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SERV1828

January 2007

GLOBAL SERVICE LEARNING


TECHNICAL PRESENTATION

777F (JRP)
OFF-HIGHWAY TRUCK
INTRODUCTION

Service Training Meeting Guide


(STMG)

777F (JRP) OFF-HIGHWAY TRUCK


INTRODUCTION
MEETING GUIDE 828

VISUALS AND SCRIPT


AUDIENCE

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

CONTENT
This presentation provides basic maintenance information and describes the systems operation
of the monitoring system, engine, power train, steering, hoist and brakes for the 777F Offhighway Truck. The Automatic Retarder Control (ARC) and the Traction Control System
(TCS) are also discussed. This presentation may also be used for self-paced and self-directed
learning.
OBJECTIVES
After learning the information in this meeting guide, the serviceman will be able to:
1. locate and identify the major components in the engine, power train, steering, and
brakes;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil through the systems.
REFERENCES
777F (JRP) Operation and Maintenance Manual
777F (JRP) Parts Manual

SEBU7790
SEBP4305

PREREQUISITES
"Fundamentals of Engines Self Study Course"
"Fundamentals of Mobile Hydraulics Self Study Course"
"Fundamentals of Power Trains Self Study Course"
"Fundamentals of Electrical Systems Self Study Course"
Estimated Time: 24 Hours
Visuals: 224
Handouts: 30
Form: SERV1828
Date: 01/07
2007 Caterpillar Inc.

TEMV3001
TEMV3002
TEMV3003
TEMV3004

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Text Reference

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

SENR3981
SEBU5898
SEBU6250

Salesgrams and Product Bulletins


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

TEJB1002
PEJT5025
TEKQ0072
PEHP4036

Technical Instruction Modules on Legacy DVDs SERV1000-01


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

SEGV2593
SEGV2585
SEGV2599
SEGV2579

Service Training Meeting Guides


STMG 721 "777D Update (AGC) Off-highway Truck" (CD ROM)

SERV1721

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

TEVN2155
AEVN2211
AEVN2212
SEVN9187
SEVN4142
PEVN4638

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

SEBD0518
SEBD0717
SEBD0640
TEJB1015

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SUPPLEMENTAL MATERIAL (Continued)


Special Instructions
Accessing Flash Software for Machines
Caterpillar Electronic Controls Service Code Information Description List
Using the 7X1700 Communication Adapter Group
Using the 261-3363 Wireless Communications Adapter
Use of CE Connector Tools
Servicing DT Connectors
Parts Listing Of The Deutsch Connectors And Components
Use of 6V3000 Sure-Seal Repair Kit
Use of 8T5200 Signal Generator/Counter Group
Suspension Cylinder Servicing
777F Assembly Procedure

REHS0494
REHS0126
SEHS9264
NEHS0926
SEHS9065
SEHS9615
REHS0148
SMHS7531
SEHS8579
SEHS9411
REHS2594

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

NEHP5614
NEHP5622
PEHP8038
PEHP6001
PEHP5033
PEHP9013
AECQ5980
AEDK0075
AEDK0706
AEDK0707
AEDK0083
AEDK2953

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

NEEG2500
SEES5677
SEBF8366
SERV7003
SERV7004

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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................7
MAINTENANCE .......................................................................................................................11
OPERATOR'S STATION............................................................................................................38
MONITORING SYSTEM ..........................................................................................................47
Messenger Display Module ..................................................................................................52
Advisor/VIMS Display .........................................................................................................63
ENGINE......................................................................................................................................83
Engine Electronic Control System .......................................................................................84
Engine Derates......................................................................................................................94
Engine Compression Brake ................................................................................................101
Cooling System...................................................................................................................106
Lubrication System .............................................................................................................108
Fuel System.........................................................................................................................109
Air Intake and Exhaust System ..........................................................................................116
POWER TRAIN .......................................................................................................................124
Torque Converter Hydraulic System ..................................................................................127
Transmission Hydraulic System .........................................................................................138
Rear Axle ............................................................................................................................150
Transmission/Chassis Electronic Control System ..............................................................152
STEERING SYSTEM ..............................................................................................................163
HOIST SYSTEM ......................................................................................................................177
BRAKE SYSTEM ....................................................................................................................197
Brake Electronic Control System .......................................................................................224
Automatic Retarder Control System...................................................................................229
Traction Control System.....................................................................................................231
CONCLUSION.........................................................................................................................238
VISUAL LIST ..........................................................................................................................239
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................242
HANDOUTS.............................................................................................................................243
POSTTEST ...............................................................................................................................268
POSTTEST ANSWERS ...........................................................................................................272

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777F (JRP) OFF-HIGHWAY TRUCK


INTRODUCTION

2006 Caterpillar Inc.

INTRODUCTION
Shown is the right side of a 777F Truck. The fuel tank is located on the right side of the truck.
The 777F Truck comes standard with oil-cooled multiple disc brakes, front and rear. Front
caliper type disc brakes are available as an option.
The major features added to the 777F Truck are: the new cab, the Messenger or VIMS Advisor
monitoring system, the Tier 2 compliant C32 ACERT engine and cooling system, the ECPC
transmission, and the hydraulic brakes.
Some of the specifications of the 777F Truck are:
- Serial No. Prefix: JRP
- Empty weight: 73976 kg (163090 lb)
- Load carrying capacity: 90.9 tonnes (100 tons)
- Gross Machine Weight (GMW): 163293 kg (360000 lb)
- Length: 10.5 m (34.5 ft)
- Operating Width: 6.5 m (21.3 ft)
- Height: 5.2 m (17.0 ft)
- Body Up Height: 10.4 m (34.0 ft)
- Top speed, loaded: 64.5 km/h (40.1 mph)

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Shown is the left side of a 777F Truck. The hydraulic tank group is visible. The hydraulic tank
group consists of two separate tanks: the hoist, brake, and torque converter hydraulic tank
(front) and the transmission hydraulic tank (rear). The transmission hydraulic system is
separated from all of the other hydraulic systems.
The Individual Clutch Modulation (ICM) transmission has been replaced with Electronic Clutch
Pressure Control (ECPC) transmission. The Chassis/Transmission Electronic Control System
controls most of the same functions as on the 777D truck.
The air system has been eliminated on the 777F Truck. The brakes are completely hydraulic.

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Shown is the front of a 777F Truck. The 777F Truck uses a Next Generation Modular Radiator
(NGMR). Its modular design, similar to the previous folded core radiator, permits easy removal
of a single core without having to remove the entire radiator.

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Shown is the rear of a 777F Truck. Two body options are available for the 777F Truck:
- A dual-slope steel design with a "V" bottom main floor to reduce shock loading, center
the load, and reduce spills.
- The dual-slope steel body above, with the addition of a rubber liner for increased
resistance to impact and wear.
All internal wear surfaces of the truck body are made with 400 Brinell hardness steel. The steel
attachment body liner is also made with 400 Brinell hardness steel. The external components of
the body are made of steel with a yield strength of 6205 bar (90000 psi). The rubber liner is
one-fifth the density of steel, but absorbs impact four times better. The rear suspension
cylinders absorb bending and twisting stresses rather than transmitting them to the main frame.

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777F MAINTENANCE
e
777F Servic
Procedure

WALK AROUND INSPECTION


5

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

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10 HOURS DAILY MAINTENANCE CHECKS


Steering Oil Level

Fuel Level and Drain Moisture

Primary Fuel Filter


Disconnect Switch
Suspension Cylinder
Height

Engine Oil Level


Batteries
Air Filters and Precleaners

Rear Axle Breather

Radiator Debris
Fan Belts and Ether Cylinder
Coolant Level

Inspect Frame
for Cracks and
Body Support Pads
Check For Leaks
and Trash Build-up

Wash Windows,
Cab Fresh Air Filters,
Seat Belt, Indicators,
Gauges, Brake Tests,
Secondary Steering and
Back-up Alarm
Windshield Washer Level

Tire Inflation
Pressure

Suspension Cylinder Height


and Grease Breathers
Wheel Nuts
Hoist, Converter
And Brake Oil Level

Transmission
Oil Level

The following list identifies the items that must be serviced every 10 Hours or Daily.
- Walk-Around Inspection: Check for loose or missing bolts, leaks, trash build-up, and
cracks in frame structures and body support pads.
- Back-up alarm: test
- Brakes, indicators, gauges: test
- Braking system: test
- Coolant level
- Differential / final drive oil level
- Engine air filter service indicator
- Engine oil level
- Engine oil level (ORS)

- Engine oil level: log additions


- Fuel filter: drain water separator
- Fuel tank: drain water / sediment
- Hoist, converter, brake oil level
- Seat belt: inspect
- Secondary steering: test
- Steering system oil level
- Transmission oil level

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

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

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If the machine is equipped with the optional caliper type front brakes, inspect the brake
linings (1) for wear. The thickness of the brake linings (not including carrier) must not be less
than 3.15 mm (.125 in). Measure the lining at both ends because one end can wear more than
the other.
The clearance between the brake carrier guide pins (2) and the brake disc (3) must not be less
than 1.5 0.5 mm (.06 .02 in.).

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10

The primary fuel filter (1) is mounted between the right front wheel and the engine cooling fan.
A reusable fuel/water separator mounts directly to the filter element. Periodically open the
valve (2) under the separator bowl and drain any water into an approved container.
After changing fuel filters, hold the switch (3) upward to activate the electric fuel priming
pump to refill the fuel lines and filters with fuel.

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11
3

5
1

12

The dual engine oil filters (1) are located on the right front of the engine. Engine oil samples
can be taken at the SOS tap (2) located on the front of the oil filter base.
The secondary fuel filter (3) is located at the right front of the engine, in front of the engine oil
filters.
A fuel filter bypass switch (4) is located on the filter base. The bypass switch provides an input
signal to the Engine ECM indicating if the filters are restricted.
Jacket water coolant samples can be taken at the Scheduled Oil Sampling (SOS) coolant
analysis tap (5). The coolant tap is located behind the engine oil filters. The bottom illustration
shows the coolant tap with the filter removed.

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The transmission filters (1) are located behind the fuel tank and under the center tube.
Transmission oil samples can be taken at the SOS tap (2).
The oil filter bypass switch (3) provides input signals to the Transmission/Chassis ECM. The
ECM sends a signal to the monitoring system in the cab to warn the operator when the filter is
restricted.
A pressure test port (4) is available for monitoring charge pressure for the transmission control
valves.

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Located in front of the fuel tank on the right side of the truck is the torque converter charging
filter (1).
Hoist, converter, and brake oil samples can be taken at the SOS tap (2) at the base of the
filter.

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

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1

16

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

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

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

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5

19

Shown are the transmission hydraulic tank (1) and the hoist, converter, and brake hydraulic
tank (2). Both tanks are equipped with oil level sight gauges.
The oil level of both hydraulic tanks should first be checked with cold oil and the engine
stopped. The level should again be checked with warm oil and the engine running.
The lower sight gauge (3) on the hoist, converter, and brake hydraulic tank can be used to
check the tank level when the hoist cylinders are in the RAISED position. When the hoist
cylinders are lowered, the hydraulic oil level will increase. After the hoist cylinders are
lowered, check the hydraulic tank oil level with the upper sight gauge (4).
Check lower transmission oil sight gauge (5) with the engine off and oil cold. Use the upper
gauge (6) with engine at idle and oil warm.
Inspect the hoist, converter, and brake hydraulic tank breather for plugging. The breather is
located on the frame rail above the hydraulic tank.
Inspect the condition of both hydraulic tank fill cap vents (located on top of the tank) at regular
intervals.
When filling the hydraulic tanks after an oil change, fill the tanks with oil to the FULL COLD
mark on the sight gauge. Turn on the engine manual shutdown switch so the engine will not
start. Crank the engine for approximately 15 seconds. The oil level will decrease as oil fills the
hydraulic systems. Add more oil to the tanks to raise the oil level to the FULL COLD mark.
Crank the engine for an additional 15 seconds. Repeat this step as required until the oil level
stabilizes at the FULL COLD mark.

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Turn off the engine manual shutdown switch and start the engine. Warm the hydraulic oil. Add
more oil to the tank as required to raise the oil level to the FULL WARM mark.
In both tanks, use only Transmission Drive Train Oil (TDTO) with a specification of TO-4 or
newer.
TDTO TO-4 oil has the following features:
- Provides maximum frictional capability required for clutch discs used in the transmission,
torque converter and brakes.
- Increases rimpull because of reduced slippage.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
- Provides maximum frictional capability required for gears.

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20

Before climbing the truck ladder, make sure that the manual engine shutdown switch (1) is
OFF. The switch is located below the cab at the base of the left stairway.
The engine will not start if the manual shutdown switch is ON. If necessary, the switch can be
used to stop the engine from the ground level.
The access light switch (2) is used to turn on or turn off the lighting in the area around the
stairs. There is a second access light switch on the left side of the dash in the cab.

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21

While climbing the ladder, make a thorough inspection of the radiator. Be sure that no debris
or dirt is trapped in the radiator cores.
The battery disconnect switch is located under a cover (1) on the front bumper near the right
access ladder. If the machine is being parked for an extended period (overnight, etc.) turn off
the disconnect switch and remove the key.
The machine lockout and engine lockout switches are located behind an access cover (2)
between the radiator cowling and the right stairway.

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This illustration shows the engine disconnect switch (1) and the auxiliary start receptacle (2).

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4
3

1
6
5
7

23

The engine lockout control switch (1) allows the engine to be safely locked out while service is
performed. The engine must be stopped to activate the engine lockout mode. When the engine
lockout mode is activated, the following conditions exist:
- The engine starter is disabled.
- The secondary steering is disabled.
- The prelube function is disabled.
The following conditions must be met before the engine lockout mode will activate:
- The transmission control must be in the PARK position.
- The engine must be OFF.
When the switch is activated, one of the following results will occur:
- The indicator lamp (2) will illuminate continuously to indicate that the machine is in the
engine lockout mode.
- The indicator lamp will flash to indicate that the engine lockout mode will not activate
until the transmission control is in the PARK position and the engine is OFF.

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The machine lockout control switch (3) allows the machine to be safely locked out while
service is performed. When the machine lockout mode is activated, the following conditions
exist:
- The engine will start.
- The transmission is disabled.
- The hoist is disabled.
- The steering is disabled.
- The machine lockout mode indicator (4) will illuminate after the key start switch is
turned on.
NOTE: The lockout mode indicator on the dash panel will illuminate when the engine
lockout control or the machine lockout control is activated.
Also located near the lockout switches are the following circuit breakers:
- 90 Amp Alternator (5)
- 15 Amp Engine (6)
- 80 Amp Starter Solenoid (7)

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24
The batteries are located inside the front bumper, at the base of the radiator cowling (1).
Inspect the battery connections for corrosion or damage. Keep the battery terminals clean and
coated with petroleum jelly.
Inspect the electrolyte level in each battery cell, except maintenance free batteries. Maintain
the level to the bottom of the fill openings with distilled water.
The coolant level on the 777F is checked with the jacket water coolant sight gauge (2) located
below the cab on the side of the front cowling. Coolant is added by removing the radiator
cap (3) located inside an access door on the upper deck.
The water used in the cooling system is critical for good cooling system performance. Use
distilled or deionized water whenever possible to prevent acids or scale deposits in the cooling
system. Acids and scale deposits result from contaminants that are found in most common
water sources.
Never use water alone. All water is corrosive at engine operating temperatures without coolant
additives. Also, water alone has none of the lubrication properties that are required for water
pump seals.
Cat trucks are filled at the factory with Extended Life Coolant (ELC). If ELC is maintained in
the radiator, it is not necessary to use a supplemental coolant additive. Do not use a
conventional coolant to top-off a system filled with Cat ELC.
An acceptable substitute for ELC is a Cat DEAC (Diesel Engine AntiFreeze/Coolant) or a
commercial heavy-duty coolant/antifreeze that meets ASTM D4985 or ASTM D6210
specifications.

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The steering system hydraulic tank is located on the right platform.


Check the steering system oil level at the sight gauge (1), on the side of the tank.
The steering system oil filter (2) cleans the oil before it enters the hydraulic tank.
The steering system uses a pressure compensated piston-type pump mounted to the rear of the
engine. Case drain oil from the steering pump returns to the steering tank through a case drain
filter (3).
Before removing the fill cap (4) to add oil to the steering system, depress the pressure release
button (5) on top of the breather to release any pressure from the tank.
The steering system filter base and the case drain filter base have bypass valves that allow the
steering oil to bypass the filters if they are plugged.

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Shown are the air intake system components. Check the air filter restriction indicator (1). If
the yellow piston is in the red zone, the air filters are restricted and must be serviced.
The air filter housing covers serve as the precleaner assemblies. When servicing the filter
elements, clean the precleaners (2) and dust valves (3) using air or water pressure, or detergent
wash.
The dust valve is OPEN when the engine is OFF and closes when the engine is running. The
dust valve must be flexible and closed when the engine is running or the precleaner will not
function properly and the air filters will have a shortened life.
Two filter elements are installed in the filter housings. The large element is the primary
element and the small element is the secondary element.
Air intake system tips:
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the secondary element.
- Air filter restriction causes black exhaust smoke and low power.

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The engine oil level dipstick (1) and the engine oil fill tube (2) are located inside the access
cover for the air filters. Check the engine oil level with the dipstick and add engine oil at the
fill tube.
Caterpillar recommends multigrade Diesel Engine Oil (DEO) with a specification of ECF-1.
API CH-4, CI-4, and CI-4 Plus oils are only acceptable if they meet ECF-1 specifications.
DEO oils with a CG-4 specification are acceptable, but should be limited to 250-hour oil
change intervals. CF and older oils should not be used in Caterpillar diesel engines.
Cat ECF-1 Specification was established by Caterpillar in 2003 and requires excellent soot
dispersion, wear control, and piston deposit control.

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28

To check the fluid level of the windshield washer reservoir, open the access door located at the
left rear of the cab, behind the cab door. Open the filler cap (1) to check the fluid level and fill
as necessary.
To the left of the filler spout is the air conditioner filter (2). Clean or replace the filter element
when a reduction of circulation in the cab is noticed.

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2

29

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

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Text Reference

30

This illustration shows the cab air filter (1) located behind the trainer seat (2).

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Text Reference

5
1

4
3

31

OPERATOR'S STATION
Shown is a view of the 777F operator compartment. The operator's station for the 777F has
been changed to improve operator comfort and ergonomics. The operator seat (1) is centered in
the cab with the trainer's seat (2) positioned to the left.
The hoist control lever (3) is now on the right console next to the transmission control lever (4).
The 777F is equipped with a standard Messenger Monitoring System or optional VIMS/Advisor
Monitoring System (shown).
The optional Caterpillar Work Area Vision System (WAVS) is a closed circuit video monitoring
system. WAVS consists of a 178mm (7 inch) LCD color display (5) and may include one, two,
or three cameras. The display is mounted in the machine cab. The cameras are mounted on the
frame of the machine. The location of the camera(s) is dependent on the machine type.

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Text Reference

32

The Truck Production Management System (TPMS) on the 777F is controlled by a TPMS ECM
if the machine is equipped with Messenger or a VIMS ECM if the machine is equipped with
VIMS/Advisor. There are two sets of TPMS external loading lamps on the truck. One set of
lamps is on the left side of the cab (arrow) and the other set is on the right platform. The lamps
are green and red. The lamps inform the loader operator of the loading progress toward a target
payload weight. The lamps are active only during the loading cycle and are off at all other
times.
During loading, the green (continue loading) lamps will be ON until the payload is 95% of the
target weight setting. Then, the red (stop loading) lamp will light. A "last pass" indication can
be programmed into the system. With last pass indication, the TPMS calculates an average
loader pass size and predicts payload weight. If the predicted weight after the NEXT loader
pass will be above 95% of the target weight setting, the red lamps FLASH. The red lamps will
be ON continuously after the last pass (when fully loaded). A minimum of three loader passes
are required for the "last pass" indication option to function correctly. The actual measured
weight of the material in the truck body is displayed on the Messenger display or the
VIMS/Advisor display.

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Text Reference

4
3
1
2

33

Located on the left side of the front panel are:


- Telescopic/tilt steering column adjustment lever (1): Push for telescoping and pull for tilt.
- Intermittent wiper/washer, turn signal control, and dimmer switch (2).
- Steering wheel mounted electric horn control (3).
- Light switches and hazard warning switch (4).
The instrument panel (5) includes a tachometer, four gauges, and several indicators that display
the machine systems status. An LCD screen displays the service hour meter, machine ground
speed, actual gear, and direction.

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Text Reference

9
10

1
2

34

Located on the right side of the steering column is the retarder lever (1). The retarder lever is
used to modulate engagement of the service brakes. The retarder lever engages the front and
rear brakes on trucks with the standard oil-cooled front brakes but engages but only the rear
brakes on trucks with the optional caliper disc front brakes. The retarder lever can control the
modulation of the service brakes more precisely than the service brake pedal located on the cab
floor.
Located on the dash to the right of the retarder lever are the key start switch (2), fan speed
switch (3), temperature variable knob (4), air conditioner switch (5), and cigarette lighter (6).
Above the HVAC controls is the optional VIMS/Advisor display (7).
Switches to the left of the VIMS/Advisor display are the ARC ON/OFF switch (8), compression
brake switch (9), and front brake switch (10) (if equipped).

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Text Reference

2
4

3
1
5

35

To the right of the operator's seat is the shift console which contains the transmission shift
lever (1) and the hoist control lever (2). The 777F truck has SEVEN speeds FORWARD and
ONE REVERSE.
The top gear limit and body up gear limit are programmable through the Transmission/Chassis
ECM. The top gear limit can be changed from THIRD to SEVENTH. The body up gear limit
can be changed from FIRST to THIRD.
The 777F truck hoist system is electronically controlled. The hoist control lever activates the
four positions of the hoist control valve. The four positions are: RAISE, HOLD, FLOAT, and
LOWER.
A fifth position of the hoist valve is called the SNUB position. The operator does not have
control over the SNUB position. The body up switch controls the SNUB position of the hoist
valve. When the body is lowered, just before the body contacts the frame, the
Transmission/Chassis ECM signals the hoist solenoids to move the hoist valve spool to the
SNUB position. In the SNUB position, the body float speed is reduced to prevent hard contact
of the body with the frame.
The truck should normally be operated with the hoist lever in the FLOAT position. Traveling
with the hoist in the FLOAT position will make sure the weight of the body is on the frame and
body pads and not on the hoist cylinders. The hoist valve will actually be in the SNUB
position.

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Text Reference

If the transmission is in REVERSE when the body is being raised, the hoist lever sensor is used
to shift the transmission to NEUTRAL. The transmission will remain in NEUTRAL until:
1. the hoist lever is moved into the HOLD or FLOAT position; and
2. the shift lever has been cycled into and out of NEUTRAL.
The hoist lever is also used to start a new TPMS cycle.
NOTE: If the truck is started with the body raised and the hoist lever in FLOAT, the
lever must be moved into HOLD and then FLOAT before the body will lower.
The throttle backup and throttle lock switch (3), the WAVS alternate camera system switch (4)
(if equipped), and a 12V power port (5) are also located on the shift console.

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Text Reference

36

The overhead console can be equipped with four switches. The optional heated mirrors
switch (1) controls the heated mirrors.
The TCS test switch (2) is used to perform the TCS test when the switch is held.
The brake release/secondary steering switch (3) manually activates the brake release and
secondary steering pump when the switch is held.

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Text Reference

3
1

37

Located on the floor of the cab are:


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

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Text Reference

2
3

38

Located behind the trainer's seat are the fuse panels (1), the Cat ET service port (2), the TPMS
or VIMS service port (3), the Product Link service port (4), a 12V power receptacle (5), and the
20 amp heater/air conditioner fan circuit breaker (6).

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Text Reference

777F ELECTRONIC SYSTEM BLOCK DIAGRAM

Telemetry
Antenna
(Attachment)

VIMS-PC

GPS
Antenna
(Attachment)

Inclinometer
(Attachment)

Instrument
Cluster

10

15

20

25

30

OK

35

X100

Messenger Module
( St andard)

TCS

VIMS / Advisor
( Opt ional)

Engine ECM
(A4:E4)

Minestar
Display

CAT Datalink
CAN SAE J1939 Datalink
RS232 19200 Baud Serial Link

Minestar
Control
(Attachment)

VIMS ECM (Advisor)


(ABL2M)
(Attachment)
Road Analysis ECM
(RAC) (ABL2M)
(Attachment)
Brake ECM (TCS)
(A4:M1)
(Standard)
Trans / Chassis ECM
(A4:M1)
(Standard)

Product Link ECM


(Attachment)
ET Service Tool

TPMS ECM
( ABL2 M)
( At t achment )

39

MONITORING SYSTEM
The monitoring system on the 777F Off-highway Trucks monitors various machine systems and
then conveys the machine status to the operator. The 777F can be equipped with the standard
monitoring system which includes a Messenger display module, or the optional monitoring
system which includes a VIMS/Advisor display module.
Both monitoring systems include an instrument cluster. 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 ECMs and monitor display modules communicate over the Cat Data Link. The display
modules communicate with the instrument cluster over the Can Data Link.
The monitoring system receives information from machine switches and sensors via the ECMs
shown in this illustration of the Machine Electronic Control System.
The 777F can also have the following attachments: Minestar, RAC, Product Link,
Inclinometer, Telemetry antenna, and GPS antenna.

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Text Reference

40

The instrument cluster (1) and optional VIMS/Advisor display panel (2) are shown is this
illustration. The standard Messenger module (not shown) is installed in the same location as
the VIMS/Advisor display panel.
Problems from the machine systems are classified into four warning categories (1, 2, 2S, and 3)
similar to other Caterpillar monitoring systems.
During the normal operation mode and the menu mode, the Messenger or VIMS/Advisor
display may be interrupted by a warning message. Warning messages are displayed when
important instructions or information need to be displayed.
The Messenger or VIMS/Advisor provides three Warning Categories. The first category
requires only operator awareness. The second category states that the operation of the machine
and the maintenance procedure of the machine must be changed. The third Warning Category
states that the machine must be safely shut down immediately.
Warning Category 1
For a Category 1 Warning, an indicator light will illuminate or a gauge will be in the red zone.
The indicator that illuminates or the gauge that is in the red zone identifies the machine system
that needs attention. The "OK" key on the Messenger or VIMS/Advisor panel can be used to
acknowledge the warning. Some warnings will be silenced for a predetermined period. After
this time period, if the abnormal condition is still present, the warning will reappear.

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Text Reference

Warning Category 2
For a Category 2 Warning, an indicator will illuminate or a gauge will indicate in the red zone,
the action light will flash, and a popup screen appears on the Messenger or VIMS/Advisor
display screen. A Category 2 warning alerts the operator that a change in machine operation is
required to avoid possible damage to the indicated system. The "OK" key on the Messenger or
VIMS/Advisor panel can be used to acknowledge the warning. Some warnings will be silenced
for a predetermined period. After this time period, if the abnormal condition is still present, the
warning will reappear.
Warning Category 2-S
For a Category 2-S Warning, an indicator will illuminate or a gauge will indicate in the red
zone, the action light will flash, a popup screen appears on the Messenger or VIMS/Advisor
display screen, and an action alarm will sound continuously. The 2-S Warning indicates a
SEVERE Category 2 Warning. A Category 2-S Warning alerts the operator to immediately
change the operation of the machine to avoid possible damage to the indicated system. When
the change in operation is made to an acceptable condition, the action alarm will turn off.
Warning Category 3
For a Category 3 Warning, an indicator will illuminate or a gauge will indicate in the red zone,
the action light will flash, a popup screen appears on the Messenger or VIMS/Advisor display
screen, and an action alarm will sound intermittently. A Category 3 Warning alerts the operator
that the machine must be safely shut down immediately to avoid damage to the machine or
prevent personal injury. Some Category 3 Warnings cannot be stopped by pressing the "OK"
key.

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Text Reference

1
5

6
2

41

Shown is the Instrument Cluster located in the center of the front dash panel. The Instrument
Cluster includes 18 dash indicators, five analog gauges, and an LCD digital display (1). The
LCD display window in the lower center of the dash includes the truck speed, gear, and
direction on the top of the display and the service hour meter on the bottom of the display.
The five parameters monitored by the analog gauges are:
- Brake oil temperature (2)
- Engine coolant temperature (3)
- Engine speed (4)
- Torque Converter oil temperature (5)
- Fuel Level (6)

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Text Reference

INSTRUMENT CLUSTER
Park Brake
Engaged
Brake System
Check

Power Train
System Check

Action
Lamp

Engine
RPM

Electrical
System
Body Up
Transmission in Reverse
Machine Lockout Active

Check Engine

High Beam
Secondary Steering
Engaged

Retarder Engaged

Engine Coolant
Temperature Gauge

Traction Control
System Engaged

15

Primary Steering
Loss

10
5

20
X100
n/min

25

Throttle Lock

Left Turn Signal


Truck Speed

n/min

30
mph
km/h

Machine
Immobilizer
Right Turn Signal
Active Gear
and Direction

kPa psi

Brake Oil
Temperature Gauge

Transmission
Oil Temperature
Gauge

Fuel Level Gauge

Service Hour
Meter

LCD Display
Window

42
The indicator lamps and gauges are shown in this illustration.

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Text Reference

MESSENGER DISPLAY MODULE


DEFAULT SCREEN

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

43

Messenger Display Module


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

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Text Reference

MAIN MENU SELECTION

Performance

Main Menu

Totals

Performance
Default

Settings

OK
Service

Service Mode

44

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

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Text Reference

PERFORMANCE SCREEN SUBMENU

Eng Coolant Temp

Shift Lever

85 C

OK

45

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

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Text Reference

PERFORMANCE MENU SELECTION

Engine Coolant
Temperature

Engine Oil
Pressure

Engine Speed

Inlet Air
Temperature

Hydraulic Oil
Temperature

Fuel Level

Torque
Converter
Temperature

Battery Voltage

Main Menu
Performance
Performance

OK

46

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

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Text Reference

TOTALS MENU SELECTIONS

Total
Load Count

Load Count

Reset Load
Count
Yes

Main Menu

Payload

Totals

Accum Wt

Loaded Time

OK
Loaded Dist

Reset Load
Count
No

Totals

Distance
Traveled

Machine Hrs
Machine
Total Fuel

Blank

47

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

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Text Reference

SETTINGS MENU SELECTION


Main Menu
Settings
OK

48

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

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Text Reference

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

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Text Reference

SERVICE MENU SELECTION


Service
Diagnostic Events
OK

49

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

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Text Reference

Service

SERVICE MENU

Diagnostic Events

DIAGNOSTIC EVENTS

OK

SRC
36
36
36

CODE
91-8
168-0
168-1

Engine ECM

OCC ACT
10
5
5

91-8

Throttle Pos Snsr


Abnormal

Clr

OK

OK

OK

50
These illustrations show the information available within the Diagnostic Events menu.
From the Service menu, use the appropriate arrow button to highlight the Diagnostic Events
option and press the OK button to access the Diagnostic Events. Select the View Diagnostics
display by pressing the OK button. The View Diagnostics option will display a complete list of
codes (bottom left illustration). Each line on the list will show the following information:
- SRC (Source ID)
- CODE
- OCC (Number of occurrences of the event or code)
- ACT (if the code is active or inactive).
Use the appropriate arrow button to highlight a diagnostic code or an event code on the list.
Press the OK button to display the codes Detailed View (bottom right illustration). The
Detailed View will display a text message that shows the following information: reporting
ECM, failed component code, and explanation of the event.

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Text Reference

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

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Text Reference

SERVICE MODE
Main Menu
Svc Mode Password
OK

51

The Service Mode Password menu is used to enter the Service mode. The Service Mode
Password protects certain features from access by the operator. Features that need to be
protected from the operator can be enabled or disabled with a password.
NOTE: For more information on the Messenger Monitoring System, refer to the 773F,
775F, 777F Off-highway Truck Monitoring Systems Operation, Troubleshooting, Testing,
and Adjusting Service Manual module (RENR8344).

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Text Reference

1
2
3
4
5

52

Advisor/VIMS Display
Shown above is the Advisor/VIMS graphical display module. It is located on the right side of
the dash. It is the operator and technicians interface with the Advisor Monitoring System,
including VIMS. Information is displayed on a backlit LCD display screen.
The top portion of the screen is called the "Top Banner" and it displays vital machine
information at all times. The Top Banner may display different information from machine to
machine, depending on the model and the attachments that are installed.
At the right of the display screen is a column of five user interface buttons. These buttons are
used to navigate through the numerous Advisor screens, to make menu selections, or to enter
data. The five buttons, from top to bottom, are:
- LEFT/UP Arrow Button (1) - This button is used for screen navigation or data entry. It can be
used:
to scroll up a vertical list or scroll left across a horizontal list;
to decrease a setting value, such as decreasing brightness/contrast.
- DOWN/RIGHT Arrow Button (2) - This button is also used for screen navigation or data
entry. It can be used:
to scroll down a vertical list or scroll right across a horizontal list;
to increase a setting value, such as increasing brightness/contrast.

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Text Reference

- BACK Button (3) - This button is used:


to go up one level in a stair-step (hierarchical) menu structure, or to return to the
previous screen;
as a backspace, or cancel key when the operator or technician wishes to delete entered
characters.
- HOME Button (4) - This button is used to return to the home menu screen, regardless of what
screen is currently displayed.
- OK Button (5) - This button is used:
to make selections from a screen;
to confirm an entry, such as a password, or for saving an operator profile entry.
Navigation through the menus and sub-menus is accomplished by using the ARROW Buttons
to highlight the desired selection, then pressing the OK Button. The ARROW Buttons are also
used to highlight a mode or to set a parameter. Pressing the OK Button selects that option.
NOTE: The left buttons are used to display a screen without scrolling. If a screen is
selected and one of the left buttons is pressed and held for at least three seconds, the
screen is saved (programmed). Whenever the button is pressed again the "saved"
screen will appear.

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Text Reference

2612809V13

53
Copyright 2005 Caterpillar Inc.
All Rights Reserved

P
Normal

OK

03:55:46 07/7/2006 0%

Operator

54

Service
Settings
Payload

OK

Upon machine start-up (key ON), an introduction screen appears as shown in the top
illustration and Advisor performs a self-test routine. After a few seconds the main screen will
appear as shown in the bottom illustration.
NOTE: The time and date is set with VIMSpc software.
Also displayed to the right of the time and date is the inclinometer value.

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Text Reference

55

The illustration above shows a "pop-up" warning screen generated by the Transmission/Chassis
ECM and reported by Advisor. There may be more warning screens if there are any other
active faults or events reported to Advisor by the Transmission/Chassis ECM, or any other
ECM on the machine. Advisor will scroll through all of the warning screens generated by all of
the active faults and events. Each of these warning screens must be individually acknowledged
by pressing the "OK" button.
Each of these warning screens contains the following information:
- The reporting ECM (in text)
- The reporting MID (module identifier, or ECM code)
- The ID (Component ID and Failure Mode Identifier)
- A text message stating the failed component
- A text message stating the failure mode of the component
- A prompt for the operator to acknowledge the warning
Acknowledging these warnings does not clear them from the reporting ECM's memory, but
only clears them from the screen, or "snoozes" them. The warnings remain an active event or
fault until the problem is resolved. Advisor will display the message again after a
pre-determined amount of time, depending on the severity of the event.

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ADVISOR HOME
MENU SELECTIONS

Text Reference

Operator

Service

Settings

Home Menu
Screen

Payload

Monitor

Grade

Service Mode

56

Advisors menu structure is arranged in a stair-step, or hierarchical list format. When the
operator or technician selects an option from a menu or list, the resulting screen is one level
down from that selection. More selections, or options, may be available from that screen as
well. There may also be more than one page of information or options to be displayed from
any level. This is indicated by the "More Options" icon, which may point left, right, up, or
down, depending upon how the data or list is arranged.
The illustration above shows the options that are available from Advisor's Home Menu screen.
The Home Menu screen and its options will be displayed upon pressing the HOME button from
any screen within Advisor.

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Operator
Service

57

Settings
Payload

OK

Operator
Current Profile =
Select Profile

Glen

View/Save Current

Press

Create Profile

to select a

Delete Profile

profile.

OK

58
OK

The Operator menu allows the user to perform the following:


- Select a profile
- Create a profile
- Delete a profile
- View/save a current profile
- Factory Set (recalls default settings)
The profile of an operator is a saved set of preferences that is identified by a name. Once the
profile is created, the operator may associate various display settings and settings for the power
train to that profile. After all of the parameters have been adjusted to the operator's preference,
the operator may then save the parameters for future use.

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Text Reference

OPERATOR MENU SELECTION


Units

Profile Name
Selection Screen
(Up to 10 Names)

Select Profile

Lights ON
Dimming

View/Save
Current

Operator

Language

Create Profile

Profile Name
Creation Screen
(Numbers/Letters)

Lights OFF
Dimming

Delete Profile

Profile Name
Deletion Screen
(Up to 10 Names)

Contrast

Selects the Factory


Default Settings

Factory Set

59

This illustration shows the options within the Operator Menu.

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Normal

Operator

60

Service
Settings
Payload

OK

Service
Calibrations

Press

OK

61

System Information to enter the


System Tests

calibrations

Service Parameters menu.

OK

The Service menu contains six submenus. The following is a list of the submenus:
- Diagnostics
- Calibrations
- System Information
- Tattletale
- System Tests
- Service Parameters

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SERVICE MENU

DIAGNOSTICS SUBMENU
Active
Events
Logged
Events
Trigger
Snapshot

Diagnostics

Data Logger
Start
Data Logger
Reset

62

This illustration shows the diagnostics submenu within the service menu.
The Active Events menu option shows the ECM and the service hours for each event. The
following is a list of information that is displayed for the active event:
- Electronic Control Module
- Event Code
- Date of occurrence
- Time of occurrence
- Warning Level
- Number of occurrences
The Logged Events menu option shows the list of events and diagnostic codes that have been
recorded. Logged events can only be cleared by downloading and resetting the VIMS ECM
with VIMSpc.
The Trigger Snapshot menu option allows the user to manually initiate a snapshot of the system
in addition to the snapshots that are already programmed. The snapshot will remain active until
the time has elapsed.

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Text Reference

The Data Logger Start menu option allows the user to initiate the data logger. If the
information for the data logger is being downloaded from the machine, the data logger cannot
be started. The operator can initiate and stop the data logger numerous times until the total
time for logging the data is thirty minutes.
The Data Logger Reset menu option allows the user to reset the data logger, which clears all of
the logged information. Thirty minutes will be available after the data logger has been reset.
NOTE: The Data Logger is the only onboard file that can be reset through the Advisor
display. The Advisor must be either in the Service Mode or Cat ET must be connected
to the data link to reset the data logger. The VIMSpc software is not needed to reset the
data logger.

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Text Reference

SERVICE MENU

SYSTEM INFORMATION SUBMENU

SERVICE MENU

Advisor

CALIBRATIONS SUBMENU

Engine

Truck
Payload

System
Information

Calibrations

Chassis

Brake

Inclinometer
VIMS

SERVICE MENU

TATTLE TALE SUBMENU

SERVICE MENU

Active

SYSTEM TESTS SUBMENU

Brake Oil
Temperature

Tattle Tale

Stall
Diagnostic
Test

Engine
Coolant Temp

System
Tests

Engine
Speed

Self Test

Torque
Converter
Temp
Fuel
Level

63
These illustrations show four of the submenus within the service menu.
The Calibrations option consists of the Truck Payload and Inclinometer calibrations.
The System Information menu option allows the user to view the information for the following
machine ECMs:
- Advisor
- Engine
- Transmission/Chassis
- Brake
- VIMS
The ECM information contains the following:
- ECM serial number
- Software part number
- Software release date
- Software description

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Text Reference

The following options are available under the tattletale menu:


- Active
- Brake Oil Temperature
- Engine Coolant Temperature
- Engine Speed
- Torque Converter Temperature
- Fuel Level
The Active option will display the tattletale value for each gauge. The five specific options will
display the tattletale value for the gauge that is specified.
NOTE: The tattletale is password protected. The value for each gauge is protected
from being cleared.
The System Tests option will allow the technician to perform the Stall Diagnostic Test or the
Self Test.
The instrument cluster will initiate a self test when the key start switch is moved to the START
position. The gauge needles will move to the maximum right position for 0.5 seconds and then
return to the minimum left position. This action prevents the gauge needles from circling to the
bottom side of the gauge if the display is inverted.

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Text Reference

SERVICE MENU

SERVICE PARAMETERS SUBMENU

Sort by ECM

Service
Parameters

Sort by Type

All Parameters

64

This illustration shows the Service Parameters submenu within the service menu.
The following Service Parameters options will be displayed:
- Sort By ECM
- Sort By Type
- All parameters
The Sort By ECM menu option allows the user to view the parameters that are associated with
each ECM. All of the parameters for the specific ECM are listed. The following ECMs can be
selected:
- Advisor
- Engine
- Transmission/Chassis
- Brake
- VIMS

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Text Reference

The Sort By Type menu option allows the user to view the parameters that are associated with
different components. The following types of parameters can be chosen:
- Temperatures
- Pressures
- Speeds
- Filter Switches
- Operator Inputs
- Sensor Duty Cycles
- Totals
The All Parameters menu option allows the user to view the entire list of parameters.

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Operator

65

Service
Settings
Payload

OK

Settings
Display Setup
Machine
Chassis

Press

OK

66

to enter the
display setup
menu.

OK

The Settings menu allows the user to view the parameters for the following the same as the
Messenger Settings menu:
- Display Setup
- Machine
- Transmission/Chassis
- Brake
- VIMS (same as Messenger Payload submenu)
- Engine

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The Display Setup parameters relate to the operators preferences for the Advisor display. The
following parameters may be adjusted:
- Language (same as Messenger)
- Units (same as Messenger)
- Contrast (same as Messenger)
- Headlights On (same as Messenger)
- Headlights Off (same as Messenger)
- Date format: (Advisor only)
- Time format: (Advisor only)
The Machine setting allows the user to set the machine serial number. The following
parameters may be adjusted and are the same as the Messenger Display:
- Product ID
- Equipment ID
The Transmission/Chassis setting allows the following parameters to be adjusted:
- Top Gear Limit (same as Messenger)
- Body Up Gear Limit (same as Messenger)
- Machine Speed Limit (same as Messenger)
- Fuel Economy Mode (same as Messenger)
- Machine Overload Speed Limit (same as Messenger)
- Load Count (Advisor only)
The Brake setting is the same as the Messenger display.
The VIMS/Payload menu allows the configuration of the Payload settings and is password
protected. The following payload settings are the same as the Messenger Display:
- Target Payload
- Overload Limit
- Green TPMS Lamp
- Red TPMS Lamp
- Last Pass Enabled
The Engine setting allows the user to change the ether solenoid configuration to "No Ether
Solenoid Installed" or "Continuous Flow" and is the same as the Messenger Display.

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Service

67

Settings
Payload
Monitor

OK

Payload State: Loading


Payload
90 T

Target
350 T

TON

68

OK

The Payload menu option is entered by selecting Payload from the Main menu. The Payload
menu option allows the user to view the information for the payload. The user can view the
following information:
- Target for the payload
- Calculated gauge for the payload

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Service

69

Settings
Payload
Monitor

OK

Monitor: Parameter Screen 1


Brake Oil
Temperature
45 C

Torque Converter
Temperature
37 C

70
Atmospheric
Pressure

Boost
Pressure
20 kPa

23 kPa

OK

The Monitor menu option allows the user to view four parameters. The navigation button is
used to select the parameter or view a different parameter. Press the OK button to obtain a list
of available parameters.

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Settings

71

Payload
Monitor
Grade

OK

2
30

% GRADE

1
20
10

00

72

0
-30
-10

-20

OK

The Grade menu option allows the user to view the grade of the hill. The user can view the
following information:
- Percentage of the grade value
- Image of the truck that represents the grade

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Payload

73

Monitor
Grade
Service Mode

OK

Service Mode
Service Mode: Disabled

74

Press OK to Enable

OK

The Service Mode menu option allows the user to enable and disable the service mode. The
password entry screen will appear if the password has been entered in Cat ET. The Advisor
will enter the service mode after the password has been entered correctly.
NOTE: For more information on the Advisor/VIMS Monitoring System, refer to the
773F, 775F, 777F Off-highway Truck Vital Information Management System (VIMS)
Systems Operation, Troubleshooting, Testing, and Adjusting Service Manual module
(KENR5955).

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75

ENGINE
Shown is the C32 engine with ACERT Technology used in the 777F Off-highway Truck.
The engine performance specifications for the 777F Truck are:
- Serial No. Prefix: LJW
- Performance spec: 0K5981
- Gross power: 758 kW (1016 hp)
- Full load rpm: 1750
- High idle rpm: 1938 10
- Low idle rpm: 650
- Overspeed rpm: 2800
This V-12 engine uses twin turbochargers, Air to Air AfterCooler (ATAAC) and Mechanical
Electronic Unit Injection (MEUI) for power, reliability, and fuel economy. The C32 is
compliant with U.S. EPA Tier 2 and European Union Stage II emissions regulations.

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Text Reference

CAT Data Link

ENGINE ECM SYSTEM DIAGRAM

MEUI Injectors (12)


7E6513
ORS Solenoid (attachment)
Left Bank (Odd) Engine Retarder Solenoids
066-8391 (Connector PN)

Ether Start Relay

Right Bank (Even) Engine Retarder Solenoids


066-8391 (Connector PN)
Outputs
Inputs

Rockford Fan Solenoid


( At t achment )

Speed Sensor No. 1 (Crank)

Outputs
Inputs

Key Start Switch

Speed Sensor No. 2 (Cam)


Timing Cal Probe Connector

Throttle Pedal Position Sensor

Right Intake Manifold Temperature Sensor

Back-up Throttle Switch

Left Intake Manifold Temperature Sensor

ORS Level Relay ( at t achment )

Coolant Temperature Sensor


Right Turbo Outlet Pressure Sensor

Ground Level Shutdown Switch

Left Turbo Outlet Pressure Sensor

Rockford Fan Speed Sensor (Attachment)

Engine Oil Pressure

Left Air Filter Restriction (Turbo Inlet Left)

Atmospheric Pressure

Right Air Filter Restriction (Turbo Inlet Right)

Exhaust Temperature Sensors (4)

Air Conditioning Status

Oil Level Switch


Fuel Temp Sensor
Fuel Pressure Sensor
Differential Fuel Pressure Switch

J1 (MACHINE) CONNECTOR

J2 (ENGINE) CONNECTOR

76

Engine Electronic Control System


Shown is the electronic control system component diagram for the C32 engine used in the 777F
Truck. Fuel injection is controlled by the Engine Electronic Control Module (ECM).
Many electronic signals are sent to the Engine ECM by sensors, switches, and senders. The
Engine ECM analyzes these signals and sends signals to various output components. Output
components can be relays, lamps, other controls, or solenoids.
For example, based on the various input signals, the Engine ECM determines when and for how
long to energize the injector solenoids. When the injector solenoids are energized determines
the timing of the engine. How long the solenoids are energized determines the engine speed.

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Text Reference

77

La inyeccin de combustible y algunos otros sistemas son controlados por el ECM del motor (1) localizado
en el lado frontal del motor. Otros sistemas controlados por el ECM del motor son: inyeccin de eter,
funcin de partida del motor,prelubricacin de aceite de motor,ventilador de velocidad variable,retardacin
del motor y desrrateo del motor.
El ECM del motor tiene dos principales conectores para diagnstico. El conector (2) conocido como J2 de
120-pin del arns del motor. Y el conector (3) ms pequeo identificado como J1 de 70-pin y conectores del
arns d ela mquina.
Unos 2 pines conectores de calibracin de tiempo estn localizados al lado derecho del ECM. Si el motor
requiere de calibracin de tiempo,un sensor de calibracin de tiempo (magnetico pickup) es instalado en la
caja del volante y conectado al conector de calibracin de tiempo.
Usando el Caterpillar ET (Cat ET) herramienta de servicio, la calibracin de tiempo funciona automtico
para el sensor de tiempo/velocidad. Estos pasos funcionan para avolir la inestabilidad y asegurar que no
habr juego en los engranajes de tiempo durante el proceso de calibracin . El tiempo de calibracin
provee una inyeccin de combustible de a cuerdo a la correcta tolerancia entre cigeal,tiempo de engranaje,
y el volante . La calibracin de tiempo es normalmente funcionado despus de cambio de ECM
, eje de leva o reemplazo de sensor del eje de leva, o reemplazo del volante.
Ocasionalmente, Caterpillar podra cambiar los software internos que controlan el funcionamiento del motor
A travs del Programa WinFlash en el Cat ET.

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Text Reference

4
1

6
5

78

El sensor de temperatura de ingreso de aire izquierdo (1) y el sensor de temperatura de aire derecho (2)
estn localizados en la parte superior del motor. Los sensores de temperatura de ingreso de aire producen
una seal anloga que es monitoreada por el ECM del motor. El ECM monitorea la temperatura de ingreso
de aire para derratear el motor a altas temperaturas, para detener el motor a altas temperaturas,y para sealar
al sistema de monitoreo un evento de problema.
NOTE: If a high temperature event is severe enough, the monitoring system will issue a
Level 3 warning. The operator must park the machine as soon as possible. When the
Engine ECM determines that the ground speed is zero and the transmission is in PARK,
the engine will automatically shut down.
El sensor de Temperatura de refrigerante (3) est localizado en la parte superior del motor hacia el lado
frontal izquierdo.Este sensor es un sensor anlogo que es monitoreado por el ECM del motor.
Cuando la temperatura del refrigerante es tambin alta, el ECM del motor enviara una seal al sistema de
monitoreo para desplegar una advertencia.
The Engine ECM also uses the coolant temperature sensor information for cold mode functions
such as timing changes, elevated idle, cold cylinder cut-out, and ether injection.
El sensor de presin de salida de turbo izquierdo (4) y el sensor de presin de salida del turbo derecho (5)

son usados para calcular la presin de boost.El sensor de presin atmosfrica (6) est localizado en la parte supe
El sensor de presin atmosfrica es un sensor anlogo que es monitoreado por el ECM del motor.
The ECM monitorea la presin atmosfrica para permitir: desrrateo en altura,desrrateo por restriccin
al ingreso de aire, y referencia de calibracin de otros sensores.

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Text Reference

1
3

79
El sensor de tiempo/velocidad del cigueal (1) est localizado inferior izquierdo del motor hacia el lado frontal
El sensor del cigueal mide la velocidad del motor y tiempo para controlar el tiempo y liberacin de combustible para cada cilindro del motor. El sensado de la velocidad del motor permite gobernar la velocidad del
motor, limitacin del combustible, y tiempo de inyeccin del combustible.
Si el sensor de tiempo/velocidad del cigueal falla, el sensor de tiempo y velocidad del eje de leva permite la
continuidad de la operacin.
El sensor de presin de aceite (2) est localizado en el lado izquierdo de la mquina.El sensor de presin
es un sensor anlogo que es monitoreado por el ECM del motor. Cuando la presin de aceite es tambin baja
el ECM del motor enva una seal al sistema de monitoreo para desplegar una advertencia.
El ECM podra registrar un evento que requiera un pasword de fbrica para limpiar.
El interruptor de nivel de aceite (3) monitorea el nivel de aceite en el crter.
The C32 engine in the 777F Truck can be equipped with an optional Oil Renewal System
(ORS). The ORS increases the oil change interval and decreases the amount of used oil in need
of disposal. The life of the engine is not shortened and the availability of the machine is
increased.
The ORS meters engine oil that has been filtered into the fuel supply. The metered oil is
consumed in the engine during the normal combustion process. The Engine ECM controls the
amount of oil that is metered based on the actual load factor or on the fuel that is consumed by
the engine. Whenever the old oil from the oil pan is injected into the return fuel line, new oil from a
makeup tank is added to the oil pan. Regular additions of new oil will allow the oil change
level to be extended. Reviewing the reports of the SOS Oil Analysis will determine if a
problem has occurred and if the oil needs to be changed.

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Text Reference

80

El sensor de tiempo velocidad del eje de leva (flecha) est localizado en el lado derecho del motor
cerca de la caja de engranaje de tiempo detrs del filtro primario de combustible. El sensor del eje de leva
es usado como un retorno para el sensor de velocidad y tiempo del cigueal. Si el sensor
de tiempo y velocidad del cigueal falla,el sensor de tiempo velocidad del eje de leva permite la continuidad
de la operacin.

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Text Reference

PERDIDA DE LA SEAL DE TIEMPO/VELOCIDAD DEL MOTOR

- El Motor podra partir y correr con una seal de sensor tiempo/velocidad


- El motor podra No partir o correr sin ninguna seal del sensor tiem/vel

- Si el sensor de velocidad del cigueal falla durante la operacin normal:


- Cambia el funcionamiento del motor
- Si la seal del sensor del cigueal no est presente en la partida:
- El motor parte normalmente.
- Si el sensor del eje de leva falla durante la operacin normal:
- No hay cambios notables en el funcionamiento del motor.
- Si la seal del sensor de eje de leva no est presente en la partida.:
- El motor podra partir con la seal del sensor del cigueal,pero puede

tardar la partida y correr durante pocos segundos.


81

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

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Text Reference

The teeth configuration in the crankshaft timing wheel are not the same as the camshaft timing
wheel. The camshaft timing wheel includes 37 timing teeth with 36 of the teeth spaced equally
at 10 apart. One tooth is spaced 5 apart from the other teeth.
There are only 35 teeth on the crankshaft gear spaced equally at 10 apart. Two of the teeth are
spaced at 20 apart, which creates a "gap" in the gear teeth.
When the Engine ECM uses the cam speed sensor to determine timing for engine starting, the
ECM knows exactly what cylinder is at TDC. The following cylinders are at TDC at the same
time (one cylinder bank only):
- Cylinder No. 1 (compression stroke) and No. 6 (exhaust stroke)
- Cylinder No. 2 (compression stroke) and No. 5 (exhaust stroke)
- Cylinder No. 3 (compression stroke) and No. 4 (exhaust stroke)
When the Engine ECM uses the crank speed sensor to determine timing for engine starting, the
ECM does not know which of the two cylinders is at TDC. As an example, the Engine ECM
will attempt to fire Cylinder No. 1 and check if there is any increase in the engine RPM. If
there is no increase in rpm, the ECM determines that the TDC timing position at that firing
moment is Cylinder No. 6. This action may result in a longer engine start time.

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82

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

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83

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

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84

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

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Text Reference

HIGH COOLANT TEMPERATURE DERATE


120%

% Derate

100%
80%
60%
40%
20%
0%
110
C
230
F

111
232

111.5
233

112
234

112.5
235

113
235.5

113.5
236.5

114
237

114.5
238

Coolant Temperature
Level 1 Warning

Level 2 Warning/ Derat es

85

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

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Text Reference

C11-C32 ENGINE INTAKE MANIFOLD TEMPERATURE DERATE


21%
18%

% Derate

15%
12%
9%
6%
3%
0%
C
F

82
180

86
187

87
189

88
190

89
192

90
194

91
196

92
198

93
199

Intake Manifold Temperature


Level 1 Warning

Level 2 Warning / Derat es

86

The intake manifold air temperature sensor measures the temperature of the air that is flowing
to 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.

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Text Reference

ENGINE EXHAUST MANIFOLD TEMPERATURE DERATE


70%
60%

% Derate

50%
40%
30%
20%
10%
0%
C
F

760
1400

805
1481

810
1490

815
1499

820
1508

825
1517

830
1526

835
1535

840
1544

Exhaust Manifold Temperature


Level 1 Warning

Level 2 Warning / Derat es

87

The exhaust temperature sensors measure the temperature of the exhaust air flowing out of the
exhaust manifolds. The sensors are used to initiate warning levels and engine derates.
After the engine is running for over 4 minutes and if the exhaust manifold air temperature goes
above 760 C (1400 F), the Engine ECM will initiate a Level 1 Warning.
After the engine is running for over 4 minutes and if the exhaust manifold air temperature goes
above 805 C (1481 F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a derate. This derate will have a 75%
upper limit.

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Text Reference

LOW OIL PRESSURE

psi kPa
26.0 180
23.0 160
20.0 140

Oil Pressure

17.0 120
15.0 100
12.0 80
9.0

60

6.0

40

3.0

20

35% Derate

500

1000

1500

2000

2340

Engine rpm
kPa Warning Level 1

kPa Shut down Level 3

88

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

SERV1828
01/07

- 98 -

Text Reference

AIR INLET RESTRICTION DERATE


16%
14%

% Derate

12%
10%
8%
6%
4%
2%
0%
kPa
0
psi
0

2
0.3

4
0.6

6
0.9

8
1.2

10
1.5

12
1.7

14
2.0

16
2.3

Air Restriction Difference


Level 1 Warning

Level 2 Warning/ Derat es

89

The air inlet restriction is the pressure difference between the turbo inlet pressure sensor and the
atmospheric sensor. The turbo inlet pressure sensor measures the air inlet pressure at the
turbocharger compressor housing.
As the air restriction increases, the pressure difference will increase. If the engine has been
running for over 4 minutes and the air inlet restriction is 7.5 kPa (30 in. of water) for 30
seconds, the Engine ECM will initiate a Level 1 Warning. If the air restriction increases to
9.0 kPa (36 in. of water) for 30 seconds or the turbo inlet pressure sensor fails, then a Level 2
Warning will occur and the engine will enter the air inlet restriction derate.
When the pressure difference between the turbo inlet pressure sensor and the atmospheric
sensor reach a difference of 10.0 kPa (40 in. of water), the Engine ECM will derate the engine
approximately 2%. The Engine ECM will then derate the engine 2% more for every
1 kPa (2 in. of water) difference up to 20%.

SERV1828
01/07

- 99 -

Text Reference

FUEL TEMPERATURE DERATE


30%

% Derate

25%
20%
15%
10%
5%

0%
90.2

90.4

90.6

92.2

89.8 90.0

91.0

91.2

91.4

91.6

91.8

92.0

193.6 194.0 194.4 194.7 195.0 195.4 195.8

196.2

196.5

196.9

197.2

197.6 198.0

90.8

Fuel Temperature
Level 1 Warning

Level 2 Warning / Derates

90

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. When the fuel temperature increases to 91.0 (196 F) a Level 2 Warning will be
initiated by the Engine ECM. At the same time, the engine will derate to 12.5%. If the fuel
temperature exceeds 92 C (198 F), the engine will be derated to 25%.
A fuel temperature sensor open circuit will derate the engine to 12.5%.
Excessive fuel temperature will cause injector wear.

SERV1828
01/07

- 100 -

Text Reference

FUEL FILTER RESTRICTION DERATE


FUEL TEMP ABOVE 30 C (86 F)
AND FUEL PRESSURE ABOVE 138 kPa (20 psi)

60%

% Derate

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

3 min

1 hr

2 hr

3 hr

4 hr

5 hr

6hr

Time
Level 1Warning

Level 2 Warning/Derates

91

When the differential pressure switch recognizes a fuel pressure of 138 kPa (20 psi) for 1 hour,
the Engine ECM will initiate a Level 1 Warning.
When the differential pressure switch recognizes 138 kPa (20 psi) across the filter for 4 hours,
the Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated, a 35 %
derate is applied to the engine.
This feature will be disabled when the fuel temperature is below 30 C (86 F).

SERV1828
01/07

- 101 -

Text Reference

3
1

92

Engine Compression Brake


The 777F Truck can be equipped with the optional engine compression brake. The
compression brake provides higher downhill travel speeds and reduces brake wear in addition
to the Automatic Retarder Control (ARC) system. The compression brake uses a master/slave
hydraulic actuation system to open exhaust valves on the compression stroke which releases
pressurized air and creates a net braking force at the flywheel.
The compression brake assembly, as shown in this illustration, controls two cylinders. The
compression brake assembly is mounted to the rocker arm shaft supports below the engine
valve covers. The compression brake is pressurized with engine oil from the rocker arm shaft
and uses a solenoid valve to control oil flow in the brake housing.
The compression brake is activated by a signal from the Engine ECM to the solenoid valve (1).
As the fuel injector rocker arm pushes up on the master piston (2), the corresponding slave
piston (3) is pressurized to push down on the exhaust valve bridge, decompressing the cylinder
and preventing the normal power stroke.
On the C32 engine, up to six brake assemblies are used. The control circuit for the
compression brake permits the operation of either two, four, or all six of the compression brake
assemblies which provides progressive braking capabilities with the retarding effect of four, six,
or all 12 of the engine cylinders.
Compression brake system service consists of only periodic valve lash checks.

SERV1828
01/07

- 102 -

Text Reference

ENGINE COMPRESSION BRAKE HYDRAULIC CIRCUIT


COMPRESSION BRAKE OFF
Slave Piston
Check Valve
To Slave Piston and
Master Cylinder

Exhaust Valve
Rocker Arm

Compression
Brake
Solenoid
Valve

Fuel Injector
Rocker Arm

Rocker Arm
Shaft Oil
Passage
Engine Oil
Pump

Master
Piston

Exhaust
Valve

93

This illustration shows the oil flow in the C32 engine compression brake. Oil from the engine
oil pump flows through the rocker arm shaft oil passage. The compression brake solenoid
valve controls the oil flow in the compression brake hydraulic circuit.
When the Engine ECM energizes the solenoid, oil flows through the check valves to the slave
pistons and the master pistons.
Oil pressure overcomes spring force and the master piston moves down and contacts the fuel
injector rocker arm. The master piston will follow the movement of the fuel injector rocker
arm. As the fuel injector rocker arm moves up the master piston moves up and causes the oil to
close the check valve.
With the check valve closed, oil pressure increases in the compression brake hydraulic circuit
and the slave piston is forced down. The slave piston makes contact with the exhaust valve
rocker arm and causes the exhaust valve to open. As the exhaust valve opens, the engine
cylinder pressure is relieved through the open exhaust valve, which creates a net braking force
at the flywheel.

SERV1828
01/07

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Text Reference

When the fuel injector rocker arm moves down, the master piston moves down and the
hydraulic pressure decreases. The exhaust valves are returned to the closed position by the
exhaust rocker arm. The check valve opens and relieves the oil pressure.
When the Engine ECM de-energizes the compression brake solenoid, oil is drained from the
slave and master pistons to the tank. The exhaust valves close and the slave piston returns to
the starting position.

SERV1828
01/07

- 104 -

Text Reference

ENGINE COMPRESSION BRAKE SCHEMATIC

Left Bank Valve Cover


Entry Connector
Compression
Brake
Solenoid
1 and 3

Compression
Brake
Solenoid
9 and 11

Compression
Brake
Solenoid
5 and 7

10
11
12

J700-BR
J701-GN
K739-BU

P2/J2

Engine ECM

5
3
14

Compression Brake Med / Hi


Compression Brake Low / Hi
Compression Brake Return

8
1

Compression Brake Med / Hi


Compression Brake Low / Hi

Right Bank Valve Cover


Entry Connector
Compression
Brake
Solenoid
10 and 12

Compression
Brake
Solenoid
2 and 4

Compression
Brake
Solenoid
6 and 8

10
11
12

K737-BR
K738-GN
K739-BU
892-BR
893-GN

P1/J1
9 Cat Data Link 8 Cat Data Link +

P1/J1
893-GN
892-BR
772-BR
A235-BK

Compression Brake
Enable Switch

10
20
34
45

Brake ECM
Cat Data Link +
Cat Data Link Compression Brake Enable
Sensor Return

94

This illustration shows the wiring and components of the engine compression brake.
When the compression brake switch in the cab is activated, the Brake ECM sends a signal to
the Engine ECM via the Cat Data Link. The Engine ECM controls the compression brake
solenoids to slow the machine.
The Engine ECM provides three levels of braking: LOW, MEDIUM, and HIGH.
When the ECM commands a LOW braking level, two solenoids (one on each valve bank) will
activate the compression brake for four cylinders (5, 7, 6, and 8).
When the ECM commands a MEDIUM braking level, four solenoids (two on each valve bank)
will activate the compression brake for eight cylinders (5, 7, 6, 8, 9, 11, 2, and 4).
When the ECM commands a HIGH braking level, six solenoids (three on each valve bank) will
activate the compression brake for all 12 cylinders.

SERV1828
01/07

- 105 -

Text Reference

ARC POWER AND COMPRESSION BRAKING LEVELS VS TIME


Enough Instantaneous braking
power available to Allow 1/3
Compression on.
(ARC Power-offset) Leaves enough
brake power for 1/3 compression
braking. ARC brake power should
drop by equivalent amount.

ARC ramps up current,


ARC braking power
also increases.
Total braking power =
ARC brake power only

900000

800000

Braking Power (Watts)

ARC power
dropped enough
that we don't have
compression
braking at all.

600000

Not
enough
pow er to
keep
comp
enabled.
Disable CB

Total brake Total brake power Total brake


power = ARC = ARC brake power power = ARC
brake power + 1/3 compression brake power
+ 2/3 comp
brake

Total brake power = ARC brake


power + 1/3 comp brake power

700000

ARC power began


to drop enough
that we had to lose
1/3 compression
power.

Total brake
ARC
brake 0 ARC
shut Off

2/3

500000

400000

1/3

1/3

300000
200000
100000
0
0

10

15

20

25

30

35

40

45

50

55

60

Time (Seconds)

95

This chart shows an example of the ARC and engine compression brake levels in a one minute
period during a drive cycle.
When the machine speed exceeds a pre-determined speed, the ARC system is activated to slow
the machine. If further braking is required, the Engine ECM will command the engine
compression brake to the LOW, MEDIUM, or HIGH brake level setting as necessary to slow
the machine.

SERV1828
01/07

- 106 -

Text Reference

96

Cooling System
The jacket water cooling system on the 777F uses a Next Generation Modular Radiator
(NGMR). The NGMR (1) is a single-pass flow design, replacing the two-pass flow folded core
system.
The coolant enters at the top left and flows out at the bottom right, similar to an automotive
design. Being modular, individual cores may be removed for service while the radiator remains
in place.
The aftercooler cooling system in the 777F Trucks is now an ATAAC system. The ATAAC
cores (2) are located in front of the radiator. Intake air is cooled after being compressed by the
turbocharger before being routed to the engine combustion chamber.
Also visible in this illustration is the air conditioning condenser (3).

SERV1828
01/07

- 107 -

Text Reference

6
5
2

97
1
4
3

COOLING SYSTEM FLOW


Thermostat
Housing

Radiator

Engine Block

ATAAC

98

Brake Oil Cooler

Brake Oil Cooler

Transmission Oil Cooler

Engine Oil Cooler


Water Pump

Jacket water coolant flows from the water pump (1) through the engine oil cooler (2), through
the two brake oil coolers (3), and the transmission oil cooler (4) to both sides of the engine
cylinder block. Coolant flows through the engine block to the cylinder heads. From the
cylinder heads, the coolant flows to the two temperature regulators and, based on coolant
temperature, either flows to the radiator (if hot) or through the bypass tube (5) to the water
pump (if cold) to recirculate until the engine reaches operating temperature.
The thermostats are located in the thermostat housing (6) at the top of the bypass tube.
The bottom illustration shows a schematic of the coolant flow.

SERV1828
01/07

- 108 -

Text Reference

ENGINE OIL SYSTEM


Engine
Block

Engine
Oil Filters

Bypass
Valve
Engine
Oil Cooler

Engine
Oil Pump

99

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

SERV1828
01/07

- 109 -

Text Reference

100

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

SERV1828
01/07

- 110 -

Text Reference

101

The fuel transfer pump (arrow) is located at the top rear of the engine. The fuel transfer pump
contains a bypass valve to protect the fuel system components from excessive pressure. The
bypass valve setting is higher than the setting of the fuel pressure regulator. Fuel flows from
the transfer pump to the secondary fuel filter located on the right side of the engine.

SERV1828
01/07

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Text Reference

2
3

102

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

SERV1828
01/07

- 112 -

Text Reference

103

Fuel flows from the fuel filter base through the steel tubes (1) to the MEUI fuel injectors.
Return fuel from the injectors flows through the fuel pressure regulator (2) before returning to
the fuel tank. Fuel pressure is controlled by the fuel pressure regulator.
Fuel pressure should be between 420 and 840 kPa (61 and 122 psi) at Full Load rpm.

SERV1828
01/07

- 113 -

Text Reference

LOW PRESSURE FUEL SYSTEM

Fuel
Priming
Pump

Fuel
Pressure
Regulator

Primary
Fuel
Filter
Fuel Tank

Fuel
Transfer
Pump

Secondary
Fuel Filter

Cylinder
Head

Cylinder
Head

104

Fuel is pulled from the tank through the primary fuel filter by the fuel transfer pump. Fuel
flows from the transfer pump to the secondary fuel filter.
Fuel flows from the secondary fuel filter base through the fuel injectors in the cylinder heads.
Return fuel from the injectors flows through the fuel pressure regulator before returning to the
tank.
The electric fuel priming pump is used to fill the filters after they are changed.

SERV1828
01/07

- 114 -

Text Reference

105

When an injector is replaced, the injector trim codes must be retrieved and installed in the
Engine ECM. The trim code files are located on a CD that comes with the new injector or can
be obtained from the Service Information System (SIS).
Access the trim code files from the Cat ET Service menu as shown in the illustration.

SERV1828
01/07

- 115 -

Text Reference

106

Select the injector trim file from either the CD or from the appropriate directory on the
computer if the trim file was obtained from SIS.

SERV1828
01/07

- 116 -

Text Reference

3
1

107

Air Intake and Exhaust System


Shown are the air intake system components. Check the air filter restriction indicator (1). If
the yellow piston is in the red zone, the air filters are restricted and must be serviced.
The air filter housing covers serve as the precleaner assemblies. When servicing the filter
elements, clean the precleaners (2) and dust valves (3) using air or water pressure, or detergent
wash.
The dust valve is OPEN when the engine is OFF and closes when the engine is running. The
dust valve must be flexible and closed when the engine is running or the precleaner will not
function properly and the air filters will have a shortened life.
Two filter elements are installed in the filter housings. The large element is the primary
element and the small element is the secondary element.
Air intake system tips:
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the secondary element.
- Air filter restriction causes black exhaust smoke and low power.

SERV1828
01/07

- 117 -

Text Reference

108

There is a turbocharger inlet pressure sensor (arrow) located in the tube between the air filters
and the turbochargers. This illustration shows one of the inlet pressure sensors. The Engine
ECM uses the turbocharger inlet pressure sensor in combination with the atmospheric pressure
sensor to determine air filter restriction. The ECM provides the input signal to the monitoring
system, which informs the operator of the air filter restriction.
As the air restriction increases, the pressure difference will increase. If the engine has been
running for over 4 minutes and the air inlet restriction is 7.5 kPa (30 in. of water) for 30
seconds, the Engine ECM will initiate a Level 1 Warning. If the air restriction increases to
9.0 kPa (36 in. of water) for 30 seconds or the turbo inlet pressure sensor fails, then a Level 2
Warning will occur and the engine will enter the air inlet restriction derate.
When the pressure difference between the turbo inlet pressure sensor and the atmospheric
sensor reach a difference of 10.0 kPa (40 in. of water), the Engine ECM will derate the engine
approximately 2%. The Engine ECM will then derate the engine 2% more for every 1 kPa (2
in. of water) difference up to 20%.

SERV1828
01/07

- 118 -

Text Reference

109

The C32 engine is equipped with two turbochargers, one on each side. Each turbocharger is
driven by the exhaust gas from the cylinders which enters the turbine side (1) of the
turbocharger from the exhaust manifold. The exhaust gas flows through the turbocharger,
spinning the turbine wheel, then exits to the exhaust piping and muffler.
The clean air from the filters enters the compressor side (2) of the turbocharger where it is
compressed by the spinning turbine and picks up heat. The compressed air from the
turbocharger then flows out the top of the turbocharger to the aftercooler. After the air is cooled
by the aftercooler, the air flows to the cylinders and combines with the fuel for combustion.

SERV1828
01/07

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Text Reference

110

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

SERV1828
01/07

- 120 -

Text Reference

111

Two exhaust temperature sensors (arrows) are located in each exhaust manifold. The exhaust
temperature sensors send a signal to the Engine ECM indicating exhaust temperature.
When the engine runs at low idle, the temperature of an exhaust manifold port can indicate the
condition of a fuel injection nozzle. A low temperature indicates that no fuel is flowing to the
cylinder. An inoperative fuel injection nozzle or a problem with the fuel injection pump could
cause this low temperature.
A very high temperature can indicate that too much fuel is flowing to the cylinder. A
malfunctioning fuel injection nozzle, plugged air filters, or a restriction in the turbochargers or
the muffler could cause this very high temperature.

SERV1828
01/07

- 121 -

Text Reference

1
2

112

Shown are the turbocharger outlet pressure sensors (1). The turbocharger outlet pressure
sensors send an input signal to the Engine ECM. The Engine ECM compares the value of the
turbo outlet pressure sensor with the value of the atmospheric pressure sensor (2) and calculates
boost pressure.
The best way to check for a power problem is to compare the truck performance with the
rimpull charts in the Caterpillar Performance Handbook or the 777F Specalog. The truck
should be able to climb a grade in the same gear as specified in these two publications.
If an engine power problem is suspected, check boost pressure at full load rpm. If boost
pressure is correct at full load rpm, the engine is not the problem and other systems such as the
torque converter should be checked.
To check boost pressure at full load rpm, the truck must be operated in FIRST GEAR with the
throttle at MAXIMUM and the retarder gradually engaged. Traveling up a grade is best as long
as the engine rpm does not fall below the full load rpm specification during the test. Gradually
engage the retarder until the full load rpm is displayed. When the full load rpm is displayed,
record the boost pressure. If boost pressure is within the specifications at full load rpm, the
engine is operating correctly.
NOTE: The monitoring system includes a transmission stall test that can be used to
check boost at full load. Cat ET should be used to view the status while running the
transmission stall test.

SERV1828
01/07

- 122 -

Text Reference

Use Cat ET or the monitoring system display panel to view the engine rpm and boost pressure.
Generally, Torque Converter (TC) stall speed (in gear, full throttle, zero ground speed) is used
to determine if the engine power is low or a torque converter problem exists. For example, if
the engine power is within specification and the stall speed is high, the torque converter may
have a problem (low internal oil pressure, poor internal tolerances or damaged components).
NOTE: The 777F has a torque limiting function and engine speed is always limited to
1831 rpm during the stall test.

SERV1828
01/07

- 123 -

Text Reference

From Air
Filters

AIR INDUCTION
AND
EXHAUST SYSTEM

Muffler

ATAAC

From Air
Filters

113

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

SERV1828
01/07

- 124 -

Text Reference

8
7
3

1
2

114

POWER TRAIN
The 777F Off-highway Truck power train is electronically controlled. The
Transmission/Chassis ECM controls the ECPC transmission shifting and the torque converter
lockup clutch operation. The transmission has seven forward speeds and one reverse speed.
Power flows from the engine to the rear wheels through the power train. The main power train
components are:
- Torque converter (1)
- Drive shaft (2)
- Transfer gears (3)
- Transmission (4)
- Differential (5)
- Final drives (6)
Other power train components visible in this illustration are the transmission charge filters (7),
torque converter charging filter (8), and two-section hydraulic tank (9).

SERV1828
01/07

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Text Reference

2
3

115
These illustrations show the location of the main electronic components in the power train. The
Transmission/Chassis ECM (1) is located behind the cab seat and is accessed by removing a
panel at the rear of the cab. The transmission modulating valves (2) are located on top of the
transmission planetary gears and are accessed by removing a cover plate. The torque converter
lockup clutch solenoid valve (3) is located on the rear of the torque converter.
NOTE: The Transmission/Chassis ECM receives input signals from several
components located on the machine to control transmission shifting and the torque
converter lockup clutch operation. The electronic components will be covered later in
the presentation.

SERV1828
01/07

Torque
Converter
Outlet Relief
Valve

- 126 -

Text Reference

POWER TRAIN HYDRAULIC SYSTEM

To
Brake
Cooling

To
Variable
Speed
Clutch
Control

To
To
Hoist Pilot Traction
Signal
Control
Resolver
Pilot

Transmission
Charge Filters

Lockup
Valve

Torque
Converter

Lockup
Clutch Relief
Valve

Lockup
Clutch Valve
Filter
Torque Converter
Charge Filter

To
Brake
Cooling

Hydraulic
Controls

Transmission
Torque
Converter
Inlet Relief
Valve

Transmission Oil
Level Switch

116

Shown is the transmission and torque converter hydraulic system for the 777F. A five section
pump is located at the rear of the torque converter housing. The first section (attached to pump
drive at rear of torque converter) scavenges oil from the bottom of the torque converter case
and returns the oil to the hoist, torque converter, and brake hydraulic tank. The second section
pumps charge oil through the torque converter filter to the torque converter. The third section
sends oil through the lockup clutch filter and provides pilot oil to the following circuits:
- Lockup clutch valve
- Variable speed fan clutch control
- Hoist pilot signal resolver
- Traction control valve
The fourth section scavenges oil from the transmission sump and sends oil to the transmission
oil cooler and the transmission hydraulic tank.
The fifth section sends charge oil through the transmission oil filters to the transmission control
valves.

SERV1828
01/07

- 127 -

Text Reference

TORQUE CONVERTER HYDRAULIC SYSTEM


To Brake Cooling

Torque Converter
Charging Filter
To Brake
Cooling

Inlet
Relief Valve
Outlet
Relief Valve

Lockup
Relief
Valve

To
Variable Speed
Fan Clutch
Control

To Hoist Pilot
Signal Resolver

Lockup
Clutch
Valve

Lockup
Clutch
Filter

To TCS
Valve
Converter
Scavenge Screen

117

Torque Converter Hydraulic System


This schematic shows the oil flow from the torque converter pump through the torque converter
hydraulic system.
The scavenge pump section pulls oil through a screen from the torque converter housing and
sends the oil to the hoist, torque converter, and brake hydraulic tank.
The torque converter charging pump section sends oil through the torque converter charging
filter to the torque converter inlet relief valve. Oil flows from the inlet relief valve through the
torque converter to the outlet relief valve. Oil flows from the outlet relief valve to the brake oil
cooling circuit.
The lockup clutch valve pump section sends oil through the lockup clutch valve filter to the
torque converter lockup clutch valve. When oil pressure in the lockup clutch valve circuit is
too high, the lockup clutch relief valve allows oil to flow to the brake cooling circuit.
Oil from the lockup clutch valve pump section also flows to the TCS valve, variable speed
clutch control and hoist pilot signal resolver.

SERV1828
01/07

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Text Reference

118

The five sections of the power train pump (from the front to the rear) are:
- Torque converter scavenge (1)
- Torque converter charging (2)
- Lockup clutch valve, hoist pilot circuit, TCS valve, and variable speed fan clutch (3)
- Transmission scavenge (4)
- Transmission charging (5)

SERV1828
01/07

- 129 Lockup Piston

Turbine

Impeller

Text Reference

TORQUE CONVERTER
CONVERTER DRIVE

Stator

Torque Converter
Inlet Oil

119

Freewheel
Assembly

Torque Converter
Lockup Oil Passage

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

Turbine

Impeller

TORQUE CONVERTER
DIRECT DRIVE

Stator

Torque Converter
Inlet Oil

120

Freewheel
Assembly

Torque Converter
Lockup Oil Passage

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

SERV1828
01/07

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Text Reference

2
3
4

121
5

1
6

122

The five section power train pump (1) is located at the bottom rear of the torque converter.
The inlet relief valve (2) limits the maximum pressure of the supply oil to the torque converter.
The torque converter inlet relief pressure can be checked by removing a plug and installing a
pressure tap. Normally, the inlet relief pressure will be slightly higher than the outlet relief
valve pressure.
Oil flows through the inlet relief valve and enters the torque converter. Some of the oil will
leak through the torque converter to the bottom of the housing to be scavenged. Most of the oil
in the torque converter is used to provide a fluid coupling and flows through the torque
converter outlet relief valve (3).

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The outlet relief valve maintains the minimum pressure inside the torque converter. The main
function of the outlet relief valve is to keep the torque converter full of oil to prevent
cavitation. The outlet relief pressure can be measured at the tap (4) on the outlet relief valve.
The torque converter lockup clutch valve (5) directs oil to engage the torque converter lockup
clutch. The torque converter lockup clutch pressure can be checked at the tap (6) on top of the
lockup clutch valve.
Excess oil that accumulates in the bottom of the torque converter is scavenged by the first
section of the pump through a screen behind the access cover (7) and returned to the hoist,
torque converter, and brake hydraulic tank.

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Text Reference

LOCKUP CLUTCH MODULATING VALVE


TORQUE CONVERTER DRIVE
Lockup Clutch
Pressure Tap

T/C Lockup
Solenoid
To Lockup Clutch

From Lockup
Clutch Pump

123
The torque converter lockup clutch modulating valve contains a proportional solenoid that
receives a signal from the Transmission/Chassis ECM to engage and release the torque
converter lockup clutch.
In this illustration, the lockup clutch modulating valve is shown with no current signal applied
to the solenoid (TORQUE CONVERTER DRIVE or NEUTRAL). The Transmission/Chassis
ECM controls the rate of oil flow through the lockup clutch modulating valve to the lockup
clutch 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.
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.

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Text Reference

LOCKUP CLUTCH MODULATING VALVE


DIRECT DRIVE

Lockup Clutch
Pressure Tap

T/C Lockup
Solenoid
To Lockup Clutch

From Lockup
Clutch Pump

124

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 lockup clutch (DIRECT DRIVE).
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.
NOTE: The lockup clutch valve is calibrated with Cat ET.

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Text Reference

125

A torque converter outlet temperature sensor (arrow) provides an input signal to the
Transmission/Chassis ECM, which sends a signal to the monitoring system to inform the
operator of the torque converter outlet temperature.

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Text Reference

126

Oil from the lockup clutch valve pump section flows to the lockup valve oil filter (1) and then
to the lockup clutch modulating valve (2). The filter is located inside of the left frame rail.

127

The filter has a bypass switch (3) which provides an input signal to the monitoring system, via
the Transmission/Chassis ECM, to inform the operator if the filter is restricted. The filter
housing has an SOS tap (4) and a lockup clutch circuit pressure tap (5).

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Text Reference

128

The lockup clutch relief valve (1) is located inside the left frame rail in front of the lockup
clutch filter (2). This view is looking up from the bottom of the truck. When oil pressure in
the lockup clutch valve circuit is too high, the lockup clutch relief valve allows oil to flow to
the brake cooling circuit.

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Text Reference

129

The torque converter charging filter (1) is located on the right frame rail, behind the right front
tire. Oil from the torque converter charging pump section flows through the torque converter
filter to the torque converter inlet relief valve.

130

The torque converter filter includes an SOS port (2) located on the bottom of the filter.

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Text Reference

TRANSMISSION HYDRAULIC SYSTEM


NEUTRAL

Transmission
Oil Temperature
Sensor

Bypass
Switch
Transmission
Cooler

Transmission
Charge
Pump

Transmission
Scavenge
Pump

2
6

Screen
Screen
Transmission
Sump

Transmission
Hydraulic Tank

Main
Relief
Valve

Transmission
Lube Relief
Valve

131

Transmission Hydraulic System


The transmission scavenge pump section pulls oil from the bottom of the transmission case
through a magnetic screen and sends the oil through the transmission oil cooler to the
transmission tank. The magnetic screen should always be checked for debris if a problem with
the transmission is suspected.
The transmission charging pump section pulls oil from the transmission hydraulic tank.
Charging oil flows from the pump through two transmission charging filters to the transmission
main relief valve and seven modulating valves.
The main relief valve regulates the 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
lubrication circuit and the lube relief valve. The lubrication circuit oil and oil from the lube
relief valve flows to the transmission sump. The relief valve is adjustable by turning the
adjusting screw on the right end of the valve.

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Text Reference

The clutch modulating valves control the engagement of the transmission clutches. The
solenoids are controlled by a pulse width modulated (PWM) signal 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.
The transmission lubrication relief valve limits the transmission lubrication oil pressure.

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Text Reference

132

133

The transmission scavenge pump section (1) pulls oil from the bottom of the transmission case
through a magnetic screen and sends the oil through the transmission oil cooler (2) to the
transmission tank. The oil cooler is located on the right side of the engine.
The transmission charging pump section (3) pulls oil from the bottom of the transmission
hydraulic tank through a magnetic screen and sends the oil through the transmission filters to
the transmission hydraulic controls.

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Text Reference

8
7

134
Oil from the transmission charging pump section is sent to the transmission charge oil
filters (1) located on the cross member on the right side of the machine.
The rear filter housing has an SOS tap (2) and a charge pressure tap (3). The rear filter
housing also has a bypass switch (4) which provides an input signal to the monitoring system,
via the Transmission/Chassis ECM, to inform the operator if the filter is restricted.
The ECPC transmission hydraulic controls can be accessed by removing a cover plate (5) on
top of the transmission. The transmission input speed sensor (6) is located on top of the
transfer gear housing. The transmission input speed sensor sends an input to the
Transmission/Chassis ECM which checks the speed of the drive shaft to the speed of the
engine.
The transmission has pressure taps located on the outside of the transmission which aids in
preventing contamination from entering the transmission as well as saving time when checking
the pressures on the 777F transmission.
Shown in the lower right illustration are the transmission control valve pressure taps. The
converter inlet pressure tap (7) and the transmission hydraulic system pressure tap (8) are
located toward the rear of the transmission. Oil pressure for the seven clutches can be checked
at the remaining seven taps (9) on the transmission.

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Text Reference

3
1

135

The transmission modulating valves control the oil to corresponding transmission clutches. The
solenoid valves are:
- Clutch No. 1 Solenoid valve (1)
- Clutch No. 2 Solenoid valve (2)
- Clutch No. 3 Solenoid valve (3)
- Clutch No. 4 Solenoid valve (4)
- Clutch No. 5 Solenoid valve (5)
- Clutch No. 6 Solenoid valve (6)
- Clutch No. 7 Solenoid valve (7)
The main relief valve (8) controls the transmission hydraulic pressure, and the lubrication relief
valve (not visible) controls the lubrication pressure. The lubrication relief valve is located
below the main relief valve.
Also located on the transmission hydraulic control valve is the transmission hydraulic oil
temperature sensor (9). The temperature sensor sends a signal to the Transmission/Chassis
ECM indicating transmission oil temperature.

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Text Reference

ENGAGEMENT OF TRANSMISSION CLUTCHES


Transmission Speed

Engaged Clutches in
the Transmission

NEUTRAL

REVERSE

1 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

136

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

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Text Reference

TRANSMISSION MODULATING VALVE


NO COMMANDED SIGNAL
Test Port
Valve
Spool

Ball Orifice

Solenoid

Pin

Drain
Orifice

To
Tank

To
Clutch

Spring

From
Pump

137

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.
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.

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Text Reference

TRANSMISSION MODULATING VALVE


COMMANDED SIGNAL BELOW MAXIMUM
Test Port
Ball

Solenoid

Pin

Drain
Orifice

Valve
Spool

Orifice

To
Tank

To
Clutch

Spring

From
Pump

138

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.

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Text Reference

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.

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Text Reference

TRANSMISSION MODULATING VALVE


COMMANDED SIGNAL AT MAXIMUM
Test Port
Ball

Solenoid

Pin

Drain
Orifice

Valve
Spool

Orifice

To
Tank

To
Clutch

Spring

From
Pump

139

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, causes 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.

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Text Reference

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 Caterpillar Electronic Technician (ET) during the
calibration procedure.

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Text Reference

MAIN RELIEF VALVE


Adjusting
Screw
Ball

Slug

From
Pump

140

The transmission hydraulic control relief valve is used to regulate the pressure to the main
components in the transmission.
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 tank to regulate transmission oil
pressure.
The adjustment screw alters the preload on the spring to adjust the relief pressure.

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Text Reference

3
4

2
1

4
1

6
5

141
Rear Axle
Check the differential oil level by removing the magnetic inspection plug (1). The oil should
be level with the bottom of the fill plug opening. The magnetic inspection plug should be
removed at regular intervals and checked for metal particles. The plug (2) at the bottom of the
differential housing is used to drain the oil.
The optional remote grease fittings (3) are located on top of the differential.
Inspect the condition of the rear axle breather (4) at regular intervals. The breather prevents
pressure from building up in the axle housing. Excessive pressure in the axle housing can
cause brake cooling oil to leak through the Duo-Cone seals in the wheel brake assemblies. The
parking brake oil pressure can be checked at the pressure taps (5) on top of the axle.
A differential carrier thrust pin is located behind the small cover (6). The thrust pin prevents
movement of the differential carrier during high thrust load conditions.
The backup alarm (7) is located on top of the rear frame. When the machine is in reverse, the
Transmission/Chassis ECM sends a signal to sound the back-up alarm.

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Text Reference

142

Shown is the differential removed from the rear axle housing. The differential is located in the
rear axle housing behind the transmission. Power flows from the transmission to the
differential. The differential divides the power to the right and left axle shafts. Torque is
transmitted equally from the differential through the two axle shafts to the final drives. The
differential adjusts the speed of the axle shafts for vehicle cornering, therefore, the power
delivered to the axle shafts is unequal during cornering.
The differential thrust pin contacts the differential carrier at the location shown (arrow). When
high thrust loads are transmitted from the differential pinion to the differential ring gear, the
carrier tries to move away from the pinion. The thrust pin prevents movement of the
differential carrier during high thrust load conditions.

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Text Reference

TRANSMISSION / CHASSIS CONTROL MODULE SYSTEM DIAGRAM


Cat Data Link
OUTPUTS

INPUTS
Key Start Switch
Machine Lockout Switch

Torque Converter Oil


Temperature Sensor

Starter Lockout Switch

Transmission Oil
Temperature Sensor

QuickEvac Service Tool Input

Primary Steering
Pressure Switch

Secondary Steer Test Switch

Secondary Steering
Motor State

Drive Gear Select Switches

Transmission Input
Speed Sensor

Shift Lever Position Sensor

Alternator R-Terminal
Hoist Lever Position Sensor
Fuel Level Sender
Engine Speed Sensor
Head Lamp Sense
Inclinometer

Transmission
Charge Filter
Bypass Switch
Transmission Output
Speed Sensor 1
Transmission Output
Speed Sensor 2
Transmission Oil
Level Switch
Location Codes

Body Up Switch
Autolube Pressure Sensor

Secondary Steering
Pressure Switch
Secondary Brake
Pressure Switch
Service Brake
Pressure Switch
Lockup Clutch
Filter Bypass Switch

Start Relay
Transmission
Solenoids 1-7

Steering System
Disable Solenoid
Service Brake Accumulator
Bleed Solenoid
Lockup Clutch
Solenoid
Hoist Raise Solenoid
Hoist Lower Solenoid
Secondary Steering /
QuickEvac / Prelube Relay
Back-up Alarm
Autolube Relay
Stop Lamp Relay
Backup Lamp Relay
Secondary Steering Relay
Starter Lockout Lamp
Machine Lockout Lamp
Backlight Intensity

143

Transmission/Chassis Electronic Control System


Shown in this illustration are the transmission/chassis electronic control system inputs and
outputs for the 777F trucks.
The main purpose of the Transmission/Chassis ECM is to determine the desired transmission
gear and energize the appropriate solenoids to shift the transmission up or down as required
based on information from both the operator and machine. The Transmission/Chassis ECM
also controls all the hoist functions, the steering disable function, and other functions as
described in this presentation.
The Transmission/Chassis ECM receives information from various input components such as
the shift lever switch and the transmission output speed sensors.
Based on the input information, the Transmission/Chassis ECM determines whether the
transmission should upshift, downshift, engage the lockup clutch, or limit the transmission gear.
These actions are accomplished by sending signals to various output components.

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Text Reference

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

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Text Reference

144

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

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Text Reference

6
2

5
3

145
At the base of the shift lever (1) is a position sensor (2) which provides input signals to the
Transmission/Chassis ECM when the operator moves the lever. The shift lever position sensor
is a Hall effect position sensor. The shift lever is connected to a device which contains two
magnets. One magnet (3) is visible in the bottom left view.
As the lever is moved, the magnets pass over the Hall Cell (4) and the change in the magnetic
field produces a signal. The internal electronics (5) of the sensor process the signal and send a
PWM signal to the ECM.
The lever position sensor receives 24 VDC from the machine electrical system. The sensor
contains a fourth pin that is used for calibration on some machine applications.
The following measurements would be typical for the position sensor with the sensor connected
to the Transmission/Chassis ECM and the key switch turned ON:
Pin 1 to Pin 2 -- Supply Voltage
Pin 3 to Pin 2 -- .7 - 6.9 DCV on DC volts scale
Pin 3 to Pin 2 -- 4.5 - 5.5 KHz on the KHz scale
Pin 3 to Pin 2 -- 5% - 95% duty cycle on the % scale

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Text Reference

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

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Text Reference

146

The transmission output speed sensors are located on the transfer gear housing on the input end
of the transmission behind a cover (arrow). Although the sensors are physically located near
the input end of the transmission, the sensors are measuring the speed of the transmission
output shaft. The sensors are two wire passive sensors. The passive speed sensor uses the
passing teeth of the output shaft to provide a frequency signal. The signal from the sensor is
used for automatic shifting of the transmission. The signal is also used to drive the
speedometer and as an input to other electronic controls.
The Transmission/Chassis ECM also performs a check between the two measured transmission
output speeds and the transmission input speed to ensure that the ECM calculates an accurate
transmission speed. This check also uses the speeds to determine the direction of motion of the
machine.

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Text Reference

147

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

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Text Reference

148

The transmission oil level switch (arrow), located near the bottom of the transmission tank,
sends a signal to the Transmission/Chassis ECM indicating the hydraulic oil level in the
transmission tank.

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Text Reference

1
2

149
The body up switch (1) is located on the frame near the body pivot pin. This magnetic switch
is normally open. When the body is raised, a magnet (2) mounted on the body passes the
switch and causes the switch to close. The resulting ground signal is sent to the
Transmission/Chassis ECM. This signal is used to limit the top gear into which the
transmission will shift when the body is up.
The body up top gear value is programmable from FIRST to THIRD utilizing the Cat ET
Service Tool. The ECM comes from the factory with this value set to FIRST gear. When
driving away from a dump site, the transmission will not shift past FIRST gear until the body is
down. If the transmission is already above the set limit gear when the body is raised, no
limiting action will take place.
The body up switch signal is also used to control the SNUB position of the hoist control valve.
As the body is lowered and the magnet passes the body up switch, the Transmission/Chassis
ECM signals the hoist lower solenoid to move the hoist valve spool to the SNUB position. In
the SNUB position, the body float speed is reduced to prevent the body from making hard
contact with the frame.
The body up switch input provides the following functions:
- Body up gear limiting
- Illuminates the backup lights
- Hoist snubbing
- Lights the body up dash lamp
- Signals a new load count (after 10 seconds in the RAISE position)

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Text Reference

A diagnostic code occurs if the Transmission/Chassis ECM does not receive a closed (ground)
signal from the switch within four hours of operation time or an open signal from the switch
within one hour of operation time. The body up switch must be adjusted properly for all of the
functions to operate correctly.
Two LEDs are located on the body up switch. The green LED indicates that battery power is
present. The amber LED indicates that the switch is closed (grounded).
The body position switch can be raised or lowered slightly in the bracket notches to start the
SNUB feature sooner or later.
NOTE: The snub feature can also be adjusted in the Cat ET hoist configuration screen
by selecting the "Hoist lower valve adjustment status."

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Text Reference

TRANSMISSION / CHASSIS ECM


SYSTEMS CONTROLLED BY ECM
- Transmission Shifting

- Torque Converter Lockup

- Top Gear Limit

- Machine Overload Speed Limit

- Anti-hunt

- Machine Speed Limit

- Reverse Inhibitor

- Body Hoist

- Machine Lockout

- Engine Oil Pre-lubrication

- Engine Lockout

- Sound Reduction

- Neutral Start

- Back-up Alarm

- Shift Counter

- Control Throttle Shifting (CTS)

- Throttle Lock

- Directional Shift Management

- Secondary Steering

- Neutral Coast Inhibiting

150

Besides controlling the Transmission Shifting and Torque Converter Lockup, the
Transmission/Chassis ECM also controls other functions as shown above, such as Control
Throttle Shifting (CTS), Directional Shift Management, and Top Gear Limit.
There are several programmable parameters available with the Transmission/Chassis ECM.
NOTE: Refer to the Transmission/Chassis Electronic Control System Operation,
Troubleshooting, Testing, and Adjusting manual (RENR8342) for more information on
the additional Transmission/Chassis ECM functions and programmable parameters.

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Text Reference

4
3

151

STEERING SYSTEM
The steering system on the 777F is similar to the 777D except a steering disable solenoid valve
has been added and some of the component locations have changed.
When energized, the steering disable solenoid valve stops the oil flow coming from the steering
pump. This prevents the front wheels from turning to allow servicing to be conducted safely in
the front wheel area.
The steering system uses a load sensing, pressure compensated pump. Minimal horsepower is
used by the steering system when the truck is traveling in a straight path. Steering hydraulic
horsepower requirements depend on the amount of steering pressure and flow required by the
steering cylinders.
This illustration shows the following main steering components:
- Steering pump (1)

- HMU (3)

- Steering disable valve and


steering valve (2)

- Steering tank (4)


- Secondary steering pump (5)

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Text Reference

152

153

The steering system tank is located on the right platform


Check the steering system oil level at the sight gauge (1).
The steering system oil filter (2) is located on the side of the steering tank.
The steering system uses a pressure compensated piston type pump. Case drain oil from the
steering pump returns to the hydraulic tank through a case drain filter (3) on the side of the
steering tank.
Before removing the cap to add oil to the steering system, depress the pressure release
button (4) on the breather to release any remaining pressure from the tank.

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Text Reference

The steering system filter base and the case drain filter base have bypass valves that allow the
steering oil to bypass the filters if they are plugged.

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Text Reference

2
1

154

The 777F Trucks are equipped with a load sensing, pressure compensated, piston-type pump.
The steering pump operates only when the engine is running and provides the necessary flow of
oil for steering system operation. The steering pump contains a load sensing controller with
two valves. The high pressure cutoff valve (1) functions as the primary steering system relief
valve.
The flow compensator valve (2) is used to adjust the low pressure standby setting. When the
truck is traveling in a straight path, virtually no flow or pressure is sent to the steering
cylinders, and the pump destrokes to low pressure standby.

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Load Sensing
Pressure
from HMU

Text Reference

STEERING PUMP

To Steering
Valve
and HMU

LOW PRESSURE STANDBY

High Pressure
Cutoff Valve

Actuator
Piston

Flow
Compensator
Load Sensing
Controller

Case Drain
Filter

Swashplate
Piston

155

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

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Load Sensing
Pressure
from HMU

To Steering
Valve
and HMU

High Pressure
Cutoff Valve

Text Reference

STEERING PUMP
MAXIMUM FLOW

Actuator Piston

Flow
Compensator
Load Sensing
Controller
Swashplate
Piston
Case Drain
Filter

156

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

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Text Reference

2
3

157

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

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Text Reference

158

Steering oil flows from the pump through the steering disable valve to the steering valve (1)
located on the frame behind the right front suspension cylinder. The primary steering pressure
switch (2) monitors the output of the steering pump. The steering pressure switch provides
input signals to the Transmission/Chassis ECM which sends a signal to the monitoring system
to inform the operator of the steering system condition. A steering system warning is displayed
if the pressure is too low.
The steering pressure switch cannot tolerate high steering system pressures. A pressure
reducing valve (not visible) reduces the steering system pressure to the steering pressure switch.
Two relief valves are located on the front of the steering valve. The secondary steering back-up
relief valve protects the secondary steering system if the relief valve on the secondary steering
pump malfunctions. The primary steering back-up relief valve protects the primary steering
system if the high pressure cutoff valve on the steering pump malfunctions. Primary steering
pressure is first controlled by the high pressure cutoff valve located on the steering pump.
Steering system pressures can be measured at the steering system pressure tap located on the
front of the steering valve.

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Text Reference

159

This illustration shows the location of the HMU (arrow) for the 777F. Serviceability has
improved for the HMU on the 777F due to the redesigned walkways. The HMU is connected
to the steering wheel and controlled by the operator.
The HMU meters the amount of oil sent to the steering cylinders by the speed at which the
steering wheel is turned. The faster the HMU is turned, the higher the flow sent to the steering
cylinders, and the faster the wheels will change direction.
The steering system is referred to as "Q-amp" which means flow amplification. During a
sudden steering change (steering wheel speed greater than 10 rpm), additional steering pump oil
flow will bypass the gerotor pump in the HMU and flow directly to the steering cylinders.
Steering oil flow to the cylinders is equal to the gerotor pump oil flow plus the bypass oil flow
from the steering pump. The steering oil flow is amplified up to 1.6 to 1. The purpose of the
flow amplification is to provide quick steering response when sudden steering changes are
needed.
Two crossover relief valves are installed in the top of the HMU. The crossover relief valves are
installed in series with the left and right turn ports. If an outside force is applied to the front
wheels while the steering wheel is stationary, the crossover relief valves provide circuit
protection for the steering lines between the steering cylinders and the HMU. The crossover
relief valves allow oil to transfer from one end of the steering cylinders to the opposite end of
the cylinders.

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Text Reference

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

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Text Reference

160
2

5
4

161
6

The electric secondary steering pump (1) and motor (2) on the 777F are the same as the 777D,
however the location has changed. The pump and motor are now located on the front of the
front frame crossmember. The pump and motor assembly also includes the brake release pump
section (3) and the pre-lubrication (QuickEvac) pump section (4).
The secondary pressure switch (5) is also mounted next to the secondary steering pump. The
pressure switch detects if the wheels are being turned via the steering wheel when secondary
steering is activated. When the wheel is turned in a secondary steering condition, the pressure
switch will signal the Transmission/Chassis ECM.

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Text Reference

If the primary steering pressure switch signals the Transmission/Chassis ECM that the steering
system pressure is low, the ECM will energize the secondary steering relay located behind the
cab. The secondary steering relay will then energize a second larger relay located on the left
frame, which will then energize the secondary steering motor.
The primary relief valve for the secondary steering is accessible through the small allen head
plug (6). To check the setting of the secondary steering primary relief valve, do not start the
truck. Turn ON the key start switch and depress the secondary steering switch in the cab. Turn
the steering wheel hard to the left or right while the secondary steering pump is running.
Secondary steering system pressures can be measured at the steering system pressure tap.

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STEERING HYDRAULIC
SYSTEM

Text Reference

Crossover
Relief
Valves

LOW PRESSURE STANDBY

HMU
Secondary Steering
Back-up Relief Valve

Load
Sensing Valve

Primary Steering
Back-up Relief Valve
Steering
Valve

Transmission
Chassis ECM

Secondary
Pressure
Switch

Pressure
Reducing Valve

Primary Steering
Pressure Switch

Piston Pump
and
Load Sensing
Controller

Secondary
Steering
Primary
Relief Valve

Secondary
Steering
Pump

Flow
Compensator
Steering
Disable Valve

Actuator
Piston
Swashplate
Piston

Steering
Filter
Case
Drain
Filter

162

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

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Text Reference

Two relief valves are installed in the steering valve. The secondary steering back-up relief
valve protects the secondary steering system if the relief valve on the secondary steering pump
malfunctions. The primary steering back-up relief valve protects the primary steering system if
the high pressure cutoff valve on the steering pump malfunctions.
Two check valves are located on the steering valve. The check valves are used to separate the
primary and secondary steering systems.
Steering supply oil flows to the HMU from the steering valve. Return oil from the HMU flows
through the steering valve and the steering filter to the steering tank.
The HMU meters the amount of oil sent to the steering cylinders by the speed at which the
steering wheel is turned. The faster the HMU is turned, the higher the flow sent to the steering
cylinders, and the faster the wheels will change direction.
Two crossover relief valves are installed in the top of the HMU. The crossover relief valves are
installed in series with the left and right turn ports. If an outside force is applied to the front
wheels while the steering wheel is stationary, the crossover relief valves provide circuit
protection for the steering lines between the steering cylinders and the HMU. The crossover
relief valves allow oil to transfer from one end of the steering cylinders to the opposite end of
the cylinders.
When the Transmission/Chassis ECM energizes the secondary steering motor, load sensing
signal oil will flow from the secondary steering load sensing valve through the load sensing
resolver to the HMU. The load sensing valve uses the load sensing signal pressure to control
the amount of flow from the secondary steering pump to the steering valve.
The 777F Trucks use a dynamic load sensing steering system the same as the late model
"D Series" Trucks. In a dynamic system, there is load sensing pressure and flow between the
HMU and the steering pumps.
A load sensing pilot signal resolver valve is located in the steering disable valve. The resolver
valve allows load sensing signal oil to flow between the HMU and the primary steering pump
or the secondary steering pump. In the NO STEER position, oil flows to the HMU. In a LEFT
or RIGHT STEER position, oil also flows from the HMU to the resolver valve.
Normally, the secondary steering pump is OFF and the resolver is closed from the HMU to the
secondary steering pump. The flow from the primary steering pump holds the resolver open
and load sensing pilot signal pressure is present between the HMU and the piston pump flow
compensator.
The load sensing signal flow from the primary steering pump is also used for "thermal bleed"
through the HMU. The "thermal bleed" is used to keep the HMU temperature the same as the
rest of the steering system. Keeping the HMU the same temperature prevents sticking.

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Text Reference

4
3
1

163

HOIST SYSTEM
The hoist system on the 777F Update trucks is electronically controlled by the
Transmission/Chassis ECM. The hoist control system operates similar to the 777D trucks.
The main components in the hoist system are:
- Hoist control lever and position sensor (in cab)
- Hoist pump (1)
- Hoist control valve (2)
- Hoist cylinders (3)
- Hydraulic oil tank (4)

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Text Reference

164

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

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Text Reference

165

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

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Text Reference

1
2

166

Shown is the hoist, converter, and brake hydraulic tank. The oil level is checked by opening
the small door (1) and looking at the sight gauge. The oil level should first be checked with
cold oil and the engine stopped. The level should again be checked with warm oil and the
engine running.
The lower sight gauge (2) can be used to fill the tank when the hoist cylinders are in the
RAISED position. When the hoist cylinders are lowered, the hydraulic oil level will increase.
After the hoist cylinders are lowered, check the hydraulic tank oil level with the upper sight
gauge as explained above.
Check the hoist, converter, and brake hydraulic tank breather (3) for restriction. Clean the filter
if it is restricted.

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Text Reference

2
4
5
1

167

Shown is the rear of the hoist, converter, and brake hydraulic tank. The hoist pump pulls oil
from the tank through the suction screen (1) located in the rear of the tank. Oil returns from the
hoist valve through the port (2).
Brake cooling oil returns to the hydraulic tank through the three upper ports (3).
Other ports located on the hydraulic tank are:
- Transmission charging pump suction (4)
- Transmission return (5)
- Torque converter pump suction (6)
- Brake cooling pump suction (7)
- Torque converter inlet relief valve return (8)

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Text Reference

168
1

169
2

The hoist pump (1) is a gear type pump that is attached to the drive gear at the rear of the
engine. Mounted to the hoist pump is the brake cooling pump and the brake charging pump.
Oil flows from the hoist pump to the hoist control valve.
The hoist system relief pressures are different in the RAISE and LOWER positions.
The body up switch must be in the RAISE position before the LOWER relief valve setting can
be tested. Move a magnet past the body up switch until the body up alert indicator on the dash
turns ON. If the body up switch is in the LOWER position, the Transmission/Chassis ECM
will hold the hoist valve in the SNUB position and the LOWER relief valve will not open.

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Text Reference

In the HOLD, FLOAT and SNUB positions, the gauge will show the brake cooling system
pressure, which is a result of the restriction in the coolers, brakes and hoses (normally much
lower than the actual oil cooler relief valve setting). The maximum pressure is limited by the
oil cooler relief valve.
Hoist pump pressure can be checked at the pressure tap (2) on the pump.

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Text Reference

2
2

170

The hoist control valve (1) is located behind the engine on the right side of the frame. The
hoist valve is the same as the hoist control valve on the 777D.
The hoist valve uses torque converter lockup clutch pump oil as the pilot oil to shift the
directional spool inside the hoist valve. Lockup clutch pump oil enters the hydraulic
actuators (2) on both ends of the hoist valve.

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Text Reference

7
6
1

171

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

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Text Reference

2
3

172

The hoist cylinder lower circuit pressure tap (1) and raise circuit pressure tap (2) are located on
the bottom of the hoist control valve (3).
The relief valve pressure setting is tested with the engine at HIGH IDLE and the hoist valve in
the RAISE or LOWER position.
The body up switch at the frame near the body pivot pin must be in the RAISE position before
the LOWER relief valve setting can be tested. Move a magnet past the body up switch until the
body up alert indicator on the dash turns ON. If the body up switch is in the LOWER position,
the Transmission/Chassis ECM will hold the hoist valve in the SNUB position and the LOWER
relief valve will not open.
An orifice plate is installed between the upper hose and the rod end port on both hoist
cylinders. The orifice plate restricts the flow of oil from the rod end of the hoist cylinders.
The orifice plate also prevents cavitation of the cylinders when the body raises faster than the
pump can supply oil to the cylinders (caused by a sudden shift of the load).
NOTE: If the snub feature is not adjusted correctly, residual pressure will exist in the
head side of the cylinders and the body will not rest on the frame. The raise circuit
pressure tap should be used to ensure there is no residual pressure in the head side of
the cylinders.
Otherwise, when checking the raise (high) circuit pressure, the pressure tap on the hoist pump
is easier to access.

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Text Reference

Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Torque Converter
Lockup Clutch Pressure

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem
Load
Check
Valve

To Hoist Cylinder
Head End

HOIST CONTROL VALVE


HOLD

Torque Converter
Lockup Clutch Pressure
Lower
Solenoid

173

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

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Text Reference

ON
Low
Pressure
Relief Valve

Raise
Solenoid

Brake Cooling
Relief Valve

Torque Converter
Lockup Clutch Pressure

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

From Hoist Cylinder


Rod End

Dual Stage
Relief Valve
Signal Stem

To Hoist Cylinder
Head End

Load
Check
Valve

HOIST CONTROL VALVE


RAISE

Torque Converter
Lockup Clutch Pressure
Lower
Solenoid

174

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

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Text Reference

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

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Text Reference

Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Torque Converter
Lockup Clutch Pressure

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem

From Hoist Cylinder


Head End

Load
Check
Valve

HOIST CONTROL VALVE


LOWER/POWER DOWN

Torque Converter
Lockup Clutch Pressure

ON

Lower
Solenoid

175

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

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Text Reference

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

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Text Reference

Raise
Solenoid
Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Torque Converter
Lockup Clutch Pressure

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem

From Hoist Cylinder


Head End

Load
Check
Valve

HOIST CONTROL VALVE


FLOAT

Torque Converter
Lockup Clutch Pressure

ON

Lower
Solenoid

176

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

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Text Reference

Raise
Solenoid

Low
Pressure
Relief Valve

Brake Cooling
Relief Valve

Torque Converter
Lockup Clutch Pressure

Main Relief
Dump Valve

To Brake
Cooling

High
Pressure
Relief Valve

To Hoist Cylinder
Rod End

Dual Stage
Relief Valve
Signal Stem

From Hoist Cylinder


Head End

Load
Check
Valve

HOIST CONTROL VALVE


SNUB

Torque Converter
Lockup Clutch Pressure

ON

Lower
Solenoid

177

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

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Text Reference

178

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

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Text Reference

Left
Front

777F HOIST AND BRAKE COOLING SCHEMATICS


From Torque Converter
Lockup Clutch Pilot

Right
Front
Main Relief Dump Spool

From Tow Pump Circuit

Left
Rear

From
Torque Converter
Lockup Clutch
Pump
From
From
Torque Brake
Converter System

Lower /
Float /
Snub
Solenoid

RAISE

Right
Rear

Brake
Cooling
Pressure
Test Port

SNUB

Cylinder
Rod End
Pressure
Test Port

FLOAT
Brake
Cooling
Relief

LOWER

179

This illustration shows the hoist hydraulic system in the HOLD position. The hoist pump pulls
oil from the hydraulic tank through the suction screen located in the rear of the tank. Oil flows
from the hoist pump to the hoist control valve.
When the hoist control valve is in the HOLD, FLOAT, or SNUB position, all the hoist pump oil
flows through the brake oil coolers located on the right side of the engine. Oil flows from the
oil coolers, through the brakes, and returns to the hydraulic tank.
NOTE: If the truck is equipped with the optional caliper type front brake system, the
brake cooling pump is not installed and oil from the hoist pump will flow to only the
rear brakes.
A brake cooling relief valve is located in the hoist control valve. The relief valve limits the
brake oil cooling pressure when the hoist control valve is in the HOLD, FLOAT, or SNUB
position.
The hoist valve uses torque converter lockup clutch pump oil as the pilot oil to shift the
directional spool inside the hoist control valve. Oil flows from the lockup clutch pump to both
ends of the hoist control valve.

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Text Reference

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

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Text Reference

180
BRAKE SYSTEM
Two separate brake systems are used on the 777F. The two brake systems are the
service/retarder brake system and the parking/secondary brake system. The parking/secondary
brakes are spring engaged and hydraulically released. The service/retarder brakes are
hydraulically engaged and spring released.
The braking system is also equipped with a Brake ECM that controls the braking system
functions, including the Automatic Retarder Control (ARC) and the Traction Control
System (TCS).
The air system on the previous model trucks has been completely removed.
The main components in the braking system are:
- Brake charging pump (1)

- Cab brake manifold (5)

- Brake cooling pump (standard oil


cooled front brakes) (2)

- Service brake valve (6)

- Accumulator charging valve (3)


- Brake accumulators (4)

- Brake oil filter (7)


- Front slack adjuster (8)
- Brake accumulator check valve (9)

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Text Reference

181

The rear brakes on the 777F Trucks are oil cooled. Shown is a cutaway illustration of an oil
cooled brake assembly. The brakes are environmentally sealed and adjustment free. Oil
continually flows through the brake discs for cooling. Duo-Cone seals prevent the cooling oil
from leaking to the ground or transferring into the axle housing. The wheel bearing adjustment
must be maintained to keep the Duo-Cone seals from leaking.
The smaller piston (yellow) is used to engage the secondary and parking brakes. The parking
brakes are spring engaged and hydraulically released.
The larger piston (purple) is used to engage the service and retarder brakes. The service and
retarder brakes are engaged hydraulically and released by spring force.

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Text Reference

Brake Actuation
Pressure

777F
STANDARD
FRONT BRAKE

Disassembly
Service Plug

182

The standard oil cooled front brakes are also environmentally sealed and adjustment free. The
piston (yellow) is used to ENGAGE the service/retarder brakes. The front brakes do not have a
second piston for the parking/secondary brakes.
When the wheel is removed for service, the small plug at the lower left must be removed (the
brake assembly is equipped with two similar plugs). Two 3/8 inch bolts must be installed at the
plug locations to hold the brake discs and plates in position during wheel removal. The bolts
ensure proper alignment of the teeth on the discs and plates during installation.

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Text Reference

777F OPTIONAL CALIPER DISC BRAKE


Piston
Bleed Valve
Caliper

Carrier Lining

From Brake Cylinder

Disc

183

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

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Text Reference

184

3
2
1

185

The brake charging pump (1), the brake oil cooling pump (2), and the hoist pump (3) are
mounted to the pump drive gear on the left rear side of the engine. The 777F brake system
accumulators are charged by the brake charging pump, which supplies oil to the accumulator
charging valve. The oil cooling pump sends oil to the oil coolers before the oil flows to the
front and rear brakes for brake cooling.
NOTE: The brake oil cooling pump is not installed on trucks with the optional caliper
type front brakes.

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Text Reference

2
1

186

The brake system filter (1) is located on the left outer rear frame next to the left rear strut
mount. The brake filter includes a filter bypass switch (2), which sends a signal to the Brake
ECM if the filter is restricted. The Brake ECM sends a signal to the monitoring system, which
illuminates the brake system-check indicator lamp. Brake system pressure can be checked at
the tap (3) located in the hydraulic line to the accumulator charging valve.

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Text Reference

4
187
3

188
1

The accumulator charging valve (1) is located on the left side of the frame near the brake
accumulators. The accumulator charging valve directs oil to the brake accumulators, brake oil
coolers, and the tank. Once the accumulators are charged, the excess oil flow is sent to cool the
brakes before returning to the tank.
The Brake ECM monitors the pressure in the service brake accumulators with the brake
accumulator pressure switch (2). If the pressure in the service brake accumulators is low, the
Brake ECM will signal the monitoring system to turn on the brake system-check indicator
lamp. A relief (3) valve limits the pressure in the brake charging circuit.
The pressure tap (5) on the charging valve is used to check the oil pressure in the service brake
accumulators.

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Text Reference

ACCUMULATOR CHARGING VALVE


CUT-IN

To Brake
Accumulators

Accumulator
Oil Pressure Switch

Cut-In /
Cut-out
Spool

Relief
Valve

Unloading
Valve

To Brake
Cooling System

From Brake
Charging Pump

189

The accumulator charging valve maintains the pressure in the accumulators at a constant rate
while the engine is running. If the machine has lost power or the hydraulic pump has failed, the
pressure in the accumulators will permit several applications of the service brakes.
This illustration shows the accumulator charging valve in the CUT-IN position. When the
accumulator oil pressure decreases below a certain point, the accumulator charging valve
reaches the cut-in pressure setting. The pressure decrease allows spring force to move the
cut-in/cut-out spool to the left and oil flows to the right end of the unloading valve. The orifice
in the unloading valve restricts the pump flow to the brake cooling system. Oil flow to the
brake accumulators increases and the accumulators are charged.
The accumulator oil pressure switch sends a signal to the Brake ECM to alert the operator when
the brake oil pressure drops below the minimum operating pressure.

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Text Reference

ACCUMULATOR CHARGING VALVE


CUT-OUT
To Brake
Accumulators

Accumulator
Oil Pressure Switch

Cut-in /
Cut-out
Spool

Relief
Valve

Unloading
Valve

To Brake
Cooling System

From Brake
Charging Pump

190

This illustration shows the accumulator charging valve in the CUT-OUT position. When the
accumulator oil pressure increases to the cut-out pressure setting, the increased pressure causes
the cut-in/cut-out spool to move right against spring force. Oil at the right end of the unloading
valve flows to the tank. Oil pressure on the left end of the unloading spool overcomes the
decreased oil pressure on the right end of the spool and spring force. Most of the brake
charging pump oil now flows to the brake cooling system.
The check valve prevents high accumulator oil pressure from flowing to the brake cooling
system.
The accumulator charging valve remains in the CUT-OUT position until the pressure in the
accumulators decreases to the cut-in pressure setting.
The pressure relief valve regulates the oil pressure in the brake circuit. Any excess oil that is
not required by the brake cooling system or the brake circuit is diverted back to the hydraulic
oil tank.
The pressure relief valve is set much higher than cut-out pressure and is used as a backup relief
valve.

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Text Reference

191

1
2

192
1

1
2

There are the three brake accumulators for the 777F located on the left side of the frame. The
service brake accumulators (1) and parking brake accumulator (2) are charged by the brake
charging pump and supply the required oil flow to engage the front and rear service brakes and
release the rear parking brakes.
A check valve in the circuit between the parking brake accumulator and the service brake
accumulators allows only the parking brake accumulator to be charged when using the electric
brake release pump.

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Text Reference

2
193

4
194

The cab brake manifold (1) is mounted below the cab on the left upper frame. The cab brake
manifold contains the ARC control solenoid (2) and the front service brake solenoid (3).
The ARC control solenoid is part of the ARC system. The ARC system uses the rear service
brakes and the front oil cooled brakes to automatically control the speed of the truck.
The service brake pressure switch (4) is located near the cab brake manifold toward the front of
the machine. The service brake pressure switch sends a signal to the Brake ECM when the
service brakes are engaged. The Brake ECM will use the signal from the pressure switch to
energize the stop lamp relay (located in cab) and turn on the brake lights. In a low pressure
situation, the Brake ECM will signal the monitoring system to activate the brake system-check
indicator.

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Text Reference

2
195
3

196
1

The service brake valve (1) is mounted below the floor of the operators cab. When the service
brake pedal (2) is depressed, an internal spool directs oil flow from the service brake
accumulators to the rear service brakes.
The amount of oil flow to the front service brakes is determined by the Brake ECM based on a
signal from the service brake pedal position sensor (3). The Brake ECM allows some oil from
the brake accumulators to flow to the front brakes by controlling the position of the front brake
solenoid located in the cab brake manifold.
NOTE: If the front brake switch (optional front caliper type brakes only) is activated,
the Brake ECM will command all oil to flow to the rear brakes.

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Text Reference

4
1

197

When the manual retarder lever (1) is activated, a PWM signal is sent to the Brake ECM. The
Brake ECM sends a signal to the ARC solenoid and the front brake solenoid. The solenoids
control the amount of oil flow to the service brakes based on the position of the retarder lever.
If the ARC switch (2) is activated, the Brake ECM sends a signal to the ARC solenoid and the
front brake solenoid. The solenoids control the amount of oil flow to the service brakes based
upon the input signals that the Brake ECM receives from the engine speed sensor.
NOTE: If the truck is equipped with the optional front caliper type brakes, the Brake
ECM will command all oil to flow to the rear brakes when the retarder lever is moved
or the ARC switch is activated.
The optional engine brake switch (3) is also an input to the Brake ECM. The Brake ECM
communicates the status of the brake switch to the Engine ECM via the Cat Data Link. The
Engine ECM controls the compression brake application (if equipped).
The front brake switch (4) is installed on machines with caliper type front brakes. When
activated, the front brake switch sends a signal to the Brake ECM which allows the front brakes
to be engaged when the brake pedal is depressed. When the front brake switch is in the OFF
position, only the rear brakes will be engaged when the brake pedal is depressed.

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Text Reference

1
198

199

The 777F has two slack adjusters. The top illustration shows the rear slack adjuster (1). The
rear slack adjuster is located above the rear differential. The bottom illustration shows the front
slack adjuster (2). The front slack adjuster is located on the left strut frame support.
The slack adjusters compensate for brake disc wear by allowing a small volume of oil to flow
through the slack adjuster and remain between the slack adjuster and the brake piston under
low pressure. The slack adjusters maintain a slight pressure on the brake piston at all times.
Brake cooling oil pressure maintains a small clearance between the brake discs.
The service brake oil pressure can be tested at the taps (3) located on top of the slack adjusters.

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Text Reference

BRAKE SLACK ADJUSTER


Oil Flow
To Brake
Cylinder

Small
Piston

Large
Piston

Oil Flow
From Brake
Cylinder

From
Wheel
Brakes

From
Wheel
Brakes

To
Wheel
Brakes
To
Wheel
Brakes

BRAKES RELEASED

BRAKES ENGAGED

200

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

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Text Reference

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

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Text Reference

201

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

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Text Reference

202

4
3

203
2

The parking brake valve (1) is located on the inside left frame rail behind the center cross
member. The parking valve receives oil flow from the parking brake accumulator. Contained
within the valve is a parking brake solenoid valve (2) and a purge solenoid valve (3).
When the parking brake solenoid is energized by the Brake ECM, the parking brake valve
directs oil flow through the TCS valve to release the rear parking brakes. There are no parking
brakes on the front wheels. When the transmission shift lever is moved to PARK a signal is
sent to the Brake ECM to engage the parking brakes. There is not a separate parking brake
control switch. The secondary brake pressure switch (4) sends a signal to inform the
Transmission/Chassis ECM that the secondary/parking brake is engaged.
When the machine is shut down, the purge solenoid is energized by the Transmission/Chassis
ECM and the purge valve drains the brake accumulators to tank.

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Text Reference

1
2

204

The parking brake pressure can be checked at the left parking brake tap (1) and at the right
parking brake tap (2).

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Text Reference

205

The secondary brake pedal position sensor (arrow) is located on the back of the secondary
brake pedal. The position sensor sends a signal to the Brake ECM indicating the position of the
secondary brake pedal. The Brake ECM sends a signal to the parking brake solenoid which
controls the secondary brake application at the rear brakes.

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Text Reference

206

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

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Text Reference

207

The diverter (towing) valve (arrow) is located on the left hoist cylinder frame support. The
diverter valve is used to unlock the brakes for towing and must be manually shifted before
towing.
Once the valve is shifted, oil flow from the electric secondary steering/brake retract pump is
directed to the parking brake valve to release the parking brake.
To release the parking brakes for service work or towing, the electric motor on the pump is
energized by the brake release switch located in the cab.
When the key start switch is turned ON, the secondary steering system is energized for three
seconds to check the system. Since the towing pump is driven by the same electric motor as
the secondary steering pump, the diverter valve allows the towing pump oil to flow directly to
the hydraulic tank during the secondary steering test.
To shift the diverter valve, loosen the two diverter valve clamp bolts and slide the plate and the
spool to the left. After the spool is shifted, tighten the diverter valve clamp bolts. When the
electric motor is energized, supply oil can flow from the towing pump, through the diverter
valve, to the parking brake valve.
The brake release pump is also used to provide pilot oil to lower the body when the engine is
off.

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Text Reference

BRAKE COOLING SYSTEM


OIL COOLED FRONT BRAKES

Front Brakes

Hoist, Converter, and


Brake Oil Coolers

Right

Left

From Brake
Accumulator
Charging
Hoist Valve
Valve

Rear
Brakes

Screen

Right
Screen

From Brake Cooling Pump

Left

Torque Converter
Charging Filter
Inlet
Relief Valve

To
Variable Speed
Clutch Control
To Hoist Pilot
Signal Resolver

Lockup
Clutch Valve

Outlet
Relief Valve

Lockup
Relief Valve

Lockup
Clutch
Filter

To TCS Converter
Valve Scavenge
Screen

208

This schematic shows the oil flow through the brake cooling system on the 777F Trucks with
standard oil cooled front brakes. The brake cooling pump supplies oil to the brake coolers and
the front and rear brakes. The brake cooling system also receives oil from the following
components:
- Hoist valve (in the HOLD, FLOAT, and SNUB positions)
- Accumulator charging valve
- Torque converter lockup clutch relief valve
- Torque converter outlet relief valve
The pressure in the brake cooling system is limited by a relief valve located in the hoist valve.
The relief valve is usually needed only when the brake cooling oil is cold. When brake cooling
oil is at operating temperature, the brake cooling oil pressure is usually much lower than the
setting of the oil cooling relief valve.
NOTE: On trucks equipped with the optional caliper type front brakes, the brake
cooling system oil flows only to the rear brakes.

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Text Reference

1
209
3

The brake cooling pump (1) is a gear-type pump that is attached to the drive gear at the rear of
the engine. The brake cooling pump is located between the hoist pump (2) and the brake
charging pump (3). Oil flows from the brake cooling pump to the brake oil coolers.
NOTE: The brake oil cooling pump is not installed on trucks with the optional caliper
type front brakes.

210

The brake oil coolers (arrows) are located on the right side of the engine. Engine coolant from
the water pump flows around the brake oil coolers and back to the cylinder block. The engine
coolant transfers the heat from the brake oil system to the engine coolant.
Oil from the brake cooling pump flows through screens (not shown) before flowing through the
brake oil coolers.

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Text Reference

211

Shown is the left rear brake housing. Brake cooling oil pressure can be tested at the two
taps (arrows) located in the brake cooling oil tubes. One tap is located on the brake cooling
inlet tube and another tap is located on the brake cooling outlet tube. The pressure measured at
the brake inlet tube (from the oil coolers) will always be higher than the pressure measured at
the brake outlet tube.
A brake oil temperature sensor is located in a brake oil cooling tube on the truck. The brake oil
temperature sensor sends a signal to the Brake ECM indicating brake oil temperature. The
Brake ECM will send a signal over the Cat Data Link, which informs the monitoring system to
display the temperature on the brake temperature gauge.
The most common cause of high brake cooling oil temperature is operating the truck in a gear
range which is too high for the grade and not maintaining a high enough engine speed. The
engine speed should be maintained at approximately 1900 rpm during long downhill hauls.
Make sure the oil cooling relief valve is not stuck open. Also, make sure the pistons in the
slack adjuster are not stuck and holding too much pressure on the brakes.

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Text Reference

BRAKE HYDRAULIC SYSTEM

Left
Rear Brake

Secondary Brake
Pedal Position Sensor

Diverter
Valve

Parking Brake
Solenoid

ECM

Relief
Valve

Parking Brake Valve

Service Brake
Pedal Position Sensor

Service
Brake
Valve

ARC
Control

Purge
Valve

Left
Front Brake
Cab Brake
Manifold

M
Secondary
Pump

Parking Brake
Accumulator
Service Brake
Accumulators

From TC Lockup
Clutch Pump

Switch

TCS Valve
Cut-In /
Cut-Out
Spool
Unloading
Valve
Slack Adjuster

To Brake
Cooling

Accumulator
Charging Valve
Relief
Valve

Brake
Filter

From TC Valve

Right
Front Brake

Right
Rear Brake

212

This schematic shows the major components of the brake system with the standard oil cooled
front brakes. The front slack adjuster is not included on the optional caliper type front brake
system.
Oil is drawn from the hydraulic tank by the brake charging pump. Oil flows through the brake
filter to the accumulator charging valve. The accumulator charging valve directs supply oil to
the brake accumulators. The accumulator charging valve also controls the cut-in and cut-out
pressure. When the accumulators are charged, the charging valve will direct excess pump flow
to the brake cooling system.
The service brake accumulators provide oil flow through the cab manifold to the service brake
control valve. Oil flowing into the cab manifold also flows to the ARC control solenoid and
front brake solenoid. When the operator depresses the service brake pedal, the service brake
control valve directs pump flow to the rear service brakes to stop the truck.
The front brakes are only engaged when the Brake ECM energizes the front brake solenoid.
With the standard oil cooled front brakes, the Brake ECM determines when to energize the
front brake solenoid when the service brake pedal is depressed. With the optional caliper type
front brakes, the Brake ECM will energize the front brake solenoid when the front brake
lockout switch in the cab is activated.

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Text Reference

The Brake ECM controls the modulation of the ARC solenoid and front brake solenoid, which
controls truck braking when the ARC system is ON.
Oil from the parking brake accumulator flows to the parking brake valve and the towing
diverter valve. When the parking brake is activated, the supply oil for releasing the parking
brakes is directed to the tank and the parking brakes are engaged by spring force. When the
parking brake solenoid is energized (parking brake de-activated), the parking brake valve
directs oil to the TCS valve. The pressure reducing valves in the TCS valve direct oil to release
the parking brakes.
The diverter valve, under normal operation, is closed and blocks the oil flow from the electric
brake retract pump. If the truck is to be towed with a dead engine, the diverter valve must be
shifted manually. When manually shifted, the diverter valve directs oil flow from the electric
brake retract pump to the parking brake valve to release the rear brakes.

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Text Reference

BRAKE CONTROL MODULE SYSTEM DIAGRAM


Cat Data Link

INPUTS

OUTPUTS

Key Start Switch


Accumulator Oil
Pressure Switch
Brake Filter
Bypass Switch
TCS Test Switch

Secondary Brake Pedal


Position Sensor
Service Brake Pedal
Position Sensor
Retarder Lever
Engine Speed Sensor

ARC ON /OFF Switch

Compression
ON /OFF Switch
Front Brake
Lockout Switch

Left Rear Wheel


Speed Sensor

ARC Control Solenoid


Front Service
Brake Solenoid
Parking Brake
Solenoid
TCS Proportional
Solenoid
TCS Selector
Solenoid

Right Rear Wheel


Speed Sensor
Brake Oil
Temperature Sensor

213

Brake Electronic Control System


The 777F Trucks are equipped with a Brake ECM for controlling the parking brake and front
service brake applications, the ARC system, and the TCS. The following two possible
arrangements can be installed on a truck:
- ARC only
- ARC and TCS
The Brake ECM receives information from various input components such as the engine speed
sensor, the service brake pedal position sensor, the ARC switch, and the wheel speed sensors.
Based on the input information, the Brake ECM controls the front service brake application
when the service brake pedal is depressed or the front and rear service brake application when
the ARC system is activated. The Brake ECM also controls when the parking brakes should
engage for the TCS and parking brake application when the parking brake is manually
activated.

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Text Reference

Output components include the ARC solenoid, the front service brake solenoid, the TCS
selector and proportional solenoids, and the parking brake solenoid.
The compression brake switch is also an input to the Brake ECM. When the compression
brake switch is activated, the Brake ECM sends a signal over the Cat Data Link to the Engine
ECM. The Engine ECM controls the engine compression brake, which was covered earlier in
the presentation.

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Text Reference

214

The Brake ECM (arrow) is located in the compartment at the rear of the cab. The Brake ECM
performs the brake control functions, and controls the ARC system and TCS.
The Brake ECM is an A4M1 module with two 70-pin connectors. The Brake ECM
communicates with the Engine ECM, Transmission/Chassis ECM, and monitoring system over
the CAT Data Link and can communicate with some attachments over the CAN Datalink.

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Text Reference

SERVICE / RETARDER BRAKE CIRCUIT


BRAKES RELEASED

Service Brake Pedal


Position Sensor
To Rear
Service Brakes
ARC
Solenoid

Service
Brake
Valve

From Service
Brake
Accumulat ors

Retarder Lever
Brake ECM

Front Service
Brake Solenoid

To Front
Service Brakes

Front Brake
Lockout Swit ch
(Caliper Type Front Brakes)

Cab Manifold

215

When the service brake pedal is depressed, the service brake valve directs oil from the service
brake accumulators to the rear brakes and sends a PWM signal to the Brake ECM via the
service brake pedal position sensor. The Brake ECM then determines what signal to send to the
front service brake solenoid based on the following conditions:
1. If the truck is equipped with the standard oil cooled front brakes, the Brake ECM
signals the front service brake solenoid to direct oil from the service brake accumulators
to the front and rear brakes.
2. If the truck is equipped with the optional caliper type front brakes, the Brake ECM
receives a signal from the front brake lockout switch in the cab. If the lockout switch is
OFF, the Brake ECM signals the front service brake solenoid to direct oil from the
service brake accumulators to the front and rear brakes the same as the oil cooled front
brakes.
NOTE: Oil flow to the front and rear brakes may not be proportional. When the pedal
is initially depressed, more oil is directed to the rear brakes. As the pedal is depressed
farther more oil is sent to the front brakes in proportion to the rear until full front brake
pressure is present at full pedal travel.

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Text Reference

3. If the truck is equipped with the optional caliper type front brakes, and the lockout
switch is ON, the Brake ECM de-energizes the front service brake solenoid. Oil flow to
the front brakes is blocked and only the rear brakes are used to stop the truck.
The Brake ECM also de-energizes the ARC solenoid when the ARC switch in the cab is OFF
and the manual retarder lever is in the NEUTRAL position. The manual retarder lever also
controls the service brake application using the front brake solenoid and the ARC solenoid.
When the retarder lever is moved, a PWM signal is sent to the Brake ECM. The Brake ECM
then determines what signal to send to the ARC solenoid and front service brake solenoid based
on the following conditions:
1. If the truck is equipped with the standard oil cooled front brakes, the Brake ECM
signals the ARC solenoid and the front service brake solenoid to divide the oil flow
from the service brake accumulators between the front and rear brakes.
2. If the truck is equipped with the optional caliper type front brakes, the Brake ECM
de-energizes the front service brake solenoid. Oil flow to the front brakes is blocked
and only the rear brakes are used to stop the truck with the retarder lever.

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Text Reference

AUTOMATIC RETARDER CONTROL


(ARC)
To Rear
Service Brakes
ARC
Solenoid

Service
Brake
Valve

From Service
Brake
Accumulators

Brake ECM

Front Service
Brake Solenoid

Engine Speed
Sensor
ARC ON/OFF
Switch

To Front
Service Brakes

Cab Manifold

216

Automatic Retarder Control (ARC)


The ARC system receives signals from several switches and sensors. The main inputs to the
Brake ECM for the ARC system are the ARC switch and engine speed sensor. The Brake ECM
analyzes the various input signals and sends output signals to the ARC solenoid and front
service brake solenoid.
NOTE: If the truck is equipped with the optional front caliper type brakes, the Brake
ECM will de-energize the front service brake solenoid when the ARC system is
activated.
The ARC system function is to modulate truck braking (retarding) when descending a long
grade to maintain a constant engine speed. The ARC system engages the rear service brakes
and the front oil cooled service brakes. If the ARC switch is moved to the ON position, the
ARC system will be activated if the throttle pedal is not depressed and the parking/secondary
brakes are RELEASED. The ARC system is disabled when the throttle is depressed or when
the parking/secondary brakes are ENGAGED.

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Text Reference

The ARC is set at the factory to maintain a constant engine speed of 1938 (engine speed is
programmable from 1838 to 1938 rpm). When the ARC initially takes control of retarding, the
engine speed may oscillate out of the 50 rpm target, but the engine speed should stabilize
within a few seconds.
For proper operation of the ARC system, the operator needs only to activate the control with
the ARC switch and select the correct gear for the grade, load, and ground conditions. The
ARC system is designed to allow the transmission to upshift to the gear selected by the shift
lever. After the transmission shifts to the gear selected by the operator and the engine speed
exceeds 2285 rpm, the ARC system will apply the retarder as needed to maintain a constant
engine speed.
The ARC system also provides engine overspeed protection. If an unsafe engine speed is
reached, the ARC will engage the brakes, even if the ARC switch is in the OFF position and the
throttle is depressed.
Trucks approaching an overspeed condition will sound a horn and activate a light. If the
operator ignores the light and horn, the ARC will engage the retarder. If the engine speed
continues to increase, the Transmission/Chassis ECM will either upshift (one gear only above
shift lever position) or unlock the torque converter (if the shift lever is in the top gear position).
The ARC also provides service personnel with enhanced diagnostic capabilities through the use
of onboard memory, which stores possible faults, solenoid cycle counts and other service
information for retrieval at the time of service.

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Text Reference

TRACTION CONTROL SYSTEM


( TCS)

INPUTS

OUTPUTS

Left Rear Wheel


Speed Sensor

TCS Proport ional Solenoid

Right Rear Wheel


Speed Sensor

TCS Select or Solenoid

TCS Test Swit ch


Service Brake
Pressure Swit ch

Cat Data Link

Transmission Out put


Speed Sensor 1
Transmission Out put
Speed Sensor 2

217

Traction Control System (TCS)


The Traction Control System (TCS) uses the rear parking/secondary brakes (spring engaged and
hydraulically released) to decrease the revolutions of a spinning wheel. The TCS allows the tire
with better underfoot conditions to receive an increased amount of torque. The system is
controlled by the Brake ECM and operates the same as the 777D TCS.
The Brake ECM monitors the drive wheels through four input signals: one at each drive axle,
and two at the transmission output shaft. When a spinning drive wheel is detected, the Brake
ECM sends a signal to the selector and proportional valves which ENGAGE the brake of the
affected wheel. When the condition has improved and the ratio between the right and left axles
returns to 1:1, the Brake ECM sends a signal to RELEASE the brake.

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Text Reference

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

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Text Reference

218

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

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Text Reference

2
1

3
3

219

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

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Text Reference

TCS VALVE

ENGINE RUNNING / BRAKES RELEASED


From Parking
Brake Valve

From TC Lockup
Clutch Pump

To Left
Rear Brake

Brake Reducing
Valve

Proportional
Solenoid

Selector
Solenoid
Brake Reducing
Valve

To Right
Rear Brake

220

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

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Text Reference

TCS VALVE

ENGINE RUNNING / LEFT BRAKE ENGAGED


To Left
From Parking Rear Brake
Brake Valve

From TC Lockup
Clutch Pump

Brake Reducing
Valve
Proportional
Solenoid

Selector
Solenoid
Brake Reducing
Valve

To Right
Rear Brake

221

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

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Text Reference

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

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Text Reference

222

CONCLUSION
This presentation has provided a basic introduction to the Caterpillar 777F Off-highway Truck.
All the major component locations were identified and the major systems were discussed.
When used in conjunction with the service manual, the information in this package should
permit the technician to analyze problems in any of the major systems on these trucks.

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Text Reference

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

Right side of 777F Truck


Left side of 777F truck
Front of 777F truck
Rear of 777F truck
Walk around inspection
10 hour daily maintenance checks
Front wheel bearing oil level
Suspension cylinder grease fitting
Caliper disk brake linings
Primary fuel filter
Dual engine oil filters
Scheduled Oil Sampling (SOS) coolant
analysis tap
Transmission filters
Torque converter charging filter
Fuel tank
Final drive drain plug
Differential
Body up retaining pins
Hydraulic tank
Manual engine shutdown switch
Battery disconnect switch
Battery disconnect switch and auxiliary
start receptacle
Engine lockout control switch
Battery and coolant sight glass location
Steering system oil tank
Air intake system components
Engine oil level dipstick
Windshield washer fluid level
Operator's station
Cab air filter
777F operator compartment
Truck Production Management System
(TPMS)
Left side dash panel controls and
switches
Right side dash panel controls and
switches
Transmission shift lever
Overhead console switches
Brake pedals and throttle pedal
Fuse panels
Electronic system block diagram
Instrument cluster

41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.

Instrument cluster in front dash panel


Indicator lamps and gauges
Messenger display module
Main menu selection
Performance screen submenu
Performance menu selection
Totals menu selections
Settings menu selection
Service menu selection
Service menu diagnostic events
Service mode
VIMS/advisor display
Advisor introduction screen
Advisor main screen
Warning screens
Advisor operator menu
Advisor operator profile
Advisor home menu selections
Advisor operator menu selection
Service menu submenus
Advisor calibrations screen
Advisor service menu - Diagnostics
submenu
Service menu - calibrations submenu
Service menu - service parameters
submenu
Settings menu
Settings menu - display setup
Payload menu option
Payload target and calculated gauge
information
Monitor menu option - four parameters
Monitor: Parameter Screen 1
Grade menu option
Grade value and truck image information
Service mode option
Service mode disabled option
C32 engine with ACERT Technology
Engine ECM system diagram
Engine ECM
Left intake air temperature sensor
Crankshaft speed/timing sensor
Cam speed/timing sensor

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VISUAL LIST
81.
82.
83.
84.
85.
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
115.
116.
117.
118.
119.
120.

Loss of engine speed/timing signal


Throttle position sensor
Pre-lubrication (Quick Evac) pump
Ether start system
High coolant temperature derate
C11-C32 engine intake manifold
temperature derate
Engine exhaust manifold temperature
derate
Low oil pressure derate
Air inlet restriction derate
Fuel temperature derate
Fuel filter restriction derate
Engine compression brake
Engine compression brake hydraulic
circuit - compression brake OFF
Engine compression brake schematic
ARC power and compression braking
levels vs time
Jacket water cooling system
Cooling system components
Cooling system flow
Engine oil system
Fuel priming switch
Fuel transfer pump
Differential fuel pressure switch
Fuel pressure regulator
Low pressure fuel system
Injector trim codes
Injector trim file
Air filter restriction indicator
Turbocharger inlet pressure sensor
C32 engine turbochargers
ATAAC cores
Exhaust temperature sensors
Turbocharger outlet pressure sensors
Air induction and exhaust system
777F power train major components
Power train electronic components
Power train hydraulic system
Torque converter hydraulic system
Power train pump sections
Torque converter - converter drive
Torque converter - direct drive

121. Rear of torque converter


122. Torque converter screen
123. Lockup clutch modulating valve - torque
converter drive
124. Lockup clutch modulating valve - direct
drive
125. Torque converter outlet temperature
sensor
126. Lockup clutch valve oil filter
127. Lockup clutch oil filter bypass switch
128. Lockup clutch relief valve
129. Torque converter charging filter
130. Torque converter filter SOS port
131. Transmission hydraulic system NEUTRAL
132. Transmission scavenge pump section
133. Transmission oil cooler
134. Transmission charge oil filters
135. Transmission modulating valves
136. Transmission clutch engagement chart
137. Transmission modulating valve - no
commanded signal
138. Transmission modulating valve commanded signal below maximum
139. Transmission modulating valve commanded signal at maximum
140. Main relief valve
141. Rear axle components
142. Differential removed from rear axle
housing
143. Transmission/Chassis control module
system diagram
144. Transmission/Chassis ECM
145. Transmission shift lever circuits
146. Transmission output speed sensors
147. Engine speed sensor
148. Transmission oil level switch
149. Body up switch
150. Transmission/Chassis ECM - systems
controlled by the ECM
151. 777F steering system major components
152. Oil level sight gauge
153. Steering system oil filter
154. Steering pump and control valve

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VISUAL LIST
155.
156.
157.
158.
159.
160.
161.
162.
163.
164.
165.
166.
167.
168.
169.
170.
171.
172.
173.
174.
175.
176.
177.
178.
179.
180.
181.
182.
183.
184.
185.
186.
187.
188.

Steering pump - low pressure standby


Steering pump - maximum flow
Steering disable valve
Steering valve
777F HMU
Electric secondary steering pump and
motor
Secondary pressure switch
Steering hydraulic system schematicHOLD
777F hoist system major components
Hoist lever
Hoist lever, transmission sensor, and
transmission shift lever sensor
Hoist, converter, and brake hydraulic
tank
Rear of hoist, converter and brake
hydraulic tank
Hoist pump
Hoist pump pressure tap
Hoist control valve
Hoist solenoid valves
Hoist system pressure taps
Hoist control valve - HOLD
Hoist control valve - RAISE
Hoist control valve - LOWER/POWER
DOWN
Hoist control valve - FLOAT
Hoist control valve - SNUB
Two-stage hoist cylinders
777F hoist and brake cooling schematic
Brake system major components
Oil cooled brake assembly (cutaway)
777F Standard front brake
777F optional caliper disc brake
Brake charging pump
Brake oil cooling pump
Brake system oil filter
Brake accumulator pressure switch
Accumulator charging valve

189.
190.
191.
192.
193.
194.
195.
196.
197.
198.
199.
200.
201.
202.
203.
204.
205.
206.
207.
208.
209.
210.
211.
212.
213.
214.
215.
216.
217.
218.
219.
220.
221.
222.

Accumulator charging valve - CUT-IN


Accumulator charging valve - CUT-OUT
Service brake accumulators
Parking brake accumulator
Cab brake manifold
Service brake pressure switch
Service brake pedal
Service brake valve
Manual retarder lever
Rear slack adjuster
Front slack adjuster
Brake slack adjuster sectional view
Service brake bleed screw
Parking brake valve
Parking brake solenoid valve
Left and right parking brake tap
Secondary brake pedal position sensor
Brake retract pump section
Diverter (towing) valve
Brake cooling system - oil cooled front
brakes
Brake cooling pump
Brake oil coolers
Rear brake housing
Brake hydraulic system schematic
Brake control module system diagram
Brake ECM
Service / Retarder brake circuit BRAKES RELEASED
Automatic retarder control (ARC)
Traction control system (TCS)
Right rear wheel speed sensor
TCS valve
TCS valve - engine running / brakes
released
TCS valve - engine running / left brake
engaged
Model view - rear

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Text Reference

HYDRAULIC SCHEMATIC COLOR CODE


Black - Mechanical connection. Seal

Red - High pressure oil

Dark Gray - Cutaway section

Red/White Stripes - 1st pressure reduction

Light Gray - Surface color

Red Crosshatch - 2nd reduction in pressure

White - Atmosphere or
Air (No pressure)

Pink - 3rd reduction in pressure

Purple - Pneumatic pressure

Red/Pink Stripes - Secondary source oil pressure

Yellow - Moving or activated components

Orange - Pilot, charge, or Torque Converter oil

Cat Yellow - (R estricted usage)


Identification of components
within a moving group

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

Brown - Lubricating oil

Orange Crosshatch - 2nd reduction in


pilot, charge, or TC oil pressure.

Green - Tank, sump, or return oil

Blue - Trapped oil

Green / White Stripes Scavenge Oil or Hydraulic Void

HYDRAULIC SCHEMATIC COLOR CODE


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

Red Crosshatch - 2nd reduction in pressure


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

Light Gray - Surface color

White - Atmosphere or
Air (No pressure)

Purple - Pneumatic pressure

Yellow - Moving or activated components

Cat Yellow - (R estricted usage)


Identification of components
within a moving group

Blue - Trapped oil

- 243 -

Green / White Stripes Scavenge Oil or Hydraulic Void

Green - Tank, sump, or return oil

Orange Crosshatch - 2nd reduction in


pilot, charge, or TC oil pressure.

Red/White Stripes - 1st pressure reduction

Dark Gray - Cutaway section

Brown - Lubricating oil

Red - High pressure oil

Black - Mechanical connection. Seal

HYDRAULIC SCHEMATIC COLOR CODE

SERV1828
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Handout No. 1