, depress the pressure release
button (5) on top of the breather to release any pressure from the tank.

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Text Reference

The steering system filter base and the case drain filter base have bypass valves that allow the
steering oil to bypass the filters if they are plugged.
The engine oil level dipstick (6) and the engine oil fill tube (7) are located next to the steering
oil tank. Check the engine oil level with the dipstick and add engine oil at the fill tube.
Caterpillar recommends multigrade Diesel Engine Oil (DEO) with a specification of ECF-1.
API CH-4, CI-4, and CI-4 Plus oils are only acceptable if they meet ECF-1 specifications.
DEO oils with a CG-4 specification are acceptable, but should be limited to 250-hour oil
change intervals. CF and older oils should not be used in Caterpillar diesel engines.
Cat ECF-1 Specification was established by Caterpillar in 2003 and provides excellent soot
dispersion, wear control, and piston deposit control.
The torque converter and transmission dipstick/fill tube (8) is also located next to the steering
tank. The converter and transmission oil can be checked with the oil cold or warm. Observe
the marks on the dipstick.

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Text Reference

5
9

6
11

2
10

11

23
The battery disconnect switch (1) is located under a cover (2) above the left front bumper. If
the machine is being parked for an extended period (overnight, etc.) turn off the disconnect
switch and remove the key.
Also located above the left front bumper are the machine lockout switch (3), engine lockout
switch (4), 90 amp alternator circuit breaker (5), 90 amp main circuit breaker (6), and auxiliary
start receptacle (7).
The engine lockout control switch allows the engine to be safely locked out while service is
performed. The engine must be stopped to activate the engine lockout mode. When the engine
lockout mode is activated, the following conditions exist:
- The engine starter is disabled.
- The secondary steering is disabled.
- The prelube function is disabled.

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The following conditions must be met before the engine lockout mode will activate:
- The transmission control must be in the PARK position.
- The engine must be OFF.
When the switch is activated, one of the following results will occur:
- The indicator lamp (8) will illuminate continuously to indicate that the machine is in the
engine lockout mode.
- The indicator lamp will flash to indicate that the engine lockout mode will not activate
until the transmission control is in the PARK position and the engine is OFF.
The machine lockout control switch allows the machine to be safely locked out while service is
performed. When the machine lockout mode is activated, the following conditions exist:
- The engine will start.
- The transmission is disabled.
- The hoist is disabled.
- The steering is disabled.
- The machine lockout mode indicator (9) will illuminate.
NOTE: The lockout mode indicator on the dash panel will illuminate when the engine
lockout control or the machine lockout control is activated.
The batteries (10) are located inside a compartment above the left front bumper. Inspect the
battery connections for corrosion or damage. Keep the battery terminals clean and coated with
petroleum jelly.
Inspect the electrolyte level in each battery cell, except maintenance free batteries. Maintain
the level to the bottom of the fill openings with distilled water.
The engine shutdown switch (11) is located above the right front bumper. The engine will not
start if the manual shutdown switch is ON. If necessary, the switch can be used to stop the
engine from the ground level.

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24

25

Shown are the air intake system components.

When servicing the filter elements, clean the precleaner (1) and dust valve (2) using air or
water pressure, or detergent wash.
The dust valve is OPEN when the engine is OFF and closes when the engine is running. The
dust valve must be flexible and closed when the engine is running or the precleaner will not
function properly and the air filters will have a shortened life.
Two filter elements are installed in the filter housing. The large element is the primary element
and the small element is the secondary element.

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Text Reference

Air intake system tips:

- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the secondary element.
- Air filter restriction causes black exhaust smoke and low power.
NOTE: The 770/772 does not have an external air filter restriction indicator. If the air
filter is restricted the turbocharger inlet pressure sensor (3) sends a signal to the Engine
ECM. The ECM sends an input signal to the monitoring system which informs the
operator.

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26

The remaining 10 Hours or Daily checks are performed in the operator's compartment:
- Brakes: Check operation
- Indicators and gauges: Test operation
- Seat belt: Inspect
- Back-up alarm: Test operation
- Secondary steering: Test operation
The service brakes are checked by depressing the pedal (1) and placing the shift lever in FIRST
FORWARD. Accelerate the engine until the truck moves. The truck must not move below
1200 rpm. This procedure should be repeated to test the secondary brakes by depressing the
secondary brake pedal (2).
The cab air filter (3) is located on the right side of the cab. Clean or replace the cab fresh air
filter when necessary.
NOTE: Refer to the Operation and Maintenance Manual for information on the
remaining tests performed in the cab.

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5
4
3

27

OPERATOR'S STATION
Shown is a view of the 770/772 operator compartment. The cab for the 770/772 has been
changed to improve operator comfort and ergonomics. The operator seat (1) is centered in the
cab with the trainer's seat (2) positioned to the left.
The hoist control lever (3) is now on the right console next to the transmission control lever (4).
The 770/772 Trucks are equipped with the Messenger Monitoring System (5).

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28

The Truck Production Management System (TPMS) on the 770/772 is controlled by a TPMS
ECM. There are two sets of TPMS external loading lamps on the truck. One set of lamps is on
the left side of the cab (arrow) and the other set is on the right platform. The lamps are green
and red. The lamps inform the loader operator of the loading progress toward a target payload
weight. The lamps are active only during the loading cycle and are off at all other times.
During loading, the green (continue loading) lamps will be ON until the payload is 95% of the
target weight setting. Then, the red (stop loading) lamp will light. A "last pass" indication can
be programmed into the system. With last pass indication, the TPMS calculates an average
loader pass size and predicts payload weight. If the predicted weight after the NEXT loader
pass will be above 95% of the target weight setting, the red lamps FLASH. The red lamps will
be ON continuously after the last pass (when fully loaded). A minimum of three loader passes
are required for the "last pass" indication option to function correctly. The actual measured
weight of the material in the truck body is displayed on the Messenger display panel.
.

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3
2
1
4
5

6
7
8

29

Located on the left side of the dash are:

-

Dash panel light intensity switch (1)

Head lamp switch (2)
Hazard switch (3)
Engine compression brake switch (if equipped) (4)
ARC switch (5)
Cigarette lighter (6). The cigarette lighter socket receives a 12-Volt power supply. A
12-Volt power supply is also provided behind the operator's seat.
- Intermittent wiper/washer, turn signal control, and dimmer switch (7).
- Telescopic/tilt steering column adjustment lever (8).

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4
7
8

6
11
10
12

30

To the right of the instrument cluster (1) are six rocker switches. The rocker switches are:
- Front brake switch (2). When the front brake switch is in the ON position, the front
brakes will NOT ENGAGE when the operator uses the service brake pedal.
- The optional TCS test switch (3) is used when turning in a tight circle with the engine at
low idle and the transmission in FIRST GEAR. The parking brakes should engage and
release repeatedly. The test must be performed while turning in both directions to
complete the test.
- The secondary steering and parking brake release switch (4). Normally, when this switch
is depressed, the steering system receives secondary steering oil and parking brake release
oil flows to the tank. When the brake release diverter (towing) valve spool is shifted, this
switch will also release the parking brakes and provide hoist pilot oil for lowering the
body on trucks with a dead engine.
- The throttle backup/throttle lock switch (5) raises the engine speed to 1300 rpm if the
throttle sensor signal is invalid and allows the desired engine speed to be held at full
throttle without the throttle pedal being depressed.
- Optional heated mirror switch (6).
- Air conditioning switch (7).
The Messenger display (8) will be described later in the presentation.
Located below the rocker switches are the key start switch (9), the temperature control
knob (10), and the fan speed switch (11). The manual retarder lever (12) is located on the right
side of the steering column.

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31

32

To the right of the operator's seat is a console, which contains the transmission shift lever (1),
and the hoist control lever (2).
The transmission has SEVEN speeds FORWARD and ONE REVERSE.
The top gear limit and body up gear limit are programmable through the Transmission/Chassis
ECM. The top gear limit can be changed from THIRD to SEVENTH. The body up gear limit
can be changed from FIRST to THIRD.
The shift lever lock button (3) must be pushed IN before the shift lever can be moved from "P"
- PARK, "R" - REVERSE, "N" - NEUTRAL, and from "D" - DRIVE to "N" - NEUTRAL.

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The parking brakes are engaged whenever the shift lever is in the "P" - PARK position.
Placement of the shift lever in the "1" - FIRST or "2" - SECOND gear positions will not allow
automatic upshifts or downshifts. This feature will allow the operator to hold the lower gears
when operating in poor under footing.
Placement of the shift lever in the "D" - DRIVE position will enable upshifts and downshifts.
The top gear is selected by use of the momentary buttons in the shifter handle. The top gear
button (4) will shift the top gear selection to the next higher gear through seventh gear. The
bottom gear button (5) will shift the top gear selection to the next lower gear through third gear.
The selected top gear and the actual gear will be displayed on the Messenger display.
The hoist system is electronically controlled. The hoist control lever activates the four
positions of the hoist control valve. The four positions are: RAISE, HOLD, FLOAT, and
LOWER.
A fifth position of the hoist valve is called the SNUB position. The operator does not have
control over the SNUB position. The body up switch controls the SNUB position of the hoist
valve. When the body is lowered, just before the body contacts the frame, the
Transmission/Chassis ECM signals the hoist solenoids to move the hoist valve spool to the
SNUB position. In the SNUB position, the body float speed is reduced to prevent hard contact
of the body with the frame.
The truck should normally be operated with the hoist lever in the FLOAT position. Traveling
with the hoist in the FLOAT position will make sure the weight of the body is on the frame and
body pads and not on the hoist cylinders. The hoist valve will actually be in the SNUB
position.
If the transmission is in REVERSE when the body is being raised, the hoist lever sensor is used
to shift the transmission to NEUTRAL. The transmission will remain in NEUTRAL until:
1. The hoist lever is moved into the HOLD or FLOAT position; and
2. The shift lever has been cycled into and out of NEUTRAL.
The hoist lever is also used to start a new TPMS cycle.
NOTE: If the truck is started with the body raised and the hoist lever in FLOAT, the
lever must be moved into HOLD and then FLOAT before the body will lower.

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2
1

33

Located on the floor of the cab are:

- Secondary brake pedal (1): Used to modulate application of the service brakes on the
front wheels and the parking brakes on the rear wheels.
- Service brake pedal (2): The service brake pedal is used to modulate engagement of the
service brakes on all four wheels if the front brake switch in in the ON position.
- Throttle pedal (3): A throttle position sensor is attached to the throttle pedal. The throttle
position sensor provides the throttle position input signals to the Engine ECM.

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6
4

34

Located to the right of the operator's seat is the fuse panel (1), the Cat ET service port (2), the
TMPS service port (3), a 12V power receptacle (4), the 15 amp heater/air conditioner fan circuit
breaker (5), and the 15 amp Engine ECM circuit breaker (6).

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770 / 772 ELECTRONIC SYSTEM BLOCK DIAGRAM

Instrument
Cluster

10

15

20

25
30
35

X100

TCS

TPMS PC
Normal

Engine ECM
(A4:E4)

OK

Messenger Module

TPMS ECM
(ABL1M)
(Attachment)
Trans / Chassis ECM
(A4:M1)
(Standard)

CAT Datalink
CAN SAE J1939 Datalink
RS232 19200 Baud Serial Link
ET Service Tool

35

MONITORING SYSTEM
The monitoring system on the 770/772 trucks monitors various machine systems and conveys
the machine status, communicated from the other ECMs to the operator. The monitoring
system includes an instrument cluster and a Messenger display module.
The instrument cluster is a cab display that shows the operator the status of various machine
parameters and alerts the operator of specific machine conditions. The instrument cluster is
operated by the Messenger display via the Controller Area Network (CAN) Data Link.
The Messenger display is an LCD module with four operator actuated pushbuttons which allow
the operator to access menus to display machine status along with diagnostics, events, and
TPMS data. The Messenger can also be used to set desired values for various machine
functions.
The Truck Payload Monitoring System (TPMS) is an optional system that can be installed on
the trucks to monitor and record production data such as payloads and cycle times. The TPMS
requires a separate communication port for programming, downloading, and viewing the
production information.

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36

Shown is the Instrument Cluster located in the center of the front dash panel. The Instrument
Cluster includes 18 dash indicators, five analog gauges, and an LCD digital display (1). The
LCD display window in the lower center of the dash includes the truck speed, the gear, and the
direction on the top of the display and the service hour meter on the bottom of the display.
The five parameters monitored by the analog gauges are the:
- Brake oil temperature (2)
- Engine coolant temperature (3)
- Engine speed (4)
- Torque converter oil temperature (5)
- Fuel level (6)
Problems from the machine systems are classified into four warning categories (1, 2, 2S, and 3)
similar to other Caterpillar monitoring systems.
During the normal operation mode and the menu mode, the Messenger display may be
interrupted by a warning message. Warning messages are displayed when important
instructions or information need to be displayed.

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INSTRUMENT CLUSTER
Park Brake
Engaged
Brake System
Check

Power Train
System Check

Action
Lamp

Engine
RPM

Electrical
System
Body Up
Transmission in Reverse
Machine Lockout Active

Check Engine

High Beam
Secondary Steering
Engaged

Retarder Engaged
Traction Control
System Engaged

15

Primary Steering
Loss

10

Engine Coolant
Temperature Gauge

20
X100
n/min

R
25

Machine
Immobilizer

Throttle Lock

30

Left Turn Signal

Truck Speed

Transmission
Oil Temperature
Gauge

n/min

mph
km/h

Active Gear
and Direction
kPa psi

Brake Oil
Temperature Gauge

Right Turn Signal

LCD Display
Window

Fuel Level Gauge

Service Hour
Meter

37
This illustration shows the gauges and indicators on the instrument cluster.

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38

Messenger Display Module

The standard Messenger display module (1) is located in the right side of the front dash. The
purpose of the Messenger is to display relevant machine information to the operator or service
personnel. The Messenger display is used in conjunction with the instrument cluster to act as
the monitoring system for the machine.
The Messenger has a menu structure that allows the user to access the desired machine
information. The default screen will display under normal machine operating conditions
without any intervention from the operator or service personnel.
This illustration shows the default screen of the Messenger module that shows the shift lever
and the gear position. The default screen is displayed at machine start-up and until the operator
or the technician navigates to another screen.
The Messenger consists of the display and four navigation buttons that are used to navigate
through the menu structure. The button functions from left to right are as follows:
Back (2): Used to navigate to the previous screen that was accessed in the Messenger.
Left/Up (3): Allows the user to scroll left or up. Scroll direction is dependent on the
specific data that is being displayed on the screen.
Right/Down (4): Allows the user to scroll right or down. Scroll direction is dependent on
the specific data that is being displayed on the screen.
OK (5): Acts as a confirmation function for the Messenger.

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MESSENGER DEFAULT SCREEN

Message Bar
P R N 1 2 3 4 5 6 7
OK

39

Shown is the default screen for the Messenger.

Message Bar: In the default mode the message bar displays the Fuel Economy Mode status
and payload information if TPMS is installed.
Transmission Gear Range: The transmission gear range displays the full gear range of the
transmission. In this illustration the 770/772 transmission ranges from Park to 7th gear.
Selectable Transmission Range: The selectable transmission range displays the transmission
gear values that the operator can select. The full range of transmission gears can be limited
using Cat ET. In this illustration the transmission top gear has been limited to 5th gear as
shown by the rectangle.
Drive Gear Selection Indicator: The drive gear selection indicator displays the desired
transmission gear when the shift lever is in the DRIVE position. The desired transmission gear
(underlined) is selected with the shift lever in DRIVE using the drive gear scroll up or down
switches.

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Shift Lever Indicator: The shift lever indicator displays the gear that the transmission is
being limited to. When the transmission is not being limited, this indicator will display the
shift lever position (highlighted). When the transmission is being limited, such as 2nd gear
limit with the body up, this indicator will display the gear value to which the transmission is
being limited.

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MAIN MENU SELECTION

Performance

Main Menu

Totals

Performance
Default

Settings

OK
Service

Service Mode

40

The Messenger Menu Screen is divided into three sections. The top section identifies the name
of the current menu. If the current name is split by a colon ":" then this indicates that the name
after the colon ":" is the current menu and the name before the colon ":" is the parent menu of
the current menu. The center section displays the current menu option that can be selected by
pressing the OK button. The arrows at the left of the screen indicate whether you can scroll to
the next screen to see further menu options.
There are a total of five main menus that are available for navigation. Only one menu can be
displayed at a time. The menus are accessed from the default menu by pressing the back arrow
button. The five menus are:
- Performance
- Totals
- Settings
- Service
- Service mode

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PERFORMANCE SCREEN SUBMENU

Eng Coolant Temp

Shift Lever

85 C

OK

41

This illustration of a performance screen submenu shows the engine coolant temperature and
shift lever position.
A typical Messenger information screen normally displays the information in pairs. The
headers at the top of the screen identify the information. The current values are displayed
below the headers. The arrows at the left of the screen indicate whether you can scroll to the
next screen to see additional information.

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PERFORMANCE MENU SELECTION

Engine Coolant
Temperature

Engine Oil
Pressure

Engine Speed

Inlet Air
Temperature

Hydraulic Oil
Temperature

Fuel Level

Torque
Converter
Temperature

Battery Voltage

Main Menu
Performance
Performance

OK

42

The Performance menu allows the operator or technician to view two pages of information.
These pages of information monitor vital machine system data during machine operation. This
information can only be viewed. The Performance menu uses two screens to show the real time
status of the information listed above on the right side of the illustration.

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TOTALS MENU SELECTIONS

Total
Load Count

Load Count

Reset Load
Count
Yes

Main Menu
Totals

Payload

OK

Accum Wt

Loaded Time

Loaded Dist

Reset Load
Count
No
Totals
Distance
Traveled

Machine Hrs
Machine
Total Fuel

Blank

43

The Totals main menu allows the operator or the technician to access information about the
machine systems. The totals data can be used to determine when scheduled maintenance is
required.
The Totals menu shows accumulated values and includes two submenus. The two submenus
are Payload and Machine.
The Payload and Machine submenus display the information listed on the right side of the
above illustration.

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SETTINGS MENU SELECTION

Main Menu
Settings
OK

44

Parameters are normally adjusted for specific operating conditions, operator preferences, and
machine operating efficiency. The machine setup affects the parameters that are displayed. The
attachments that are on the machine determine the software that is contained in the ECMs.
Messenger looks at the software versions to determine the parameters that will be displayed and
the parameters that will be variable.
NOTE: Cat ET can also be used to access the parameters.
The Settings menu allows the user to adjust the parameters for the following submenus:
- Messenger Display
- Machine Identification
- Transmission Operation
- Brake Operation
- Payload Operation
- Engine Operation

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The Messenger Display parameters relate to the operators preferences for the Messenger
display. The following parameters may be adjusted:
- Language: Six standard languages (other languages available).
- Units: Metric or English.
- Contrast: Screen contrast.
- Headlights On: Screen brightness with headlights ON.
- Headlights Off: Screen brightness with headlights OFF.
The Machine settings allow the user to set the machine serial number. The following
parameters may be adjusted:
- Product ID: Allows the user to set the machine serial number (password protected).
- Equipment ID: Allows the name of the truck to be changed (password protected).
The Transmission setting allows the following parameters to be adjusted:
- Top Gear Limit: Allows the user to set the highest gear performance level.
- Body Up Gear Limit: Adjusts the gear limit during truck operation when the body is
raised.
- Machine Speed Limit: Sets the highest truck speed.
- Fuel Economy Mode: Allows the fuel usage to be changed.
- Machine Overload Speed Limit: Limits transmission gear and engine speed when
excessive payloads are detected (if machine is equipped with TPMS).
The Brake setting allows the user to set the desired ARC speed and is password protected.
The Payload menu allows the configuration of the Payload settings and is password protected.
The Payload settings include the following:
- Target Payload: Read and program the truck target payload.
- Overload Limit: Read and program the percent overload.
- Green TPMS Lamp: Read and program the installation of the green TPMS lamp.
- Red TPMS Lamp: Read and program the installation of the red TPMS lamp.
- Last Pass Enabled: Read and program the installation of the Last Pass indicator. The
Last Pass indicator informs the shovel operator of the last load before the payload is over
the rated load.
The Engine setting allows the user to change the ether solenoid configuration to "No Ether
Solenoid Installed" or "Continuous Flow" and is password protected.

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SERVICE MENU SELECTION

Service
Diagnostic Events
OK

45

The Service menu allows the technician to access the machine parameters. The technician may
also make selections for viewing or clearing logged events or codes.
The Service menu will allow the technician to view data for the following systems: brake,
steering, implement, and power train. The status of electronic components in the machines
major systems can also be viewed. The Service menu option is displayed by selecting Service
from the Main Menu. Press the Left/Up arrow button or the Right/Down arrow button until
Service is displayed. Then press the OK button. The Service menu contains the following six
submenus:
- Diagnostic Events: Displays a complete list of all active and inactive event codes and
diagnostic codes.
- System Parameters: Allows the technician to view the status of system components.
- Calibrations: Allows the technician to perform a payload calibration. The payload
system must be calibrated if new TPMS software is installed or the machine serial
number is reprogrammed.
- System Tests: Allows the user to perform a transmission stall test or a system self test on
the machine.
- Systems Information: Allows the user to display information on all of the ECMs installed
on the machine, such as ECM Part Number, etc.
- Tattletale: The Messenger display module records the extreme value for each condition
of the machine that is monitored.

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Service

SERVICE MENU

Diagnostic Events

DIAGNOSTIC EVENTS

SRC
36
36
36

CODE
91-8
168-0
168-1

OK

Engine ECM

OCC ACT
10
5
5

91-8

Throttle Pos Snsr

Abnormal

Clr

OK

OK

OK

46
These illustrations show the information available within the Diagnostic Events menu.
From the Service menu, use the appropriate arrow button to highlight the Diagnostic Events
option and press the OK button to access the Diagnostic Events. Select the View Diagnostics
display by pressing the OK button. The View Diagnostics option will display a complete list of
codes (bottom left illustration). Each line on the list will show the following information:
- SRC (Source ID)
- CODE
- OCC (Number of occurrences of the event or code)
- ACT (if the code is active or inactive).
Use the appropriate arrow button to highlight a diagnostic code or an event code on the list.
Press the OK button to display the codes Detailed View (bottom right illustration). The
Detailed View will display a text message that shows the following information: the reporting
ECM, the failed component code, and the explanation of the event.

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The technician can clear logged codes one at a time. Active codes are indicated with a mark
under the "ACT" column. Active codes cannot be cleared until the faults have been corrected.
To clear a code, access the Detailed View of the code, press the OK button and follow the
prompts and directions.
NOTE: Only Level I and Level II codes may be cleared with Messenger. When a code
is cleared from Messenger, the memory from the reporting ECM is cleared. The code is
not cleared from the Messenger ECM. Once the code has been cleared from the
reporting ECM, Messenger will update the code list. Messenger is an interface between
the technician and the machine ECMs.

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SERVICE MODE
Main Menu
Svc Mode Password
OK

47

The Service Mode Password menu is used to enter the Service mode. The Service Mode
Password protects certain features from access by the operator. Features that need to be
protected from the operator can be enabled or disabled with a password.
NOTE: For more information on the Messenger Monitoring System, refer to the
770/772/773F/775F/777F Off-highway Truck Monitoring Systems Operation,
Troubleshooting, Testing, and Adjusting Service Manual module (RENR8244).

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48

ENGINE
Shown is the C15 engine with ACERT Technology used in the 770 Off-highway Truck.
The engine performance specifications for the 770 Trucks are:
- Serial No. Prefix:
- Performance Spec:
- Gross Power:
- Full Load rpm:
- High Idle rpm:
- Low Idle rpm:
- Stall Speed rpm:
- Boost at Full Load rpm:

LHX
0K5752
344 kW (461 hp)
1800
2200 10
650 10
1585 65
145 - 193 kPa (21 - 28 psi)

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The engine performance specifications for the 772 trucks are:

- Serial No. Prefix:
- Performance Spec:
- Gross Power:
- Full Load rpm:
- High Idle rpm:
- Low Idle rpm:
- Stall Speed rpm:
- Boost at Full Load rpm:

RHX
0K5749
391 kW (524 hp)
1800
2200 10
650 10
1842 65
152 - 207 kPa (22 - 30 psi)

This six cylinder engine uses a turbocharger, Air to Air AfterCooler (ATAAC) and Mechanical
Electronic Unit Injection (MEUI) for power, for reliability, and for fuel economy. The C15 and
C18 engines are compliant with U.S. EPA Tier 3 and European Union Stage II emissions
regulations.

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CAT Data Link

ENGINE ECM SYSTEM DIAGRAM

MEUI Injectors
(6)

Ether Start Relay

Outputs
Inputs

Outputs
Inputs

Speed Sensor No. 1 (Crank)

Speed Sensor No. 2 (Cam)

Key Start Switch

Timing Cal Probe Connector

Throttle Pedal Position Sensor

Intake Manifold Temperature Sensor

Back-up Throttle Switch

Coolant Temperature Sensor

Intake Manifold Air Pressure Sensor

Ground Level Shutdown Switch

Engine Oil Pressure

Turbo Inlet Pressure Sensor

Atmospheric Pressure
Fuel Temp Sensor
Fuel Pressure Sensor
Differential Fuel Pressure Switch
J2 (ENGINE) CONNECTOR

J1 (MACHINE) CONNECTOR

49

Engine Electronic Control System

Shown is the electronic control system component diagram for the C15/C18 engines used in the
770/772 Trucks. Fuel injection is controlled by the Engine Electronic Control Module (ECM).
Many electronic signals are sent to the Engine ECM by sensors, switches, and senders. The
Engine ECM analyzes these signals and sends signals to various output components. Output
components can be relays, lamps, other controls, or solenoids.
For example, based on the various input signals, the Engine ECM determines when and for how
long to energize the injector solenoids. When the injector solenoids are energized determines
the timing of the engine. How long the solenoids are energized determines the engine speed.

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50

Fuel injection and other systems are controlled by the Engine ECM (arrow) located on the left
side of the engine. Other systems controlled by the Engine ECM include:
- Ether injection
- Engine start function
The Engine ECM has 120-pin connector and 70-pin connector. The connectors are identified as
"J1" and "J2." Be sure to identify which connector is the J1 or J2 connector before performing
diagnostic tests.
Occasionally, Caterpillar will make changes to the internal software that controls the
performance of the engine. These changes can be performed by using the WinFlash program in
Cat ET. If using the WinFlash program, a "flash" file must be obtained from Caterpillar and
uploaded to the ECM.
A 2-pin timing calibration connector is located next to the ECM. If the engine requires timing
calibration, a timing calibration sensor (magnetic pickup) is installed in the flywheel housing
and connected to the timing calibration connector.
Timing calibration is performed automatically with Cat ET for both speed/timing sensors.
Timing calibration is performed to avoid instability and ensures that no backlash is present in
the timing gears during the calibration process.

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Timing calibration improves fuel injection accuracy by correcting for any slight tolerances
between the crankshaft, timing gears, and timing wheel.
Timing calibration is normally performed after the following procedures:
- ECM replacement
- Speed/timing sensor replacement
- Timing wheel replacement

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3
2

51

The intake manifold pressure sensor (1) is located behind the secondary fuel filter (2). The
intake manifold pressure (boost) sensor sends an input signal to the ECM. The ECM compares
the value of the boost sensor with the value of the atmospheric pressure sensor and calculates
boost pressure.
One function of the boost sensor is to enable the air/fuel ratio control, which reduces smoke and
emissions, and maintains engine response during acceleration. The system utilizes boost
pressure, atmospheric pressure, and engine speed to control the air/fuel ratio. Engine fuel
delivery is limited according to boost pressure and engine speed. A failure of the turbocharger
outlet pressure sensor can cause the engine to derate as much as 60% when the ECM defaults to
a zero boost condition.
The primary fuel filter/water separator (3) is also visible in this illustration.

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52
The intake manifold air temperature sensor (1) is located on the left side of the engine in the
head near the air intake. The air temperature sensor is used for derating the engine at high
temperature, for engine shutdown at high temperature, and for use by the monitoring system.
The engine oil pressure sensor (2) is located in an adapter on the left side of the engine. Engine
oil pressure varies with engine speed. If the engine oil pressure is less than specification, the
Engine ECM will log an event that requires a factory password to clear.
The atmospheric pressure sensor (3) is located in an adapter on the left side of the engine next
to the engine oil pressure sensor. The Engine ECM uses the atmospheric pressure sensor as a
reference for calculating boost, air filter restriction, and derating the engine at high altitudes.
All pressure sensors in the system measure absolute pressure, and require the atmospheric
sensor to calculate gauge pressure.
All the pressure sensor output signals are matched to the atmospheric pressure sensor output
signal during calibration. Calibration can be accomplished using Cat ET or by turning on the
key start switch without starting the engine for five seconds.

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53

The engine coolant temperature sensor (arrow) is located in the front right of the engine in the
thermostat housing. The coolant temperature sensor is used by the Engine ECM to control
various functions. The following systems or circuits use the coolant temperature sensor input
signal to the Engine ECM:
- The monitoring system coolant temperature gauge
- Cold mode operation
- Automatic ether injection
If the jacket water cooling system temperature increases above 107C (226F), the Engine
ECM will log an event that requires a factory password to clear.

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Text Reference

54

55
3

The cam speed/timing sensor (1) is located on the left side of the engine in the back side of the
timing gear housing near the secondary fuel filter (2). The cam speed/timing sensor is used as
a back-up for the crank speed/timing sensor. If the crank speed/timing sensor fails, the cam
speed/timing sensor allows for continuous operation.
The crank engine speed/timing sensor (3) is located on the lower left corner of the engine near
the air conditioning compressor (4). The crank speed/timing sensor measures engine speed and
timing for control of the timing and delivery of fuel to each of the engine's cylinders. Sensing
engine speed allows engine speed governing, fuel limiting, and fuel injection timing.

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Text Reference

LOSS OF ENGINE SPEED / TIMING SIGNAL

Engine will start and run with one speed / timing sensor signal
Engine will NOT start or run without at least one
speed / timing sensor signal
If crank sensor fails during engine operation:
- Slight change in engine performance
If crank sensor signal is not present at engine start up:
- Engine starts normally
If cam sensor fails during engine operation:
- No noticeable change in engine performance
If cam sensor signal is not present at engine start up:
- Engine will start with crank sensor signal, but may
take longer to start and run rough for a few seconds

56

The engine will start and run when only one sensor signal is present from either the crank or
cam sensor. During engine operation, if both speed/timing sensors fail, the Engine ECM will
stop fuel injection and the engine will shut down. During start-up, the loss of both sensors will
prevent the engine from starting.
If the engine is running and the signal from the crank speed/timing sensor is lost, a slight
change in engine performance will be noticed when the Engine ECM performs the changeover
to the cam speed/timing sensor. If the signal from the crank speed/timing sensor is not present
during start-up, the engine will start normally.
Loss of the cam speed/timing sensor during engine operation will not result in any noticeable
change in engine performance. However, if the signal from the cam speed/timing sensor is not
present during start up, the engine may require a slightly longer period of time to start and may
run rough for a few seconds until the ECM determines the proper firing order by using only the
crank engine speed/timing sensor.

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Text Reference

57

Located behind the right pedal, the throttle position sensor (arrow) provides the desired throttle
position to the Engine ECM. If the Engine ECM detects a fault in the throttle position sensor,
the throttle back-up switch in the cab can be used to increase the engine speed to 1300 rpm.
The throttle position sensor receives a regulated 8.0 0.5 Volts from the Engine ECM. The
throttle position sensor output signal is a Pulse Width Modulated (PWM) signal that varies with
throttle position and is expressed as a percentage between 0 and 100%.
To check the output signal of the throttle position sensor, connect a multimeter between Pins B
and C of the throttle position sensor connector. Set the meter to read "Duty Cycle." The duty
cycle output of the throttle position sensor should be:
- Low Idle: 16 6%
- High Idle: 85 4%

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Text Reference

1
2

58

The pre-lubrication (QuickEvac) pump (1) is located on the end of the secondary steering/brake
release pump and motor assembly (2). The pump and motor assembly is located on the left
frame rail next to the engine.
The engine oil pre-lubrication QuickEvac pump is controlled by the Transmission/Chassis
ECM. The Transmission/Chassis ECM energizes the pre-lubrication pump relay located behind
the cab. The relay behind the cab then energizes the prelube relay.
The QuickEvac mode is used to allow the technician to quickly evacuate the oil for an oil
change. The QuickEvac mode can only be performed when the engine lockout is activated.
Engine starting and pre-lubrication functions are also inhibited when the engine lockout is
activated.

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Text Reference

59

If the truck is equipped with an ether start system, the Engine ECM will automatically inject
ether from the ether valve (arrow) and ether cylinder during cranking. The amount of automatic
ether injection depends on the jacket water coolant temperature. The Engine ECM sends a duty
cycle signal to the ether injection relay. The maximum duty cycle is 50%. A 50% duty cycle
will pulse the ether relay ON three seconds and OFF three seconds. The maximum ether
delivery is ten 3-second shots per minute. Each shot delivers 6 ml (0.2 oz) of ether.
The Engine ECM will energize the ether injection relay only if:
- Engine intake manifold air temperature is below a certain temperature.
- Engine coolant temperature is below a certain temperature.
Cat ET can be connected to the machine to turn the ether injection system ON or OFF.

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Text Reference

HIGH COOLANT TEMPERATURE DERATE

120%

% Derate

100%
80%
60%
40%
20%
0%
110

111

111.5

112

112.5

113

113.5

114

114.5

Coolant Temperature C
Level 1 Warning

Level 2 Warning / Derates

60

Engine Derates
The coolant temperature sensor measures the temperature of the coolant.
When the temperature of the coolant exceeds 110 C (230 F), the Engine ECM will initiate a
Level 1 Warning.
When the temperature of the coolant exceeds 111 C (231 F), the Engine ECM will initiate a
Level 2 Warning. At 111 C (231 F) the Engine ECM will initiate a 25% derate. Refer to the
illustration for the remainder of the high engine coolant temperature derates. At 100% derate,
the engine available power will be approximately 50%.

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Text Reference

VIRTUAL EXHAUST TEMPERATURE DERATE

Engine Derate
Percentage

Barometric Pressure
Inlet Manifold Temperature
Engine Speed

Fuel Injection
Calibration

Highest Derate
Priority
Selector

Other Engine
Derate
Conditions

Engine ECM

61

An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. The
Engine ECM monitors barometric pressure, intake manifold temperature, and engine speed to
estimate exhaust gas temperature. Certain conditions (high altitude, high ambient temperatures,
high load and full accelerator pedal throttle, barometric pressure, intake manifold temperature,
and engine speed) are monitored to determine if the engine derate should be enabled. The
Engine ECM determines a maximum fuel delivery percentage to maintain safe maximum power
output under load. This calculation is new to the off-road Tier III engines and is used in place
of the previous altitude compensation derate strategy.
This event is to inform the mechanic that a derate has occurred because of operating conditions.
Generally, this is normal and requires no service action.
The Engine ECM will process all derate inputs in the highest derate priority selector. The most
critical derate condition input will be used to adjust fuel system delivery limiting engine power
to a safe level for the conditions in which the product is being operated, thereby preventing
elevated exhaust temperatures.

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Text Reference

The virtual exhaust temperature derate will log a 194 event code. The derate will enable a
Level 1 Warning and eventually a Level 2 Warning. The level of the warning will depend on
the conditions that are sent to the Engine ECM.
The following conditions must be met in order to initiate a virtual exhaust temperature derate.
- No CID 168 01 FMI (low battery voltage to the Engine ECM) is active.
- No active intake manifold pressure sensor faults.
- No active atmospheric pressure (barometric) sensor faults.
- No +5 V sensor voltage codes active.
- The virtual exhaust temp derate must be the highest derate.
- More fuel is being requested than the virtual exhaust temp derate will allow.
This derate is triggered by the information inferred by the Engine ECM, rather than an
individual sensor as with the previous single derate strategies. If you think this derate is
possibly being imposed incorrectly check for event codes on high intake manifold temperature
and correct those first. Also, make sure the aftercooler is unobstructed. For additional
information about troubleshooting, refer to the troubleshooting for the particular engine that is
being serviced.

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Text Reference

LOW OIL PRESSURE

180
160

Oil Pressure (kPa)

140
120
100
80
35% Derate

60
40
20
0
0

500

1000

1500

2000

2340

Engine rpm
kPa Warning Level 1

kPa Shutdown Level 3

62

This illustration shows a graph with the two different warning levels for low oil pressure and
the low oil pressure derate.
When the oil pressure is below the blue line 154 kPa @ 1600 rpm (22 psi @ 1600 rpm), the
Engine ECM will enable the low oil pressure Level 1 Warning. Change machine operation or
perform maintenance to the system in the event of a warning.
When the oil pressure is below the red line 104 kPa @ 1600 rpm (15 psi @ 1600 rpm), the
Engine ECM will enable the low oil pressure Level 3 Warning. The operator should
immediately perform a safe engine shutdown in the event of a Level 3 warning.
Also, with the Level 3 Warning the Engine ECM initiates a 35% engine derate.
If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine
ECM will initiate a low engine oil pressure Level 1 Warning.

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Text Reference

FUEL TEMPERATURE DERATE

30%

% Derate

25%
20%
15%
10%
5%
0%
89.8 90.0 90.2 90.4 90.6 90.8 91.0

91.2

91.4

91.6

91.8

92.0 92.2

Fuel Temperature C
Level 1 Warning

Level 2 Warning / Derates

63

This illustration shows the graph for the warning and derates map for the fuel temperature.
When the fuel temperature exceeds 90 C (194 F), the Engine ECM will activate a Level 1
Warning. Also, the graph shows, as the fuel temperature increases to 91.0 C (196 F) a Level
2 Warning will be initiated by the Engine ECM. At the same time, the engine will derate to
12.5%. If the fuel temperature exceeds 92 C (198 F), the engine will be derated to 25%.
A fuel temperature sensor open circuit will derate the engine to 12.5%.
Excessive fuel temperature will cause injector wear.

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Text Reference

FUEL FILTER RESTRICTION DERATE

FUEL TEMP ABOVE 30 C (86 F)
PRESSURE ABOVE 110 kPa (15 psi)

60%

% Derate

50%
40%
30%
20%
10%
0%
0

3 min

1 hr

2 hr

Time
Level 1 Warning

3 hr

4 hr

4 hr
1 sec

5 hr

Level 2 Warning / Derates

64

When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 3
minutes, the Engine ECM will initiate a Level 1 Warning.
When the differential pressure switch recognizes 15 psi across the filter for 4 hours, the Engine
ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated, a 17.5% derate is
applied to the engine. After 1 second, the Engine ECM will initiate a second derate of 17.5%.
The total derate will be 35%.
The high fuel filter restriction derate will be disabled when the fuel temperature is below 30 C
(86 F).

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Text Reference

3
1

65

Cooling System
The jacket water cooling system on the 770/772 uses a Next Generation Modular Radiator
(NGMR). The NGMR (1) is a single-pass flow design, replacing the two-pass flow folded core
system. The coolant enters at the top left and flows out at the bottom right, similar to an
automotive design. Being modular, individual cores may be removed for service while the
radiator remains in place.
The ATAAC (2) is located in front of the radiator. Intake air is cooled after being compressed
by the turbocharger before being routed to the engine combustion chamber. Also visible in this
illustration is the air conditioning condenser (3).

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Text Reference

770 / 772 COOLING SYSTEM FLOW

Thermostat
Housing

Radiator

Engine Block

Transmission and
Torque Converter
Oil Cooler

Engine Oil Cooler

Hoist and Brake

Oil Cooler

ATAAC

Water Pump

66

Jacket water coolant flows from the water pump through the engine oil cooler, through the
brake oil cooler, and the transmission and torque converter oil cooler to both sides of the engine
cylinder block. Coolant flows through the engine block to the cylinder heads. From the
cylinder heads, the coolant flows to the temperature regulator and, based on coolant
temperature, either flows to the radiator (if hot) or through the bypass tube to the water pump
(if cold) to recirculate until the engine reaches operating temperature.
The thermostat is located in the thermostat housing.

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Text Reference

5
3

1
67

4
68

These illustrations show the components in the cooling system:

- Water pump (1)
- Engine oil cooler (2)
- Transmission and torque converter cooler (3)
- Brake oil cooler (4)
- Thermostat housing (5)

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Text Reference

HYDRAULIC FAN CIRCUIT

From Accumulator
Charging Valve

Fan Speed
Solenoid

Fan
Motor

Fan Speed Control Valve

To Brake Cooling Circuit

69

The 770/772 trucks are now equipped with a hydraulic fan. The previous machines had belt
driven fans. This block diagram shows the major components of the fan system.
Oil from the brake/fan pump flows to the accumulator charging valve. The accumulator
charging valve directs the pump flow to the brake accumulators and to the fan speed control
valve.
The fan speed control valve controls the fan speed. The Transmission/Chassis ECM determines
the fan speed and sends a signal to the solenoid in the fan speed control valve. The solenoid
valve then directs the appropriate amount of pump flow to the fan motor. Return oil from the
fan motor is directed to the fan speed solenoid valve and to the brake oil cooler.
If the fan overspeeds, return oil is directed through a check valve to the supply side of the fan
motor to prevent cavitation.
The Transmission/Chassis ECM controls the fan speed based on information from the machine
sensors.

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Text Reference

3
2

70

This illustration shows the fan motor (1) and fan speed control valve (2). The control valve is
located on the inside of the front pedestal below the cab brake manifold (3).

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Text Reference

HYDRAULIC FAN CIRCUIT

WITH BODY HEAT OPTION

From Accumulator
Charging Valve
Fan
Motor

Fan Speed
Solenoid

Diverter Box Actuator

Fan Speed and

Diverter Box
Control Valve

Diverter Box
Solenoid

Relief
Valve

To Brake Cooling Circuit

71

The 770/772 trucks can be equipped with a body heat diverter option that directs heat from the
exhaust to the truck bed. This illustration shows the fan hydraulic circuit with the body heat
diverter option.
Return oil from the fan motor flows to a relief valve and to the diverter box solenoid valve in
the fan speed and diverter box control valve. The relief valve maintains a pressure in the return
side of the fan circuit. The diverter box solenoid directs the pressurized return oil to the
diverter box actuator cylinder, which opens and closes a door that blocks or allows exhaust air
into the truck bed.

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Text Reference

72

This illustration shows the location of the relief valve (1), the fan speed solenoid (2), and the
diverter box solenoid valve (3) on the fan speed control valve (4).

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Text Reference

73

The diverter box actuator cylinder (arrow) is attached to the exhaust on the right side of the
machine.

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Text Reference

ENGINE OIL SYSTEM

Engine
Block

Scavenge
Pump
Engine
Oil Filter

Bypass
Valve
Engine
Oil Cooler

Engine
Oil Pump

74

Lubrication System
The engine oil pump draws oil from the oil pan through a screen.
Oil flows from the pump through an engine oil cooler bypass valve to the engine oil cooler.
The bypass valve for the engine oil cooler permits oil flow to the system during cold starts
when the oil is thick or if the cooler is plugged.
Oil flows from the engine oil cooler to the oil filter. The oil flows through the filter and enters
the engine cylinder block to clean, cool, and lubricate the internal components and the
turbochargers.

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Text Reference

75

Fuel System
The fuel tank is located on the left side of the truck. Fuel is pulled from the tank through the
primary fuel filter by the fuel transfer pump.
Priming is now done electrically using a switch (arrow) located above the primary fuel filter. A
reusable fuel/water separator mounts directly to the bottom of the fuel filter.

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Text Reference

76

The fuel transfer pump (1) is located at the bottom of the timing gear housing on the left side of
the engine. The fuel transfer pump contains a bypass valve to protect the fuel system
components from excessive pressure. The bypass valve setting is higher than the setting of the
fuel pressure regulator. Fuel flows from the transfer pump to the secondary fuel filter (2).

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Text Reference

77

The differential fuel pressure switch (1) is located in the top of the secondary fuel filter housing
on the left side of the engine. This switch will indicate a restriction in the fuel filter. A warning
will be sent by the Engine ECM to the monitoring system.
The fuel pressure sensor (2) is located in the top of the secondary fuel filter housing, directly
behind the differential pressure switch. This sensor is used to monitor fuel pressure.
The engine fuel temperature sensor (3) is located in the top of the secondary fuel filter housing,
behind the other two sensors. The Engine ECM uses the fuel temperature measurement to
make corrections to the fuel rate and maintain power regardless of fuel temperature (within
certain parameters). This feature is called "Fuel Temperature Compensation."

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Text Reference

C15 ACERT ENGINE FUEL DELIVERY SYSTEM

Fuel Pressure
Regulator

Fuel Gallery
Secondary
Fuel Filter

Primary
Fuel Filter/
Water Separator

Fuel
Transfer
Pump

Fuel Tank

78

Fuel is drawn from the fuel tank through the primary fuel filter and water separator by a
gear-type fuel transfer pump. The fuel transfer pump then directs the fuel through the
secondary fuel filter.
The fuel then flows to the cylinder head. The fuel enters the cylinder head and flows into the
fuel gallery, where it is made available to each of the six MEUI fuel injectors. Any excess fuel
not injected leaves the cylinder head and flows back to the secondary fuel filter where it flows
past the fuel pressure regulator.
The fuel pressure regulator is a check valve that is installed in the secondary fuel filter. The
fuel pressure regulator maintains fuel system pressure between the fuel transfer pump and the
fuel pressure regulator.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to the tank is approximately 3:1 (i.e. four times the
volume required for combustion is supplied to the system for combustion and injector cooling
purposes).

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Text Reference

79

Air Intake and Exhaust System

Shown are the air intake system components.
When servicing the filter elements, clean the precleaner (1) and dust valve (2) using air or water
pressure, or detergent wash.
The dust valve is OPEN when the engine is OFF and closes when the engine is running. The
dust valve must be flexible and closed when the engine is running or the precleaner will not
function properly and the air filters will have a shortened life.
Two filter elements are installed in the filter housings. The large element is the primary
element and the small element is the secondary element.
Air intake system tips:
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the secondary element.
- Air filter restriction causes black exhaust smoke and low power.

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Text Reference

80

There is a turbocharger inlet pressure sensor (arrow) located in the tube between the air filters
and the turbocharger. The Engine ECM uses the turbocharger inlet pressure sensor in
combination with the atmospheric pressure sensor to determine air filter restriction. The ECM
provides the input signal to the monitoring system, which informs the operator of the air filter
restriction.

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Text Reference

2
1

81

The C15 and C18 engines are equipped with a turbocharger. The turbocharger is driven by the
exhaust gas from the cylinders which enters the turbine side (1) of the turbocharger from the
exhaust manifold. The exhaust gas flows through the turbocharger, spinning the turbine wheel,
then exits to the exhaust piping and muffler.
The clean air from the filters enters the compressor side (2) of the turbocharger where it is
compressed by the spinning turbine and picks up heat. The compressed air from the
turbocharger then flows out the top of the turbocharger to the aftercooler. After the air is cooled
by the aftercooler, the air flows to the cylinders and combines with the fuel for combustion.

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Text Reference

82

The compressed air that was heated at the turbochargers is routed through finned ATAAC
core (arrow) mounted in front of the radiator. Outside air passes through the ATAAC core and
the radiator to cool both the intake air and the engine coolant. The cooled, compressed air exits
the aftercoolers and is piped to the intake manifolds.

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Text Reference

83

Shown is the turbocharger outlet pressure sensor (1). The turbocharger outlet pressure sensor
sends an input signal to the Engine ECM. The Engine ECM compares the value of the turbo
outlet pressure sensor with the value of the atmospheric pressure sensor (2) and calculates boost
pressure.
The best way to check for a power problem is to compare the truck performance with the
rimpull charts in the Caterpillar Performance Handbook or the individual specalogs for the 770
Truck or 772 Truck. The truck should be able to climb a grade in the same gear as specified in
these two publications.
If an engine power problem is suspected, check boost pressure at full load rpm. If boost
pressure is correct at full load rpm, the engine is not the problem and other systems such as the
torque converter should be checked.
To check boost pressure at full load rpm, the truck must be operated in FIRST GEAR with the
throttle at MAXIMUM and the retarder gradually engaged. Traveling up a grade is best as long
as the engine rpm does not fall below the full load rpm specification during the test. Gradually
engage the retarder until the full load rpm is displayed. When the full load rpm is displayed,
record the boost pressure. If boost pressure is within the specifications at full load rpm, the
engine is operating correctly.
Use Cat ET or the monitoring system display panel to view the engine rpm and boost pressure.

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Text Reference

Generally, Torque Converter (TC) stall speed (in gear, full throttle, zero ground speed) is used
to determine if the engine power is low or a torque converter problem exists. For example, if
the engine power is within specification and the stall speed is high, the torque converter may
have a problem (low internal oil pressure, poor internal tolerances or damaged components).

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Text Reference

AIR INDUCTION AND EXHAUST SYSTEM

From Air
Filters

Muffler

ATAAC

84

This schematic shows the flow through the air induction and exhaust system.
The turbochargers are driven by the exhaust gas from the cylinders which enters the turbine
side of the turbochargers. The exhaust gas flows through the turbochargers, the exhaust piping,
and the mufflers.
The clean air from the filters enters the compressor side of the turbochargers. The compressed
air from the turbochargers flows to the ATAAC. After the air is cooled by the ATAAC, the air
flows to the cylinders and combines with the fuel for combustion.

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Text Reference

3
5

1
4

7
6

85

POWER TRAIN
The 770/772 Off-highway Truck power train is similar to the 769D/771D Off-highway Truck
power train. The Transmission/Chassis ECM controls the ICM transmission shifting and the
torque converter lockup clutch operation. The transmission has seven forward speeds and one
reverse speed.
Power flows from the engine to the rear wheels through the power train. The main power train
components are:
- Torque converter (1)
- Transfer gears (2)
- Transmission (3)
- Drive shaft (4)
- Differential (5)
- Final drives (6)
Other power train components visible in this illustration are the torque converter and
transmission charge filter (7), and the transmission gear switch (8).

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Text Reference

86
These illustrations show the location of the main electronic components in the power train. The
Transmission/Chassis ECM (1) is located on the right side of the cab and is accessed by
removing a panel. The transmission upshift solenoid (2) and downshift solenoid (not visible)
are located on the right side of the transmission planetary gears and are accessed by removing a
cover plate (3). The torque converter lockup clutch solenoid valve (4) is located on the rear of
the torque converter.
NOTE: The Transmission/Chassis ECM receives input signals from several
components located on the machine to control transmission shifting and the torque
converter lockup clutch operation. The electronic components will be covered later in
the presentation.

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Text Reference

TRANSMISSION AND TORQUE CONVERTER

HYDRAULIC SYSTEM
Magnetic
Scavenge Screen

From Transmission
Magnetic Scavenge
Screen
Torque
Converter
Inlet
Lockup
Clutch
Supply

To Transmission
and
Torque Converter
Charging Filters
Lockup Valve
Torque Converter
Outlet

Return
Baffle

Shift
Solenoids

Transmission and
Torque Converter
Charging Filter

Transmission and
Torque Converter
Oil Cooler

87

Power Train Hydraulic System

Shown is the transmission and torque converter hydraulic system. A two-section transmission
and torque converter (power train) pump is located at the rear of the torque converter. The rear
section is the transmission scavenge section of the pump, and the front section is the
transmission and torque converter charging section of the pump.
The transmission scavenge section pulls oil through the magnetic screen located at the bottom
of the transmission case. The scavenged oil from the transmission is transferred into the torque
converter case through a baffle (diffuser).
The transmission and torque converter charging section of the pump pulls oil from the torque
converter case through the suction screen. Oil flows from the charging section to the
transmission and torque converter charging filter. Charging oil flows in two directions from the
filter:
- Charging oil flows to the torque converter lockup valve located on top of the torque
converter.
- Charging oil also flows to the transmission control valves located on top of the
transmission.

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Text Reference

The charging oil that flows to the torque converter lockup valve is blocked from the lockup
clutch until the lockup valve solenoid is energized by the Transmission/Chassis ECM. When
the lockup valve solenoid is energized, the lockup valve supplies oil to ENGAGE the lockup
clutch in the torque converter.
The charging oil that flows to the transmission hydraulic control valve also supplies the shift
solenoids. The charging oil is used to shift the transmission and fill the clutches. Some of the
charging oil drops to the bottom of the housing to be scavenged, but most of the oil flows to the
torque converter to provide charging oil for the torque converter.
The torque converter charging oil enters the torque converter and provides a fluid coupling.
Charging oil then either drops to the bottom of the housing or flows through the torque
converter outlet relief valve. The outlet relief valve maintains the minimum pressure inside the
torque converter.
The oil from the torque converter outlet relief valve flows through the transmission and torque
converter oil cooler located on the right side of the engine. Oil flows from the oil cooler back
to the transmission for lubrication. Transmission lube oil flows through the transfer gears and
the transmission to cool and lubricate the internal components.

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Lockup Piston

Turbine

Impeller

Text Reference

TORQUE CONVERTER
CONVERTER DRIVE

Stator

Torque Converter
Inlet Oil Passage

88

Freewheel
Assembly

Torque Converter
Lockup Oil Passage

This sectional view shows a torque converter in CONVERTER DRIVE. The lockup clutch
(yellow piston and blue discs) is not engaged. During operation, the rotating housing and
impeller (red) can rotate faster than the turbine (blue). The stator (green) remains stationary
and multiplies the torque transfer between the impeller and the turbine. The output shaft rotates
slower than the engine crankshaft, but with increased torque.
Lockup Piston

Turbine

Impeller

TORQUE CONVERTER
DIRECT DRIVE

Stator

Torque Converter
Inlet Oil Passage

89

Freewheel
Assembly

Torque Converter
Lockup Oil Passage

In DIRECT DRIVE, the lockup clutch is engaged by hydraulic pressure and locks the turbine to
the impeller. The housing, impeller, turbine, and output shaft then rotate as a unit at engine
rpm. The stator, which is mounted on a one-way clutch, is driven by the force of the oil in the
housing. The one-way clutch permits the stator to turn freely in DIRECT DRIVE when torque
multiplication is not required.

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Text Reference

2
4

90
The two-section power train pump (1) is located above the torque converter.
Oil flows from the power train pump through the torque converter and transmission oil filter to
the torque converter lockup clutch (2). Oil from the charge pump also flows to the
transmission to provide oil for the transmission solenoid valves. Some of the oil will leak
through the torque converter to the bottom of the housing to be scavenged. Most of the oil in
the torque converter is used to provide a fluid coupling and flows through the torque converter
outlet relief valve (not visible).
The outlet relief valve maintains the minimum pressure inside the torque converter. The main
function of the outlet relief valve is to keep the torque converter full of oil to prevent cavitation.
From the outlet relief valve oil flows to the torque converter and transmission oil cooler (3).
The oil cooler is located on the right side of the engine.
The torque converter lockup clutch valve directs oil to engage the torque converter lockup
clutch. The torque converter lockup clutch pressure can be checked at the tap (4) on top of the
lockup clutch valve.
Excess oil that accumulates in the bottom of the transmission is scavenged by the first section
of the pump through a screen and returned to the torque converter sump.

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The torque converter outlet temperature sensor (5), located on the right side of the torque
converter, provides an input signal to the Transmission/Chassis ECM. The ECM sends a signal
to the monitoring system to inform the operator of the torque converter outlet temperature.

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LOCKUP CLUTCH VALVE

TORQUE CONVERTER DRIVE
Load
Piston

Modulation
Reduction
Valve

Selector
Piston

Load Piston
Orifice

Pressure
Reduction
Valve

Lockup
Solenoid

Shuttle
Valve

To
Lockup
Clutch

From
Power Train
Pump

91
Shown is a sectional view of the torque converter lockup clutch valve in torque converter drive.
Supply oil from the transmission charging pump is used to provide pilot pressure (RV), primary
pressure, and lockup clutch pressure.
First, supply pressure is reduced to provide pilot (RV) pressure. Supply oil to the pilot
Reducing Valve (RV) flows through cross-drilled orifices in the spool, past a check valve, and
enters the slug chamber. The check valve dampens spool movement and reduces the possibility
of valve chatter and pressure fluctuation. Oil pressure moves the slug in the right end of the
spool to the right and the spool moves to the left against the spring force. The spring force ,and
the force due to the pressure in the slug cavity balance, and oil is metered into the pilot oil
pressure passage. The spring force can be adjusted with shims to control pilot (RV) pressure.
Pilot (RV) pressure is 1725 70 kPa (250 10 psi).
In converter drive, pilot pressure is blocked from flowing to the selector piston by the lockup
solenoid.

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LOCKUP CLUTCH VALVE

DIRECT DRIVE

Load
Piston

Modulation
Reduction
Valve

Selector
Piston

Load Piston
Orifice

Pressure
Reduction
Valve

Lockup
Solenoid

On

Shuttle
Valve

To
Lockup
Clutch

From
Power Train
Pump

92

Shown is a sectional view of the torque converter lockup clutch valve in DIRECT DRIVE. The
lockup solenoid is energized and pilot oil flows to a shuttle valve. Pilot oil moves the shuttle
valve to the right which closes the drain and opens the check valve. Pilot oil then flows to the
selector piston. Moving the selector piston blocks a drain passage and compresses the load
piston springs.
After the clutch fills, but the load piston is still at the top against the selector piston, lockup
clutch pressure is at its lowest controlled value. This value is called "primary pressure."
Primary pressure is 965 35 kPa (140 5 psi). Primary pressure is adjusted with shims in the
load piston after the load piston plug is removed.
When the selector piston moves down, the load piston also moves down and compresses the
load piston springs and moves the modulation reduction valve spool down against the force of
the return spring. This initial movement opens the supply passage (from the transmission
charge pump) and permits pressure oil to flow to the clutch. As the clutch fills, pressure oil
opens the ball check valve and fills the slug chamber at the bottom of the reduction valve spool.
At the same time, oil flows through the load piston orifice and fills the chamber between the
end of the load piston and the selector piston. While the clutch is filling, the pressure in the
chamber is not high enough to move the load piston inside the selector piston. After the clutch
fills, the load piston orifice helps control the rate of modulation.

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At the end of modulation, the load piston has moved completely down against the stop and the
clutch pressure is at its maximum setting. Because this is a modulation reduction valve, the
maximum pressure setting of the clutch is lower than the transmission charge pressure. At the
end of the modulation cycle, the pressure in the slug chamber moves the reduction valve a
small distance up to restrict the flow of supply oil to the clutch. This is the "metering position"
of the reduction valve spool. In this position, the valve maintains precise control of the clutch
pressure.
Do not adjust lockup clutch final pressure. If the primary pressure is correct and final lockup
clutch pressure is incorrect, check for loose or sticking components or debris in the valve. If
these components are not the problem, change the load piston springs. If the load piston
springs are replaced, be sure to reset the lockup clutch primary pressure.

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2
3
1

93

The torque converter and transmission charging filter (1) is located on the right side of the
truck. Oil from the charging pump flows through the torque converter and transmission filter to
the torque converter lockup clutch valve and to the transmission control valve.
The filter has a bypass switch (2) which provides an input signal to the monitoring system, via
the Transmission/Chassis ECM, to inform the operator if the filter is restricted. The filter
housing includes an SOS tap (3) and a torque converter and transmission circuit pressure
tap (4).

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Text Reference

1
6
94
7

5
2

95

3
4

The ICM transmission hydraulic controls can be accessed by removing a cover plate (1) on top
of the transmission.
The bottom illustration shows the ICM transmission hydraulic control valve. Oil flows from
the transmission and torque converter charging filter, through the inlet port, to the transmission
hydraulic control valve and the shift solenoids (2). The charging oil is used to shift the
transmission and fill the clutches. Some of the charging oil flows to the bottom of the housing
to be scavenged, but most of the oil flows to the torque converter through the outlet hose to
provide charging oil for the torque converter. The torque converter inlet relief valve (3) limits
the maximum pressure to the torque converter.

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The transmission charging pressure relief valve is part of the transmission hydraulic control
valve. The relief valve limits the maximum pressure in the transmission charging circuit.
Transmission charging pressure can be tested at the tap (4).
Transmission clutch pressures are tested at the pressure taps (5). The pressure taps can be
accessed by removing a cover plate (6).
Lubrication and cooling oil from the power train oil cooler enters the transmission through the
inlet port. Transmission lube pressure can be tested at the tap located at the lubrication supply
hose.
The torque converter and transmission breather (7) is located at the rear of the transmission.

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ENGAGEMENT OF TRANSMISSION CLUTCHES

Transmission Speed

Engaged Clutches in
the Transmission

NEUTRAL

REVERSE

3 and 7

FIRST speed

2 and 6

SECOND speed

1 and 6

THIRD speed

3 and 6

FOURTH speed

1 and 5

FIFTH speed

3 and 5

SIXTH speed

1 and 4

SEVENTH speed

3 and 4

96

The table in this illustration lists the solenoids that are energized and the clutches that are
engaged for each transmission speed. This table can be useful for transmission diagnosis.

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TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL

Upshift
Pressure

Downshift
Pressure
Downshift
Solenoid
Charging
Filters
Pump
Pressure
Charging
Pump

Lockup
Valve

Upshift
Solenoid

ON

Priority
Reduction
Valve

Rotary
Actuator

Neutralizer
Valve

Pilot Oil
Pressure

Rotary
Selector
Spool

Scavenge
Pump

Transmission
Case

Torque
Converter

Oil Cooler

Relief
Valve

Torque
Converter
Inlet
Relief Valve

Selector Valve
Group
Lube
Pressure

Pressure Control
Group

To Transmission
Lube

97

This schematic shows the conditions in the system with the ENGINE STARTED and the
transmission in NEUTRAL. The priority reduction valve is installed in the bore on the left
side of the selector valve body. This valve has two functions: It controls the pressure of the
pilot oil (orange) that is used to initiate clutch engagement, and it makes sure that pilot pressure
is available at the neutralizer valve before pressure oil (red) is sent to the remainder of the
system.
The neutralizer valve moves only when the rotary selector spool is in the NEUTRAL position.
When the rotary selector spool is in the NEUTRAL position and the engine is started, pump oil
flows through a passage in the center of the neutralizer valve, flows up around the check ball,
pressurizes the top of the valve, and then moves down. In this position, the neutralizer valve
directs pilot oil to the center of the rotary selector spool. If the rotary selector spool is not in
the NEUTRAL position during engine start-up, the neutralizer valve will block the flow of pilot
oil to the rotary selector spool.
Directly below the neutralizer valve is the main relief valve. This valve limits the maximum
system pressure during operation. Excess pump oil is directed to the lubrication circuit and the
pressure is maintained by the lube relief valve. The lubrication oil is used to cool and lubricate
all of the gears, bearings, and clutches in the transmission and transfer gears.

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To initiate a shift, pressure oil from either the upshift or downshift solenoid is sent to the rotary
actuator. Inside the actuator housing is a rotating vane which divides the actuator into two
chambers. Pressure oil from the upshift solenoid causes the vane to rotate in one direction
while pressure oil from the downshift solenoid causes the vane to rotate in the opposite
direction. The vane is connected to and causes rotation of the rotary selector spool inside the
selector valve group.
The power train hydraulic system is equipped with a two-section gear pump. From the
charging section of the pump, the oil flows through the charging filters and is sent directly to
the two solenoids and the selector valve group. Pump flow is blocked at the upshift solenoid
and, because the downshift solenoid is continuously energized in NEUTRAL, the valve in the
solenoid is open. This condition permits oil to flow to the rotary actuator. Pressure on the
downshift side of the rotating vane in the rotary actuator keeps the vane and the rotary selector
spool in the NEUTRAL position until a shift is made.
The rotary selector spool is actually a hollow rotating shaft. A plug and screen assembly inside
the spool divides the center cavity into two separate oil chambers.
During operation, pilot oil from the upper chamber is directed to the pressure control valve
group to initiate clutch engagement. For any gear except NEUTRAL, two of the outlet ports
from the upper chamber are aligned with drilled passages in the selector valve body. For
NEUTRAL, only one outlet port permits pilot oil to flow to the pressure control valve group.
The lower chamber in the rotary selector spool is always open to drain. For each gear position
except NEUTRAL, all but two of the drain ports are open to drain. Whenever a clutch station
is engaged, the lower half of the spool blocks the drain passage to that station.
All oil that is in the bottom of the transmission case is returned to the tank by the scavenge
section of the power train oil pump.

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TRANSMISSION HYDRAULIC SYSTEM

FIRST SPEED FORWARD

Upshift
Pressure

Downshift
Pressure
Downshift
Solenoid

Upshift
Solenoid

Rotary
Actuator

Charging
Filters

Lockup
Valve

Pump
Pressure
Charging
Pump

Priority
Reduction
Valve

Neutralizer
Valve

Pilot Oil
Pressure

Rotary
Selector
Spool

Scavenge
Pump

Transmission
Case

Torque
Converter

Relief
Valve

Torque
Converter
Inlet
Relief Valve

Selector Valve
Group
Oil Cooler

Lube
Pressure

Pressure Control
Group

To Transmission
Lube

98

This schematic shows the components and the oil flow in the system during operation in FIRST
GEAR. The upshift solenoid is energized and directs pump oil to the rotary actuator. The
rotary actuator moves the rotary selector spool to the FIRST SPEED FORWARD position and
the upshift solenoid is de-energized. The rotary spool selects two stations (C and G) which
modulate the two clutches.
To shift from NEUTRAL to any other gear, the rotating vane must turn in the clockwise
direction to the selected gear position. When the shift is indicated, pressure oil from the upshift
solenoid is sent to the lower inlet port. The pressure oil moves the check valve toward the
center of the actuator housing until the check valve covers a drain passage located near the
inner end of the inlet passage. The pressure oil then flows through the check valve and fills the
small space between the two vanes.
As the pressure increases, the rotating vane moves in the clockwise direction to the appropriate
gear position. Any oil that was in the chamber on the nonpressurized (downshift) side of the
vane is forced out of the chamber by the movement of the vane.

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As the oil flows out of the chamber, it moves the upper check valve away from the center of
the actuator housing. This movement opens a drain passage located near the inner end of the
upper check valve passage and permits the oil to flow out of the center chamber. The check
valve closes and prevents oil from flowing to the other solenoid.
This sequence is just the opposite for downshifts (when the rotating vane moves in the
counterclockwise direction).

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Text Reference

VALVE STATION
CLUTCH RELEASED

Slug

Ball Check Valve

Load Piston

Selector Piston

Pilot Oil
Passage

Plug
Return
Spring

Decay Orifice
(Optional)
Drain

Modulation
Reduction
Valve

Drain
Clutch
Supply
Rail

To
Clutch

Load
Piston
Orifice

Load
Piston
Plug

Clutch
Pressure
Tap

99

Since all seven valve stations contain the same basic components, an explanation of the
operation of one station can be applied to the operation of the remaining stations (including the
lockup clutch station).
The seven stations that control the clutches contain load piston orifices (sometimes called
"cascade" orifices). The load piston orifices control the clutch modulation. The thicker the
orifice, the slower the modulation. The retaining springs for the load piston orifices are
identical, but the orifices vary in thickness from one station to another. Many of the stations are
equipped with decay orifices. Check the parts book for proper component placement.
In this schematic, the engine has been started, but the clutch for this station has not been
engaged. While the engine is running, pump (or system) pressure is always available at the
modulation reduction valve spool; but, until pilot oil from the rotary selector spool is sent to the
right (outer) end of the selector piston, there can be no valve movement and the clutch cannot
be engaged.

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Text Reference

VALVE STATION
CLUTCH FILLING

Slug

Ball Check Valve

Load Piston

Selector Piston

Pilot Oil
Passage

Plug
Return
Spring

Decay Orifice
(optional)
Drain

Modulation
Reduction
Valve

Drain

Clutch
Supply
Rail

To
Clutch

Load
Piston
Orifice

Load
Piston
Plug

Clutch
Pressure
Tap

100

This schematic shows the relative positions of the valve station components during clutch fill
(movement of the clutch piston to make contact with the discs and plates). Valve movement is
initiated when pilot oil from the rotary selector spool moves the selector piston to the left as
shown. Movement of the selector piston accomplishes two purposes:
1. The drain passage at the decay orifice is blocked.
2. The load piston springs are compressed.
Compressing the load piston springs moves the reduction valve spool to the left against the
force of the return spring. This movement opens the supply passage and permits pressure oil to
flow to the clutch. As the clutch fills, pressure oil opens the ball check valve and fills the slug
chamber at the left end of the reduction valve spool. At the same time, oil flows through the
load piston orifice and fills the chamber between the end of the load piston and the selector
piston. While the clutch is filling, the pressure in the chamber between the end of the load
piston and the selector piston is not high enough to move the load piston inside the selector
piston.

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During clutch modulation, clutch pressure increases. After the clutch fills (the clutch piston has
moved against the discs and plates), the pressure in the clutch, in the slug chamber, and in the
passage to the load piston orifice starts to increase. When the pressure in the chamber reaches
primary pressure, the load piston starts to move inside the selector piston.
The load piston orifice controls the flow of oil to the load piston chamber. This condition helps
control the rate of modulation. Filling the load piston chamber is made possible when the
selector piston covers the drain passage at the decay orifice.
The clutch pressure and the pressure in the slug chamber increase at the same rate. Just after
the clutch is filled, the pressure in the slug chamber moves the reduction valve to the right.
This movement restricts the flow of pressure oil to the clutch and briefly limits the increase of
clutch pressure. The pressure in the load piston chamber then moves the load piston farther to
the left. This movement increases the spring force and reopens the supply passage permitting
the clutch pressure to again increase.
This cycle continues until the load piston has moved completely to the left (against the stop).
The clutch pressure is then at its maximum setting. During modulation, the reduction valve
spool moves left and right while the load piston moves smoothly to the left.

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Text Reference

VALVE STATION
CLUTCH ENGAGED

Slug

Ball Check Valve

Load
Piston

Selector
Piston

Pilot Oil
Passage

Plug
Return
Spring

Decay Orifice
(optional)
Drain

Modulation
Reduction
Valve

Drain

Clutch
Supply
Rail

To
Clutch

Load
Piston
Orifice

Load
Piston
Plug

Clutch
Pressure
Tap

101

The load piston has now moved completely to the left against the stop. The modulation cycle is
completed and the clutch pressure is at its maximum setting.
At the end of the modulation cycle, the modulation reduction valve controls clutch pressure,
which will be lower than the clutch supply pressure. The pressure in the slug chamber moves
the reduction valve a small distance to the right to restrict the flow of supply oil to the clutch.
This is the "metering position" of the reduction valve spool. In this position, the modulation
reduction valve maintains precise control of the clutch pressure.
During operation, an engaged clutch is designed to leak a relatively small but steady volume of
oil. As clutch leakage occurs, the clutch pressure and the pressure of the oil in the slug
chamber will start to decrease. At this point, the load piston springs move the reduction valve
spool a small distance to the left to open the supply passage. Pressure oil from the pump again
enters the clutch circuit and replaces the leakage. Then, the clutch pressure in the slug chamber
moves the spool back to the right thereby restricting the flow of supply oil to the clutch. This
metering action continues during the entire time that the clutch is engaged.

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VALVE STATION
CLUTCH DECAY

Slug

Ball Check Valve

Load
Piston

Selector
Piston

Pilot Oil
Passage

Plug
Return
Spring

Decay Orifice
(Optional)
Drain

Modulation
Reduction
Valve

Drain

Clutch
Supply
Rail

To Clutch

Load
Piston
Orifice

Load
Piston
Plug

Clutch
Pressure Tap

102

During a shift, the pressure of the clutch (or clutches) being released does not immediately drop
to zero. Instead, the clutch pressure decreases at a controlled rate. Restricting the rate of clutch
pressure decay helps to maintain a positive torque at the transmission output shaft. This feature
minimizes the effects of tire and axle "unwinding" and permits smoother shifts. An immediate
drop in clutch pressure would permit a rapid deceleration of the power train components that
remain connected to the differential during a shift.
When a clutch is released, the chamber at the right (outer) end of the selector piston is opened
to drain through the lower chamber in the rotary selector spool. This condition permits the
selector piston and load piston to move to the right as shown. Clutch pressure starts to
decrease, but cannot drop to zero until the chamber between the load piston and the selector
piston is drained. The only way that oil can flow out of this chamber is through the decay
orifice which was uncovered when the selector piston moved to the right. As the load piston
springs force the oil from the load piston chamber, the clutch pressure gradually decreases.
When the load piston has moved completely to the right, the clutch pressure is zero.

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SHIFT CYCLE

Clutch
Pressure
(psi)
Transmission
Clutch Slip

Converter
Clutch Slip

400

Transmission Clutch
Final Pressure

300
200

Lockup Clutch
Final Pressure

Clutch 1
Primary Pressure

100

Lockup Clutch Primary Pressure

Lockup Clutch Fill Pressure and Time

Clutch 1
Fill Pressure and Time

0
0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

Time
(second)
Clutch 2

Clutch 1

Clutch 6

Lockup Clutch

103

This graph shows the clutch pressures as the ground speed increases and the transmission shifts
from FIRST to SECOND gear. The lockup clutch and clutch 2 are gradually released by the
controlling effects of the decay orifices. Clutch 1 fills and then the load piston orifice controls
the modulation of engagement. After clutch 1 has filled, the lockup clutch solenoid is
energized. The lockup clutch fills and modulates to final pressure.
There is some overlap between the decay of the clutch being released and the clutch being
engaged. This feature helps to minimize the unwinding motion of the power train and provides
smooth shifts.
Initial clutch engagement is the point where the operator can feel the transmission engaging a
gear (primary pressure). Complete clutch engagement is the point where the clutch stops
slipping and the transmission is fully engaged. Clutch pressures continue higher to ensure that
the clutches do not slip. Clutch slip is the time between initial clutch engagement (primary
pressure) and complete clutch engagement.

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CLUTCH FILL AND MODULATION PROBLEMS

Clutch
Pressure

Clutch
Maximum Pressure

High Primary Pressure

Harsh Shift

Final Clutch
Engagement

Initial Clutch
Engagement
(Primary Pressure)

Slow Modulation
Excessive Slip

Short Fill

Low Primary Pressure

Excessive Slip

Time

Long Fill
Normal

Low Primary
Pressure

High Primary
Pressure

Slow
Modulation

104

This graph shows the effects of the following conditions:

1. High primary pressure - Shorter fill and engagement times, which cause harsh shifts.
2. Low primary pressure - Longer fill and engagement times, which cause the plates and
discs to slip more before the engagement pressure holds them together. Maximum
clutch pressure might be lower and may cause slippage during conditions of heavy
loading.
3. Slow modulation - This also causes more slip, similar to the low primary pressure. It
can be caused by a partially plugged load piston orifice or by wear in the valve station
body, load piston, or selector piston.

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Text Reference

1
3

5
7

2
4

1
6

105
Rear Axle
Check the differential oil level by removing the magnetic inspection plug (1). The oil should
be level with the bottom of the fill plug opening. The magnetic inspection plug should be
removed at regular intervals and checked for metal particles. A plug (2) at the bottom right side
of the differential housing is used to drain the oil.
Inspect the condition of the rear axle breather (3), located behind the rear suspension cylinder at
regular intervals. The breather prevents pressure from building up in the axle housing.
Excessive pressure in the axle housing can cause brake cooling oil to leak through the
Duo-Cone seals in the wheel brake assemblies.
Internal differential components are:
- Bevel pinion gear (4)
- Bevel gear (5)
- Differential group cover (6)

- Differential group (7) includes two spider

gears and four differential bevel pinions
- Adjusting nut (8)

The back-up alarm (9) is located on top of the rear frame. When the machine is in reverse, the
Transmission/Chassis ECM sends a signal to sound the back-up alarm.

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TRANSMISSION/CHASSIS CONTROL MODULE SYSTEM DIAGRAM

Cat Data Link
OUTPUTS

INPUTS
Retarder
Lever
Engine Speed
Sensor
Left Rear Wheel
Speed Sensor

Key Start Switch

Machine Lockout
Switch
Starter Lockout
Switch
QuickEvac Service
Tool Input

Right Rear Wheel

Speed Sensor

Secondary Steer
Test Switch

Brake Oil
Temperature Sensor

Drive Gear
Select Switches

Accumulator Oil
Pressure Switch
Brake Filter
Bypass Switch

Shift Lever
Position Sensor
Hoist Lever
Position Sensor

TCS Test Switch

Fuel Level Sender

ARC ON / OFF
Switch

Engine Speed
Sensor

Actual Gear
Switch
Secondary
Brake Pedal
Position Sensor
Location Codes

Head Lamp
Sensor
Inclinometer
Body
Up Switch

Torque Converter Oil

Temperature Sensor

Start Relay

Transmission Oil
Temperature Sensor

Upshift
Solenoid

Primary Steering
Pressure Switch

Downshift
Solenoid

Secondary Steering
Motor State

ARC Control
Solenoid

Transmission Input
Speed Sensor

Front Service
Brake Solenoid

Alternator
R-Terminal

Parking Brake
Solenoid

Transmission
Charge Filter
Bypass Switch

TCS Proportional
Solenoid

Accumulator
Charge Solenoid
Hoist Raise
Solenoid
Hoist Lower
Solenoid
Secondary Steering /
QuickEvac /
Prelube Relay
Back-up Alarm
Autolube Relay

Stop Lamp Relay

Backup Lamp Relay

Transmission Output
Speed Sensor 1

TCS Selector
Solenoid

Transmission Output
Speed Sensor 2

Steering System
Disable Solenoid

Secondary Steering
Pressure Switch

Service Brake
Accumulator
Bleed Solenoid

Secondary Brake
Pressure Switch

Lockup Clutch
Solenoid

Service Brake
Pressure Switch

Cooling Fan
Solenoid

Secondary Steering
Relay
Diverter Relay
Starter Lockout
Lamp
Machine Lockout
Lamp
Backlight Intensity

106

Transmission/Chassis Electronic Control System

Shown in this illustration are the transmission/chassis electronic control system inputs and
outputs for the 770/772 Trucks.
The main purpose of the Transmission/Chassis ECM is to determine the desired transmission
gear and energize the appropriate solenoids to shift the transmission up or down as required
based on information from both the operator and machine. The Transmission/Chassis ECM
also controls all the hoist functions, the steering disable function, and other functions as
described in this presentation.
The Transmission/Chassis ECM receives information from various input components such as
the shift lever switch, the transmission output speed sensors, and the transmission gear switch.
Based on the input information, the Transmission/Chassis ECM determines whether the
transmission should upshift, downshift, engage the lockup clutch, or limit the transmission gear.
These actions are accomplished by sending signals to various output components.

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Power train output components include the transmission solenoids and lockup clutch solenoid.
Several other Transmission/Chassis ECM output components are covered throughout the
presentation.
The Engine ECM, the monitoring system, and the Transmission/Chassis ECM all communicate
with each other through the CAT Data Link. Communication between the electronic control
modules allows the sensors of each system to be shared. Many additional benefits are
provided, such as Controlled Throttle Shifting (CTS). CTS occurs when the
Transmission/Chassis ECM tells the Engine ECM to reduce or increase engine fuel during a
shift to lower stress to the power train.
The Caterpillar Electronic Technician (Cat ET) Service Tool can be used to perform several
diagnostic and programming functions.
NOTE: Some of the Transmission/Chassis ECM input and output components are
shown during the discussion of other systems.

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107

The Transmission/Chassis ECM (arrow) is located on the right side of the cab. The
Transmission/Chassis ECM performs the transmission control functions, plus some other
machine functions (hoist and secondary steering control). Because of the functionality of the
control, it is referred to as the Transmission/Chassis ECM.
The Transmission/Chassis ECM is an A4M1 module with two 70-pin connectors. The
Transmission/Chassis ECM communicates with the Engine ECM, and monitoring system over
the CAT Data Link and can communicate with some attachments over the CAN Datalink.

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Text Reference

6
2

5
3

108
At the base of the shift lever (1) is a position sensor (2) which provides input signals to the
Transmission/Chassis ECM when the operator moves the lever. The shift lever position sensor
is a Hall-Effect position sensor. The shift lever is connected to a device which contains two
magnets. One magnet (3) is visible in the bottom left view.
As the lever is moved, the magnets pass over the Hall Cell (4) and the change in the magnetic
field produces a signal. The internal electronics (5) of the sensor process the signal and send a
PWM signal to the ECM.
The lever position sensor receives 24 VDC from the machine electrical system. The sensor
contains a fourth pin that is used for calibration on some machine applications.
The following measurements would be typical for the position sensor with the sensor connected
to the Transmission/Chassis ECM and the key switch turned ON:
Pin 1 to Pin 2 -- Supply Voltage
Pin 3 to Pin 2 -- .7 - 6.9 DCV on DC volts scale
Pin 3 to Pin 2 -- 4.5 - 5.5 KHz on the KHz scale
Pin 3 to Pin 2 -- 5% - 95% duty cycle on the % scale

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Text Reference

Also shown in the top right illustration is the drive gear UP switch (6) and the drive gear
DOWN switch (7). The drive gear switches are toggle switches that send a signal to the
Transmission/Chassis ECM. When the drive gear UP switch is pressed, the high gear limit can
be increased up to seventh gear. When the drive gear DOWN switch is pressed, the high gear
limit can be decreased down to third gear.
The transmission shift lever lock button (8) unlocks the transmission shift lever when pressed.

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Text Reference

109

The transmission gear switch (1) provides input signals to the Transmission/Chassis ECM. The
transmission gear switch inputs (also referred to as the "actual gear inputs") consist of six wires.
Five of the six wires provide codes to the Transmission/Chassis ECM. Each code is unique for
each position of the transmission gear switch. Each transmission gear switch position results in
two of the five wires sending a ground signal to the Transmission/Chassis ECM. The other
three wires remain open (ungrounded). The pair of grounded wires is unique for each gear
position. The sixth wire is the "Ground Verify" wire, which is normally grounded. The Ground
Verify wire is used to verify that the transmission gear switch is connected to the
Transmission/Chassis ECM. The Ground Verify wire allows the Transmission/Chassis ECM to
distinguish between loss of the transmission gear switch signals and a condition in which the
transmission gear switch is between gear detent positions.
The transmission gear switch is a Hall-effect type switch. A power supply is required to power
the switch. A small magnet passes over the Hall cells, which then provide a non-contact
position switching capability. The Hall-effect type switch uses the same 24-Volt power supply
used to power the Transmission/Chassis ECM.
The solenoid outputs provide + Battery voltage to the upshift solenoid (2) and the downshift
solenoid (3) based on the input information from the operator and the machine. The solenoids
are energized until the transmission actual gear switch signals the Transmission/Chassis ECM
that a new gear position has been reached.

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Text Reference

110

The transmission output speed sensors (arrows) are located on the transfer gear housing on the
input end of the transmission behind a cover (not shown). Although the sensors are physically
located near the input end of the transmission, the sensors are measuring the speed of the
transmission output shaft. The sensors are two wire passive sensors. The passive speed sensor
uses the passing teeth of the output shaft to provide a frequency signal. The signal from the
sensor is used for automatic shifting of the transmission. The signal is also used to drive the
speedometer and as an input to other electronic controls.
The Transmission/Chassis ECM also performs a check between the two measured transmission
output speeds and the transmission input speed to ensure that the ECM calculates an accurate
transmission speed. This check also uses the speeds to determine the direction of motion of the
machine.

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Text Reference

111

The engine speed sensor (arrow) is located at the rear of the engine on the left side of the gear
housing. The engine speed sensor sends a frequency signal to the Transmission/Chassis ECM
indicating engine speed. The Transmission/Chassis ECM uses the engine speed signal input to
determine actual engine speed. The actual engine speed is one of the parameters used to
determine the proper transmission shift points.

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Text Reference

2
1

112
The body up switch (1) is located on the frame near the body pivot pin. This switch is
normally open. When the body is raised, a lever (2) mounted on the body causes the switch to
close. The resulting ground signal is sent to the Transmission/Chassis ECM. This signal is
used to limit the top gear into which the transmission will shift when the body is up.
The body up top gear value is programmable from FIRST to THIRD utilizing the Cat ET
Service Tool. The ECM comes from the factory with this value set to FIRST gear. When
driving away from a dump site, the transmission will not shift past FIRST gear until the body is
down. If the transmission is already above the set limit gear when the body is raised, no
limiting action will take place.
The body up switch signal is also used to control the SNUB position of the hoist control valve.
As the body is lowered, the Transmission/Chassis ECM signals the hoist lower solenoid to
move the hoist valve spool to the SNUB position. In the SNUB position, the body float speed
is reduced to prevent the body from making hard contact with the frame.
The body up switch input provides the following functions:
- Body up gear limiting
- Illuminates the backup lights
- Hoist snubbing
- Lights the body up dash lamp
- Signals a new load count (after 10 seconds in the RAISE position)

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Text Reference

A diagnostic code occurs if the Transmission/Chassis ECM does not receive a closed (ground)
signal from the switch within four hours of operation time or an open signal from the switch
within one hour of operation time. The body up switch must be adjusted properly for all of the
functions to operate correctly.
The roller arm can be repositioned slightly to start the SNUB feature sooner or later.
NOTE: The snub feature can also be adjusted in the Cat ET hoist configuration screen
by selecting the "Hoist lower valve adjustment status."

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Text Reference

TRANSMISSION/CHASSIS ECM
SYSTEMS CONTROLLED BY ECM
- Transmission Shifting

- Torque Converter Lockup

- Top Gear Limit

- Machine Overload Speed Limit

- Anti-hunt

- Machine Speed Limit

- Reverse Inhibitor

- Body Hoist

- Machine Lockout

- Sound Reduction

- Engine Lockout

- Back-up Alarm

- Neutral Start

- Control Throttle Shifting (CTS)

- Shift Counter

- Directional Shift Management

- Throttle Lock

- Neutral Coast Inhibiting

- Secondary Steering

113

Besides controlling the Transmission Shifting and Torque Converter Lockup, the
Transmission/Chassis ECM also controls other functions as shown above, such as Control
Throttle Shifting (CTS), Directional Shift Management, and Top Gear Limit.
There are several programmable parameters available with the Transmission/Chassis ECM.
NOTE: Refer to the 770/772 Truck/Tractors Chassis Electronic Control System
Operation, Troubleshooting, Testing, and Adjusting manual (RENR7871) for more
information on the additional Transmission/Chassis ECM functions and programmable
parameters.

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Text Reference

4
1
7

3
2

114
STEERING SYSTEM
The steering system on the 770/772 Trucks is similar to the "D" and "E" Series Trucks except a
steering disable solenoid valve has been added and some of the component locations have
changed.
When energized, the steering disable solenoid valve stops the oil flow coming from the steering
pump. This prevents the front wheels from turning to allow servicing to be conducted safely in
the front wheel area.
The steering system uses a load sensing, pressure compensated pump. Minimal horsepower is
used by the steering system when the truck is traveling in a straight path. Steering hydraulic
horsepower requirements depend on the amount of steering pressure and flow required by the
steering cylinders.
This illustration shows the following main steering components:
- Steering pump (1)
- Steering disable valve (2)
- Steering valve (3)
- HMU (4)

- Steering cylinders (5)

- Steering tank (6)
- Secondary steering pump (7)

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Text Reference

5
4
2

115

The steering system tank is located behind the left side of the cab.
Check the steering system oil level at the sight gauge (1).
The steering system oil filter (2) is located in front of the steering tank.
The steering system uses a pressure compensated piston type pump. Case drain oil from the
steering pump returns to the hydraulic tank through a case drain filter (3).
Before removing the cap (4) to add oil to the steering system, depress the pressure release
button (5) on the breather to release any remaining pressure from the tank.
The steering system filter base and the case drain filter base have bypass valves that allow the
steering oil to bypass the filters if they are plugged.

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Text Reference

116

The 770/772 Trucks are equipped with a load sensing, pressure compensated, piston-type
pump (1). The steering pump operates only when the engine is running and provides the
necessary flow of oil for steering system operation. The steering pump contains a load sensing
controller with two valves. The high pressure cutoff valve (2) functions as the primary steering
system relief valve.
The flow compensator valve (3) is used to adjust the low pressure standby setting. When the
truck is traveling in a straight path, virtually no flow or pressure is sent to the steering
cylinders, and the pump destrokes to low pressure standby.

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Load Sensing
Pressure
from HMU

Text Reference

STEERING PUMP

To Steering
Valve
and HMU

LOW PRESSURE STANDBY

High Pressure
Cutoff Valve

Actuator
Piston

Flow
Compensator
Load Sensing
Controller

Case Drain
Filter

Swashplate
Piston

117

When the truck is traveling in a straight path, the steering cylinders require virtually no flow or
pressure. The HMU provides a very low pressure load sensing signal to the flow compensator
in the load sensing controller.
Pump oil (at low pressure standby) flows to the swashplate piston and past the lower end of the
displaced flow compensator spool to the actuator piston. The actuator piston has a larger
surface area than the swashplate piston. The oil pressure at the actuator piston overcomes the
spring force and the oil pressure in the swashplate piston and moves the swashplate to destroke
the pump. The pump is then at minimum flow, low pressure standby.
Pump output pressure is equal to the setting of the flow compensator plus the pressure required
to compensate for system leakage.

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Load Sensing
Pressure
from HMU

To Steering
Valve
and HMU

High Pressure
Cutoff Valve

Text Reference

STEERING PUMP
MAXIMUM FLOW

Actuator Piston

Flow
Compensator
Load Sensing
Controller
Swashplate
Piston
Case Drain
Filter

118

During a turn, when steering pressure and flow are required, pressure increases in the HMU
load sensing signal line. The pressure in the signal line is equal to the pressure in the steering
cylinders. The pump load sensing controller is spring biased to vent the actuator piston
pressure to drain. Venting pressure from the load sensing controller and the actuator piston
positions the spring biased swashplate to maximum displacement (maximum flow).
As pressure increases in the HMU load sensing signal line, pump supply pressure is sensed on
both ends of the flow compensator. When pressure is present on both ends of the flow
compensator, the swashplate is kept at maximum angle by the force of the spring in the pump
housing and pump discharge pressure on the swashplate piston. The pistons reciprocate in and
out of the barrel and maximum flow is provided through the outlet port. Since the pump is
driven by the engine, engine rpm also affects pump output.

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Text Reference

3
1

119

The steering disable valve (1) is located on the rear of the left front pedestal.
When the steering disable solenoid valve (2) is energized, oil flow from the steering pump to
the steering valve is blocked by the steering disable valve, which allows servicing behind the
front wheels with the machine running.
When the machine lockout switch, located under a panel on the left stairway, is toggled, a
signal is sent to the Transmission/Chassis ECM. The Transmission/Chassis ECM energizes the
steering disable solenoid allowing service to be performed behind the front wheels safely.
Also located on the steering disable valve is a pressure tap (3) for checking the load sensing
signal to the pump, and an SOS tap (4). The taps are located on the front of the steering
disable valve.

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Text Reference

4
2

1
3

120

Steering oil flows from the pump through the steering disable valve to the steering valve (1)
located on the inside of the left front pedestal. The primary steering pressure switch (not
visible) monitors the output of the steering pump. The steering pressure switch provides input
signals to the Transmission/Chassis ECM which sends a signal to the monitoring system to
inform the operator of the steering system condition. A steering system warning is displayed if
the pressure is too low.
The steering pressure switch cannot tolerate high steering system pressures. A pressure
reducing valve (2) reduces the steering system pressure to the steering pressure switch (3).
Two relief valves are located on top of the steering valve. The inside relief valve (4) is a
back-up relief valve for the secondary steering system. The secondary steering back-up relief
valve protects the secondary steering system if the relief valve on the secondary steering pump
malfunctions.
The outside relief valve (5) is a back-up relief valve for the primary steering system. The
primary steering back-up relief valve protects the primary steering system if the high pressure
cutoff valve on the steering pump malfunctions. Primary steering pressure is first controlled by
the high pressure cutoff valve located on the steering pump.
Check valves are used to separate the primary and secondary steering systems.

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Text Reference

121

This illustration shows the location of the HMU (arrow) for the 770/772. Serviceability has
improved for the HMU on the 770/772 due to the redesigned walkways. The HMU is
connected to the steering wheel and controlled by the operator.
The HMU meters the amount of oil sent to the steering cylinders by the speed at which the
steering wheel is turned. The faster the HMU is turned, the higher the flow sent to the steering
cylinders, and the faster the wheels will change direction.
The steering system is referred to as "Q-amp" which means flow amplification. During a
sudden steering change (steering wheel speed greater than 10 rpm), additional steering pump oil
flow will bypass the gerotor pump in the HMU and flow directly to the steering cylinders.
Steering oil flow to the cylinders is equal to the gerotor pump oil flow plus the bypass oil flow
from the steering pump. The steering oil flow is amplified up to 1.6 to 1. The purpose of the
flow amplification is to provide quick steering response when sudden steering changes are
needed.
Two crossover relief valves are installed in the top of the HMU. The crossover relief valves are
installed in series with the left and right turn ports. If an outside force is applied to the front
wheels while the steering wheel is stationary, the crossover relief valves provide circuit
protection for the steering lines between the steering cylinders and the HMU. The crossover
relief valves allow oil to transfer from one end of the steering cylinders to the opposite end of
the cylinders.

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Text Reference

To test the right crossover relief valve, install two tees with pressure taps in the right turn
steering hose at the steering cylinders. Steer the truck completely to the right against the stops,
and shut off the engine. An external pump supply must be connected to one of the pressure
taps on the right turn hose. Connect a pressure gauge to the other pressure tap on the right turn
hose. Pressurize the steering system, and the reading on the gauge will be the setting of the
right crossover relief valve.
To test the left crossover relief valve, install two tees with pressure taps in the left turn steering
hose at the steering cylinders. Steer the truck completely to the left against the stops, and shut
off the engine. An external pump supply must be connected to one of the pressure taps on the
left turn hose. Connect a pressure gauge to the other pressure tap on the left turn hose.
Pressurize the steering system, and the reading on the gauge will be the setting of the left
crossover relief valve.

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Text Reference

4
2
3
1
5

122

The electric secondary steering pump (1) and motor (2) on the 770/772 are the same as the
769D/771D, however the location has changed. The pump and motor are now located on the
left frame rail next to the engine. The pump and motor assembly also includes the brake
release pump section (3) and the pre-lubrication (QuickEvac) pump section (4).
The secondary pressure switch (5) is also mounted next to the secondary steering pump. The
pressure switch detects if the wheels are being turned via the steering wheel when secondary
steering is activated. When the wheel is turned in a secondary steering condition, the pressure
switch will signal the Transmission/Chassis ECM.
If the primary steering pressure switch signals the Transmission/Chassis ECM that the steering
system pressure is low, the ECM will energize the secondary steering relay. The secondary
steering relay will then energize a second larger relay located on the frame above the steering
valve, which will then energize the secondary steering motor.
The primary relief valve for the secondary steering is accessible through a small allen head plug
(not visible). To check the setting of the secondary steering primary relief valve, do not start
the truck. Turn ON the key start switch and depress the secondary steering switch in the cab.
Turn the steering wheel hard to the left or right while the secondary steering pump is running.
Secondary steering system pressures can be measured at the steering system pressure tap.

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STEERING HYDRAULIC
SYSTEM

Text Reference

Crossover
Relief
Valves

LOW PRESSURE STANDBY

HMU
Secondary Steering
Back-up Relief Valve

Load
Sensing Valve

Primary Steering
Back-up Relief Valve
Steering
Valve

Transmission
Chassis ECM

Secondary
Pressure
Switch

Pressure
Reducing Valve

Primary Steering
Pressure Switch

Piston Pump and

Load Sensing
Controller

Secondary
Steering
Primary
Relief Valve

Secondary
Steering
Pump

Flow
Compensator
Steering
Disable Valve

Actuator
Piston
Swashplate
Piston

Steering
Filter
Case
Drain
Filter

123

Shown is a schematic of the steering hydraulic system in the HOLD position. The primary
steering pump pulls oil from the steering tank. All piston-type pumps produce a small amount
of leakage to the case drain circuit for lubrication and cooling. The case drain oil flows to the
steering tank through a case drain filter.
Steering oil flows from the pump to the steering disable valve. When the steering disable valve
is energized, oil is allowed to flow to the steering valve.
In the steering valve, a steering pressure switch monitors the output of the steering pump. The
steering pressure switch cannot tolerate high steering system pressures. A pressure reducing
valve lowers the steering system pressure to the steering pressure switch.
If the steering pressure switch signals the Transmission/Chassis ECM that the steering system
pressure is low, the ECM will then energize the secondary steering motor. Secondary steering
supply oil will flow to the steering valve.

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Two relief valves are installed in the steering valve. The secondary steering back-up relief
valve protects the secondary steering system if the relief valve on the secondary steering pump
malfunctions. The primary steering back-up relief valve protects the primary steering system if
the high pressure cutoff valve on the steering pump malfunctions.
Two check valves are located on the steering valve. The check valves are used to separate the
primary and secondary steering systems.
Steering supply oil flows to the HMU from the steering valve. Return oil from the HMU flows
through the steering valve and the steering filter to the steering tank.
The HMU meters the amount of oil sent to the steering cylinders by the speed at which the
steering wheel is turned. The faster the HMU is turned, the higher the flow sent to the steering
cylinders, and the faster the wheels will change direction.
Two crossover relief valves are installed in the top of the HMU. The crossover relief valves are
installed in series with the left and right turn ports. If an outside force is applied to the front
wheels while the steering wheel is stationary, the crossover relief valves provide circuit
protection for the steering lines between the steering cylinders and the HMU. The crossover
relief valves allow oil to transfer from one end of the steering cylinders to the opposite end of
the cylinders.
When the Transmission/Chassis ECM energizes the secondary steering motor, load sensing
signal oil will flow from the secondary steering load sensing valve through the load sensing
resolver to the HMU. The load sensing valve uses the load sensing signal pressure to control
the amount of flow from the secondary steering pump to the steering valve.
The 770/772 Trucks use a dynamic load sensing steering system the same as the late model
"D Series" Trucks. In a dynamic system, there is load sensing pressure and flow between the
HMU and the steering pumps.
A load sensing pilot signal resolver valve is located in the steering disable valve. The resolver
valve allows load sensing signal oil to flow between the HMU and the primary steering pump
or the secondary steering pump. In the NO STEER position, oil flows to the HMU. In a LEFT
or RIGHT STEER position, oil also flows from the HMU to the resolver valve.
Normally, the secondary steering pump is OFF and the resolver is closed from the HMU to the
secondary steering pump. The flow from the primary steering pump holds the resolver open
and load sensing pilot signal pressure is present between the HMU and the piston pump flow
compensator.
The load sensing signal flow from the primary steering pump is also used for "thermal bleed"
through the HMU. The "thermal bleed" is used to keep the HMU temperature the same as the
rest of the steering system. Keeping the HMU the same temperature prevents sticking.

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Text Reference

3
5

124

HOIST SYSTEM
The hoist system on the 770/772 Trucks is electronically controlled by the
Transmission/Chassis ECM. The hoist control system operates similar to the
"D" and "E" Series trucks.
The main components in the hoist system are:
- Hoist control lever and position sensor (in cab)
- Hoist pump (1)
- Hoist control valve (2)
- Hoist cylinders (3)
- Hydraulic oil tank (4)
- Brake oil cooler (5)

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Text Reference

125

The operator controls the hoist lever (arrow). The four positions of the hoist lever are RAISE,
HOLD, FLOAT, and LOWER. The hoist valve has a fifth position referred to as the SNUB
position. The operator is unaware of the SNUB position because a corresponding lever position
is not provided. When the body is being lowered, just before the body contacts the frame, the
Transmission/Chassis ECM signals the hoist lower solenoid to move the hoist valve spool to the
SNUB position. In the SNUB position, the body float speed is reduced to prevent the body
from making hard contact with the frame.
The hoist system can be enabled or disabled using Cat ET. All trucks shipped from the factory
without bodies installed are set at the DISABLED mode. The DISABLED mode is a test mode
only and will prevent the hoist cylinders from accidentally being activated. After the body is
installed, change the hoist system to the ENABLED mode for the hoist system to function
properly.
The truck should normally be operated with the hoist lever in the FLOAT position. Traveling
with the hoist in the FLOAT position will make sure the weight of the body is on the frame and
body pads and not on the hoist cylinders. The hoist control valve will actually be in the SNUB
position.
If the transmission is in REVERSE when the body is being raised, the hoist lever sensor is used
to shift the transmission to NEUTRAL. The transmission will remain in NEUTRAL until the
hoist lever is moved into the HOLD or FLOAT position and the shift lever has been cycled into
and out of NEUTRAL.
NOTE: If the truck is started with the body raised and the hoist lever in FLOAT, the
lever must be moved into HOLD and then FLOAT before the body will lower.

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Text Reference

126

The hoist lever (1) controls a position sensor (2). The PWM sensor sends duty cycle input
signals to the Transmission/Chassis ECM. The hoist lever position sensor is a Hall-effect
position sensor and operates the same as the transmission shift lever sensor (3) previously
described. Depending on the position of the sensor and the corresponding duty cycle, one of
the two solenoids located on the hoist valve is energized.
The four positions of the hoist lever are RAISE, HOLD, FLOAT, and LOWER, but since the
sensor provides a duty cycle signal that changes for all positions of the hoist lever, the operator
can modulate the speed of the hoist cylinders.
The hoist lever sensor performs three functions:
- Raises and lowers the body
- Neutralizes the transmission in REVERSE
- Starts a new TPMS cycle

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Text Reference

127

Shown is the hoist and brake hydraulic tank. The oil level is checked by opening the small
door (1) and looking at the sight gauge. The oil level should first be checked with cold oil and
the engine stopped. The level should again be checked with warm oil and the engine running.
The lower sight gauge (2) can be used to fill the tank when the hoist cylinders are in the
RAISED position. When the hoist cylinders are lowered, the hydraulic oil level will increase.
After the hoist cylinders are lowered, check the hydraulic tank oil level with the upper sight
gauge as explained above.
The hoist and brake tank breather is accessed by removing a cover (3) on top of the tank.
Check the tank breather for restriction and clean or replace as necessary.

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Text Reference

HOIST AND BRAKE HYDRAULIC TANK

Brake Cooling
Return Port

Hoist Pump
Suction Port

128

Shown is the rear of the hoist and brake hydraulic tank. The hoist pump pulls oil from the tank
through the hoist pump suction port and a suction screen (not visible). Brake cooling oil
returns to the hydraulic tank through the brake cooling return port and suction
screen (not visible). Other ports on the back of the tank are:
- Hoist valve return port
- Brake/fan pump suction port
- Towing pump suction port
- Cab manifold and diverter valve return port
- Parking brake return port
- Accumulator charging valve and fan motor case drain port

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Text Reference

2
1

129

The hoist pump (1) is a gear-type pump that is attached to the drive gear at the rear of the
engine. Mounted to the hoist pump is the brake charging pump. Oil flows from the hoist pump
to the hoist control valve.
The hoist system relief pressures are different in the RAISE and LOWER positions.
The body up switch must be in the RAISE position before the LOWER relief valve setting can
be tested. If the body up switch is in the LOWER position, the Transmission/Chassis ECM will
hold the hoist valve in the SNUB position and the LOWER relief valve will not open.
In the HOLD, FLOAT, and SNUB positions, the gauge will show the brake cooling system
pressure, which is a result of the restriction in the coolers, brakes and hoses. The maximum
pressure is limited by the oil cooler relief valve.
Hoist pump pressure can be checked at the pressure tap (2) on the pump.

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Text Reference

1
130

4
131
3

The hoist control valve (1) is located behind the engine on the right side of the frame. The
hoist valve is the same as the hoist control valve on the "D" and "E" Series Trucks.
The hoist valve uses brake oil pressure that has been reduced by the pressure reducing valve as
the pilot oil to shift the directional spool inside the hoist valve. Oil enters the hydraulic
actuators (2) on both ends of the hoist valve.
Pilot pressure can be adjusted at the pressure reducing valve (3) located next to the diverter
valve (4) on the inside of the left frame rail next to the transmission.

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Text Reference

7
6
1

132

Pilot oil pressure is always present at both ends of the directional spool. Two solenoid valves
are used to drain the pilot oil from the ends of the directional spool, which then allows the
spool to move. The solenoid on the right is the RAISE solenoid valve (1), and the solenoid on
the left is the LOWER solenoid valve (2).
The left pressure tap (3) is used to check the pilot pressure of the hoist lower solenoid. The
right pressure tap (4) is used to check the pilot pressure of the raise solenoid.
When the Transmission/Chassis ECM receives an input signal from the hoist lever sensor, the
ECM sends an output signal current between 0 and 1.9 amps to one of the solenoids. The
amount of current sent to the solenoid determines how much pilot oil is drained from the end of
the directional spool and, therefore, how far the directional spool travels toward the solenoid.
An oil cooler relief valve is located in the hoist control valve behind the large plug (5). The
relief valve limits the brake oil cooling pressure when the hoist valve is in the HOLD, FLOAT,
or SNUB position.
The hoist system relief pressures are controlled by the two relief valves located on top of the
hoist valve. The RAISE relief valve (6) limits the pressure in the hoist system during RAISE.
The LOWER relief valve (7) limits the pressure in the hoist system during LOWER.
NOTE: The hoist valve LOWER position (snub adjustment) is an adjustable parameter
in the Transmission/Chassis ECM using Cat ET. The slight adjustment provides a
means to compensate for valve differences. This is the snub adjustment.

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Text Reference

133

The hoist cylinder lower circuit pressure tap (1) and raise circuit pressure tap (2) are located on
the cross-tube between the lower hoist cylinder mounts.
The relief valve pressure setting is tested with the engine at HIGH IDLE and the hoist valve in
the RAISE or LOWER position.
The body up switch at the frame near the body pivot pin must be in the RAISE position before
the LOWER relief valve setting can be tested. If the body up switch is in the LOWER position,
the Transmission/Chassis ECM will hold the hoist valve in the SNUB position and the LOWER
relief valve will not open.
An orifice plate is installed between the upper hose and the rod end port on both hoist
cylinders. The orifice plate restricts the flow of oil from the rod end of the hoist cylinders.
The orifice plate also prevents cavitation of the cylinders when the body raises faster than the
pump can supply oil to the cylinders (caused by a sudden shift of the load).
NOTE: If the snub feature is not adjusted correctly, residual pressure will exist in the
head side of the cylinders and the body will not rest on the frame. The raise circuit
pressure tap should be used to ensure there is no residual pressure in the head side of
the cylinders.
Otherwise, when checking the raise (high) circuit pressure, the pressure tap on the hoist pump
is easier to access.

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Text Reference

Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Pressure Reducing Valve

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem

To Hoist Cylinder
Head End

Load
Check
Valve

HOIST CONTROL VALVE

HOLD

Pressure Reducing Valve

Lower
Solenoid

134

This illustration shows a sectional view of the hoist control valve in the HOLD position. Pilot
oil pressure is present at both ends of the directional spool. The spool is held in the centered
position by the centering springs and the pilot oil. Passages in the directional spool vent the
dual stage relief valve signal stem to the tank. All the hoist pump oil flows through the brake
oil coolers to the rear brakes.
The position of the directional spool blocks the oil in the head end and rod end of the hoist
cylinders.
A gauge connected to a pressure tap at the pump while the hoist valve is in the HOLD position
will show the brake cooling system pressure, which is a result of the restriction in the coolers,
brakes, and hoses. The maximum pressure in the circuit should correspond to the setting of the
brake oil cooler relief valve.

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Text Reference

ON
Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Pressure Reducing Valve

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

From Hoist Cylinder

Rod End

Dual Stage
Relief Valve
Signal Stem

To Hoist Cylinder
Head End

Load
Check
Valve

HOIST CONTROL VALVE

RAISE

Pressure Reducing Valve

Lower
Solenoid

135

In the RAISE position, the raise solenoid is ENERGIZED and drains pilot oil from the upper
end of the directional spool. The directional spool moves up. Pump oil flows past the load
check valve and the directional spool to the head end of the hoist cylinders.
When the directional spool is initially shifted, the load check valve remains closed until the
supply pressure is higher than the pressure in the hoist cylinders. The load check valve
prevents the body from dropping before the RAISE pressure increases.
The directional spool also sends hoist cylinder raise pressure to the dual stage relief valve
signal stem. The dual stage relief valve signal stem moves down and blocks the supply
pressure from opening the low pressure relief valve.
Oil flowing from the rod end of the hoist cylinders flows freely through the brake oil cooler to
the brakes.
If the pressure in the head end of the hoist cylinders exceeds the relief valve settings, the high
pressure relief valve will open. When the high pressure relief valve opens, the dump valve
moves to the left and pump oil flows to the tank.

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Text Reference

The high pressure hoist relief valve setting is checked at the hoist pump pressure tap or the
head end pressure tap. Check the relief pressure with the hoist lever in the RAISE position and
the engine at HIGH IDLE.

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Text Reference

Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Pressure Reducing Valve

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem

From Hoist Cylinder

Head End

Load
Check
Valve

HOIST CONTROL VALVE

LOWER / POWER DOWN

Pressure Reducing Valve

ON

Lower
Solenoid

136

In the LOWER (power down) position, the LOWER solenoid is energized and drains pilot oil
from the lower end of the directional spool. The directional spool moves down.
Supply oil from the pump flows past the load check valve and the directional spool to the rod
end of the hoist cylinders. Oil in the head end of the hoist cylinders flows to the tank through
holes in the directional spool. The supply oil in the rod end of the cylinders and the weight of
the body move the cylinders to their retracted positions.
Just before the body contacts the frame, the body up switch sends a signal to the
Transmission/Chassis ECM to move the directional spool to the SNUB position. In the SNUB
position, the directional spool moves slightly to restrict the flow of head end oil through only
some of the holes in the spool which allows the body to lower gradually.
The directional spool also vents the passage to the dual stage relief valve signal stem. The dual
stage relief valve signal stem allows supply pressure to be limited by the low pressure relief
valve.
If the pressure in the rod end of the hoist cylinders is too high, the low pressure relief valve will
open. When the low pressure relief valve opens, the dump valve moves to the left and pump oil
flows to the tank.

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Text Reference

The low pressure hoist relief valve setting is checked at the rod end pressure tap. Check the
relief pressures with the hoist lever in the LOWER position and the engine at HIGH IDLE.
The body up switch must be in the RAISE position before the LOWER relief valve setting can
be tested. Move a magnet past the body up switch until the body up alert indicator on the dash
turns ON. If the body up switch is in the LOWER position, the Transmission/Chassis ECM
will hold the hoist valve in the SNUB position and the LOWER relief valve will not open.

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Text Reference

Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Pressure Reducing Valve

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem

From Hoist Cylinder

Head End

Load
Check
Valve

HOIST CONTROL VALVE

FLOAT

Pressure Reducing Valve

ON

Lower
Solenoid

137

In the FLOAT position, the LOWER solenoid is partially energized and drains some of the pilot
oil at the lower end of the directional spool to the tank. The directional spool moves down.
Because the pilot oil is only partially drained, the directional spool does not move down as far
as during LOWER (power down).
Pump supply oil flows past the load check valve and the directional spool to the rod end of the
hoist cylinders. Oil in the head end of the hoist cylinders flows to the tank. The position of the
directional spool permits the pressure of the oil flowing to the brake oil cooler to be felt at the
rod end of the hoist cylinders.
The truck should normally be operated with the hoist lever in the FLOAT position. Traveling
with the hoist in the FLOAT position will make sure the weight of the body is on the frame and
body pads and not on the hoist cylinders. The hoist valve will actually be in the SNUB
position.

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Text Reference

Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Pressure Reducing Valve

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem

From Hoist Cylinder

Head End

Load
Check
Valve

HOIST CONTROL VALVE

SNUB

Pressure Reducing Valve

ON

Lower
Solenoid

138

In the SNUB position as the body is lowered, just before the body contacts the frame, the body
up switch sends a signal to the Transmission/Chassis ECM to move the directional spool to the
SNUB position. In the SNUB position, the directional spool moves slightly to a position
between HOLD and FLOAT. The SNUB position restricts the flow of oil and lowers the body
gradually.
The operator does not control the SNUB position. When the hoist lever is in the LOWER or
FLOAT position and the body up switch is in the DOWN position, the hoist control valve is in
the SNUB position.
A gauge connected to the rod end pressure tap while the hoist control valve is in the SNUB
position will show the brake cooling system pressure, which is a result of the restriction in the
coolers, brakes, and hoses. The maximum pressure in the circuit should correspond to the
setting of the brake oil cooler relief valve.

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Text Reference

1
1

139

Two-stage hoist cylinders (1) are used to raise the body. Oil flows from the hoist control valve
to the two hoist cylinders when the directional spool in the hoist control valve is not in HOLD.
Check the condition of the body pads (2) for wear or damage.
Hoist pilot pressure is required to lower the body with a dead engine. The towing pump can be
used to provide the hoist pilot oil.
To lower the body with a dead engine:
1. Move towing valve to TOW position
2. Turn key ON
3. Hold hoist lever in RAISE 15 seconds
4. Move hoist lever to HOLD, then FLOAT
5. Depress the secondary steering switch and the body will lower

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Text Reference

770 / 772 HOIST AND BRAKE COOLING SCHEMATIC

From Pressure
Reducing Valve
Main Relief Dump Spool

Raise Relief
Valve

Left
Rear Brake

Dual
Stage
Signal
Spool

Lower Relief
Valve

From
Fan Outlet

Lower /
Float /
Snub
Solenoid

From
Brake Diverter
Valve
RAISE
HOLD
SNUB

Right
Rear Brake

Hoist
Pump

Brake
Cooling
Relief

FLOAT
LOWER

Orifice
Plate

Orifice
Plate

Orifice
Plate

Raise
Solenoid

140

This illustration shows the hoist hydraulic system in the HOLD position. The hoist pump pulls
oil from the hydraulic tank through the suction screen located in the rear of the tank. Oil flows
from the hoist pump to the hoist control valve.
When the hoist control valve is in the HOLD, FLOAT, or SNUB position, all the hoist pump oil
flows through the brake oil cooler located on the right side of the engine. Oil flows from the
oil cooler, through the rear brakes, and returns to the hydraulic tank.
A brake cooling relief valve is located in the hoist control valve. The relief valve limits the
brake oil cooling pressure when the hoist control valve is in the HOLD, FLOAT, or SNUB
position.
The hoist valve uses brake oil pressure that has been reduced by the pressure reducing valve as
the pilot oil to shift the directional spool inside the hoist control valve. Oil flows from the
pressure reducing valve to both ends of the hoist control valve.

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Text Reference

Pilot pressure is always present at both ends of the directional spool. Two solenoid valves are
used to drain the pilot oil from the ends of the directional spool, which then allows the
centering springs and the pressure on the opposite end of the spool to move the spool. When
the RAISE solenoid is energized, the directional spool will move toward the RAISE solenoid.
The RAISE and LOWER solenoid valves constantly receive approximately 300 millivolts at a
frequency of 80 Hz from the Transmission/Chassis ECM when they are in any position except
HOLD. The excitation, referred to as "dither," is used to keep the solenoids in a ready state for
quick response.
When the Transmission/Chassis ECM receives an input signal from the hoist lever sensor, the
ECM sends an output signal current between 0 and 1.9 amps to one of the solenoids. The
amount of current sent to the solenoid determines how much pilot oil is drained from the end of
the directional spool and, therefore, the distance that the directional spool travels.
The truck should normally be operated with the hoist lever in the FLOAT position. Traveling
with the hoist in the FLOAT position will make sure the weight of the body is on the frame and
body pads and not on the hoist cylinders. The hoist valve will actually be in the SNUB
position.
When the hoist control valve is in the RAISE position, pump supply oil flows to the head end
of the hoist cylinders. Pump supply oil also flows to the dual stage signal spool and moves the
spool to the left. When the dual stage signal spool moves to the left, pump supply oil is
blocked from the LOWER relief valve, and the RAISE relief valve will limit the hoist system
pressure.
When the hoist control valve is in the LOWER (power down), FLOAT, or SNUB position,
pump supply oil flows to the rod end of the hoist cylinders. Pump supply oil is blocked from
the dual stage signal spool and the spring holds the spool in the right position. When the dual
stage signal spool is in the right position, pump supply oil can flow to the LOWER relief valve,
and hoist system pressure is controlled by the LOWER relief valve.
An orifice plate is installed between the upper hose and the rod end port on both hoist
cylinders. The orifice plate prevents cavitation of the cylinders when the body raises faster
than the pump can supply oil to the cylinders (caused by a sudden shift of the load).

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Text Reference

6
3

1
8

141
BRAKE SYSTEM
Two separate brake systems are used on the 770/772 Trucks. The two brake systems are the
service/retarder brake system and the parking/secondary brake system. The parking/secondary
brakes are spring engaged and hydraulically released. The service/retarder brakes are
hydraulically engaged and spring released.
The Transmission/Chassis ECM controls the braking system functions, including the Automatic
Retarder Control (ARC) and the Traction Control System (TCS).
The air system on the previous model trucks has been completely removed.
The main components in the braking system are:
- Brake charging/fan pump (1)

- Service brake valve (5)

- Accumulator charging valve (2)

- Brake oil filter (6)

- Brake accumulators (3)

- Rear slack adjuster (7)

- Cab brake manifold (4)

- Parking brake valve (8)

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Text Reference

2
1

142

The rear brakes on the 770/772 Trucks are oil cooled. Shown is an illustration of an oil cooled
brake assembly. The brakes are environmentally sealed and adjustment free. Oil continually
flows through the brake discs for cooling. Duo-Cone seals prevent the cooling oil from leaking
to the ground or transferring into the axle housing. The wheel bearing adjustment must be
maintained to keep the Duo-Cone seals from leaking.
The smaller piston (1) is used to engage the secondary and parking brakes. The parking brakes
are spring engaged and hydraulically released.
The larger piston (2) is used to engage the service and retarder brakes. The service and retarder
brakes are engaged hydraulically and released by spring force.

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Text Reference

CALIPER DISC BRAKE

Piston
Bleed Valve
Caliper

Carrier Lining

From Brake Cylinder

Disc

143

The front brakes are a disc and caliper design. The brake caliper assemblies are fastened to the
spindle and do not rotate. The brake disc is fastened to the wheel and rotates with the wheel.
Air can be bled from the front brakes through the bleed valves.
During brake application, hydraulic oil from the brake cylinders forces the brake pistons against
the brake carrier linings (brake pads). The brake linings are forced against the disc to stop the
rotation of the wheel.

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Text Reference

144

The brake charging/fan pump (1) and the hoist pump (2) are mounted to the pump drive gear on
the right rear side of the engine. The 770/772 Truck brake system accumulators are charged by
the brake charging/fan pump, which supplies oil to the accumulator charging valve.

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Text Reference

145

The brake system filters (1) are located on the outside frame rail on the right side of the truck.
The brake filters include a filter bypass switch (2), which sends a signal to the
Transmission/Chassis ECM if the filter is restricted. The filter bypass switch (not visible) on
the other filter is located on the opposite side of the filter next to the frame rail. The
Transmission/Chassis ECM sends a signal to the monitoring system, which illuminates the
brake system-check indicator lamp.
NOTE: The 770 Truck has only one brake filter.

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Text Reference

3
1

146
7
5
2

6
147

4
2
7
5

The accumulator charging valve (1) is located on the right rear pedestal behind and below the
cab. The top illustration shows the accumulator charging valve looking toward the rear of the
truck and the bottom illustration shows the accumulator charging valve looking toward the
front of the truck. The accumulator charging valve directs oil to the brake accumulators and
the fan system. Once the accumulators are charged, the excess oil flow is sent to the fan speed
control valve.
Brake system pressure is limited by a relief valve (2). The pressure tap (3) is used to check the
charge pressure from the brake pump.

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Text Reference

The accumulator charging valve contains a solenoid valve (4) that enables charging of the
accumulators and sends excess flow to the fan system. The solenoid valve is actuated by the
Transmission/Chassis ECM based on the accumulator pressure. The accumulator pressure is
measured by a pressure sensor (5). Accumulator pressure can also be checked at the
accumulator pressure port (6).
The relief valve (7) is set slightly higher than the brake system and fan system requirement. In
the event of a brake system or fan system failure, the relief valve will protect the system from
extreme pressure.

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Text Reference

ACCUMULATOR CHARGING VALVE

To Parking Brake
Accumulator

To Service Brake
Accumulator

CUT-IN

Accumulator Oil
Pressure Switch

Accumulator
Relief
Valve

Pressure Reducing
Valve
Solenoid
Valve

Pressure
Relief
Valve

To Fan Circuit
Pump Relief
Valve

Diverter
Valve

From
Brake Charge / Fan Pump

148

The accumulator charging valve maintains the pressure in the accumulators at a constant rate
while the engine is running. If the machine has lost power or the hydraulic pump has failed, the
pressure in the accumulators will permit several applications of the service brakes.
This illustration shows the accumulator charging valve in the CUT-IN position. When the
accumulator oil pressure decreases below a certain point, the accumulator charging valve
reaches the cut-in pressure setting. The Transmission/Chassis ECM de-energizes the solenoid,
which allows spring force to move the solenoid valve down and oil flows to the relief valve and
to the diverter valve spring chamber. The oil acting on the diverter valve and the spring force
combine to move the diverter valve, which limits oil flow to the fan circuit. Oil flow to the
brake accumulators increases and the accumulators are charged.
The accumulator oil pressure switch sends a signal to the Transmission/Chassis ECM to alert
the operator when the brake oil pressure drops below the minimum operating pressure.

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Text Reference

ACCUMULATOR CHARGING VALVE

To Parking Brake
Accumulator

To Service Brake
Accumulator

CUT-OUT

Accumulator Oil
Pressure Switch

Accumulator
Relief
Valve

Pressure Reducing
Valve
Solenoid
Valve

Pressure
Relief
Valve

To Fan Circuit
Pump Relief
Valve

Diverter
Valve

From
Brake Charge / Fan Pump

149

This illustration shows the accumulator charging valve in the CUT-OUT position. When the
accumulator oil pressure increases to the cut-out pressure setting, the Transmission/Chassis
ECM energizes the solenoid, which causes the solenoid valve spool to move up against spring
force. Oil flow to the relief valve and to the diverter valve spring chamber is blocked. The
diverter valve does not limit oil flow to the fan circuit. Most of the brake charging/fan pump
oil now flows to the fan circuit.
The accumulator charging valve remains in the CUT-OUT position until the pressure in the
accumulators decreases to the cut-in pressure setting. The accumulator relief valve limits
accumulator pressure.
The pump relief valve regulates the oil pressure in the brake circuit.
Any excess oil that is not required by the fan circuit or the brake circuit is diverted back
through the brake cooling circuit to the hydraulic oil tank.
NOTE: The pump relief valve is set much higher than cut-out pressure and is only
needed as a backup if cut-out fails.

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Text Reference

150

There are two brake accumulators for the 770/772 Trucks located behind the right side of the
cab. The parking brake accumulator (1) and service brake accumulator (2) are charged by the
brake charging pump and supply the required oil flow to engage the front and rear service
brakes and release the rear parking brakes.
A check valve in the circuit between the parking brake accumulator and the service brake
accumulator allows only the parking brake accumulator to be charged when using the electric
brake release pump.

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Text Reference

3
1

151

The cab brake manifold (1) is mounted to the right front pedestal below the cab. This manifold
contains the front service brake solenoid (2) and the ARC control solenoid (3).
The front service brake solenoid allows the operator to disable the front caliper brakes. A
switch mounted in the cab is toggled to disable the front brakes.
The ARC control solenoid is part of the ARC system. The ARC system uses the rear service
brakes to automatically control the speed of the truck.
The pressure tap (4) is used to check the pressure to the rear service brakes when the brakes are
applied.

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Text Reference

152

The service brake pressure switch (arrow) is located on the front crossbeam in front of the
engine. The service brake pressure switch sends a signal to the Transmission/Chassis ECM
when the service brakes are engaged. The Transmission/Chassis ECM will use the signal from
the pressure switch to energize the stop lamp relay (located in cab) and turn on the brake lights.
In a low pressure situation, the Transmission/Chassis ECM will signal the monitoring system to
activate the brake system-check indicator.
The service brake pressure switch signal is also used by the Transmission/Chassis ECM to raise
the transmission shift points and to override the anti-hunt timer for rapid downshifting.

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Text Reference

153

The service brake valve (arrow) is mounted on the front of the cab. When the service brake
pedal is depressed, an internal spool directs oil flow from the service brake accumulators to the
rear service brakes and to the front brake solenoid valve.
The front brake solenoid valve directs oil to the front brakes based on a signal from the
Transmission/Chassis ECM.

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Text Reference

154

155

When the manual retarder lever (1) is activated, a PWM signal is sent to the
Transmission/Chassis ECM. The Transmission/Chassis ECM sends a signal to the ARC
solenoid. The ARC solenoid controls the amount of oil flow to the rear service brakes based on
the position of the retarder lever.
If the ARC switch (2) is activated, the Transmission/Chassis ECM sends a signal to the ARC
solenoid. The ARC solenoid controls the amount of oil flow to the rear service brakes based
upon the input signals that the Transmission/Chassis ECM receives from the engine speed
sensor.

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Text Reference

2
1

156

The rear slack adjuster (1) is located above the rear differential.
The slack adjuster compensates for brake disc wear by allowing a small volume of oil to flow
through the slack adjuster and remain between the slack adjuster and the brake piston under low
pressure. The slack adjuster maintains a slight pressure on the brake piston at all times.
Brake cooling oil pressure maintains a small clearance between the brake discs.
The service brake oil pressure can be tested at the tap (2) located on top of the slack adjuster.

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Text Reference

BRAKE SLACK ADJUSTER

Oil Flow to
Brake Cylinder

Large
Piston

Small
Piston

Oil Flow from

Brake Cylinder

To
Wheel
Brakes

From
Wheel
Brakes

From
Wheel
Brakes

To
Wheel
Brakes

BRAKES ENGAGED

BRAKES RELEASED

157

This illustration shows sectional views of the slack adjuster when the brakes are RELEASED
and ENGAGED.
When the brakes are ENGAGED, oil from the brake cylinder enters the slack adjuster and the
two large pistons move outward. Each large piston supplies oil to one wheel brake. The large
pistons pressurize the oil to the service brake pistons and ENGAGE the brakes.
Normally, the service brakes are FULLY ENGAGED before the large pistons in the slack
adjuster reach the end of their stroke. As the brake discs wear, the service brake piston will
travel farther to FULLY ENGAGE the brakes. When the service brake piston travels farther,
the large piston in the slack adjuster moves farther out and contacts the end cover. The pressure
in the slack adjuster increases until the small piston moves and allows makeup oil from the
brake cylinder to flow to the service brake piston.
When the brakes are RELEASED, the springs in the service brakes push the service brake
pistons away from the brake discs. The oil from the service brake pistons pushes the large
pistons in the slack adjuster to the center of the slack adjuster. Makeup oil that was used to
ENGAGE the brakes is replenished at the brake cylinder from the makeup tank.

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Text Reference

The spring behind the large piston causes some oil pressure to be felt on the service brake
piston when the brakes are RELEASED. Keeping some pressure on the brake piston provides
rapid brake engagement with a minimum amount of brake cylinder piston travel.
The slack adjusters can be checked for correct operation by opening the service brake bleed
screw with the brakes RELEASED. A small amount of oil should flow from the bleed screw
when the screw is opened. The small flow of oil verifies that the spring behind the large piston
in the slack adjuster is maintaining some pressure on the service brake piston.

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Text Reference

158

The service brake bleed screw (1) is identified by an "S" on the brake anchor plate casting next
to the screw. The parking brake pressure port (2) is identified by a "P" on the casting.
Another check to verify correct slack adjuster operation is to connect a gauge to the pressure
tap on top of the slack adjuster and another gauge at the service brake bleed screw location on
the brake anchor plate casting.
With the service brake pedal depressed, the pressure reading on both gauges should be
approximately the same. When the brakes are RELEASED, the pressure at the slack adjuster
should return to zero. The pressure at the service brake bleed screw location should return to
the residual pressure held on the brakes by the slack adjuster piston.
If the slack adjuster residual pressure is too low, it could indicate a failed slack adjuster. High
residual pressure may indicate a failed slack adjuster or warped brake discs. To check for
warped brake discs, rotate the wheel to see if the pressure fluctuates. If the pressure fluctuates
while rotating the wheel, the brake discs are probably warped and should be replaced.
To check for brake cooling oil leakage, block the brake cooling ports and pressurize each brake
assembly to a maximum of 138 kPa (20 psi). Close off the air supply source and observe the
pressure trapped in the brake assembly for five minutes. The trapped pressure should not
decrease.

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Text Reference

1
2
3

159

The parking brake valve (1) is located on the right frame rail next to the transmission. The
parking valve receives oil flow from the parking brake accumulator. Contained within the
valve is a parking brake solenoid valve (2) and a purge solenoid valve (3).
When the parking brake solenoid is energized by the Transmission/Chassis ECM, the parking
brake valve directs oil flow through the TCS valve to release the rear parking brakes. There are
no parking brakes on the front wheels. When the transmission shift lever is moved to PARK a
signal is sent to the Transmission/Chassis ECM to engage the parking brakes. There is not a
separate parking brake control switch.
When the machine is shut down, the purge solenoid is energized by the Transmission/Chassis
ECM and the purge valve drains the brake accumulators to tank.
The secondary brake pressure switch (not visible), located to the rear of the parking brake
valve, sends a signal to inform the Transmission/Chassis ECM that the secondary/parking brake
is engaged.

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Text Reference

160

The secondary brake valve is mounted below the floor of the operators cab. When the
secondary brake pedal (1) is depressed, an internal spool directs oil flow from the service brake
accumulator to the front service brakes.
The secondary brake pedal also moves the secondary brake pedal position sensor (2) located on
the back of the secondary brake pedal. The position sensor sends a signal to the
Transmission/Chassis ECM indicating the position of the secondary brake pedal. The
Transmission/Chassis ECM sends a signal to the parking brake solenoid which controls the
secondary brake application at the rear brakes.

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Text Reference

161

The secondary steering/brake release/QuickEvac pump and motor are located on the front of the
front crossmember as previously shown. The brake retract pump section (arrow) provides oil to
release the parking brakes and hoist pilot oil for lowering the body on trucks with a dead
engine.

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Text Reference

162

The diverter (towing) valve (1) is located on the inside of the left frame rail next to the
transmission. The diverter valve is used to unlock the brakes for towing and must be manually
shifted before towing.
Once the valve is shifted, oil flow from the electric secondary steering/brake retract pump is
directed to the parking brake valve to release the parking brake. The relief valve (2) limits the
maximum pressure when using the brake retract pump.
To release the parking brakes for service work or towing, the electric motor on the pump is
energized by the secondary steering/brake release switch located in the cab.
When the key start switch is turned ON, the secondary steering system is energized for three
seconds to check the system. Since the towing pump is driven by the same electric motor as
the secondary steering pump, the diverter valve allows the towing pump oil to flow directly to
the hydraulic tank during the secondary steering test.
To shift the diverter valve, loosen the two diverter valve clamp bolts and slide the plate and the
spool to the left. After the spool is shifted, tighten the diverter valve clamp bolts. When the
electric motor is energized, supply oil can flow from the towing pump, through the diverter
valve, to the parking brake valve.
NOTE: With the engine shutoff, the purge solenoid will divert the brake release pump
supply oil to the tank. Therefore, when towing the machine, the return lines from the
parking brake valve and traction control valve must be capped to block the brake
release pump supply oil from flowing to the tank.

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Text Reference

The brake release pump is also used to provide pilot oil to lower the body when the engine is
off.
Located next to the diverter valve is the pressure reducing valve (3). The pressure reducing
valve reduces the brake system oil pressure for the hoist pilot system.

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Text Reference

770 / 772 HOIST AND BRAKE COOLING SCHEMATIC

From Pressure
Reducing Valve
Main Relief Dump Spool

Raise Relief
Valve

Left
Rear Brake

Dual
Stage
Signal
Spool

Lower Relief
Valve

From
Fan Outlet

Lower /
Float /
Snub
Solenoid

From
Brake Diverter
Valve
RAISE
HOLD
SNUB

Right
Rear Brake

Hoist
Pump

Brake
Cooling
Relief

FLOAT
LOWER

Orifice
Plate

Orifice
Plate

Orifice
Plate

Raise
Solenoid

163

This schematic shows the oil flow through the hoist and brake cooling system on the 770/772
Trucks. The hoist valve and the brake accumulator charging valve supply oil to the brake
cooler and the rear brakes.
The pressure in the brake cooling system is limited by the brake cooling relief valve located in
the hoist valve. The relief valve is usually needed only when the brake cooling oil is cold.
When brake cooling oil is at operating temperature, the brake cooling oil pressure is usually
much lower than the setting of the oil cooling relief valve.

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Text Reference

164

The brake oil cooler (arrow) is located in front of the engine. Engine coolant from the water
pump flows around the brake oil cooler and back to the cylinder block. The engine coolant
transfers the heat from the brake oil system to the engine coolant.
Oil from the brake cooling pump flows through a screen (not shown) before flowing through
the brake oil cooler.

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Text Reference

BRAKE HYDRAULIC SYSTEM

Left Rear
Brake

Parking Brake Valve

From
ECM

Purge
Valve

Cab
Manifold

ARC
Solenoid

Service Brake
Valve

Diverter
Valve

Parking
Brake
Valve

Relief
Valve
Front Brake
Valve

Pressure
Reducing
Valve
To Hoist Pilot Valves

To Brake
Cooling Circuit

Left Front
Brake

Secondary
Brake Valve

Service Brake
Accumulator

Parking Brake
Accumulator
Accumulator
Charging Valve

Slack Adjuster

Switch

To Parking
Brake
Solenoid

Right Front
Brake

ECM
Front Brake
Switch

Retarder
Lever

TCS Valve
Brake
Filters

M
Secondary
Pump

Brake
Pump

Fan Speed
Control Valve
To Brake
Cooling Circuit

Right
Rear Brake

165

This schematic shows the major components of the brake hydraulic system.
Oil is drawn from the hydraulic tank by the brake charging/fan pump. Oil flows through the
brake filters to the accumulator charging valve and the hydraulic fan motor. The accumulator
charging valve directs supply oil to the brake accumulators. The accumulator charging valve
also controls the cut-in and cut-out pressure.
NOTE: The 770 Truck is equipped with only one brake filter.
The service brake accumulator provides oil flow through the cab manifold to the service brake
control valve and the secondary brake control valve. Oil flowing into the cab manifold also
flows to the ARC control solenoid. When the operator depresses the service brake pedal, the
service brake control valve directs pump oil flow to the rear service brakes and the front brake
solenoid.
The front brakes are only engaged when the front brake switch in the cab is OFF. With the
front brake switch OFF, the Transmission/Chassis ECM de-energizes the front brake solenoid
and oil flows to the front and rear service brakes to stop the truck. When the front brake switch
is ON, the Transmission/Chassis ECM energizes the front brake solenoid and oil flow to the
front brakes is blocked. Only the rear brakes will stop the truck.

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Text Reference

When the operator depresses the secondary brake pedal the secondary brake control valve
directs oil to engage the front service brakes.
The secondary brake pedal also moves the secondary brake pedal position sensor located on the
back of the secondary brake pedal. The position sensor sends a signal to the
Transmission/Chassis ECM indicating the position of the secondary brake pedal. The
Transmission/Chassis ECM sends a signal to the parking brake solenoid which controls the
secondary brake application at the rear brakes.
The Transmission/Chassis ECM also controls the modulation of the ARC solenoid, which
controls truck braking with the rear brakes when the ARC system is ON.
Oil from the parking brake accumulator flows to the parking brake valve and the towing
diverter valve. When the parking brake is activated, the supply oil for releasing the parking
brakes is directed to the tank and the parking brakes are engaged by spring force. When the
parking brake solenoid is energized (parking brake de-activation), the parking brake valve
directs oil to release the rear brakes.
NOTE: When the parking brake solenoid is energized (parking brake de-activation)
and the truck is equipped with TCS, the parking brake valve directs oil to the TCS
valve. The pressure reducing valves in the TCS valve direct oil to release the parking
brakes.
The diverter valve, under normal operation, is closed and blocks the oil from the electric brake
retract pump. If the truck is to be towed with a dead engine, the diverter valve must be shifted
manually. When manually shifted, the diverter valve directs oil flow from the electric brake
retract pump to the parking valve to release the rear brakes.

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Text Reference

SERVICE / RETARDER BRAKE CIRCUIT

BRAKES RELEASED

To Rear
Service
Brakes

ARC
Solenoid

Service Brake
Valve

From
Service Brake
Accumulator

Front Brake
Solenoid

Transmission/
Chassis ECM

Cab Manifold

Retarder Lever

Front Brake
Switch



To Front Service Brakes

166
When the service brake pedal is depressed, the service brake valve directs oil from the service
brake accumulator to the rear brakes and to the front brake solenoid.
The front brakes are only engaged when the front brake switch in the cab is OFF. With the
front brake switch OFF, the Transmission/Chassis ECM de-energizes the front brake solenoid
and oil flows to the front and rear service brakes to stop the truck. When the front brake switch
is ON, the Transmission/Chassis ECM energizes the front brake solenoid and oil flow to the
front brakes is blocked. Only the rear brakes will stop the truck.
NOTE: Oil flow to the front and rear brakes may not be proportional. When the pedal
is initially depressed, more oil is directed to the rear brakes. As the pedal is depressed
farther more oil is sent to the front brakes in proportion to the rear until full front brake
pressure is present at full pedal travel.
The Transmission/Chassis ECM also de-energizes the ARC solenoid when the ARC switch in
the cab is OFF and the manual retarder lever is in the NEUTRAL position.
The manual retarder lever also controls the service brake application using the ARC solenoid.

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Text Reference

When the retarder lever is moved, a PWM signal is sent to the Transmission/Chassis ECM.
The Transmission/Chassis ECM de-energizes the front service brake solenoid. Oil flow to the
front brakes is blocked and only the rear brakes are used to stop the truck with the retarder
lever.

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Text Reference

AUTOMATIC RETARDER CONTROL (ARC)

ARC ENGAGED

To Rear
Service
Brakes

ARC
Solenoid

Service Brake
Valve

From
Service Brake
Accumulator

Front Brake
Solenoid

Transmission/
Chassis ECM

Cab Manifold

Engine
Speed Sensor
ARC ON/OFF
Switch



To Front Service Brakes

167

Automatic Retarder Control (ARC)

The ARC system receives signals from several switches and sensors. The main inputs to the
Transmission/Chassis ECM for the ARC system are the ARC switch and engine speed sensor.
The Transmission/Chassis ECM analyzes the various input signals and sends output signals to
the ARC solenoid and front service brake solenoid.
The ARC system function is to modulate truck braking (retarding) when descending a long
grade to maintain a constant engine speed. The ARC system engages the rear service brakes. If
the ARC switch is moved to the ON position, the ARC system will be activated if the throttle
pedal is not depressed and the parking/secondary brakes are RELEASED. The ARC system is
disabled when the throttle is depressed or when the parking/secondary brakes are ENGAGED.
The ARC is set at the factory to maintain a constant engine speed of 2200 50 rpm (engine
speed setting is programmable from 1950 rpm to 2200 rpm). When the ARC initially takes
control of retarding, the engine speed may oscillate out of the 50 rpm target, but the engine
speed should stabilize within a few seconds.

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Text Reference

For proper operation of the ARC system, the operator needs only to activate the control with
the ARC switch and select the correct gear for the grade, load, and ground conditions. The
ARC system is designed to allow the transmission to upshift to the gear selected by the shift
lever. After the transmission shifts to the gear selected by the operator and the engine speed
exceeds 2200 rpm, the ARC system will apply the retarder as needed to maintain a constant
engine speed.
The ARC system also provides engine overspeed protection. If an unsafe engine speed is
reached, the ARC will engage the brakes, even if the ARC switch is in the OFF position and the
throttle is depressed.
When the truck approaches an overspeed condition the ARC will engage the retarder at 2475
rpm and will sound a horn and activate a light at 2500 rpm. If the engine speed continues to
increase, the Transmission/Chassis ECM will either upshift (one gear only above shift lever
position) or unlock the torque converter (if the shift lever is in the top gear position) at 2700
rpm.
The ARC also provides service personnel with enhanced diagnostic capabilities through the use
of onboard memory, which stores possible faults, solenoid cycle counts, and other service
information for retrieval at the time of service.

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Text Reference

TRACTION CONTROL SYSTEM

( TCS)

INPUTS

OUTPUTS

Left Rear Wheel

Speed Sensor

TCS Proportional Solenoid

Right Rear Wheel

Speed Sensor

TCS Selector Solenoid

TCS Test Switch

Service Brake
Pressure Switch

Cat Data Link

Transmission Output
Speed Sensor 1
Transmission Output
Speed Sensor 2

168

Traction Control System (TCS)

The Traction Control System (TCS) uses the rear parking/secondary brakes (spring engaged and
hydraulically released) to decrease the revolutions of a spinning wheel. The TCS allows the tire
with better underfoot conditions to receive an increased amount of torque. The system is
controlled by the Transmission/Chassis ECM and operates the same as the "D" and "E" Series
Trucks TCS.
The Transmission/Chassis ECM monitors the drive wheels through four input signals: one at
each drive axle, and two at the transmission output shaft. When a spinning drive wheel is
detected, the Transmission/Chassis ECM sends a signal to the selector and proportional valves
which ENGAGE the brake of the affected wheel. When the condition has improved and the
ratio between the right and left axles returns to 1:1, the Transmission/Chassis ECM sends a
signal to RELEASE the brake.

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Text Reference

The service brake pressure switch provides an input signal to the Transmission/Chassis ECM
from the Transmission/Chassis ECM through the CAT Data Link and performs two functions:
1. When the service brakes or retarder are ENGAGED, the TCS function is stopped.
2. The service brake pressure switch provides the input signal needed to perform a
diagnostic test. When the TCS test switch and the retarder lever are ENGAGED
simultaneously, and the shift lever is in NEUTRAL, the TCS will engage each rear
brake independently. Install two pressure gauges on the TCS valve, and observe the
pressure readings during the test cycle. The left brake pressure will decrease and
increase. After a short pause, the right brake pressure will decrease and increase. The
test will repeat as long as the TCS test switch and the retarder lever are ENGAGED.
The TCS valve has left and right brake release pressure taps to release the parking brakes.
When the proportional solenoid is ENERGIZED, Cat ET will show 68% when the brake is
FULLY ENGAGED.
NOTE: During the diagnostic test, the parking/secondary brakes must be released.

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Text Reference

169

Shown is the left rear wheel speed sensor (arrow) looking toward the rear of the truck. The
TCS monitors the drive wheels through four input speed signals: one at each drive axle, and
two at the transmission output shaft.
The transmission output speed sensors monitor the ground speed of the machine and provide
input signals to the Transmission/Chassis ECM through the CAT Data Link. The TCS uses the
transmission output speed sensors to disable the TCS when ground speed is above 19.3 km/h
(12 mph).

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Text Reference

2
1

3
3

170

The TCS valve is mounted inside the left frame rail toward the rear of the machine. Two
solenoids are mounted on the valve.
Electrical signals from the Transmission/Chassis ECM cause the selector solenoid valve (1) to
shift and select either the left or right parking brake. If the selector valve shifts to the left
parking brake hydraulic circuit, the control oil is drained. The left reducing spool of the control
valve can then shift and engage the parking brake.
The proportional solenoid valve (2) controls the volume of oil being drained from the selected
parking brake control circuit. The rate of flow is controlled by a signal from the
Transmission/Chassis ECM.
The pressure taps (3) can be used to test the left and right brake release pressures when
performing diagnostic tests on the TCS. At HIGH IDLE, the pressure at the taps in the TCS
valve will be approximately 138 kPa (20 psi) less than the brake release pressure tested at the
wheels.
The pressure taps are also used to provide parking brake dragging information to the service
technician. If the parking brakes are released, as sensed by the secondary brake pressure switch
on the parking brake control valve, and parking brake pressure is below 3445 kPa (500 psi), a
parking brake dragging event will be logged in the Transmission/Chassis ECM. The event can
be viewed with Cat ET.

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Text Reference

TCS VALVE

ENGINE RUNNING / BRAKES RELEASED

From Parking
Brake Valve

From TC Lockup
Clutch Pump

To Left
Rear Brake

Brake Reducing
Valve

Proportional
Solenoid

Selector
Solenoid
Brake Reducing
Valve

To Right
Rear Brake

171

This illustration shows the TCS valve with the engine running and the brakes RELEASED.
With the engine running, oil flows from the brake charging pump to the parking brake valve.
When the operator moves the transmission lever out of the PARK position, the
Transmission/Chassis ECM energizes the parking brake solenoid which directs oil flow to the
TCS valve.
In the TCS valve, oil flows through a screen and orifices to the selector solenoid and the brake
reducing valves. When the TCS is not activated, the oil is blocked at the selector solenoid. Oil
pressure moves the brake reducing solenoids to the left and oil from the brake charging pump is
directed to the parking brakes. The parking brakes are RELEASED.

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Text Reference

TCS VALVE

ENGINE RUNNING / LEFT BRAKE ENGAGED

To Left
From Parking Rear Brake
Brake Valve

From TC Lockup
Clutch Pump

Brake Reducing
Valve
Proportional
Solenoid

Selector
Solenoid
Brake Reducing
Valve

To Right
Rear Brake

172

This illustration shows the TCS valve with the engine running and the left brake ENGAGED.
When signals from the sensors indicate that the left wheel is spinning 60% faster than the right
wheel, the Transmission/Chassis ECM sends a signal to the selector solenoid valve and the
proportional solenoid valve. The selector solenoid valve shifts up to open a passage between
the right end of the left brake pressure reducing valve and the proportional solenoid valve.
The pressure reducing valve provides signal oil to the drain ball check which allows oil from
the TCS valve to return to the tank.
The proportional solenoid valve opens a passage from the selector solenoid valve to drain
through the drain ball check. The proportional solenoid valve also controls the rate at which
the oil is allowed to drain. Control circuit oil drains through the selector valve and enters the
proportional valve.

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Text Reference

The reducing valve spool for the left parking brake shifts and blocks oil flow to the parking
brake. Oil in the left parking brake control circuit begins to drain and the left parking brake
begins to ENGAGE. The left brake orifice restricts the flow of oil from the parking brake
valve.
When the signals from the sensors indicate that the left wheel is no longer spinning, the
Transmission/Chassis ECM stops sending signals to the selector solenoid and the proportional
solenoid. The selector solenoid valve and proportional solenoid valve block the passage to
drain and allow the control circuit pressure to increase.
The left brake reducing valve spool shifts to the left and blocks the passage to drain. Parking
brake oil is directed to the left parking brake and the brake is RELEASED.

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Text Reference

173

CONCLUSION
This presentation has provided a basic introduction to the Caterpillar 770/772 Off-highway
Trucks. All the major component locations were identified and the major systems were
discussed. When used in conjunction with the service manual, the information in this package
should permit the technician to analyze problems in any of the major systems on these trucks.

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Text Reference

VISUAL LIST
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.

Model view (right side)

Model view (left side)
Model view (front)
Model view (rear)
Walk around inspection
Every 10 hours or daily inspection
Front wheel bearing
Front suspension grease outlet fitting
Brake linings
Primary fuel filter
Dual engine oil filters
Hoist and brake hydraulic tank
Torque converter and transmission
charging filter
Final drives
Rear suspension cylinders
Body up retaining pins
Retaining bracket and frame support
Fuel level sight gauge
Fuel filters
Jacket water coolant sight gauge
Steering system hydraulic tank sight
gauge
Steering system oil filter
Battery disconnect switch
Precleaner
Turbocharger inlet pressure sensor
Operator's compartment 10 hour or daily
checks
Operator's station
Truck Production Management System
(TPMS)
Front dash panel (left side)
Right side of dash
Transmission shift lever
Shift lever lock button
Floor pedals
Fuse panels
770/772 Electronic System block
diagram
Instrument cluster (front dash panel)
Instrument cluster gauges and indicators
Messenger Display Module
Messenger menu screen
Main menu selection
Performance screen submenu

42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.

65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
82.
83.
84.
85.

Performance menu
Total menu selections
Settings menu selection
Service menu selection
Service menu diagnostic events
Service mode password menu
C15 engine with ACERT technology
Engine ECM system diagram
Engine ECM
Intake manifold pressure sensor
Intake manifold air temperature sensor
Coolant temperature sensor
Cam speed/timing sensor
Crank speed/timing sensor
Loss of engine speed/timing signal
Throttle position sensor
Pre-lubrication (QuickEvac) pump
Ether start system
High coolant temperature derate
Virtual exhaust temperature derate
Low oil pressure
Fuel temperature derate
Fuel filter restriction derate - Fuel Temp
above 30 C (86 F) and fuel pressure
above 110 kPa (15) psi
NGMR
Cooling system
Water pump
Brake oil cooler
Hydraulic fan circuit
Fan motor
Hydraulic fan circuit
Fan speed control valve
Diverter box actuator cylinder
Engine oil system
Fuel system
Fuel transfer pump
Differential fuel pressure switch
Low pressure fuel system
Air intake and exhaust system
Turbocharger inlet pressure sensor
Turbocharger - turbine side
ATAAC core
Turbocharger outlet pressure sensor
Air induction and exhaust system
Power train components

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Text Reference

VISUAL LIST
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
115.
116.
117.
118.
119.
120.
121.

Power train electronic components

Power train hydraulic system
Torque converter - converter drive
Torque converter - direct drive
Two-section power train pump
Lockup clutch modulating valve - torque
converter drive
Lockup clutch modulating valve - direct
drive
Torque converter and transmission
charging filter
Torque converter and transmission
breather
ICM transmission hydraulic control
valve
Engagement of transmission clutches
Transmission hydraulic system NEUTRAL
Transmission hydraulic system - FIRST
SPEED FORWARD
Valve station - clutch released
Valve station - clutch filling
Valve station - clutch engaged
Valve station - clutch decay
Shift cycle
Clutch fill and modulation problems
Magnetic inspection plug
Transmission/Chassis Electronic Control
System inputs and outputs
Transmission/Chassis ECM
Transmission shift lever circuits
Transmission gear switch
Transmission output speed sensors
Engine speed sensor
Body up switch
Transmission/Chassis ECM - systems
controlled by ECM
Steering system
Steering system oil level sight gauge
Steering pump
Steering pump - LOW PRESSURE
STANDBY
Steering pump - MAXIMUM FLOW
Steering disable valve location
Steering valve
HMU for 770/772

122. Electric secondary steering pump and

motor
123. Steering hydraulic system - LOW
PRESSURE STANDBY
124. Hoist system
125. Hoist lever
126. Hoist lever position sensor
127. Hoist and brake hydraulic tank
128. Hoist and brake hydraulic tank - rear
view
129. Hoist pump
130. Hoist control valve
131. Pressure reducing valve
132. Raise and lower solenoid valve
133. Hoist cylinder circuit pressure taps
134. Hoist control valve. - HOLD
135. Hoist control valve. - RAISE
136. Hoist control valve. - LOWER/POWER
DOWN
137. Hoist control valve. - FLOAT
138. Hoist control valve. - SNUB
139. Two-stage hoist cylinders
140. 770/772 hoist and brake cooling
schematic
141. Brake system
142. Rear brakes
143. Caliper disc brake
144. Brake charging/fan pump
145. Brake system filters
146. Accumulator charging valve
147. Brake accumulator pressure sensor
148. Accumulator charging valve - CUT-IN
149. Accumulator charging valve - CUT-OUT
150. 770/772 brake accumulators
151. Cab brake manifold
152. Service brake pressure switch
153. Service brake valve
154. Manual retarder lever
155. ARC switch
156. Rear slack adjuster
157. Brake slack adjuster
158. Service brake bleed screw
159. Parking brake valve
160. Secondary brake pedal position sensor
161. Brake retract pump section
162. Diverter (towing) valve location

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VISUAL LIST
163. 770/772 truck hoist and brake cooling
schematic
164. Brake oil cooler
165. Brake hydraulic system
166. Service/retarder brake circuit - BRAKES
RELEASED
167. Automatic retarder control (ARC)
168. Traction control system (TCS)
169. Wheel speed sensor (left rear)
170. Selector solenoid valve
171. TCS valve - Engine running / BRAKES
RELEASED
172. TCS valve - Engine running / LEFT
BRAKE ENGAGED
173. Conclusion

Text Reference

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Text Reference

HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical connection. Seal

Red - High pressure oil

Dark Gray - Cutaway section

Red/White Stripes - 1st pressure reduction

Light Gray - Surface color

Red Crosshatch - 2nd reduction in pressure

White - Atmosphere or
Air (No pressure)

Pink - 3rd reduction in pressure

Purple - Pneumatic pressure

Red/Pink Stripes - Secondary source oil pressure

Yellow - Moving or activated components

Orange - Pilot, charge, or Torque Converter oil

Cat Yellow - (R estricted usage)

Identification of components
within a moving group

Orange / White Stripes Reduced pilot, charge, or TC oil pressure

Brown - Lubricating oil

Orange Crosshatch - 2nd reduction in

pilot, charge, or TC oil pressure.

Green - Tank, sump, or return oil

Blue - Trapped oil

Green / White Stripes Scavenge Oil or Hydraulic Void

HYDRAULIC SCHEMATIC COLOR CODE

This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.

Red Crosshatch - 2nd reduction in pressure

Pink - 3rd reduction in pressure
Red/Pink Stripes - Secondary source oil pressure
Orange - Pilot, charge, or Torque Converter oil
Orange / White Stripes Reduced pilot, charge, or TC oil pressure

Light Gray - Surface color

White - Atmosphere or
Air (No pressure)

Purple - Pneumatic pressure

Yellow - Moving or activated components

Cat Yellow - (R estricted usage)

Identification of components
within a moving group

Blue - Trapped oil

- 208 -

Green / White Stripes Scavenge Oil or Hydraulic Void

Green - Tank, sump, or return oil

Orange Crosshatch - 2nd reduction in

pilot, charge, or TC oil pressure.

Red/White Stripes - 1st pressure reduction

Dark Gray - Cutaway section

Brown - Lubricating oil

Red - High pressure oil

Black - Mechanical connection. Seal

HYDRAULIC SCHEMATIC COLOR CODE

SERV1835
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Handout No. 1

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Handout No. 2

Machine Daily Inspection Checklist

Directions: Use this sheet and the Operation and Maintenance Manual when performing the daily
inspection as part of the machine orientation lab exercise.
Place a check in the blank after the task is performed.

_____

Back-up Alarm - Test

_____

Brake, Indicators, and Gauges - Test

_____

Braking System - Test

_____

Cooling System Level - Check

_____

Differential and Final Drive Oil - Check

_____

Engine Oil Level - Check

_____

Fuel Tank Water and Sediment - Drain

_____

Fuel System Water Separator - Drain

_____

Hoist and Brake Tank Oil Level - Check

_____

Seat Belt - Inspect

_____

Secondary Steering - Test

_____

Steering System Oil Level - Check

_____

Converter and Transmission Tank Oil Level - Check

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Machine Maintenance Locations

Place a check in the blank after locating the following maintenance items.

Filter Locations:
_____

Brake oil filter

_____

Steering pump oil filter (case drain)

_____

Steering system oil filter

_____

Transmission and torque converter charge oil filter

_____

Cab air filter

_____

Engine oil filter

_____

Engine air filters

_____

Engine crankcase breather

_____

Secondary fuel filter

_____

Primary fuel filter

_____

Fuel tank breather

_____

Differential and final drive breather

Sampling Valve Locations:

_____

Engine oil

_____

Hoist, and brake oil

_____

Converter and transmission oil

_____

Steering system oil

Sampling Port Locations:

_____

Differential and final drive

_____

Front wheel

What is used to take oil samples of the differential, final drive, and front wheel?
_________________________________________________________________

Handout No. 3

SERV1835
03/07

- 211 -

Handout No. 4

Instrument Cluster Component Identification

10
8

12

11

13

14

15

16

17

7
15

10

18
19
20

20
X100
n/min

25

21
22

4
0

n/min

30
mph
km/h

23
kPa psi

24
25

1
List the number of each gauge or indicator:
Brake system check

Traction control system engaged

Power train system check

Retarder engaged

Action lamp

Engine coolant temperature gauge

Electrical system

Machine immobilizer

Body up

Throttle lock

Transmission in reverse

Engine rpm

High beam

Machine lockout active

Transmission oil temperature gauge

Park brake engaged

Secondary steering engaged

Check engine

Truck speed

Brake oil temperature gauge

LCD display window

Fuel level gauge

Primary steering loss

Active gear and direction

Service hour meter

SERV1835
03/07

- 212 -

Engine Component Identification

_____ Fuel injectors
Function:
Location:
_____ Coolant temperature sensor
Function:
Location:
_____ Fuel pressure sensor
Function:
Location:
_____ Intake manifold temperature sensors
Function:
Location:
_____ Atmospheric pressure sensor
Function:
Location:
_____ Turbo outlet (boost) pressure sensors
Function:
Location:

Handout No. 5

SERV1835
03/07

- 213 -

Engine Component Identification (continued)

_____ Engine oil pressure sensor
Function:
Location:
_____ Speed/timing sensors
Function:
Location:
_____ Engine ECM
Function:
Location:
_____ Ground level shutdown switch
Function:
Location:
_____ Secondary fuel filter
Function:
Location:
_____ Primary fuel filter
Function:
Location:

Handout No. 6

SERV1835
03/07

- 214 -

Engine Component Identification (continued)

_____ Fuel temperature sensor
Function:
Location:
_____ Differential fuel pressure switch
Function:
Location:
_____ Turbo inlet pressure sensor
Function:
Location:

Handout No. 7

SERV1835
03/07

- 215 -

Power Train Component Identification

_____ Pump group
Function:
Location:
_____ Transmission and torque converter charge oil filter
Function:
Location:
_____ Lockup clutch modulating valve
Function:
Location:
_____ Torque converter outlet relief valve
Function:
Location:
_____ Torque converter oil temperature sensor
Function:
Location:
_____ Transmission main relief valve
Function:
Location:

Handout No. 8

SERV1835
03/07

- 216 -

Power Train Component Identification (continued)

_____ Transmission upshift solenoid valve
Function:
Location:
_____ Transmission downshift solenoid valve
Function:
Location:
_____ Transmission oil cooler
Function:
Location:
_____ Transmission hydraulic oil temperature sensor
Function:
Location:
_____ Transmission/Chassis ECM
Function:
Location:
_____ Engine speed sensor
Function:
Location:

Handout No. 9

SERV1835
03/07

- 217 -

Power Train Component Identification (continued)

_____ Transmission input speed sensor
Function:
Location:
_____ Transmission output speed sensors
Function:
Location:

Handout No. 10

SERV1835
03/07

- 218 -

Steering System Component Identification

_____ Steering pump
Function:
Location:
_____ Steering valve
Function:
Location:
_____ Steering disable valve
Function:
Location:
_____ HMU
Function:
Location:
_____ Steering cylinders
Function:
Location:
_____ Secondary steering pump
Function:
Location:

Handout No. 11

SERV1835
03/07

- 219 -

Steering System Component Identification (continued)

_____ Steering tank
Function:
Location:
_____ Primary steering pressure switch
Function:
Location:
_____ Secondary steering pressure switch
Function:
Location:

Handout No. 12

SERV1835
03/07

- 220 -

Hoist System Component Identification

_____ Hoist pump
Function:
Location:
_____ Hoist control valve
Function:
Location:
_____ Hoist and brake hydraulic tank
Function:
Location:
_____ Hoist cylinders
Function:
Location:
_____ Hoist lever position sensor
Function:
Location:
_____ Hoist raise solenoid valve
Function:
Location:

Handout No. 13

SERV1835
03/07

- 221 -

Hoist System Component Identification (continued)

_____ Hoist lower solenoid valve
Function:
Location:
_____ Brake cooling relief valve
Function:
Location:

Handout No. 14

SERV1835
03/07

- 222 -

Brake System Component Identification

_____ Brake charging pump
Function:
Location:
_____ Accumulator charging valve
Function:
Location:
_____ Brake accumulators
Function:
Location:
_____ Cab brake manifold
Function:
Location:
_____ Brake oil filter
Function:
Location:
_____ Rear slack adjuster
Function:
Location:

Handout No. 15

SERV1835
03/07

- 223 -

Brake System Component Identification (continued)

_____ Service brake valve
Function:
Location:
_____ Retarder lever
Function:
Location:
_____ Parking brake valve
Function:
Location:
_____ TCS valve
Function:
Location:
_____ Secondary brake pedal position sensor
Function:
Location:
_____ Brake retract pump
Function:
Location:

Handout No. 16

SERV1835
03/07

- 224 -

Brake System Component Identification (continued)

_____ Diverter (towing) valve
Function:
Location:
_____ Brake oil cooler
Function:
Location:
_____ Accumulator oil pressure switch
Function:
Location:
_____ TCS test switch
Function:
Location:
_____ ARC switch
Function:
Location:
_____ Front brake lockout switch
Function:
Location:

Handout No. 17

SERV1835
03/07

- 225 -

Brake System Component Identification (continued)

_____ Rear wheel speed sensors
Function:
Location:

Handout No. 18

J2 (ENGINE) CONNECTOR

Differential Fuel Pressure Switch

J1 (MACHINE) CONNECTOR

Turbo Inlet Pressure Sensor

Ground Level Shutdown Switch

Back-up Throttle Switch

Throttle Pedal Position Sensor

Key Start Switch

- 226 -

Fuel Pressure Sensor

Fuel Temp Sensor

Atmospheric Pressure

Engine Oil Pressure

Intake Manifold Air Pressure Sensor

Coolant Temperature Sensor

Intake Manifold Temperature Sensor

Timing Cal Probe Connector

Speed Sensor No. 2 (Cam)

Inputs

Inputs
Speed Sensor No. 1 (Crank)

Outputs

Ether Start Relay

CAT Data Link

Outputs

MEUI Injectors (6)

ENGINE ECM SYSTEM DIAGRAM

SERV1835
03/07
Handout No. 19

Shift
Solenoids

Transmission and
Torque Converter
Charging Filter

Magnetic
Scavenge Screen

Transmission and
Torque Converter
Oil Cooler

Return
Baffle

Torque
Converter
Inlet
Lockup
Clutch
Supply

From Transmission
Magnetic Scavenge
Screen

TRANSMISSION AND TORQUE CONVERTER

HYDRAULIC SYSTEM

Torque Converter
Outlet

Lockup Valve

To Transmission
and
Torque Converter
Charging Filters

SERV1835
03/07
- 227 Handout No. 20

Body
Up Switch

Inclinometer

Head Lamp
Sensor

Engine Speed
Sensor

Fuel Level Sender

Hoist Lever
Position Sensor

Service Brake
Pressure Switch

Secondary Brake
Pressure Switch

Secondary Steering
Pressure Switch

Transmission Output
Speed Sensor 2

Cooling Fan
Solenoid

Lockup Clutch
Solenoid

Service Brake
Accumulator
Bleed Solenoid

Steering System
Disable Solenoid

TCS Selector
Solenoid

TCS Proportional
Solenoid

Transmission
Charge Filter
Bypass Switch
Transmission Output
Speed Sensor 1

Parking Brake
Solenoid

Front Service
Brake Solenoid

ARC Control
Solenoid

Downshift
Solenoid

Upshift
Solenoid

Start Relay

OUTPUTS

Alternator
R-Terminal

Transmission Input
Speed Sensor

Secondary Steering
Motor State

Primary Steering
Pressure Switch

Transmission Oil
Temperature Sensor

Torque Converter Oil

Temperature Sensor

Cat Data Link

Backlight Intensity

Machine Lockout
Lamp

Starter Lockout
Lamp

Diverter Relay

Secondary Steering
Relay

Backup Lamp Relay

Stop Lamp Relay

Autolube Relay

Back-up Alarm

Secondary Steering /
QuickEvac /
Prelube Relay

Hoist Lower
Solenoid

Hoist Raise
Solenoid

Accumulator
Charge Solenoid

- 228 -

Location Codes

Secondary
Brake Pedal
Position Sensor

Actual Gear
Switch

ARC ON / OFF
Switch

TCS Test Switch

Brake Filter
Bypass Switch

Accumulator Oil
Pressure Switch

Drive Gear
Select Switches

Brake Oil
Temperature Sensor
Shift Lever
Position Sensor

Secondary Steer
Test Switch

QuickEvac Service
Tool Input

Starter Lockout
Switch

Machine Lockout
Switch

Key Start Switch

Right Rear Wheel

Speed Sensor

Left Rear Wheel

Speed Sensor

Engine Speed
Sensor

Retarder
Lever

INPUTS

TRANSMISSION/CHASSIS CONTROL MODULE SYSTEM DIAGRAM

SERV1835
03/07
Handout No. 21

Secondary
Pressure
Switch

Secondary
Steering
Primary
Relief Valve
Secondary
Steering
Pump

Load
Sensing Valve

Steering
Disable Valve

Transmission
Chassis ECM

Steering
Filter

Steering
Valve

Secondary Steering
Back-up Relief Valve

HMU

Primary Steering
Pressure Switch

LOW PRESSURE STANDBY

STEERING HYDRAULIC
SYSTEM

Crossover
Relief
Valves

Case
Drain
Filter

Swashplate
Piston

Actuator
Piston

Flow
Compensator

Piston Pump
and
Load Sensing
Controller

Primary Steering
Back-up Relief Valve

Pressure
Reducing Valve

SERV1835
03/07
- 229 Handout No. 22

Right
Rear Brake

Left
Rear Brake

From
Fan Outlet

Hoist
Pump

From
Brake Diverter
Valve

Lower Relief
Valve

Raise Relief
Valve

Orifice
Plate

LOWER

FLOAT

SNUB

HOLD

RAISE

Lower /
Float /
Snub
Solenoid

Raise
Solenoid

- 230 -

Orifice
Plate

Orifice
Plate

Brake
Cooling
Relief

Dual
Stage
Signal
Spool

From Pressure
Reducing Valve
Main Relief Dump Spool

770 / 772 HOIST AND BRAKE COOLING SCHEMATIC

SERV1835
03/07
Handout No. 23

Parking
Brake
Valve

TCS Valve

Pressure
Reducing
Valve
To Hoist Pilot Valves

Purge
Valve

Parking Brake Valve

Secondary
Pump

Parking Brake
Accumulator

To Brake
Cooling Circuit

Relief
Valve

Diverter
Valve

Brake
Pump

Brake
Filters

Right Front
Brake

To Brake
Cooling Circuit

Left Front
Brake

Service Brake
Valve

Fan Speed
Control Valve

ECM

Secondary
Brake Valve

Switch

ARC
Solenoid

Accumulator
Charging Valve

Service Brake
Accumulator

Front Brake
Valve

Cab
Manifold

- 231 -

Right
Rear Brake

Slack Adjuster

Left Rear
Brake

BRAKE HYDRAULIC SYSTEM

SERV1835
03/07
Handout No. 24

SERV1835
03/07

- 232 -

Handout No. 25

Posttest
1. When the engine lockout mode is activated, which of the following conditions exist:
A.
B.
C.
D.

engine starter is disabled

secondary steering is disabled
prelube function is disabled
All of the above

2. Pilot oil used to actuate the hoist solenoid valves is supplied by the:
A.
B.
C.
D.

pressure reducing valve

parking brake release filter
hoist pump
lockup clutch valve oil circuit

3. The monitoring system includes how many warning categories

A.
B.
C.
D.

2
3
4
5

4. How many main menus are available for navigation on the Messenger menu screen?
A.
B.
C.
D.

3
4
5
6

5. Which of the following Messenger menus is used to determine when scheduled maintenance is
required?
A.
B.
C.
D.

Performance menu
Totals menu
Settings menu
Service menu

6. What information is NOT displayed when viewing diagnostic events on the Messenger display
panel?
A.
B.
C.
D.

SRC (Source ID)

Code
OCC (number of occurrences)
Parameter

SERV1835
03/07

- 233 -

Handout No. 26

Posttest (continued)
7. Which of the following sensors checks the speed of the drive shaft to the speed of the engine?
A.
B.
C.
D.

Engine speed sensor

Transmission input speed sensor
Transmission output speed sensors
Torque converter output speed sensor

8. When the machine lockout switch is activated, which of the following actions occurs?
A.
B.
C.
D.

HMU oil flow is blocked

Steering pump is disabled
Steering disable solenoid valve is energized
All of the above

9. Which of the following is not installed on 770/772 trucks?

A.
B.
C.
D.

Brake cooling pump

Brake oil coolers
Brake cooling relief valve
All of the above

10. The ARC system uses the rear service brakes and the ______________________ to automatically
control truck speed.
A.
B.
C.
D.

TCS
parking brakes
front caliper type brakes
None of the above

11. Which of the following components is located on top of the transmission planetary gears?
A.
B.
C.
D.

Transmission main relief valve

Transmission pressure control valve
Transmission rotary actuator
All of the above

12. The front service brake solenoid directs oil to the front service brakes. What component directs
oil to the rear service brakes?
A.
B.
C.
D.

Service brake valve

ARC solenoid
Diverter valve
Both A and B

SERV1835
03/07

- 234 -

Posttest (continued)
13. Oil is provided to the diverter valve by the:
A.
B.
C.
D.

brake cooling pump

service brake accumulators
parking brake accumulator
hoist pump

14. Hydraulic fan speed is controlled by the _______________________ .

A.
B.
C.
D.

engine ECM
fan speed solenoid
fan switch in the cab
all of the above

15. The instrument cluster communicates over which data link?

A.
B.
C.
D.

CAN
CAT
ATL
all of the above

Handout No. 27

SERV1835
03/07

Posttest Answer Key

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

D
A
C
C
B
D
B
A
A
B
D
D
C
B
A

- 235 -

Handout No. 28