3408E Engine Emissions Retrofit Repower Tier II For 988F Series II and 988F Wheel Loader 8YG00001-UP (MACHINE) (SEBP4379 - 19) - Documentation

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Welcome: d350aem
Product: W HEEL LO ADER
Mode l: 988F W HEEL LO ADER 8YG
C onfiguration: 3408E Engine Em issions R e trofit R e powe r Tie r II For
988F Se rie s II And 988F W he e l Loade r 8YG00001-UP (MAC HINE)
Testing and Adjusting

ELECTRONIC TRANSMISSION CONTROL SYSTEM
Media Number -SENR5704-04 Publication Date -13/05/1996 Date Updated -20/09/2013
SENR 57040002
Testing And Adjusting
Introduction
Troubleshooting the electronic transmission control system requires additional information from the machine Service
Manual. The Electrical System Schematic and the Operation & Maintenance Manual are required support material.
As a guide, typical schematics for the transmission control system are at the end of this manual. For a complete
schematic, see the Electrical System Schematic in the machine Service Manual.
If wire insulation is punctured during troubleshooting, repair after probing. Seal the punctures with 8T-0065 Adhesive.
Cover the adhesive with two layers of 1P-0810 Tape. Remove the harness connector from the control using the single
screw in the center of the connector.
When the troubleshooting procedure instructs to REPAIR THE HARNESS, use the Electrical System Schematic in the
machine Service Manual to trace the circuit. Perform continuity checks at connectors to locate harness failures. At
component connectors, always check the ground circuit. Proper grounding is required in all electronic control systems.
Modifications are not advised. Less than 5 ohms of resistance is required between the connector ground contacts and
frame ground. Excessive ground resistance, greater than 5 ohms, can cause incorrect diagnosing of problems.
During troubleshooting, inspect all component and harness connections before any component is replaced. If these
connections are not clean and tight they can cause electrical problems, either permanent or intermittent (come and go).
Make sure the connections are tight before other tests are made.
Service Tools
The following service tools should be used to aid in troubleshooting the electrical system.
6V-7070 or 9U-7330 Digital Multimeter or equivalent.8T-3224 Needle Tip Group7X-1710 Cable Probe Group8T-
8726 Adapter Cable6V-3000 Repair Kit - Sure Seal4C-3406 Connector Repair Kit - Deutsch
Use the digital multimeter for making continuity checks, resistance measurements or voltage measurements. For
instruction on use of the 6V-7070, see Special Instruction SEHS7734. The 7X-1710 Cable Probe Group is used to
make measurements at connectors without disconnecting them. The probes are pushed in to the back of the connector
alongside the wire. The 8T-8726 Adapter Cable is a 3 pin breakout cable used to make measurements in sensor circuits.
NOTE: Except for harness tests, continuity testers (such as 8T-0500), or voltage testers (such as 5P-7277) are not
recommended for use on present-day Caterpillar electrical circuits.
The service connector provides access to the service and clear inputs. Connector contact 1 is the service input and
contact 2 is the clear input. The service connector is part of the cab harness and is located near the control. For a more
exact service connector location and connector requirements, see the Electrical System Schematic in the machine
Service Manual.
Connector Contact Numbers
Transmission Control Connector

(1) Screw.
To remove the machine harness from the control, use screw (1) in the center of the harness connector. Do NOT use the
four screws that attach the connector receptacle to the control.
Diagnostic Summary
Various diagnostic functions require the grounding and/or opening of the service and clear contacts at the service
connector. During troubleshooting, it is necessary for the service person to make the proper electrical connections
between the contacts of the service connector. These electrical connections may be made with two jumpers. Also see
the subject Service Box.
NOTE: The same diagnostic information that is shown in service mode (mode 1) is also shown on the Computerized
Monitoring System (CMS). Troubleshooting of transmission control system faults can be done through CMS. When
using CMS for troubleshooting, all faults associated with the transmission control have a MID of 27 for machines without
an electronically controlled engine. For machines with an electronically controlled engine, the MID is 81. For more
information, see service manual SENR5247 "Computerized Monitoring System (CMS) With VFD Circular Gauges".
NOTE: The shift handle test mode (mode 2) and the left brake pedal calibrate mode (mode 2) are only accessible
through the transmission control, not through CMS. The reduced rimpull programming mode is only accessible through
CMS, not through the transmission control.
Service Box
Service Box
NOTE: A complete service box is available, 9U-6665 Service Tool. The service tool works similar to the service box.
A service box is helpful for the service person to make the proper electrical connections at the service connector during
troubleshooting. A service box and wiring diagram is shown in the Service Box illustration. Two connectors are wired in
parallel so that the service box is usable on the different types of machine harnesses. To fabricate the service box, the
required components are:
(1) Clear switch: one 8D-2676 Switch.
(2) Scroll switch: one 8D-2676 Switch.
(3) Mode select switch: one 7N-8009 Switch.
(4) Sure-Seal® connector: one 7N-8205 Plug, two 7N-7779 Sockets, two 7N-7780 Pins.
(5) DT® connector: one 3E-3373 Plug, four 8T-8730 Sockets.
(6) Enclosure: locally obtained.
(7) Eighteen or sixteen gauge wire: locally obtained.
(8) Grommet: locally obtained.
Actuating the mode switch scrolls through the three display modes. Actuating the scroll switch scrolls the display with the
control in the service or test mode. Actuating the clear switch clears the fault being continuously displayed in the service
mode.
Changing Modes
Transmission Control Display
(1) Readout. (2) Fault present indicator (red). (3) Service mode indicator (yellow). (4) Power indicator (green).
The control has two or three display modes. The different modes are identified by the mode number which is shown on
readout (1). All machines have display modes 0 and 1. Display mode 2 is only present on certain machines. The display
modes are:
* Mode 0 - Normal Mode

* Mode 1 - Service Mode
* Mode 2 is machine dependent:
a. On machines with a shift handle - Shift Handle Test Mode.

b. On machines with the electronic torque converter feature - Left Brake Pedal Calibrate Mode.
NOTE: Mode 2 is only present on the machines listed above.
Procedure
1. Turn key start switch ON. Wait for the Self Test to finish; approximately two seconds.
2. At the same time, ground the service and clear contacts of the service connector. This causes the mode numbers to
scroll on readout (1).
NOTE: Each time "- 0 -." is shown, the scrolling stops. The service and clear contacts must be opened from ground,
then closed to ground, to scroll the modes again.
3. When the desired mode number is shown on readout (1), remove ground from (open) the service and clear contacts.
Detected Faults
NOTE: The preceding chart has changed from the former issue.
Initial Troubleshooting Procedure

When the control detects a fault, the corresponding CID and FMI are shown on readout (1) of the display. Service
mode (mode 1) allows for troubleshooting and clearing of each detected fault. For detailed information, see the subject
Service Mode (Mode 1) in the Systems Operation section.
Use the following procedure for troubleshooting a detected fault. When a fault is detected, the readout will show the
fault.
1. Enter service mode (mode 1).
2. The CID and FMI for the first fault are shown on readout (1) and the fault is on-hold at this time. The display shows
"- - -.", when no fault has occurred.
3. To see all detected faults, scroll the faults. To do so, ground the service contact of the service connector.
4. Place the desired fault on-hold (stop the scrolling). To do so, remove ground from the service contact of the service
connector when the desired fault is shown.
5. Observe fault present indicator (2).
* If fault present indicator (2) is ON, the fault shown is currently present.
* If fault present indicator (2) is OFF, the fault shown is not present at this time. The fault has occurred and then
went away, sometime in the past (intermittent).
6. To troubleshoot the fault, go to the procedure with that CID and FMI.
NOTE: A general method to locate intermittent faults is to wiggle the related wiring while a helper watches the status of
fault present indicator (2).
7. After a fault is corrected, clear the fault. To do so, momentarily ground the clear contact of the service connector
while the fault is on-hold. After clearing, the display advances to the next fault if there is one.
8. Repeat Steps 2 through 7 for any remaining faults. Return to normal mode when finished.
Troubleshooting Procedures
Go to the procedure which corresponds to the CID and FMI shown on the readout of the control.
NOTE: Before beginning to troubleshoot, it can be worthwhile to make a list of all faults shown and their status.
Troubleshooting can create other faults that are detected by the transmission control. Ignore these created faults and
clear them when the desired fault is corrected.
NOTE: Repair wiring after probing. Seal the punctures with 8T0065 Adhesive. Cover the adhesive with two layers of
1P0810 Tape.
CID 168 Procedure, Electrical System Voltage
FMI F00
This fault is recorded when the control reads the voltage at contact 1 of the control connector as too high.
Service Notes: Ensure that the CID 168 / FMI F00 fault is being displayed.
For this fault to occur, the charging system or the control is faulty.
* First check and, if necessary, repair the charging system; see the Starting And Charging System module,
SENR2947 in the machine Service Manual.
* Then, if the CID 168 / FMI F00 continues to occur, replace the control; see the subject Control Replacement.
FMI F01
This fault is recorded when the control reads the voltage at contact 1 of the control connector as too low.
Service Notes: Ensure that the CID 168 / FMI F01 fault is on-hold and that the fault present indicator is ON.
1. CHECK BATTERY VOLTAGE - Start the engine and run at high idle for several minutes. Measure the battery
voltage at the battery posts.
* Voltage is 18.0 DCV or less; low battery voltage is causing the fault. The charging system is faulty. Check and if
necessary repair the charging system; see the Starting And Charging System module, SENR2947 in the machine
Service Manual.
* Voltage is greater than 18.0 DCV; battery voltage is not causing the fault. Go to Step 2.
2. CHECK SYSTEM VOLTAGE AT HARNESS - Do not disconnect any harness connectors at this time. Near the
control connector, use sharp meter test leads to puncture the wire insulation of wires 164-WH and 202-BK. Measure
the voltage between wires 164-WH and 202-BK. The engine must be running at high idle.
* Voltage is 18.0 DCV or less; the machine harness is faulty. Repair or replace the machine harness.
* Voltage is greater than 18.0 DCV; system voltage is not causing the fault. Go to Step 3.
3. CHECK SYSTEM VOLTAGE AT CONTROL - Disconnect the machine harness from the control. Inspect contacts
1 and 2 of the harness connector and the control connector. Reconnect the machine harness to the control. Check to see
if the fault present indicator is ON for the CID 168 / FMI F01 fault.
* Fault present indicator is OFF; the control connector or harness connector is faulty. Check and repair the
connectors.
* Fault present indicator is ON. It is unlikely that the control is faulty. Perform the previous Steps again. If the
cause is not found, replace the control. See the subject Control Replacement.
CID 190 Procedure, Engine Speed Sensor
FMI F00 And FMI F01
These faults are only possible on machines not equipped with an electronically controlled engine.
This fault is recorded when the control reads the engine speed signal (wire 450-YL) as too high (FMI F00) or too low
(FMI F01). The engine speed sensor is a frequency type of sensor. The engine speed signal wire (wire 450-YL)
connects to contact 6 of the control connector. This troubleshooting procedure is for either an FMI F00 or FMI F01
fault.
Service Notes: Ensure that the CID 190 / FMI F00 or CID 190 / FMI F01 fault is on-hold and that the fault present
indicator is ON. The CID 190 faults remain present until the control reads a good speed signal. Therefore the engine
must be started and a good signal received before the control declares the fault not present.
1. CHECK FOR SHORTED SENSOR - Turn the disconnect switch to the OFF position. Disconnect the machine
harness from the engine speed sensor. At the sensor, measure the resistance between each connector contact and the
case of the sensor.
* Resistance of either measurement is less than 10 000 Ohms; the speed sensor is faulty. Replace the sensor.
Adjust the speed sensor properly when installing it. See the subject Speed Sensor Adjustment.
* Resistance of either measurement is greater than 10 000 Ohms; the speed sensor is not shorted to the case. Go
to Step 2.
2. CHECK SENSOR RESISTANCE - The disconnect switch remains OFF and the speed sensor remains
disconnected from the machine harness. At the sensor, measure the resistance between the two contacts of the
connector.
* Resistance is NOT between 100 and 500 Ohms; the speed sensor is faulty. Replace the sensor. Adjust the
speed sensor properly when installing it. See the subject Speed Sensor Adjustment.
* Resistance is between 100 and 500 Ohms; the speed sensor resistance is correct. Go to Step 3.
3. CHECK FOR SHORTED HARNESS - The disconnect switch remains OFF and the speed sensor remains
disconnected from the machine harness. Disconnect the machine harness from the control. At the machine harness
connector for the control, measure the resistance between contact 6 (wire 450-YL) and all other connector contacts.
* Resistance is less than 5000 Ohms; the machine harness is faulty. Wire 450-YL is shorted within the machine
harness; between the speed sensor and the control. Repair or replace the machine harness.
* Resistance is greater than 5000 Ohms; harness circuit resistance is correct. Go to Step 4.
4. CHECK GROUND CIRCUIT - The conditions of Step 3 remain intact. At the machine harness connector for the
speed sensor, measure the resistance between contact 2 (wire 202-BK) and frame ground.
* Resistance is greater than 2.0 Ohms; the machine harness is faulty. Wire 202-BK has excessive resistance;
between the speed sensor and frame ground. Repair or replace the machine harness.
* Resistance is 2.0 Ohms or less; harness circuit resistance is correct. Go to Step 5.
5. CHECK SIGNAL CIRCUIT - The conditions of Step 4 remain intact. At the machine harness connector for the
speed sensor, place a jumper from contact 1 (wire 450-YL) to contact 2 (wire 202-BK). At the machine harness
connector for the control, measure the resistance between contact 6 (wire 450-YL) and frame ground.
* Resistance is greater than 5000 Ohms; the machine harness is faulty. Wire 450-YL is open within the machine
* Resistance is less than 5000 Ohms; harness circuit resistance is correct. Go to Step 6.
6. RECHECK FAULT - Reconnect all machine harness connectors. Turn the disconnect and key start switches to the
ON position. Start the engine and run at low idle. Put the respective FMI F00 or FMI F01 fault on-hold. Observe the
ON/OFF status of the fault present indicator.
* Fault present indicator is OFF; a machine harness connection was faulty. The fault is not present now. Possibly
an intermittent connection exists in the speed sensor circuit of the machine harness. Watch for a recurrence of this
fault.
* Fault present indicator is ON; the fault remains present. Go to Step 7.
7. CHECK SENSOR ADJUSTMENT - Check the speed sensor adjustment, see Speed Sensor Adjustment. Recheck
the fault; perform the instructions for Step 6. Observe the ON/OFF status of the fault present indicator.
* Fault present indicator is OFF; adjustment of the speed sensor corrected the fault.
* Fault present indicator is ON; the fault remains present. First replace the speed sensor and check if fault is
corrected. If fault remains, it is unlikely that the control is the cause. Perform Steps 1 through 6 again. Also
recheck to see if the fault present indicator is ON for this fault. If the cause is not found, replace the control; see
the subject Control Replacement.
FMI F11
This fault indicates that the engine control has detected a engine speed sensor fault and should be serviced first.
CID 248 Procedure, Data Link
FMI F12
This fault is recorded when the control cannot send or does not receive expected information from the data link.
1. INSPECT HARNESS CONNECTORS - Inspect the machine harness connections related to the data link. Make
sure that connectors are clean and tight. If necessary, repair or replace the machine harness. Check to see if the fault
present indicator remains ON for the CID 248 / FMI F12 fault.
an intermittent connection exists in the data link circuits of the machine harness. Watch for a recurrence of this
fault.
2. CHECK FOR SHORTED HARNESS - Turn the disconnect switch to the OFF position. Disconnect the machine
harness from the transmission control and CMS. At the machine harness connector for the transmission control, measure
the resistance between contacts 8 and 9.
* Resistance is less than 5000 Ohms (continuity); the machine harness is faulty. There is a short between frame
ground and the data link circuit in the machine harness. Repair or replace the machine harness.
* Resistance is greater than 5000 Ohms (no continuity); harness circuit resistance is correct. Go to Step 3.
3. CHECK FOR OPEN HARNESS - The disconnect switch remains OFF. The transmission control and CMS remain
disconnected from the machine harness. Check the continuity of the data link circuit in the machine harness. Place a
jumper between contacts 23 and 24 of the machine harness connector for CMS. Check for continuity between contacts
8 and 9 of the machine harness connector for the transmission control.
* There is NO continuity; the machine harness is faulty. The data link circuit is open in the machine harness. Repair
or replace the machine harness.
* There is continuity; this circuit is not the cause of the fault. Go to Step 4.
4. CHECK TRANSMISSION CONTROL AND CMS - The disconnect switch remains OFF. Remove the jumper of
the previous Step. Reconnect the transmission control and CMS to the machine harness. Turn the disconnect and the
key start switch to the ON position. Check to see if the fault present indicator is ON for the CID 248 / FMI F12 fault.
an intermittent connection exists in the data link circuits of the machine harness. Watch for a recurrence of this
fault.
5. CHECK CMS - Turn the disconnect and key start switches to the OFF position. Disconnect the machine harness
from CMS. Turn the disconnect and the key start switch to the ON position. Check to see if the fault present indicator is
ON for the CID 248 / FMI F12 fault.
* Fault present indicator is OFF; the CMS is faulty. Replace the CMS; see service manual SENR5247
Computerized Monitoring System (CMS) With VFD Circular Gauges.
* Fault present indicator is ON; the fault remains present. The cause is not found, replace the transmission control;
see the subject Control Replacement.
CID 263 Procedure, +8V Sensor Supply
FMI F00
This fault is recorded when the control reads the voltage of the +8V sensor supply circuit (wire 709-OR) as too high
(greater than 8.5V).
Service Notes: Ensure that the CID 263 / FMI F00 fault is on-hold. Ensure that the fault present indicator is ON.
CHECK HARNESS - Turn the disconnect and the key start switch to the OFF position. Disconnect the machine
harness from the transmission control. At the machine harness connector for the transmission control, measure the
resistance between contact 40 and contact 1 (+battery).
* Resistance is less than 5000 Ohms; the machine harness is faulty. There is a short between the +battery circuit
and the sensor supply circuit (wire 709-OR) in the machine harness. Repair or replace the machine harness.
* Resistance is greater than 5000 Ohms; harness circuit resistance is correct. It is unlikely that the transmission
control is faulty. Perform the previous Steps again. If the cause is not found, replace the transmission control; see
FMI F01
This fault is recorded when the transmission control reads the voltage of the sensor supply circuit (wire 709-OR) as too
low (less than 7.5V).
Service Notes: Ensure that the CID 263/FMI F01 fault is on-hold. Ensure that the fault present indicator is ON.
NOTE: Step 1 can create other faults that the control detects. Ignore these created faults and clear them when this fault
is corrected.
1. CHECK SENSOR - Ensure that the CID 263/FMI F01 fault is on-hold and that the fault present indicator is ON.
Observe the status of the fault present indicator. Disconnect the machine harness from the torque converter speed
sensor.
* Fault present indicator is OFF; indicates the fault is no longer present. The sensor is faulty. Replace the torque
converter speed sensor.
* Fault present indicator is ON; indicates the fault remains present. The sensor is not causing the fault. Go to Step
2.
2. CHECK FOR SHORTED HARNESS - The sensor remains disconnected from the machine harness. Turn the
disconnect switch to the OFF position. Disconnect the machine harness from the transmission control. At the machine
harness connector for the transmission control, measure the resistance between contact 40 (wire 709-OR) and frame
ground.
* Resistance is less than 5000 Ohms; the machine harness is faulty. There is a short between frame ground and
wire 709-OR in the machine harness. Repair or replace the machine harness.
* Resistance is greater than 5000 Ohms; harness circuit resistance is correct. It is unlikely that the transmission
control is faulty. Perform the previous Steps again. If the cause is not found, replace the transmission control; see
CID 270 Procedure, Harness Code
NOTE: Check to see if a data link fault (CID 248/FMI F12) exists. If a data link fault is present, correct it prior to
performing these procedures.
FMI F02
This fault is recorded when the control does not recognize the harness code that is received from CMS on the data link.
1. CHECK CMS - The transmission control receives harness code information from CMS. Check CMS for a related
CMS fault. See service manual SENR5247 Computerized Monitoring System (CMS) With VFD Circular Gauges.
* CMS has a related fault; correct the related fault per the CMS service manual. Then go to Step 2.
* CMS does not have a related fault; check the data link. Perform the troubleshooting procedure for a data link
fault (CID 248 / FMI F12).
2. RECHECK FOR FAULT - Check the transmission control to see if the fault present indicator remains ON for this
fault (CID 270 / FMI F02).
* Fault present indicator is ON; check the data link. Perform the troubleshooting procedure for a data link fault
(CID 248 / FMI F12).
* Fault present indicator is OFF; the fault is corrected. Clear the fault. Watch for a recurrence of this fault.
FMI F09
This fault is recorded when the update rate is abnormal for harness code information received from CMS on the data
link.
Service Notes: Ensure that the CID 270 / FMI F09 fault is on-hold and that the fault present indicator is ON. Perform
the troubleshooting procedure for a data link fault (CID 248 / FMI F12).
FMI F12
This fault is recorded when the harness code within the transmission control is wrong.
Service Notes: Ensure that the CID 270 / FMI F12 fault is on-hold and that the fault present indicator is ON. Check
CMS for a related CMS fault. See service manual SENR5247 Computerized Monitoring System (CMS) With VFD
Circular Gauges.
The CID 270 / FMI F12 fault is an internal failure of the transmission control and is not repairable. Replace the
transmission control; see the subject Control Replacement.
CID 590 Procedure, Abnormal Engine Speed
FMI F09
This fault is only possible on machines equipped with an electronically controlled engine.
This fault is recorded when the update rate is abnormal for the engine speed information received from the engine control
on the data link.
CID 621 Procedure (STIC Downshift Switch); CID 622 Procedure (STIC Upshift
Switch); CID 623 Procedure (STIC Direction Switch); CID 626 Procedure (Lock
Switch); CID 627 Procedure (Parking Brake Switch); CID 628 Procedure (Quick-Shift
Switch);
Each of these switches has two inputs to the control; N/O and N/C. During proper operation, one of the inputs is open
and the other input is grounded. This fault is detected when the status (open or grounded) is the same for the N/O and
N/C inputs of the control.
NOTE: CID 621, CID 622, CID 623, CID 626 and CID 628 faults do not appear on machines equipped with a shift
handle. For troubleshooting the shift handle, see the subject Shift Handle Test.
FMI F04
This fault is recorded when the status of both the N/O and N/C inputs of the switch are grounded.
Service Notes: Ensure that the desired fault CID / FMI F04 fault is on-hold and that the fault present indicator is ON.
is corrected.
1. CHECK SWITCH - Ensure that the fault is on-hold and that the fault present indicator is ON. Observe the ON/OFF
status of the fault present indicator. Disconnect the connector of the switch from the machine harness.
* Fault present indicator changes from ON to OFF; the switch or it's harness is failed. Repeat this Step (Step 1)
to verify the switch failure. Repair or replace the switch and or it's harness.
NOTE: The switches within the STIC controller are not individually serviceable. The three switches are serviced
as one unit.
* Fault present indicator remains ON; the switch is not the cause of this fault. Go to Step 2.
2. CHECK HARNESS CIRCUIT - This Step checks the continuity of the entire harness circuit that is faulty; including
the switch which was previously checked in Step 1. Turn the disconnect switch to OFF position. Connect the switch of
Step 1 to the machine harness. Disconnect the machine harness from the transmission control.
At the machine harness connector for the transmission control, check the continuity to ground of the N/C contact and the
N/O contact with the switch activated and not activated. See the Switch Continuity chart.
* Continuity check does NOT agree with chart; the harness circuit is faulty. There is a short to ground in the
machine harness between the control and the switch. Repair or replace the machine harness.
* Continuity check agrees with chart; harness circuit is correct. It is unlikely that an electronic control is faulty.
Perform the previous Steps again. If the cause is not found, replace the control. See the subject Control
Replacement.
FMI F05
This fault is recorded when the status of both the N/O and N/C inputs of the switch are open.
Service Notes: Ensure that the desired fault CID / FMI F05 fault is on-hold and that the fault present indicator is ON.
is corrected.
1. CHECK HARNESS GROUND CIRCUIT - Turn the disconnect switch to the OFF position. At the screw terminals
of the switch, measure the resistance between wire 202-BK and frame ground. If necessary, make electrical connection
by piercing the wire insulation of wire 202-BK.
* Resistance is 2.0 Ohms or less; the harness ground circuit is correct. Go to Step 2.
* Resistance is greater than 2.0 Ohms the harness ground circuit is faulty. Wire 202-BK is open in the machine
harness between the switch and frame ground. Repair or replace the machine harness.
2. CHECK SWITCH - Turn the disconnect and key start switches to the ON position. Put the control in service mode
with the same fault on-hold. Ensure that the fault present indicator is ON. Disconnect the switch from the machine
harness. Observe the ON/OFF status of the fault present indicator. At the machine harness connector for the switch,
jumper the N/C contact to ground. See the Switch Continuity chart for the appropriate connector contacts.
* Fault present indicator changes from ON to OFF; the switch or it's harness is failed. Repeat this Step (Step 1)
to verify the switch failure. Repair or replace the switch and or it's harness.
NOTE: The switches within the STIC controller are not individually serviceable. The three switches are serviced
as one unit.
* Fault present indicator remains ON; the switch is not the cause of this fault. Go to Step 3.
3. CHECK HARNESS CIRCUIT - This Step checks the continuity of the entire harness circuit that is related to this
fault; including the switch which was previously checked in Step 2. Turn the disconnect switch to OFF position. Remove
the jumper of Step 2. Connect the switch of Step 2 to the machine harness. Disconnect the machine harness from the
transmission control.
At the machine harness connector for the transmission control, check the continuity to ground of the N/C contact and the
N/O contact with the switch activated and not activated. See the Switch Continuity chart.
* Continuity check does NOT agree with chart; the harness circuit is faulty. There is an open in the machine
harness between the control and the switch. Repair or replace the machine harness.
* Continuity check agrees with chart; harness circuit is correct. It is unlikely that an electronic control is faulty.
Perform the previous Steps again. If the cause is not found, replace the control. See the subject Control
Replacement.
CID 631 (Transmission Clutch 1 Solenoid Valve); CID 632 (Transmission Clutch 2
Solenoid Valve); CID 633 (Transmission Clutch 3 Solenoid Valve); CID 634
(Transmission Clutch 4 Solenoid Valve); CID 635 (Transmission Clutch 5 Solenoid
Valve); CID 638 (Start Relay); CID 678 (Impeller Clutch Solenoid Valve); CID 679
(Lockup Clutch Solenoid Valve)
Service Notes: Ensure that the fault being analyzed is on-hold and that the fault present indicator is ON.
FMI F03
This fault is recorded when the control reads the voltage of the solenoid valve circuit as above normal (short to
+battery). Before performing this procedure use the Solenoid Valve Information chart to determine the connector contact
that corresponds to the faulty circuit.
CHECK FOR SHORTED HARNESS - Turn the disconnect switch to the OFF position. Disconnect machine harness
connector from the transmission control. Disconnect the suspected solenoid valve from the machine harness. At the
machine harness connector for the control, measure the resistance between the contact for the faulty solenoid valve
circuit and all other possible sources of +battery. The other possible sources are contacts 1, 10, 11, 18, 31, 32, 33, 34,
35, 36, 37 and 38.
* A circuit measured less than 5000 Ohms (continuity); the machine harness is faulty. The corresponding wires are
shorted together within the machine harness. Repair or replace the machine harness.
* All circuits measured greater than 5000 Ohms (no continuity); harness circuit resistance is correct. It is unlikely
that the control is faulty. Perform this Step again. Also recheck to see if fault present indicator is ON for this fault.
If the cause is not found, replace the control; see the subject Control Replacement.
FMI F05
This fault is recorded when the control reads the current of the solenoid valve circuit as below normal (open circuit).
Before performing this procedure use the Solenoid Valve Information chart to determine the connector contact that
corresponds to the faulty circuit.
NOTE: The following Steps can create other faults that the control detects. Ignore these created faults and clear them
when this fault is corrected.
1. CHECK SOLENOID VALVE - Turn the disconnect and the key start switches ON. Put the control in service mode
with the same fault on-hold. Ensure that the fault present indicator is ON. Disconnect the solenoid valve from the
machine harness. Observe the ON/OFF status of the fault present indicator. At the machine harness connector for the
solenoid valve, place a jumper from contact 1 to contact 2.
* Fault present indicator changes from ON to OFF; the solenoid valve or it's harness is failed. Repeat this Step
(Step 1) to verify the solenoid valve failure. Repair or replace the solenoid valve and or it's harness.
NOTE: The approximate resistance of a clutch solenoid valve is from 4.0 to 11.0 ohms.
* Fault present indicator remains ON; indicates the fault remains present. The machine harness or control is faulty.
Go to Step 2.
2. CHECK FOR OPEN HARNESS CIRCUIT - Turn the disconnect switch to the OFF position. Remove the jumper
of Step 1. Reconnect the solenoid valve to the machine harness. Disconnect the machine harness from the control. At the
machine harness connector for the control, measure the resistance between contact 39 (wire 975-WH) and the contact
for the faulty solenoid valve circuit.
NOTE: The approximate resistance of a clutch solenoid valve is from 4.0 to 11.0 ohms.
* Resistance is greater than 5000 Ohms (no continuity); the harness circuit is faulty. Wire 975-WH or the
corresponding solenoid valve wire is open in the machine harness between the control and the solenoid valve.
Repair or replace the machine harness.
* Resistance is from 4.0 to 11.0 Ohms; the harness circuit resistance is correct. It is unlikely that the control is
faulty. Perform these Steps again. Also recheck to see if fault present indicator is ON for this fault. If the cause is
not found, replace the control; see the subject Control Replacement.
FMI F06
This fault is recorded when the control reads the current of the solenoid valve circuit as above normal (short to ground).
Before performing this procedure use the Solenoid Valve Information chart to determine the connector contact that
corresponds to the faulty circuit.
1. CHECK SOLENOID VALVE - Turn the disconnect and the key start switches ON. Put the control in service mode
with the same fault on-hold. Ensure that the fault present indicator is ON. Observe the ON/OFF status of the fault
present indicator. Disconnect the solenoid valve from the machine harness.
* Fault present indicator changes from ON to OFF; the solenoid valve or it's harness is failed. Repeat this Step
(Step 1) to verify the solenoid valve failure. Repair or replace the solenoid valve and or it's harness.
* Fault present indicator remains ON; indicates the fault remains present. The machine harness or control is faulty.
Go to Step 2.
2. CHECK FOR SHORTED HARNESS - Turn the disconnect switch to the OFF position. The solenoid valve of Step
1 remains disconnected. Disconnect machine harness connector from the transmission control. At the machine harness
connector for the control, measure the resistance between the contact for the faulty solenoid valve circuit and contact 2
(ground).
* Resistance is less than 5000 Ohms (continuity); the machine harness is faulty. The corresponding solenoid valve
wire is shorted to ground in the machine harness. Repair or replace the machine harness.
* Resistance is greater than 5000 Ohms (no continuity); harness circuit resistance is correct. It is unlikely that the
control is faulty. Perform these Steps again. Also recheck to see if fault present indicator is ON for this fault. If the
cause is not found, replace the control; see the subject Control Replacement.
FMI F08, Only For: CID 678 (Impeller Clutch Solenoid Valve); CID 679 (Lockup Clutch Solenoid Valve)
This fault is recorded when the control reads the current of the solenoid valve circuit as less than the amount the control
is trying to send out. This can occur when the resistance of the circuit is too high. Before performing this procedure use
the Solenoid Valve Information chart to determine the connector contact that corresponds to the faulty circuit.
Service Notes: Ensure that the fault being analyzed is on-hold and that the fault present indicator is ON. The fault present
indicator will only be ON while the control is trying to activate the particular solenoid valve.
The possible causes of this fault are:
High resistance in the circuit of the machine harness.
High resistance in the coil of the solenoid valve. Transmission control is faulty.
NOTE: The measurements in this procedure are affected by temperature. Resistance increases as temperature
increases. This fault is more likely to occur at high operating temperatures. If the fault occurs only after the machine is
warmed up, make all measurements while the machine is at this same temperature.
1. CHECK SOLENOID VALVE - Turn the disconnect switch to the OFF position. Disconnect the solenoid valve from
the machine harness. At the connector of the solenoid valve, measure the resistance between contact 1 and contact 2. At
20°C (70°F) the resistance should measure 4.5 Ohms. At 85°C (185°F) the resistance should measure 6.0 Ohms.
* Resistance is greater than 8.0 Ohms (no continuity); coil resistance is too high. The solenoid valve is defective.
Replace the coil of the solenoid valve or replace the entire solenoid valve.
* Resistance is less than 8.0 Ohms; coil resistance is correct. Go to Step 2.
2. CHECK HARNESS RESISTANCE - The disconnect switch remains OFF. At the machine harness connector for
the solenoid valve, place a jumper from contact 1 to contact 2. Disconnect the machine harness from the transmission
control. At the machine harness connector for the control, measure the resistance between contact 39 (wire 975-WH)
and the contact for the faulty solenoid valve circuit. The resistance should be less than 5.0 Ohms.
* Resistance is greater than 5.0 Ohms; the machine harness is faulty. The corresponding solenoid valve wire within
the machine harness has too much resistance. Dirty or corroded connector contacts are a likely source of this
problem. Repair or replace the machine harness.
* Resistance is 5.0 or less; harness circuit resistance is correct. It is unlikely that the control is faulty. Perform
these Steps again. If the cause is not found, replace the control; see the subject Control Replacement.
CID 653, Control Internal Failure
FMI F12
This fault is recorded when the control determines an internal fault exists. This fault is not repairable. However, verify the
failure by:
a. Disconnect the control from the machine harness.
b. Inspect the harness connector.
c. Reconnect the control to the machine harness.
d. Check to see if the fault present indicator is ON for this CID 653 / FMI F12 fault.
* Fault present indicator is ON; the control is failed. Replace the control; see the subject Control Replacement.
* Fault present indicator is OFF; the CID 653 / FMI F12 fault is no longer present. Clear the fault and monitor
for a recurrence.
CID 668, Shift Handle
FMI F12
This fault is recorded when the control reads an invalid signal from the shift handle. The control knows that at least one of
the shift handle signals is faulty, but it does not know which one it is. To troubleshoot this fault, go to the subject Shift
Handle Test.
CID 670, Left Brake Pedal Position Sensor
FMI F00, FMI F01 And FMI F13
This fault is recorded when the control reads the left brake pedal signal (wire D722-GN) as too high (FMI F00), too
low (FMI F01) or out of calibration (FMI F13). The left brake pedal position sensor is a PWM type of sensor. The left
brake pedal signal wire (wire D722-GN) connects to contact 4 of the control connector. This troubleshooting procedure
is for either an FMI F00, FMI F01 or FMI F13 fault.
Service Notes: Ensure that the CID 670 / FMI F00, or CID 670 / FMI F01 or CID 670 / FMI F13 fault is on-hold and
that the fault present indicator is ON.
An FMI F00 (too high) fault is recorded when the control has read a sensor value that is greater than the calibration
range. Some possible causes of the FMI F00 fault are:
a. Rotation or replacement of the left brake pedal position sensor without re-calibrating the left brake pedal. The
position sensor could rotate farther in one direction than expected and the control would record a FMI F00 fault.
b. Previous calibration was not correctly performed. The left brake pedal must be fully depressed during the
calibration procedure. The position sensor could rotate farther in one direction than expected and the control
would record a FMI F00 fault.
An FMI F01 (too low) fault is recorded when the control has read a sensor value that is less than the calibration range.
A possible cause of the FMI F01 fault is:
Adjustment of the return stop bolt of the left brake pedal without re-calibrating the left brake pedal. The position sensor
could rotate farther in one direction than expected and the control would record a FMI F01 fault.
An FMI F13 (out of calibration) fault is recorded when the control reads the high and low sensor values and determines
the range (difference) is not valid. The FMI F13 fault can occur during the calibration procedure.
CHECK CALIBRATION - Calibrate the left brake pedal position sensor; see the subject Left Brake Pedal Calibration.
Recheck the fault. Put the respective FMI F00, FMI F01 or FMI F13 fault on-hold. Observe the ON/OFF status of the
fault present indicator as the left brake pedal is fully depressed and released.
* Fault present indicator is OFF; the fault is not present now. Calibration corrected the fault. Clear the fault.
* Fault present indicator is ON; the fault remains present. It is unlikely that the control is faulty. Perform Left
Brake Pedal Calibration again. Also recheck to see if fault present indicator is ON for this fault. If the cause is not
found, replace the control; see the subject Control Replacement.
FMI F03
This fault is recorded when the control reads the left brake pedal signal (wire D722-GN) as shorted to +battery (FMI
F03). The left brake pedal position sensor is a PWM type of sensor. The left brake pedal signal wire (wire D722-GN)
connects to contact 4 of the control connector.
1. CHECK CONTROL AND HARNESS - Turn the disconnect and key start switch to the ON position. Disconnect
the machine harness from the sensor. At the machine harness connector for the sensor, measure the voltage (DCV)
between signal contact C and ground contact B.
* Voltage is 5.0 ± 0.5 DCV; control and harness are correct. The sensor and/or it's harness are defective. Check
the harness of the sensor. If no defect is found in the sensor harness, replace the sensor.
* Voltage is NOT 5.0 ± 0.5 DCV; control or harness is defective. Go to Step 2.
2. CHECK HARNESS GROUND CIRCUIT - The sensor remains disconnected. Turn the disconnect and key start
switch to the OFF position. Disconnect the machine harness from the control. At the machine harness connector for the
sensor, measure the resistance between ground contact B and frame ground.
* Resistance is greater than 2.0 Ohms; the ground circuit in the harness is defective. There is an open circuit
between ground contact B and frame ground. Repair or replace the machine harness.
* Resistance is less than 2.0 Ohms; harness resistance is correct. Go to Step 3.
3. CHECK FOR SHORTED HARNESS - The sensor and control remain disconnected from the machine harness. The
disconnect switch remains OFF. At the machine harness connector for the sensor, measure the resistance between signal
contact C and +battery contact A.
* Resistance is less than 5000 Ohms; the machine harness is defective. There is a short between the +battery
circuit and the signal circuit in the machine harness. Repair or replace the machine harness.
4. CHECK FOR OPEN HARNESS - The sensor and control remain disconnected from the machine harness. The
disconnect switch remains OFF. Check the continuity of the signal circuit from contact 4 of the machine harness
connector to contact C of the sensor machine harness connector.
* There is continuity; the signal circuit is correct. The control is defective. Replace the control; see Control
Replacement.
* There is NO continuity; the signal circuit is defective. The signal circuit is open in the machine harness. Repair or
replace the machine harness.
FMI F04
This fault is recorded when the control reads the left brake pedal signal (wire D722-GN) as shorted to ground (FMI
F04). The left brake pedal position sensor is a PWM type of sensor. The left brake pedal signal wire (wire D722-GN)
connects to contact 4 of the control connector.
NOTE: Step 1 can create a CID 670 / FMI F03 fault. When all harnesses are reconnected, this fault is shown as not
present. Clear the CID 670 / FMI F03 fault after this procedure is completed.
1. CHECK SENSOR - Ensure that the CID 670 / FMI F04 fault is on-hold and that the fault present indicator is ON.
Observe the ON/OFF status of the fault present indicator. Disconnect the machine harness from the sensor.
* Fault present indicator is OFF; indicates the fault is no longer present. The sensor is defective. Replace the
sensor, also see the topic PWM Sensor Tests.
* Fault present indicator is ON; indicates the fault remains present. The sensor is not causing the fault. Go to Step
2.
2. CHECK HARNESS - The sensor remains disconnected from the machine harness. Turn the disconnect switch to the
OFF position. Disconnect the machine harness from the control. At the machine harness connector for the control,
measure the resistance between signal contact C and frame ground.
* Resistance is greater than 5000 Ohms; harness circuit resistance is correct. The control is defective. Replace the
control; see Control Replacement.
* Resistance is less than 5000 Ohms; the machine harness is defective. There is a short between frame ground
and the signal circuit in the machine harness. Repair or replace the machine harness.
CID 671, Transmission Speed Sensor
FMI F00 And FMI F01
This fault is recorded when the control reads the transmission speed signal (wire 710-GN) as too high (FMI F00) or too
low (FMI F01). The transmission speed sensor is a frequency type of sensor. The transmission speed signal wire (wire
710-GN) connects to contact 5 of the control connector. This troubleshooting procedure is for either an FMI F00 or
FMI F01 fault.
must be started, the machine must be moved and a good signal received before the control declares the fault not present.
1. CHECK FOR SHORTED SENSOR - Turn the disconnect switch to the OFF position. Disconnect the machine
harness from the transmission speed sensor. At the sensor, measure the resistance between each connector contact and
the case of the sensor.
* Resistance of either measurement is less than 10 000 Ohms; the speed sensor is faulty. Replace the sensor.
Adjust the speed sensor properly when installing it. See the subject Speed Sensor Adjustment.
* Resistance of either measurement is greater than 10 000 Ohms; the speed sensor is not shorted to the case. Go
to Step 2.
2. CHECK SENSOR RESISTANCE - The disconnect switch remains OFF and the speed sensor remains
disconnected from the machine harness. At the sensor, measure the resistance between the two contacts of the
connector.
* Resistance is NOT between 600 and 2000 Ohms; the speed sensor is faulty. Replace the sensor. Adjust the
speed sensor properly when installing it. See the subject Speed Sensor Adjustment.
* Resistance is between 600 and 2000 Ohms; the speed sensor resistance is correct. Go to Step 3.
3. CHECK FOR SHORTED HARNESS - The disconnect switch remains OFF and the speed sensor remains
disconnected from the machine harness. Disconnect the machine harness from the control. At the machine harness
connector for the control, measure the resistance between contact 5 (wire 710-GN) and all other connector contacts.
* Resistance is less than 5000 Ohms; the machine harness is faulty. Wire 710-GN is shorted within the machine
4. CHECK GROUND CIRCUIT - The conditions of Step 3 remain intact. At the machine harness connector for the
speed sensor, measure the resistance between contact 2 (wire 202-BK) and frame ground.
* Resistance is greater than 2.0 Ohms; the machine harness is faulty. Wire 202-BK has excessive resistance;
between the speed sensor and frame ground. Repair or replace the machine harness.
* Resistance is 2.0 Ohms or less; harness circuit resistance is correct. Go to Step 5.
5. CHECK SIGNAL CIRCUIT - The conditions of Step 4 remain intact. At the machine harness connector for the
speed sensor, place a jumper from contact 1 (wire 710-GN) to contact 2 (wire 202-BK). At the machine harness
connector for the control, measure the resistance between contact 5 (wire 710-GN) and frame ground.
* Resistance is greater than 5000 Ohms; the machine harness is faulty. Wire 710-GN is open within the machine
6. RECHECK FAULT - Reconnect all machine harness connectors. Turn the disconnect and key start switches to the
ON position. Start the engine and move the machine. Put the respective FMI F00 or FMI F01 fault on-hold. Observe
the ON/OFF status of the fault present indicator.
an intermittent connection exists in the speed sensor circuit of the machine harness. Watch for a recurrence of this
fault.
7. CHECK SENSOR ADJUSTMENT - Check the speed sensor adjustment, see Speed Sensor Adjustment. Recheck
the fault; perform the instructions for Step 6. Observe the ON/OFF status of the fault present indicator.
* Fault present indicator is OFF; adjustment of the speed sensor corrected the fault.
* Fault present indicator is ON; the fault remains present. First replace the speed sensor and check if fault is
corrected. If fault remains, it is unlikely that the control is the cause. Perform Steps 1 through 6 again. Also
recheck to see if the fault present indicator is ON for this fault. If the cause is not found, replace the control; see
CID 672; Torque Converter Speed Sensor
FMI F00 And FMI F01
This fault is recorded when the control reads the torque converter speed signal (wire 452-PU) as too high (FMI F00) or
too low (FMI F01). The torque converter speed sensor is a frequency type of sensor. The torque converter speed signal
wire (wire 452-PU) connects to contact 7 of the control connector. This troubleshooting procedure is for either an FMI
F00 or FMI F01 fault.
NOTE: If a sensor supply fault is present (CID 263), correct it prior to proceeding with this CID 672 fault. For proper
operation of the torque converter speed sensor, it must be receiving supply power of 8.0 ± 0.5 DCV from the control.
must be started and a good signal received before the control declares the fault not present.
1. CHECK SUPPLY VOLTAGE - DISCONNECT NOTHING. Troubleshoot "as is" before disconnecting any
circuits. At the machine harness nearest the sensor, identify wire 709-OR (+V) and wire 202-BK (ground). Turn the
disconnect switch and the key start switch to the ON position. Using sharp meter leads puncture the wire insulation and
measure the voltage (DCV) between wire 709-OR (+V) and wire 202-BK (ground).
* Voltage is 8.0 ± 0.5 DCV; supply voltage is correct. Go to Step 2.

* Voltage is NOT 8.0 ± 0.5 DCV; there is a fault. Check for open harness between the sensor and the control.
Also see the procedures for CID 263 (sensor supply).
2. CHECK FOR SHORTED HARNESS - Turn the disconnect and key start switches to the OFF position. Disconnect
the machine harness from the sensor and from the control. At the machine harness connector for the control, measure the
resistance between contact 7 (wire 452-PU) and all other connector contacts.
* Resistance is less than 5000 Ohms; the machine harness is faulty. Wire 452-PU is shorted within the machine
3. CHECK FOR OPEN HARNESS - The disconnect and key start switches remain in the OFF position. At the
machine harness connector for the sensor place a jumper from contact C to contact B. At the machine harness
connector for the control, measure the resistance between contact 7 (wire 452-PU) and frame ground.
* Resistance is greater than 5000 Ohms; the machine harness is faulty. Wire 452-PU is open within the machine
4. REPLACE SENSOR - Replace the sensor; see the subject Torque Converter Speed Sensor Replacement. After
replacement, check to see if the fault still remains. Turn the disconnect and key start switches to the ON position. Start
the engine and run at low idle. Put the respective FMI F00 or FMI F01 fault on-hold. Observe the ON/OFF status of
the fault present indicator.
* Fault present indicator is OFF; the sensor was faulty. The fault is corrected.
* Fault present indicator is ON; the fault remains present. It is unlikely that the control is faulty. Perform the
previous Steps again. If the cause is not found, replace the control. See the subject Control Replacement.
CID 826; Torque Converter Temperature
FMI F09
This fault is recorded when the update rate is abnormal for torque converter information received from CMS on the data
link.
Undetected Faults
The transmission control does not detect all system faults; some are undetected. The following malfunctions are not
detected by the control.
Neutralizer Malfunction
Neutralizer Diagram
Neutralizer Operation
The control neutralizes the transmission when all three of the following conditions are present:
CONDITION 1. The neutralizer pressure switch is open.
This switch must be open for the neutralizer feature to function. When the operator presses the left (or right) brake pedal,
the service brake lines pressurize and the switch opens. However, if service brake pressure is less than 700 kPa (100
psi), the switch closes to ground.
CONDITION 2. The left pedal neutralizer switch is open.
The switch is open when the left brake pedal is depressed. The switch is closed to ground when the left brake pedal is
released (not depressed).
CONDITION 3. The neutralizer override switch is open.
The switch is open when it is placed in the OFF position by the operator. The switch is closed to ground when it is
placed in the ON position by the operator.
When the three above conditions exist at the same time, the control deactivates the clutch solenoid valve for direction
and leaves the clutch solenoid valve for speed activated. This neutralizes the transmission. While the transmission is
neutralized, the CMS display continues showing the speed and direction that is selected with the STIC controller.
Neutralizer Troubleshooting
A never neutralized or always neutralized condition could occur depending on the fault that exists. It is best to check the
operation of all the neutralizer circuits. Perform Checks one, two and three in order until the fault is found.
Check One - Neutralizer Pressure Switch
SETUP: Ensure that the service brakes function properly. This eliminates a brake pressure problem from causing the
neutralizer fault. System brake pressure greater than 700 kPa (100 psi) must be present at the neutralizer pressure
switch. Start the engine and run for five minutes (sufficient time to build brake pressure up). Stop the engine and set the
parking brake.
1. Disconnect the pressure switch from the machine harness. DO NOT PRESS THE SERVICE BRAKE PEDALS. At
the switch connector, measure the resistance between the two connector contacts.
* Resistance is greater than 5000 Ohms (no continuity); the switch is faulty. The switch is open; replace the
neutralizer pressure switch.
* Resistance is less than 5000 Ohms (continuity); the switch is operating correctly (closed). Go to Step 2.
2. The pressure switch remains disconnected from the machine harness. Press and hold the left brake pedal. At the
switch connector, measure the resistance between the two connector contacts.
* Resistance is less than 5000 Ohms (continuity); the switch is faulty. The switch is closed; replace the neutralizer
pressure switch.
* Resistance is greater than 5000 Ohms (no continuity); the switch is open correctly. Go to Step 3.
3. Turn the disconnect switch to the OFF position. The pressure switch remains disconnected from the machine harness.
At the machine harness connector for the pressure switch, measure the resistance between contact 1 (wire 202-BK) and
frame ground.
* Resistance is greater than 2.0 Ohms; the ground circuit is open. Wire 202-BK is open in the machine harness;
repair or replace the harness.
* Resistance is less than 2.0 Ohms; the ground circuit is correct. Go to Step 4.
4. The disconnect switch remains OFF. The pressure switch remains disconnected from the machine harness. Disconnect
the control from the machine harness. At the machine harness connector for the control; measure the resistance between
contact 3 (wire D721-WH) and frame ground.
* Resistance is less than 5000 Ohms (continuity); the harness is faulty. Wire D721-WH is shorted to ground in the
machine harness. Repair or replace the machine harness.
* Resistance is greater than 5000 Ohms (no continuity); the harness is correct. Go to Step 5.
5. The disconnect switch remains OFF. The pressure switch and control remain disconnected from the machine harness.
At the machine harness connector for the pressure switch place a jumper across the two contacts. At the machine
harness connector for the control; measure the resistance between contact 3 (wire D721-WH) and frame ground.
* Resistance is greater than 5000 Ohms (no continuity); the harness is faulty. Wire D721-WH is open in the
machine harness. Repair or replace the machine harness.
* Resistance is less than 5000 Ohms (continuity); the harness is correct. No fault exists in the pressure switch
circuit. Go to Check Two.
Check Two - Neutralizer Override Switch
1. Turn the override switch to the OFF position. Disconnect wire D758-PU from terminal three of the override switch.
At the switch, measure the resistance between terminal 3 and terminal 2 (wire 202-BK)
* Resistance is less than 5000 Ohms (continuity); the switch is faulty. The switch is not open; replace the
neutralizer override switch.
2. Wire D758-PU remains disconnected from the switch. Turn the override switch to the ON position. At the switch,
measure the resistance between terminal 3 and terminal 2 (wire 202-BK).
* Resistance is greater than 5000 Ohms (no continuity); the switch is faulty. The switch is not closed; replace the
neutralizer override switch.
* Resistance is less than 5000 Ohms (continuity); the switch is closed correctly. Go to Step 3.
3. Wire D758-PU remains disconnected from the switch. Turn the disconnect switch to the OFF position. At the switch,
measure the resistance between terminal 2 (wire 202-BK) and frame ground.
* Resistance is less than 2.0 Ohms; the ground circuit is correct. Go to Check Three.
Check Three - Left Pedal Neutralizer Switch
1. Disconnect two wires D757-OR from terminal three of the left brake pedal switch. Depress and hold the left brake
pedal. At the switch, measure the resistance between terminal 3 and terminal 1 (wire 202-BK).
* Resistance is less than 5000 Ohms (continuity); the switch is faulty. The switch is not open; adjust or replace the
left pedal neutralizer switch.
2. Two wires D757-OR remain disconnected from terminal three of the left brake pedal switch. Release (do not
depress) the left brake pedal. At the switch, measure the resistance between terminal 3 and terminal 1 (wire 202-BK).
* Resistance is greater than 5000 Ohms (no continuity); the switch is faulty. The switch is not closed; adjust or
replace the left pedal neutralizer switch.
* Resistance is less than 5000 Ohms (continuity); the switch is closed correctly. Go to Step 3.
3. Turn the disconnect switch to the OFF position. The left brake pedal switch remains disconnected from the machine
harness. At the left brake pedal switch, measure the resistance between terminal 1 (wire 202-BK) and frame ground.
* Resistance is less than 2.0 Ohms; the ground circuit is correct. Go to Step 4.
4. The disconnect switch remains OFF. The left pedal neutralizer switch remains disconnected from the machine harness.
Place the neutralizer override switch in the OFF position. Disconnect the control from the machine harness. At the
machine harness for the left pedal neutralizer switch, measure the resistance between each of the D757-OR wires and
frame ground.
* Resistance is less than 5000 Ohms (continuity); the harness is faulty. The wire D757-OR with this measurement
is shorted to ground in the machine harness. Repair or replace the machine harness.
* Resistance of each measurement is greater than 5000 Ohms (no continuity); the harness is not shorted to
ground. Go to Step 5.
5. The disconnect switch remains OFF. The left pedal neutralizer switch and the control remain disconnected from the
machine harness. Place the neutralizer override switch in the ON position. At the machine harness connector for the
control, place a jumper from contact 27 to contact 2. At the machine harness for the left pedal neutralizer switch,
measure the resistance between each of the D757-OR wires and frame ground.
* Resistance of each measurement is greater than 5000 Ohms (no continuity); the harness is faulty. The wire
D757-OR with this measurement is open in the machine harness. Repair or replace the machine harness.
* Resistance is less than 5000 Ohms (continuity); the harness is not open. If all three of these checks have been
successfully completed, the transmission neutralizer circuits are correct. It is unlikely that the control is faulty.
Perform these Checks again. If the cause is not found, replace the control; see the subject Control Replacement.
Backup Alarm Malfunction

The control applies power to the backup alarm whenever the control receives a reverse signal from the direction switch
on the STIC controller.
Backup Alarm Always ON
If the backup alarm is always ON, the harness circuit is shorted to +battery or the control is faulty.
CHECK FOR SHORTED HARNESS - Turn the disconnect switch to the OFF position. Disconnect machine harness
connector from the transmission control. Disconnect the backup alarm from the machine harness. At the machine harness
connector for the control, measure the resistance between contact 37 (wire 321-BR) and all other possible sources of
+battery. The other possible sources are contacts 1, 18, 31, 32, 33, 34, 35 and 38.
* A resistance measurement is less than 5000 Ohms (continuity); the machine harness is faulty. The corresponding
wire is shorted to wire 321-BR within the machine harness. Repair or replace the machine harness.
* All resistance measurements are greater than 5000 Ohms (no continuity); harness circuit resistance is correct. It
is unlikely that the control is faulty. Perform this Step again. If the cause is not found, replace the control; see the
subject Control Replacement.
Backup Alarm Always OFF
If the backup alarm is always OFF; the backup alarm is faulty, the harness circuit is open, the harness circuit is shorted to
ground or the control is faulty.
1. CHECK BACKUP ALARM - Disconnect the backup alarm from the machine harness. Use jumpers to connect the
respective terminals of the backup alarm to +battery and ground. Check to see if the backup alarm sounds when power
is applied.
The backup alarm does NOT sound; the backup alarm is faulty. Replace the backup Alarm.
The backup alarm sounds; the backup alarm operates correctly. Go to Step 2.
2. CHECK FOR SHORTED HARNESS - Turn the disconnect switch to the OFF position. The backup alarm remains
disconnected. Disconnect the transmission control from the machine harness. At the machine harness connector for the
control, measure the resistance between contact 37 (wire 321-BR) and contact 2 (ground).
* Resistance is less than 5000 Ohms (continuity); the machine harness is faulty. Wire 321-BR is shorted to ground
in the machine harness. Repair or replace the machine harness.
* Resistance is greater than 5000 Ohms (no continuity); harness circuit resistance is correct. Go to Step 3.
3. CHECK FOR OPEN HARNESS - The disconnect switch remains OFF. The backup alarm and the control remain
disconnected from the machine harness. At the machine harness connector for the control, place a jumper from contact
37 (wire 321-BR) to contact 39 (wire 975-WH). At the machine harness for the backup alarm, measure the resistance
between wire 975-WH and wire 321-BR.
* Resistance is greater than 5000 Ohms (no continuity); the harness circuit is faulty. Wire 975-WH or wire 321-
BR is open in the machine harness between the control and the backup alarm. Repair or replace the machine
harness.
* Resistance is less than 5000 Ohms (continuity); the harness circuit resistance is correct. It is unlikely that the
control is faulty. Perform these Steps again. If the cause is not found, replace the control; see the subject Control
Replacement.
Starting System Malfunction

The transmission control activates the start relay when the key start switch is in the START position and the direction
switch is in the NEUTRAL position. The control detects a failure in the start relay circuit and the electrical system.
Therefore check to see if a CID 638 or CID 168 fault exists and correct it before performing the following Key Start
Switch Check. See the subject Detected Faults.
There are two possible starting system malfunctions that could be caused by the transmission control system.
* Starting motor does not crank.

* Starting motor cranks whenever in neutral.
The same key start switch check covers either malfunction.
Key Start Switch Check
1. Make sure that a CID 638 fault does not exist. If so, correct it before proceeding.
2. Disconnect the transmission control from the machine harness. Turn the disconnect switch to the ON position. Turn
and hold the key start switch in the START position. At the machine harness connector for the transmission control,
measure the voltage between contact 18 (wire 307-OR) and contact 2 (ground).
* +Battery voltage is present; go to Step 3.

* +Battery voltage is NOT present; the key start switch or machine harness (wire 307-OR) is faulty. Check the
key start switch and machine harness; replace if necessary.
3. The transmission control remains disconnected from the machine harness. Turn the key start switch to the OFF
position. At the machine harness connector for the transmission control, measure the voltage between contact 18 (wire
307-OR) and contact 2 (ground).
* +Battery voltage is present; the key start switch or machine harness (wire 307-OR) is faulty. Check the key
start switch and machine harness; replace if necessary.
* +Battery voltage is NOT present; the harness circuit operates correctly. It is unlikely that the control is faulty.
Perform these Steps again. If the cause is not found, replace the control; see the subject Control Replacement.
Display Mode Malfunction

A fault with the service switch, clear switch or the associated harness wiring can cause difficulty using the diagnostic of
the transmission control. Such as:
Moving between modes.
Clearing faults.
Advancing the readout.
Putting a fault on-hold.
NOTE: The service and clear switches are not part of the machine and are not required for proper machine operation.
An open or shorted circuit could cause this malfunction. Make sure the service box is wired correctly; see the subject
Service Box. Check the continuity of the machine harness (wires 280-BK, 281-BK and 202-BK) between the switches
and the transmission control.
Lockup Clutch Malfunction

(Machines Equipped With Electronic Torque Converter Feature)
The control detects and diagnoses most faults of the lockup clutch function. However the control does not detect a fault
with the lockup enable switch; wire D736-GN at contact 26 of the control connector.
1. If the lockup clutch function does not operate correctly, check the display of the control for a related fault. Correct
any related faults that are shown; see the subject Detected Faults. The related faults are:
CID 263 - +8V Sensor Supply
CID 670 - Left Brake Pedal Position Sensor
CID 672 - Torque Converter Speed Sensor
CID 679 - Lockup Clutch Solenoid Valve
2. If no related faults are present (or have been corrected); then check the lockup enable circuit. Disconnect the machine
harness connector from the control. At the machine harness connector for the control, check contact 26 (wire D736-
GN) for correct operation (open/grounded and shorts) with the switch in both positions. Refer to the Electrical System
Schematic in the machine Service Manual.
* If the circuit works correctly and the problem remains, then the transmission control is faulty. Replace the
control; see the subject Control Replacement.
* If the circuit works INCORRECTLY, then the machine harness or the switch is faulty. Troubleshoot the machine
harness and the lockup enable switch. Disconnect the machine harness from the switch. Check the machine
harness and the switch for continuity, shorts and open circuits. Refer to the Electrical System Schematic in the
machine Service Manual. Repair or replace the faulty component (switch or harness).
Reduced Rimpull Malfunction - (Machines Equipped With The

Reduced Rimpull Feature)
The control detects and diagnoses most faults of the reduced rimpull function. However the control does not detect a
fault with the reduced rimpull ON/OFF switch or the reduced rimpull select switch; wire F741-WH at contact 19 of the
control connector.
1. If the reduced rimpull function does not operate correctly, check the display of the control for a related fault. Correct
any related faults that are shown; see the subject Detected Faults. The related faults are:
CID 190 - Engine Speed
CID 263 - +8V Sensor Supply
CID 636 - Reduced Rimpull Indicator
CID 670 - Left Brake Pedal Position Sensor
CID 672 - Torque Converter Speed Sensor
CID 679 - Lockup Clutch Solenoid Valve
CID 826 - Torque Converter Temperature
2. If no related faults are present (or have been corrected); then check the reduced rimpull ON/OFF switch and the
reduced rimpull selection switch circuits. Disconnect the machine harness connector from the control. At the machine
harness connector for the control, check contacts 19, 3 and 27 for correct operation (open/+battery, open/grounded
and shorts) with the switches in all positions. Refer to the Electrical System Schematic in the machine Service Manual.
* If the circuits work correctly and the problem remains, then the transmission control is faulty. Replace the
control; see the subject Control Replacement.
* If the circuits work INCORRECTLY, then the machine harness or the switches are faulty. Troubleshoot the
machine harness and the reduced rimpull switches. Disconnect the machine harness from the switch. Check the
machine harness and the switches for continuity, shorts and open circuits. Refer to the Electrical System Schematic
in the machine Service Manual. Repair or replace the faulty component (switch or harness).
Shift Handle Test - (Machines Equipped With Shift

Handle)
This test uses the diagnostics of the control to help troubleshoot the shift handle. On machines equipped with a shift
handle, display mode 2 is the shift handle test mode. This mode pinpoints any shift handle input of the control that has not
received the correct signal. The Shift Handle Test chart lists the connector contacts of the control that correspond to the
shift handle inputs and identifies their function and wire number.
NOTE: The shift handle test mode (mode 2) is only accessible through the transmission control, not through CMS.
Procedure
1. Put the control into shift handle test mode (mode 2). Several numbers now scroll on the display of the control. These
numbers are the connector contact numbers of the control that correspond to the shift handle inputs.
2. DO NOT START THE ENGINE. Move the shift handle as follows, pause for one second in each position.
a. Shift to forward and rotate the shift handle through each speed position.
b. Shift to neutral and rotate the shift handle through each speed position.
c. Shift to reverse and rotate the shift handle through each speed position.
As the shift handle is moved through all positions, the control is checking for a change in status to occur at each control
connector contact that is related to the shift handle.
3. Observe the display of the control.
* If "- 2 -." is shown, all shift handle circuits operated correctly. No further testing is required.
* If a number other than "- 2 -." is shown, there is a faulty shift handle circuit. Go to Step 4.
4. The number or numbers shown on the display identify the shift handle circuits that are faulty. See the Shift Handle Test
chart. Check the faulty shift handle circuits in the machine harness from the control to the shift handle. Check for: poor
electrical connection at harness connectors, open circuits and short circuits. Use the machine Electrical System
Schematic to aid with troubleshooting.
* If the harness is faulty, repair or replace the machine harness. After correcting the fault, verify the fix by
performing Steps 1 through 3 again.
* If the harness is correct, reconnect all harnesses and perform Steps 1 through 3 again to verify that a fault
remains. If the fault remains, go to Step 5.
5. Disconnect the machine harness from the shift handle. Continuity check the shift handle per the Shift Handle Logic
chart.
* If the shift handle is faulty, replace the shift handle. After replacement, verify the fix by performing Steps 1
through 3 again.
* If the shift handle operates correctly, reconnect all harnesses and perform Steps 1 through 3 again to verify that
a fault remains. If the fault remains and the cause is not found, replace the control; see the subject Control
Replacement.
Left Brake Pedal Calibration - (Machines Equipped

With Electronic Torque Converter Feature)
(1) Readout. (2) Red indicator. (3) Yellow indicator. (4) Power indicator (green).
This procedure is used by service personnel to calibrate the transmission control to the left brake pedal position sensor.
The calibration procedure is performed to tell the control the operating range (or travel) of the left brake pedal position
sensor. The control uses this information to establish the impeller clutch pedal modulation curve and to determine the
limits for the diagnostics of the left brake pedal position sensor.
CALIBRATION REASONS - Calibration should be performed:
* After any mechanical adjustments are made to the left or right brake pedal assemblies or to the position sensor.
* After a replacement of the transmission control or brake valve.
* On a yearly basis to compensate for any mechanical wear that might have occurred.
* When a CID 670 / FMI F00, FMI F01 or FMI F13 fault is present.
* When instructed by this service manual.
NOTE: The left brake pedal calibrate mode (mode 2) is only accessible through the transmission control, not through
CMS.
Procedure
NOTE: Before performing this calibration procedure, correct and clear any CID 670 / FMI F03 or FMI F04 (left
brake pedal position sensor) faults that are present.
1. PREPARATION - Turn the key start switch to the ON position. DO NOT START THE ENGINE. Put the control
into left brake pedal calibrate mode (mode 2); see the subject Diagnostic Summary at the beginning of the Testing And
Adjusting section. Go to Step 2.
2. CHECK CALIBRATION - Readout (1) alternately shows two numbers: "X X X." and then "Y Y Y.". The readout
then briefly goes blank (shows nothing). The sequence "X X X.", "Y Y Y." and then blank, repeats until the control is
given a different command. The two numbers X X X and Y Y Y represent the extreme values of the signal that have
been received from the left brake pedal position sensor. The lower number is the low extreme value (pedal released).
The higher number is the high extreme value (pedal depressed). These two extreme values must be valid (within the
calibration range that is currently programmed in the control). During this Step, red indicator (2) turns ON if an extreme
value is not valid (within the calibration range).
Make a note of the two numbers "X X X." and "Y Y Y.". Observe red indicator (2) while each number is shown on
readout (1).
* If red indicator (2) is OFF while each number is showing, then the existing extreme values are valid and
calibration may not be required. Leave calibration mode; go to Step 6.
NOTE: Perform the entire calibration procedure when one of the previously listed Calibration Reasons has
occurred. If so, go to Step 3.
* If red indicator (2) is ON while either number is showing, then the existing extreme values are NOT valid and
must be reset (sensor must be calibrated). Go to Step 3.
3. BEGIN CALIBRATION - At the service connector, ground the CLEAR contact until the readout goes blank; then
remove ground from the CLEAR contact. (If using the service box, activate the CLEAR switch until the readout goes
blank; then deactivate the CLEAR switch.) Now, yellow indicator (3) FLASHES to show that the control is acquiring
calibration data. Go to Step 4.
NOTE: The left brake pedal does not modulate impeller clutch pressure while calibration data is being acquired.
4. CALIBRATION - Readout (1) now continuously shows the actual value of the signal being received from the left
brake pedal position sensor. Fully depress and release the left brake pedal several times. The control is now recording
and checking these new extreme values that it is receiving. Go to Step 5.
NOTE: To accurately calibrate the left brake pedal, the pedal MUST move through it's full range of motion. It is
recommended that the brake pedals are pumped several times until all the brake pressure is released from the brake
accumulators. This makes it easier to fully depress the left brake pedal and thereby obtain an accurate calibration.
NOTE: For a calibration to be considered valid by the control, the new extreme values must meet the following
specifications:
a. The low extreme value (X X X) must be greater than 12.

b. The high extreme value (Y Y Y) must be less than 240.
c. The difference (range) between X X X and Y Y Y must be from 58 to 94. (If the range is not 58 to 94, the
control records a CID 670 / FMI F13 fault.)
NOTE: A calibration can be considered valid by the control, but not match the current values being sent by the sensor.
This happens when an adjustment is made to the left pedal position sensor or the pedal assemblies without recalibrating
the control afterwards.
5. FINISH CALIBRATION - At the service connector, ground the SERVICE contact until readout (1) goes blank; then
remove ground from the SERVICE contact. (If using the service box, activate the SCROLL switch until the readout
goes blank; then deactivate the SCROLL switch.) The calibration procedure has now returned to Step 2.
Observe red indicator (2) while each number is shown on readout (1). (Note: The new numbers can be compared to the
previous numbers of Step 2 to see if the extreme values have changed.)
* If red indicator (2) is OFF while each number is showing, then the new extreme values are valid and have been
accepted. Calibration is completed. Leave calibration mode; go to Step 6.
* If red indicator (2) is ON while either number is showing, then the new extreme values are NOT valid. The old
(existing) values have been retained whether they were acceptable or not. Check that the new extreme values
meet all the specifications to be considered valid as described in the Note of Step 4.
It may be necessary to adjust the pedal assemblies or the left pedal position sensor to bring the values within
specification. Also check the left brake pedal linkage and ensure that the sensor is securely mounted. Perform the
calibration procedure again starting at Step 3.
NOTE: If the control detects a fault in the left brake pedal position sensor during the calibration procedure, the new
extreme values are set to "0 0 0." and "2 5 5.". This causes the new extreme values to be rejected (red indicator ON).
6. LEAVE CALIBRATION MODE - Put the control into normal or service mode. Clear any remaining faults of the left
brake pedal position sensor while in service mode.
Rimpull Programming
(Machines Equipped With Reduced Rimpull Feature)
Reference: For information on the Computerized Monitoring System (CMS), see SENR5247.
Reduced Rimpull Selection Switch

(1) 80 percent preset rimpull percentage. (2) 75 percent preset rimpull percentage. (3) 70 percent preset rimpull percentage. (4) 65 percent
preset rimpull percentage.
The reduced rimpull programming mode (mode 5) is accessed using CMS. Service personnel use this mode to program
the four preset rimpull percentages. The operator then selects one of the four settings using the reduced rimpull selection
switch. The control uses these preset values to modulate the impeller clutch pressure.
CMS enters reduced rimpull programming mode when ground is removed from the service and clear inputs while mode
number "- 5 -." is shown on the CMS readout.
Procedure
CMS Readout Area
(1) Gear readout. (2) MPH/RPM readout.
1. Turn the key start switch to the ON position, do NOT start the engine.
2. Put CMS in mode 5. When in mode 5, the CMS display shows a "1" on gear readout (1) and the current rimpull
percentage for selector switch position 1 on MPH/RPM readout (2). The "1" indicates that the rimpull setting for
selection switch position 1 is now being programmed.
3. Change the percentage of rimpull to the desired value, by depressing the left pedal. The percentage changes in
increments of 5. The more the pedal is depressed, the faster the percentage changes. Once the desired rimpull
percentage is shown on the display, release the left pedal.
4. Activate the clear switch to clear the old percentage and save the currently shown percentage. Activate the service
switch to ignore the new percentage and keep the old one. After activating either changes to "2" and the current rimpull
percentage for selection switch position 2 is shown on MPH/RPM readout (2).
5. Repeat Steps 3 and 4 until all four settings are programmed. When finished, activate the mode switch (ground service
and clear inputs) to exit mode 5. For more information on changing modes, see the beginning of the Display Modes
subject.
Speed Sensor Adjustment - (Machines So Equipped)

Speed Sensor
(1) Air gap. (2) Locknut.
This adjustment procedure is for the engine speed and transmission speed sensors.
1. Remove the speed sensor. Align a gear tooth directly in the center of the threaded sensor opening.
2. By hand, screw the sensor into the hole until the end of the sensor just makes contact with the gear tooth.
3. Turn the sensor back out one-half turn (180° in the counterclockwise direction). This sets air gap (1) to 0.89 mm
(.035 in).
4. Tighten locknut (2) to 25 ± 5 N·m (18 ± 4 lb ft).
NOTE: Do not allow the sensor to turn as locknut (2) is tightened.
Torque Converter Speed Sensor Replacement -

(Machines Equipped With Electronic Torque
Converter Feature)
Torque Converter Speed Sensor
(1) Nose piece.
NOTE: The air gap of the torque converter speed sensor automatically adjusts itself when properly installed.
Prior to replacement of the sensor, ensure that replacement is necessary. Always check that power is available to the
sensor; approximately +8 DCV is required between contacts A and B of the machine harness connector for the sensor.
Check the connectors for damage.
Procedure
1. Turn the disconnect switch to the OFF position. Disconnect the machine harness connector from the sensor. Remove
the sensor.
2. Fully extend nose piece (1) of the new sensor. At the slots in nose piece (1), use a small screwdriver to pry nose piece
(1) out until it no longer moves; approximately 6.5 mm (.25 in).
3. Install the new sensor and tighten to 23 ± 4 N·m (17 ± 3 lb ft).
As the sensor is installed, the nose piece contacts the gear face and slides back into the sensor body. After the sensor is
fully tightened, the nose piece is at the correct air gap and no adjustments are required.
4. Inspect the sensor connector of the machine harness. Connect the machine harness to the sensor.
Control Replacement
Prior to replacement of the control, ensure that replacement is absolutely necessary. Rarely is the control the cause of a
fault. Always check that power is available to the control; battery voltage is required between contacts 1 and 2 of the
machine harness connector for the control.
Procedure
1. Turn the key start switch to the OFF position. Disconnect the machine harness from the control.
2. Remove the control.
3. Make sure the replacement control has the correct part number.
4. Connect the machine harness to the control.
5. Install the replacement control.
6. Turn the disconnect and key start switches to the ON position. Make sure the control successfully completes the self
test; see Self Test.
NOTE: During the Self Test, make sure the correct machine code is shown.
Self Test

The self test verifies that the transmission control is operating properly. The control performs an automatic self test each
time the key start switch is turned from the OFF to the ON position.
The internal circuits and the display are automatically checked. The operator must observe the display to determine
whether or not the control is operating properly. The self test lasts approximately eight seconds.
During the self test:
* Indicator (4) is ON continuously.

* Indicators (2) and (3) are ON briefly and then turn OFF.
* Readout (1) shows the following in sequence:
a. "888."; this tests all segments of readout (1).

b. "- 0 -."; this is the mode number. The display is currently in mode 0 (normal mode).
c. "0XX."; with XX being the machine code. The machine code is a two digit representation of the harness
code. The control receives harness code information from CMS on the data link. A list of machine codes is
in the service manual SENR5247 Computerized Monitoring System (CMS) With VFD Circular Gauges.
On machines with an electronically controlled engine the machine codes are:
10 -- 988F with STIC control.
15 -- 988F with steering wheel.
11 -- 990.
d. "HEU."; this indicates that the machine is equipped with an electronically controlled engine. This should
only be shown on machines with a machine code of 10, 11 or 15. On machines not equipped with an
engine control, if "HEU." is shown on the display, the transmission control may be the wrong part number
or the machine code may be incorrect for the machine.
* The self test is now finished. The display is in normal mode (mode 0). If there are no faults, readout (1) shows "-
- -.". If a fault has occurred, readout (1) shows the corresponding CID and FMI. See the subject Diagnostic
Operation in the Systems Operation section.
If the control operates as described, the control is operating properly. If the control does NOT operate as described; a
harness code fault is present, the wrong control is installed, or the control is faulty.
NOTE: If readout (1) is blank and the red fault present indicator (2) is FLASHING, then the control is faulty. Replace
the control; see the subject Control Replacement.
Glossary
+Battery
+Battery refers to any of the harness wiring which is part of the circuit that connects to the positive battery post.
+V
+V is a constant voltage that is supplied to a component to provide electrical power for its operation. +V is
provided by an electronic control module or the battery.
Calibrate
The calibration procedure is performed to tell the control the operating range (or travel) of the left brake pedal
position sensor. The control uses this information to establish the impeller clutch pedal modulation curve and to
determine the limits for the diagnostics of the left brake pedal position sensor.
CID (Component Identifier)
The CID is a diagnostic code that tells which component or system is faulty. For example; direction switch, start
relay or upshift switch. The CID is a three digit code that is shown on the control display when in normal or
service mode.
Clear
Clear refers to removing diagnostic information from the memory of the control. Before clearing a fault, it is
necessary that the fault is on-hold and that the fault is not present.
Connector Contact
A connector contact is the component of a harness connector that actually makes the electrical connection.
Connector contacts are either pins or sockets.
Detected Fault
A detected fault is a fault that has been found by the control. The fault is recorded and diagnostic information is
available when in service mode.
Diagnostic
Diagnostic refers to the showing, monitoring and/or recording of information other than normal. Diagnostic
information is available when in all display modes.
Display
Display refers to the readout and indicators that are visible through the window of the control.
Fault
A fault is a failure of a component of the electronic transmission control system. The control detects a fault when a
signal at the control connector is outside a valid range. For example; open or shorted harness, faulty switch, or
faulty sensor. The corresponding CID and FMI for a detected fault is shown on the display of the control.
FMI (Failure Mode Identifier)
The FMI is a diagnostic code that tells what type of failure has occurred. For example; voltage above normal,
current below normal or abnormal frequency. The FMI is a two digit code preceded by the letter "F". This code is
shown on the control display when in normal or service mode.
Harness Code
The harness code tells CMS the characteristics of the model it is installed on, such as: engine size, idle speed, tire
size and attachments. CMS uses the data link to tell the transmission control the harness code. The transmission
control operates on different machines, but it must know the characteristics of the machine it is installed on.
Hold or On-Hold
Hold or On-hold refers to holding (or locking) a set of diagnostic information that is shown in the digital display
area when in service mode. It is necessary to hold the set of diagnostic information before troubleshooting or
clearing.
Jumper
A jumper is a piece of wire used to make an electrical connection during troubleshooting.
Machine Code
The machine code is a two digit number that the control has assigned to a particular harness code for a particular
machine. The machine code is shown on the control display during the Self Test. Each sales model has a specific
harness code and therefore also a specific machine code. A list of machine codes is in the service manual
SENR5247 Computerized Monitoring System (CMS) With VFD Circular Gauges.
MID (Module Identifier)
The MID is a two digit code that identifies the transmission control to other electronic controls on the data link.
The MID for the transmission control on machines not equipped with an electronically controlled engine is 27. The
MID for the transmission control on machines equipped with an electronically controlled engine is 81.
Scroll
Scrolling is the process of showing (within the digital display area) all available sets of diagnostic information, one
set at a time. A set of diagnostic information is shown briefly and then the display automatically advances to the
next set. After all sets are shown the display shows "End." and then the sets are repeated.
Show
Show refers to information within the control display area that is viewed by the operator or service person.
Signal
Signal refers to the condition of the control inputs. The types of signal:
A ground signal has continuity with frame ground. An open signal is not connected to frame ground; the voltage
level is approximately 5 DCV. A +battery signal is at the same voltage level as the voltage of the battery; between
25 and 30 DCV.
Signal Wire
The signal wire is the harness wire which connects the sensor or switch to the control.
Switch Input
A switch input is any input of the control which is expecting a grounded, open or +battery signal.
System Voltage
System voltage is the actual voltage that exists between the positive battery post and frame ground. System
voltage is also referred to as +battery voltage.
Undetected Fault
An undetected fault is a fault that exists and is not found by the control, but is found by the operator or service
person.
System Schematic With STIC Controller

This is a simplified electronic transmission control system schematic that is electrically correct but does not show all the
possible harness connectors. For an accurate schematic of a particular machine, always see the Electrical
System Schematic in the machine Service Manual.
System Schematic With STIC Controller
NOTE A: Component used only on four speed machines.
NOTE B: For custom applications on certain machines. For machines with the lockup clutch function or the impeller clutch function, see
the following subject System Schematic With Electronic Torque Converter Feature.
System Schematic With Shift Handle

System Schematic With Shift Handle
NOTE B: For custom applications on certain machines. For machines with the lockup clutch function or the impeller clutch function, see
the following subject System Schematic With Electronic Torque Converter Feature.
System Schematic With Electronic Torque Converter
Feature (Machines Not Equipped With An
Electronically Controlled Engine)
System Schematic With Electronic Torque Converter Feature
System Schematic With Electronic Torque Converter
Feature (Machines Equipped With An Electronically
Controlled Engine)
System Schematic With Electronic Torque Converter Feature And An Electronically Controlled Engine
C opyright 1993 - 2020 C ate rpillar Inc.

Sun Aug 16 2020 19:29:11 GMT-0400 (hora de Ve ne zue la)
All R ights R e se rve d.
Private Ne twork For SIS Lice nse e s. d350ae m

3408E Engine Emissions Retrofit Repower Tier II For 988F Series II and 988F Wheel Loader 8YG00001-UP (MACHINE) (SEBP4379 - 19) - Documentation

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Testing and Adjusting

Testing And Adjusting

Connector Contact Numbers

Transmission Control Connector

(1) Clear switch: one 8D-2676 Switch.

(2) Scroll switch: one 8D-2676 Switch.

(3) Mode select switch: one 7N-8009 Switch.

(5) DT® connector: one 3E-3373 Plug, four 8T-8730 Sockets.

(6) Enclosure: locally obtained.

(7) Eighteen or sixteen gauge wire: locally obtained.

(8) Grommet: locally obtained.

* Mode 0 - Normal Mode

a. On machines with a shift handle - Shift Handle Test Mode.

NOTE: Mode 2 is only present on the machines listed above.

Transmission Control Display

1. Enter service mode (mode 1).

5. Observe fault present indicator (2).

CID 168 Procedure, Electrical System Voltage

CID 190 Procedure, Engine Speed Sensor

FMI F00 And FMI F01

CID 248 Procedure, Data Link

CID 263 Procedure, +8V Sensor Supply

CID 270 Procedure, Harness Code

CID 590 Procedure, Abnormal Engine Speed

The possible causes of this fault are:

High resistance in the circuit of the machine harness.

CID 653, Control Internal Failure

a. Disconnect the control from the machine harness.

b. Inspect the harness connector.

c. Reconnect the control to the machine harness.

CID 668, Shift Handle

CID 670, Left Brake Pedal Position Sensor

FMI F00, FMI F01 And FMI F13

FMI F00 And FMI F01

CID 672; Torque Converter Speed Sensor

FMI F00 And FMI F01

* Voltage is 8.0 ± 0.5 DCV; supply voltage is correct. Go to Step 2.

CID 826; Torque Converter Temperature

CONDITION 1. The neutralizer pressure switch is open.

CONDITION 2. The left pedal neutralizer switch is open.

CONDITION 3. The neutralizer override switch is open.

Check One - Neutralizer Pressure Switch

Check Three - Left Pedal Neutralizer Switch

Backup Alarm Malfunction

Backup Alarm Always ON

Backup Alarm Always OFF

Starting System Malfunction

* Starting motor does not crank.

The same key start switch check covers either malfunction.

Key Start Switch Check

* +Battery voltage is present; go to Step 3.

Display Mode Malfunction

Moving between modes.

Advancing the readout.

Putting a fault on-hold.

Lockup Clutch Malfunction

CID 263 - +8V Sensor Supply

CID 670 - Left Brake Pedal Position Sensor