FREIGHTLINER CUSTOM CHASSIS CORPORATION TRAINING SESSION M-LINE INSTRUMENT PANEL

Freightliner Custom Chassis Corporation Technical Service Guide for M-Line Instrument Clusters GENERAL INFORMATION 1. With the ignition key turned on and the engine not running: Speedometer should read 0 Odometer should show mileage Oil Pressure should read 0 Tachometer should read 0 Water Temperature should reflect engine temperature Voltmeter should read voltage at instrument panel Fuel should reflect the amount of fuel in the tank SPECIFIC GAUGE INFORMATION The following information applies to all cluster families, unless noted otherwise. 1. Fuel Gauge Matched to standard 240 (empty) 33 (full) ohm sender. Approximate readings: Empty = 240 ohms Full = 33 ohms Removing the sender wire (open circuit condition) will cause the needle to register at the empty end of the scale. Low fuel warning light should be illuminated. Temporarily connecting the sender wire to ground (short circuit condition) will cause the needle to register at the full end of the scale. Low Fuel warning light should be off. Note that fuel tank on FCCC product may need to be dropped to get to sender for testing or replacement. Low fuel warning light will illuminate at approximately 1/8 tank and turn off at approximately a ¼ tank. This light is controlled by the circuit card installed on the back of the fuel gauge. 2. Water Temperature Gauge Matched to VDO sender #323-099 (1 531 004 291), 250 F range, ½-14 NPT. No identifying numbers stamped on the sender body. Sender connections: G = sender terminal, WK = warning contact terminal Warning contact trip point = 217 F. Approximate readings: 160 F = 100 ohms 220 F = 31 ohms Removing the sender wire (open circuit condition) will cause the needle to register at the cold end of the scale.

Temporarily connecting the sender terminal wire to ground (short circuit condition) will cause the needle to register at the Hot end of the scale. Temporarily connecting the warning contact switch wire to ground will turn on the High Water Temperature light (if included in the warning bank) The sender will measure an infinite resistance between the warning contact terminal and ground until the temperature reaches the switch trip point (approximately 217 F). The sender should not be sealed with pipe joint tape or compound. Proper operation requires metal to metal contact from the sender body to the engine (ground) to complete the electrical circuit. Sender resistance can only be accurately calculated after measuring the sender voltage and current. -Sender performance is determined by the entire circuit (gauge and sender); simply measuring the resistance from the sender terminal to ground will only give approximate resistance. -Resistance measurements of the sender when not connected to the gauge may vary from those listed above depending on how the resistance was measured. -The approximate sender resistance should be measured immediately after removing the sender wire from the sender terminal. This allows you to check that the sender is operating as the sender warms up, the sender terminal to ground resistance will decrease. 3. Oil Pressure Gauge Style A Electrical Gauge (older chassis, front and rear engine units) Matched to VDO sender #360-023 (1 521 002 010), 150 psi range, M10 x 1 thread (essentially the same as 1/8 27 NPT). Identifying numbers stamped on the sender body = 30/9. Warning contact trip point = 7 psi. Approximate readings - 0 psi = 10 ohms = pointer at the bottom end of the scale - 58 psi =88 ohms = pointer at 12 0 clock position - 129 psi = 164 ohms = pointer at the top end of the scale Sender connections: G = gauge sender, WK = warning contact terminal. Removing the sender wire (open circuit condition) will cause the needle to register at the high end of the scale. Temporarily connecting the sender terminal wire to ground (short circuit condition) will cause the needle to register at the low end of the scale. Temporarily connecting the warning contact switch wire to ground will turn on the Low Oil Pressure warning light (if included in the warning bank). The sender should not be sealed with pipe joint tape or compound. Proper operation requires metal to metal contact from the sender body to the engine (ground) to complete the electrical circuit. When the engine and key switch are turned off, the sender should measure approximately 10 ohms between the sender terminal and ground, and 0 ohms between the warning contact terminal and ground.

With the engine running, the sender resistance between the sender terminal and ground will increase as the oil pressure increases. Maximum resistance will be approximately 180 ohms at 150 psi. With the engine running, the resistance between the warning contact terminal and ground should be an open circuit (infinite resistance) at oil pressures above 7 psi. Style B Electrical Gauge (newer chassis, primarily rear engine units) Matched to Datcon Severe Duty sender #109491, 150 psi range, 1/8 27 NPT Approximate readings - 0 psi = 250 ohms = pointer at the bottom end of the scale - 60 psi = 118 ohms = pointer at 12 o clock position - 120 psi = 75 ohms = pointer at the top end of the scale Sender connections: single terminal connects to sender terminal on gauge; separate Low Oil Pressure switch is installed. Removing the sender wire (open circuit condition) will cause the needle to register at the Low end of the scale. Temporarily connecting the sender terminal wire to ground (short circuit condition) will cause the needle to register at the High end of the scale. Temporarily connecting the warning contact switch wire to ground will turn on the Low Oil Pressure warning light (if included in the warning bank). The sender should not be sealed with pipe joint tape or compound. Proper operation requires metal to metal contact from the sender body to the engine (ground) to complete the electrical circuit. When the engine and key switch are turned off, the sender should measure approximately 250 ohms between the sender terminal and ground, and 0 ohms between the warning contact terminal and ground. With the engine running, the sender resistance between the sender terminal and ground will decrease as the oil pressure increases. Maximum resistance will be approximately 75 ohms at 150psi. With the engine running, the resistance between the warning contact terminal and ground should be an open circuit (infinite resistance) at oil pressures above 7 psi. Style C Mechanical Gauge (new chassis, primarily front engine units) There is no sender for this mechanical gauge (therefore, no sender connections, resistances or electrical checks that can be performed) Separate Low Oil Pressure switch is installed on chassis Temporarily connecting the warning contact switch wire to ground will turn on the Low Oil Pressure warning light (if included in the warning bank). When the engine and key switch are turned off, the pressure switch should read 0 ohms between the warning contact terminal and ground. With the engine running, the resistance between the warning contact terminal and ground should be an open circuit (infinite resistance) at oil pressures above 7 psi.

4. Voltmeter No sender to match for this gauge Gauge indicates the DC voltage from the ignition circuit to chassis ground at the cluster to chassis wire harness connection. 5. Speedometer with internal odometer Calibrations for the various chassis pulse counts are achieved with DIP switches. The speedometer has two six position DIP switches in line with each other, and are accessible from the back of the gauge by removing the oval plug from the gauge case. -DIP switches are set at the factory for the standard pulse count. DIP switches may need to reset if the driveline components have changed from those originally installed on the chassis (i.e. changing tire size, rear axle ratio, etc.) -Make sure the DIP switches are properly set for the particular chassis application. Verifying the output signal from the speedometer sender is best measured with an oscilloscope. Other systems associated with the speedometer signal or that might produce interfering signals of their own could be influencing the speedometer signal. These can include the cruise control, engine/transmission signals and controllers, alternator and charging system components, etc. 6. Speedometer without internal odometer (used with External Odometer) Calibrations for the various chassis pulse counts are achieved by adjusting the macro range switch and the calibration potentiometer on the gauge. -These units are calibrated at Actia and require a frequency generator to be accurately calibrated. -Field adjustment is possible, but may not result in an accurate calibration. Field adjustments are best made while the vehicle is moving or on a dynamometer. Adjustments made while the vehicle is in motion should be made with caution. An additional technician should be used so the driver may pay full attention to driver safety. -Speedometers will need to be recalibrated if the driveline components have changed from those originally installed on the chassis (i.e. changing tire size, rear axle ratio, etc.). Verifying the output signal from the speedometer sender is best done with an oscilloscope. Other systems associated with the speedometer signal or that might produce interfering signals of their own could be influencing the speedometer signal. These can include the cruise control, engine/transmission signals and controllers, alternator and charging system components, etc. 7. External Odometer (used with Speedometers without internal odometers) External odometers are programmed at Actia to match the specific pulse count of the chassis. Odometer may be reprogrammed in the field to match new chassis pulse count after changing driveline components from those originally supplied on the chassis (i.e. changing tire size, rear axle ratio, etc.).

Odometer uses the same signal as the speedometer. Verifying the output signal from the speedometer sender is best done with an oscilloscope. Other systems associated with the speedometer signal or that might produce interfering signals of their own could be influencing the speedometer signal. These can include the cruise control, engine/transmission signals and controllers, alternator and charging system components, etc. 8. Tachometer Tachometers are matched for the particular chassis application (electronic engine or magnetic pickup signal sources), and are not interchangeable. Calibrations for the various chassis pulse counts are achieved by adjusting the macro range switch and the calibration potentiometer on the gauge. -These units are calibrated at Actia and require a frequency generator to be accurately calibrated. -Field adjustments are best made with a stroboscope to determine the actual engine speed. Verifying the output signal from the tachometer sender is best done with an oscilloscope. WARNING BANK LIGHT BULBS 1. Testing Light bulbs may be tested individually or by connecting +12 VDC and ground to the appropriate terminals in the instrument panel connector housings. 2. Replacement Remove the socket from the appropriate warning bank symbol by tipping base out of metal bank shell. Pull old bulb straight out of lamp socket assembly. Insert new bulb. Be sure to use only #161 (T-3 ¼ wedge base bulb, Actia p/n LB- 0106) light bulb. Other light bulbs may cause damage to the cluster. Replace bulb/lamp socket assembly into the metal bank shell.

TROUBLESHOOTING In-depth troubleshooting of an instrument panel is best done at the Actia factory/authorized Service Center. Simple electrical troubleshooting can be done in the field by using test probes, multimeters and clip leads. +12 VDC can be supplied from a bench top supply or a storage battery. Careful checking of wire continuity, wire connections and terminations, sender function and gauge operation should be done to determine which component has failed. Symptom Possible Cause Gauges do not respond when ignition - Missing or broken ignition or ground wires is turned on. Gauge(s) read erratically - Loose connections at sender, gauge and/or connectors Speedometer reads too fast or too slow - Speedometer not properly calibrated to the correct pulse/mile or pulse/kilometer count. Speedometer does not indicate speed - Missing or broken sender wire(s) - Sender has failed internally _ Speedometer indicates speed, but is - Electrical noise from alternator, power and/or Erratic ground distribution panel studs, transmission External Odometer accumulates - Odometer is not programmed for the correct mileage too fast or too slow pulse/mile or pulse/kilometer count External Odometer display says - Odometer detected an internal failure during ERR 1 power-up. (Odo will need to be replaced) Tachometer does not indicate engine - Missing or broken sender wire(s) Speed Fuel Gauge reads Empty all the time - Fuel tank empty - Sender wire missing, cut or broken - Sender broken, missing float, etc. _

Symptom Possible Cause Fuel Gauge reads Full all the time - Sender wires shorted to ground - Sender wiper shorted to ground - Sender stuck in Full position _ Water Temperature gauge reads Hot - Sender internally shorted to ground all the time - Sender wire shorted to ground _ Water Temperature gauge reads Cold - Sender has internal open circuit all the time - Sender wire missing, cut or broken - Sender wire fell off of sender terminal - Sender wire connected to warning light terminal High Water Temperature warning light - Sender and warning contact wires are switched turns on dim, then brightens as the at the sender engine warms up. Gauge reads Cold. _ Oil Pressure gauge reads Low all the time Oil Pressure Gauge Style A: - Sender internally shorted to ground - Sender wire shorted to ground Oil Pressure Gauge Style B: - Sender has internal open circuit - Sender wire missing, cut or broken Oil Pressure Gauge Style C: - Pressure line missing, cut or broken Oil Pressure gauge reads High all the time Oil Pressure Gauge Style A: - Sender has internal open circuit - Sender wire missing, cut or broken - Sender wire fell off of sender terminal

Symptom Possible Cause Oil Pressure gauge read High all Oil Pressure Gauge Style B: The time (continued from Page 7) -Sender internally shorted to ground -Sender wires shorted to ground -Internal failure of gauge Oil Pressure Gauge Style C: -Internal failure of gauge Oil Pressure Gauge Style A: - Sender and warning contact wires are Oil pressure gauge reads Low with switched at the sender engine off, then only reads High with engine running. Low Oil Pressure Warning light is also on bright with the engine off, then dims/goes out with engine running Oil Pressure Gauge Style B: - Sender and warning contact wires are Oil pressure gauge reads High with switched engine off, then only reads Low with engine running. Low Oil Pressure Warning light is also on dimly with the engine off, then gets brighter with engine running. Voltmeter does not register voltage, - Missing or broken ignition or ground wires other gauges do not function. between cluster and chassis wiring Backlighting does not operate - Headlight switch not in Parking Lights position - Dimmer control turned all the way down -All backlighting bulbs burnt out Warning lights do not operate - Burnt out light bulb - Failure of signaling system on the engine, chassis, etc.

M2000 Instrument Panel Circuit board Assembly (No field serviceability) Chassis Harness Dip-Switch Calibration Speedo Head Drive circuit Speedo Head Field Serviceable components Odometer counter circuit Speed Sensor Self Test circuit Odometer Module The M2000 Instrument Assembly was designed with internal self diagnostics and more servicable components than earlier versions. All diagnostic and servicing information should be addressed on the back panel of the unit. The above diagram represents the speed circuitry which is the most complex portion of this unit. I. Diagnostic steps for the speed and odometer functions. 1. Follow the steps for the self test as listed on the back of the Instrument Assembly. For most situations, this self test will indicate if the problem exists in the Instrument Assembly or upstream in the Sender & Chassis harness. Failure of the circuit board assembly has been very rare, so the most susceptible components (Speedo Head & Odometer module) can be easily serviced without replacing the entire assembly. 2. If both the Speedometer head and Odometer module are showing the same characteristics, than the problem is most likely with the speed sensor or chassis harness. 3. Accurate Switch calibration should be checked if the odometer or speedo head appear to be operating at the incorrect rate. Continued next page

II. Small gauge diagnostics. 1. Again follow the diagnostic steps on the back of the unit. 2. For Fuel & Coolant Temperature gauges, Removing the wire lead at the sender (engine or fuel tank) and touching it to ground will quickly isolate whether the sender or gauge is at fault. (Never touch the sender lead to ignition + 12 volt) 3. The volt gauge can be checked by placing a voltmeter across the volt gauge terminals and comparing the meter reading with the gauge. 4. Again the (4) small gauges are field servicable without replacing the entire assembly. C:\datafiles\worddocs\fcc m2k diagnostic info 6-12-02.doc Page 10

M-Line Wired Gauge Panel (54009000) Dip Switch Settings (Basic Calculations) The goal to setting the DIP switches is to get the divide number. Once the divide number is found using a value chart can quickly determine switch settings. Below are two examples that will allow for correct settings. Note for this unit the pulses per mile is divided by 1000. Example 1 : Pulses per mile is 42,000. Calculated divide number = 42,000 / 1,000 Calculated divide number = 42 Use this number along with the chart below to get proper DIP settings DIP Switch Value 1 1 2 2 3 4 4 8 5 10 6 20 7 40 8 80 Now that we have the Divide number (in the example- 42) we need to breakdown which switches would get us to 42 the fastest. Divide Number = 42-40 for Dip 7 2 is the remainder -2 for Dip 2 0 always break down the number to zero. So in the above scenario the DIP settings 2 and 7 need to be on. Example 2 : Pulses per mile is 65,000. Calculated divide number = 65,000 / 1,000 Calculated divide number = 65 Divide Number = 65-40 for Dip 7 25 is the remainder -20 for Dip 6 5-4 for Dip 3 1-1 for Dip 1 0 To equate to a 65 divide number switches 1, 3, 6, and 7 need to be on. Page 11

M-Line w/pcb Gauge Panel (54466000/54464000) Dip Switch Settings (Basic Calculations) The goal to setting the DIP switches is to get the divide number. Once the divide number is found using a value chart can quickly determine switch settings. Below is an example that will allow for correct settings. Note for this unit the pulses per mile is divided by 4000. Example 1 : Pulses per mile is 62,000. Calculated divide number = 62,000 / 4,000 Calculated divide number = 15.5 Use this number along with the chart below to get proper DIP settings DIP Switch Value 1 16 9 8 10 4 11 2 12 1 13 0.5 14 0.25 15 0.125 Now that we have the Divide number (in the example 15.5) we need to breakdown which switches would get us to 15.5 the fastest. Divide Number = 15.5-8 for Dip 2 7.5 is the remainder -4 for Dip 3 3.5 2 for Dip 4 1.5 1 for Dip 5 0.5 0.5 for Dip 6 0 So in the above scenario the DIP settings 2, 3, 4, 5, and 6 need turned on. Page 12