SERV1838 735 740 740 EJ Tier III PDF

SERV1838
June 2007
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
735 (B1N), 740 (B1P), AND 740 EJECTOR (B1R)

ARTICULATED DUMP TRUCKS
TIER III
Service Training Meeting Guide

(STMG)
735 (B1N), 740 (B1P), AND 740 EJECTOR
(B1R) ARTICULATED TRUCKS - TIER III
AUDIENCE
Level II - Service personnel who understands the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides basic systems operation of the operator's station, engine, power train,
hoist, and braking systems for the 735, 740, and 740 Ejector Tier III Emissions Articulated
Trucks.
OBJECTIVES
After learning the information in this meeting guide, the technician will be able to:
1. locate and identify the major components in the operator's station, engine, power train,
hoist, and braking systems;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil through the systems.
REFERENCES
725/730/735/740 Articulated Trucks- Electronic Control Systems SERV2744

ACERT™ Technology AERQ0002
700 Family Articulated Trucks Operating Tips AERV5895
Introduction to the 700 Family Articulated Trucks (Video) AEVN5894
Cycle Counter/Operator Monitor for Cat Articulated Trucks Salesgram TEKQ0328
Automatic Lubrication System for Cat Articulated Trucks Salesgram TELQ3831
PREREQUISITES
"Fundamentals of Engines Self Study Course" TEMV3001

"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002
"Fundamentals of Power Trains Self Study Course" TEMV3003
"Fundamentals of Electrical Systems Self Study Course" TEMV3004
STMG546 "Graphic Fluid Power Symbols" SESV1546
Estimated Time: 4 Hours

Visuals: 182
Handouts: 26
Form: SERV1838
Date: 06/07
© 2007 Caterpillar Inc.

SERV1838 -3- Text Reference
06/07
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
OPERATOR'S STATION..............................................................................................................6
Dash ........................................................................................................................................7
MACHINE ELECTRONIC CONTROL SYSTEM ...................................................................18

Messenger Display................................................................................................................19
Messenger Menu Screen.......................................................................................................21
Messenger Information Screens ...........................................................................................22
Messenger Main Menu .........................................................................................................23
Performance Menu................................................................................................................24
Performance Menu Options..................................................................................................25
Operator Menu......................................................................................................................27
Operator Menu Options ........................................................................................................28
Totals Menu ..........................................................................................................................30
Totals Menu Options.............................................................................................................31
Settings Menu .......................................................................................................................35
Settings Menu Options .........................................................................................................36
Service Menu ........................................................................................................................38
Service Menu Options ..........................................................................................................39
C15 ACERT™ ENGINE ............................................................................................................46

Engine Electrical Block Diagram .........................................................................................50
High Coolant Temperature Derate........................................................................................60
Intake Manifold Air Temperature Sensor Derate .................................................................62
Low Oil Pressure Derate.......................................................................................................65
Virtual Exhaust Temperature Derate ....................................................................................66
Air Inlet Restriction Derate ..................................................................................................69
Fuel System...........................................................................................................................70
Power Derate.........................................................................................................................71
Fuel Temperature Derate ......................................................................................................76
High Fuel Filter Restriction Derate ......................................................................................77
Engine Brake.........................................................................................................................81
COOLING FAN SYSTEM.........................................................................................................88
POWER TRAIN ........................................................................................................................94

735 Transmission Electronic Control System ....................................................................100
735 Transmission Hydraulic System ..................................................................................105
740 Transmission Electronic Control System ....................................................................120
740 Transmission Hydraulic System ..................................................................................126
Differential System .............................................................................................................148
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TABLE OF CONTENTS (continued)
STEERING SYSTEM ..............................................................................................................161

Secondary Steering System ................................................................................................169
HOIST HYDRAULIC SYSTEM .............................................................................................172

Hoist Hydraulic System - Dump Body...............................................................................183
Hoist Hydraulic System - Ejector Body .............................................................................187
BRAKE SYSTEM ....................................................................................................................197
SUSPENSION SYSTEM .........................................................................................................209

Adjusting the Suspension Height........................................................................................211
CONCLUSION.........................................................................................................................213
VISUAL LIST ..........................................................................................................................214
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................217
HANDOUTS.............................................................................................................................218
06/07
735 (B1N), 740 (B1P), and 740 EJECTOR (B1R)

ARTICULATED TRUCKS
TIER III
© 2007 Caterpillar Inc.
INTRODUCTION
Shown is the right side view of a 740 Ejector Articulated Dump Truck. The 735 and 740
Articulated Dump Trucks have been redesigned to meet U.S. Environmental Protection Agency
(EPA) Tier III Emissions Regulations for North America and Stage III European Emissions
Regulations.
Technical Specifications
735 740, 740 Ejector
Serial No. prefix B1N B1P, B1R
Engine Tier III C15 ACERT™ C15 ACERT™

Net Power 304 kW/408 Hp 340 kW/457 Hp
(SAE J1349)
Transmission ECPC 8F/1R ICM 7F/2R

No. of Clutches 6 7
Brakes Hydraulic Brake Hydraulic Brake
Hauling Capacity 36 tons 42 tons

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4 3
2 1
OPERATOR'S STATION
Shown is a view of the 735/740 operator compartment. 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 on the right console next to the transmission control lever (4).
The 735/740 is equipped with a standard electronic instrument cluster (5) and a Messenger
Monitoring System (not shown) is optional.
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1 2 3 4 5 6
7 8 9 10 11 12
Dash
The dash switch (1) controls the head lights and tail lights. The dash switch (2) controls the
rear work lamp. The dash switch (7) controls the rear windshield wiper. The dash switch (9)
controls the hazard lights.
The instrument cluster (3) displays the operating information of the machine.
The dash switch (4) turns the cross axle differential on and off. Push the top half of dash
switch (5) to activate the secondary steering motor. The switch is spring loaded. The switch
will automatically return to the OFF position when the switch is released. This deactivates the
secondary steering motor. Press the top of switch (6) to activate the air conditioning system.
The cigarette lighter (8) can be used as a 24V power receptacle. This power receptacle can be
used to power automotive electrical equipment or accessories. Remove the cigarette lighter
before using the power receptacle for another purpose.
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The engine key start switch (10) is operated by a key. The engine start switch has three
positions. The key can be installed or removed in the OFF position. The ON position will
activate the electrical circuits in the cab. The START position will crank the engine.
Turn the temperature control switch (11) clockwise or counterclockwise to adjust the air
temperature within the cab.
The rotary control fan switch (12) has the following five settings:
- OFF
- Low speed
- Low medium speed
- High medium speed
- High speed
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The LED indicators will illuminate either red, green, amber, or blue to alert the operator that a
certain condition exists in the represented machine system. Fourteen of the indicators are
driven by the Transmission/Chassis ECM through the CAN Data Link.
When the key start switch is first turned ON, the number that appears on the center display is
the cluster part number. Cycle the key start switch 3 times ON/OFF within 10 seconds to enter
the diagnostic mode.
The LCD display in the center of the instrument cluster displays machine ground speed, actual
gear, direction, and service hours. The LCD will also display diagnostic codes.
The gauges on the left display the engine coolant temperature and the engine oil pressure. The
gauges on the right display the torque converter oil temperature and the fuel level.
Starting at the left of the New Cluster Display and working toward the right are the following
indicators:
Left Turn Signal - This indicator flashes green when the left turn signal is operating. The
signal is a switch to the battery signal direct to the instrument cluster through terminal "10" on
the instrument cluster connector.
SERV1838 - 10 - Text Reference
06/07
Machine Filter Warning - This indicator alerts the operator that service is required. A
category 1 warning alerts the operator that the air filter is restricted, for example. The air filter
requires immediate service. A category 2 event alerts the operator that the air filter is plugged.
The air filter must be serviced to avoid black smoke and loss of engine power. A category 3
event alerts the operator that either the transmission filter or the output transfer gear filter is
plugged. The plugged filter requires immediate service.
Secondary Steering - Secondary steering is illuminated when there is a problem with the
primary steering system. Stop the machine and do not operate the machine until the cause has
been corrected.
Primary Steering System - This indicator will illuminate red when the steering pressure
switch is open indicating a loss of steering pressure. A category 3 event is logged and the
alarm will sound if this warning occurs when the engine is running. A category 2 event is
logged when the engine is not running and the indicator is active.
Brake Oil Pressure - This indicator will illuminate red when the service brake accumulator oil
pressure switch is open which indicates low service brake oil pressure. A category 3 event is
logged and the alarm will sound if this warning occurs when the engine is running. A category
2 event is logged when the engine is not running and the indicator is active.
Brake Temperature - This indicator is only used on the 735 and 740. The indicator will
illuminate when either the front or rear brake coolant oil temperature is above
107° C (225° F) and this warning will reset when the temperature goes below 93° C (199° F).
Transmission Hold - This indicator will illuminate amber when the transmission "Hold"
feature is activated.
Transmission Fault - This indicator will illuminate amber when the Transmission/Chassis
ECM detects a transmission or power train diagnostic code or event. When more than one
diagnostic code or event is active, the Transmission/Chassis ECM will send the highest active
warning level to the instrument cluster. Also, this indicator will illuminate amber when the
Output Transfer Gear (OTG) temperature becomes to high.
Action Indicator - This indicator will illuminate amber when the Transmission/Chassis ECM
detects faults in a machine system.
Parking Brake Engaged - This indicator will illuminate red when the parking brake is
engaged. A warning level 1 will be indicated when the parking brake is engaged if the engine
is started and the shift lever is in the neutral position. A level 2S warning will be active if the
engine is started and the parking brake is engaged when the shift lever is in a position other
than neutral.
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Charging System - The Transmission/Chassis ECM monitors the alternator "R" terminal and
the system voltage. The indicator will illuminate amber according to the following conditions:
- When the key start switch is in the ON position and the engine is off, if the measured
voltage is less than 22.0 V or greater than 31.0 V, a level 1 event will be indicated.
- When the engine is running and the measured voltage is less than 22.0 V or greater than
31.0 V, a level 3 event will be indicated.
- When the engine is running and the voltage measured is between 22.0 V and 23.8 V or if
the engine is running and the measured voltage is between 28.5 V and 31.0 V, a level 1
event will be indicated.
- When the engine is running and the measured frequency is less than 90 Hz, a level 1
event will be indicated.
Machine Security - If equipped, the indicator will illuminate when the machine security
system is activated and an attempt to start the machine is made.
Differential Lock - This indicator will illuminate amber when either the inter-axle lock or the
cross-axle lock is engaged. This warning is a level 1 event.
High Beam - This indicator will illuminate blue when the high beam head lamps are ON.
Retarder - This indicator will illuminate green when the Transmission/Chassis ECM sends a
message to the Engine ECM to activate the engine retarder.
Retarder Upshift/Drive Train Overspeed - This indicator will illuminate orange when the
upshift warning levels (modified shift points) in the Transmission/Chassis ECM are reached
and the engine retarder is active. The lockup clutch also disengages and the transmission
upshifts.
Hoist Control - This indicator will illuminate red when the dump body is in any mode other
than "float."
Right Turn Signal - This indicator flashes green when the right turn signal is operating. The
signal is a switch to battery signal direct to the instrument cluster through terminal "11" on the
instrument cluster connector.
NOTE: Refer to "Handout No. 2" at the end of this presentation for a list of warning
conditions and warning levels.
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The retarder control (1) is located to the right side of the steering column. The retarder control
has the following four positions:
- DISENGAGED - lever at the top position
- MINIMUM - lever one click down from top position
- MEDIUM - lever two clicks downward from top position
- MAXIMUM - lever three clicks downward from top position
If the accelerator control is activated and the retarder control is in the MINIMUM position, the
MEDIUM position, or the MAXIMUM position, the retarder will engage when the accelerator
control is released. The retarder will disengage when the accelerator control is pressed.
NOTE: The retarder is factory set to operate automatically. Caterpillar Electronic

Technician (Cat ET) may be used to switch off the automatic function of the retarder. If
this function is switched off, the retarder can be manually engaged regardless of the
position of the accelerator control.
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The retarder indicator will be illuminated (steady ON) when the engine retarder is enabled
(low, medium, and high).
In this illustration, the hoist control indicator (2) ("Not in Float") is illuminated. The center
display shows the speed (3), gear (4), and service hours (5).
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4 3
2
The hoist control lever (1) is located on the right side of the operator seat. The hoist control
has the following four positions on dump body trucks:
LOWER position - Move the hoist control to the LOWER position to lower the body. Push
the hoist control fully forward for maximum lowering speed. Reduce hand force on the hoist
control to reduce the speed. Hold the hoist control forward until the body is approximately
600 mm (24 inches) above the rear frame. Release the hoist control. The hoist control will
then return to the FLOAT position. The body will continue to lower under the effect of gravity
until the body rests on the rear frame.
FLOAT position - Move the hoist control to the FLOAT position to allow the body to rest on
the frame.
HOLD position - Move the hoist control to the HOLD position to hold the body in the current
position when raising or lowering.
NOTE: The hoist lever must be in the HOLD position to start the engine.
RAISE position - Move the hoist control to the RAISE position to raise the body. Hold the
hoist control fully back for maximum raising speed. Reduce hand force on the hoist control to
reduce the speed. Hold the hoist control back until the body is raised. Release the hoist control
when the body is raised. The hoist control will return to the HOLD position.
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The hoist lever has the following three positions on ejector trucks:
Eject - Pull the ejector control back to the EJECT position to eject the load. Pull the ejector
control fully backward for the maximum speed of the ejector blade. Hold the ejector control in
the EJECT position until the ejector blade has reached full travel. Release the ejector control
when the ejector blade has reached full travel. The ejector control will automatically move
back to the HOLD position.
Hold - When the ejector control is in the HOLD position the ejector blade is held in position by
the ejector cylinder.
Retract - Push the ejector control forward to the RETRACT position to return the ejector blade
to the stowed position. The ejector control must be in the RETRACT position before the
transmission can shift out of first gear. Always operate the machine with the ejector control in
the RETRACT position to prevent damage to the ejector cylinder.
NOTE: If the ejector control is in the RETRACT position, the system must be reset
before you start the engine. The engine will not start if the ejector control is not in the
HOLD position. To reset the system, move the ejector control to the HOLD position
before starting the engine. Once the engine has been started, move the ejector control
to the RETRACT position.
There is a position that is forward of the RETRACT position. There is no detent in this
forward position, which has no function.
The transmission shift control lever (2) is also located on the right side of the operator seat.
Also shown is the parking brake control knob (3).
The transmission has eight forward gears, the neutral position, and one reverse gear. The
transmission control incorporates the following three switches:
- High gear switch (4)

- Neutral lock button (5)
- Transmission hold switch (6)
The high gear switch allows the operator to select the upper gear limit for the transmission.
The transmission hold switch allows the operator to hold the transmission in the gear that is
currently engaged.
06/07
The neutral lock button prevents the transmission control from being accidentally moved.
Depress the neutral lock button to move the transmission control from the NEUTRAL position.
The neutral lock button also prevents the transmission control from being moved into the
NEUTRAL position from the DRIVE position or from the REVERSE position.
- 735 B1N is equipped with eight forward gears and one reverse gear.
- 740 B1P and B1R Ejector are equipped with seven forward gears and two reverse gears.
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1 2 3 4
9 7
8 6
The relay panel is located to the right rear of the operator’s seat. The relay functions are as
follows:
- Relay (1) is used to energize the backup alarm.

- Relay (2) is used to energize the windshield wiper motors.
- Relays (3) and (4) are main power relays.
- Relay (5) is used to energize the secondary steering motor.
- Relay (6) is used to energize the horn.
The plug (7) is used for connecting Product Link. The plug (8) is used for Cat ET. The port (9)
is used for 12 VDC accessories.
06/07
MACHINE ELECTRONIC CONTROL SYSTEM

BLOCK DIAGRAM
Cluster Display Messenger Module

(Optional SEA)
Transmission
and Chassis Control Engine Control
A4:M1 A4:E1
CAN
Bus
CDL
Product Link Service

(Optional) Port
Machine Control Transmission Engine Engine
and Transmission and Machine Control Control
Control Sensor Control Inputs Outputs
Inputs Outputs
MACHINE ELECTRONIC CONTROL SYSTEM
The Machine Electronic Control System on the Articulated Dump Trucks monitors various
machine systems and then conveys the machine status to the operator. The Machine Electronic
Control System includes the instrument cluster, an Engine ECM, and a Transmission/Chassis
ECM. The Messenger Module is available as an optional Service Enabled Attachment (SEA) to
convey additional information to the operator.
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
driven by the Transmission/Chassis Control ECM and the Engine ECM via the Controller Area
Network (CAN) Data Link.
The Messenger Display is an LCD module with four operator actuated pushbuttons which will
allow the operator to access menus to display machine status along with operator information.
The Messenger Display is driven by the Transmission/Chassis ECM and the Engine ECM over
the Cat Data Link (CDL).
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Messenger Display
Shown is the Messenger Display 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.
NOTE: The Messenger Display is an attachment. It is not necessary for the Messenger
Display to be installed for the Instrument Cluster to be used as the monitoring system.
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. The Messenger screen will
display information after machine power-up and selection of any registered operator from the
"operator" menu. The default screen displays a digital clock; and upon pressing the "OK"
button, the Messenger will display the "Main Menu" options.
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2 3 4 5
10
The Messenger consists of the display (1) and four navigation buttons that are used to navigate
through the menu structure. The button functions are:
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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11
Messenger Menu Screen
The Messenger Menu Screen is divided into three sections. The field (1) 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 field (3) displays the current menu option that can be selected by
pressing the "OK" button. The arrows (2) indicate whether you can scroll to the next screen to
see further menu options.
06/07
12
Messenger Information Screens
A typical Messenger Information screen is divided into three sections. Information is normally
displayed in pairs. The information can be arranged horizontally, or vertically. The fields (1)
identify the information and the fields (3) display the current values of the information.
The arrows (2) indicate whether you can scroll to the next screen to see further information.
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MESSENGER MAIN MENU SELECTIONS
Performance
Operator
Main Menu Totals
Settings
Service
13
Messenger Main Menu
The menu structure for Messenger is arranged in a stair step, or hierarchical list format. When
the operator, or technician, selects an option from a menu, the resulting screen is one level
down from that selection. More selections or options, may be available. There may be more
than one page of information or options to be displayed from any level. These levels can be
accessed by using the left, right, up, or down arrow as necessary depending on how the data or
list is arranged.
The following options are available from the Messenger's Main Menu screen:
- Performance
- Operator
- Totals
- Settings
- Service
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14
Performance Menu
The Performance Menu allows the operator or technician to monitor vital system information
during machine operation. The Performance Menu information is view only and shows the real
time status of various machine systems.
To access the Performance Menu from the Main Menu, press the appropriate "Arrow" button
until the "Performance" option is highlighted. With the "Performance" option highlighted, press
the "OK" button.
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PERFORMANCE MENU SELECTION
Engine speed Ground Speed
Eng Coolant Shift Lever

Temp
Torque Conv
Performance Fuel Level
Temp
Trans Hold
Actual Gear
Status
Battery Voltage
15
Performance Menu Options
The Performance Menu options are as follows:
- Engine Speed: This option will show the engine rpm.
- Ground Speed: This option will show the ground speed in Miles per Hour
or in Kilometers per Hour.
- Engine Coolant Temp: This option will show the engine coolant temperature in
degrees Fahrenheit or in degrees Celsius.
- Shift Lever: This option will show the position of the shift lever.
- Torque Conv Temp: This option will show the torque converter oil temperature
in degrees Fahrenheit or in degrees Celsius.
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- Fuel Level: This option will show the amount of fuel that is measured
in the fuel tank as a percentage of a full tank.
- Actual Gear: This option will show the gear that is currently engaged in
the transmission.
- Trans Hold Status: This option will show the status of the transmission hold.
- Battery Voltage: This option will show the battery voltage.

06/07
16
Operator Menu
The Operator Menu is available to allow the operator to select the operator’s name from the list
of registered operators. If the current operator is not registered within the Messenger system,
the operator is allowed to edit an empty position, or edit an existing operator’s name.
Activating any operator will reset the "Cycle Data" and "Operator Totals" within the "Totals"
menu. If the back button is selected while at the "Operator" screen, the Messenger system will
return back to the "Performance" menu. The Messenger system will continue to record "Cycle
Data" and "Operator Totals" from the last operation of the machine.
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OPERATOR MENU SELECTION Accept
Cancel
Activate
Operator Lower Case

Name Letters
Edit Name
Empty Upper Case

Position Letters
Empty
Numbers
Position
Operator Please Choose
an Operator
Empty
Symbols
Position
Empty
Position
Empty
Position
17
Operator Menu Options
The Operator Menu options are as follows:
- Please Choose An Operator: This option will show the list of operators that have been
registered on the Messenger system and the empty
positions for the names of new operators. To select a
registered operator, or an empty position, use the scroll
up/left button or the scroll down/right button to highlight
your choice and then select your choice with the "OK"
button.
- Activate: Press the "OK" button to activate the selected operator.
- Edit Name: This option allows the names of registered operators to be

edited, or to enter new names.
06/07
Press the "OK" button to change the name of the selected operator or to enter a new name. Use
the scroll up/left button and the scroll down/right button to highlight one of the following
choices:
- Accept
- Cancel
- Lower Case Letters
- Upper Case Letters
- Numbers
- Symbols
Once the desired choice is highlighted, press the "OK" button to enter the choice in the selected
part of the name of the operator. Press the "Back" button anytime to move the cursor on the
screen. Select the "Accept" option to return to the "Please Choose An Operator" screen with
the new name, or the changed name, in the system. Select the "Cancel" option to return to the
"Please Choose an Operator" screen but without making any changes to the names in the
system.
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18
Totals Menu
The totals menu receives data and then displays that information within the following additional
menu options:
- Cycle Data
- Operator Totals
- Jobsite Totals
- Lifetime Totals
After an operator is activated, the Messenger system will start to calculate all of the "Operator
Totals." Whenever an operator’s name is activated with the Messenger, all the totals are zeroed.
For proper operation of the system, an operator needs to be activated with the Messenger at the
start of work. The system resets the "Cycle Data" and "Operator Totals" when an operator is
activated on the system.
NOTE: If complete "Cycle Data" and "Operator Totals" history is desired, do not use
"Activate" in the "Operator" menu. Also, previous "Cycle Data" and "Operator Totals"
for all operators can be accessed by using Cat ET version 2005A or later.
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Total
Load Cnt
TOTALS MENU SELECTIONS Loads / Hr

Total
Load Cnt
Wait
Time / Cycle
Cycle Data Total
Fwd Dist Trav
Total
Time / Cycle
Total
Rev Dist Trav
Distance / Cycle
Max Idle Time

Fuel / Cycle
Machine Hrs
Operator
Totals
Total Fuel
Totals
Total Load Cnt
Total Total
Fwd Dist Trav Load Cnt
Total Total
Rev Dist Trav Fwd Dist Trav
Jobsite Totals
Total
Max Idle Time
Rev Dist Trav
Machine Hrs Max Idle Time
Total Fuel Machine Hrs
Lifetime Totals
Total Fuel
19
Totals Menu Options
Use the scroll up/left button and the scroll down/right button to move between the various
screens and use the "Back" button to return to the "Totals" Menu.
For the purpose of incrementing the load counter, a single load is counted when forward travel
at a minimum specific speed of 5 km/h (3.1 mph) is followed by a body raise function of more
than five seconds.
The Messenger system will interpret second and subsequent loads on a regular cycle. Cycle
data that is displayed by the Messenger system will be the average of these cycles.
The calculation of machine idle time is based on the combination of the following factors: the
machine is stationary with the hoist in the FLOAT position and the engine is running.
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Cycle Data
- Total Load Cnt: This option displays the number of times that the machine
discharged a load.
- Loads/hr: This option displays the average number of loads per hour.
- Wait Time/Cycle: This option displays the average machine idle time per cycle.
- Total Time/Cycle: This option displays the average machine cycle time.
- Distance/Cycle: This option displays the average distance that was travelled per
cycle.
- Fuel/Cycle: This option displays the average amount of fuel that was used per
cycle, shown in liters or US gallons.
Operator Totals
When an operator is activated with the Messenger system, all of the values are zeroed. The
Messenger system resets the "Operator Totals" when an operator is activated on the system.
NOTE: If complete "Cycle Data" and "Operator Totals" history is desired, do not use
"Activate" in the "Operator" menu. Also, previous "Cycle Data" and "Operator Totals"
for all operators can be accessed by using Cat ET version 2005B or later.
has discharged a load since the activation of the current operator.
- Tot Fwd Dist Trav: This option displays the distance that the machine has driven in
forward gear since the activation of the current operator.
- Tot Rev Dist Trav: This option displays the distance that the machine has driven in
reverse gear since the activation of the current operator.
- Max Idle Time: This option displays the time that the machine has been stationary
with the hoist in the FLOAT position and with the engine
running.
- Machine Hrs: This option displays the number of hours that the machine has
been operating since the activation of the current operator.
- Total Fuel: This option displays the information about the fuel consumption
of the machine since the activation of the current operator.
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Jobsite Totals
The "Jobsite Totals" menu option is intended to be used by dealers and rental fleet customers to
help manage their machines.
screens and use the "Back" button to return to the "Totals" Menu:
NOTE: Cat ET version 2005B or later is required to zero the counters. Also, a
password must be set within Cat ET to zero the "Jobsite Totals."
has discharged a load on the current jobsite.
- Tot Fwd Dist Trav: This option displays the distance that the machine has
driven in forward gear on the current jobsite.
- Tot Rev Dist Trav: This option displays the distance that the machine has
driven in reverse gear on the current jobsite.
- Max Idle Time: This option displays the time that the machine has been
stationary with the hoist in the FLOAT position and with
the engine running on the current jobsite.
- Machine Hrs: This option displays the number of hours that the machine
has been operating on the current jobsite.
- Total Fuel: This option displays the information about the fuel
consumption of the machine on the current jobsite.
06/07
Lifetime Totals
NOTE: These totals cannot be zeroed without a factory password.
has discharged a load during the machine's lifetime.
- Tot Fwd Dist Trav: This option displays the distance that the machine has driven in
forward gear during the machine's lifetime.
- Tot Rev Dist Trav: This option displays the distance that the machine has driven in
reverse gear during the machine's lifetime.
- Max Idle Time: This option displays the time that the machine has been stationary
with the hoist in the FLOAT position and with the engine running
during the machine's lifetime.
- Machine Hrs: This option displays the number of hours that the machine has
been operating during the machine's lifetime.
- Total Fuel: This option displays the information about the fuel consumption
of the machine during the machine's lifetime.
06/07
20
Settings Menu
The settings menu displays information within the following additional menu options:
- Monitoring System
- Transmission
The settings menu allows for adjustment and viewing of various parameters for the Messenger
System and the Transmission System. Several "Monitoring System" parameters are adjustable,
but Cat ET is required to change any parameters in the Transmission/Chassis ECM.
screens and use the "Back" button to return to the "Main Menu."
06/07
SETTINGS MENU SELECTION

Top
Language
Gear Limit
Monitoring
System Body
Float Gr Lmt
Units
Load Dump
Min Grd Spd
Contrast
Equipment
No.
Backlight
Identification
No.
Settings
Trans Serial
No.
Top Dr Gr Sw
Info Unit Status
Machine Hours
Transmission
Distance
Travelled
21
Settings Menu Options
Monitoring System
- Language: Select this option to change the language that is shown on

the display. Currently English, Spanish, German, and
French languages are available.
- Units: Select this option to choose either the US or the Metric

measurement system.
- Contrast: Select this option to adjust the contrast of the display. This
will improve the visibility of the information. The display
provides a bar graph for viewing adjustments.
- Backlight Select this option to adjust the backlighting of the display.

This will improve the visibility of the information. The
display provides a bar graph for viewing adjustments.
06/07
Transmission
- Top Gear Limit: This option displays the top gear limit for the machine.
The transmission will not normally shift above the top
gear limit.
- Body Float Gr Lmt: This option displays the body float gear limit for the
machine. The transmission will not normally shift above
the body float gear limit with the hoist control lever out of
the FLOAT position.
- Load Dump Min Grd Spd: This option indicates the minimum ground speed that must
be achieved to register a discharged load as a complete
cycle.
- Equipment No: This option indicates the equipment number that is stored
in the Transmission/Machine Control ECM.
- Identification No: This option indicates the identification number that is

stored in the Transmission/Machine Control ECM.
- Trans Serial No.: This option indicates the transmission serial number that
is stored in the Transmission/Machine Control ECM.
- Top Dr Gr Sw: This option indicates whether the switch for the top drive
gear is depressed or the switch is not depressed.
- Info Unit Status: This option shows the units that are used by the
Transmission/Machine Control ECM.
- Machine Hours: This option shows the total number of machine hours that
are recorded on the Transmission/Machine Control ECM.
- Distance Travelled: This option shows the total distance that the machine has
travelled and is recorded in the Transmission/Machine
Control ECM.
06/07
22
Service Menu
The service menu allows the operator or technician to access various service options as listed
below:
- View active and logged events and diagnostic codes
- View the status of machine system parameters
- View the status of system information
screens and use the "Back" button to return to the "Main Menu."
06/07
SERVICE MENU SELECTIONS

Engine Spd / Desired Eng Spd
Diagnostics/ Throttle Position / Engine Load Factor
Events SRC Code OCC Act
Boost Prs / Turbo Outlet Prs
Fuel Pressure (ga) / Atmos Prs
Engine Oil Prs (abs0) / Oil Prs
Service Inlet Air Temp / Fuel Temp
Engine Coolant Temp / Fuel Position
Rated Fuel Limit / FRC Fuel Limit
System Diagnostic Clock
Parameters
TOS/Action Alarm St / Trans Hold Status
Trans Output Spd1 / Trans Output Spd2
Torque Converter Speed / Eng Speed (T/C ECM)
Ground Speed / Lockup Clutch Status
Monitoring Retarder Lvr Pos / Hold Lamp Status
System Info: Mon Sys Primary Steer Prs / Primary Steer WI
System
Sec Steer Relay / Sec Steer WI
Ignition SW Status / Starter Relay St
Backup Alarm St / Charging Sys WI
System Info Engine System Info: Engine Transmission
Diff Lock Sw / Crs Axle Lck Sel Sw
Crs Axle Lck Sol St/Int Axle Dif Sol St
Diff Lock Lamp St
Chassis System Info: Chassis O/P Tran Gr Temp
O/P Tran Gr Fit
O/P Tran Gr Prs / Trans Oil Temp
Harness Code / HC Input line 0
HC Input line 1 / HC Input line 2
HC Input line 3 / HC Input line 4
Action Lamp St / Battery Voltage
Hoist Low Val Adj/Hoist Sys Enable Status
Hoist Lever Mode/Hoist Lever %

Hoist Output
Hoist Hoist Low Sol Curr
Hoist Not In Flt Wi
Hoist Raise Sol Curr
Park Brake / Service Brake

Brake Park Brake Sw St
Oper Serv Brk Prs
Shift Lever / Shift Lever %

Shift Actual Gear
Top Dr Gr Sw
Fuel Filter Status / Trans Oil Flt

Filter OTG Flt / Hyd Oil Flt By
Steer Oil Flt By / Air Flt
23
Service Menu Options
- Diagnostics/Events: Select this option to view events that are logged by the
monitoring system.
System Parameters
screens and use the "Back" button to return to the Service Menu.
Engine
- Engine Speed: This option displays the engine rpm.
- Desired Engine Speed: This option displays the desired engine speed.
- Throttle Position: This option displays the throttle position.

06/07
Service Menu Options - continued
- Engine Load Factor: This option displays the engine load factor.
- Boost Prs: This option displays the boost pressure.
- Turbo Outlet Prs: This option displays the turbocharger outlet pressure.
- Fuel Pressure (ga): This option displays the fuel pressure.
- Atmos Prs: This option displays the atmospheric pressure.
- Oil Prs (abs): This option displays the absolute engine oil pressure.
- Oil Prs: This option displays the engine oil pressure.
- Inlet Air Temp: This option displays the inlet air temperature.
- Fuel Temp: This option displays the fuel temperature.
- Engine Coolant Temp: This option displays the coolant temperature.
- Fuel Position: This option displays the fuel position.
- Rated Fuel Limit: This option displays the rated fuel limit.
- FRC Fuel Limit: This option displays the FRC fuel limit.
- Diagnostic Clock: This option displays the diagnostic clock.
Transmission
- TOS: This option displays the transmission output speed.
- Action Alarm St: This option displays the status of the action alarm.
- Trans Hold Status: This option displays the status of the transmission hold.
- Trans Output Spd: This option displays the speed that is recorded by
transmission output speed 2.
- Torque Conv Speed: This option displays the torque converter speed.
06/07
- Eng Speed (T/C ECM): This option displays the engine speed that is measured by
the Transmission/Machine Control ECM.
- Ground Speed: This option displays the machine ground speed.
- Lockup Clutch Status: This option displays the status of the lockup clutch.
- Retarder Lvr Pos: This option displays the position of the retarder lever.
- Hold Lamp Status: This option displays the status of the hold lamp.
- Primary Steer Prs: This option displays the primary steering pressure.
- Primary Steer WI: This option displays the status of the warning indicator for
the primary steering.
- Sec Steer Relay: This option displays the status of the secondary steering
relay.
- Sec Steer WI: This option displays the status of the secondary steering
warning indicator.
- Ignition SW Status: This option displays the status of the ignition switch.
- Starter Relay St: This option displays the status of the starter relay.
- Backup Alarm S: This option displays the status of the back-up alarm.
- Charging Sys WI: This option displays the status of the warning indicator for
the charging system.
- Diff Lock S: This option displays the status of the differential lock
switch.
- Crs Axle Lck Sel Sw: This option displays the status of the switch for the cross
axle lock selector.
- Crs Axle Lck Sol St: This option displays the status of the solenoid for the cross
axle lock.
- Int Axle Dif Sol St: This option displays the status of the solenoid for the
inter axle differential.
06/07
- Diff Lock Lamp St: This option displays the status of the differential lock
lamp.
- O/P Tran Gr Temp: This option displays the status of the temperature switch
for the oil in the output transfer gear.
- O/P Tran Gr Flt: This option displays the status of the filter for the output
transfer gear.
- O/P Tran Gr Prs: This option displays the oil pressure for the output transfer
gear.
- Trans Oil Temp: This option displays the transmission oil temperature.
- Harness Code: This option displays the harness code.
- HC Input Line 0: This option displays the status of the harness code input.
- HC Input line 1: This option displays the status of the harness code input.
- Action Lamp St: This option displays the status of the action lamp.
- Battery Voltage: This option displays the battery voltage.
- Hoist Low Val Adj: This option indicates the adjustment for the float position.
- Hoist Sys Enable status: This option displays the installation status of the hoist
system.
06/07
Hoist
- Hoist Lever Mode: This option displays the hoist lever position.
- Hoist Lever %: This option displays the control signal for the hoist lever
displayed as a percentage of a full PWM signal.
- Hoist Output: This option displays the status of the solenoid valves for
the hoist control valve.
- Hoist Low Sol Curr: This option displays the hoist lower solenoid current
displayed as a percentage of maximum current.
- Hoist Not In Flt WI: This option displays the status of the warning indicator for
the "hoist not in float."
- Hoist Raise Sol Curr: This option displays the hoist raise solenoid current
displayed as a percentage of maximum current.
Brake
- Park Brake: This option displays the status of the system for the
parking brake.
- Service Brake: This option displays the status of the system for the
service brake.
- Park Brake Sw St: This option displays the status of the parking brake
switch.
- Oper Serv Brk Prs: This option displays the status of the pressure switch for
the service brake.
06/07
Shift
- Shift Lever: This option displays the position of the shift lever.
- Shift Lever %: This option displays the control signal for the shift lever
displayed as a percentage of a full PWM signal.
- Actual Gear: This option displays the actual gear that is currently
engaged in the transmission.
- Top Dr Gr Sw: This option displays the status of the switch for the top
drive gear.
Filter
- Fuel Filter status: This option displays the status of the fuel filter. This
option will indicate if the fuel filter is bypassed. If the
filter bypass switch is not installed within the machine
configuration, the Messenger system will display "****".
- Trans Oil Flt: This option displays the status of the oil filter for the
transmission.
- OTG Flt: This option displays the status of the filter bypass for the
output transfer gear.
- Hyd Oil Flt By: This option displays the status of the hydraulic oil filter.
This option will indicate if the hydraulic oil filter is
bypassed. If the filter bypass switch is not installed within
the machine configuration, the Messenger system will
display "****".
- Steer Oil Flt By: This option displays the status of the steering oil filter.
This option will indicate if the steering oil filter is
bypassed. If the filter bypass switch is not installed on
your machine configuration, the Messenger system will
display "****".
- Air Flt: This option displays the status of the bypass for the engine
air filter.
06/07
System Information
screens and use the "Back" button to return to the Service Menu.
- Monitoring System: This screen displays information about the Messenger

ECM hardware part number and software part number.
- Engine: This screen displays information about the Engine ECM

hardware part number and software part number.
- Chassis: This screen displays information about the

Transmission/Chassis ECM hardware part number and
software part number.
06/07
24
C15 ACERT™ ENGINE
The C15 ACERT™ engine utilizes the A4:E4 V2.0 Electronic Control Module (ECM) engine
control and is equipped with an Air to Air Aftercooler (ATTAC) intake air cooling system. The
C15 engine is an in-line six-cylinder arrangement with a displacement of 7.2 L. The C15
engines are electronically configured to provide constant net horsepower through the operating
ranges. Constant net horsepower automatically compensates for any parasitic loads, allowing
the operator to maintain a constant level of productivity. The C15 engine installed in the 735
Articulated Dump Truck is rated at 287 kW or 385 net horsepower. The C15 engine installed in
the 740 Articulated Dump Truck is rated at 325 kW or 436 net horsepower.
C15 ACERT™ Technology provides an advanced electronic control, provides precision fuel
delivery, and provides refined air management.
The Engine ECM utilizes the Advanced Diesel Engine Management (ADEM IV) to control the
fuel injector solenoids and to monitor fuel injection. The fuel is delivered through the
Mechanically Actuated Electric Unit Injection (MEUI) system.
The C15 ACERT™ is equipped with a wastegate turbocharger which provides higher boost
over a wide range, improving engine response and peak torque, as well as outstanding low-end
performance.
06/07
With the change from Tier II engines to Tier III engines, Caterpillar offers engines with
ACERT™ technology, larger displacement configurations, and air to air after cooling while
providing additional horsepower. Larger displacement contributes to longer life engines,
extended repair and maintenance intervals, and lower repair and maintenance costs resulting in
lower cost per ton.
The C15 engines are designed to meet EPA Tier III/EU Stage IIIa Emission Specifications for
the U.S. and Europe through 2010.
The C15 engine is also equipped with the engine compression brake. The compression brake
provides extra braking effort on downhill grades where the engine acts like a power absorbing
air compressor producing no additional heat.
06/07
700 SERIES ARTICULATED TRUCKS

ENGINE FEATURES
- Engine Speed Governing
- Fuel Limiting
- Fuel Injection Timing Control
- Ether Start Control
- Engine Monitoring
- Voltage Monitoring
- Security
- Other Machine Features
25
Engine Speed Governing: This feature includes E-trim, cranking mode, acceleration delay on
startup, cool engine elevated idle, dual passive engine speed sensors, and throttle positioning
which determines the desired engine speed.
Fuel limiting: This feature provides torque limit non-variable HP, torque fuel temperature
compensation, air fuel ratio control, cold mode running limit, cranking limit, and altitude
derate.
Fuel injection timing control: This features fuel injection timing with E-trim and cranking
mode, transient timing, and ramped advance on acceleration timing. The timing varies with
coolant temperature, inlet air temperature, and cranking timing.
Ether start control: This feature is continuous flow and has the disable option via Cat ET.
Engine monitoring: This feature monitors engine overspeed, high coolant temperature, and
low oil.
06/07
Voltage monitoring: This feature monitors the analog sensor supply, the digital sensor supply,
and the ECM supply voltage.
Security: This feature includes ECM/PM interlock, customer parameter tattletales, last service
tool serial numbers, and three-level passwords.
Other machine features: The engine electronic control system software also provides:
- Ground level shutdown
- Fuel consumption
- Active and logged diagnostics
- Events (overspeed, high coolant temperature, low oil pressure, engine shutdown)
06/07
CAT Data Link

A4-E4 Engine ECM 10
15 20
25
X100
5 30
n/min
0 35
Instrument
CAN Data Link Cluster
2.3 1F
EUI Injectors (6) 132.1
Throttle Pedal Position Sensor
Timing Cal Probe Connector
Intake Manifold Air Temperature Ground Level Shutdown Switch
Engine Coolant Temperature Variable Speed Fan Solenoid
Crank Speed / Timing Sensor

1 and 2 Brake Solenoid
Cam Speed / Timing Sensor
Intake Manifold Air Pressure 3 and 4 Brake Solenoid
Engine Oil Pressure Sensor 5 and 6 Brake Solenoid
Atmospheric Pressure Sensor

Key Start Switch
Fuel Temp Sensor
Fuel Pressure Sensor

Ether Start Solenoid
Fuel Differential Pressure Switch
26
Engine Electrical Block Diagram
This block diagram of the engine electrical system shows the components which provide input
signals to and receive output current from the Engine ECM.
Based on the input signals, the Engine ECM energizes the Mechanically Actuated Electronic
Unit Injectors (MEUI) to control fuel delivery to the engine. A solenoid on each unit injector
controls the amount of fuel delivered by the unit injector. The Engine ECM provides a signal
to each unit injector solenoid to control the fuel injection. The system also monitors other
functions that are critical for engine performance.
The two machine interface connectors provide electrical connections from the engine to the
Transmission/Chassis ECM over both the CAN Data Link and the Cat Data Link.
Some of the components connected to the Engine ECM through the machine interface
connectors are: the throttle pedal position sensor, the ether aid solenoid, and the ground level
shutdown switch.
06/07
Input Components:
Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as a
reference for the pressure sensors. Also, the sensor is used to supply information to the Engine
ECM during operation at high altitudes.
Intake manifold air temperature sensor - This sensor is an input to the Engine ECM to
supply information about the air temperature in the intake manifold.
Intake manifold air pressure sensor - This sensor is an input to the Engine ECM supplying
air pressure (boost) in the intake manifold.
Fuel differential pressure switch - This switch relays information to the ECM that the fuel
pressure at the output of the filter base is restricted in comparison to the inlet pressure.
Engine coolant temperature sensor - This sensor is an input to the Engine ECM to supply
information on the coolant temperature.
Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply information
on engine oil pressure.
Throttle pedal position sensor - This sensor relays the position of the throttle to the Engine
ECM in order to increase or decrease the fuel supply to the injector.
Ground level shutdown switch - This switch is an input to the Engine ECM. This input
disables fuel injection when the engine is running or at engine start-up.
Crank and cam speed/timing sensors - These speed sensors are passive speed sensors that
provide a signal similar to a sine wave that varies in amplitude and frequency as speed
increases. The permanent timing calibration sensor monitors the speed and position of the
flywheel.
Key start switch - The key start switch "ON" sends + voltage to the electrical system.
Fuel temperature sensor - The sensor sends fuel temperature feedback data to the Engine
ECM.
Fuel pressure sensor - The sensor sends fuel pressure feedback data to the Engine ECM.
Timing calibration connector - The TDC probe is used for Engine Speed/Timing Sensor
Calibration if the Engine ECM is flashed or replaced.
Manual ether start switch - This switch is an input to the Engine ECM to energize the ether
start relay to send continuous ether flow to the intake manifold.
06/07
Output Components:
1 & 2 Brake solenoid - This solenoid directs engine oil to the master piston and slave piston
for No. 1 and No. 2 injectors and exhaust rocker arms.
Mechanically Actuated Electronic Unit Injectors (6) - Injectors supply a governed amount of
fuel to the basic engine.
Ether start solenoid - This solenoid supplies a continuous flow of ether when the correct
parameters are present in the Engine ECM.
Instrument cluster - The instrument cluster receives signals from the Engine ECM and
Transmission/Chassis ECM on the CAN Data Link and supplies various information through
warning indicators, action alarms, LCD readouts, and gauge indicators.
06/07
27
The Engine Electronic Control Module (ECM) is the central component in the Engine
Management System. The A4:E4 Electronic Control Module (ECM) is located at the left rear
of the engine. The A4:E4 ECM is equipped with a 120 pin connector (J-2) and a
70 pin connector (J-1). Be sure to identify which connector is the J1 or J2 connector before
performing diagnostic tests.
The ECM makes decisions based on switch-type and sensor input signals and memory
information. Input signals to the ECM come from the control station, and the sensors on the
engine and engine support systems. The Engine ECM computes the data sent over the
CAN Data Link or the CAT Data Link.
The ECM input components are the crank and cam speed/timing sensors, the pressure sensors,
and the temperature sensors.
The ECM output components are the six injectors and the compression brake solenoids.
The Engine ECM responds to engine inputs by sending a signal to the appropriate output
component to initiate an appropriate action. For example, if the Engine ECM receives a high
coolant temperature signal, the Engine ECM interprets the input signal, evaluates the current
operating status, and derates the fuel supply under load, if necessary.
06/07
The Engine ECM receives three different types of input signals:

1. Switch input: Provides the signal line to battery, ground, or open.
2. PM input: Provides the signal line with a square wave of a specific frequency and a
varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage level pattern
signal, or a sine wave of varying level and frequency.
The Engine ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery voltage
(ON) or less than one Volt (OFF).
2. PM driver: Provides the output device with a square wave of fixed frequency and a
varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with pull-up
current for a specific duration and then decrease the level to hold-in current for a specific
duration of the on time. The initial higher amperage gives the actuator rapid response
and the decreased level is sufficient to hold the solenoid in the correct position. An
added benefit is an increase in the life of the solenoid.
The Engine ECM has built-in diagnostic capabilities. As the Engine ECM detects fault
conditions in the power train system, the ECM logs events in memory and diagnostic codes for
troubleshooting and displays them through Cat ET.
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.
06/07
28
If the engine requires timing calibration, a timing sensor (magnetic pickup) is installed in the
engine block at location (2) and connected to the timing calibration connector (1) located above
the Engine ECM.
The timing calibration is performed automatically with Cat ET. The desired engine speed is set
to 1100 rpm. This step is performed to avoid instability and ensures that no backlash is present
in the timing gears during the calibration process.
Timing calibration improves fuel injection accuracy by correcting for any slight tolerances
between the crankshaft, timing gears, and timing wheel.
Timing calibration is normally performed after the following procedures:
- ECM replacement
- Cam or crank sensor replacement
- Timing wheel replacement
06/07
29
30
The primary engine speed/timing sensor (crank) (1) is located at the bottom of the timing gear
cover. The primary engine speed/timing sensor sends a frequency signal to the Engine ECM on
contact J2-35 and contact J2-25 indicating crankshaft speed. The speed/timing sensors serve
four functions in the engine electronic control system:
1. Engine speed measurement

2. Engine timing measurement
3. TDC location and cylinder number identification
4. Reverse rotation protection
06/07
The secondary engine speed/timing sensor (cam) (2) is located at the rear of the timing gear
cover on the left side of the engine. The secondary engine speed/timing sensor sends a
frequency signal to the Engine ECM on contact J2-46 and contact J2-47 indicating camshaft
speed.
The speed/timing sensors are installed with a clearance between the sensor and the timing
wheel. This clearance is not adjustable.
The intake manifold pressure sensor/turbocharger outlet pressure sensor (3) is located at the
front of the engine on the left side of the cylinder head. The input data from the intake
manifold pressure sensor to the Engine ECM is used by the ECM to electronically control the
air fuel ratio. This feature allows very precise smoke control, which was not possible with
mechanically governed engines. The intake manifold pressure sensor also allows boost
pressure to be read using Cat ET. The intake manifold pressure sensor/turbocharger outlet
pressure sensor receives a +5 VDC signal from the Engine ECM on contact J2-72 and sends a
signal to the ECM on contact J2-15.
06/07
31
This illustration shows the location of the coolant temperature sensor (arrow) on the front of the
engine in the water temperature regulator housing. The coolant temperature sensor monitors
the temperature of the coolant in the system. The coolant sensor temperature information sent
to the Engine ECM is used for Warning Levels that are sent to the monitoring system.
The following diagnostic codes are logged when the engine coolant temperature sensor is
damaged or malfunctioning.
0110-3 - Engine coolant temperature sensor open/short to + Bat
0110-4 - Engine coolant temperature sensor short to ground
06/07
32
This illustration shows the start relay (1) and hood control relay (2). The start relay transfers
power to the starter when commanded by the Transmission/Chassis ECM.
The hood control relay transfers power to the hood motor to open and close the hood. The
hood control relay is activated by the hood lock switch in the cab.
06/07
HIGH COOLANT TEMPERATURE DERATE

120
100
80
% Derate
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
33
High Coolant Temperature Derate
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%.
06/07
34
The intake manifold air temperature sensor (arrow) is located on the left side of the engine.
The air temperature sensor provides air temperature data on contact J2-56 to the Engine ECM
to warn the operator of potentially damaging conditions. This sensor is also used for derating
the engine at high temperature, for engine shutdown at high temperature, and for use by the
monitoring system.
06/07
C15 ENGINE INTAKE MANIFOLD TEMPERATURE DERATE

21
18
15
12
% Derate
0
82 86 87 88 89 90 91 92 93
Intake Manifold Temperature C

35
Intake Manifold Air Temperature Sensor Derate
The intake manifold air temperature sensor measures the temperature of the air that is flowing
into the intake manifold. The sensor is used to initiate warning levels and engine derates.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 82° C (180° F), the Engine ECM will initiate a Level 1 Warning.
After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 86° C (187° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a
20% upper limit.
06/07
1 2
36
The atmospheric pressure sensor (1) is located on the left side of the engine. The Engine ECM
uses the sensor as a reference for air filter restriction, and derating the engine under certain
parameters. All pressure sensors in the system measure absolute pressure, and therefore,
require the atmospheric (barometric) pressure sensor to calculate gauge pressures. Calibration
can be accomplished using Cat ET or by turning on the key start switch without starting the
engine for five seconds.
The following diagnostic codes are logged when the atmospheric pressure sensor is damaged or
malfunctioning.
0274-3 - Atmospheric pressure sensor open/short to + Bat
0274-4 - Atmospheric pressure sensor short to ground

06/07
The engine oil pressure sensor (2) is located on the left side of the engine near the
Engine ECM (3). The oil pressure sensor monitors the pressure of the engine oil. The Engine
ECM will use the information supplied by the oil pressure sensor to output warning levels to
the monitoring system.
The following diagnostic codes are logged when the engine pressure sensor is damaged or
malfunctioning.
0100-3 - Engine oil pressure sensor open/short to + Bat
0100-4 - Engine oil pressure sensor short to ground

06/07
LOW OIL PRESSURE

180
160
140
120
100
kPa
80
60
40
20
0
0 500 1000 1500 2000 2500 3000 3500
rpm
kPa Shut down Level 3
kPa Warning Level 1
37
Low Oil Pressure Derate
This illustration shows a graph with the two different warning levels for low oil pressure.
When the oil pressure is below the blue line (154 kPa @ 1600 rpm) (22 psi @ 1600 rpm), the
monitoring system 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
monitoring system 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.
06/07
VIRTUAL EXHAUST TEMPERATURE DERATE
Engine Derate
Barometric Pressure Percentage
Inlet Manifold Temperature
Engine Speed
Fuel Injection Highest Derate Other Engine

Calibration Priority Derate
Selector Conditions
Engine ECM
38
Virtual Exhaust Temperature Derate
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.
06/07
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 to initiate a virtual exhaust temperature derate.
- No CID 168 01 FMI (low battery voltage to the Engine ECM) are 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 the high intake manifold
temperature. Correct any codes first. Also, make sure the aftercooler is unobstructed. For
additional information about troubleshooting, refer to the troubleshooting guide for the
particular engine that is being serviced.
06/07
1 2
39
The turbocharger inlet pressure sensor (1) is located in a tube between the air cleaner (2) and
the turbocharger (not shown). The Engine ECM uses the turbocharger inlet pressure sensor in
combination with the atmospheric pressure sensor to determine air filter restriction. The Engine
ECM provides the input signal to the monitor system, which informs the operator of the air
filter restriction.
The sensor receives a +5 VDC signal from the Engine ECM on contact J1-2 and sends a
pressure signal to the ECM on contact J1-15.
The following diagnostic codes are logged when the turbo inlet air pressure sensor is damaged
or malfunctioning.
1589-3 - Turbo inlet pressure sensor - turbo inlet air pressure sensor open/short to + Bat
1589-4 - Turbo inlet pressure sensor - turbo inlet air pressure sensor short to ground
06/07
AIR INLET RESTRICTION DERATE

16
14
12
10
% Derate
0
0 2 4 6 8 10 12 14 16
Air Restriction kPa Difference

40
Air Inlet Restriction Derate
The turbo inlet pressure sensor measures the restriction of the air inlet that is flowing to the
inlet of the compressor housing of the turbocharger. When the pressure difference between the
turbo inlet pressure sensor and the atmospheric sensor read a difference of 9.0 kPa, the
Engine ECM will derate the engine approximately 2%. The Engine ECM will then derate the
engine 2% more for every 1 kPa difference up to 10%.
Typically the atmospheric pressure sensor is 100 kPa at sea level. As the air restriction
increases, the difference will increase. The first derate will occur when the difference is
approximately (100 kPa minus 91 kPa = 9 kPa).
If the air inlet restriction is 92.5 kPa (a pressure that is between 7.5 kPa and 9 kPa) for 30
seconds, the Engine ECM will initiate a Level 1 Warning.
If the air restriction goes to the point that the turbo inlet pressure sensor sees a difference of
91.0 kPa (a pressure that is 9.0 kPa) for 30 seconds, then the Level 2 Warning will occur and
the engine will going into the air inlet restriction derate.
06/07
C15 ACERT ENGINE FUEL DELIVERY SYSTEM
Fuel Pressure
Regulator
Fuel Gallery
Primary Secondary
Fuel Filter/ Fuel Filter
Water Separator
Fuel
Transfer
Pump
Fuel Tank
41
Fuel System
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).
06/07
POWER DERATE
Highest Rated Torque Map
50% Derate
Derate
Power
100% Derate
Default Torque Map
Engine Speed
42
Power Derate
The illustration above defines the power derate in relation to the rated torque map and the
default torque map. The power derate is a percentage reduction from the rated power at a given
engine speed toward the default map at the same rpm.
Power is unchanged until the requested power exceeds the derated level. The maximum power
during a derate is calculated as:
Maximum Power Output = Rated Power - (Rated Power - Default Power) * Derate Percentage
For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torque
map with a 50% derate, the engine will produce 300 hp. If 250 hp was needed, then the
operator will not notice any change. If however, 400 hp was needed, there would be only 300
hp available due to derates.
300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)

06/07
43
The fuel transfer pump (arrow) is a gear pump that is located near the balancer at the front of
the engine and the rear of the machine. The fuel transfer pump is driven by the front gear train
through the Air To Air Aftercooler (ATAAC) pump. Fuel is drawn from the fuel tank through
the primary fuel filter and water separator by the fuel transfer pump and is sent to the secondary
fuel filter.
The fuel transfer pump is equipped with a check valve (not shown). The check valve allows
fuel to flow around the gears of the pump when the fuel system is primed. A relief valve (not
shown) is also installed in the fuel transfer pump. The relief valve limits the maximum fuel
pressure in the fuel system.
06/07
44
The primary fuel filter (arrow) is located on the left side of the engine. The primary filter
contains a water separator which removes water from the fuel. Water in a high pressure fuel
system can cause premature failure of the injector due to corrosion and lack of lubrication.
Water should be drained from the water separator daily, using the drain valve that is located at
the bottom of the filter.
06/07
1 45
2 3
46
The upper illustration shows the location of the secondary fuel filter (1) and base that is
equipped with manual priming pump.
The differential fuel pressure switch (2) is located in the top of the secondary fuel filter housing
on the left side of the engine. This switch indicates restriction in the fuel filter and provides
feedback to the Engine ECM through contact J2-65. A warning is also sent by the Engine
ECM to the Machine Monitor System.
The fuel pressure sensor (3) is used to monitor fuel pressure and receives a +5 VDC signal
from the Engine ECM on contact J2-72 and sends feedback to the ECM on contact J2-40.
06/07
The fuel temperature sensor (4) provides feedback to the Engine ECM on contact J2-62. The
Engine ECM uses the fuel temperature measurement data from the fuel temperature sensor to
disable the fuel filter restriction strategy if the fuel temperature goes below 30° C (86° F).
The following diagnostic codes are logged when the fuel pressure sensor is damaged or
malfunctioning.
0094-3 - Fuel pressure sensor - fuel pressure open/short to + Batt
0094-4 - Fuel pressure sensor - fuel pressure short to ground
The following diagnostic codes are logged when the fuel temperature sensor is damaged or
malfunctioning.
0174-3 - Fuel temperature sensor - fuel temperature open/short to + Batt
0174-4 - Fuel temperature sensor - fuel temperature short to ground
06/07
FUEL TEMPERATURE DERATE

30
25
20
% Derate
15
10
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 / Derat es
47
Fuel Temperature Derate
This illustration shows the graph for the warning and the derates map for the fuel temperature.
When the fuel temperature exceeds 90° C (194° F), the Engine ECM will activate a Level 1
Warning and log a 363-1 Event. If the fuel temperature increases to 91.0° (196° F) a Level 2
Warning will be initiated by the Engine ECM with a 363-2 Event. 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 may cause injector wear.

06/07
FUEL FILTER RESTRICTION DERATE

THE FUEL TEMP ABOVE 30 C (86 F)
AND PRESSURE ABOVE 110 kPa (15 psi)
60
50
40
% Derate
30
20
10
0
0 3 min 1 hr 2 hr 3 hr 4 hr 4hr 5 hr
1 sec
Time
48
High Fuel Filter Restriction Derate
When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 1 hour,
the Engine ECM will initiate a Level 1 Warning and log a 390-1 Event.
When the differential pressure switch recognizes 103 kPa (15 psi) across the filter for 4 hours,
the Engine ECM will initiate a Level 2 Warning and log a 390-2 Event. 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%.
This feature will be disabled when the fuel temperature is below 30° C (86° F).
06/07
49
2 3
50
The throttle position sensor (4) is mounted on the throttle pedal (1). The sensor receives a +8
VDC signal from the Engine ECM. When the throttle pedal is depressed, the position sensor
sends a change in the PWM signal to the Engine ECM indicating the throttle pedal position has
changed. The throttle position sensor provides engine speed control for the operator. At engine
start-up, the engine rpm is set to LOW IDLE for two seconds to allow an increase of oil
pressure before the engine is accelerated.
Also shown are the inter-axle interlock switch (2) and brake pedal (3).
06/07
A functional check of the throttle control system can be performed by connecting Cat ET and
monitoring the throttle position on the status screen as the throttle is moved slowly in both
directions. The status screen will show between 0 and 100% of throttle position. (This reading
should not be confused with the duty cycle percentage). Also a check of the Active Faults
screen will verify the status of the circuit. A failure of this circuit will allow the engine to run
at LOW IDLE only.
The following diagnostic codes are logged when the throttle position sensor is damaged or
malfunctioning.
0091-3 - Accelerator pedal - voltage above normal
0091-4 - Accelerator pedal - voltage below normal
Automatic Ether Start Control
The ether start control has changed with the introduction of the Tier 3 machines. The ether
system (if equipped) is now automatically controlled by the Engine ECM. There is no longer a
switch in the operator’s station. Ether control now utilizes one continuous shot instead of one
shot application.
The ECM energizes the ether solenoid in a continuous flow for a predetermined amount of time
that is based on the coolant temperature and the intake manifold air temperature.
The ether injection system is enabled when the following conditions are met:
- Engine speed is between 35 and 650 rpm.
- The colder of the coolant temperature or intake manifold air temperature must be below
0° C (32° F).
Also, the automatic ether start control has a post ether injection duration. After the engine
speed has reached 650 rpm, the post ether injection is activated. The Engine ECM uses the
coldest of the two temperatures to decide the length in time of injection. The following is a list
of duration time in seconds as a function of temperature:
• 0° C (32° F): 12 sec
• -10° C (14° F): 17 sec
• -20° C (-4° F): 22 sec
• -30° C (-22° F): 24 sec
• -40° C (-40° F): 26 sec
• -50° C (-58° F): 26 sec
06/07
Elevated Idle Speed Feature
The elevated idle speed feature allows the operator to maintain an engine speed that is between
the values of the low idle and high idle without the need for operator input. This feature allows
the engine to run at elevated idle for extended periods while an implement such as a water
pump is being operated.
The elevated idle speed can be set to any value between low idle and high idle, but the default
value is 1500 rpm. The elevated idle speed is set through the Configuration Window in Cat ET.
The elevated idle speed feature will be ON when all of the following conditions are met:
- The accelerator control is in the low idle position.
- The transmission is in NEUTRAL.
- The parking brake is ON.
The elevated idle speed feature will be OFF when any of the following conditions are met:
- The input from the accelerator control is greater than 11%.
- The transmission is not in NEUTRAL.
- The parking brake is OFF.
06/07
51
Engine Brake
The C15 ACERT™ is equipped with an engine compression brake (arrow). The machine uses
valve timing change to open the exhaust valves before TDC during the compression stroke to
produce negative engine torque. The value to the machine from using the compression brake is
reduced engine overspeeds, reduced brake oil temperatures, and extended brake component life.
The operator selects the retarding level by moving the engine brake selector switch in the cab.
The selector switch position is read by the Transmission/Chassis ECM and communicated over
the CAT Data Link to the Engine ECM.
The Engine ECM activates the engine brake when the following conditions are met.
- The engine brake selector switch is at low, medium, or high
- The engine speed is above 1000 rpm
- The desired engine speed is at low idle.
The engine brake will be deactivated when the engine speed is below 950 rpm and reactivated
if the engine speed rises above 1000 rpm.
The following cylinders are enabled when the selector switch is in the matching position.
Low (1 & 2)
Medium (1&2) (5 & 6)
High (1 & 2) (3 & 4) (5 & 6)
The ECM will disable injection to that cylinder while the engine brake is active.
06/07
52
This illustration shows the basic principle of engine compression brake retarding.
During normal engine operation without the engine brake enabled, the following actions occur:
1. Intake stroke: The intake valve opens and air is forced into the cylinder by boost
pressure from the turbocharger.
2. Compression stroke: Air is compressed by the engine piston. The energy required to
compress this air is produced by the vehicle's driving wheels.
3. Power stroke: When the piston passes over top dead center and begins the power
stroke, the energy is returned to the piston (and to the driving wheels). Essentially no
energy is absorbed and no net retarding work is done.
4. Exhaust stroke: Air is forced out through the exhaust.

06/07
When the engine compression brake is activated, the following actions occur:
1. Intake stroke: The intake valve opens and air is forced into the cylinder by boost
pressure from the turbocharger.
2. Compression stroke: Air is compressed to approximately 3450 kPa (500 psi) by the
engine piston. The energy required to compress this air is produced by the vehicle's
driving wheels. Near top dead center, the compression brake opens the exhaust valve,
venting the high pressure air and dissipating the stored energy through the exhaust
system.
3 Power stroke: Essentially no energy is returned to the piston (and to the driving
wheels). There is a loss of energy. This loss is how the retarding work is done.
4. Exhaust stroke: Air is forced out through the exhaust.

06/07
ENGINE BRAKE
DISABLED
Cylinder-1
Slave Master
Piston Piston
Cylinder- 2
Solenoid Valve
Injector
Rocker
Engine
Head
Pump
Cylinder
Pressure
Exhaust Injector
Cam Lobe Cam Lobe
53
This illustration shows the engine brake disabled. The solenoid valve is de-energized by the
Engine ECM. The pump draws oil from the engine sump and sends the oil to the solenoid
valve, where it is blocked. Oil behind the master piston or the slave piston in either cylinder
will flow through the solenoid valve and return to the engine oil sump.
06/07
ENGINE BRAKE
ENABLED AND BEFORE TDC
Cylinder-1
Slave Master
Piston Piston
Cylinder- 2
Solenoid Valve
Injector
Rocker
Engine
Head
Pump
Cylinder
Pressure
Exhaust Injector
Cam Lobe Cam Lobe
54
This illustration shows the engine brake enabled (the lever in the cab will be in either the high,
medium, or low position). When the ECM energizes the solenoid valve, the engine oil is
directed past the check valve to the master piston. As the injector rocker moves up, the master
piston moves up and increases the oil pressure. The increased oil pressure forces the slave
piston down. The slave piston begins to move the rocker arm against the exhaust valves.
06/07
ENGINE BRAKE
ENABLED AND PISTON AT TDC
Cylinder-1
Slave Master
Piston Piston
Cylinder-2
Solenoid Valve
Injector
Rocker
Engine
Head
Pump
Cylinder
Pressure
Exhaust Injector
Cam Lobe Cam Lobe
55
This illustration shows the piston at top dead center. As the slave piston pushes down the
exhaust rocker, the exhaust valves open allowing the fuel/air mixture to escape the cylinder
through the exhaust valves. This will eliminate any compression in the cylinder.
NOTE: When the exhaust valves open, the escaping mixture will give off an audible
response.
06/07
ENGINE BRAKE
ENABLED AND PISTON AFTER TDC
Cylinder-1
Slave Master
Piston Piston
Cylinder- 2
Solenoid Valve
Injector
Rocker
Engine
Head
Pump
Cylinder
Exhaust Injector
Cam Lobe Cam Lobe
56
This illustration shows the engine with the cam lobe after top dead center. The valve springs
force the exhaust valves closed and with less oil pressure acting on the slave piston, the injector
rocker rotates to the right. The oil pressure in the master cylinder chamber is decreased
allowing the oil in the slave cylinder to direct the oil back into the master cylinder.
06/07
57
58
COOLING FAN SYSTEM
The cooling fan system consists of two separate fan drive systems. The ATAAC fan circuit
cools the ATAAC at the front of the engine. The cooling fan circuit cools the engine coolant,
the air conditioning condenser, the output transfer gear oil cooler, and the cooling fan drive
circuit at the rear of the cab.
The cooling fan pump is a gear pump that supplies oil to the cooling fan motor. The fan
pump (1) on the 735 trucks is attached to the pump drive on top of the transmission. The fan
pump (2) on the 740 trucks is attached to the steering pump (3).
06/07
1 59
2
60
The fan motor (1) is located behind a panel at the rear of the tractor on the right side. The fan
motor is driven by the fan pump oil.
The fan solenoid (2) is located below the fan housing. The fan solenoid is controlled by the
Engine ECM. When the solenoid receives a signal from the ECM, the solenoid directs oil to
the bypass valve as necessary to control the fan speed.
Also located near the fan solenoid is a remote pressure tap fitting (3) that can be used to test
fan system pressure at the remote pressure tap location.
06/07
1
7
5
3
61
The cooling fan provides air circulation to the radiator (1), the output transfer gear oil
cooler (2), the air conditioning condenser (3), and the fan system oil cooler (4).
The bypass valve (5) directs oil flow from the fan motor and the fan solenoid to the tank.
Also visible in this illustration are the transmission breather (6) and the output transfer gear
breather (7). The breathers cannot be cleaned and must be replaced when required.
06/07
COOLING FAN HYDRAULIC SYSTEM
Steering
Pump Fan
Fan Pump Fan Pump
Motor Fan
(735)
Transmission
(740)
Solenoid
Bypass
Valve
Cooler
Steering and Fan

Hydraulic Tank
62
This illustration shows the fan system hydraulic circuit when the engine is cold.
The fan pump supplies oil to the fan motor and fan solenoid. Pump oil flow is proportional to
engine speed, which determines the rotational speed of the fan motor. The fan solenoid valve
diverts oil flow to the bypass valve, which decreases the fan speed when the engine is cold.
The solenoid valve restricts oil flow to the diverter valve as the temperatures increases, which
allows additional oil flow through the fan motor and the fan speed increases.
The Engine ECM monitors the engine air inlet temperature and the engine coolant temperature
and sends a corresponding signal to the fan solenoid. The fan solenoid valve is also used as a
relief valve to limit the maximum fan system oil pressure.
The bypass valve directs a certain amount of return oil through the oil cooler. The flow rate of
oil through the oil cooler is proportional to the oil temperature. The relief valve inside the
bypass valve protects the oil cooler from excessive pressure.
A check valve prevents fan motor cavitation when the engine is shut off and the fan motor
continues to rotate.
06/07
AIR TO AIR AFTERCOOLER

HYDRAULIC SCHEMATIC
Hydraulic Motor
Engine From
HMU
Makeup
Relief
ATAAC Fuel Valve
Valve
Pump Transfer
Pump
Hydraulic Tank
63
The 735 and 740 Articulated Dump Truck engines are equipped with an Air To Air Aftercooler.
The illustration above show the schematic for the ATAAC fan circuit. The ATAAC pump draws
oil from the hydraulic tank on the right side of the truck and directs the oil to the hydraulic
motor to rotate the fan. The hydraulic motor is part of the front radiator. The motor is
equipped with a makeup valve and a relief valve.
The makeup valve allows oil to recirculate tank oil through the motor when the engine is
shutdown or the speed is reduced drastically eliminating cavitation in the motor.
The relief valve is used to limit the pressure of the oil flowing through the motor. This relief
valve is also used to control the motor speed.
06/07
1
2
64
6
65
4 5
The upper illustration shows the ATAAC hydraulic gear pump (1). The pump is located on the
left side of the engine attached to the front cover. Also shown is the fuel transfer pump (2)
which is driven through the hydraulic pump.
The lower illustration shows the location of the hydraulic motor (3). The motor is located at
the front of the engine. Also shown are the makeup valve (4), the relief valve (5), and the
pressure tap (6).
06/07
735 / 740 POWER TRAIN

735 ECPC Transmission
- 6 Modulating Solenoid Valves
- 6 Hydraulic Clutches
- 8 Forward Speeds / 1 Reverse Speed
740 ICM Transmission

- 1 Upshift Solenoid / 1 Downshift Solenoid
- 7 Hydraulic Clutches
- 7 Forward Speeds / 2 Reverse Speeds
66
POWER TRAIN
The 735 Articulated Truck uses an Electronic Clutch Pressure Control (ECPC) Transmission.
Six ECPC solenoid valves control oil flow to the individual hydraulic clutches to provide eight
forwards speeds and one reverse speed. The Transmission/Chassis ECM receives input signals
from various switches and sensors, processes the signal information, and sends output signals to
the ECPC solenoid valves to control transmission shifting. The 735 transmission system is
similar to the ECPC transmission system used on the 725/730 Articulated Trucks.
The 740 Articulated Truck uses an Individual Clutch Modulation (ICM) power shift
transmission. An upshift solenoid and a downshift solenoid control oil flow to the transmission
rotary actuator, which shifts the transmission. The 740 ICM transmission has seven forward
speeds and two reverse speeds. The 740 transmission system is similar to the ICM transmission
system used on the "D" and "E" Series Off-highway Trucks.
The 735 and 740 output transfer gear and differential systems are similar and will be covered
together.
06/07
2
3
1
4 4
4
4
8 4
7 6 5
67
The power train system in the 735/740 Articulated Dump Trucks uses power that is developed
by the C15 engine to rotate the final drives in the axles. This illustration shows the power train
components on the 740 Articulated Dump Truck.
Power flow through the power train system starts at the engine (not shown). Power then flows
through the torque converter (1) into the planetary transmission (2). Power flows from the
transmission through a drive shaft to the output transfer gears (3). The transfer gears divide the
power flow to the front and rear axles. Power is transferred via the drive shafts (4) to the front
axle (5), center axle (6), and rear axle (7). The hitch bearing (8) supports the drives shafts
between the transfer gear and center axle.
Power flow though the power train is the same on the 735 Trucks.
06/07
68
The Transmission/Chassis ECM (arrow) is located on the right side of the cab. The ECM is an
A4-M1 processor and sends signals using the Cat Data Link and the CAN Data Link. The Cat
Data Link allows the Transmission/Chassis ECM to communicate with the Engine ECM, the
Messenger module (if equipped), and the service port. The Transmission/Chassis ECM uses the
CAN Data Link to communicate with the instrument cluster and the service port.
06/07
1
6
2 4
5 3
69
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
06/07
The top gear select button (6) is used to select the desired top speed. With the engine running
and the transmission control lever in the DRIVE position, pressing and holding the top gear
select button will ground the Transmission/Chassis ECM top drive gear switch. The gear
indicator will cycle through the available gears. When the top gear select button is released the
top drive gear is set. The monitoring system will show the gear position on the display panel.
When pressed, the gear hold switch (7), will ground the Transmission ECM gear hold switch.
The Transmission/Chassis ECM sends a signal to the transmission solenoids, which prevents
transmission shifting. This feature is used to limit the speed of the machine by not allowing the
transmission to shift above the gear selected.
The transmission control lever has six positions: FIRST, SECOND, THIRD, DRIVE,
NEUTRAL, and REVERSE. The transmission shift lever lock button (8) unlocks the
transmission shift lever when pressed. When the transmission control lever is in the DRIVE
position the transmission will automatically shift between SECOND and any higher speed that
is selected.
06/07
735 / 740 TRANSMISSION ELECTRONIC CONTROL SYSTEM DIFFERENCES

735 SPECIFIC COMPONENTS
INPUTS OUTPUTS
T/C Output Speed Sensor Transmission

Solenoids (6)
Transmission Oil Temp Sensor
Transmission Filter Bypass Switch
740 SPECIFIC COMPONENTS
INPUTS OUTPUTS
Upshift Solenoid
Actual Transmission Gear Switch
Downshift Solenoid
70
The 735 transmission electronic control system components and the 740 transmission electronic
control system components are similar.
This illustration shows the differences between the 735 ECPC transmission input and output
components and the 740 ICM transmission input and output components.
The 735 transmission electronic control system components and the 740 transmission electronic
control system components will be covered separately.
06/07
735 CHASSIS CONTROL MODULE SYSTEM DIAGRAM

15 20
10 25
X100
5 30
n/min
Messenger Module Cat Data Link 0 35

Instrument
Cluster
2.3 1F
( Opt ional SEA) 132.1
CAN Data Link OUTPUTS

INPUTS
Key Start Switch Transmission

Engine Speed Sensor
Solenoids (6)
T/C Temp Sensor
T/C Output Speed Sensor
Transmission Output Speed Sensor Retarder Lever
Transmission Output Speed Sensor Can Data Link T/C Lockup Clutch Solenoid
Transmission Oil Temp Sensor

Output Transfer Gear Hoist Raise Solenoid
Temp Sensor
Transmission Filter Bypass Switch
Hoist Lower Solenoid
Hoist Lever Position Sensor Output Transfer Gear
Filter Bypass Switch
Park Brake Solenoid
Shift Lever Position Sensor
Output Transfer Gear
Primary Steering Pressure Switch Pressure Switch Inter Axle Lock Solenoid
Park Brake Pressure Switch Low Brake Oil Differential Lock Solenoid
Pressure Switch
Service Brake Pressure Switch
Front Brake Start Relay
Cat Data Link Temperature Switch
Park Brake Switch Rear Brake Reverse Alarm / Lights Relay

Temperature Switch
Inter Axle Lock Switch
Fuel Level Sender Secondary Steering Relay
Cross Axle Lock Switch
Secondary Steering
Transmission Hold Switch Test Switch
Top Gear Limit Switch
Hydraulic Tank Filter Bypass Switch
Steer Tank Bypass Switch
R - Terminal
71
735 Transmission Electronic Control System
This illustration shows the 735 Articulated Dump Truck transmission/chassis electronic control
system input components and output components. Input signals are provided to the
Transmission/Chassis ECM from components in several machine systems. The ECM processes
the input information and directs corresponding signals to the output components that are
shown in the illustration. The Transmission/Chassis ECM shares signals with the Engine ECM,
the instrument cluster on the CAN Data Link, and the Messenger module (if equipped) over the
Cat Data Link.
The main purpose of the Transmission/Chassis ECM is to determine the desired transmission
gear and to 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
controls the torque converter lockup clutch and the differential lock.
The Transmission/Chassis ECM also controls all the hoist functions, the parking brake function,
and other functions as described later in this presentation.
06/07
1 3
2
7
9
5
72
This illustration shows the ECPC transmission components in the 735 truck.
The torque converter lockup clutch (1) is located at the top left side of the torque converter
housing. The Transmission/Chassis ECM energizes the lockup solenoid to engage the lockup
clutch in the torque converter. The Transmission/Chassis ECM must receive a valid signal from
one of the two transmission output speed sensors (2) and a signal from the engine output speed
sensor before the lockup solenoid is energized. A pressure tap (3) is located on the lockup up
clutch to check the lockup clutch pressure.
The transmission output speed (TOS) sensors send a signal to the Transmission/Chassis ECM
which indicates the output speed of the transmission. Based on the inputs from the TOS
sensors the ECM determines when the transmission needs to be shifted. A warning is displayed
on the instrument cluster when either of the output speed sensors fail. The ECM records a CID
0585 when TOS 1 fails. The ECM records a CID 0673 when TOS 2 fails.
The torque converter output speed sensor (4) sends an input to the Transmission/Chassis ECM.
The ECM uses the torque converter output speed sensor information to diagnose each of the
other speed sensors mounted on the transmission as well as to aid in the calibration of the
transmission clutches.
06/07
The filter bypass valve (5) is located on the left side of the transmission case. The oil filter
bypass valve allows oil to bypass the filter when the filter becomes plugged. A pressure
tap (6) is used to check the inlet pressure to the transmission filter.
The filter bypass switch (7) sends a signal to the Transmission/Chassis ECM when the
transmission filter becomes plugged. The ECM will illuminate an indicator in the cab when the
filter becomes plugged.
The transmission temperature sensor (8) sends and input to the Transmission/Chassis ECM
indicating transmission oil temperature. The ECM uses the input from the temperature sensor
to adjust the shift times of the transmission and provide smooth shifts regardless of oil
temperature.
The transmission modulating valve solenoids (9) receive a signal from the
Transmission/Chassis ECM to direct oil to the hydraulic clutches.
06/07
73
This illustration shows the engine speed sensor (arrow) location on the 735 trucks. The engine
speed sensor sends an input to the Transmission/Chassis ECM. The ECM uses the input from
the sensor to calibrate the transmission solenoids and to enable/disable the lockup clutch
solenoid. The ECM will log a CID 0190 when the engine speed sensor fails.
06/07
74
This illustration shows the location of the torque converter oil temperature sensor (arrow) on
the 735 trucks. The sensor is located on the right side of the engine, at the inlet of the
transmission cooler.
The temperature sensor sends a signal to the Transmission/Chassis ECM indicating torque
converter oil temperature. The ECM then sends a signal to the instrument cluster where a
gauge displays the temperature for the operator. The temperature can also be monitored in Cat
ET. The ECM will log a CID 0826 when the temperature sensor fails.
06/07
7 2
6
9
4 8
10
3 10
75
735 Transmission Hydraulic System
The transmission pump (not visible) is a gear pump that is driven by the torque converter and
located inside the transmission housing. The transmission pump supplies oil to the torque
converter lockup clutch valve, the main relief valve, and the modulating valves.
Oil from the transmission pump first flows through the transmission filter (not visible) which is
located inside the filter housing (1). The filter bypass valve (2) allows cold oil to bypass the
filter.
The main relief valve (3) regulates the supply pressure inside the transmission hydraulic
system. The relief valve is adjustable by turning the adjusting screw on the bottom of the
valve. Main relief pressure can be checked at the pressure tap (4) on the main relief valve.
The following pressure taps are located on the transmission:

- Transmission supply system pressure (5) - Transmission lube (9)
- Torque converter inlet pressure (6) - Transmission
modulating valves (10)
- Lockup clutch pressure (7)
- Torque converter outlet/cooler inlet pressure (8)
06/07
Lockup
Clutch
76
This illustration of the torque converter shows the internal components. The lockup clutch
allows the direct drive function and reduces power loss to a minimum.
Torque converter drive is available in the first gear, the second gear, and the reverse gear. The
lockup clutch provides direct drive once the transmission speed and the engine speed are
matched.
Direct drive is provided in all the higher gears. The lockup clutch is disengaged during
transmission shifts to allow a smooth transition between gears.
06/07
Lockup Piston Turbine Impeller

TORQUE CONVERTER
CONVERTER DRIVE
Stator Torque Converter
Inlet Oil
77
Torque Converter
Freewheel Lockup Oil Passage
Assembly
This sectional view shows a torque converter in CONVERTER DRIVE. The lockup clutch
(yellow piston and blue disks) 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.

TORQUE CONVERTER
DIRECT DRIVE
Inlet Oil
78
Torque Converter
Assembly
In DIRECT DRIVE, the lockup clutch is engaged by hydraulic pressure and locks the turbine to
the impeller. The housing, the impeller, the turbine, and the 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.
06/07
735 TRANSMISSION PLANETARY
1
5
2 6
7
8
79
The planetary transmission has eight forward speeds and one reverse speed. REVERSE and
NEUTRAL use only torque converter drive. At lower ground speeds, FIRST speed and
SECOND speed use torque converter drive. As the ground speed increases in FIRST speed or
in SECOND speed, the lockup clutch of the torque converter engages. This provides FIRST
speed or SECOND speed with direct drive.
The torque converter is always in direct drive for speeds THIRD through SIXTH, but there is a
short period of torque converter drive when the clutches engage in the planetary transmission.
This action provides smooth, automatic upshifting from THIRD through EIGHTH and smooth,
automatic downshifting from EIGHTH through THIRD.
The planetary transmission consists of two rotating clutches, four stationary clutches, and four
planetary units, which provides eight forward speeds and one reverse speed. The
No. 1 clutch (1) and the No. 2 clutch (2) are the rotating clutches. The planetary transmission
is bolted to the torque converter housing. The input shaft (3) is connected to the torque
converter output shaft. The output yoke (4) is bolted to the main drive shaft (not shown). The
main drive shaft connects the planetary transmission with the transfer gears and case.
06/07
The four stationary clutches are:
- Clutch No. 6 (5)
- Clutch No. 5 (6)
- Clutch No. 4 (7)
- Clutch No. 3 (8)

06/07
ENGAGEMENT OF TRANSMISSION CLUTCHES
Engaged Clutches in
Transmission Speed
the Transmission
NEUTRAL 6
REVERSE 3 and 6
FIRST speed 4 and 6
SECOND speed 1 and 6

THIRD speed 1 and 4
FOURTH speed 1 and 5
FIFTH speed 1 and 3
SIXTH speed 1 and 2
SEVENTH speed 2 and 3
EIGHTH speed 2 and 5
80
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.
06/07
735 TRANSMISSION HYDRAULIC SYSTEM

Temperature NEUTRAL
Sensor
T/C Lockup LUC

Bypass
Switch Solenoid
Torque
Pressure Converter
Tap Inlet Tap
Transmission Main Torque Converter

Pump Relief Outlet Relief
Tap Valve
Main
Screen Relief Cooler
Valve
Transmission
Torque Converter To Transmission
Sump
Inlet Relief Lubrication
Valve
1 2 3 4 5 6
Clutch
Modulating
Valves
81
The transmission pump pulls oil from the bottom of the transmission case through a magnetic
screen and sends the oil through the transmission oil filter to the lockup clutch valve, the
transmission main relief valve, and six clutch modulating valves.
The main relief valve regulates the transmission supply pressure inside the transmission
hydraulic system. Oil unseats the check ball and forces the spool to the right if the transmission
system pressure becomes greater than the spring force on the right of the spool. Excess oil will
flow to the transmission sump. The main relief valve is adjustable by turning the adjusting
screw on the right end of the valve.
The main relief valve also provides inlet oil to the torque converter. Oil seeps past the spool
and flows to the inlet of the torque converter. Torque converter inlet oil will unseat the torque
converter inlet relief valve and flow to the transmission sump if the torque converter inlet oil
pressure becomes to high. Torque converter outlet oil pressure is limited by the torque
converter outlet relief valve.
Oil from the outlet of the torque converter flows through the transmission cooler and to the
transmission for lubrication.
06/07
The clutch modulating valves control the engagement of the transmission clutches. The
solenoids are controlled by a pulse width modulated signal (PWM) from the
Transmission/Chassis ECM. Supply oil flows into the clutch modulating valves and through a
passage in the center of the spool. Oil then flows to the tank if the solenoid is not energized.
Oil flow is blocked by a ball and seat if the solenoid is energized. The spool will shift down
and the clutch will begin to fill. The signal from the Transmission/Chassis ECM determines
how long it takes to fill each clutch.
06/07
82
The transmission oil cooler (arrow) is located on the right side of the engine. Oil from the
torque converter flows through the oil cooler and is then used to lubricate the transmission.
06/07
TRANSMISSION MODULATING VALVE

NO COMMANDED SIGNAL
Test Port
Valve
Ball Orifice Spool Spring
Solenoid Pin Drain From

Orifice Pump
To To
Tank Clutch
83
In this illustration, the transmission modulating valve is shown with no current signal applied to
the solenoid. The Transmission/Chassis ECM controls the rate of oil flow through the
transmission modulating valves to the clutches by changing the signal current strength to the
solenoid. With no current signal applied to the solenoid, the transmission modulating valve is
DE-ENERGIZED and oil flow to the clutch is blocked. The transmission modulating valve is
located on the transmission control valve.
Pump oil flows into the valve body around the valve spool and into a drilled passage in the
center of the valve spool. The oil flows through the drilled passage and orifice to the left side
of the valve spool to a drain orifice. Since there is no force acting on the pin assembly to hold
the ball against the drain orifice, the oil flows through the spool and the drain orifice past the
ball to the tank.
The spring located on the right side of the spool in this view holds the valve spool to the left.
The valve spool opens the passage between the clutch passage and the tank passage and blocks
the passage between the clutch passage and the pump supply port. Oil flow to the clutch is
blocked. Oil from the clutch drains to the tank preventing clutch engagement.
06/07

COMMANDED SIGNAL BELOW MAXIMUM
Test Port
Valve
Ball Orifice Spool Spring

Orifice Pump
To To
Tank Clutch
84
In this illustration, the modulating valve is shown with a signal to the solenoid that is below the
maximum current. Clutch engagement begins when the Transmission/Chassis ECM sends an
initial current signal to ENERGIZE the solenoid. The amount of commanded current signal is
proportional to the desired pressure that is applied to the clutch during each stage of the
engagement and disengagement cycle.
The start of clutch engagement begins when the current signal to the solenoid creates a
magnetic field around the pin. The magnetic force moves the pin against the ball in proportion
to the strength of the current signal from the Transmission/Chassis ECM.
The position of the ball against the orifice begins to block the drain passage of the oil flow from
the left side of the valve spool to the tank. This partial restriction causes the pressure at the left
end of the valve spool to increase. The oil pressure moves the valve spool to the right against
the spring. As the pressure on the right side of the valve spool overrides the force of the spring,
the valve spool shifts to the right.
The valve spool movement starts to open a passage on the right end of the valve spool for pump
supply oil to fill the clutch. Oil also begins to fill the spring chamber on on the right end of the
spool.
06/07
In the initial clutch filling stage, the Transmission/Chassis ECM commands a high current pulse
to quickly move the valve spool to start filling the clutch. During this short period of time, the
clutch piston moves to remove the clearances between the clutch discs and plates to minimize
the amount of time required to fill the clutch. The ECM then reduces the current signal which
reduces the pressure setting of the proportional solenoid valve. The change in current signal
reduces the flow of oil to the clutch. The point where the clutch plates and discs start to touch
is called TOUCH-UP.
Once TOUCH-UP is obtained, the Transmission/Chassis ECM begins a controlled increase of

the current signal to start the MODULATION cycle. The increase in the current signal causes
the ball and pin to further restrict oil through the drain orifice to tank causing a controlled
movement of the spool to the right. The spool movement allows the pressure in the clutch to
increase.
During the MODULATION cycle, the valve spool working with the variable commanded
current signal from the Transmission/Chassis ECM acts as a variable pressure reducing valve.
The sequence of partial engagement is called desired slippage. The desired slippage is
controlled by the application program stored in the Transmission/Chassis ECM.
06/07

COMMANDED SIGNAL AT MAXIMUM
Test Port
Ball Orifice Valve

Spool Spring

Orifice Pump
To To
Tank Clutch
85
In this illustration, the modulating valve is shown with a maximum current signal commanded
to the solenoid. When the modulation cycle stops, the Transmission/Chassis ECM sends the
maximum specified current signal to fully engage the clutch.
The constant current signal pushes the pin firmly against the ball in the solenoid valve. The pin
force against the ball blocks more oil from flowing through the drain orifice. This restriction
causes an increase in pressure on the left side of the valve spool. The valve spool moves to the
right to allow pump flow to fully engage the clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional solenoid
valve spool. This pressure, along with the spring force on the right end of the spool, cause the
valve spool to move to the left until the forces on the right end and the left end of the valve
spool are balanced.
The valve spool movement to the left (balanced) position reduces the flow of oil to the engaged
clutch. The Transmission/Chassis ECM sends a constant maximum specified current signal to
the solenoid to maintain the desired clutch pressure.
06/07
The different maximum specified pressures for each clutch is caused by different maximum
current signals being sent by the Transmission/Chassis ECM to each individual modulating
valve. The different maximum signal causes a difference in the force pushing the pin against
the ball to block leakage through the drain orifice in each solenoid valve. The different rate of
leakage through the spool drain orifice provides different balance positions for the proportional
solenoid valve spool. Changing the valve spool position changes the flow of oil to the clutch
and the resulting maximum clutch pressure.
The operation of the proportional solenoid to control the engaging and releasing of clutches is
not a simple on and off cycle. The Transmission/Chassis ECM varies the strength of the
current signal through a programmed cycle to control movement of the valve spool.
The clutch pressures can be changed using Cat ET during the calibration procedure.
06/07
MAIN RELIEF VALVE
Main Relief Torque

Tap Converter
Inlet Tap
To Torque Converter
Ball
Adjusting
Screw
Slug
Torque Converter
Inlet Relief Valve
From
Pump
86
The transmission hydraulic control relief valve is used to regulate the pressure to the main
components in the transmission. The transmission hydraulic control relief valve also provides
oil to the torque converter.
Oil enters the relief valve at the supply port. The pressure of the oil unseats the ball and moves
the spool toward the right. Oil flows past the spool and to the inlet of the torque converter.
The torque converter relief valve controls the inlet oil pressue in the torque converter. As the
pressure of the oil to the torque converter rises, the torque converter inlet relief valve allows the
oil to escape to the transmission sump.
The adjustment screw alters the preload on the spring to adjust the relief pressure.
06/07
740 CHASSIS CONTROL MODULE SYSTEM DIAGRAM

15 20
10 25
X100
5 30
n/min
Cat Data Link 0 35

Instrument
Cluster
2.3 1F
Messenger Module 132.1
(Optional SEA)
CAN Data Link
INPUTS OUTPUTS
Engine Speed Sensor

Key Start Switch
Transmission Output Speed Sensor
Upshift Solenoid
Transmission Output Speed Sensor T/C Temp Sensor
Retarder Lever Downshift Solenoid
Actual Transmission Gear Switch
Can Data Link

T/C Lockup Clutch Solenoid
Hoist Lever Position Sensor Output Transfer Gear
Temp Sensor Hoist Raise Solenoid
Shift Lever Position Sensor Output Transfer Gear
Filter Bypass Switch Hoist Lower Solenoid
Primary Steering Pressure Switch Output Transfer Gear
Pressure Switch Park Brake Solenoid
Park Brake Pressure Switch
Service Brake Pressure Switch Low Brake Oil
Inter Axle Lock Solenoid
Pressure Switch
Cat Data Link Front Brake Differential Lock Solenoid
Temperature Switch
Park Brake Switch Rear Brake
Start Relay
Temperature Switch
Fuel Level Sender
Inter Axle Lock Switch Reverse Alarm / Lights Relay
Secondary Steering
Cross Axle Lock Switch Test Switch Secondary Steering Relay
Transmission Hold Switch

Top Gear Limit Switch
Hydraulic Tank Filter Bypass Switch
Steer Tank Bypass Switch
R - Terminal
87
740 Transmission Electronic Control System
This illustration shows the 740 Articulated Dump Truck transmission/chassis electronic control
system input components and output components. Input signals are provided to the
Transmission/Chassis ECM from components in several machine systems. The ECM processes
the input information and directs corresponding signals to the output components that are
shown in the illustration. The Transmission/Chassis ECM shares signals with the Engine ECM,
the instrument cluster on the CAN Data Link, and the Messenger module (if equipped) over the
Cat Data Link.
The main purpose of the Transmission/Chassis ECM is to determine the desired transmission
gear and to 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
controls the torque converter lockup clutch and the differential lock.
The Transmission/Chassis ECM also controls all the hoist functions, the parking brake function,
and other functions as described later in this presentation.
06/07
1 2 3
4
8 7
88
These illustrations show the 740 transmission components. The upshift solenoid (1), downshift
solenoid (2), and lockup clutch solenoid (3) are located below a cover (4) on the right side of
the transmission. The actual transmission gear switch (5), is accessed by removing a cover (6)
on the right side of the transmission. The transmission output speed sensors are located on the
transmission output shaft. One speed sensor (7) is visible and the other sensor is located below
the cover (8).
NOTE: The cover (4) is removed when the machine is shipped from the factory.
The upshift and downshift solenoids are outputs of the ECM. The upshift and downshift
solenoids control the oil flow that turns the rotary actuator, which shifts the transmission.
The torque converter lockup clutch solenoid directs oil flow to the torque converter lockup
clutch which locks the torque converter. The Transmission ECM must receive a valid signal
from one of the two transmission output speed sensors and a signal from the engine output
speed sensor before the lockup solenoid is energized.
The gear position switch is connected to the transmission rotary actuator. The switch is a
Hall-Effect type switch, which provides actual gear position input signals to the Transmission
ECM.
06/07
The transmission output speed sensors provide a frequency signal to the Transmission ECM
indicating transmission output shaft speed. The ECM uses transmission output speed sensor
information to shift the transmission.
06/07
1 Gnd Verify
2 Gear 5
A 3 Gear 4
4 + Batt
B 5
J Gear 3
6
C 7 Gear 2
I
8 Gear 1
H D 9
10 Ground
G
E
F
TRANSMISSION GEAR
POSITION SWITCH
10 9 8 7 6 4 3 2 1
89
The upshift or downshift solenoid is energized and the rotary actuator rotates until the
transmission gear position switch signals the Transmission/Chassis ECM that a new gear
position has been reached.
Five of the six wires in the sensor provide a code to the ECM. The code is unique for each
position of the transmission gear position sensor. Each transmission gear position will result in
two of the five wires sending a ground signal to the ECM. The other three wires will remain
open (ungrounded). The pair of grounded wires is unique for each gear position.
The sixth wire is known as the "ground verify" wire, which is normally grounded. The ground
verify wire is used by the ECM to verify that the transmission gear switch is connected to the
Transmission ECM. The ground verify wire allows the ECM to distinguish between the loss of
the transmission gear switch signals and a condition in which the transmission gear switch is
between gear detent positions.
06/07
90
This illustration shows the engine speed sensor (arrow) on the 740 trucks.
The engine speed sensor sends an input to the Transmission/Chassis ECM. The ECM uses the
input from the sensor to calibrate the transmission solenoids and to enable/disable the lockup
clutch solenoid. The ECM will log a CID 0190 when the engine speed sensor fails.
06/07
91
This illustration shows the location of the torque converter oil temperature sensor (arrow) on
the 740 trucks. The sensor is located on the right side of the engine, at the inlet of the
transmission cooler.
The temperature sensor sends s signal to the Transmission/Chassis ECM indicating torque
converter oil temperature. The ECM then sends a signal to the instrument cluster where a
gauge displays the temperature for the operator. The temperature can also be monitored in Cat
ET. The ECM will log a CID 0826 when the temperature sensor fails.
06/07
2
7
6
5
4
92
740 Transmission Hydraulic System

The transmission pump (1) is a gear pump that is driven by the torque converter via an idler
gear. The transmission pump is located on the top of the torque converter housing. The
transmission pump supplies oil through the transmission oil filter (2) to the hydraulic control
valve (bottom left illustration) on top of the transmission. The transmission oil filter is located
on the right side of the engine and contains a bypass relief valve and an S•O•S tap (3) in the
base of the oil filter.
Oil flows from the transmission oil filter to the transmission hydraulic control valve. The oil is
used to shift the transmission and fill the clutches. Some of the 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 oil for the torque converter.
The main components in the hydraulic control valve are the rotary actuator (4), pressure
control valve (5), and selector and pressure control valve (6). The transmission pressure relief
valve is part of the transmission hydraulic control valve. The relief valve limits the maximum
pressure in the transmission charging circuit.
Transmission clutch pressures are tested at the pressure taps on top of the hydraulic control
valve. The pressure taps can be accessed by removing a cover plate on top of the transmission.
06/07
The transmission oil cooler (7) is located on the right side of the engine. Oil from the torque
converter flows through the oil cooler and is then used to lubricate the transmission, the pump
drive group, and the accessory drive group.
06/07
4
2
1
10
7
5 6
8
93
Also located on the transmission hydraulic control valve is the lockup clutch modulating
valve (1). The top left illustration shows the hydraulic control valve with the lockup clutch
modulating valve removed.
The following pressure taps or plugs are located on the transmission:

- Transmission individual clutch pressures (2)
- Pilot pressure (3)
- Lockup clutch pressure (4)
- Lockup clutch pilot pressure (5)
- Main relief pressure (6)
- Upshift solenoid pressure (7)
- Downshift solenoid pressure (8)
- Lube pressure (9)
- Inlet relief valve pressure (10) - remove line and and install tap
06/07
1 2
3 740 TORQUE CONVERTER
7
5 4
8 6
94
This illustration of the torque converter shows the following internal components:
- Housing (1) - One-way clutch (5)
- Turbine (2) - Impeller (6)
- Stator (3) - Hub (7)
- Shaft (4)
The lockup clutch (8) allows the direct drive function and reduces power loss to a minimum.
Torque converter drive is available in first gear and reverse gear. The lockup clutch provides
direct drive once the transmission speed and the engine speed are matched.
Direct drive is provided in all the higher gears. The lockup clutch is disengaged during
transmission shifts to allow a smooth transition between gears.
06/07

TORQUE CONVERTER
CONVERTER DRIVE
Inlet Oil
95
Torque Converter
Assembly
This sectional view shows a torque converter in CONVERTER DRIVE. The lockup clutch
(yellow piston and blue disks) 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.

TORQUE CONVERTER
DIRECT DRIVE
Inlet Oil
96
Torque Converter
Assembly
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.
06/07
740 TRANSMISSION PLANETARY

8 9
5 6 1 2 7
4
3
97
The planetary transmission has seven forward speeds and two reverse speeds. REVERSE and
NEUTRAL use only torque converter drive. At lower ground speeds, FIRST speed uses torque
converter drive. As the ground speed increases in FIRST speed, the lockup clutch of the torque
converter engages. This provides FIRST speed with direct drive.
The torque converter is always in direct drive for speeds SECOND through SEVENTH, but
there is a short period of torque converter drive when the clutches engage in the planetary
transmission. This provides smooth, automatic upshifting from SECOND through SEVENTH
and smooth, automatic downshifting from SEVENTH through SECOND.
The planetary transmission consists of two rotating clutches, five stationary clutches, and five
planetary units, which provides eight forward speeds and two reverse speeds. The
No. 3 clutch (1) and the No. 4 clutch (2) are the rotating clutches. The planetary transmission
is bolted to the torque converter housing. The input shaft (3) is connected to the torque
converter output shaft. The output yoke (4) is bolted to the main drive shaft (not shown). The
main drive shaft connects the planetary transmission with the transfer gears and case.
06/07
The five stationary clutches are:
- Clutch No. 1 (5)
- Clutch No. 2 (6)
- Clutch No. 5 (7)
- Clutch No. 6 (8)
- Clutch No. 7 (9)

06/07
ENGAGEMENT OF TRANSMISSION CLUTCHES
Engaged Clutches in
Transmission Speed
the Transmission
NEUTRAL 1
FIRST REVERSE speed 1 and 7
SECOND REVERSE speed 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
98
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.
06/07
99
The 740 trucks now have a modified transmission arrangement, which provides a second
reverse gear to enhance performance when operating in long rear hauling applications typical of
larger machines. The additional (second reverse) gear provides a 10% increase in rimpull over
first reverse gear. Additional rimpull provides better traction on wet or steep grades and in
slippery terrain.
To select 1st gear reverse, move the transmission lever to reverse (1). To upshift from first gear
reverse to second gear reverse, press the transmission hold switch (2). When ground speed is
approximately 8 km/h (5 mph) the transmission will automatically upshift. If ground speed
decreases to the shift point rpm, the transmission will automatically downshift to first gear
reverse. The transmission hold switch must be pressed every time if second gear reverse is
required.
06/07
TRANSMISSION HYDRAULIC SYSTEM

NEUTRAL
Downshift Upshift 3
Pressure Pressure
A
Downshift Upshift
Solenoid Solenoid
Oil Rotary
Filter Actuator
1 E
Pump 5
B
Pressure
Neutralizer
Valve
Pilot Oil Priority 2 F

Rotary
Reduction
Pressure Selector 4
Valve
Spool C
Transmission
Pump
G
6
Relief D
Valve
H
Lockup Clutch
Valve From 7
Lockup Clutch
Selector Valve Valve Solenoid Pressure Control
To Group
Torque Converter Group
Inlet
Torque Converter
Inlet Relief Valve
100
This schematic shows the conditions in the system with the engine running and the transmission
in NEUTRAL. The priority reduction valve has two functions: First, it controls the pressure of
the pilot oil (orange) that is used to initiate clutch engagement; second, 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. Excess pump oil is directed to the torque converter and the pressure is
maintained by the torque converter inlet relief valve.
06/07
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.
From the transmission pump, oil flows through the filter 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 differential case by the
transmission scavenge section of the transmission pump.
06/07

DOWNSHIFTING TO NEUTRAL
Downshift Upshift
Solenoid Solenoid
Drain Shuttle
Passage Valve
5 6
4 7 Shuttle
3 Valve
2
1
R N
1 R 2
Rotary
From Actuator
Pump Rotary Stationary Drain
Vane Vane Passage
101
The rotary actuator is controlled by the downshift solenoid and the upshift solenoid.
Pressurized oil from either solenoid flows into the chamber of the rotary actuator. The
pressurized oil will push against the stationary vane and rotary vane. The pressurized oil will
cause the rotary valve to rotate one direction or the other. The rotary vane is mechanically
connected to the rotary selector spool. The rotary vane turns the rotary selector spool whenever
the rotary vane moves.
The downshift solenoid is energized during a downshift. Pressurized oil flows from the
downshift solenoid to the rotary actuator. The pressurized oil pushes the shuttle valve to the
left. The ball inside the shuttle valve is pushed open by pressurized oil once the shuttle valve
has moved all the way to the left. The shuttle valve blocks the drain passage and pressurized
oil now fills the rotary actuator and begins to move the rotary vane counterclockwise. As the
rotary vane moves counterclockwise, it forces oil out the opposite side of the rotary actuator.
This oil forces the other shuttle valve to the right. A passage is open to drain when the shuttle
valve has moved all the way to the right. Oil on the right side of the rotary vane is open to
drain and the rotary vane begins to move counterclockwise.
06/07
SELECTOR VALVE GROUP

NEUTRAL
Pilot Oil Priority Neutralizer

Pressure Reduction Valve Rotary
Valve Selector
Spool
Relief
Valve
To
Torque Converter Selector Valve
Inlet Group
Torque Converter
Inlet
Relief Valve
102
As pressurized oil enters the selector valve it flows upward past the priority reduction valve and
charges the pilot circuit. When the pilot circuit reaches the proper pressure, oil opens the check
valve at the top of the priority reduction valve. Oil fills the cavity above the priority reduction
valve and forces the valve downward against the force of the spring which blocks the flow of
oil to the pilot circuit. This valve will meter open and closed to maintain the pressure in the
pilot circuit.
As the neutralizer valve moves downward, pilot oil is able to flow through an orifice in the
neutralizer valve to the chamber above the neutralizer valve. The neutralizer valve will now be
held open by the pilot oil until the machine is turned off.
Once the neutralizer valve has shifted downward, a passage is open for the pilot oil to flow to
the rotary selector spool. The rotary selector spool directs pilot oil to the appropriate clutch
station to initiate a shift. The upper end of the rotary selector spool is attached to the rotary
actuator and the transmission gear position switch. The Transmission/Chassis ECM uses the
transmission gear position switch to determine which gear the transmission is in.
06/07
There is a cam and spring assemble connected to the lower end of the rotary selector spool.
The cam and springs provide detent positions in order to hold the spool in each selected speed
position.
The relief valve controls the maximum pressure in the transmission hydraulic system. Oil
flows through an orifice in the relief. This opens a poppet valve. Oil fills the chamber between
the poppet and the slug. As the pressure increases, the oil moves the relief valve upward
against the force of the spring. When the pressure of the oil reaches the relief pressure, the
relief valve allows oil to flow out to the torque converter.
The torque converter inlet relief valve controls the maximum oil pressure that is going into the
torque converter. The torque converter inlet relief valve will open if the inlet pressure of the
torque converter oil reaches the relief setting of the inlet relief valve. The oil that is bypassed
by the inlet relief valve will flow to the transmission case reservoir.
06/07
PRESSURE CONTROL VALVE

NEUTRAL
From
Selector
Spool 3
E
1
5
B
F
2
4

H
From
Lockup Clutch 7
From Solenoid
Transmission Charging
Pump
103
This illustration shows the pressure control group which is located above the selector valve
group.
The pressure control group is made up of seven modulating reducing valves, one reducing valve
for each clutch. The reducing valves are referred to as "valve stations."
Each valve station controls the primary pressure, modulation of engagement time, maximum
pressure and release "decay time" for a particular clutch. Each valve station is identified by a
letter stamped on the control valve cover (A, B, C, E, F, G, and H).
Notice that each station letter corresponds with the number of the clutch that is controlled by
that valve station. For example, the A station controls clutch No. 3, the B station controls
clutch No. 1, and the C station controls the clutch No. 2.
NOTE: The D station controls the lockup clutch.
06/07
VALVE STATION
Ball CLUTCH RELEASED
Slug Check Valve Load Selector
Piston Piston
Pilot Oil
Passage
Plug
Return
Spring Decay Orifice
(Optional)
Drain
Drain Load Load
Piston Piston
Orifice Plug
Modulation Clutch To Clutch
Reduction Supply Clutch Pressure
Valve Rail Tap
104
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 six stations.
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.
06/07
VALVE STATION
Ball CLUTCH FILLING
Slug Check Valve Load Selector
Piston Piston
Pilot Oil
Passage
Plug
Return
Spring Decay Orifice
(Optional)
Drain Drain Load Load

Piston Piston
Orifice Plug

Valve Rail Tap
105
To begin a clutch shift, the rotary selector spool directs pilot oil to the appropriate clutch
stations. Valve movement is initiated when pilot oil from the rotary selector spool moves the
selector piston to the left. The selector piston and load piston move together. 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 modulation reduction valve spool to the left
against the force of the return spring. This movement opens the supply passage and permits
pressurized oil to flow to the clutch. As the clutch fills, pressurized oil opens the ball check
valve and fills the slug chamber at the left end of the modulation 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.
06/07
After the clutch fills, the pressure in the clutch, in the slug chamber, and in the passage to the
load piston orifice starts to increase.
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.
06/07
VALVE STATION
CLUTCH ENGAGED
Ball
Slug Check Valve
Load Selector
Piston Piston
Pilot Oil
Passage
Plug
Return
Spring
Decay Orifice
(Optional)
Drain Load Load
Drain
Piston Piston
Orifice Plug
Valve Rail Tap
106
At the end of the modulation cycle, the modulation reduction valve controls clutch pressure,
which will be lower than the pump charging 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.
06/07
VALVE STATION
CLUTCH DECAY
Slug Ball Check Valve
Load Selector
Piston Piston
Pilot Oil
Passage
Plug
Return
Decay Orifice
Spring
(optional)
Drain Drain Load Load

Piston Piston
Orifice Plug
Modulation Clutch To Clutch Clutch
Reduction Supply Pressure Tap
Valve Rail
107
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.
06/07
Clutch SHIFT CYCLE

Pressure
(psi)
Transmission Converter
Clutch Slip Clutch Slip
400
Transmission Clutch
Final Pressure
300
200
Clutch 1 Lockup Clutch
Primary Pressure Final Pressure
100
Lockup Clutch Primary Pressure
Lockup Clutch Fill Pressure and Time
0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 Time
Clutch 1 (second)
Fill Pressure
And Time
Clutch 2 Clutch 1 Clutch 6 Lockup Clutch
108
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.
06/07
CLUTCH FILL AND MODULATION PROBLEMS

Clutch
Pressure Clutch
Maximum Pressure
High Primary Pressure
Harsh Shift
Final Clutch
Initial Clutch
Engagement
Engagement
(Primary Pressure) Slow Modulation
Excessive Slip
Short Fill
Low Primary Pressure
Excessive Slip
Time
Long Fill
High Primary Low Primary Slow
Normal
Pressure Pressure Modulation
109
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.
06/07
1
3
110
Differential System
The output transfer gear (1) is used to divide the torque between the front and rear axles. The
output transfer gear contains an inter-axle differential and transfer gears.
The cross axle differential solenoid (2) will engage the cross axle differentials when energized.
The interaxle differential solenoid (3) will engage the interaxle differential when energized.
A relief valve (4) protects the differential lock system from high pressures.
The yoke assembly (5) provides output drive torque to the front axle. The drive for the rear
axles is not shown.
06/07
111
The interaxle differential (arrow) divides the torque between the tractor and the trailer. 40% of
the torque is directed to the front axle and 60% of the torque is directed to the rear axles.
06/07
112
2
113
Power flow through the interaxle differential starts at the input shaft (1). The input shaft (1) is
splined to the interaxle case (2). The planet carriers (3) are pinned to the interaxle differential
case (2).
06/07
114
115
The planet gears (4) will spin clockwise as the planet carrier (3) drives the planet gears. The
sun gear (5) will spin counterclockwise. The sun gear (5) is splined to a shaft which directs
torque to the front axle.
The planet gears (6) will spin clockwise as the planet carrier (3) drives the planet gears. The
sun gear (7) will spin counterclockwise. The sun gear (7) is splined to a shaft which directs
torque to the rear axles.
06/07
116
The yellow gears (1) transmit the torque to the front axle. The blue gears (2) transmit torque to
the rear axles.
06/07
117
A differential lockup clutch is used to lock up the inter-axle differential when ground conditions
are poor. When the interaxle differential lockup solenoid is energized, the solenoid directs oil
to the inter-axle differential piston through the port (1). The piston pushes against the plates (2)
and locks the differential. As a result, the front and rear drive shafts and the differential rotate
as one unit. In this condition, torque to the front and rear axles is equal. When the differential
lock switch in the cab is released, the differential lockup solenoid is de-energized. The
differential will unlock. The oil released from the plates is directed to the transmission sump.
When the differential unlocks, the front and rear wheels can turn at different speeds.
06/07
1
2 3
6
4
7
118
119
8
9 10
The solenoid and relief valve (1) controls the lubrication oil for the output transfer gears. The
valve is located on the left side of the machine and is attached directly to the output transfer
gear box.
The following is a list of the components in the upper illustration.
- Cross-axle solenoid valve (2)

- Inter-axle solenoid valve (3)
- Diverter Valve (4)
06/07
- Plug to remove the orifice (5)

- Oil supply hose (6)
- Hose to control activation of the cross-axle clutches (7)
The following is a list of the components in the lower illustration

- Orifice (8)
- Relief valve (9)
- Hose to the remote test port panel (10)
NOTE: The test port for the differential pressure tap is in the top row on the far right
looking at the remote diagnostic test port panel.
06/07
2
3
4 1
120
The output transfer gear oil filter (1) is located behind the cover on the left rear of the frame.
The oil filter base is equipped with a differential pressure switch (2) and a pressure switch (3).
The differential pressure switch sends a signal to the Transmission/Chassis ECM that the filter
is restricted. The differential pressure switch will open if the pressure in the filter becomes to
high. The Transmission/Chassis ECM will send a signal to the monitoring system which turns
on the machine filter warning lamp.
The pressure switch is also an input to the Transmission/Chassis ECM. The pressure switch is
located in the output transfer gear filter housing. The ECM determines if the pressure for the
output transfer gear is low. When the oil pressure to the differential locks is low, the switch
opens. The OTG low-pressure alarm is de-activated when the OTG pressure is reported to be
above 113 kPa (16 psi)
The OTG low pressure alarm is activated when the all of the following are true:
OTG Pressure is low, below 70 +/- 20 kPa (10 +/- 3 psi)
OTG Temperature is normal, above 38° C (100° F)
Engine speed is greater than 1500 rpm
Also shown is the S•O•S tap (4) for the output transfer gear oil and the remote test tap
panel (5).
NOTE: Not all remote pressure taps may be connected.

06/07
121
The OTG temperature sensor (1) is located between the output transfer gear and the
transmission behind the hoist control valve (2). The temperature sensor sends an input to the
Transmission/Chassis ECM monitoring the oil temperature being drawn from the output
transfer gear sump.
The following is a list of the diagnostic codes for the OTG temperature sensor.
CID2707-FMI 03 Voltage above normal
CID2707-FMI 05 Current above normal
CID2707-FMI 06 Current below normal
The Operator will be alerted with a level 2S warning if the temperature reaches
108º C (226° F). The temperature is also an input into activation of the OTG oil pressure
warning.
With the engine running and the temperature reaches 108º C a level 2S warning will be logged.
When the temperature has lowered to 100º C, the warning will be cleared .
The OTG oil temperature status will be indicated as LOW until the sensor reports a temperature
equal to or greater than 38 ± 3º C (100 ± 0.5° F). The OTG oil temperature status is then set to
normal. If the OTG oil temperature subsequently lowers below 27º C (80° F), the status will be
indicated as Low.
06/07
DIFFERENTIAL
Cross-axle Inter-axle LOCK SYSTEM
Solenoid Solenoid
INTER-AXLE OFF
Differential Lock
Control Valve
Remote
Pressure Tap
Diverter
Valve Oil Cooler
Pressure
Switch
Relief Filter
Valve
Orifice Differential
Output Transfer Pressure Transfer
Pressure Switch Gears
Gear Sump
Tap
Gear Temperature
Pump Sensor
Front Center Rear

Axle Axle Axle
122
When the inter-axle differential lock switch (located in the cab on the left side of the seat) is not
activated, the inter-axle solenoid is de-energized. Supply oil is blocked at the inter-axle
solenoid valve. The inter-axle differential lock clutch is released.
06/07
DIFFERENTIAL
Solenoid Solenoid
INTER-AXLE ON
Differential Lock
Control Valve
Remote
Pressure Tap
Diverter
Valve Oil Cooler
Pressure
Switch
Relief Filter
Valve
Gear Sump
Tap
Gear Temperature
Pump Sensor
Front Center Rear

Axle Axle Axle
123
When the operator depresses the inter-axle differential lock switch, the inter-axle solenoid is
energized. Supply oil travels across the inter-axle solenoid valve and shifts the diverter valve
downward, blocking flow through the diverter valve. Supply oil then flows to the inter-axle
differential lock and engages the clutch. When the clutch is fully engaged, excess oil is then
metered through the orifice and flows back to the output transfer gear for lubrication.
NOTE: Engaging the interaxle differential lock neutralizes the differential effect
between the front and rear axles.
06/07
DIFFERENTIAL
Solenoid Solenoid INTER-AXLE AND CROSS-AXLE ON
Differential Lock
Control Valve
Remote
Pressure Tap
Diverter
Valve Oil Cooler
Pressure
Switch
Relief Filter
Valve
Gear Sump
Tap
Gear Temperature
Pump Sensor
Front Center Rear

Axle Axle Axle
124
Oil flow from the previous slide shows the oil flow through the inter-axle solenoid valve and
blocked at the cross-axle solenoid valve. When the inter-axle solenoid valve is energized and
the operator depresses the cross-axle switch (in the cab on the dash), the cross-axle solenoid is
energized and the valve is shifted upward. The oil is directed to the front axle, the center axle,
and the rear axle differentials. The three axles are driving the six wheels at the same time.
NOTE: The circuit allows the axle differential locks to be engaged only when the inter-
axle solenoid valve has already been engaged.
When the ground speed exceeds 16 km/h (10 mph), the cross-axle solenoid will be de-energized
by the Transmission/Chassis ECM. This will not be canceled until the machine speeds drop
below 10 km/h (6 mph) and the differential lock switch (in the cab) is moved to the OFF
position. While the ECM automatically kicks out the cross-axle lock, the system does not
automatically restore the cross-axle until the operator’s command matches the kicked out value.
06/07
2
3
125
STEERING SYSTEM
The 735/740 trucks use a load sensing, pressure compensated steering system. 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.
These illustrations show some of the main components in the steering system:
- HMU (1)
- Steering cylinders (2)
- Steering and fan hydraulic tank (3)

06/07
1
126
127
The steering pump is a variable displacement piston pump and is located under the cab on the
right side of the machine. The top illustration shows the steering pump (1) on the 735 truck
and the bottom illustration shows the steering pump (2) on the 740 truck.
The pump control valve (3) contains a flow compensator spool and and a pressure compensator
spool.
06/07
3
128
1
5
6
129
The hydraulic tank (1) is located on the right side of the machine near the cab. The hydraulic
tank holds oil for the steering and fan hydraulic systems.
The hydraulic tank contains a return filter that is accessed by removing a cover (2). Also
located on the top of the tank is the tank breather (3) and fill cap (4). The oil level sight gauge
(not visible) is located on the right side of the machine in front of the right tire.
The bottom illustration shows the steering check and combiner valve (5), which is mounted to
the left side of the steering and fan hydraulic tank. The steering check and combiner valve
includes two check valves that block oil flow from the primary steering pump into the
secondary steering pump circuit and also block oil flow from the secondary steering pump into
the primary steering pump circuit.
06/07
A pressure switch (6) on the steering check and combiner valve is used to monitor the status of
the primary steering system pressure. When primary steering pressure is too low, the pressure
switch sends a signal to the Transmission/Chassis ECM. The Transmission/Chassis ECM will
activate the secondary steering relay, which activates the secondary steering pump.
06/07
130
The Hand Metering Unit (HMU) (arrow) is mounted to the front of the cab.
The metering unit meters oil from the steering pump to the steering cylinders. The volume of
oil that is metered to the steering cylinders depends on the rotational speed of the steering
wheel.
The metering unit contains two crossover relief valves to dampen the shock on the steering
cylinders. The crossover relief valves are not adjustable.
06/07
131
The steering cylinders are located at the oscillating hitch between the front and rear frames.
This illustration shows the right steering cylinder (arrow). The head end of the cylinder is
connected to the truck and the rod end of the cylinder is connected to the trailer.
06/07
STEERING SYSTEM
HOLD
Steering Pressure Tractor

Switch
Margin
Spool Steering
Steering Combiner Cylinders
Manifold Crossover
Relief Valves Trailer
HMU Steering Pump
Secondary
Cutoff
Steering
Spool
Pump
Transmission
Pump
Drive
Steering
Pump
Steering And Fan Hydraulic Tank
132
This illustration shows the steering hydraulic system in the HOLD position.
Oil from the steering pump flows through the check valve in the steering check and combiner
valve and to the HMU. A second check valve in the steering check and combiner valve blocks
oil from flowing to the secondary steering pump.
In the HOLD position, the spool in the HMU blocks the steering pump oil from flowing to the
steering cylinders.
Steering supply oil also flows into a steering signal network through an orifice and the load
sense check valve. Oil flows to the HMU and the margin spool in the pump control valve.
Signal oil plus the force of the margin spring will determine the pump output.
Signal oil is continually metered through the HMU to the tank in the HOLD position. Steering
signal network oil is metered to the tank to keep the pump slightly upstroked in the low
pressure standby condition. The slightly upstroked pump ensures a rapid response to a steering
input.
Signal oil from the HMU flows back to the hydraulic tank through the tank return check valve.
The tank return check valve maintains a slight back pressure in the signal network.
Maintaining the back pressure will ensure a rapid response from the HMU to a steering input.
06/07
STEERING SYSTEM
RIGHT TURN
Steering Pressure
Switch
Steering
Cylinders
Steering Combiner
Manifold Crossover
Relief Valves
Flow HMU Steering Pump

Compensator
Spool
Secondary
Cutoff Steering
Spool Pump
Transmission
Pump
Drive
Steering
Pump
M
Steering and Fan Hydraulic Tank
133
This schematic shows the steering system in a RIGHT TURN position.
The steering pump supplies oil to the HMU. The gerotor pump in the HMU rotates with the
steering wheel as the operator makes a turn. The gerotor pump transfers oil to the steering
cylinders as the pump rotates. Return oil flows from the steering cylinders to the hydraulic
tank.
The HMU has an internal crossover valve and an internal check valve for each steering
cylinder. The crossover valves and check valves will direct oil from one side of the steering
circuit to the other in the event of a pressure spike.
Load sensing pressure is transmitted to the load sensing line through an orifice in the
directional spool of the HMU. The load sensing pressure is proportional to the rotational speed
of the steering wheel and the resistance to turn the machine. The load sensing pressure causes
the output of the piston pump to increase to match the requirements of the steering system.
06/07
134
Secondary Steering System
The secondary steering pump (1) is located on the right side of the machine next to the engine
and is driven by an electric motor (2).
The secondary steering system has three states:
- OFF
- Armed
- ON
The secondary steering system will be OFF after the machine is powered up. The
Transmission/Chassis ECM will arm the secondary steering system whenever engine speed is
over 500 rpm or machine speed is over 8 km/h (5 mph). The Transmission/Chassis ECM will
activate the secondary steering relay, which turns on the pump, only after the system is armed
and the ECM has detected the loss of primary steering pressure.
The Transmission/Chassis ECM will log a level 3 event and turn on the secondary steering
system if the primary steering pressure falls below 700 kPa (100 psi).
06/07
STEERING SYSTEM
SECONDARY STEERING - HOLD

Switch
Margin
Spool Steering
Manifold Crossover
HMU Steering Pump
Secondary
Cutoff
Steering
Spool
Pump
Transmission
Pump
Drive
Steering
Pump
Steering And Fan Hydraulic Tank
135
The secondary steering electric drive pump supplies oil to the HMU in the event of a loss in
primary steering pressure.
Oil flows from the secondary steering pump through a directional control valve in the pump
and a check valve in the steering check and combiner valve to the HMU. A second check valve
in the steering check and combiner valve blocks oil from flowing to the primary steering pump.
In the HOLD position, the spool in the HMU blocks the secondary steering pump oil from
flowing to the steering cylinders.
06/07
STEERING SYSTEM
RIGHT TURN USING SECONDARY STEERING
Steering Pressure
Switch
Steering
Cylinders
Steering Combiner
Manifold Crossover
Relief Valves
Flow HMU Steering Pump

Compensator
Spool
Secondary
Cutoff Steering
Spool Pump
Transmission
Pump
Drive
Steering
Pump
136
This illustration shows the steering system in a right turn position with the secondary steering
pump activated.
The gerotor pump in the HMU transfers secondary supply oil to the steering cylinders as the
steering wheel is rotated.
Load sensing pressure is transmitted to the load sensing line through an orifice in the
directional spool of the HMU. The load sensing pressure is proportional to the rotational speed
of the steering wheel and the resistance to turn the machine. As the pressure in the load sense
line increases, the directional control valve in the secondary steering pump will shift to the left
and direct pump flow to tank.
The secondary steering electric drive pump has a relief valve that limits the maximum pressure.
06/07
137
HOIST HYDRAULIC SYSTEM
The hydraulic system on the 735/740 trucks can be equipped with a dump body and hoist
cylinders or an ejector system. The top left illustration shows a truck equipped with a dump
body and the other illustrations show a truck equipped with an ejector body.
The hydraulic system is electronically controlled by the Transmission/Chassis ECM. The main
components of the electronic control system are the Transmission/Chassis ECM, the hoist
control lever, and the pilot actuator solenoids on the hoist valve.
06/07
138
139
The operator controls the hoist lever (1). There are four hoist lever positions on dump body
trucks: RAISE, HOLD, FLOAT, and LOWER. There are three hoist lever positions on ejector
body trucks: EJECT, HOLD, and RETRACT.
The hoist lever 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.
06/07
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 sensor provides a duty cycle signal that
changes for all positions of the hoist lever so that the operator can modulate the speed of the
hoist cylinders or ejector cylinder.
The ECM will ignore requests from the operator if the hoist system is not functioning properly.
The Transmission/Chassis ECM will force the hoist system into the HOLD position if any of
the following problems occur:
- The ECM detects faults in the hoist lever

- The ECM detects faults in the hoist solenoids
NOTE: The engine will not start until the hoist control lever is in the HOLD position.
Also shown are the transmission shift lever (4) and the parking braking control button (5).
06/07
1
140
141
The hoist pump is a gear pump that is located on the pump drive above the transmission on the
left side of the machine. The top illustration shows the location of the hoist pump (1) on the
735 truck and the bottom illustration shows the location of the hoist pump (2) on the 740 truck.
The hoist pump supplies oil to the hoist control valve.

06/07
142
2
2
143
2 2
3 5
The hoist control valve (1) is located on the left side of the machine below the cab (as shown in
the top illustration). The bottom illustration shows the opposite side of the hoist control valve.
The hoist control valve directs oil from the hoist pump to the hoist cylinders or ejector control
valve.
The Transmission/Chassis ECM sends a signal to the hoist proportional solenoid valves (2)
which control the pilot oil signal to the ends of the hoist control valve main spool. The pilot oil
controls the position of the spool which controls hoist pump oil flow to the hoist cylinders or
ejector control valve. The solenoid valves are energized when the hoist control lever is moved
from the HOLD position. When the hoist control is in the HOLD position, the solenoid valves
are de-energized.
06/07
The main relief valve (3) limits oil pressure in the hoist circuit. The cooler relief valve (4)
limits the oil pressure in the brake cooling circuit. The dead engine lowering valve (5) allows
the dump body to be lowered if the engine will not run. The lowering valve connects the head
end of the hoist cylinders to tank.
06/07
To Brake Cooling To Tank

HOIST CONTROL
Cooling Relief VALVE
Valve HOLD
To Hoist Cylinder
From Head End
Pump
Raise Lower
Pilot Control Pilot Control
Actuator Actuator
Main Spool
Main
Relief Valve Plug
To Hoist Cylinder Manual Lowering
Rod End Valve
144
This illustration shows the hoist control valve in the HOLD position. In the HOLD position,
the pilot control actuators are de-energized by the Transmission/Chassis ECM and the main
spool is centered by the springs inside the pilot actuators.
Oil from the pump is blocked by the main spool from flowing to the hoist cylinders or the
ejector control valve.
The main relief valve in the dump body trucks is a two stage relief valve (raise and lower). The
main relief valve in the ejector trucks is a single stage relief valve.
The dump body trucks are equipped with a manual lowering valve as shown in this illustration.
The ejector trucks are equipped with an ejector cylinder head end relief valve rather that the
manual lowering valve on the dump body trucks.
06/07
HOIST CONTROL VALVE

RAISE
To Brake Cooling To Tank
Cooling Relief
Valve
To Hoist Cylinder
From Head End
Pump
Raise Lower
Pilot Control Pilot Control
Actuator Actuator
To Hoist Cylinder Main Spool

Rod End
145
When the hoist control lever is moved to the RAISE position, the Transmission/Chassis ECM
sends a current to energize the raise pilot control actuator. Pilot oil is drained from the raise
pilot control actuator and the main spool is moved fully to the left by the pilot pressure in the
lower pilot actuator.
Oil flows from the hoist pump port to the head end of the hoist cylinders. The hoist cylinders
raise the dump body. Oil from the rod end of the hoist cylinders returns to the tank through the
hoist control valve.
06/07
146
147
A manifold (1) is used to divide the pump supply oil to each of the hoist cylinders on dump
body trucks. The block is located on the front of the trailer.
The manifold has a pressure tap (2) that is used to lower the body with a dead engine if the
body is over center. The secondary steering pump is used to send oil to the rod end of the hoist
cylinders through the manifold pressure tap to lower the body.
NOTE: Refer to the procedure in the Operation and Maintenance Manual to manually
lower the body with the engine stopped.
06/07
1 148
149
The hoist cylinders (1) are located on the frame rails of the trailer. The hoist cylinders are
double acting cylinders.
The dump body prop (2) must be installed on the hoist cylinders when servicing the truck with
the dump body raised.
NOTE: Most machines are equipped with a manual tailgate release, which uses a
chain (3) to release the tailgate.
06/07
1
3
150
The hydraulic tank (1) is located on the left side of the machine near the cab. The hydraulic
tank holds oil for the hoist and brake systems.
The hydraulic tank contains a return filter that is accessed by removing a cover (2). Also
located on the top of the tank is the tank breather (3) and the fill cap (4). The oil level sight
gauge (not visible) is located on the left side of the machine in front of the left tire.
A tank breather is also located on the top of the tank.

06/07
HOIST CONTROL SYSTEM

HOLD
Brake Oil
To Service Brake Valve Pressure
Switch
To Service Brake Valve To Parking Brake Valve
Brake
Check and Pressure System
Reducing Relief Pilot
Valve Manifold Valve Reducing
Valve
Transmission
Pump Drive
Hoist Pump
Engine Manual
Lower Lowering
Pilot Valve Hoist
Actuator Cylinder
Main
Relief
Valve
Cooling
Brake Pump Relief
Valve Hoist
Control Tailgate
Valve Cylinder
Raise
Pilot
Actuator
To Brake Cooling
Hoist and Brake
Relief Valve
Hydraulic Tank
Hoist
Cylinder
151
Hoist Hydraulic System - Dump Body
In the HOLD position, the pilot control actuator solenoids are de-energized and the hoist
control valve spool is centered. Oil is blocked from flowing to the hoist cylinders.
Oil to the pilot actuators is provided by the brake pump. A pressure reducing valve in the check
and pressure reducing valve manifold reduces the brake oil pressure to pilot pressure. The hoist
pump provides the oil to move the cylinders.
In the HOLD position, oil from the hoist pump is allowed to flow through the center port of the
hoist main spool to the brake cooling system. Return brake cooling oil is monitored by a
temperature switch which reports any overheat condition in the brake system. These switches
will initiate an illuminated brake temperature warning if either switch opens indicating an
overheating condition. An event code will be logged if either switch has been in the fault state
for over 5 seconds and the engine is running. With a non running engine, a Level 2 Warning is
initiated. A running engine, initiates a Level 2S Warning.
In the event of a dead engine, the manual lowering valve is used to drain oil from the head end
of the hoist cylinders to lower the dump body.
06/07

RAISE
Brake Oil
Switch
Brake
Valve
Transmission
Pump Drive
Hoist Pump
Engine Manual
Lower Lowering
Pilot Valve Hoist
Main Actuator Cylinder
Relief
Valve
Cooling
Brake Pump Relief
Hoist
Valve
Control Tailgate
Valve Cylinder
Raise
Pilot
Actuator
To Brake Cooling
Hoist and Brake
Relief Valve
Hydraulic Tank
Hoist
Cylinder
152
When the hoist control lever is moved to the RAISE position, a pulse width modulated signal is
sent to the Transmission/Chassis ECM. The ECM sends a proportional amount of current to the
raise pilot control actuator. When the raise pilot control actuator is energized, the actuator will
drain pilot oil from between the actuator and the end of the control spool. The hoist control
valve moves down and the upper envelope is highlighted.
The hoist control valve directs hoist pump supply oil to the head end of the hoist cylinders.
The hoist cylinder return oil flows from the rod end of the hoist cylinders into the hoist control
valve and is directed to the port for brake cooling.
If the truck is equipped with a tail gate cylinder to open the gate, the supply oil will also flow
into the rod end of the cylinder when the the hoist control lever is moved to the RAISE
position. As the cylinder begins to retract, the oil pressure at the head end flows to the check
valve and is blocked. Oil pressure increases, which opens the relief valve and allows the
cylinder to retract fully and open the tailgate.
06/07

LOWER
Brake Oil
Switch
Brake
Valve
Transmission
Pump Drive
Hoist Pump
Engine Manual
Lower Lowering
Pilot Valve Hoist
Actuator Cylinder
Main
Relief
Valve
Cooling
Brake Pump Relief
Valve Hoist
Control Tailgate
Valve Cylinder
Raise
Pilot
Actuator
To Brake Cooling
Hoist and Brake
Relief Valve
Hydraulic Tank
Hoist
Cylinder
153
As the operator moves the hoist control lever into the LOWER position, a pulse width
modulated signal is sent to the Transmission/Chassis ECM. The ECM sends a proportional
amount of current to the lower pilot control actuator. When the lower pilot control actuator is
energized, the actuator will drain pilot oil from between the actuator and the end of the control
spool. The hoist control valve moves up and the lowest envelope is highlighted.
The hoist control valve directs hoist pump supply oil to the rod end of the hoist cylinders. The
hoist cylinder return oil flows from the head end of the hoist cylinders to the tank.
If the truck is equipped with a tail gate cylinder to open the gate, the supply oil will flow into
the head end of the cylinder. As the cylinder begins to extend, the oil in the rod end flows to
through the hoist control valve and back to the hydraulic tank. The tail gate will close.
06/07

FLOAT
Brake Oil
Switch
Brake
Valve
Transmission
Pump Drive
Hoist Pump
Engine Manual
Lower Lowering
Valve Hoist
Pilot
Cylinder
Main Actuator
Relief
Valve
Cooling
Brake Pump Relief
Valve
Hoist Tailgate
Control Cylinder
Valve
Raise
Pilot
Actuator
To Brake Cooling
Hoist and Brake
Hydraulic Tank Relief Valve
Hoist
Cylinder
154
As the operator moves the hoist control lever into the FLOAT position, a pulse width modulated
signal is sent to the Transmission/Chassis ECM. The ECM sends a proportional amount of
current to the lower pilot control actuator. When the lower pilot control actuator is energized,
the actuator will drain pilot oil from between the actuator and the end of the control spool. The
hoist control valve moves up and the float envelope is highlighted.
The hoist control valve directs a metered amount of hoist pump supply oil to the rod end of the
hoist cylinders and also directs oil to the brake cooling system The hoist cylinder return oil
flows from the head end of the hoist cylinders to the tank.
If the truck is equipped with a tail gate cylinder to open the gate, the supply oil will flow into
the head end of the cylinder. As the cylinder begins to extend, the oil in the rod end flows to
through the hoist control valve and back to the hydraulic tank. The tail gate will close.
06/07
155
2 3
3 1
156
Hoist Hydraulic System - Ejector Body
The ejector cylinder (1) is a three-stage telescoping cylinder. The ejector blade (2) is located in
the bed. The ejector blade is moved forward and backward by the ejector cylinder. The ejector
travels on rollers (3) on the bottom and sides of the ejector assembly.
06/07
157
The tailgate (1) is located at the back of the bed. The tailgate is hydraulically raised and
lowered by the tailgate cylinders (not visible) located behind a panel (2) on each side of the
truck. The head end of the cylinder is connected to the truck bed and the rod end of the
cylinder is connected to the linkage (3) which opens the tailgate.
When the tailgate cylinders retract, the tailgate opens. When the tailgate cylinders extend, the
tailgate closes.
06/07
13 12 14
2
15
1 3
11
5 6 7 8
4
10
9
158
The ejector manifold (1) is located on the front of the rear frame as shown in the top left
illustration. The ejector manifold controls the operation of the ejector cylinder and the tailgate
cylinders.
The following components are located on the right side of the ejector control valve:
- Flow regulator (2)
- Check valve (3)
The following components are located on the front of the ejector control valve:
- Load control valve (4)
- Flow regulator (5)
- Load control valve (6)
- Sequence valve (7)
- Relief valve (8)
- Diverter valve (9)
06/07
The following components are located on the left side of the ejector control valve:
- Sequence valve (10)
- Pressure tap for head end of ejector cylinder (11)
The following components are located on the top of the ejector control valve:
- Pressure tap for rod end of ejector cylinder (12)
- Orifice (13)
- Diverter valve (15)
- Check valve (14)
06/07
EJECTOR MANIFOLD
HOLD
Ejector
Cylinder
From
Ejector Valve
Sequence Valve (10)
8:1 Load
Control (6)
Diverter Valve (9)

From
Retract Pilot
Actuator
Sequence Flow
Check Regulator
Valve (7) Valve (3)
From (2)
Brake Pump
Check Orifice
Flow
Valve (14) (13) 3:1
Regulator
(5) Load
Control
Line
Diverter (4)
Relief
Valve (15) Valve (8)
From
Eject Pilot Ejector Manifold (1)
Actuator
Tailgate
Cylinders
159
The ejector manifold directs oil from the hoist pump via the ejector control valve to the head
end of the ejector cylinder and to the rod end of the tailgate cylinders. The ejector manifold
also directs oil from the brake pump to the head end and rod end of the ejector cylinder and to
the head end and rod end of the tailgate cylinders.
Oil flow from the hoist pump is used to extend the ejector cylinder (EJECT position) and retract
the tailgate cylinders (OPEN position). Oil from the brake pump is used to retract the ejector
cylinder (RETRACT position) and extend the tailgate cylinders (CLOSE position). Oil from
the brake pump also combines with oil from the hoist pump to extend the ejector cylinder and
retract the tailgate cylinders.
Oil from the brake pump is constantly supplied to the sequence valve (7) through the check
valve (14). The sequence valve (7) blocks the brake pump oil when the ejector control valve is
in the HOLD position as shown in this illustration.
NOTE: The sequence valve (7) ensures that the braking system is charged before oil is
allowed to flow from the braking system into the ejector system.
06/07
When the ejector is activated, the lower diverter valve (15) moves and allows oil from the top
of the sequence valve to drain to tank. The diverter valve is moved by oil pressure from the
eject or retract pilot actuator. Oil from the brake pump is now allowed to flow from the
sequence valve to the following locations:
- Upper diverter valve (9)
- Rod end of the ejector cylinder
- Line relief valve (8)
- Through the check valve (3) and orifice to the head end of the tailgate cylinders
- Through the check valve (3) and orifice to the lower load control valve (4)
- Through the check valve (3), the orifice, and the upper flow regulator (2), to the upper
load control valve (6) when the flow regulator (2) is open three turns.
In the EJECT position, the upper diverter valve (9) will allow oil from the brake pump to flow
to the upper sequence valve (10). The sequence valve (10) opens and brake oil combines with
the hoist pump oil and flows to the head end of the ejector cylinder and to the rod end of the
tailgate cylinders.
The upper flow regulator (2) and the load control valves are used to control the return oil from
the rod end of the ejector when the ejector system is in the EJECT position. The load control
valves are opened by oil pressure in the head end of the ejector cylinder. The upper flow
regulator (2) determines the load control valve that is used to return oil from the rod end of the
ejector to the tank.
The upper flow regulator (2) is manually adjusted for light or heavy material. For light
material, the upper flow regulator (2) opens and the 8:1 load control valve (6) opens to allow
oil from the rod end of the ejector cylinder and head end of the tailgate cylinders to return to
the tank. For normal to heavy material, the upper flow regulator (2) is closed and the 3:1 load
control valve (4) is opened to allow oil from the rod end of the ejector cylinder and head end of
the tailgate cylinders to return to the tank.
The lower flow regulator (5) is used to manually lower the tailgate and is closed during normal
operation.
The primary function of the upper sequence valve (10) is to control the ejector cylinder from
mistaging. When no load is applied against the ejector, multistage cylinders can start
extending out of order which blocks the internal timing galleries as the cylinder reaches the end
of its stroke. High pressure can result, which can damage the cylinder tubes. To prevent
cylinder mistaging, the upper sequence valve (10) increases the ejector cylinder rod end oil
pressure before opening so that as the cylinder extends, the increased back pressure will ensure
the cylinder stages correctly. Therefore, the sequence valve must be set properly.
06/07
Brake / Pilot Manifold

To Service Brake Valve
Brake Oil
Pressure
Switch

Brake
System
Pilot
Relief Valve
Reducing
Valve
Transmission Pump
Drive
EJECTOR HYDRAULIC SYSTEM
HOLD
Retract Line
Pilot Relief
Hoist Control Valve
Pump Actuator
Engine Ejector Cylinder
Main
Relief
To Valve
Brake Sequence Valve 8:1 Load
Cooling Control
Diverter Valve Flow
Regulator
Ejector
Cooling Control Sequence Check
Relief Extend Valve Valve Valve
Brake Pump Valve Pilot
Check Orifice
Control 3:1 Load
Actuator Valve
Control
Line
Diverter Flow
Relief
Valve Regulator
Valve
Ejector Manifold
Tailgate
Cylinders
160
In the HOLD position, the pilot control actuator solenoids are de-energized and the ejector
control valve spool is centered. Hoist pump oil is blocked from flowing to the ejector manifold
but is allowed to flow through the center port of the ejector main spool to the brake cooling
system.
Pilot oil flows from the pressure reducing valve to the pilot control actuators and to each end of
the diverter valve and the shuttle valve. The upper diverter valve is moved left and the lower
diverter valve is centered, which keeps the lower sequence valve from opening. With the lower
diverter valve closed, oil from the brake pump is blocked at the lower sequence valve. Oil will
not flow to the ejector cylinder or the tailgate cylinders.
The ejector control valve on the ejector trucks contains two relief valves. The main relief valve
limits the hoist circuit pressure and the line relief valve limits ejector cylinder head end
pressure and tailgate cylinder rod end pressure.
06/07

Brake Oil
Pressure
Switch

Brake
System
Pilot
Relief Valve
Reducing
Valve
Transmission Pump
Drive
BLADE EXTEND - HEAVY MATERIAL
Retract Line
Pilot Relief
Hoist Control Valve
Pump Actuator
Main
Relief
To Valve
Cooling Control
Diverter Valve Flow
Regulator
Ejector
Brake Pump Valve Pilot Orifice
Check
Control 3:1 Load
Valve
Actuator Control
Line
Diverter Flow
Relief
Valve Regulator
Valve
Ejector Manifold
Tailgate
Cylinders
161
When the hoist control lever is moved to the EJECT position, a pulse width modulated signal is
sent to the Transmission/Chassis ECM. The ECM sends a proportional amount of current to the
eject pilot control actuator. When the eject pilot control actuator is energized, the actuator will
drain pilot oil from between the actuator and the end of the control spool. The ejector control
valve moves down and the upper envelope is highlighted.
The ejector control valve directs hoist pump supply oil to the head end of the ejector cylinder
and to the rod end of the tailgate cylinders.
The retract pilot control actuator directs pilot oil to the left end of both diverter valves. The
pilot pressure moves both diverter valves to the right. The lower sequence valve opens when
oil is drained from the top of the lower sequence valve through the lower diverter valve. With
the lower sequence valve open and the upper diverter valve moved to the left, oil from the brake
pump flows through the lower sequence valve, the upper diverter valve, and the upper sequence
valve to the head end of the ejector cylinder. Brake pump oil is combined with hoist pump oil
to extend the ejector cylinder.
06/07
Oil from the rod side of the ejector cylinder flows into the ejector manifold and also combines
with oil that is flowing from the brake pump to the head end of the ejector cylinder. The
combined oil the ejector cylinder to extend more rapidly.
Oil also flows from the ejector manifold to the rod end of the tailgate cylinders. Oil is forced
from the head end of the tailgate cylinders and back into the ejector manifold. Return oil from
the head end of the tailgate cylinders flows to the tank through one of the load control valves.
The load control valves are opened by oil pressure in the head end of the ejector cylinder and
the rod end of the tailgate cylinders.
The upper flow regulator determines the load control valve that is used. In this illustration, the
upper flow regulator is closed because the blade is extending with a heavy load. Return oil
from the head end of the tailgate cylinders returns to the tank through the 3:1 load control
valve. The 3:1 load control valve opens at a higher pressure than the 8:1 load control valve.
If the blade is extending with a light load, the upper flow regulator is open. Return oil from the
head end of the tailgate cylinders returns to the tank through the 8:1 load control valve. The
8:1 load control valve opens at a lower pressure than the 3:1 load control valve.
The lower flow regulator is used for manually lowering the tailgate. The lower flow regulator
is closed during normal operation.
The line relief valve in the ejector control valve limits the oil pressure in the head end of the
ejector cylinder.
06/07

Brake Oil
Pressure
Switch

Brake
System Pilot
Relief Valve Reducing
Valve
Transmission Pump
Drive
BLADE RETRACT
Retract Line
Pilot Relief
Hoist Control Valve
Pump Actuator
Main
Relief
To Valve
Cooling Control
Diverter Valve Flow
Regulator
Ejector
Control Check Orifice
Valve 3:1 Load
Actuator
Control
Line
Diverter Flow
Relief
Valve Regulator
Valve
Ejector Manifold
Tailgate
Cylinders
162
When the hoist control lever is moved to the RETRACT position, a pulse width modulated
signal is sent to the Transmission/Chassis ECM. The ECM sends a proportional amount of
current to the retract pilot control actuator. When the retract pilot control actuator is energized,
the actuator will drain pilot oil from between the actuator and the end of the control spool. The
hoist control valve moves up and the lower envelope is highlighted.
The hoist control valve directs hoist pump supply oil to the brake cooling system.
The eject pilot control actuator directs pilot oil to the right end of both diverter valves. The
pilot pressure moves the diverter valves to the left. The lower sequence valve opens when oil is
drained from the top of the lower sequence valve through the lower diverter valve. With the
lower sequence valve open and the upper diverter valve moved to the left, oil from the brake
pump flows through the lower sequence valve to the rod end of the ejector cylinder. Oil also
flows through a check valve and orifice to the head end of the tailgate cylinders. The ejector
cylinder retracts and the tailgate closes.
Oil returns from the head end of the ejector cylinder and the rod end of the tailgate cylinders to
the tank through the ejector control valve.
The line relief valve in the ejector manifold limits the oil pressure in the rod end of the ejector
cylinder.
06/07
163
164
BRAKE SYSTEM
The brake pump (1) is located on the left side of the engine and is driven by the engine drive
train gears. The brake pump is a variable displacement pump that provides oil to the brake
hydraulic system and the hoist pilot hydraulic system. The pump control valve contains a
margin valve (2) and a pressure cutoff valve (3).
The pressure cutoff valve controls the pressure in the brake hydraulic circuit.
NOTE: The margin valve spool is bottomed out and is not used in the 735/740 brake
hydraulic system.
06/07
1
4
165
The brake check and pressure reducing valve is located below the cab. The check and pressure
reducing valve contains two check valves (1), a relief valve (2), and a pressure reducing
valve (3). The check and pressure reducing valve divides the oil flow between the service
brake accumulators and the hoist pilot control actuators.
The check valves ensure the accumulators remain charged when pressure decreases between the
pump and accumulators. The pressure reducing valve reduces the brake oil system pressure to
pilot pressure that is used for the hoist pilot control actuators. The relief valve limits brake
hydraulic system pressure if the pump pressure cutoff valve is not operating correctly.
The service brake pressure switch (4) is also located on the check and pressure reducing valve.
The pressure switch sends a signal to the Transmission/Chassis ECM indicating service brake
pressure.
06/07
166
The service brake accumulators (arrows) are located on the right side of the operator's station.
The accumulators are used to engage the service brakes if the engine is not operating. The
accumulators are a rubber diaphragm type that contain oil and nitrogen. The accumulators can
be charged, but not repaired. A faulty accumulator must be replaced.
NOTE: In colder temperatures (arctic package) a piston is used rather than a

diaphragm in the brake accumulators.
06/07
167
168
The brake control valve (1) is located at the front of the operator’s station. The brake control
valve controls the application of the service brakes by directing oil from the brake accumulators
to the service brakes. The brake control valve controls the release of the brakes by directing oil
from the service brakes back to the hydraulic tank.
Two pressure switches for the brake system are located in a manifold at the front of the
operator’s station. The two pressure switches are the transmission signal pressure switch (2)
and the stop light pressure switch (3). Both switches will be discussed later in the brake system
presentation.
06/07
Spring
SERVICE BRAKE
CONTROL VALVE
Check Valve
To Front
Brakes
To Tank
From Front Brake Front Axle Spool

Accumulator
Rear Axle Spool

To Tank
To Rear Brakes
From Rear Brake

Accumulator
169
This illustration shows the internal components of the brake control valve.
The service brake control valve is a dual pressure reducing valve with two independent output
pressures. The service brake control valve modulates pressurized oil from the brake
accumulators to the service brake section of the wheel brakes. The position of the service brake
pedal controls the pressure at the brakes.
If one braking circuit fails, the second braking circuit remains functional due to the mechanical
contact between the upper and lower valve spools. With the engine running, oil flows from the
accumulators into the service brake control valve. When the operator pushes on the service
brake pedal, springs cause the upper and lower spools to overcome the spring force and move
down.
When the upper spool moves down, oil from the accumulator port flows to the rear brakes. The
upper spool also causes the lower spool to move down. As the lower spool moves down, oil
flows to the front brakes.
06/07
3 1 2
170
This illustration shows the right rear axle and final drive housing. The service brake is installed
between the axle and the final drive housing.
When the pedal in the cab is pressed, brake oil flows through the brake supply port (1) into the
brake chamber to engage the service brakes.
The service brakes are cooled by oil from the hoist system. Cooling oil flows through the
cooling port (2) into the brake cooling chamber to cool the brakes. The cooling oil flows from
the cooling port (3) to the hoist and brake hydraulic tank.
Test equipment can be installed after removing a plug on the brake housing to check and adjust
the service brakes. There are three plugs on each brake group. Two plugs (4) are visible in this
illustration.
06/07
171
The service brakes on the 735/740 trucks are oil cooled.
The brake oil cooler (1) is located on the right side of the engine. Oil flows through the service
brakes and heat is transferred from the service brakes to the oil. The oil then flows to the tank.
The front temperature sensor (2) and rear temperature sensor (3) send a signal to the
Transmission/Chassis ECM indicating brake oil temperature. The front temperature sensor is
located below the cab on the left side of the machine. The rear temperature sensor is located in
a manifold on the rear frame.
06/07
1
2
4
3
172
The parking brake control valve (1) is located on the inside of the left frame rail. When the
parking brake switch in the cab is activated, a signal is sent to the Transmission/Chassis ECM.
The ECM sends a corresponding signal to the parking brake solenoid (2), which directs oil to
engage or release the parking brake.
The parking brake accumulator (3) provides oil to disengage the parking brake if the engine is
not operating. The accumulator is a rubber diaphragm-type. The accumulators can not be
repaired. A faulty accumulator must be replaced.
The parking brake pressure switch (4) is also located on the parking brake control valve. The
pressure switch sends a signal to the Transmission/Chassis ECM indicating parking brake oil
pressure.
06/07
173
3
1
2
174
The parking brake is located on the center axle. The parking brake is a spring applied,
hydraulically released brake.
Oil enters the actuator (1) and compresses the spring inside. The actuator rod (2) moves
outward and releases the brake discs (3) from the parking brake rotor (4).
Oil is drained from the actuator when the parking brake solenoid is de-energized. The spring
inside the actuator pulls the actuator rod inward and the brake shoes clamp down on the
parking brake rotor.
06/07
BRAKE HYDRAULIC SYSTEM

SERVICE BRAKES RELEASED / PARKING BRAKE ENGAGED
Parking Brake
Service Brake Parking Brake Pressure Switch
Control Valve Accumulator
Service Brake
Accumulators Brake Oil
Pressure Parking Brake
Check and Pressure Switch Actuator
Reducing Valve
Parking Brake
Relief Control Valve
Valve
Front Service Pilot

Brake Reducing
Valve
To Hoist Pilot Valves Rear Service

Engine Brakes
From
Hoist
Front Service Valve Brake Pump
Brake Front
Brake
Temp
Sensor
Rear Brake
Temp Sensor
Hoist and Brake Hydraulic Tank
175
This illustration shows the brake hydraulic system with the service brakes RELEASED and the
parking brake ENGAGED.
Oil flows from the brake pump and enters the check and pressure reducing valve and begins to
charge the brake accumulators. Oil also flows to the parking brake control valve and the
service brake control valve.
With the brake pedal released, oil is blocked at the service brake control valve and oil from the
service brakes flows to the tank. The service brakes are released.
When the parking brake switch is activated, the Transmission/Chassis ECM sends a signal to
de-energize the parking brake solenoid. Oil is blocked at the parking brake solenoid and spring
force inside the parking brake actuator moves the actuator rod to engage the parking brake.
06/07

SERVICE BRAKES ENGAGED / PARKING BRAKE RELEASED
Parking Brake
Parking Brake Pressure Switch
Service Brake Accumulator
Control Valve Service Brake
Reducing Valve
Parking Brake
Valve
Front Service Pilot

Brake Reducing
Valve

Engine Brakes
From
Hoist
Brake Front
Brake
Temp
Sensor
Rear Brake
Temp Sensor
176
This illustration shows the brake hydraulic system with the service brakes ENGAGED and the
parking brake RELEASED.
Oil flows from the brake pump and enters the check and pressure reducing valve and begins to
charge the brake accumulators. Oil also flows to the parking brake control valve and the
service brake control valve.
There are two spools inside the service brake control valve which are offset when the pedal is
pressed. The top spool controls the oil supply to the front service brakes and the lower spool
controls the oil supply to the rear service brakes. The oil pressure in the brake lines is
transmitted to the underside of the top spool and the lower spool through internal passages
when the brakes engage. As the pressure increases the top spool and the lower spool move up
to the center position. The center position maintains a constant pressure in the brakes.
With the brake pedal depressed, the service brake control valve directs oil to the service brakes
and the service brakes engage to slow or stop the machine.
06/07
When the parking brake switch is de-activated, the Transmission/Chassis ECM sends a signal
to energize the parking brake solenoid. The parking brake solenoid directs oil to the parking
brake actuator. The oil pressure works against the spring force inside the parking brake
actuator, which moves the actuator rod to release the parking brake.
The parking brake pressure switch closes and the Transmission/Chassis ECM turns off the
parking brake indicator in the cab when the parking brake is released.
06/07
177
2
3
178
SUSPENSION SYSTEM
The front suspension cylinders (1) are attached to the front axle and the frame. The suspension
cylinders are filled with oil and nitrogen. The front suspension cylinders provide shock
absorption between the front wheels and the frame.
Each front suspension cylinder has three ports. The Port O (2) is used to fill the cylinder with
oil. The Port N (3) is used to fill the cylinder with nitrogen. The Port (4) is used as a drain
port when draining or filling the suspension cylinder.
06/07
179
The rear suspension arm (1) allows the rear axles to follow the contours of the terrain. The
suspension blocks (2) help to cushion the frame from sudden movements of the axles.
A suspension link (3) is located at the back of each rear axle. One end of the link is attached to
the axle and the other end is attached to the frame. Suspension links give the rear axles a large
amount of articulation.
06/07
180
1 2
3
181
Adjusting The Suspension Height
Fully lower the front suspension by draining the oil and nitrogen into a suitable container.
Measure the height on both sides of the machine from the top of the rim to the bottom of the
fender (Dimension A). Record the measurement from each side.
Open all three ports. Inject oil in the port (1) until oil flows out of the port (3). Close the
port (3) Continue to inject oil until oil flows out of the port (2). Close the port (2). Leave the
port (1) open.
Begin to charge the suspension cylinder with nitrogen in the port (2). Oil will flow out of the
port (1). Continue to fill the port (2) until only nitrogen comes out of the port (1), then close
the port (1).
06/07
Continue to fill the port (2) with nitrogen till the suspension cylinder raises 10 mm (0.4 in).
Repeat the procedure for the other cylinder.
Raise the suspension evenly in 10 mm (0.4 in) increments.
The final suspension height should be the Dimension A measurement (which is measured at the
start of the procedure) plus 75 ± 10 mm (3 ± 0.4 in).
06/07
182
CONCLUSION
This presentation has provided a basic introduction to the Caterpillar 735/740 Articulated Dump
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.
06/07
VISUAL LIST
1. Model view 44. Primary fuel filter
2. Operator's station 45. Secondary fuel filter
3. Dash 46. Differential fuel pressure switch
4. Cluster display 47. Fuel temperature derate
5. Retarder control 48. High fuel filter restriction derate
6. Hoist control lever 49. Pedals
7. Relay panel 50. Throttle position sensor
8. Machine electronic control system block 51. Engine compression brake
diagram 52. Engine compression brake basics
9. Messenger display 53. Engine brake - DISABLED
10. Messenger display navigation buttons 54. Engine brake - ENABLED AND BEFORE
11. Messenger menu screen TDC
12. Messenger information screen 55. Engine brake - ENABLED AND PISTON
13. Messenger main menu AT TDC
14. Performance menu 56. Engine brake - ENABLED AND PISTON
15. Performance menu options AFTER TDC
16. Operator menu 57. Fan pump on 735 trucks
17. Operator menu options 58. Fan and steering pumps on 740 trucks
18. Totals menu 59. Fan motor
19. Totals menu options 60. Fan solenoid and remote pressure tap fitting
20. Settings menu 61. Radiator
21. Settings menu options 62. Cooling fan hydraulic system schematic
22. Service menu 63. Air to air aftercooler hydraulic schematic
23. Service menu options 64. ATAAC hydraulic gear pump and fuel
24. C15 ACERT™ engine transfer pump
25. Engine features 65. Hydraulic motor
26. Engine electrical block diagram 66. Power train
27. Engine ECM 67. Power train system components
28. Calibration connector 68. Transmission/Chassis ECM
29. Primary engine speed/timing sensor 69. Transmission shift lever circuits
30. Secondary engine speed/timing sensor 70. Transmission electronic control system
31. Coolant temperature sensor components
32. Start relay 71. 735 transmission electronic control system
33. High coolant temperature derate diagram
34. Intake manifold air temperature sensor 72. 735 truck ECPC transmission components
35. Intake manifold air temperature sensor 73. Engine speed sensor on 735 trucks
derate 74. Torque converter oil temperature sensor on
36. Atmospheric pressure sensor 735 trucks
37. Low oil pressure derate 75. 735 transmission hydraulic system
38. Virtual exhaust temperature derate components
39. Turbocharger inlet pressure sensor 76. Torque converter
40. Air inlet restriction derate 77. Torque converter - CONVERTER DRIVE
41. Fuel delivery system block diagram 78. Torque converter - DIRECT DRIVE
42. Power derate 79. 735 transmission planetary
43. Fuel transfer pump 80. Transmission clutch engagement chart
06/07
VISUAL LIST
81. 735 transmission hydraulic system - 115. Sun gear
NEUTRAL 116. Differential gears
82. Transmission oil cooler 117. Differential plates
83. Transmission modulating valve - NO 118. Solenoid relief valve
COMMANDED SIGNAL 119. Orifice
84. Transmission modulating valve - 120. Output transfer gear oil filter
COMMANDED SIGNAL BELOW 121. OTG temperature sensor
MAXIMUM 122. Differential lock system - INTER-AXLE
85. Transmission modulating valve - OFF
COMMANDED SIGNAL AT MAXIMUM 123. Differential lock system - INTER-AXLE
86. Main relief valve ON
87. 740 transmission electronic control system 124. Differential lock system - INTER-AXLE
diagram AND CROSS-AXLE ON
88. 740 transmission components 125. Steering system components
89. Transmission gear position switch 126. 735 steering pump
90. Engine speed sensor on 740 trucks 127. 740 steering pump
91. Torque converter oil temperature sensor on 128. Hydraulic tank
740 trucks 129. Steering check and combiner valve
92. 740 transmission hydraulic system 130. Hand metering unit
components 131. Steering cylinder
93. Lockup clutch modulating valve 132. Steering system schematic - HOLD
94. 740 torque converter 133. Steering system schematic - RIGHT TURN
95. Torque converter - CONVERTER DRIVE 134. Secondary steering system pump
96. Torque converter - DIRECT DRIVE 135. Secondary steering system schematic -
97. 740 transmission planetary HOLD
98. Transmission clutch engagement chart 136. Secondary steering system schematic -
99. 740 transmission arrangement RIGHT TURN
100. Transmission hydraulic system - 137. Hoist hydraulic system
NEUTRAL 138. Hoist lever
101. Transmission hydraulic system - 139. Transmission shift lever sensor
DOWNSHIFTING TO NEUTRAL 140. 735 hoist pump
102. Selector valve group - NEUTRAL 141. 740 hoist pump
103. Pressure control valve - NEUTRAL 142. Hoist control valve
104. Valve station - CLUTCH RELEASED 143. Main relief valve
105. Valve station - CLUTCH FILLING 144. Hoist control valve - HOLD
106. Valve station - CLUTCH ENGAGED 145. Hoist control valve - RAISE
107. Valve station - CLUTCH DECAY 146. Manifold
108. Shift cycle 147. Manifold pressure tap
109. Clutch fill and modulation problems 148. Hoist cylinders
110. Differential system 149. Dump body prop
111. Interaxle differential 150. Hydraulic tank
112. Differential input shaft 151. Hoist control system schematic - HOLD
113. Planet carriers 152. Hoist control system schematic - RAISE
114. Planet gears 153. Hoist control system schematic - LOWER
154. Hoist control system schematic - FLOAT
06/07
VISUAL LIST
155. Ejector blade
156. Ejector cylinder
157. Tailgate
158. Ejector manifold
159. Ejector manifold - HOLD
160. Ejector hydraulic system schematic - HOLD
161. Ejector hydraulic system schematic -
BLADE EXTEND
162. Ejector hydraulic system schematic -
BLADE RETRACT
163. Brake pump
164. Margin valve and pressure cutoff valve
165. Brake check and pressure reducing valve
166. Service brake accumulators
167. Brake control valve
168. Transmission signal pressure switch and
stop light pressure switch
169. Service brake control valve
170. Right rear axle and final drive housing
171. Brake cooling components
172. Parking brake control valve
173. Parking brake actuator
174. Parking brake rotor
175. Brake hydraulic system schematic -
SERVICE BRAKE RELEASED/PARKING
BRAKE ENGAGED
176. Brake hydraulic system schematic -
SERVICE BRAKE ENGAGED/PARKING
BRAKE RELEASED
177. Front suspension cylinders
178. Front suspension cylinder ports
179. Rear suspension
180. Adjusting suspension height
181. Front suspension oil ports
182. Model view
06/07
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 - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.
06/07
SERV1838
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
- 218 -
Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
Handout No. 1
06/07
Monitoring System Warning Conditions

SERV1838
Warning EID on
Warning Condition Warning Condition
Level Right Display
Transmission Filter is Transmission Filter Bypass Switch
Restricted (NOT On 740) is open indicating that the filter is
blocked and the oil temp. is great- 3 329
er than 51 C (123.8 F). Disabled if
the oil temp. is less than 43 C
(109.4 F)
High Front Brake This will be raised after the switch has 106 Front
Oil Temperature been in the fault state for 5 sec and the
engine is running. If the engine is not 2/2s
High Rear Brake running, the level is 2. If the engine is 107 Rear
Oil Temperature running, the level is 2S.
- 219 -
OTG Filter Bypass Switch is open

indicating that the filter is blocked
Output Transfer 3 328
and the oil temp is greater than
Gear Filter Blocked 38 C (100.4 F). Disabled if the oil
temp is less than 27 C (80.6 F).
Hydraulic Oil Filter Hydraulic Oil Filter Steer Tank

Steer Tank Blocked Bypass Switch is open indicating 3 281
that the filter is blocked.
Engine Air Filter Air Filter is restricted with a 7.5 1 272

Restricted kPa (1.1 psi) pressure difference.
Engine Air Filter Air Filter is restricted with a 9 kPa

2 272
Restricted (1.3 psi) pressure difference.
Handout No. 2
SERV1838 - 220 - Handout No. 3
06/07
Messenger Monitoring System
Machine Model_____________________________ Date___________________________

Serial Number______________________________ S.M.H.________________________
Directions: List the 5 Main Menu options in Messenger.
__________
__________
Main Menu __________
__________
__________
Directions: Use messenger to find the following parameters.
1. Engine speed __________rpms
2. Engine coolant temperature __________
3. Fuel level__________
4. Lifetime total reverse distance traveled__________
5. Lifetime maximum idle time__________
6. How many languages are offered__________
7. What is the top gear limit_________
8. Equipment number __________
9. Transmission serial number__________
10. Machine hours__________
11. With the engine running at low idle, what is the boost pressure__________
12. With the engine running at low idle, what is the torque converter speed__________
13 With the engine running at low idle, what is the parking brake switch status__________
14 With the engine running at low idle, what is the fuel filter status___________
15 With the engine running at low idle, what is the OTG filter status__________
06/07
Messenger Monitoring System (continued)
Directions: Circle the correct letter indicating the best answer for each question.
1. Which Main Menu contains the information for total fuel used?
A. Performance
B. Operator
C. Totals
D. Settings
E. Service
2. Which Main Menu contains the information for top gear limit?
A. Performance
B. Operator
C. Totals
D. Settings
E. Service
3. Which Main Menu contains the information for inlet air temperature?
A. Performance
B. Operator
C. Totals
D. Settings
E. Service
4. Which Main Menu contains the information for fuel filter status?
A. Performance
B. Operator
C. Totals
D. Settings
E. Service
5. Which Main Menu contains the information for ground speed?
A. Performance
B. Operator
C. Totals
D. Settings
E. Service
06/07
735 TRANSMISSION HYDRAULIC SYSTEM

SERV1838
Temperature NEUTRAL
Sensor
T/C Lockup LUC

Bypass
Switch Solenoid
Torque
Pressure Converter
Tap Inlet Tap
Transmission Main Torque Converter

Pump Relief Outlet Relief
Tap Valve
Main
Screen Relief Cooler
Valve
Transmission
Torque Converter To Transmission
Sump
Inlet Relief Lubrication
- 222 -
Valve
1 2 3 4 5 6
Clutch
Modulating
Valves
Handout No. 5
06/07
735 Power Train Testing
Directions: Follow the procedure in the current testing and adjusting manuals to fill out the
charts below.
1. Torque converter inlet pressure test
Measurements RPM Specifications RPM
Low Idle Low Idle
High Idle High Idle
What component does this test check? ____________________________________________

Why is this important to check? _________________________________________________
2. Torque converter outlet and oil cooler inlet pressure test
Low Idle Low Idle
High Idle High Idle

3. Transmission lubrication pressure test
Low Idle Low Idle
High Idle High Idle

4. Transmission pump pressure test
Low Idle Low Idle
High Idle High Idle

06/07
735 Power Train Testing (continued)
5. Lockup clutch pressure test
Measurements Condition Specifications
Lockup clutch engaged

6. Transmission hydraulic control system pressure test
Low Idle Low Idle
High Idle High Idle

7. Transmission individual clutches pressure test

- Use signal generator 8T-5201 to provide the transmission ECM with a hz signal through
the TOS sensors.
- Using the signal generator is a safe way to load the engine and see if the engine will lug
under stress
- Disconnect transmission lockup clutch solenoid.
- Safely test clutch pressures
Clutch Measurements RPM Specifications RPM
1 Low Idle Low Idle
2 Low Idle Low Idle
3 Low Idle Low Idle
4 Low Idle Low Idle
5 Low Idle Low Idle
6 Low Idle Low Idle

06/07
8. Transfer gear lubrication pressure test
Low Idle Low Idle
High Idle High Idle
9. Interaxle differential lock clutch pressure test
High Idle High Idle
10. Front axle differential lock pressure test
High Idle High Idle
11. Center axle differential lock pressure test
High Idle High Idle
12. Rear axle differential lock pressure test
High Idle High Idle

06/07
SERV1838

NEUTRAL
Downshift Upshift 3
Pressure Pressure
A
Downshift Upshift
Solenoid Solenoid
Oil Rotary
Filter Actuator
1 E
Pump 5
B
Pressure
Neutralizer
Valve
Pilot Oil Priority 2 F

Rotary
Pressure Reduction
Selector 4
Valve C
Spool
Transmission
- 226 -
Pump
G
6
Relief D
Valve
H
Lockup Clutch
Valve From 7
Lockup Clutch
Selector Valve Valve Solenoid Pressure Control
Group Group
Torque Converter
Inlet Relief Valve
Handout No. 9
06/07
740 Power Train Testing
charts below.
1. Torque converter lockup clutch pilot pressure test
Low Idle Low Idle

2. Torque converter lockup clutch initial pressure test
Low Idle Low Idle

3. Torque converter lockup clutch maximum pressure test
Low Idle Low Idle

4. Torque converter inlet pressure test
Low Idle Low Idle
High Idle High Idle

06/07
5. Transmission hydraulic control system pressure test
Low Idle Low Idle
High Idle High Idle

6. Transmission hydraulic control pilot pressure test
Low Idle Low Idle

7. Transmission upshift pressure test
Low Idle Low Idle

8. Transmission downshift pressure test
Low Idle Low Idle

06/07
9. Transfer gear lubrication pressure test
Low Idle Low Idle
High Idle High Idle
10. Interaxle differential lock clutch pressure test
High Idle High Idle
11. Front axle differential lock pressure test
High Idle High Idle
12. Center axle differential lock pressure test
High Idle High Idle
13. Rear axle differential lock pressure test
High Idle High Idle

06/07
Initial Individual Clutch Pressures (740 Power train)

SERV1838
Station and Clutch
Engaged A B C E F G H
Gear
Clutches No. 3 No. 1 No. 2 No. 5 No. 4 No. 6 No. 7
Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual
N 1
R2 3 and 7
R1 1 and 7
1 2 and 6
- 230 -
2 1 and 6
3 3 and 6
4 1 and 5
5 3 and 5
6 1 and 4
7 3 and 4
NOTE: Station D (lockup clutch) not used

Handout No. 13
Maximum Individual Clutch Pressures (740 Power Train)
06/07
SERV1838
Station and Clutch
Engaged A B C E F G H
Gear
Clutches No. 3 No. 1 No. 2 No. 5 No. 4 No. 6 No. 7
Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual
N 1
R2 3 and 7
R1 1 and 7
1 2 and 6
- 231 -
2 1 and 6
3 3 and 6
4 1 and 5
5 3 and 5
6 1 and 4
7 3 and 4
NOTE: Station D (lockup clutch) not used

Handout No. 14
06/07
SERV1838
STEERING SYSTEM
HOLD

Switch
Margin
Spool Steering
Manifold Crossover
HMU Steering Pump

- 232 -
Secondary
Cutoff
Steering
Spool
Pump
Transmission
Pump
Drive
Steering
Pump

Handout No. 15
06/07
735/740 Steering System Testing
charts below.
1. Steering system pressure test
High Idle High Idle
2. Margin pressure test
High Idle High Idle
3. Standby pressure test
Low Idle Low Idle
4. Case drain pressure test
Low Idle Low Idle

06/07
735/740 Steering System Testing (continued)
5. Load sensing pressure test
Low Idle Low Idle
6. Secondary steering maximum pressure test
Low Idle Low Idle

06/07
HOLD
SERV1838
Brake Oil
Switch
Brake
Valve
Transmission
Pump Drive
Engine Hoist Pump

Manual
Lower Lowering
Pilot Valve
- 235 -
Main Actuator Hoist Cylinder

Relief
Valve
Cooling
Brake Pump Relief
Valve Hoist
Control Tailgate Cylinder
Valve
Raise
Pilot
Actuator
To Brake Cooling
Hoist and Brake Relief Valve
Hydraulic Tank
Hoist Cylinder
Handout No. 18
06/07

SERV1838
Brake Oil
Pressure
Switch

Brake
System
Pilot
Relief Valve
Reducing
Valve
Transmission Pump
Drive
HOLD
Retract Line
Pilot Relief
Hoist Control Valve
Pump Actuator
Main
- 236 -
Relief
To Valve
Cooling Control
Diverter Valve Flow
Regulator
Ejector
Check Orifice
Control 3:1 Load
Actuator Valve
Control
Line
Diverter Flow
Relief
Valve Regulator
Valve
Ejector Manifold
Tailgate
Cylinders
Handout No. 19
06/07
735/740 Hoist System Testing
charts below.
1. Pilot system pressure test
Low Idle Low Idle
2. Dump body system pressure test (Raise)
High Idle High Idle
3. Dump body system pressure test (Lower)
Low Idle Low Idle
4. Ejector system pressure test (Eject)
High Idle High Idle

06/07
735/740 Hoist System Testing
5. Ejector system pressure test (Retract)
Low Idle Low Idle
6. Ejector system pressure test (Crossover)
Low Idle Low Idle

06/07
SERVICE BRAKES RELEASED / PARKING BRAKE ENGAGED

SERV1838
Parking Brake
Service Brake Parking Brake Pressure Switch
Control Valve Accumulator
Service Brake
Reducing Valve
Parking Brake
Valve
Front Service Pilot

Brake Reducing
Valve
- 239 -

Engine Brakes
From
Hoist
Brake Front
Brake
Temp
Sensor
Rear Brake
Temp Sensor
Handout No. 22

06/07
735/740 Brake System Testing
charts below.
1. Brake system pressure test
Low Idle Low Idle
High Idle High Idle

2. Brake line pressure test (front axle)
Brakes Measurement RPM Specification RPM
Applied Low Idle Low Idle
Released Low Idle Low Idle

3. Brake line pressure test (rear axle)
Brakes Measurement RPM Specification RPM
Applied Low Idle Low Idle
Released Low Idle Low Idle

06/07
735/740 Brake System Testing (continued)
4. Parking brake accumulator pressure test
Low Idle Low Idle

5. Parking brake release pressure test
Low Idle Low Idle

06/07
SERV1838
COOLING FAN HYDRAULIC SYSTEM
ATAAC FAN HYDRAULIC SYSTEM Fan

Fan Pump Steering Motor
(735) Pump
Fan Fan
Pump Solenoid
From (740)
Engine
HMU Fan
Motor
- 242 -
Transmission
Bypass
ATAAC Relief Valve
Fuel
Pump Valve
Transfer
Pump Cooler
Steering and Fan

Hydraulic Tank
Handout No. 25
06/07
735/740 Fan System Testing
charts below.
1. ATAAC fan pressure and speed test
Parameter Measurement RPM Specification RPM
Pressure High Idle High Idle
Speed High Idle High Idle

2. Cooling fan speed test
Speed Measurement RPM Specification RPM
Minimum Low Idle Low Idle
Maximum 1700 1700


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SERV1838 735 740 740 EJ Tier III PDF

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Formatos disponíveis

SERV1838

GLOBAL SERVICE LEARNING

735 (B1N), 740 (B1P), AND 740 EJECTOR (B1R)

Service Training Meeting Guide

725/730/735/740 Articulated Trucks- Electronic Control Systems SERV2744

"Fundamentals of Engines Self Study Course" TEMV3001

Estimated Time: 4 Hours

© 2007 Caterpillar Inc.

MACHINE ELECTRONIC CONTROL SYSTEM ...................................................................18

C15 ACERT™ ENGINE ............................................................................................................46

COOLING FAN SYSTEM.........................................................................................................88

POWER TRAIN ........................................................................................................................94

TABLE OF CONTENTS (continued)

STEERING SYSTEM ..............................................................................................................161

HOIST HYDRAULIC SYSTEM .............................................................................................172

BRAKE SYSTEM ....................................................................................................................197

SUSPENSION SYSTEM .........................................................................................................209

VISUAL LIST ..........................................................................................................................214

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................217

735 (B1N), 740 (B1P), and 740 EJECTOR (B1R)

© 2007 Caterpillar Inc.

735 740, 740 Ejector

Serial No. prefix B1N B1P, B1R

Engine Tier III C15 ACERT™ C15 ACERT™

Transmission ECPC 8F/1R ICM 7F/2R

Brakes Hydraulic Brake Hydraulic Brake

Hauling Capacity 36 tons 42 tons

NOTE: The retarder is factory set to operate automatically. Caterpillar Electronic

- High gear switch (4)

- Relay (1) is used to energize the backup alarm.

MACHINE ELECTRONIC CONTROL SYSTEM

Cluster Display Messenger Module

Product Link Service

MACHINE ELECTRONIC CONTROL SYSTEM

Messenger Menu Screen

Messenger Information Screens

MESSENGER MAIN MENU SELECTIONS

Main Menu Totals

Messenger Main Menu

PERFORMANCE MENU SELECTION

Engine speed Ground Speed

Eng Coolant Shift Lever

Performance Menu Options

The Performance Menu options are as follows:

- Engine Speed: This option will show the engine rpm.

- Battery Voltage: This option will show the battery voltage.

OPERATOR MENU SELECTION Accept

Operator Lower Case

Empty Upper Case

Operator Menu Options

The Operator Menu options are as follows:

- Activate: Press the "OK" button to activate the selected operator.

- Edit Name: This option allows the names of registered operators to be

- Lower Case Letters

- Upper Case Letters

TOTALS MENU SELECTIONS Loads / Hr

Max Idle Time

Machine Hrs Max Idle Time

Total Fuel Machine Hrs

Totals Menu Options

NOTE: These totals cannot be zeroed without a factory password.

SETTINGS MENU SELECTION

Info Unit Status