chassis electrical Charging System

Transcription

1 chassis electrical Charging System The charging system provides electrical current for the lights, radio, heater blower and the engine s electrical systems. It also maintains the batteries in a charged state, recharging them as necessary to provide cranking power. The charging system has three main components, or component areas: the alternator, the voltage regulator, and the battery. The alternator is driven by a belt from the engine crankshaft and produces the electrical power to operate the systems on the bus. It also recharges the battery. The voltage regulator acts as a control valve for the alternator output. It senses the current load and maintains a constant voltage in the charging system, independent of the current load, up to its rated output. The alternator on the lue ird ll merican has a built in voltage regulator as standard equipment. remote regulator is available as an option. They are self excited (started) alternators. The battery is the reservoir of chemical electrical power. Its primary purpose is to crank the engine. It also supplies power to the accessories for a short time when the demand is too high for the alternator alone (i.e., while the bus is at idle). nother key role of the battery is to act as a filter for the charging system by providing clean electronic power for the electronic control systems; ECU, ECM, TCM, and gauges. Maintenance Clean the alternator and all connection points. Dirt buildup restricting air flow through to the alternator will cause excessive heat and premature failure. Corrosion at any connecting point will produce resistance to current flow, heat and diminished power for the accessories. Ensure that all the components in the charging system are mounted securely. Check the torque at all mounting bolts both the bolts that hold the alternator in the mounting bracket and the bolts that secure the mounting brackets to the engine. The torque value for mounting bolts at the engine should be ft. lbs. for a /N and - 9 ft. lbs. for a osch. lue ird ll merican buses are equipped with an automatic belt tensioner. Ensure that all the grooves fit properly into the pulleys in the correct path. The drive belt should be inspected per the schedule in the maintenance chart located in the Specs and Maintenance chapter of this manual. 699 lso check: attery voltage lternator output Starter current draw

2 SERVICE MNU Troubleshooting Timely preventive maintenance of the charging system should keep it running smoothly. However, when a problem occurs, effective troubleshooting procedures will help locate and correct the problem quickly and economically. [Warning] atteries emit an explosive gas. Never smoke while working on the charging system. atteries can explode from a spark. lways remove the negative battery cable at the battery post before removing any other wires in the charging system. e careful not to short the system while you are working on it. Do not wear jewelry. efore you begin to analyze the charging system, it is necessary that you ensure the battery is properly tested and charged to at least 7% of their rated capacity. Failure to confirm the condition of the battery will make the results of any diagnostic testing unreliable. Refer to the battery manufacturer s publications on battery maintenance and testing. Digital Volt/Ohm Meter lternator Performance Test. Connect a digital volt/ohmmeter (VOM) to the output terminals of the alternator. mmeter [Caution] Ensure that the test leads are connected properly. Observe the polarity and make secure connections Connect an ammeter to the positive terminal of the alternator. Observe that the clamp on the ammeter is located at least 6 inches ( cm) from the alternator to lessen the possibility of faulty readings due to spurious emissions.. Verify that the voltage output from the alternator is between.8 and. volts with the engine at operating RPM (700 RPM minimum) and not idle.. Ensure that all loads are in the off position. The reading on the ammeter should be less than 0 amps. If the amp reading is higher than 0 amps, ensure all accessories are turned off. Ensure the battery is charged to at least 7% of their rated capacity.. Record the voltage. If the voltage is not within the specified range or the amperage is not within the specified range, the alternator is defective.

3 chassis Electrical 6. If the alternator is determined to be defective, repair or replace it in accordance with the instructions below. See lternator Removal. 7. If the alternator is determined to be functioning properly, proceed as follows: 8. Continue to operate the engine at about 700 RPM, and with the test equipment set up as illustrated. 9. Turn on vehicle loads (accessories) until the ammeter displays amps, 7% of the rated capacity of the alternator. Record the voltage at this point. 0. Compare the voltage reading with the voltage reading observed in Step above.. If the alternator voltage drops more than. (/) volt, the alternator is defective. n alternate method of checking the alternator under load is to use a carbon pile load. Connect the carbon pile across the battery and adjust it until the ammeter reads 7% of the alternator rated capacity. Record the voltage at this point, shut off the engine, and compare the readings. lternator Cable Tests To test the positive alternator cable:. Clamp the ammeter on the positive cable at least 6 inches ( cm) from the alternator. See Figure. Digital Volt/Ohm Meter 70. Connect the negative lead of the VOM to the positive post of the alternator.. Connect the positive lead of the VOM to the positive battery post.. Start the engine and let it run at about 700 RPM. mmeter. Turn on accessories until the ammeter reads amps, which is 7% of the rated alternator capacity, Use a carbon pile if necessary to achieve the load. 6. Record the voltage reading on the VOM.

4 SERVICE MNU 7. If the VOM reads more than -. volts, there is a problem with the positive cable. Volt/Ohm Meter Check and clean all the connections and the condition of all the cables/wires in the circuit. Re-test the circuit. 8. If the reading is less than -. volts, the cable and connections are good. mmeter 9. Connect the negative lead of the VOM to the negative terminal of the battery. Solenoid 0. Connect the positive lead of the VOM to the negative terminal of the alternator. Starter. Repeat Steps through 8 for the negative cable. 70

5 chassis Electrical lternator Removal [Warning] lways disconnect the negative (-) cable from the battery terminal first to avoid arcing, which could ignite explosive battery gases.. Park the bus on a smooth, flat surface.. Chock the wheels in both directions.. Ensure the engine is not running, the ignition switch is in the OFF position and the key is removed. ID T ID TEN WP FN C/S. Disconnect the negative (ground) cable from the battery post.. Using a square drive tool, position the automatic tensioner so that the drive belt can be removed. 6. Remove the drive belt. 7. Inspect the drive belt; discard it if any signs of wear are present. few minor cracks across the belt are acceptable. ongitudinal cracks are NOT acceptable. Replace the drive belt when any crack is observed to be running lengthwise or with the belt, or when the belt appears frayed. [Warning] lways disconnect the negative (-) battery cable at the battery before removing any wiring from the alternator Remove the negative (-) cable from the alternator. Exciter Post 9. Remove the positive (+) cable from the alternator. 0. Support the alternator and remove the mounting bolts.. Remove the alternator. lternator Reinstallation Installation of the alternator is accomplished in the reverse order of the removal instructions above.. Position the alternator to the saddle.. Install the alternator mounting bolts.

6 SERVICE MNU. Torque bolts to ft. lbs. for eece Neville and - 9 ft. lbs. for osch alternators.. Install the positive cable on the + post. Carefully tighten to avoid breaking or stripping the stud.. Install the negative cable on the - post. Carefully tighten to avoid breaking or stripping the stud. 6. efore installing the drive belt, inspect it closely. Replace the belt if any signs of wear are present. 7. Using a square drive tool, position the automatic tensioner so that the drive belt can be installed. Install the belt and ensure that the grooves in the belt fit properly on all the pulleys. utomatic elt Tensioner The automatic tensioner is spring loaded to provide the proper tension for the drive belt. The automatic tensioner should travel freely within its full range of travel. Inspect the belt tensioner for any unusual noise, excessive loosenenss and shaking at the bearings. utomatic Tensioner Removal 70. Remove the drive belt in accordance with the instructions above.. Remove the bolt from the automatic tensioner. To install a new automatic tensioner, reverse the removal instructions.

7 chassis Electrical Starter There are main components or component areas in the starting system: the ignition switch, a neutral safety switch, the starter solenoid, the starter motor and the batteries. When the key is turned to the start position, electrical current flows to the starter solenoid from the batteries. The flow is interrupted if the transmission shift lever is not in the neutral position or if the neutral sensor switch is defective. The starter solenoid is an electromagnetic switch mounted on the starter motor. When electric current energizes coils inside the solenoid, a magnetic field is induced which pulls a plunger. t one end of this plunger is a lever. The lever is connected to the starter drive pinion of the starter motor. The plunger also connects the electrical power from the batteries to the starter motor as the drive pinion engages the flywheel ring gear. The starter motor is a relatively small electric motor, but it can deliver large amounts of torque for a short time. When the operator releases the ignition switch it returns to the run position. The solenoid is disconnected from the batteries and the magnetic field collapses. This allows the spring in the solenoid to move the plunger in the opposite direction, disengaging the drive pinion from the flywheel and removing electrical current from the starter motor. The lue ird ll merican has a -volt electrical system. Preventative Maintenance There are two preventative maintenance procedures that can greatly enhance the efficiency of the starting system. These two steps are also the first two steps taken when troubleshooting a malfunctioning starting system. n engine that needs a tune up will be difficult to crank; over cranking will lead to starter motor failure. Poor connections due to road dirt, grease, corrosion, loose connectors, or broken insulation at any connecting point rob the starting system of electrical power and cause it to over-crank. 70

8 SERVICE MNU Troubleshooting efore beginning to troubleshoot the starting system, ensure the batteries are properly maintained and charged to at least 7% of their rated capacity. drained battery will cause any further diagnostic tests to be inaccurate. Common causes of starting system malfunction include:. battery that is low, poorly charged, or defective places high demands on the starting system; voltage at the battery should be.6 to indicate a fully charged battery. If the batteries aren t adequately charging, a problem in the charging system. Refer to the lternator section of this Service Manual for information on the charging system.. starter motor can be damaged by heat that is generated by excessive cranking. The starter should never be engaged for more than 0 seconds. It must rest (cool off) a minimum of minutes between starting attempts.. oose, dirty, or corroded connections in the starting system rob the system of the power needed to turn the engine. The case of the starter motor is the ground or return connection for the starter motor and solenoid.. loose starter motor will allow vibration that can damage the motor. In addition, the ring gear could be damaged defective solenoid will fail to engage the starter drive pinion of the starter motor. failed pull-in coil will cause the plunger to fail to pull in. failed hold-in coil may cause the starter to fail to stay engaged, or may fail to switch the starter motor on. If the solinoid is suspect, test the wiring of the solenoid circuit before replacing the solenoid. [WRNING] DO NOT use starting fluid as an aid to starting the engine. This could cause an explosion resulting in personal injury or death.

9 chassis Electrical Ignition/Run Test egin by determining whether the problem is with the ignition switch or the pilot relay, and their associated wiring; or if it is in the solenoid and/or starting motor. To begin with the ignition switch: Volt/Ohm Meter. Connect the positive lead of a VOM to the ignition switch terminal on the solenoid.. Connect the negative lead of the VOM to the chassis ground. Solenoid lternator. While attempting to crank the engine, record the voltage displayed on the VOM. Observe the following: Starter No voltage ow voltage Normal voltage with slow cranking Normal voltage with no cranking at all.. Connect a remote start switch to the positive battery post.. Connect the other end of the remote start switch to the ignition post of the solenoid. 6. ttempt to crank the engine with the remote switch. Record the voltage displayed on the VOM. If there is less than volt difference from the previous reading, the ignition switch is okay. If there is more than volt difference, the switch is defective With the VOM negative lead connected to the chassis ground, move through the switch system one connection at a time. If your first voltage test has revealed low voltage, the starter motor may be shorted. 8. If the first voltage test indicated normal voltage, but there is slow cranking or no cranking at all, a problem with the batteries, battery cables, or a damaged starter motor is indicated.

10 SERVICE MNU ow Voltage Test There are various reasons for low voltage but the troubleshooting methods are the same. If the solenoid clicks, it means that either current is flowing through the solenoid contacts but not through the main contacts; or that the current through the main contacts is insufficient due to low batteries. Solenoid Volt/Ohm Meter. Connect the positive lead of the VOM to the starter motor terminal of the solenoid. lternator. Connect the negative lead of the VOM to the chassis ground. Starter. While attempting to crank the engine, if there is no voltage displayed on the VOM, the main contacts are not functioning properly.. If there is voltage present at the solenoid terminal during Step, the problem is in the starter motor or its cabling.. If the first voltage check in Step under Ignition/Run Test indicated normal voltage but slow or no cranking, the next step is to check the starter motor and its connections. 6. If the drive pinion jumps out of mesh with the flywheel ring gear, check for a broken or loose ground wire at the solenoid While attempting to crank the engine, place an ammeter on the positive battery cable. If the power drain is higher than the OEM specifications, the starter motor is defective. n exception would be if the engine was not properly tuned or is difficult to turn over; in which case, a new starter motor would be a temporary fix. Main Contacts mmeter Solenoid lternator Starter

11 chassis Electrical Slow Cranking Sluggish cranking can be caused by a small amount of extra resistance in the cranking circuit. This extra resistance can come from loose or dirty (corroded) connections, or broken wires and/or cables. First check the positive cables and connections of the starter motor, then the negative circuit. Volt/Ohm Meter mmeter. Connect the positive lead of a VOM to the positive battery terminal.. Position an ammeter between the solenoid and the positive terminal of the solenoid. Solenoid lternator. Connect the negative lead of the VOM to the positive terminal of the solenoid. Starter. Connect the negative lead of the VOM to the negative battery post. This is the unloaded voltage. Record the reading; leave the VOM connected. Carbon Pile Tester. Connect one lead of a carbon pile tester to chassis ground. 6. Connect the other lead from the carbon pile tester to the positive terminal of the solenoid. 7. djust the carbon pile tester until the ammeter on the tester reads 00 amps Record the voltage display on the VOM; it should not be less than 0.-volts less than the unloaded value. 9. Turn the carbon pile tester to the OFF position. 0. Connect the positive lead of the VOM to chassis ground.. Connect the negative lead of the VOM to the negative battery post. Record the reading; leave the VOM connected.. Position the ammeter in on the negative battery cable.. Turn on the carbon pile tester and adjust it to read 00 amps.

12 SERVICE MNU. Record the voltage on the VOM; standard guidelines state it should not drop more than 0.-volts from the unloaded reading. Depending on electrical options installed on the bus voltage drop may be more.. Turn the carbon pile tester to the OFF position. 6. If the voltage drop was more than 0.-volts (depending on options) in step 8, the positive cabling is defective. ook for a broken cable or a loose or corroded connection. 7. If the voltage drop in step is more than 0. volts, look for a problem in the negative cabling; look for broken or defective cables, and loose or corroded connections. Final check at solenoid terminals. Volt/Ohm Meter. Disconnect the carbon pile tester.. Disconnect the VOM.. Remove the ammeter.. Connect the positive lead of the VOM to the positive (battery) terminal of the solenoid. Solenoid lternator 70. Set the VOM so that it can read the full battery volt-age; at least volts. 6. Connect the negative VOM lead to the starter motor terminal of the solenoid. Starter 7. Crank the engine and record the voltage while cranking. There should be no more than 0. volts drop between the solenoid contacts while cranking. 8. The voltage reading in these last three tests (the positive cable check, the negative cable check and the solenoid test), should not total more than.0 volts. If the voltage drop is more than allowable, repeat the cable tests using a jumper cable. If the tests then indicate an acceptable drop, the cable(s) is (are) defective.

13 chassis Electrical Starter Motor Removal. Disconnect the negative (ground) cable from the battery. Wrap it with tape or other suitable insulation to prevent shorts.. Disconnect positive cable from the battery. Wrap it with tape or other suitable insulation to prevent shorts.. Identify and tag each wire on the starter motor for reinstallation.. Remove all electrical connections from the starter motor. e sure to identify and tag all electrical connection locations.. Remove capscrews. 6. Remove starter motor from flywheel housing. Starter Motor Installation The starter motor is installed in the reverse order of the removal instructions above.. Carefully place the starter motor into position on the flywheel housing.. Install capscrews (). Torque to ft lb ( Nm). See Figure 8.. eing careful to observe the identification of the electrical wires, connect the wires to the appropriate terminal on the starter motor. See Figure 7. 7 [Warning] lways remove the negative (-) cable from the battery terminal first. lways connect the negative (-) cable to the battery terminal last to avoid arcing that could ignite explosive battery gases.. Install the positive cable on the battery post.. Install the negative cable on the battery post.

14 SERVICE MNU J-99 Harness Diagnostics. Disconnect battery or J-99 connector from the engine, S, transmission and instrument panel.. Measure resistance between pin and pin. Reading should be 60 ohms +/-% (0.6 ohms).. Meassure continuity between shield (pin C) and ground. Reading should be minimal resistance.. Meassure resistance between pin and ground. Reading should be infinity (maximum resistance).. Meassure resistance between pin and ground. Reading should be infinity. 6. If all readings are correct, and problem appears to be intermittent: 6. Inspect each connector for positive lock connection. 6. Inspect for corrosion. 6. Inspect for damage to connectors. 7. If resistance between pins and is 0 ohms, one of the terminating resistorsis missing or bad If reading between pins and is infinity: 8. One of the connectors is unplugged. 8. oth resistors are bad or missing. 8. connector is damaged DIG GND DIG PWR Y GN SH J87+ J87- C D E F G H J 9-PIN DIGNOSTIC TOO Transmission TCM/ECU C Chassis Ground S ECU C 0 Ohm Terminating Resistor C C C C C C Shield Pin Pin Shield Y (+) GN (-) Shield Pin Pin C C C C C C C To Engine ECM 0 Ohm Terminating Resistor

15 chassis Electrical Chassis Wiring Schematics The D ll merican electrical diagrams are formatted by electrical system, electrical circuit, or by options/features. They are also divided into two basic groups, body and chassis electrical systems. There are some over lapping circuits resulting in some body circuits existing on chassis diagrams and some chassis circuits existing on body diagrams. Each circuit is represented on the diagram with its own line running from one connector to another connector or from a connector to an electrical source or electrical load. When a dot is encountered on a circuit line it indicates a soldered splice with all the circuits that intersect that point. Each circuit will be identified by a number or the description of the circuit, the color of the circuit and the gauge of the wire used in the circuit is also indicated on the diagram. In some cases the circuit will be identifed as positive (+) or negative (-). Most of the circuits interface the electrical system through electrical connectors. Each half of the connector will be identified with the letter P or J and a number. The two halves of the connector may or may not have the same number code but each half will be clearly marked on the print. Each pin in the connector will be indentified with a letter or number, the male and female side of the connector will be indicated and each circuit flowing through a connector will have a description. Information concerning the continuation of a circuit that exists on more than one diagram will also be provided, (example; See Diagram WRG: Power and Ground). Some of the diagrams are subdivided by dotted lines that usually run through the center of a connector. The subdivisions represent the different electrical harnesses making up the circuits on a specific diagram. This provides the interaction between electrical circuits or harnesses and serves as a general locator for the electrical connectors. The following subdivisions are identified on the drawings: EEC PNE Side (ody) Electrical Panel, located in the access panel below the driver s side window. It serves as the main power distribution point for the body electrical system. The ody Control Module (CM) is also located in the side body electrical panel. PDU Power Distribution Unit, located in the lower access panel below the driver s side window. It serves as the main power distribution point for the chassis electrical system. Power from the battery is routed through the PDU before being distributed to the upper electrical panel and throughout the bus. DCM Driver Control Module, represents the structural support for the dash, the steering column, left side of the fire wall, and the structure the driver seat is fastened to. With respect to electrical diagrams, this subdivision could represent any electrical circuit or device in and around the drivers area, including circuits routed to the steering column, heaters and etc. These circuits will interface with the PDU, the body electrical panel, the engine harness and the transmission harness. ENGINE This subdivision involves all electrical circuit interfaces between lue ird systems and the engine electrical system, mainly the engine ECU. This does not include the engine wiring harness supplied with the engine. PDU ccess Electrical Panel ccess 7

16 SERVICE MNU TRNSMISSION This subdivision involves all electrical circuit interfaces between lue ird systems and the transmission electrical system. IP Instrument Panel, involves all electrical interfaces between the instrument panel and lue ird s electrical system. FRME This subdivision involves the electrical circuits located on the frame and circuits not covered by other subdivisions. ODY - This subdivision involves the electrical circuits located on the body and circuits not covered by other subdivisions. 7 For example, on diagram D000 - IR S SYSTEM, even though the S system is for the most part a self contain electrical system the circuits between the S ECU/ Modulator and the other S components are routed through six separate electrical subdivisions indicated on the drawing. Starting at the top right corner and working around the print clockwise the PDU provides power to the S system. From the lower right corner across the bottom and up through the center of the diagram the diagram provides most of the electrical interface between the S components and the rest of the electrical system. Other electrical interfaces on the diagram include the Transmission, the DCM, Instrument Panel, and Electrical Panel along the left side of the diagram. The following pages contain the main wiring schematics applicable to most ll merican chassis. These are provided for your convenience when you are limited to use of the print manual. The drawings on the CD are in resolution-independent vector format. This allows you to zoom them at will, without the images becomming jagged as occurs with bitmap formats. This also means that you may print the drawing to your own office or desktop printer while maintaining legibility even at significant reductions. For more information see; bout the TechReference CD; Electrical Schematics located in the Introduction section of Volume. lso see additional wiring schematics for your bus at the Customer ccess web site:

17 chassis Electrical Index of Schematics DYTIME RUNNING IGHTS...Sheet Schematic egend Wire Colors CK-UP IGHT RM...Sheet PD Power Distribution Unit (PNE) UE HORN...Sheet C IR CENER RCKET K CK J87 DTINK...Sheet IP INSTRUMENT PNE N ROWN J99 DTINK...Sheet FW FIREW TN TN CUMMINS ENGINE... Sheet 6, of SP SHIFTER PNE WH WHITE CUMMINS ENGINE... Sheet 6, of DC Driver Control Module (DCM) Y YEOW CUMMINS ENGINE... Sheet 6, of PK PINK 000 TRNSMISSION... Sheet 7, of OR ORNGE 000 TRNSMISSION... Sheet 7, of RD RED 000 TRNSMISSION... Sheet 8, of GN GREEN 000 TRNSMISSION... Sheet 8, of PU PURPE HYDRUIC S RKES...Sheet 9 GY GRY IR S RKES...Sheet 0 UGGGE & IR DRYER...Sheet MMETER...Sheet WIPERS & WSHER PUMP...Sheet POWER... Sheet, of 6 POWER... Sheet, of 6 POWER... Sheet, of 6 POWER... Sheet, of 6 POWER... Sheet, of 6 POWER... Sheet, 6 of 6 CHSSIS GROUND...Sheet 7 Micro Relay Heavy Duty Relay Fuse Circuit reaker Voltage Stud Switch Ngr Rocker (Non-typical) Twisted Wires Mini Relay Horn Speaker ight Shunt

18 SERVICE MNU DCM IP P0 0 WH 8 G P70 0 P70 PK RK SIG D RD 8 G 8 PK RK CU RD 0 G CUSTER PRK RK SIGN PROX PRK RKE SWITCH P7 P7 7 N 8 G F GND PK RK WH 8 G PK RK EP RD 8 G P70 SPICE PCK: GND CONNECTS TO ENGINE HRNESS CONNECTS TO IP DR ENG RUN GY 8 G P0 6 P7 76 EEC PNE P7 P7 W P6 P6 R6 PRK IGHT REY PK RK RD 8 G DR ENG RUN GY 8 G DR ENE PU 8 G IGN PRK RKE REY C SPICE PCK: GND GND PK RK WH 8 G P70 IGN PK RK PK 8 G R9 PRK RKE REY PK RK DR SIG RD 8 G DJ PED PK RK RD 8 G PK RK RD 8 G SEE DIGRM WRG: , DJ PED DJ PED PK RK RD 8 G IGN DJ PED PK 8 G

19 chassis Electrical ENGINE P CUMMINS ECM PDU ECM RET WH 8 G ECM RETURN ENG RUN RD 8 G STRTER OCKOUT DR TT K 6 G ENG RUN RD 8 G ECM RET WH 8 G DR TT K 6 G DR REY PE 7 GY 8 G FUSE P D6 D7 TT ECM RET WH 8 G 7 PDU POWER INTERFCE ENG RUN RD 8 G ECM RET WH 8 G 7 GY 8 G P 9 CONNECTS TO ENGINE HRNESS J ENG RUN RD 8 G ECM RET WH 8 G 7 GY 8 G SEE DIGRM WRG: 079: CUMMINS ENG ECM RET WH 8 G 77 R8 DR CONTRO REY CM DR ENE PU 8 G PK TI TT N 8 G GND PK GT WH 8 G PK TI SIG N 8 G PK TI N 8 G P70 6 DR ENE SEE DIGRM WRG: STD EQP, HED / PRK IGHT DR TT K G SEE DIGRM WRG: STD EQP, HED / PRK IGHT Sheet D DYTIME RUNNING IGHTS

20 SERVICE MNU PDU SEE DIGRM WRG: POWER 079 CUMMINS ENG TT IGN FUSE P D9 0 D8 CK-UP REY P 6E K 6 G K PK 6 G PK 6 G CONNECTS TO FRME HRNESS 8 GN 8 G T 6 G J T F PDU POWER INTERFCE P 8 T GN 8 G T 6 G EEC PNE IP T G P6 U P6 CONNECTS TO FRME HRNESS T G P00 0 CONNECTS TO IP P /U GT T G W/O W/O P P ODY P8 T 6 G 6FF WH G T 6 G 6D WH 8 G H /U H CK UP GND TO UX- GND P6- T 6 G 8 T 6 G 6J WH 8 G P RH /U RH CK UP GND 6EE WH G TO UX- GND P6-

21 chassis Electrical FRME TRNSMISSION C96 CONNECTS TO TRNS VEHICE/FRME INTERFCE TRNSMISSION TCM CONNECTOR T 6 G /U RM DK G 8 T GN 8 G P CK UP RM CK UP RM P C 6 (TN) 8 G 6 REVERSE SIGN /U GT T G WH G T CHSSIS GROUND 79 Sheet D0006 CK-UP IGHT RM

22 SERVICE MNU IP ENGINE HORN WW WH 6 G HORN N 6 G HORN GND HORN STRTER T X WH G CONNECTS TO ENGINE HRNESS P0 GND CONNECTS TO IP P7 PDU POWER INTERFCE P CONNECTS TO ENGINE HRNESS J 70 HORN SIG N 8 G HORN N 6 G HORN SIG N 8 G 8 HORN N 6 G HORN SIG N 6 G P70 P70 Y 8 G DCM HORN UTTON COUMN GROUND

23 chassis Electrical PDU TT HORN RD 6 G TT HORN RD 6 G TT HORN RD 6 G HORN REY PF HORN N 6 G TT HORN RD 6 G FUSE P6 0 TT HORN N 6 G HORN SIG N 6 G 7 Sheet D0009 HORN

24 SERVICE MNU P60 DIGONISTIC CONNECTOR F G IP 6H Y 8 G 6H T 8 G CONNECTS TO ENGINE HRNESS CONNECTS TO IP 6F Y 8 G 6F T 8 G P0 P7 J87 (+) Y 8 G J87 (-) T 8 G 7 6G Y 8 G 6G T 8 G CONNECTS TO FRME HRNESS P00 CONNECTS TO IP P 6G Y 8 G 6G T 8 G 6H Y 8 G 6H T 8 G

25 chassis Electrical P CUMMINS ECM 9 9 ENGINE FRME IR RKE P J87 (+) Y 8 G J87 (-) T 8 G 6G Y 8 G 6G T 8 G WITH IR RKE 7 6H Y 8 G 6H T 8 G WITH HYDRUIC RKE 6 HYD RKE S MODUE P Sheet D0000 J87 DTINK

26 SERVICE MNU IP P P60 CUSTER DIGONISTIC CONNECTOR C D D-99(+) Y 0 G D-99(-) GN 0 G D-99(+) Y 0 G D-99(-) GN 0 G P0 000 TRNS SHIFTER 0 9 WITH 000 TRNSMISSION CONNECTS ENG HRNESS P0 CONNECTS TO IP P7 CN DRIVER (+) SHIFT Y 0 G 99 (-) SHIFT GN 0 G TERM RESISTOR GN 8 G 7 J99 (+) JOIN Y 0 G J99 (-) JOIN GN 0 G -99(+) Y 0 G -99(-) GN 0 G (+) Y 0 G -99(-) GN 0 G 7 TERMINTION RESISTOR 6 7 WITH 000 TRNSMISSION 000 TRNS CP P90 J99(+) CP Y 0 G J99(-) CP GN 0 G

27 chassis Electrical TRNSMISSION C96 TRNSMISSION TCM CONNECTOR 8 68 ENGINE P CUMMINS ECM FRME T-99(+) Y 0 G T-99(-) GN 0 G P IR RKE T-99(+) Y 0 G T-99(-) GN 0 G CONNECTS ENG HRNESS C90 P6 CONNECTS TRNS HRNESS -99(+) Y 0 G -99(-) GN 0 G E-99(+) Y 0 G E-99(-) GN 0 G CONNECTS TO FRME HRNESS -99(+) Y 0 G -99(-) GN 0 G P CONNECTS TO ENGINE HRNESS P -99(+) Y 0 G -99(-) GN 0 G 6-99 (+) Y 0 G -99 (-) GN 0 G WITH IR RKE -99(+) Y 0 G -99(-) GN 0 G P J 0-99 (+) Y 0 G -99 (-) GN 0 G J99 HRNESS TERMINTING RECEPTCE WITH HYDRUIC RKE 7 P HYD RKE S MODUE Sheet D000 J99 DTINK

28 SERVICE MNU TO FIED TERNTOR REFERENCE: T GND CE REFERENCE: T HOT CE F- + /C- IP TO SHEET SEE DIGRM WRG: J87 DT INK J87 (-) J87 (+) P0 7 0 P7 SEE DIGRM WRG: J99 DT INK J99 (+) J99 (-) 9 0 C VR GND FIED VR TT WITH EECE- NEVIE T C D P VOTGE REGUTOR C PK 6 G VR GND WH 8 G FIED GN 8 G VR TT RD 6 G SHUTTER SIG TN 8 G SEN RET K 8 G THROT SIG TN 8 G SEN PWR GN 8 G J87(-) T 8 G J87(+) Y 8 G -99(+) Y 0 G -99(-) GN 0 G FN K K P CUTCH FN 8 G FN C GND WH 8 G P8 SHUTTER SOENOID SHUTTER IGNITION SHUTTER SIG PK 8 G SHUTTER SIG TN 8 G 9 76 TO SHEET : PDU PU G FN 8 G M K G PU G K K G VR TT RD 6 G PK 6 G PK 6 G -99(+) Y 0 G -99(-) GN 0 G STRTER T S GND PU 0 G X WH G REFERENCE: GROUND TO FRME RI STRTER GROUND T-99(+) Y 0 G T-99(-) GN 0 G G K PDU ISOTED HOT STUD G K 6 TN 8 G INTKE HETER SOENOID INTKE HETER SSEMY 6 TN 8 G 08D WH 8 G G K K C INTKE HETER P0 6 TN 8 G 08D WH 8 G J99 (+) J99 (-) P6 SEE DIGRM WRG: J99 DT INK

29 chassis Electrical ENGINE COONT V SNR PWR COONT V SNR ECM RETURN (SENDOR) P COONT EVE C SEN PWR GN 8 G COO V PK 8 G SEN RET K 8 G P CUMMINS IS07 ECM THROT SG TN 8G 0 THROTTE POSITION SIGN # 8 SEE DIGRM WRG: ,0 RKES J87(+) Y 8 G 70 T 8 G 9 7 DT INK + (87) VGT RKE SWITCH VGT RK SIG RD 8 G 6 RKE IGHT J87(-) T 8 G DT INK - (87) COO V PK 8 G SEN PWR GN 8 G SEN RET K 8 G 60 6 COONT EVE SENSOR ECM SENSOR SUPPY (VDC) ECM RETURN (SENSOR) 77 6 TN 8 G 08D WH 8 G E-99(+) Y 0 G E-99(-) GN 0 G FITER RD 8 G FITER OR 8 G FITER Y 8 G DET PSI 8 G TEMP RET K 8 G IR INTKE HETER OUTPUT IR INTKE HETER RETURN DT INK + (99) DT INK - (99) 9 PRTICUTE FITER TEMP SNR PRTICUTE FITER TEMP SNR PRTICUTE FITER TEMP SNR CSF DET PRESSURE SENSOR SIG ECM RETURN (TEMPERTURE) -99(+) Y 0 G -99(-) GN 0 G J99 (+) J99 (-) P SEE DIGRM WRG: J99 DT INK ENGINE OCK GROUND ENG GND WH G ENG GND WH G K K G M K G GROUND GROUND +V TT +V TT P ENGINE POWER CONNECTOR SEN RET C K 8 G SEN PWR C GN 8 G P6 C EMISSIONS PRTICUTE FITER TO SENSORS PROVIDED ON PRTICUTE FITER EXHUST FITER HRNESS TEMP RET K 8 G SEN PWR C GN 8 G SEN RET C K 8 G DET PSI 8 G FITER Y 8 G FITER OR 8 G FITER RD 8 G C Sheet 6, of D0007 CUMMINS ENGINE

30 SERVICE MNU DCM CRUISE SWITCH P70 P70 R OFF C CC ON ST S THROTTE SENSOR CUMMINS THROTTE SENSOR CUMMINS SEE DIGRM WRG: POWER: SHEET GY 8 G 9 Y 8 G 0 GN 8 G 6 WH 8 G 8 RD 8 G 7 K 8 G 8 G OR 8 G RD 8 G GN 8 G 9 K 8 G THROT V PK 8 G THROT POS TN 8 G THROT RET K 8 G THROT POS TN 8 G THROT V PK 8 G THROT RET K 8 G CRUISE SIG GY 8 G CRUISE RESUME OR 8 G CRUISE SET N 8 G ECM GND CRUISE WH 8 G STRT KEY PU 6 G EEC PNE REGENERTION SWITCH P P0 P 06RR WH 8 G REGEN SW OR 8 G STRT ENG Y 6 G SWITCH GROUND 7 W/O VND OCK 78 SEE DIGRM WRG: PDU ECM RET WH 8 G 9-0: DYTIME RUNNING IGHTS SEE DIGRM POWER WRG: IGN TT IGN 8 G FUSIE INK FN PWR RD 6 G FN C(+) OR 8 G COOING FN REY P FN 6 G ECM RET WH 8 G 8 K 0 G. PU G PU G STRT Y 6 G 7 00 Y 6 G GN 8 G STRTER K 7 0 TRNSMISSION EEC TT IGN CK UP IGHTS / RM SEE DIGRM WRG: POWER TT 8 GN 8 G. FUSE P K G 6P PK 6 G FUSE P PK 6 G FUSE P M K G K K G

31 chassis Electrical IP ENGINE P CUMMINS IS07 ECM SHUTTER SIG P0 CUSTER TN 8 G 0 8 REGENERTION SWITCH WH 8 G 9 THROTTE POS SIG # P0 SHUTTER SIG TN 0 G THROT V PK 8 G THROT POS TN 8 G THROT RET K 8 G THROT POS TN 8 G THROT V PK 8 G THROT RET K 8 G CRUISE SIG GY 8 G CRUISE RESUME OR 8 G CRUISE SET N 8 G 06NN WH 8 G REGEN SW OR 8 G STRT ENG Y 8 G P7 SHUTTER SIG TN 8 G SEN PWR GN 8 G THROT SIG TN 8 G SEN RET K 8 G WH 8 G 6 PK 8 G 7 OR 8G 0 GY 8 G 8 OR 8 G 9 N 8 G SW RET TN 8 G TN 8 G 00 Y 6 G PK 6 G FROM SHEET 0 GY 8 G 6 PK 8 G 7 OR 8 G 8 OR 8 G 9 N 8 G ECM RET WH 8 G CRUISE CONTRO ON/OFF +V THROTTE POWER THROTTE POSITION RET CRUISE CONTRO RESUME CRUISE CONTRO SET ECM RETURN SW RET TN 8 G SWITCH RETURN FN C(+) OR 8 G 6P PK 8 G FN CUTCH OUTPUT IGNITION KEY SWITCH SEE DIGRM WRG: 9-0, DYTIME RUNNING IGHTS ENG RUN RD 8 G STRTER OCKOUT 79 8 J PU G FN 6 G M K G PU G 6P PK 6 G K K G PK 6 G 00 Y 6 G FN C(+) OR 8 G ECM RET WH 8 G VR TT RD 6 G P PU G FN 8 G M K G PU G 6P PK 8 G K K G PK 6 G 00 Y 6 G. FN C(+) OR 8 G ECM RET WH 8 G VR TT RD 6 G PK 6 G PU G FN 8 G M K G PU G K K G PK 6 G VR TT RD 6 G Sheet 6, of TO SHEET D0007 CUMMINS ENGINE

32 SERVICE MNU IP HETED FUE FITER P FITER PWR PK G 68 PK G FITER PWR FITER GND FITER GND WH G WTER IN FUE SENSOR IGHTS SENSOR GND SENSOR PWR WIF SENSOR P C SENSOR GND WH 6 G SENSOR PWR PK 6 G WIF SENSOR Y 8 G 06PP WH G CONNECTS TO FRME HRNESS CONNECTS TO IP P 70 SEE DIGRM WRG: 000 TRNSMISSION ENGINE FUE GUGE CUSTER P0 8 06P WH G 0 PU 0 G P WIF SENSOR Y 8 G 06P WH G P 0 PU 8 G T FUE EV TNK GND FUE EV TNK T GND FUE EVE WH 6 G

33 chassis Electrical FRME PDU PDU POWER INTERFCE CONNECTS TO FRME HRNESS P J 68 PK G G 68 PK G FUSE P C C IGN PDU POWER INTERFCE CONNECTS TO FRME HRNESS P8 J 06PP WH G 06P WH G 06 WH 6 G 06D WH 6 G SEE DIGRM WRG: HYD RKES MMETER 06EE WH 0 G D WH 0 G EEC GND STUD 7 T CHSSIS GND Sheet 6, of D0007 CUMMINS ENGINE

34 SERVICE MNU IP P0 TRNS K SHIFTER IUMINTION GROUND EO RES P90 IUM K SHIFTER T 8 G GND K SHIFTER WH 8 G J99 (+) CP Y 0 G J99 (-) CP GN 0 G SEE DIGRM WRG J99 SPICE PCK: P7 IUMINTION P70 GND NOT USED ON 000 TRNSMISSION P00 P EEC IGN SHIFT PK G EEC TT SHIFT K G PDU PDU/FRME INTERFCE PDU/FRME INTERFCE FUSE P J P EEC TT 0 6 K 6 G EEC TT K G P EEC GND 8 TN 6 G 8 TN 6 G FUSE P WH G WH 6 G K IGN 0 6E PK 6 G EEC IGN PK G N 8 T GN 8 G W 0 T 8 G H IR RKES ONY RKE 0 T 8 G SEE DIGRM WRG: REY P SEE DIGRM WRG: E WH 8 G CK UP IGHT / POWER, WH 6 G RM SHEET RK SIG RD 8 G 6 RKES SHIFT ENE K 8 G IR RKE S MODUE SEE DIGRM WRG: 079 ENGINE 8 GN 6 G P 0 8 T GN 8 G POWER, SHEET GND GND IGN DO WH 8 G K WH 6 G 8 TN 6 G NEUTR REY PD C WH 6 G K WH 6 G IR RKES ONY 7 SEE DIGRM WRG: POWER, SHEET GND M WH 6 G J WH G J F P8 GND PDU WH G D WH 0 G WH G FITER GND WH G E WH G Q WH G GND FUE EVE WH 6 G F WH G C WH G 08C WH G 08D WH G T CHSSIS GROUND

35 chassis Electrical FRME TRNSMISSION TRNS IP/OP VEHICE/FRME INTERFCE P C EEC TT TRNS K 6 G TRNS TT (PK) 8 G 8 TN 6 G (TN) 8 G D WH 6 G TEEC GND (WH) 8 G H EEC IGN TRNS PK 6 G K TRNS IGN/6 (Y) 8 G 8 T GN 8 G (GN) 8 G F 8 T GN 8 G (WH) 8 G C FOR FUTURE USE CHECK TRNS/9 (GN) 8 G J 0 T 8 G G 0 () 8 G 8 T GN 8 G 6 (TN) 8 G FOR FUTURE USE ENGINE FOR FUTURE USE SEE DIGRM WRG CK UP RM ENGINE,SHEET IR DRYER IR RKES ENGINE,SHEET IR RKES UGGGE CMPT GT HYD RKES HYD RKES C8 (TN) 8 G C (TN) 8 G T-99(+) (Y) 0 G T-99(-) (GN) 0 G TRNSMISSION TCM CONNECTOR 0 () 8 G 09 (GY) 8 G 0 (PK) 8 G (GN) 8 G (WH) 8 G (TN) 8 G CHECK TRNS/9 (GN) 8 G (TN) 8 G T-99(+) (Y) 0 G TRNS IGN/6 (Y) 8 G 6 (TN) 8 G T-99(-) (GN) 0 G 69 (GY) 8 G 70 (PK) 8 G C INPUT 6 (SHIFT INHIIT) GROUND TTERY S SIGN RNGE INH INDICTOR VEHICE SPEED CHECK TRNS NEUTR SFETY J99 (+) IGNITION POWER REVERSE SIGN J99 (-) 69 GROUND 70 TTERY POWER C90 J99 (+) J99 (-) SEE DIGRM WRG J99 Sheet 7, of D TRNSMISSION

36 SERVICE MNU 7 MIN TRNSMISSION CONNECTOR C906 SD SS SD SS SD SS PS PS PS SUMP TEMP SIGN RETURN SD TCC PS HSD SD PCS HSD SD PCS DIGIT SIGN NS SD MIN MOD DIGIT SIGN C DIGIT SIGN DIGIT SIGN DIGIT SIGN P TRNS ID (GN) 8 G (Y) 8 G (WH) 8 G 7 () 8 G 7 (WH) 8 G 79 (PK) 8 G (TN) 8 G 8 (GN) 8 G 78 (WH) 8 G 77 (GN) 8 G (OR) 8 G (WH) 8 G 7 (Y) 8 G 6 (OR) 8 G 8 (OR) 8 G 7 () 8 G (GY) 8 G (Y) 8 G 7 () 8 G (Y) 8 G 76 (Y) 8 G

37 chassis Electrical C96 TRNSMISSION (OR) 8 G (GY) 8 G 7 () 8 G 0 () 8 G (Y) 8 G (Y) 8 G 6 (OR) 8 G 8 (OR) 8 G 9 (OR) 8 G 0 (GN) 8 G (WH) 8 G (GN) 8 G (Y) 8 G (TN) 8 G (WH) 8 G 7 (WH) 8 G 8 (GN) 8 G 9 (TN) 8 G 60 (Y) 8 G 7 (Y) 8 G 7 () 8 G 7 () 8 G 76 (Y) 8 G 77 (GN) 8 G 78 (WH) 8 G 79 (PK) 8 G 80 (OR) 8 G HSD DIGIT SIGN C PS TURINE SPEED OW SD PCS DIGIT SIGN P SD PCS DIGIT SIGN NS ENGINE SPEED OW OUTPUT SPEED OW SD SS SD PCS DIGIT SIGN SUMP TEMP SIGN SD PCS PS NOG RETURN ENGINE SPEED HIGH OUTPUT SPEED HIGH HSD DIGIT SIGN SD MIN MOD TRNS ID PS SD TCC PS TURINE SPEED HI 7 9 (OR) 8 G 9 (TN) 8 G 0 (GN) 8 G 60 (Y) 8 G 0 () 8 G 80 (OR) 8 G ENGINE SPEED SENSOR OUTPUT SPEED SENSOR C90 C90 C98 TURINE SPEED SENSOR Sheet 7, of D TRNSMISSION

38 SERVICE MNU IUMINTION GND SHIFTER TRNS IGN TRNS TT DIR SIGN J99 JUMPER J99 DTINK(+) J99 DTINK(-) P0 TRNS K SHIFTER IP IUM K SHIFTER T 8 G GND K SHIFTER WH 8 G EEC IGN SHIFT PK 8 G EEC TT SHIFT K 8 G DIR SIG Y 8 G 6 TERMINTING RESISTOR GN 8 G (+) SHIFT Y 0 G 99(-) SHIFT GN 0 G SPICE PCK: P7 IUMINTION 06P WH G SEE DIGRM WRG: J99 P00 7 P EEC IGN SHIFT PK G EEC TT SHIFT K G Y 8 G 06P WH G PDU PDU/FRME INTERFCE FUSE P J P EEC TT 0 6 K 6 G EEC TT K G P EEC GND 8 TN 6 G 8 TN 6 G FUSE P WH G WH 6 G K IGN 0 6E PK 6 G EEC IGN PK G N 8 T GN 8 G W 0 T 8 G H IR RKES ONY 0 T 8 G RKE REY P SEE DIGRM WRG: POWER, SHEET E WH 8 G WH 6 G RK SIG RD 8 G PDU/FRME INTERFCE SEE DIGRM WRG: CK UP IGHT / RM 6 RKES SHIFT ENE K 8 G SEE DIGRM WRG: 079 ENGINE POWER SHEET GND 8 GN 6 G NEUTR REY PD GND IGN DO WH 8 G K WH 6 G 8 TN 6 G C WH 6 G K WH 6 G IR RKE S MODUE P 8 T GN 8 G 0 IR RKES ONY 76 POWER SHEET GND M WH 6 G J WH G J F P8 GND PDU WH G D WH 0 G WH G FITER GND WH G E WH G Q WH G GND FUE EVE WH 6 G F WH G C WH G 08C WH G 08D WH G T CHSSIS GROUND

39 chassis Electrical FRME 06EE WH 0 G EEC GND STUD TRNSMISSION TRNS IP/OP EEC TT TRNS K 6 G 8 TN 6 G WH 6 G EEC IGN TRNS PK 6 G 8 T GN 8 G Y 8 G 0 T 8 G FOR FUTURE USE 8 T GN 8 G 8 T GN 8 G SEE DIGRM WRG CK UP RM ENGINE,SHEET IR DRYER IR RKES ENGINE,SHEET IR RKES UGGGE CMPT GT HYD RKES HYD RKES P D H K F E G J C VEHICE/FRME INTERFCE C TRNS TT (PK) 8 G (TN) 8 G TEEC GND (WH) 8 G TRNS IGN/6 (Y) 8 G (GN) 8 G (Y) 8 G 0 () 8 G CHECK TRNS/9 (GN) 8 G (OR) 8 G 6 (TN) 8 G T-99(+) (Y) 0 G T-99(-) (GN) 0 G 09 (GY) 8 G 0 (PK) 8 G (GN) 8 G (TN) 8 G (OR) 8 G T-99(+) (Y) 0 G TRNS IGN/6 (Y) 8 G 6 (TN) 8 G T-99(-) (GN) 0 G 69 (GY) 8 G 70 (PK) 8 G TRNSMISSION TCM CONNECTOR 0 () 8 G CHECK TRNS/9 (GN) 8 G (Y) 8 G C96 INPUT 6 (SHIFT INHIIT) GROUND TTERY S SIGN CHECK TRNS DIRECTION SIGN NEUTR SFETY RNGE INDICTOR J99 (+) IGNITION POWER REVERSE SIGN J99 (-) 69 GROUND 70 TTERY POWER C90 J99 (+) J99 (-) SEE DIGRM WRG J99 Sheet 8, of D TRNSMISSION

40 SERVICE MNU 78 MIN TRNSMISSION CONNECTOR C906 HSD CD PCS DIGIT SIGN SD PCS SD PCS HSD SD MIN MCD SD PCS SD SS HSD SD TCC TURINE SPEED HIGH TURINE SPEED OW OI EVE OI EVE SIGN OI IFE MONITOR SUMP TEMP NOG RETURN TRNS ID (OR) 8 G (WH) 8 G 77 (GN) 8 G 6 (OR) 8 G (GN) 8 G 7 (Y) 8 G 7 () 8 G (Y) 8 G (WH) 8 G (Y) 8 G 7 (WH) 8 G 80 (OR) 8 G 0 () 8 G 6 () 8 G (PK) 8 G 8 (Y) 8 G (TN) 8 G 8 (GN) 8 G 76 (Y) 8 G

41 chassis Electrical C96 TRNSMISSION (OR) 8 G (PK) 8 G 6 () 8 G 8 (Y) 8 G 0 () 8 G (Y) 8 G (Y) 8 G 6 (OR) 8 G 7 (WH) 8 G 9 (OR) 8 G 0 (GN) 8 G (WH) 8 G (GN) 8 G (TN) 8 G (WH) 8 G 8 (GN) 8 G 9 (TN) 8 G 60 (Y) 8 G 7 (Y) 8 G 7 () 8 G 76 (Y) 8 G 77 (GN) 8 G 80 (OR) 8 G HSD OI EVE SIGN OI EVE OI IFE MONITOR TURINE SPEED OW HSD SD PCS SD PCS SD TCC ENGINE SPEED OW OUTPUT SPEED OW SD SS SD PCS SUMP TEMP SIGN SD PCS NOG RETURN ENGINE SPEED HIGH OUTPUT SPEED HIGH HSD SD MIN MOD TRNS ID PS TURINE SPEED HI 79 9 (OR) 8 G 9 (TN) 8 G 0 (GN) 8 G 60 (Y) 8 G C90 ENGINE SPEED SENSOR C90 OUTPUT SPEED SENSOR Sheet 8, of D TRNSMISSION

42 SERVICE MNU EEC PNE SEE DIGRM WRG: STD EQUIP, RKE IGHT SEE DIGRM WRG: VGT RKE ENGINE P0 CUSTER P CUSTER P7 P7 M U R P7 P7 6 P08 P08 IP CUMMINS ECM P VGT RK SIG VGT RKE RKE WRN RK WRN RD 0 G 9 6D RD 0 G RKE SIGN RKE SIG D RD 6 G 6 RD 6 G TT RK SIG K G TT RK SIG K G 6K RD 6 G P70 P70 SPICE PCK: GND 70 T 8 G CONNECTS TO ENG HRNESS P0 VGT RK SIG RD 6 G 70 T 8 G SHIFT EN GND WH 6 G W/O 07-0 CONNECTS TO FRME HRNESS RK WRN RD 0 G 6K RD 6 G P CONNECTS TO IP P7 70 T 8 G SHIFT ENE K 8 G CONNECTS TO IP FRME RK WRN SIG RD 6 G RK GT RD 6 G 70 T 8 G VGT RK SIG RD 8 G 70 DCM STOP IGHT SWITCH RD 6 G K 8 G P70 8 WH 8 G DIFF PRESS SW CONN MONITOR MODUE CONNECTOR 8 WH 8 G TN 8 G C WH 8 G D 0. OR G E F 6 RD 8 G G 6 RD 8 G H 8 WH 8 G FOW SW CONN P P RKE MONITOR OR G RK WRN IGN PK 6 G TN 8 G RK WRN SIG RD 6 G WH 8 G RK WRN GND WH 6 G 6 RD 8 G C D RK WRN GT TN 6 G 9 Y 8 G 8 WH 8 G OR G 6 RD 8 G SEE DIGRM WRG: GROUND, SHEET P6 P6 RD G K G HYD RKE OOST RK OOST T RD G DCM GND WH G FRME T GROUND MOTOR PWR RING TERMIN REY MICRO 7 RD G MOTOR GROUND TRNSMISSION RNGE UX FUNCTION C96 0 T 8 G

43 chassis Electrical PDU RKE REY PDU POWER INTERFCE SHIFT ENE K 8 G P CONNECTS TO ENGINE HRNESS J SHIFT ENE K 8 G 0 T 8 G P E WH 8 G WH 6 G SEE DIGRM WRG: POWER, SHEET PDU POWER INTERFCE P CONNECTS TO FRME HRNESS J 0 T 8 G 0 T 8 G H 9 K G 9 K G 0 K G 0 K G E 6 PK 6 G M 6 PK 6 G 06 WH 6 G S 06 WH 6 G RK WRN IGN PK 6 G W RK WRN IGN PK 6 G RK VGT GT RD 8 G RK SIG RD 8 G X FUSE P FUSE P6 FUSE P FUSE P 8 9 EEC TT 0 TT EEC IGN 06EE WH 0 G C C IGN EEC GND P8 G C J RK OOST TT K G RK OOST TT K G 8 RK OOST TT K 0 G FUSE P6 0 TT 0 T 8 G RK OOST T RD G RK OOST T RD G SEE DIGRM WRG: J99 TERMINTING RESISTOR 0 J99 (+) J99 (-) P P -99(+) Y 0 G -99(-) GN 0 G -99(+) Y 0 G -99(-) GN 0 G 6 PK 6 G 06 WH 6 G -99(+) Y 0 G -99(-) GN 0 G 0 K G 9 K G 08C WH G 08D WH G RR SENS IN N 8 G R SENS IN N 8 G F SENS IN N 8 G RF SENS IN N 8 G 6H T 8 G RR SENS GND K 8 G R SENS GND K 8 G F SENS GND K 8 G RF SENS GND K 8 G 6H Y 8 G S IGNITION S REF GROUND J99 DTINK (+) J99 DTINK (-) PMP MTR TT S TT PMP MTR GROUND S GROUND P S ECU/MODUTOR RIGHT RER SPEED SENSOR IN EFT RER SPEED SENSOR IN EFT FRONT SPEED SENSOR IN RIGHT FRONT SPEED SENSOR IN J87 DTINK (-) RIGHT RER SENSOR GROUND EFT RER SENSOR GROUND EFT FRONT SENSOR GROUND RIGHT FRONT SENSOR GROUND J87 DTINK (+) 7 G 7 P C D WH 0 G CHSSIS GROUND T 6H T 8 G 6H Y 8 G RF SENS IN N 8 G RF SENS GND K 8 G F SENS IN N 8 G F SENS GND K 8 G R SENS IN N 8 G R SENS GND K 8 G RR SENS IN N 8 G RR SENS GND K 8 G J87 (-) J87 (+) P RF SENSOR RF SENSOR GND SEE WRG DIGRM J87 P7 RIGHT FRONT SPD SENSOR F SENSOR F SENSOR GND P0 EFT FRONT SPD SENSOR R SENSOR R SENSOR GND P7 EFT RER SPD SENSOR RR SENSOR RR SENSOR GND P6 RIGHT RER SPD SENSOR Sheet 9 D0000 HYDRUIC S RKES

44 SERVICE MNU EEC PNE SEE DIGRM WRG: STD EQUIP, RKE IGHT SEE DIGRM WRG: VGT RKE ENGINE 7 S SIGN RNGE UX. FUNCTION CUSTER 6D RD 0 G DCM P RKE SIGN C96 P7 P7 M U RKE SIG D RD 6 G 6 RD 6 G TT RK SIG K G TT RK SIG K G 6K RD 6 G P7 R P70 P70 P7 TRNSMISSION 6 70 T 8 G P70 SPICE PCK: GND P08 P08 IP CONNECTS ENG HRNESS P0 VGT RK SIG RD 6 G 70 T 8 G SHIFT EN GND WH 6 G W/O 07-0 CONNECTS TO FRME HRNESS 6K RD 6 G RD 6 G K 8 G STOP IGHT SWITCH GN 8 G 0 T 8 G VEHICE FRME INTRFCE P00 C 9 CONNECTS TO IP P7 CUMMINS ECM 70 T 8 G SHIFT ENE K 8 G CONNECTS TO IP P 6K RD 8 G P HETED DRIN VVE 8C F TRNS I/P O/P P 8 T GN 8 G F 0 T 8 G G P FRME 8C PK G F WH G CHSSIS GROUND VGT RK SIG VGT RKE VGT RK SIG RD 8 G 70 T 8 G T OCKED OCKED OCKED OCKED 76 TN 6 G 7 DK GN 6 G 7 PK 6 G 79 PU 6 G 78 T GN 6 G 77 K 6 G 70 GY 6 G 70 K 6 G 70 OR 6 G 708 TN 6 G 707 N 6 G 706 OR 6 G D WH 0 G P P8 P P6 RIGHT RER MOD VVE EFT RER MOD VVE RIGHT FRONT M/ MODUTOR EFT FRONT M/ MODUTOR

45 chassis Electrical PDU RKE REY PDU POWER INTERFCE SHIFT ENE K 8 G P CONNECTS TO ENGINE HRNESS J SHIFT ENE K 8 G 0 T 8 G P E WH 8 G WH 6 G SEE DIGRM WRG: POWER, SHEET PDU POWER INTERFCE P CONNECTS TO FRME HRNESS J 0 T 8 G 0 T 8 G 6 PK G H 6 PK G FUSE P IGN 8 PK G D C8 0 8 PK G FUSE P 0 C9 IGN 6 RD 8 G RK SIG RD 8 G X 0 SEE DIGRM WRG: P J87 J87 (-) J87 (+) P 0-99(-) GN 0 G -99(+) Y 0 G TERMINTING RESISTOR 7 P S ECU/MODUTOR 6G T 8 G -99(-) GN 0 G 7 T GN 8 G 70 Y 8 G 6G Y 8 G -99(+) Y 0 G 709 DK GN 8 G 7 RD 8 G 6 PK 6 G 8 T GN 8 G 6 PK G Q WH G P9 S ECU CONN (X) 7 TN 8 G 70 Y 8 G 7 DK 8 G 7 Y 8 G 6Z RD 8 G 706 OR 6 G 708 TN 6 G 70 OR 6 G 70 GY 6 G 77 K 6 G 79 PU 6 G 707 N 6 G 70 K 6 G 78 T GN 6 G 7 DK GN 6 G 7 PK 6 G 76 TN 6 G J87- J99- EFT FRONT SENSOR + RIGHT FRONT SENSOR + J87 + J99+ EFT FRONT SENSOR- RIGHT FRONT SENSOR - IGNITION ( FUSED) RETRDER DISE TRIER S W/ S W/ TC MP/TC ORS TTERY (0 FUSED) GROUND EFT RER SENSOR + EFT RER SENSOR - RIGHT RER SENSOR + RIGHT RER SENSOR - STOP MP SIGN (TC ONY) S ORS (PREMIUM ONY) EFT FRONT MOD HOD EFT FRONT MOD EXHUST RIGHT FRONT MOD HOD RIGHT FRONT MOD EXHSUT EFT RER MOD HOD EFT RER MOD EXHUST EFT FRONT MOD COMMON RIGHT FRONT MOD COMMON EFT RER MOD COMMON RIGHT RER MOD COMMON RIGHT RER MOD HOD RIGHT RER MOD EXHUST 7 7 DK 8 G 7 Y 8 G 7 TN 8 G 70 Y 8 G -99(+) Y 0 G -99(-) GN 0 G 70 Y 8 G 7 RD 8 G 7 T GN 8 G 709 DK GN 8 G P RR SENSOR RR SENSOR GND R SENSOR R SENSOR GND J99 (+) J99 (-) RF SENSOR RF SENSOR GND F SENSOR F SENSOR GND Sheet 0 P6 RIGHT RER SPD SENSOR P7 EFT RER SPD SENSOR SEE DIGRM WRG: J99 P7 RIGHT FRT SPD SENSOR P0 EFT FRT SPD SENSOR D000 IR S RKES

46 SERVICE MNU FRME UGGGE COMPRTMENT IGHTS P0 8 PK G C WH G IR DRYER P9 8D PK G E WH G 7 T D WH 0 G FRME GROUND

47 chassis Electrical PDU PDU POWER INTERFCE CONNECTS TO FRME HRNESS P J FUSE P 8 PK G 8 PK G C8 C9 D 0 IGN 7 Sheet D000 UGGGE ND IR DRYER

48 SERVICE MNU IP FRME MMETER P0 P00 P CUSTER 7 0 K 0 G 0 K 6 G 76

49 chassis Electrical FRME PDU P J 0 K 6 G J 0 K 6 G SEE DIGRM WRG: POWER & GND IGN 06EE WH 0 G EEC GND 8C PK 6 G 0 K 6 G 06D WH 6 G C D P7 ISOTED HOT STUD /0 RD CURRENT SENSOR TO TTERY DISCT SWITCH OPTION TTERY DISCT SWITCH OPTION 77 /0 G + - Sheet D0007 MMETER

50 SERVICE MNU SPICE PCK: GND P70 GND WIPER /C WH 6 G Y G WIPER H PK /C Y 8 G WIPER H PK IGN PK G WIPER H OW IGN PK G GND H OW REY WH 8 G R H WIPER OW 0 DK GN G WIPER H SIG TN 8 G WIPER RH PK /C Y 8 G Y G WIPER RH PK IGN PK G WIPER RH OW IGN PK G GND RH OW REY WH 8 G GND H OW REY WH 8 G R RH WIPER OW DK GN G WIPER RH SIG TN 8 G R WIPER RH OW IGN PK G RD G GND H HI REY WH 8 G GND RH HI REY WH 8 G RH WIPER HI FF K G WIPER HI SIG TN 8 G WIPER HI SIG H TN 8 G WIPER H OW IGN PK G RD G GND H HI REY WH 8 G GND RH OW REY WH 8 G R H WIPER HI EE K G WIPER HI SIG H TN 8 G 78 8WIPER RH PK IGN PK G WIPER H PK IGN PK G Y G RD G DK GN G Y G RD G 0 DK GN G 9 6 WSH PUMP N 6 G GND RH HI REY WH 8 G SPICE PCK: GND WSH PUMP RE WH 8 G P70 GND P P 0 DK GN G RD G WIPER H PK IGN PK G Y G GND WIPER H WH G P0 H P S X H WIPER R WSHER PUMP M IGN WSH PUMP N 6 G WSH PUMP SIG RE N 6 G MOTOR SHOWN IN PRK POSITION SPICE GND DK GN G RD G WIPER RH PK IGN PK G Y G GND WIPER RH WH G T CHSSIS GND P0 H P S X RH WIPER M MOTOR SHOWN IN PRK POSITION WIPER SWITCH OGIC C HI PUMP 6 OFF V INT V V INT V V V INT - V V INT - V V - - V INT - - V - - V OW V - V - - V HIGH V - V V - V WSH V V DCM 0 OR 8 G WH 8 G Y 8 G 8 G TN 8 G 6 K 8 G P P70

51 chassis Electrical EEC PNE WIPER HI SIG TN 8 G WIPER H SIG TN 8 G WIPER H PK /C Y G WIPER RH PK /C Y G WIPER RH SIG Y G WIPER /C WIPER /C WIPER /C GND CM WH G IGN WIPER/STROE PK G IGN WIPER/STROE PK G WIPER SW PWR K 6 G FF K G CM P H WIPER OW (OUT) WIPER PRK T (IN) WIPER PRK RT (IN) RH WIPER OW (OUT) WIPER SW (IN) WIPER SW (IN) WIPER SW (IN) GROUND + VOT IGN C WIPER/STROE 0 IGN C 0 WIPER RH IGN 0 WSH PUMP N 6 G WIPER /C TN 8 G WIPER TN 8 G EE K G WIPER /C TN 8 G WIPER TN 8 G WSH PUMP SIG N 6 G WIPER /C TN 8 G WIPER TN 8 G IGN WSH PUMP N 6 G WSH PUMP SIG RE N 6 G C D6 C D8 WSH PUMP SIG N 6 G WSH PUMP SIG N 6 G C 9 WIPER H 0 IGN C 8 WIPER WSH PUMP IGN C D7 P6 P6 J K M N E J P7 P7 IP WIPER TN 8 G WIPER TN 8 G WIPER TN 8 G WIPER HI SIG TN 8 G WSH PUMP SIG N 6 G WIPER SW PWR K 6 G WSH PUMP N 6 G P0 0 P7 ENGINE WSH PUMP N 6 G GND WSH WH 6 G P WTER PUMP WSH PUMP GND WSH 79 STRTER GND WIPER TN 8 G WIPER TN 8 G WIPER TN 8 G WIPER HI SIG TN 8 G WSH PUMP SIG N 6 G WIPER SW PWR K6 G Sheet D WIPERS & WSHER PUMP