Scania Wiring Diagram Handbook PDF

16:01-01
Issue 2 en
Wiring diagram handbook
with list of components
For LHD and RHD trucks
© Scania CV AB 1997, Sweden

1 585 347
Contents
Contents
General ...............................................................................1
ADR....................................................................................2
List of components .............................................................4
Wiring diagrams ...............................................................65
Connection diagram .........................................................66
Circuit diagram.................................................................68
Cable marking ..................................................................71
Light bulbs........................................................................77
Location drawings ............................................................78
0 © Scania CV AB 1997, Sweden 16:01-01 en

General
General
This issue of the Wiring Diagram Handbook is applicable to
both RHD and LHD chassis. All components of the electrical
system are included in the list of components but some are
missing from the component location drawings featured in the
handbook. In regard to these components, please refer to the
workshop booklet for the relevant equipment, such as ABS,
for example.
The handbook’s List of components contains details of all
the components in the electrical system. These details cover:
• Component code
• Remarks (function, etc.)
• Reference to component location drawing
• Reference to wiring diagrams
See also ”List of Components, Explanations” on page 5.
In the section on Wiring Diagrams, page 65, the difference
between a circuit diagram and a connection diagram is
explained as well as the uses of the different diagrams.
The Connection Diagramssection on page 66 covers all con-
nection diagrams for basic electrical equipment as well as for
optional equipment for the 4 series.
The Circuit Diagrams, Basic electrical equipment table on
page 68 shows where different electrical functions (circuits)
can be found in the circuit diagram. The table contains refer-
ences to current paths (circuits) in the diagram.
The section entitled Cable Markings on page 71 explains the
relationship between cable functions and markings.
A number of Location Diagrams show where the compo-
nents are located in the vehicle. See page 78.
Note: The location of components on RHD chassis is the same

as on LHD chassis except where cabs are concerned.
The location of components inside and outside the cab
is mirror-reversed on the LHD variant.
16:01-01 en © Scania CV AB 1997, Sweden 1

General
ADR
ADR stands for European Agreement concern- Regulations applicable to electrical equipment
ing the international carriage of Dangerous located behind the cab
goods by Road. The intended purpose of the
ADR is to ensure that the transportation of Cables
goods is carried out in such a way and by such
vehicles that it neither causes road accidents Electric wiring should consist of cables,
nor aggravates their seriousness. protected by seamless corrosion-resistant
sheathing.
National laws have been passed in every coun-
try where the authorities issue detailed direc- Lighting
tives. The ADR regulation forms the basis of
national legislation if the country in question is Light bulbs with screw bases must not be used.
a signatory of the agreement. For complete and Lamps which are not mounted in a protective
comprehensive rules, refer to the national recess in wall or roof must be protected from
authorities. mechanical damage by a heavy-duty basket or
wire-mesh grille.
Regulations governing electrical

equipment on ADR vehicles
Regulations applicable to the electrical
equipment in its entirety
Cables
Cables must be dimensioned so that overheat-
ing is prevented. The cable must be securely
fastened and protected from stone damage,
jolts and heat from the exhaust pipe.
Batteries
If the battery is not located under the bonnet, it
must be securely fastened in a box of metal or
other material of equivalent strength and with
insulated inner walls. The box must be venti-
lated.
Main battery switch

Vehicles used for transporting flammable sub-
stances in tanks must be equipped with a
switch located as close to the battery as possi-
ble. Controls for direct and remote operation of
the switch should be mounted in the cab and
outside the vehicle. Such controls must be eas-
ily accessible and clearly marked.

General
Scania’s ADR vehicles

Scania’s factory-fitted ADR vehicles incorpo- Chassis insulated system
rate the following technical features:
All grounding points in the cab and on the
• A battery disconnector, S40. Using this, the chassis are insulated, i.e. connected to insu-
driver can cut off the vehicle’s entire supply lated terminal blocks. There are three excep-
of electric power. The disconnector is tions to this where the ground cables are
located at the rear of the cab on the driver’s connected to the chassis:
side. It can be operated either from inside
the cab or outside it. Two versions of the • Fuel pick-up unit
ADR battery disconnector are available: a
single-pole version for LHD vehicles and a • Coolant level sensor
2-pole version for RHD vehicles. The bat- • Horn relay
tery disconnector is described in Compo-
nent Manual 160611. These components are earthed via a 315 mA
fuse.
• A ventilated and internally insulated battery
box. The battery terminals are protected by Chassis-insulated vehicles have a two-pole bat-
plastic covers. tery disconnector.
• Heavy-duty insulation on cables in the chas-
sis (not on cables in the cab).
• Sealed components on frame behind the
cab.
• All earthing points on frame behind the cab
are grouped at a grounding point underneath
the cab.
• The tachograph is protected by a fused cir-
cuit. When the current is cut off by means of
the battery disconnector, a current limiter,
E10, mounted in the battery box provides a
weak current which is sufficient to power
the tachograph.
Two types of ADR electrical

system
Two different types of electrical system occur
on Scania ADR vehicles. One is a chassis-
earthed system for LHD vehicles and the other
a chassis-insulated system for RHD vehicles.
Chassis earthed system

All earth cables behind the cab are routed and
earthed in the frame under the cab. These vehi-
cles are fitted with a single-pole current limiter.

4
List of components
Code Designation Page

B Make and break switches 6
C Connectors 8
D Diodes, resistors, potentiometers 28
E Electronic control units 30
F Fuses 32
G Earth connections 35
H Electrically heated apparatus 37

K Diagnostics sockets 38
L Lamps, lighting 38
M Electric motors 43
N Audio apparatus 44
O Instruments 45
P Power supply 45
R Relays 46
S Switches 9 52
T Sensors, monitors 54
U Aerials 57
V Solenoid valves 58
W Warning and indicator lamps 62
16:01-01 en
Explanations
16:01-01 en
The list of components contains the following information:

1. Component code (B1)
2. Remarks. Designation and function (Brake lights switch).
3. Component location diagram. States the component location diagram where the component is shown (2, 5).
4. Connection diagram LHD, which begins on 16:02-0 (basic electrical equipment, LHD). Sheet No. (1) and c
5. Connection diagram RHD, which begins on 16:02-1 (basic electrical equipment, RHD). Sheet No. (1) and c
5. Circuit diagram RHD and LHD, for basic electrical equipment. The current path (circuit) number for the co
6. Connection diagram for optional equipment, which begins on 16:04-. The diagram’s last two digits are give
Note: If there is no information, look in the booklet for the relevant equipment.
Example:
B. Make and break switches
B Remarks Location F diagram LHD F diagram Circuit diagr
drawing 16:02-0 RHD 16:02-1 16:03
B1 Brake lights switch 2, 5 1-C8 1-C3 370

5
6
Make and break switches
B Remarks Location F diagram F diagram

drawing LHD 16:01- RHD 16:02-
1 Brake lights switch, for EDC, Opticruise 2, 5 1-C8 1-C3

4 End position sensor for A/C flap valve
5 End position sensor for A/C flap valve
6 Door switch, on driver’s side 1 1-A8 1-B1
7 Door switch, on passenger’s side 1 4-F1 4-E8

11 Differential lock, on rear axle 1 9 3-B2 3-A3
12 Diferential lock, on rear axle 2 3-A2 3-A3
13 Diferential lock, on bogie 9 3-B2 3-A3
14 Low-gear all wheel drive, upper switch
16 Reversing lights, on gearbox 9
17 Driver’s seat, seat cushion
18 Driver’s seat, backrest
19 Driver’s seat, recline
20 Passenger’s seat, seat cushion
21 Passenger’s seat, backrest
22 Passenger’s seat, recline
23 VPS, by luggage compartment cover
16:01-01 en
24 VPS, by service cover

25 Accelerator-idling, for EDC, Ret, Opticruise 2, 5 1-B8 1-C3
16:01-01 en
B Remarks Location F diagram F diagram

26 Accelerator-full throttle, for Opticruise 5

27 Clutch pedal lower position, Opticruise, GRS 5
28 Lock indication, seat belt, driver’s seat
29 Retractable steps, LH side 1
30 Retractable steps, RH side 1
31 VPS, by bonnet, T cab
32 Clutch pedal, upper position, EDC, Ret, Opticruise 2, 5 1-C8 1-C3

33 VPS, by luggage compartment cover
34 Brake pedal, for EDC 2, 5
35 EK power take-off
36 Trailer brake control, for EDC 6
39 Confirmation contact for low split GR/GRS900
41 Confirmation contact for high range Opticruise 9
42 Confirmation contact for low range Opticruise 9
43 Confirmation contact for high split Opticruise 9
44 Confirmation contact for low split Opticruise
45 Confirmation contact for neutral position, GRSH gearbox
49 Manual exhaust brake 5
68 All wheel drive, front wheel drive, lower switch
7
8
C. Connectors
C No. Remarks Location F diagram F diagram
of drawing LHD 16:01- RHD 16:02-
pins
1 17 Headlamp, in pedal panel, RH side. 4 1-E8, 3-E6 1-E1, 3-E3
2 17 Engine, on bulkhead, passenger side 2, 4 1-F1, 3-F6 1-F8, 3-F4
3 17 In cab roof, passenger’s side 3 4-D2 4-D7
4 6 In cab roof, for radio, driver’s side 3
5 2 Horn 2 3-F6 3-D8
6 3x6 Exhaust brake, White smoke limiter, Differential lock 4 1-D1, 3-D6 1-E8, 3-D4
7 2 Air dryer 2 3-F6 3-E8
8 17 In front panel, for brake lights, rear lights, differential 3 1-D1, 3-D6 1-D8, 3-D4
lock, etc.
9 12 Window lift, Door mirror, in door on passenger’s side 5 1-C9, 3-C6 1-C8, 3-C4
11 5 Spotlight, cab roof 4-F5 4-F4
12 9 Seats and seat belt 5 1-C5 1-C4
13 12 For cab roof 3 1-F2, 4-E2 1-F7, 4-F8
14 12 Window lift, Door mirror, in door on driver’s side 3, 5 1-B8, 3-B6 1-C1, 3-C3
15 17 Headlamp, Brake monitors, Air dryer, Horn 4 1-D8, 3-D6 1-D1, 3-D3
16 9 Electrically heated driver’s seat, behind seat 3
17 9 Electrically heated passenger’s seat, behind seat 3
18 3 In door on driver’s side 5 1-A8, 3-A6 1-C1, 3-C3

16:01-01 en
19 2 Step lighting 3 3-A7 3-A7

20 2 Worklamp for fifth wheel coupling 5 1-B5 1-B4
C. Connectors
16:01-01 en

pins
21 2 Step lighting, RH side 3 3-C2 3-C2
22 9 Switch, windscreen wiper motor 5 1-C6 1-C3
23 9 Switch for direction indicators, Main/dipped beam 2, 5 1-C6 1-B3
24 3 Fan motor, in instrument panel for auxiliary heater 6 1-D5 1-D4
25 3 Door, passenger’s side 5 3-B6, 1-B1 1-B8, 3-B4
26 12 Fan motor, Windscreen wiper, Coolant level sensor 5 1-C5 1-C4
27 2 Air horn
28 2 Inspection lamp socket 1. 24 V 5 1-D5 1-D4
29 3 Window lift LH side 3 3-B7 3-A7
30 3 Window lift LH side 3 3-A7 3-A7
31 3 Switch, window liftRH side 3, 4 3-D2 3-C2
32 3 Spare 3 3-C2 3-D2
33 2 EDC
35 2 EDC, cruise control
36 2 Auxiliary heater, fuel pump
38 2 Sensor, engine oil pressure 4 3-E4 3-E5
39 2 Monitor, engine oil pressure 3-E4 3-E5
40 6 Windscreen wiper motor 2 1-F3
41 Yoke (30-87a) for exhaust brake without ABS
42 5 Air conditioning
9
10
C. Connectors
pins
43 2 Air conditioning, shifting motor 5
44 2 Air conditioning, magnetic clutch 3-F5 3-F5
45 1 TC
46 2 Clutch pedal lower position 5
47 3 Clutch pedal upper position 2, 5 1-C8 1-C2
48 3 Brake pedal 2, 5 1-C2 1-C2

49 3 Power take-off 2
50 15 Junction box in rear crossmember 9 3-C9 3-C6
51 5 Headlamp wiper motor LH side 3-F7 3-F7
52 5 Headlamp wiper motor RH side 3-F2 3-F2
53 2 ETC temperature sensor
54 3 ETC potentiometer 5
55 1 Terminal block + (3 screws) in front panel 4 1-E1, 3-E6 1-E8, 3-E4
56 18 Distribution block for CAN signals 2, 5 1-C2 1-C7
57 4 Power take-off 1
58 2 ELC air suspension 6x4 5 1-D5
59 5 Direction indicators, Position lights, Headlamps LH 3-F7 3-F7

side
16:01-01 en
60 5 Direction indicators, Position lights, Headlamps RH side 3-F2 3-F2

61 3 EDC, brake pedal 5
C. Connectors
16:01-01 en

pins
62 2 TC control EDC
63 8 Webasto auxiliary heater
64 8 Webasto auxiliary heater
65 1 Auxiliary heater
67 1 Air suspension, clamped joint in frame
68 1 Earthing, K diagnostics
69 9 ETC, footroom passenger side 5
70 3 Gearbox, on floor
71 2 Gear lever
72 3 Retarder
73 17 Tag axle lift /Axle weight limiter
74 2 Central lubrication
75 3 Axle weight limiter
76 4 Tag axle lift
77 1 Brake pressure monitors 3-D8 3-C8
78 9 Air suspension 3,5
79 2 ABS sensor, frontLH side
80 2 ABS sensor, frontRH side
81 2 ABS sensor, rearLH side 9
11
12
C. Connectors
pins
82 2 ABS sensor, rearRH side
83 3 ABS sensor, rearLH side (ADR)
84 3 ABS sensor, rear RH side (ADR)
85 17 Gearbox / Opticruise 4
86 17 Opticruise
87 3 ABS control valve, rear LH side 9

88 3 ABS control valve, rear RH side 9
89 3 Fan for auxiliary heater
91 9 Auxiliary heater 5
92 7 Trailer outlet for ABS 9
93 17 ABS, front wheels 4
94 17 ABS, drive wheels
95 3x6 ABS
96 3 TC, drive axle
97 7 Opticruise
98 3 Retarder, potentiometer, brake pedal 5
99 10 Opticruise, gearbox
16:01-01 en

C. Connectors
16:01-01 en

pins
102 2 ABS, flash sensor
103 12 Auxiliary heater 5
104 3x6 ABS 6 circuit, rear 4
105 9 For coachbuilder, bulkhead, passenger side 4 3-B6 3-B4
106 1 Opticruise
107 5 EDC, below central electric unit 2,5
108 1 Tag axle lift, unit box

109 1 Opticruise
110 7 Trailer outlet ISO-1185 3-A3 3-A5
112 18 2-circuit steering EDC
113 9 Passenger seat with long legroom adjustment
114 2 Differential lock 9 3-B2 3-B3
115 2 Differential lock 9 3-B2 3-A3
116 2 Differential lock 9 3-A2 3-A3
117 1 Outline marker lamp, roof 4-F4 4-E5
118 1 For earthing in cab roof 4-F2 4-F7
119 1 For earthing in radio shelf 4-E4 4-E5
120 1 For spotlight in cab roof 4-F4 4-F5
121 12 Gear lever, under central electric unit 5
122 10 GRS gearbox
13
14
C. Connectors
pins
123 7 GR gearbox
124 3 Exhaust brake, for switch 5
126 1 Shunt 30+ in starter motor cable 3-D4 3-D5
127 1 Shunt 30- in starter motor cable 3-D4 3-D6
128 5 In cab roof 5 4-F8
129 5 Door mirror LH door 3 3-C7 3-B7

130 5 Door mirror RH door 3 3-E2 3-E2
131 5 Central locking LH door 3 3-B7 3-B7
132 5 Central locking driver’s side 3 3-D2 3-D2
133 2 Window liftpassenger’s side 3 3-B7 3-B7
134 2 Window lift driver’s side 3 3-D2 3-D2
135 9 Lighting, roof shelf 3 4-C3 4-C7
136 17 In bulkhead wall
141 7 Retarder 9
142 7 Opticruise Hall effect sensor
143 2 ABS sensor, 6 circuit LH side 9
144 2 ABS sensor 6 circuit RH side 9
145 5 Air suspension
16:01-01 en
146 12 Opticruise, gear control, on floor

147 1 ETC
C. Connectors
16:01-01 en

pins
148 8 Radio, rear 3 4-B7 4-B1
149 3 EK power take-off
150 5 Bunk reading light, upper 3 4-C6 4-D3
151 5 Bunk reading light, lower 3 4-D6 4-D3
152 3 EDC control rack, on engine 2, 4
153 2 EDC multi-actuator 2, 4
154 3 EDC multi-actuator 2, 4

155 2 Fuel shut-off 2, 4
156 2 EDC engine temperature 2, 4
157 2 EDC charge air temperature 2, 4
158 3 EDC charge air pressure 2, 4
159 2 EDC engine speed sensor 1 2, 4
160 2 EDC engine speed sensor 2 2, 4
161 3 EDC needle pressure sensor, on engine 2, 4
163 9 Air suspension, control box 3
164 2 Fuel level sensor 3-F3 3-E6
165 1 Gearbox GR/GRS
166 1 Solenoid valves EXB, (ADR) 3-F3 3-D6
167 1 Fuel pick-up unit (ADR) 3-D6
168 4 EBS brake pedal sensor
15
16
C. Connectors
pins
169 2 Side marker lights, RH side
172 2 Side marker lights, LH side

175 5 Reading lamp, Topline cab 4-E6 4-E3
176 5 Reading lamp, Topline cab 4-E1 4-E8
177 3 Differential lock 9 3-B3
178 3 Differential lock 3-B3
179 5 Differential lock 9
180 2 12 V outlet in roof shelf 3 4-C5 4-C4
181 2 Inspection lamp socket 2. 24 V 5 1-D5 1-D4
182 8 Cab roof, roof hatch 3 4-E6 4-E3
183 2 Battery disconnector, tachograph
184 17 High cab, roof shelf 4-F6 4-F3
185 2 Cab roof, roof shelf 4-E7 4-F2
186 3 instrument panel, for roof hatch 4-F1, 1-F2
16:01-01 en
187 8 On floor by rear wall in high cab 4-D1

188 17 EDC 2, 4
C. Connectors
16:01-01 en

pins
189 2 EDC/Retarder zero throttle 2, 5 1-B8 1-C2
190 3 EDC potentiometer 2, 5
191 3 Opticruise kick-down 5
192 17 Retarder connection cab-frame 4
193 2 Retarder temperature sensor T63 (ADR 3-pin) 9
194 2- Retarder temperature sensor T64 (ADR 3-pin) 9
195 9 Retarder position sensor, brake pedal

196 3 Retarder temperature sensor ADR 9
197 3 Retarder temperature sensor ADR 9
198 1 High cab, bunk 4-F2 4-F7
199 1 High cab, bunk 4-E2 4-E7
200 3 Scania Alert 3 4-F4 4-E6
201 2 Roof shelf, Scania Alert 3
202 2 Opticruise, low-range
203 2 Opticruise, high-range
205 2 Trailer brake
206 12 Opticruise
207 1 Roof sign illumination 4-F7 4-F2
208 1 Roof sign illumination 4-F7 4-F2
209 1 Worklamp in cab roof 3 4-C6 4-C3
17
18
C. Connectors
pins
210 1 Worklamp, Rotating beacon 4-C6 4-C3
211 1 Rotating beacon 4-C6 4-C3
212 2 Sleeping berth lamp 3 4-D6 4-D3
213 1 Rotating beacon 3 4-F7 4-F2
214 5 Courtesy lamp in cab 3 4-A4 4-A5
215 5 Courtesy lamp in cab 3 4-A3 4-A6

216 2 Outlet for mobile telephone in roof shelf 3 4-E1 4-E8
217 2 CB radio in roof shelf 3 4-D8 4-E1
218 8 Cab roof, timer for auxiliary heater 4-D8
219 6 In electrically adjustable seat
222 3 Spotlight switch, in cab roof 3 4-E4 4-D5
223 3 Sign illumination switch, in cab roof 3 4-D4 4-D5
224 3 Rotating beacon switch, in cab roof 3 4-C4 4-C6
225 3 Worklamp switch, in cab roof 3 4-C4 4-C5
226 3 Courtesy lamp in cab roof 3 4-D2 4-D7
227 1 Bolt on engine
16:01-01 en
228 2 Opticruise low-split

229 2 Opticruise high-split
C. Connectors
16:01-01 en

pins
230 1 Opticruise control
231 1 Disc brake, wear indicator, front left
232 2 Disc brake, wear indicator, front right
233 2 Disc brake, wear indicator, rear left
234 2 Disc brake, wear indicator, rear right
235 4 Disc brake, wear indicator, front left
236 4 Disc brake, wear indicator, front right

237 4 Disc brake, wear indicator, rear left
238 4 Disc brake, wear indicator, rear right
239 8 EDC, embedded joint
240 1 EDC MS6
241 2 VPS
242 2 VPS
243 2 VPS
244 2 VPS
245 3 electrically adjustable driver’s seat
19
20
C. Connectors
pins
246 4 Electrically adjustable seat
247 3 Electrically adjustable passenger’s seat

252 5 Lighting in middle of roof shelf 3 4- C3 4-C6
253 2 VPS pressure sensor in cab tilt
254 4 Eberspächer heater
257 8 GA851, in dashboard
260 2 GA851, on lead to oil temperature sensor
261 12 GA751/851
262 3 GA751/851, by exhaust brake pedal
263 31 GA751/851, main switch on gearbox
16:01-01 en
264 16 GA751/851, extra switch on gearbox

265 2 Trip meter and temperature gauge
C. Connectors
16:01-01 en

pins
266 3 VPS, for back-up battery
267 1 VPS, in dashboard
268 17 Air suspension 4
269 1 GA751/851
270 1 GA751/851
271 1 GA751/851
272 1 GA751/851
273 1 GA751/851
274 1 GA751/851
275 1 GA751/851
276 1 GA751/851
277 Hou- GA751/851
sing
30-87
278 2 GA751/851
279 2 Flame start
280 2 Flame start
281 2 Fuel heater
282 2 Air conditioning
21
22
C. Connectors
pins
283 3 ABS 8x2, 8x4, front left
284 3 ABS 8x2, 8x4, front right
285 2 Retractable steps, driver’s side 3-E6 3-E7
286 2 Retractable steps, passenger’s side 3-E2 3-E2
287 2 Refrigerator
289 9 Airbag
290 3 Airbag, on RH side of steering column lock
291 2 Airbag, on steering column
292 1 On engine
293 1 On engine
294 2 Dual-circuit steering, front 4 3-D8 3-F3
295 2 Dual-circuit steering, front 3-D8 3-F3
296 2 Differential lock, front
297 1 Differential lock
298 17 All-wheel drive
299 5 Airbag
300 17 Bodywork wiring, on front panel
301 Hou- Differential lock, all-wheel driven without ABS (RP29)
16:01-01 en
sing
30-87
C. Connectors
16:01-01 en

pins
302 Hou- Differential lock, all-wheel driven without ABS (RP30)
sing
30-
87a
303 2 VPS bonnet/service cover
304 12 Double cab
305 9 Double cab
306 9 Double cab

307 12 Double cab, by B pillar
308 12 Double cab, by B pillar
309 2 Double cab
312 3 Double cab, white
313 3 Double cab, blue
314 3 Double cab, yellow
315 3 Double cab, green
316 3 Double cab, red
317 3 Double cab, RH side
318 9 Double cab, LH side
319 3 Double cab, in front shelf, green
320 2 Double cab, in front shelf
321 1 Double cab, step indication
23
24
C. Connectors
pins
322 2 Double cab, central locking
323 2 Double cab, rear shelf LH side
324 2 Double cab, rear top corner LH side
325 2 Double cab, rear top corner RH side
326 17 Double cab, rear shelf LH side
327 17 Double cab, rear shelf RH side

328 12 Double cab, bodywork equipment, passenger side
329 9 Double cab, front shelf LH side
330 4 Double cab, retractable steps LH side
331 2 Double cab, retractable steps RH side
332 2 Double cab, retractable steps LH side
333 7 On gearbox
334 2 On torque converter, for lock-up
335 2 On torque converter, for sensor
336 17 In bulkhead
337 2 In dashboard
338 2 VPS and lighting
340 2 In driver’s seat, seat-belt tensioner
16:01-01 en
341 2 In passenger’s seat, seat-belt tensioner

342 4 EBS, wear sensor front left
C. Connectors
16:01-01 en

pins
343 4 EBS, wear sensor front right
344 4 EBS service brake valve
345 4 EBS, potentiometer in service brake valve
346 3 Double cab, rear door LH side
347 3 Double cab, rear door LH side
348 3 Double cab, rear door

352 5 Double cab, central locking rear
353 5 Double cab, central locking rear
354 2 Double cab, step lighting LH side
355 2 Double cab, step lighting RH side
356 3 Double cab, rear window lift switch, LH side
357 3 Double cab, rear window lift switch, RH side
358 2 Plough lighting main beam, behind P2/L
359 2 Plough lighting dipped beam, behind P2/L
360 2 Plough lighting, between C1 and C15
361 2 Plough lighting in bumper, beside P2/2
362 2 Plough lighting position lamp, between 11 and 12 in P2
25
26
C. Connectors
pins
363 2 Plough lighting position lamp, between 12 and 13 in P2
364 5 Plough lighting, behind service cover on passenger side
368 6 Opticruise, on gearbox ADR

369 9 Opticruise, on gearbox ADR
370 3 ABS modulating valve 6-circuit rear left 9
371 3 ABS modulating valve 6-circuit rear right 9
372 1 50 supply, on engine
373 2 Alternator 61 lead
374 3 Side marker lights
375 2 Auxiliary heater, stop-off heater T vehicle
376 9 Plough lighting, LH side
377 9 Plough lighting, RH side
378 1 Cab roof, Korea only
16:01-01 en

C. Connectors
16:01-01 en

pins
384 1 Opticruise, splice in wiring in frame
389 16 GA751/851, in dashboard
390 9 GA751/851, under central electric unit

391 3 GA751/851, hand lever for retarder
392 3 GA751/851, pedal for retarder
395 2 Extra power take-off, behind instrument cluster
399 2 Extra power take-off, by P2/B
400 2 Extra power take-off, by P2/B
401 9 Opticruise, instrument panel
402 8 In wardrobe wall, on floor
403 5 In rear cab wall, for Eberspächer
27
28
D. Diodes (d), resistors (r), potentiometers (p)

D d/r/p Remarks Location F diagram F diagram
drawing LHD 16.01- RHD 16:02-
1 r Heating fan 1 1-F4 1-F5

2 d Differential lock transfer box
3 d Differential lock, rear axle
4 d Differential lock front axle
5 d Power take-off
6 d Mechanical air suspension

7 d Auxiliary heater in instrument panel
8 r
10 d Retarder disengagement
11 d White smoke limiter
12 d Exhaust brake disengagement
13 d ABS
14 d Air suspension, in control box
15 d Activated retarder indicator lamp
16 d Differential lock axle
17 d Differential lock bogie
18 d EDC in central electric unit 2, 8
19 d Air suspension
16:01-01 en
20 p ETC, in instrument panel

23 d VPS door switches, in instrument panel
16:01-01 en
D d/r/p Remarks Location F diagram F diagram

drawing LHD 16.01- RHD 16:02-
24 d VPS, door switches, in instrument panel

25 d VPS, LED in shelf 4-C7
26 d VPS, LED in shelf 4-B7
27 d VPS, back-up battery, on floor
28 d Torque converter GRSH
35 p EDC accelerator sensor 2, 5
37 p Brake pedal sensor

39 p EBS service brake valve
41 d Differential lock low gear
43 d Exhaust brake disengagement
44 d Exhaust brake disengagement ABS
45 d For parking brake - power take-off EG, by R57
46 d For parking brake - power take-off EG, by instrument
cluster
47 r GA851, for retarder, by brake pedal
48 r GA851, in retarder lever
49 p GA751/851, throttle pedal position,
51 d EG power take-off, 2nd parking brake, by R58
52 d EG power take-off, 2nd parking brake, by instrument
cluster
29
30
E. Electronic control units

E No. of Remarks Location F diagram F diagram
pins drawing LHD 16:01- RHD 16:02-
1 Exhaust brake, White smoke limiter

2 Electric driver’s seat
3 Electric passenger’s seat
4 Pulse generator GR/GRS indicator lamp 1-E5 1-E3
5 Opticruise
6 Hall sensor Opticruise 9

7 VPS
8 Overrevving protection for GR/GRS 8
9 99 Webasto cab heater
10 Current limiter for battery disconnector
11 30 Airbag, seat-belt tensioner
12 35 EDC 2, 5
13 25 SLD (trucks without ABS/EDC)
14 99 EDC
15 Control unit for EDC injection pump 2
16 Scania Alert
17 16 ETC
18 35 ELC
16:01-01 en
19 ID unit for trailer sensing, on central electric unit

20 8 Torque converter GRSH900
16:01-01 en
E No. of Remarks Location F diagram F diagram

pins drawing LHD 16:01- RHD 16:02-
21 9 Tag axle lift 8

26 16 Flame start
28 34 GA751/851
33 Radio 4-B8 4-C1
34 Voltage divider for radio 4-C8 4-C1
35 CB radio 4-D8 4-E1
37 55 ABS 4-circuit 5
38 Extra voltage divider 4-E8 4-E1
39 55 Retarder 5
43 55 EBS
45 Pump unit ACL
46 Trailer sensing unit for ABS 8
47 ABS 6-circuit
48 GA851, coolant temperature in retarder
49 31 GA, on gearbox
31
32
F. Fuses
For basic electrical Location F diag
F Remarks
system drawing LHD 1
Marking Amperes Placed on central unit (P2) 8 02-C

1 15A 10A Trip meter/temperature gauge, Tachograph, Instrument
cluster, Buzzer, ABS diagnostics
2 15B 10A Direction indicators, Axle weight limiter, SLD
3 15C 20A Reversing light
4 15D 10A Exhaust brake, White smoke limiter, Indicator lamps for
optional equipment
5 15E 10A Gearbox
6 15G 20A ABS, Brake light
7 15H 10A Tag axle lift, Differential lock, Power take-off, All wheel
drive
8 15F 20A Windscreen and headlamp wipers and washers,
Intermittent wiper
9 15K 20A Horn, Fan, A/C, ETC
10 15L 10A Mechanical air suspension / ELC, 2 circuit steering,
Retarder
11 15M 20A Window lifts, LH side
12 15N 20A Foglights front, Widnow lifts RH side
13 15P 30A ABS on trailer
14 30A 10A Tachograph, trip meter, temperature gauge, ELC, ACL,
16:01-01 en
seats
15 30B 20A Courtesy lamp, Central locking, Outlet for inspection
lamp, Cigarette lighter, Interior lighting, Rotating beacon
F. Fuses
16:01-01 en
For basic electrical Location F diag

F Remarks
system drawing LHD 1
Marking Amperes Placed on central unit (P2) 8 02-C

16 30C 20A Diagnosis, spotlight
17 30D 20A Radio equipment, seats
18 15R 20A ABS valve relays
19 30E 20A EDC power supply
20 15O 10 EDC control unit, fuel shut off
21 15S 30
22 61A 20 Electrically heated seats, rearview mirrors
23 15T 5 ABS control unit, trailer sensing
24 61C 20 Automatic headlamp adjustment, Air dryer
25 58B 10 Instrument lighting
26 58A 20 Worklamp, Roof sign illumination
27 58L 20 Position lamp on cab roof, Parking light LH side
28 58R 20 Parking light RH side
29 58C 20 Foglights front and rear
30 56AL 10 Main beam LH side
31 56AR 10 Spotlight, Main beam RH side
32 56BL 10 Dipped beam LH side
33 56BR 10 Electric headlamp adjustment, Dipped beam RH side
33
34
Fuses for equipment Remarks Loca- F diagr

tion LHD 16
draw-
ing
F1 Marking Amperes On extra central electric unit, beside P2 1-C5

34 30F 20 Extra heater, fuel heater 8
35 30G 10A Short-stop heater, ETC
36 15XD 10 Flame start, PTO
37 15XE 20 Fuel heater

38 61D 10 Fuel heater, flame start
39 61E 10 Battery heater, ACL
F2 Fuse panel 6-terminal On extra central electric unit, beside P2

40 30H 20A Flame start 8 1-B4
41 30K 10A Opticruise 1-B4
42 BA 5 Seats, seat belts 1-B4
43 58D 20A Optional equipment 1-A4
44 15XF 20 Optional equipment 1-A4
45 15XG 10A Optional equipment 1-A4
F3 Fuse panel 6-terminal 8

16:01-01 en
F7 1-terminal In-line fuse for VPS back-up battery

F8 1-terminal Battery disconnector, not ADR
F10 2-terminal 10 Unit box for tag axle lift
g: Earth connections
16:01-01 en
Location F diagram F diagram

G Remarks
1 Instrument panel, LH side 5 1-A7 1-B3

2 Instrument panel, RH side 2, 5 1-A7 1-B3
3 Instrument panel, RH side 5 1-B7 1-B3
4 Instrument panel, to right of steering column 2, 5 1-B7 1-D2
5 Instrument panel, to right of steering column 5 1-C7 1-D2
6 Instrument panel, in centre 5 1-C7 1-A6
7 Instrument panel, in centre 5 1-C7 1-B6

8 Instrument panel, in centre 5 1-D7 1-B6
9 Instrument panel, to left of central electric unit 5 1-E2 1-E7
10 Instrument panel, to right of central electric unit 5 1-E2 1-E7
11 Instrument panel, to left of central electric unit 5 1-E2 1-E7
12 Instrument panel, RH side 1-C4 1-C5
13 Lead-in screw terminal block in front panel 2 1-E1, 3-E6 1-E8, 3-E4
18 On mounting plate under central electric unit 1-B5 1-B4
20 Earth braid cab - frame 4 3-C6 3-B3
21 By headlamp RH side 4 3-C6 3-F6
22 By headlamp LH side 4 3-C6 3-F6
23 By headlamp RH side 3-F3
26 Alternator - Engine 4, 9 3-D5 3-D5
35
36
g: Earth connections
Location F diagram F diagram

G Remarks
27 Starter motor 3-E4 3-E5

28 Gearbox - frame
29 Engine - frame 3-D3 3-D6
30 Braid cab - frame, LH side 3-C7 3-B3
31 For solenoid valves in frame 4, 9 3-F3 3-E6

32 Frame - battery 9 3-D3 3-D7
33 Frame, single-pole battery disconnector ADR
34 Engine block, D14 3-D4 3-D5
35 Engine block, D9, D11, D12 3-D4 3-D5
36 Tag axle lift ADR
37 Frame - starter motor frame member RH side 9 3-D5 3-D5
38 Starter motor 3-D5
39 Starter motor 3-D5
40 Frame, Junction box (C50) 9 3-B4 3-B6
41 For solenoid valves in frame, ADR 9 3-F3 3-E6
42 In frame, for tag axle lift
43 Frame LH side, ADR 3-D6
44 Engine - frame, 12-series engine without EDC 3-D3 3-D6
16:01-01 en
§
16:01-01 en
H. Electrically heated apparatus

H Remarks Location F diagram F diagram
1 Cigarette lighter 6 1-D3 1-D6

2 Rearview mirror, electric heating, driver’s side 1 3-C8 3-E1
3 Rearview mirror, electric heating, passenger’s side 1 3--D1 3-B8
4 Air dryer 1 3-F6 3-E8
5 Driver’s seat - seat cushion 1
6 Passenger’s seat - seat cushion 1
7 Driver’s seat - backrest 1

8 Passenger’s seat - backrest 1
9 Wide-angle mirror, passenger’s side 1 3-D1 3-B8
10 Glow plug for flame start
12 Webasto auxiliary heater
13 Control unit, Eberspächer auxiliary heater
14 Detonation unit for airbag
15 Fuel heater
16 Detonator for seat-belt driver’s side
17 Detonator for seat-belt passenger’s side
37
38
K. Diagnostics socket
K Remarks Location F diagram F diagram
1 Diagnostics socket P, on P2, 16-pin 8

2 For GA gearboxes, under P2, 12-pin
L. Lamps
L Remarks Lamp Location F diagram F diagra
code drawing LHD 16:02- RHD 16:
1 Headlamp, dipped beam, LH side K 1 3-F8 3-F8

2 Headlamp, dipped beam, RH side K 1 3-F1 3-F1
3 Headlamp, main beam, passenger side K 1 3-F8 3-F8
4 Headlamp, main beam, driver side K 1 3-F1 3-F1
7 Position/side marker light front, passenger side R 1 3-F8 3-F8
8 Position/side marker light front, driver side R 1 3-F1 3-F1
9 Direction indicator front, passenger side H 1 3-F8 3-F8
10 Direction indicator front, driver side H 1 3-F1 3-F1
11 Spotlight, passenger side P 1 3-E8 3-E8
12 Spotlight, driver side P 1 3-E1 3-E1
13 Foglight front, passenger side H 1 3-E8 3-E8
14 Foglight front, passenger side H 1 3-E1 3-E1
15 Worklamp front, passenger side, 70 W 1 4-B6 4-C3
16:01-01 en
16 Worklamp 70 W, on cab roof 1 4-B7 4-C3-

L. Lamps
16:01-01 en

code drawing LHD 16:02- RHD 16
17 Rotating beacon 85 W, on cab roof 4-C7 4-C3

18 Symbol illumination for rheostat, instrument panel, M 7 1-E7 1-E2
panel a
19 Symbol illumination in roof shelf M 4-B2 4-B7
20 Symbol illumination for oil temperature gauge retarder M 4-B2 4-B7
21 Symbol illumination in instrument panel, panel a M 7 1-E7 1-E2
22 Symbol illumination in instrument panel, panel a M 7 1-E7 1-E2
23 Symbol illumination in instrument panel, panel b M 1-D3 1-D5

25 Symbol illumination in fan distribution, panel c M 7 1-D4 1-D5
26 Symbol illumination in heater control, panel c M 7 1-D4 1-D5
27 light level control, panel d M 1-D3 1-D6
28 Symbol illumination instrument panel, air suspension M
29 Symbol illumination in switch for air suspension, M 7 1-D4 1-D5
panel c
30 Symbol illumination in switch, panel f M 7 1-D3 1-D6
31 Instrument lighting for axle weight gauge, panel e A
32 Step lighting, driver side D 1 3-A8 3-A8
33 Step lighting, passenger side D 1 3-C1 3-C1
35 Instrument lighting in instrument cluster G 7 1-E6 1-E4
36 Lighting fifth wheel coupling, rear cab wall P 1-A5 1-A5
39
40
L. Lamps
37 Direction indicator rear, driver side H 9 3-A5 3-A7

38 Direction indicator rear, passenger side H 9 3-A4 3-A5
39 Rear light, driver side F 9 3-A5 3-A6
40 Rear light, passenger side F 9 3-A4 3-A5
41 Brake light, driver side H 9 3-A5 3-A6
42 Brake light, passenger side H 9 3-A4 3-A5

43 Reversing light, driver side H 9 3-A5 3-A6
44 Fog light rear, driver side H 9 3-A5 3-A6
45 Width marking light on cab roof, driver side F 1 4-F4 4-F5
46 Width marking light on cab roof, passenger side F 1 4-F3 4-F6
47 Number plate lighting, lh side E
48 Number plate lighting, rh side E
49 Symbol illumination for Opticruise, panel e M
50 Symbol illumination for gearbox, panel e M
51 Sign illumination, roof 4-F8 4-F1
52 Reading lamp, driver side E 1 4-B5 4-A4
53 Reading lamp, passenger side E 1 4-B3 4-A6
54 General lighting, driver side C 1 4-A5 4-A4
16:01-01 en
55 General lighting, passenger side C 1 4-A3 4-A6

56 Bunk lamp, lower bunk E 1 4-D7 4-D3
L. Lamps
16:01-01 en

57 Symbol illumination in roof shelf, panel g M 1 4-C3 4-B7

58 Bunk lamp, upper bunk E 1 4-D7 4-D3
59 Reading lamp, general lighting E 4-C3 4-B7
60 Symbol illumination, panel e M
61 Reading lamp E 4-E7 4-E3
62 Reading lamp, Topline cab E 4-E1 4-E8
63 Spotlight, driver side P 1 4-F5 4-F5

64 Spotlight, passenger side P 1 4-F3 4-F6
65 Rotating beacon, cab roof, 85W 4-E8 4-F1
67 Side marker light rear, rh side F
68 Side marker light rear, lh side F
69 Side marker light front, rh side F
70 Side marker light front, LH side F
71 Reading lamp, double cab rear, driver side E
72 Reading lamp, double cab rear, passenger side E
73 General lighting, double cab rear, driver side C
74 General lighting, double cab rear, passenger side C
75 Double cab rear, centre E
76 Door lighting, double cab roof, driver side E
77 Door lighting, double cab roof, passenger side E
41
42
L. Lamps
78 Step lighting, double cab rear, driver side D

79 Step lighting, double cab rear, passenger side D
80 Fluorescent tube, double cab roof, rear
81 Symbol illumination, double cab, switch in rear shelf M

91 Reversing light, passenger side H 9 3-A4 3-A5
92 Foglight, rear, passenger side H 9 3-A4 3-A5
93 Width marking light, rear light, driver side F 9 3-A5 3-A6
94 Width marking light, rear light, passenger side F 9 3-A4 3-A5
95 Lighting, number plate, driver side F 9 3-A5 3-A5
106 Symbol illumination, retarder, panel B M
109 Symbol illumination, oil temperature gauge M
111 Switch, double cab, fluorescent tube rear
16:01-01 en
M. Electric motors
16:01-01 en
M Remarks Location F diagram F diagram

1 Starter motor 1 3-D4 3-D6

2 Windscreen wiper motor 1 1-F4 1-F5
3 Heating fan 1 1-F4 1-F5
4 Shifting motor for air conditioning 1
5 Headlamp wiper motor, LH side 1 3-E8 3-E8
6 Headlamp wiper motor, RH side 1 3-E1 3-E1
7 Windscreen washer motor 1 3-F6 3-E8

8 Headlamp washer motor 1 3-E6 3-D8
9 Window lift, driver’s side 3-B8 3-B8
10 Window lift, passenger’s side 3-D1 3-D1
11 Hydraulic pump for tag axle lift
12 Motor for electric roof hatch 4-F8 4-F1
14 Motor for electrically adjustable door mirror 3-D1 3-C8
15 Motor for cab tilt pump
16 Fan motor
17 Pump for stop-off heater
21 Headlamp level control, LH side 3-F8 3-F8
22 Motor for headlamp level control, RH side 3-F1 3-F1
43
44
N. Audio apparatus
N Remarks Location F diagram F diagram RHD
drawing LHD 16:02- 16:02-
1 Buzzer, on central electric unit, relay position 10 8 2-F3 2-F3

2 Horn 1 3-E6 3-D8
3 Loudspeaker, driver side 4-C8 4-C1
4 Loudspeaker, passenger side PR14/ T19 cab, centre PR19 4-C8 4-C1
cab
5 Loudspeaker, CB radio 4-D8 4-D1
6 Loudspeaker, driver side rear T19 cab, passenger side 4-C8 4-C1
PR19 cab
7 Loudspeaker, passenger side rear T19 cab 4-D8 4-D1
8 Siren for VPS
9 Horn
10 Buzzer, warning signal when reversing
11 Loudspeaker, CB radio, rear
16:01-01 en
O. Instruments
O Remarks Location F diagram F diagram
16:01-01 en
1 Instrument cluster 1-F7 1-F4

3 Speedometer 1-F4 1-F5
4 Tachograph 1-F4 1-F5
5 Tachometer 1-E6 1-E4
6 Fuel level gauge 1-E6 1-E3
7 Temperature gauge for engine coolant 1-E6 1-E3
8 Oil pressure gauge for engine 1-E6 1-E3
9 Ammeter 1-E6 1-E3

10 Air pressure gauge for brake circuit 1 1-E6 1-E3
11 Air pressure gauge for brake circuit 2 1-E6 1-E3
12 Timer for cab heater
13 Trip meter and outdoor temperature gauge 7
14 Oil temperature gauge for torque converter
20 Oil temperature gauge for retarder
21 Hour meter
45
46
P. Power transmission
P Remarks Location F diagram F diagram
1 Batteries 9 3-D4 3-D6

2 Central electric unit 1-C3, 2-F8 1-C6, 2-F8
3 Alternator 1 3-D4 3-D6
4 Battery for VPS back-up
R. Relays
R Remarks Replay Loca- F diagram F diagram
position tion LHD 16:02- RHD 16:02-
drawing
1 Direction indicator, direction indicator relay 1-D2 1-D7
2 Power relay for starter motor 1-A2
4 Main and dipped beams 3 8 2-F6 2-F6
5 Spotlights 21 1-B3 1-B6
6 Spotlight 8 2-F4 2-F4
7 ABS, control valve 1 17 8
8 Brake light 7 8 2-F4 2-F4
9 Brake reduction for tag axle 17 8
10 Lamp check 33
11 Disconnection of ABS on exhaust braking 8
16:01-01 en
12 ABS indicator lamp 19 8

13 ABS control valve 18 8
R. Relays
16:01-01 en

drawing
14 15x supply to fuses 2 8 2-F6 2-F6
15 Front fog lights 12 8 2-F2 2-F2
16 Air conditioning 25 8
17 Torque converter
18 Torque converter 20
19 61 Supply 4 8 2-F5 2-F5
20 15 supply 1 8 2-F7 2-F7
21 58 Supply 5 8 2-F5 2-F5

22 Windscreen wipers intermittent operation 6 8 2-F4 2-F4
23 Air conditioning 24 8
24 Reversing light 11 8 2-F2 2-F2
25 Rear fog light 13 8 2-F2 2-F2
26 ELC load transfer 18 8
27 White smoke limiter 23 8
28 Fan 19 8 1-C3 1-C6
29 Fan 20 8 1-C3 1-C6
30 Radio (for wake-up and snooze)
31 Auxiliary heater 26 8
32 Auxiliary heater 27 8
34 Supply, EDC 9 2, 8 2-F3 2-F3
36 Auxiliary heater 8
47
48
R. Relays
drawing
37 Electric roof hatch 4-C1 4-B8
38 Electric roof hatch 4-B1 4-B8
39 Background lighting in cab
40 Background lighting in cab
41 Disengagement of low-split on all-wheel-drive
42 Power take-off 32
44 Tag axle lift, in unit box

45 Eberspächer
46 Fuel heater 33
47 Front axle with air suspension
48 Front axle with air suspension
49 GA- gearbox, disengagement of retarder if fault
in ABS
50 GA- gearbox, engine brake/exhaust brake
51 GA- gearbox, brake pedal position
52 GA851R, retarder controlled by brake pedal
54 GA851R, retarder indicator lamp
55 Brake pressure test, (Australia only) 34
56 Electric cab tilt pump
16:01-01 en
57 Brake-dependent power take-off 32

58 Brake-dependent power take-off 2 32
R. Relays
16:01-01 en

drawing
61 GA851R, retarder controlled brake lights
63 All-wheel-drive, disengagement of differential
lock
64 All-wheel-drive, disengagement of differential
lock
71 GA- gearbox, start blocking
72 GA- gearbox, neutral controlled power take-off
49
50
S. Switch
S Remarks Location F diagram F diagram
1 Lighting 6 1-F8 1-F1

2 Traffic warning lamp 6 1-D7 1-D3
3 Heating fan 6 1-E4 1-E5
4 Starter lock 1-B7 1-B3
5 Electrically heated rearview mirrors 6 1-D3 1-E6
6 Exhaust brake effect
7 Electrically adjustable door mirror, driver side 1-D7 1-E2

8 Rear fog light 6 1-F7 1-F2
9 Front fog lights 6 1-F7 1-F2
10 Spotlights 6 1-E7 1-E2
12 Differential lock, rear axle 6 1-D4,
13 Bogie differential lock
14 Tag axle lift 6
16 Air conditioning 6
17 Exhaust brake on/off 6
18 Fifth wheel lighting 6 1-E4 1-E5
19 Instrument lighting 6 1-E8 1-E1
20 Window lift for driver’s door, on driver’s door 6 3-B8 3-D1
21 Window lift for passenger’s door, on driver’s door 3, 6 3-A8 3-C1
16:01-01 en
22 Window lift for passenger door, on passenger door 3, 6 3-C1 3-A8

23 Light level control 6 1-E3 1-E6
S. Switch
16:01-01 en
24 Windscreen wiper and washer 1-C7 1-C3

25 Dipswitch, Direction indicators 1-C7 1-C3
26 Horn 1-B7 1-B3
27 Spotlight, high-level 6 4-D5 4-D5
28 Air horn 6 1-D3 1-D6
29 White smoke limiter 6
30 Power take-off 1 (EG) 6
31 Power take-off 2 (EK)

32 Electric roof hatch, Topline cab 4-C1 4-C8
33 Central locking, beside bunk in Topline cab 4-C1 4-C8
34 General lighting, Topline cab 4-D1 4-C8
35 General lighting, Topline cab 4-C5 4-B4
36 Background lighting, in roof shelf
37 Scania Alert, in centre of roof shelf
40 Battery disconnector, single-pole, ADR 3-D3 3-D6
41 Central locking, driver’s side 3 3-B8 3-B8
42 Central locking, passenger’s side 3 3-D1 3-D1
43 Retarder, potentiometer 6
44 Low/high split, in gear lever
45 Retarder,downhill speed control
46 SLD - Diagnostics
51
52
S. Switch
47 ETC - Diagnostics
48 ELC - Diagnostics
49 Electric roof hatch 4-E6 4-E4
51 EDC cruise control 2
52 EDC —Diagnostics 2
53 VPS —Diagnostics 6
54 Air suspension control box, on/off 6

56 Air suspension control box, rear bellows up/down 6
57 General lighting in cab 6 4-B5 4-B4
58 Worklamp 6 4-C5 4-C4
59 Rotating beacon 6 4-D5 4-C4
60 Sign illumination 6 4-D5 4-D4
61 Short-stop heater
62 Fuel heater
63 High/low range, in gear lever
64 Torque converter
65 High-mounted headlamps, instrument panel E
66 Parking brake dependent power take-off, panel D
67 Parking brake dependent power take-off 2, panel D
16:01-01 en
71 Driver’s seat heating

72 Driver’s seat height adjustment
S. Switch
16:01-01 en
75 Air suspension, raised driving position

76 Passenger seat, height adjustment
77 Passenger seat, heating
83 Low gear in transfer box
84 Neutral position in transfer box
85 Differential lock in transfer box
88 Diagnostics - Opticruise
90 TC, driving program ”Off road”

91 Retarder on/off, by brake pedal 6
92 CB radio, Mobile telephone 4-E8 4-E1
93 EBS ”Off road”
94 EBS
95 ABS/TC -Diagnostics
96 Retarder - Diagnostics
100 Opticruise, program selector Normal/Hill
101 Opticruise, driving mode selector
104 ELC, normal level 1 - 2
105 ELC, tag axle lift - load transfer 6
106 ELC, load transfer with time limit
107 ELC, control box
108 ELC, load transfer without time limit
53
54
S. Switch
109 Foot-operated retarder, on dashboard

110 Fluorescent tube rear
111 Double cab, turning off cab lighting
113 Double cab, fan in cab roof
114 Double cab, fan in cab roof
115 Double cab, turning off cab lighting
116 Double cab, electric cab tilt pump

117 Double cab, electric cab tilt pump
118 Double cab, siren and rotating beacon
300 White smoke limiter
T. Sensors and monitors

T Remarks Location F diagram F diagram
1 Sensor/monitor for low brake pressure front circuit 1 3-D8 3-D8

2 Sensor/monitor for low brake pressure rear circuit 1 3-C8 3-C8
3 Monitor for parking brake applied 1 1-D7 1-D3
4 Monitor for low brake pressure in parking brake for trailer 3-C8 3-C8
16:01-01 en
6 Monitor for low coolant level in A/C

7 Monitor, low temperature in A/C 11
16:01-01 en
8 Monitor, low coolant level 1 1-E4 1-E5

9 Sensor/monitor, engine oil pressure 1, 4 3-E4 3-E6
10 Sensor, engine coolant temperature 3-E4 3-F6
11 Sensor, ABS/EBS, LH front wheel
12 Sensor, ABS/EBS, RH front wheel
13 Sensor, ABS/EBS, LH drive wheel (the rearmost on 6x4) 9
14 Sensor, ABS/EBS, RH front wheel (the rearmost on 6x4) 9
16 Sensor, fuel level 3-F3 3-E6

17 Sensor, speed, on flywheel 9
18 Monitor, low hydraulic pressure in steering
20 Pulse sensor for tachograph, on gearbox 9
21 Thermostat, in driver’s seat
22 Level sensor, in driver’s seat
23 Thermostat, in passenger’s seat
24 Monitor, air pressure in bellows, tag axle
25 Monitor, air pressure in bellows, drive axle
26 Thermostat, in auxiliary heater
27 Sensor, outside temperature 1 3-E8 3-D8
28 Sensor, ABS, 3rd axle LH side 9
29 Level sensor, in passenger’s seat
30 Sensor, ABS, 3rd axle RH side 9
55
56
31 Sensor, charge air pressure 2

32 Givare, laddlufttemperatur 2
33 Sensor, coolant temperature EDC 1, 2
34 Sensor, load limiter
37 Temperature sensor, ETC exhaust temperature
39 Wear sensor, EBS, LH front
40 Wear sensor, EBS, RH front

41 Wear sensor, EBS, LH rear
42 Wear sensor, EBS, RH rear
45 Monitor, tag axle lift, high oil pressure
46 Pressure sensor, EBS, air bellows LH rear
47 Sensor, charge air pressure/temperature
55 Flow monitor, 2-circuit steering, circuit 1
56 Flow monitor, 2-circuit steering, circuit 2
61 Sensor, retarder oil temperature
63 Sensor, retarder coolant temperature 1 9
64 Sensor, retarder coolant temperature 2 9
68 Sensor, oil pressure 14-series engine 1 3-E4 3-E5
69 Monitor, oil pressure 14-series engine 1 3-E4 3-E6
16:01-01 en
70 Pressure sensor, ELC drive axle 9

71 Pressure monitor, ELC tag axle 9
16:01-01 en
72 Distance sensor, ELC level front axle

73 Distance sensor, ELC level rear axle 9
74 Sensor, EDC engine speed 1 1
75 Sensor, EDC engine speed 2 1, 2
76 Sensor, EDC needle position
77 Sensor, engine coolant temperature
78 Sensor, cab tilting (for VPS) 9
79 Sensor, retarder coolant temperature

80 Sensor, retarder oil temperature
U. Aerials
U Remarks Location F diagram F diagram
drawing LHD RHD
1 Radio, driver’s side 4-C7 4-C3

2 CB radio, passenger’s side 4-F2 4-F7
3 VPS, in dashboard
4 Refrigerator
5 VPS remote controls
6 Coil for airbag
57
58
V. Solenoid valves, control valves

V Remarks Loca- F diagram F diagram
tion LHD 16:02- RHD 16:02-
draw-
ing
1 Exhaust brake, proportional valve 3-E3 3-E6
2 A/C compressor, magnetic clutch 1 3-F4 3-F6
3 ABS LH front wheel
4 ABS RH front wheel
5 ABS LH drive wheel 9

6 ABS RH drive wheel 9
7 Air suspension, brake reduction 9
8 Driver’s seat, height adjustment
9 Driver’s seat, seat-belt buckle
10 Axle differential lock, engagement 9 3-B2 3-A3
11 Bogie differential lock, engagement 9
12 Bogie differential lock, disengagement
13 Power take-off 1 (EG) 9
14 EDC pump injector 1
17 Exhaust brake 9 3-E3 3-E6
16:01-01 en
18 Passenger’s seat, height adjustment

19 Passenger’s seat, seat-belt buckle
16:01-01 en
tion LHD 16:02- RHD 16:02-

draw-
ing
20 Opticruise, lateral stroke right 9
21 Opticruise, lateral stroke left 9
22 Opticruise, neutral 9
23 Opticruise, longitudinal stroke rear 9
24 Opticruise, longitudinal stroke forward 9
25 Exhaust brake, noise limitation 3-E3, 53, -54 3-E6
26 Pump injector 2
27 Pump injector 4
28 Pump injector 6
29 Pump injector 7
30 Pump injector 8
32 Air suspension, parking brake ”off”
33 Air suspension, level control ”off”
34 Air suspension, raised driving position 9
35 Air suspension, mechanical, rear bellows up 9
36 Air suspension, mechanical, rear bellows down 9
37 Air suspension, mechanical, 1/0 manual control rear 9
38 Air suspension, mechanical, evacuation bellows tag axle
39 Air suspension, mechanical, disengagement bellows tag axle
40 Air suspension, mechanical, tag axle lift
59
60
tion LHD 16:02- RHD 16:02-
draw-
ing
41 Auxiliary heater, dosage pump
42 EDC. by-pass valve
43 Power take-off EK
44 Air horn 1-A5 1-A4
45 EDC, fuel shut-off 3-F4 3-F5
46 ABS 3rd axle LH side 9

47 ABS 3rd axle RH side 9
49 Tag axle down
50 Tag axle up
51 ELC, 4x2 up/down 9
52 ELC, front axle up/down 9
53 ELC, rear axle up/down 9
54 ELC, rear axle up/down 9
55 ELC, tag axle up/down 9
56 ELC, rear bellows up/down 9
58 Flame start
59 ETC, water valve
60 Retractable steps, driver’s side
16:01-01 en
61 Retractable steps, passenger’s sdie

62 Gearbox, low/high split
16:01-01 en
tion LHD 16:02- RHD 16:02-

draw-
ing
63 Gearbox, low/high range
64 Gearbox, interlock against split gear-changing
65 Front axle, differential lock engagement
66 Low gear
67 Neutral position
68 Transfer box, differential lock engagement
69 White smoke limiter 3-E3
70 Torque converter, lock-up

74 Retarder on/off 9
75 Retarder, accumulator tank 9
76 Retarder, proportional valve 9
77 Opticruise, high split 9
78 Opticruise, high range 9
81 TC 9
82 EBS, LH side front
83 EBS, RH side front
84 EBS, LH side rear
85 EBS, RH side rear
88 SLD and ABS, proportional valve
61
62
W. Indicator lamps (k) warning lamps (v)

W v/k Remarks Location F diagram F diagram
1 v Direction indicator 7 1-F6 1-F3

2 v Charging 7 1-F6 1-F3
3 v TC 7 1-F6 1-F4
4 v Engine oil pressure 7 1-F6 1-F3
5 v Main beam 7 1-F6 1-F3
6 v Brake circuit 1+2 7 1-F6 1-F3

7 v Parking brake applied 7 1-F6 1-F3
8 v ABS on truck 7 1-F6 1-F3
9 v Direction indicator on trailer 7 1-F6 1-F3
10 k Power take-off 7 1-F6 1-F3
11 k Rear fog light 7 1-F6 1-F3
12 k Engine coolant level 7 1-F6 1-F3
14 k Differential lock 7 1-F6 1-F3
15 k ABS on trailer 7 1-F6 1-F3
16 k No ABS on trailer 7 1-F6 1-F3
17 Diagnostics lamp for auxiliary heater 7
18 v Disc brakes, pad wear
19 v Steering, low oil pressure
16:01-01 en
21 k Air suspension, manual control 7

W. Indicator lamps (k) warning lamps (v)
W v/k Remarks Location F diagram F diagram
16:01-01 en
22 k Air suspension, load transfer 7

23 Opticruise, gear indicator 7
25 v Retarder 7 1-F6, 33, -34 1-F3
26 k Retractable steps 7
27 k EDC Diagnostics 2, 7
28 v Torque converter high oil temperature
29 k Torque converter engaged
35 k Flame start
36 k Seat-belt buckle 1-E5
38 v NOT READY FOR CHANGING GEAR
40 v 2-circuit steering, circuit 1 7
41 v 2-circuit steering, circuit 2 7
43 v GRS, low gear split
51 v ELC level 7
52 v ELC function fault 7
53 v ELC load transfer
54 v ELC normal level
55 k Retarder activated, without ABS
56 k Retarder activated, GA851R
57 v Airbag/seat-belt fault
63
Wiring diagrams
Wiring diagrams
There are two types of wiring diagram in the Circuit diagram
Scania Workshop Manual:
The circuit diagram shows the electrical system
• Connection diagram divided into functional circuits. The diagram
shows the component connections in each cir-
• Circuit diagram cuit, where the component’s power supply
comes from and where it is earthed. The circuit
Connection diagram diagram gives no indication of the location of
the components in the vehicle. The purpose of
The connection diagram shows which compo- the diagram is to show the configuration of the
nents are included in the electrical system and circuits.
how these components are connected to each
other via the wiring harness. The components are placed in ”current paths” or
circuits which are oriented vertically in the dia-
The components in all diagrams are drawn in gram. The circuits are marked with their number
resting position - switches not activated. in the lower margin of the diagram. The circuit
numbers serve as a reference system between the
The connection diagram consists of a coordinate diagram and the component list and between the
system. The horizontal axis runs from 1 to 8 and individual components in the diagram.
the vertical axis from A to F.
To avoid having a tangle of cables crisscrossing
The connection diagram for basic equipment in the diagram, certain cables have been cut and
the vehicle is divided into four sheets: terminate in a reference box. The reference box
contains the number of the circuit where the
1 Instrument panel and cab
cable continues.
2 Central electric unit
The circuit diagram, which consists of seven
3 Chassis and frame sheets, is at present only available for the basic
electrical system.
4 Cab roof
All circuits included in the circuit diagram are
The components in these diagrams are described listed on page 68.
in the list of components.
The text on the diagrams is in English only. A
The connection diagram for optional equipment translation is provided at the end of the booklet.
consists of one (sometimes two) sheets, depend-
ing on the size and complexity of the system.
See page 66.
Note: The list of components for optional equip-

ment is included in each diagram.

Wiring diagrams
Connection diagrams
Diagram Insert
Part of electrical system
number number
Basic electrical system 16:2
Instrument panel 16:02-01/11

Central electric unit 16:02-02/12
Frame and engine 16:02-03/13
Cab roof 16:02-04/14
Optional equipment 16:4
Driver station 16:4-0

Diagnostics socket 16:04-01
Trip meter and temperature gauge 16:04-02
Indication retractable steps 16:04-03
Scania Alert 16:04-04
Seats, driver station 16:04-05
Seats, passenger area 16:04-06
Refrigerator 16:04-07
VPS, alarm and theft protection 16:04-08
AM/FM radio 16:04-09
Heating system 16:4-1

Air conditioning (A/C) 16:04-11
Electronic temperature control, ETC 16:04-12
ETC + A/C 16:04-13
Webasto 80 auxiliary heater 16:04-14
Short-stop heater 16:04-15
Eberspächer 16:04-16
Fuel heater 16:04-17
Gearboxes, gear-changing system 16:4-2

Opticruise 16:04-21
GR900 16:04-22
GRS900 16:04-23
Differential locks 4x2, 6x2, 8x2 16:04-24
Differential locks 6x4, 8x4 16:04-25
GRS890 for 4x4, 6x6 16:04-26
GA/GAE 16:04-27
Differential locks 4x4 16:04-28
Differential locks 6x6 16:04-29

Wiring diagrams
Brakes 16:3-3
ABS 4-circuit 16:04-31
ABS 6-circuit 16:04-32
Retarder 16:04-33
Retarder with EEB 16:04-34
EBS 16:04-35
Wear indicator for disc brake 16:04-36
ABS/TC Wabco ”D” 16:04-37
Trailer brake 16:04-38
Frame, chassis, suspension 16:4-4

For bodywork 16:04-40
Automatic chassis lubrication, ACL 16:04-41
ELC 4x2 and 6x4 without load transfer, generation 1 16:04-42
ELC 6x2, generation 1 16:04-43
ELC 6x2, 6x2/4, 8x2, generation 2 16:14-43
Air suspension 4x2 mechanically controlled, generation 1 16:04-44
Air suspension 4x2 mechanically controlled, generation 2 16:14-44
Tag axle lift, axle weight limiter 16:04-45
ELC 6x4, 8x4 with load transfer 16:14-45
ADR, single-pole battery disconnector, LHD 16:04-46
ADR, 2-pole battery disconnector, RHD 16:04-47
Single-pole battery disconnector, not ADR 16:04-48
Axle weight gauge 16:04-49
Engine 16:4-5
EDC 16:04-51
Speed limiter (SLD) 16:04-52
Exhaust brake, manual, EXB 16:04-53
Exhaust brake, electronic, EEB 16:04-54
Flame start 16:04-55
Steering 16:4-6
2-circuit steering 16:04-61
Steered tag axle 16:04-62

Wiring diagrams
Circuit diagram
For basic electrical system (16:03-01)
Circuit Sheet No. Circuit

Starter motor 1 2
Alternator 1 10
Fuel shut-off 1 30
Fuses 1 50
C56 1 80
Air dryer 1 110
Instrument cluster 2 116 -200

Brake pressure monitors 2 120
Oil pressure monitor 2 130
Fuel level sensor 2 145
Coolant sensor 2 170
Tachograph 2 200
Rear fog light 3 210

Front fog lights 3 220
Lighting for fifth wheel coupling 3 235
Headlamps 3 240-270
Rheostat 3 275
Symbol illumination 3 285
Inspection lamp outlet 3 315
Traffic warning lamp 4 325

Direction indicator 4 335
Trailer coupling 4 350
Reversing light 4 360
Brake light 4 370
Rear light 4 380
Outline marker lamps 4 390
Spotlight 4 400
Windscreen wiper and washer 5 420-450

Heating fan 5 460
Horn 5 470
Exhaust brake 5 480
Earth connections 5 500

Wiring diagrams
Circuit Sheet No. Circuit

Electrically heated rearview mirrors 6 530
Electrically adjustable rearview 6 550
mirrors
Central locking 6 560
Electric window lifts 6 590
Roof sign illumination 7 630

Rotating beacon 7 640
Worklamp 7 650
Interior lighting 7 660-730
Courtesy lamp 7 705
Loudspeaker 7 740
FM/AM radio 7 755
Communications radio 7 780
Electric roof hatch 7 810

Wiring diagrams
Circuit diagram
Explanation of symbols in the diagram
P2
31
30
15
30 86
R8
Central electric
20A
No6
No4
10A
unit, P2 87A 87 85
15H
15D
B 3 4 A 2 6 31 K
15H.GN−1.5
15D.YE−1.5
BL.BU−1.5
Optional equipment
38
24
15HA.RD−1.5
Cable marking, see

page 71 C Reference to
C6
1
circuit No.
Connector
Component code
BL.BU−1.5
C50
1
B49
Earth connection
104710
31.BK−1.5
Circuit No.
G9
2 4 6 8 10 12

Cable marking
Cable marking
General
The cables in the wiring diagram are marked
according to a particular system. The marking
covers function, colour and cross-section area (if
not 0.75 mm).
The marking also provides information on where
the cable is connected (address).
Example of cable marking in wiring

diagram
15D. BN — 1 +P2/8 —4
15D Function
BN Colour
1 Cross-sectional area of cable in mm2.
Note: Standard cross-section =
0.75 mm2 not given on diagram.
P2 Reference to component to which
cable is connected.
8 Contact housing number
4 Pin No.
BK black YE yellow
BN brown RD red
OG orange GN green
BU blue VT violet
GY grey WH white
PK pink
There are also cables marked with two colours,

e.g. YE/WH. The above table explains all
combinations occurring.

Cable marking
Marking Function Marking Function
15 Relay pull magnet, Lights switch 15GL Differential lock, low gear 4x4, 6x6
15/1 Starter switch, Lights switch 15GX Extra power take-off 1, GA gearbox
15A Instrument cluster, Tachograph, Trip 15HA Exhaust brake

meter and temperature gauge
15HB ABS
15B Traffic warning lamp, SLD
15HC Reversing light
15CB Brake light, ELC
15K Horn, Fan, A/C, Electronic
15CC Reversing light temperature control
15D Exhaust brake, White smoke limiter, 15KA A/C

Emergency steering 8x2, 8x4, By-
15KB ETC
pass
15KC Fan switch resistor
15DA Exhaust brake, White smoke limiter
15KD Fan switch resistor
15E Gearbox overrevving protection
15KE Fan switch position 0
15EL Split interlock
15KF Fan switch, fan
15ER High/Low - Range
15KG Fan switch position 4
15ES High/Low - Split
15KH Fan switch resistor
15EV High/Low - Range
15KJ Fan switch
15F Windscreen wiper and washer,
Headlamp wiper 15L Air suspension, cab suspension,
retarder, brake reduction
15FA Windscreen wiper motor
15LA Retarder, ABS
15FB Windscreen wiper motor
15LD Brake reduction
15FC Headlamp washer
15LE Air suspension, raised lifting
15FD Headlamp washer
position
15FJ Windscreen wiper switch
15LF Air suspension, manual control rear
15FS Windscreen wiper switch
15LG Air suspension, evacuation of tag
15G Power take-off, Tag axle lift, All- axle bellows
wheel-drive, Differential lock,
15LH Air suspension, rear bellows down
Load transfer 6x2/4
15LK Air suspension, disconnection
15GA Power take-off 1 solenoid valve
parking brake
15GAX Power take-off 1 solenoid valve
15LL Air suspension, manual control
15GB Power take-off 1, indicator lamp
15LM Air suspension, disconnection of tag
15GC Front tag axle 8x2/4 axle bellows
15GD Differential lock 15LN Air suspension evacuation tag axle

bellows
15GF Differential lock, independent
operation 15LP Air suspension, air pressure, tag
axle bellows

Cable marking

15LR Air suspension, rear bellows up 30BA Cab lighting
15LS Air suspension, air pressure in drive 30BD Rotating warning beacon
axle bellows
30BX1 Rotating beacon + siren
15LX Air suspension
30CA Spotlight, front + roof
15M Window lift LH side
30CB Spotlight on roof
15N Window lift RH side, Electric roof
hatch 30D Communications radio, Starter
switch, Voltage divider
15NA Front fog lights
30DA Communications radio
15P ABS on trailer
30DM Voltage divider
15R High/Low - Range
30E Fuse panel
15S ABS control unit
30EA Engine management
15T ABS trailer sensing unit
30F Stop-off heater, Cab heater
15U EDC control unit
30FA Auxiliary heater
15X/87 Gearbox, supply to fuse panel F1,
F2 30G Auxiliary cab heater
15XA EDC 30GF Auxiliary heater
15XAB EDC 30H Flame start
15XC Automatic gearbox 30K Fuel heater
15XD Flame start, Power take-off EK, 30X1 Interior lighting double cab
VPS 30X2-4 Fan rear, double cab
15XDA Power take-off 30X5-7 Retractable steps, double cab
15XE Fuel heater 31 Earth (Earth connection)
15XF Optional equipment 31A Tachograph earth
15XG Optional equipment 31B Windscreen wiper motor earthing
15XH ABS via switch
30 Battery +, Starter motor, Alternator, 49 Traffic warning lamp

Central electric unit, Starter lock, 49A Traffic warning light, flasher sensor
Lights switch, Traffic warning light,
Extra fuse panels F1, F2 50 Start solenoid
30+, 30- Shunt in ammeter winding 50A Start solenoid
30A Trip meter/temperature gauge, 53 Windscreen wipers

Tachograph, Central lubrication
53A Windscreen and headlamp wipers
30B Step lighting, Central locking
53B Windscreen wipers
LH + RH side, Inspection light
socket, Cigarette lighter, Supply for 54L Direction indicator LH
cab roof.

Cable marking

54R Direction indicator RH 58D Optional equipment
56 Dipswitch 58L Parking light LH side, Width marker
lights RH and LH side
56A Main beam
58P Parking lights
56AL Main beam left Spotlight
58R Parking light RH side
56ALA Spotlights
61 Alternator, Charge lamp, Start
56ALP Plough headlamp solenoid relay
56ALX Plough headlamp 61/87 Supply to fuse panel F1
56AR Main beam right, indicator lamp 61A Electrically heated rearview
main beam mirrors, Electrically heated seats
56B Dipped beam 61AA Electrically heated rearview mirrors
56BL LH dipped beam 61B Battery heater, Opticruise, ACL
56BLP Plough headlamp 61C Automatic height adjustment of
56BLX Plough headlamp headlamps, Air dryer
56BR Dipped beam right, foglight front 61CA Resistor for automatic dipped beam
56BRP Plough headlamp 61CB Resistor for automatic dipped beam
56BRX Plough headlamp 61D Fuel heater, flame start
56S Lights switch 61E ACL, Battery heater
58 Parking lights 300 Differential locks
58/87 Supply to fuse panel 301 Differential lock confirmation for

trucks with ELC and load transfer
58A Worklamp, Roof sign illumination,
Fifth wheel coupling illumination ABSWL ABS warning lamp
58AA Roof sign illumination AC1-6 A/C
58AC Fifth wheel coupling illumination AF Air filter
58AD Worklamp AL Tag axle lift
58B Traffic warning lamp, Rheostat, Trip AS Air suspension

meter and temperature gauge ATC4 Temperature sensor
58BA Rheostat, Symbol illumination ATC5 Sensor for valve position
58BB Background lighting ATC9 Sensor,
58BBR Reduced background lighting ATC11 Sensor, exhaust temperature
58C Front fog lights ATC12 Water valve 1
58CA Rear fog light ATC13 Water valve 2
58CB Rear fog light ATC14 Heater
58CC Front fog lights

Cable marking

ATC16 Lamp-flash code diagnosis ATC ELC1-34 ELC control unit
B Starter switch - fuse panel ET Outside temperature
BA Fuse panel - seat belt EXB Exhaust brake
BO1-3 Double cab black-out EXB1 Exhaust brake
BP Brake pressure EDC1-55 EDC control unit
BP1 Brake pressure, brake circuit 1 F Fan
BP2 Brake pressure, brake circuit 2 FD Switching between main and dipped
beam
BR Exhaust brake
FH Fuel heater
BRS Brake pressure, inverted signal
FL Main beam flasher
BS Courtesy lamp
FS Flame start
C Indicator lamp direction indicator
on vehicle GA Automatic gearbox
C2 Indicator lamp direction indicator GL General lighting in cab roof
on trailer
GS Speed sensor, output shaft
CAN Control Area Network
GS1-2 Road speed sensor
CL Cab lock, indication
FACTO Fuel quantity, EDC
CP Clutch pedal, upper position
H Horn
DBR Retarder signal to ABS
HB17 Tachograph
DIAK Diagnostics
HW Hazard flashers
DIAL Diagnostics
HWL Indicator lamp, hazard flashers
DL Central locking locked
K-DIA Diagnostics
DO Central locking open
L-DIA Diagnostics
DM Start solenoid
L Direction indicator, LH side
DS/DSB Differential lock/ Bogie differential
lock LB ABS
EAA Power take-off EK LF Direction indicator, front left
EB1-4 Eberspächer LR Direction indicator, rear left
EBP Engine brake program LS Low split indication
EBS Exhaust brake LT Direction indicator, trailer, left
EEB1 Proportional valve M1LI ABS control valve, 1st axle LH side
in
EEB7 Power switch
M2RO ABS control valve, 2nd axle RH
EEB8 Noise baffle side out
EEB16 Switch automatic on/off

Cable marking

M3RI ABS control valve, 3rd axle RH side RL Reversing light
in
RR Direction indicator rear right
M2R31 ABS control valve, 2nd axle RH
side earth RT Direction indicators on trailer, right
MH Electrically adjustable rearview SB Seat belt

mirrors SD Door switch
MV Electrically adjustable rearview S2LI ABS sensor, 2nd axle left in
mirrors
S3RO ABS sensor, 3rd axle right out
N3 Loudspeaker front, driver
SLD Speed limiter
N4 Loudspeaker front, passenger
SS1-4 GRS900 —tachograph
N5 Loudspeaker front, CB radio
SS Speed signal to C56/G1
N6 Loudspeaker front/centre rear,
driver’s side SS6 Speed signal for SLD
N7 Loudspeaker, centre STA Steered tag axle
N11 Loudspeaker, CB radio, rear T Fuel level
OP Engine oil pressure TACTO Control rack position
OPG Engine oil pressure TCI-3 TC traction control
OPC1-55 Opticruise gearbox TM Trip meter
PH Short-stop heater TRI-4 ABS trailer
PB Parking brake W Tachometer
PBX Cab tilt double cab WA Webasto
PWM Throttle pedal position signal from WB Webasto

EDC
WL Coolant level
PWU Window lift
WTG Coolant temperature
PWD Window lift
Z Safety switch, throttle pedal sensor
R Direction indicator RH side
RA Starter switch, for radio
RAA Voltage converter for radio
RCL Indicator lamp retractable steps
RET 1-55 Retarder
RF Direction indicators, front right
RH1-4 Electric roof hatch
RHC Electric roof hatch
RHO Electric roof hatch

Light bulbs
Light bulbs
Code Function Base Power

A Symbol lighting in instrument W2.1x9 5d 2W
B BA9s 2W
C Interior lighting, general lighting BA15s 15W
D Step lighting SV8.5 21W
E Reading lamps, lower bunk lamp BA15s 10W
F Position lamp, rear light, width marking light BA15s 5W
G Indicator lamps in switches and heater control, indicator W2x4, 6d 1.2W
lamps for oil pressure, charging, instrument lighting in
instrument cluster and speedometer
H Direction indicators, reversing lights, brake lights, rear fog BA15s 21W
light
K H4 headlight P43t 75/70W
L Bilux headlamp P45t 55/50W
M Indicator lamps in switches and heater control, indicator W2x4, 6d 1.2W
lamps for oil pressure, charging, instrument lighting in
instrument cluster and speedometer
N BA7s 3W
P Spotlight PK22s 70W
R Outline marker lamp BA15s 21W
S Sign illumination on roof BAY9s 21W
T BA9s 12V 5W

Location drawings
Location drawings
The following drawings show where the electric components are located on the chassis.
1 Components on cab.
2 Connectors on cab and under cab.
3 Connectors in cab roof and in doors.
4 Connectors on bulkhead.
5 Connectors and grounding points in instrument panel.
6 Switches on instrument panel, two drawings.
7 Warning lamps.
8 Relays in central electric unit.
9 Components on frame, seven drawings.

Location drawings
1.
The drawing shows a LHD vehicle. On RHD vehicles the components on the right-hand side are
transferred to the left-hand side, and vice versa. The positions of the components relative to each
other remain the same, however.

Location drawings
2.
104 647
T31
T33
G2
V45
T75
S51
E15
C23
C47
T32
O4
B32
C153 C158 C7
C152 C157 C5
G4
B34 C156 C160

B1 C155 C159
S52
C48 C61 C189 C190 W27
D35
B25
E12
C188
C40 C34
C56
D18
R34
C107
G13
P2
C2

Location drawings
3.
C29 C133
104 640
C30 C19
C212
C150
C163
C129
C151
C16
S21
S41
C131
C14
C216
C215 C213 C214 C209
C17
C4
C201
C226 C3
C148
S42
(C182)
C217
S22
C223 C224
C200 C222
C225
C135 C180
C21 C134
C31 C32
C130
C132
C252
C13
C9

Location drawings
4.
104 639
C50/G40
C15/2
G21
G22
C1/1
G20
C95/D−F C268 /6 C6/A−C
C188/14
C112/
C2/13
C8/12
C55
G−J
8
C298 /
T9
14
7
C73 /
11 12 13
6
5
C38
4
10
3
9
2
1
C104/G−J
C192/11
C300/1
C85/10
C94/4
C93/3
C86/9
G13
C294
C152 − C161
G26
C300
C31

Location drawings
5.
The drawing shows the instrument panel for a LHD vehicle. On RHD vehicles the components are
located correspondingly.
C191
C190

Location drawings
6a.
The drawing refers to a LHD vehicle.
C53
C24
B36
S2

16:01-01 en
S60 S59 S58 S27 S57
8
6 10
4 12
2 14
S22 S20 S2
S45
S30 S23 S16 S3 S43 S91
S28
H1
S29
S17 S18 S5 C24 B36 S2 S12 S14 S105

S13
85
Location drawings
7.
The drawing shows the instrument panel on a LHD vehicle. On RHD vehicles the instrument cluster
is placed on the RH side. Panels A - F have the same relative positions.
104 645
F
E
W26
CD
B
O13
A

Location drawings
8.
The components on the central electric unit are positioned identically on RHD and LHD vehicles.
R41 / R18
104 646
K1
R46
28
R64 / C302
R42
R55
R63 / C301
F2
F1
24
RP13
RP6
F3
R11 / C41
23
22
RP12
RP5
R5
21
RP11
R10 / R17 / E21
RP4
20
19
RP16
RP3
18
RP9
R30
17
16
RP2
RP8
15
RP1
RP7
14
P2

Location drawings
9a. V6 C82 T14 V81 L
V36
C82
V37
C50
C81
C50
C1 7 7
C87
C88
C1 1 4
V35 B11
105758
V34 C114
C87 V5 C88 C81 T13 C177 L
V10
The drawing refers to 4x2 mechanical.
L40 L94
L92 L38
V6 C82 T73 L91 L42
T14
V81
V54
C50
105760
C87 V5 C81 B11 T13 V10 C14 C177 L43 L41

L44 L37
L39 L93
L95
The drawing refers to 4x2A with ELC.

Location drawings
9b.
C81 C82 T14 V6 V5
C87
C 88
C 87
C 82
C 81
C1 7 7
C1 1 4
C50
V10 V81 B11 T13 C50
V65 V66 V67
105759
V10
V68
The drawing refers to 4x2, 4x4 Z.

Location drawings
9c.
The drawing refers to 6x2, 8x2 Z.
105761
C 50
C50
V5
V6
T13
C87
C114
C87
T14
E
HOS
C88
C177
C88
C177
C 11 4
C 82
C 81
V10 V81 B11

T34
C7 5
C75

9d.
16:01-01 en
T30
T14 V81 V46 C371 V47 C144
8x2/4 V55 V54 V6
T73
C3 7 1 C 14 4
The figure refers to 6x2, 8x2, 6x2*4, 8x2/4 A/B.
C8 2
C50
C 50
V72
C8 1 C92
C 144
V71

C1 4 3
C 17 7
C3 7 0
C87
C 14 3
C88 C 11 4
C114 C177 T71

B11
105762
C87 C88 V5 C81

T13 T70 V10 C143
C144 T28
C370
Location drawings
91
Location drawings
9e.
The figure refers to 6x2/4 A/B.
C50
105763
T70
V10
V6 C82 T73 T14 V81

05C
C114
411C
771C
B11 C81 C177
18C
28C
V55 V54 C87 C88
88C
78C
T71
T30
C144
341C
441C
T28
C371
173C
073C
C370
V47
V46

9f.
16:01-01 en
C82 C115 T30
C88 B11 V6 T14 C114 V54 V47 C144 T73 V81
The figure refers to 6x4 A/B, 8x4 A/B.
C115
C88
C114
C144
V11
C82
C50 V10
C143
C50
C 81

C3 70
C17 9
C3 71
C87
C11 6
C92
C81 V5 T13 T70 V46 C371 C179 C116
105764
T71
C87 B13 C370
Location drawings
93
Location drawings

03:01-05
Issue 2 en
Flame start
1 2
101015
Contents
General ............................................................................ 2
Components..................................................................... 4
Fault diagnosis................................................................. 6
Wiring diagram................................................................ 7
Testing ............................................................................. 8
Specifications .................................................................. 8
© Scania CV AB 1997-08, Sweden

1 587 726
General
General
The flame start is used to limit the emission of
white smoke. It also makes starting easier in
extremely cold weather.
Starting the engine

If the temperature of the coolant is below
+10 C when the starter key is turned to the
drive position (position 15), the heater plug
will be automatically activated.
At the same time, the indicator lamp will give
off a steady light. After about 20 seconds (at a
battery voltage of 24 V), the lamp will start to
flash.
If the temperature of the coolant is above
+10 C, the indicator lamp will start to flash 1 2
101015
immediately.
The engine can then be started.
If the temperature of the coolant is below
+10 C when the starter key is turned to the
start position (position 50), the solenoid valve
will be activated, fuel will be injected into the
system and ignited by the heater plug.
When the starter key is returned to the drive
position, the indicator lamp lights up with a
steady light and the after-heating phase
begins.
The heater plug and solenoid valve receive
voltage for up to three minutes or until the tem-
perature of the engine reaches 60 C, during
which time the indicator lamp continues to
give off a steady light. After-heating raises the
temperature of air inducted into the system and
limits the amount of white smoke emitted.
During this period, the engine speed should not
exceed 1000 rpm.
If the engine fails to start within about 30 sec-
onds (and the indicator lamp goes out), the
starter key must be returned to the stop position
(position B). Wait 20 seconds before making a
new attempt to start the engine, then turn the
key to the drive position to activate the flame
start afresh.

General
Switching off the engine

In the following situations, the flame start
switches off automatically and the indicator
lamp goes out:
• if an attempt is made to start the engine when
the indicator lamp is giving off a steady light;
• if the engine has been switched off.

Components
Components
Control unit
The control unit (E26) collects information
which it then uses to open or close the solenoid
valve and to control the heater plug relay and the
indicator lamp.
Location of the components in the engine.
Solenoid valve
The solenoid valve (V58) is controlled by the
control unit. It opens and closes the supply of
fuel.
102273

Components
Heater plug
The heater plug (H10) is located on the induc-
tion pipe. Its purpose is to inject and ignite fuel.
Ignition occurs when the fuel passes the heater
plug spiral. The spiral must first be heated up for
about 20 seconds to attain the necessary temper-
ature.
102274
Temperature sensor
The temperature sensor (T77) measures the tem-
perature of the coolant.

Fault diagnosis
Fault diagnosis
When the starter key is turned to the drive posi-
tion (position 15), any fault codes that have been
registered (see the table) will be immediately
presented on the display. The code ’2-2...’signi-
fies two rapid flashes followed by a pause, fol-
lowed by two rapid flashes, and so on.
1 2
101015
If several fault codes are active at the same time,
only the fault code with the highest priority will
be shown. The order of priority is given below
in the table.
In all three cases, both the heater plug and the
solenoid valve will be deactivated.
The fault-code lamp flashes for about 60 sec-
onds.
When a fault has been rectified, the key must be
turned to the locking position (position 0) in
order to clear the fault codes.
Fault code Cause Priority

2-2-2-2-... A break in the heater plug, or a break between 1
the heater plug and the control unit of the
flame start.
3-3-3-3-... The fuse in the control unit of the flame start 3
has blown or there are difficulties in supplying
the control unit with power.
4-4-4-4-... A break between the control unit of the flame 2
start and the solenoid valve, or a break in the
solenoid valve coil.

Wiring diagram
Wiring diagram

Testing
Testing
A special test cable is available for testing the system. It is black, marked FSL/E26 with a green
insulator marked G9. The cable is strapped to the cable cluster that leads behind earth G9, to the
left beneath the central electric unit.
1 Earth the test cable to G9. The cable is black with a green insulator.
2 Turn the starter key to the drive position The indicator lamp gives off a steady light for
(position 15). about 20 seconds while the heater plug is being
heated up, after which it then begins to flash.
3 Turn the starter key to the start position When the engine has started, the indicator
(position 50). lamp will give off a steady light. The solenoid
valve (for the fuel) and the heater plug will
both be active for about three minutes.
Important! The test cable should be disconnected from G9 after testing. It should not be earthed
during normal operating conditions.
Specifications
Heater plug
Voltage ............................................................................................................. 24 V
Current ............................................................................................................. 13 +/- 1 A for 20 secs.
Tightening torque:
Heater plug nut (M20) ............................................................................ max. 25 Nm
Cable terminal connection (M5)............................................................. max. 4 Nm
Fuel pipe connection (M10) ................................................................... max. 10 Nm

03:02-01
Issue 3 en
EDC MS5 for injection pump
Description of operation
MANUAL
ON CONTROL
RES ACC
RET OFF
EDC
1 2
EDC
MS5
118 668
Scania CV AB 2002, Sweden

1 585 362
Contents
Contents
Important .................................................................................. 4
General .................................................................................. 5
Fuel quantity and injection timing............................ 6
Communication in the EDC system .................................................................................. 9
Components on the engine Component locations on a 9-litre engine................ 10

Component locations on a 12-litre engine.............. 11
Component locations on a 14-litre engine.............. 11
Governor E15 ......................................................... 12
Engine speed sensors.............................................. 18
Fuel valve V45........................................................ 20
Needle movement sensor T76 ................................ 21
Charge air pressure and temperature sensors ......... 22
Coolant temperature sensor T33............................. 24
Junction box............................................................ 25
EDC control unit E12 Function of the EDC control unit ........................... 27
EDC control unit, connections ............................... 28
Components in the driver area Component locations, truck.................................... 33

Component locations, bus ...................................... 33
Supply relay R34 .................................................... 34
Accelerator pedal sensor — B25, B26 and D35..... 35
Control for cruise control S51 ................................ 36
Brake pedal switches B1 and B34 .......................... 37
Clutch pedal switch B32......................................... 38
Tachograph O4 ....................................................... 39
Indicator lamp for EDC, W27 or W502 ................. 40
Diagnostics switch with lamp, S52 ........................ 41
Switch for temporary increase of engine speed...... 42
2 Scania CV AB 2002, Sweden 03:02-01

Contents
Functions Emergency stop ...................................................... 43

Engine speed control .............................................. 44
Torque limitation .................................................... 51
Cruise control ......................................................... 54
Speed limitation...................................................... 55
Adjusting idling speed............................................ 56
Governor type ......................................................... 56
Warning system General ................................................................... 57

Shutdown test ......................................................... 58
Fault codes.............................................................. 59
Fault code memory ................................................. 60
Limp-home mode ................................................... 60
Interaction with other systems ABS/TC and EBS ................................................... 61

Opticruise ............................................................... 61
Automatic gearbox ................................................. 61
Exhaust brake ......................................................... 62
Retarder .................................................................. 62
Articulation control ................................................ 62
PWM signals .......................................................... 63
CAN Communication............................................. 64
03:02-01 Scania CV AB 2002, Sweden 3

Important
Important
The safety precautions and warnings in the work

description must be read thoroughly before any
work is carried out.
Using only the work description as a basis for
the work is not permitted.

General
General
This booklet describes the EDC MS5. EDC is an
acronym for Electronic Diesel Control.
EDC MS5 is an electronic system for
controlling fuel volume and injection timing.
EDC MS5 is fitted to vehicles with an injection
pump.
More information on the fuel system can be
found in the following service booklets:
• Fuel system, function description, 03:01-01
• Fuel system, work description, 03:01-02
• Injector for in-line pump system, function
and work description, 03:01-03

General
Fuel quantity and injection timing
The EDC MS5 determines the fuel volume to

supply to the engine. In certain cases, the EDC
MS5 also determines the injection timing. This
control of the injection means that we can
optimise the combustion, which in turn leads to
cleaner exhaust gases and lower fuel
consumption.
The control unit is the brain of the EDC

system. The control unit processes the
information from both the sensors and the
components that are part of the EDC system
and also from the control units in other
systems. Refer to illustration.
When the control unit has processed the

information, it sends signals to the
electronically controlled injection pump
governor. The signals control the injection of
the fuel.
The EDC system makes possible such

functions as cruise control, hand throttle, speed
limiter, smoke limiter and a special cold start
programme.

Communication in the EDC system
Communication in the EDC system

The EDC control unit is the brain of the EDC system. Below you can see which components the control
unit communicates with and the direction of the information flow.
1 2 3 4 5 6 7 8 9
ON
ACC
EDC
RES
RET OFF
23
PC 10
DIAGNOS
OPTICRUISE
22
R
N
D
21 EDC 11
20
ARTIC
CONTROL
12
19 RET
ABS/TC
118 424
18 17 16 15 14 13
1 Supply relay 13 Charge air pressure sensor

2 Accelerator pedal sensor 14 Two engine speed sensors
3 Brake pedal switches 15 Needle movement sensor
4 Clutch pedal switch 16 Fuel valve
5 Control for cruise control 17 Governor
6 Tachograph (speed) 18 ABS/TC, EBS
7 Warning lamp for EDC (truck) 19 Retarder
8 Warning lamp for EDC (bus) 20 Articulation control system
9 Diagnostics switch with lamp 21 Exhaust brake
10 Diagnostic socket for PC 22 Automatic gearbox
11 Coolant temperature sensor 23 Opticruise
12 Charge air temperature sensor

Components on the engine
Component locations on a 9-litre

engine
1 2 3 4
6
9 5
5a 6a
1 Junction box connecting the EDC control

unit to the EDC components on the engine
2 Needle movement sensor
3 Charge air pressure and temperature
sensor
4 Coolant temperature sensor
5 Auxiliary engine speed sensor (5a on bus)
6 Main engine speed sensor (6a on bus)
7 Governor (control rack position sensor and
setting solenoids for fuel volume and
injection timing)
8 Fuel valve
9 Injection pump

Component locations on a 12-litre Component locations on a 14-litre

engine engine
3 5 6 7 8 9
2
1
4 4
5 3
2
6
1
1 Junction box connecting the EDC control unit

to the EDC components on the engine
1 Junction box connecting the EDC control 2 Needle movement sensor
unit to the EDC components on the engine
2 Charge air pressure and temperature sensor
(may also be two separate sensors) 4 Charge air pressure and temperature sensor
(may also be two separate sensors)
3 Auxiliary engine speed sensor
5 Main engine speed sensor
4 Fuel valve
6 Auxiliary engine speed sensor
5 Injection pump
7 Governor (control rack position sensor and
6 Governor (control rack position sensor, main setting solenoids for fuel volume and injection
engine speed sensor and setting solenoid for timing)
fuel volume)
8 Fuel valve
9 Injection pump

Governor E15
The injection pump governor is described here. 2 1
The injection pump is described in the service
booklet Fuel system, function description,
03:01-01.
The EDC control unit communicates with the
following components of the injection pump
governor:
• One control rack position sensor
118 430
• One fuel volume setting solenoid
• One injection timing setting solenoid On 9
and 14-litre engines. 1 Governor to regulate the fuel volume
2 Injection pump
• One main engine speed sensor. Only in
vehicles with 12-litre engines is this
located in the governor. The section
’Engine speed sensors’ describes the main
engine speed sensor in vehicles with 9 and
14-litre engines.
The components above control the control rack.
The components are described below. 2 1
118 429
1 Governor to regulate the injection timing

and fuel volume
2 Injection pump

Control rack position sensor

The control rack position sensor informs the
EDC control unit about the control rack
position.
The control rack position sensor consists of an
iron core, a measuring coil and a reference coil.
The measuring coil signal reports the control
rack position. The signal changes when the
control rack moves.
The reference coil signal allows the control unit
to compensate for external factors, such as
03_0573
temperature, that affect the measuring coil
signal. The reference coil signal is not affected
by the motion of the control rack.
1 Iron core
2 Measuring coil
3 Control rack
4 Reference coil

Setting solenoid for fuel volume 3 2
The setting solenoid for fuel volume pushes the

control rack towards full throttle position. The 1
setting solenoid works against the return spring
that tries to force the control rack back.
The setting solenoid receives +24 V from the
supply relay and is earthed via EDC control
unit pins 1 and 2.
The control unit regulates the current through
118 423
the solenoid and thus controls the control rack.
Increasing the current pushes the control rack
towards full throttle position and vice versa. 1 Setting solenoid for fuel volume
2 Return spring
If the circuit is broken, the control rack is 3 Control rack
forced to the stop position by the return spring.

Injection timing setting solenoid 3
The injection timing setting solenoid is only 1
fitted in certain governors. It turns the prestroke 2

shaft toward earlier injection timing. It works
against the return spring that tries to turn the
prestroke shaft back.
The setting solenoid receives +24 V from the
supply relay and is earthed via EDC control
unit pins 3 and 4.
118 422
The control unit regulates the current through
the solenoid and thus controls the prestroke
shaft. If the current increases, the prestroke
1 Injection timing setting solenoid
shaft is turned towards earlier injection timing
and vice versa. 2 Return spring
3 Prestroke shaft
If the circuit is broken, the prestroke shaft is
turned back by the return spring, resulting in
delayed injection timing.
03_0799
The injection timing setting solenoid turns the

prestroke shaft toward earlier injection timing.

Main engine speed sensor

The main engine speed sensor in the governor
senses when a pulse wheel mounted on the
injection pump camshaft is rotating.
If the EDC control unit detects a fault, fault
code 12 is generated.
Note: The sensor is sensitive to polarity
reversal and the pins must be connected as
indicated below.
Pin 21— signal voltage.
Pin 13 — earth.
More information about the following can be
found in the section 'Engine speed sensors':
• Main engine speed sensor T74. This is
fitted in vehicles with EDC MS5 and 9 or
14 litre engines.
• Main engine speed sensor interaction with
auxiliary engine speed sensor.


Engine speed sensors

The EDC system contains two engine speed
sensors: main engine speed sensor and
auxiliary engine speed sensor. The sensors are
inductive.
For safety reasons, the control unit acts
according to the sensor reading the highest
116 744
engine speed.
If the control unit does not receive a signal
from one of the sensors, the engine torque will
be limited. If the signal returns, the engine will
operate normally again.
If the control unit receives no signal from either
sensor, the engine will not start; if the engine is
running, it will be switched off.
Both sensors are described in more detail on
the next page.

Main engine speed sensor T74 (in Auxiliary engine speed sensor T75
flywheel housing)
The auxiliary engine speed sensor senses the
teeth of the starter motor ring gear when the
Note: Main engine speed sensor T74 is only in flywheel is rotating. In this way, the control
vehicles with 9 or 14-litre engines. The main unit can also calculate the engine speed.
engine speed sensor in vehicles with 12-litre
engines is described in the section ’Governor The control unit senses the voltage from the
E15’. sensor between pins 22 and 17.
If the control unit detects a fault, fault code 13
There are holes along the edge of the flywheel. is generated.
The main engine speed sensor senses the holes
when the flywheel rotates and sends impulses Note: The sensor is sensitive to polarity
from each hole to the EDC control unit. In this reversal and the pins must be connected as
way, the control unit can calculate the position indicated below.
and speed of the engine.
Pin 22 — signal voltage.
The control unit senses the voltage from the
main engine speed sensor between pins 21 and Pin 17 — earth.
13.
If the control unit detects a fault, fault code 12
is generated.
Note: The sensor is sensitive to polarity
reversal and the pins must be connected as
indicated below.
Pin 21 — signal voltage.
Pin 13 — earth.

Fuel valve V45

The fuel valve is a solenoid valve that is open
when the power supply is switched on with the
ignition key. Therefore the voltage should be
on when bleeding the fuel system.
The fuel valve receives +24 V from EDC
03_0800
control unit pin 14 and is earthed to the chassis.
The fuel valve is described in more detail in the
service booklet Fuel system, Function
description, 03:01-01.

Needle movement sensor T76

The needle movement sensor integrated in the
injector senses when the nozzle needle opens to
allow fuel to be injected into the cylinder. It is
used in engines with variable injection timing.
Only one of the engine’s injectors (cylinder 1)
is equipped with a needle movement sensor.
The sensor is of inductive type. It is magnetized
by current from the control unit.
The needle movement sensor receives voltage
from EDC control unit pin 32 and is earthed via
03_0779
pin 17.

Charge air pressure and

temperature sensors
The charge air pressure and temperature
sensors may either be integrated into a single
component (T47) or consist of two separate
components (T31 and T32). However, the
107 456
function of the sensors is the same.
The sensors are described on the next page.
T47 — the combined charge air pressure and
temperature sensor.
03_0768
T31 — the charge air pressure sensor.
03_0769
T32 — the charge air temperature sensor.

Charge air pressure sensor, T47 or T31 Charge air temperature sensor, T47 or
T32
The charge air pressure sensor detects the
absolute pressure in the intake manifold, i.e. The sensor for charge air temperature senses
the atmospheric pressure plus the positive the temperature in the intake manifold. The
pressure provided by the turbocharger. EDC control unit uses the signal from the
sensor to finely adjust the fuel quantity so that
The EDC control unit uses the signal from the black smoke is not produced. The warmer the
sensor to limit the fuel quantity when the charge air, the less fuel the control unit allows
charge air pressure is under a certain level. The out to the unit injectors.
lower the pressure, the less fuel the control unit
allows the injection pump to distribute. Black The sensor is of the NTC type, with means that
smoke is avoided in this way. the resistance is temperature dependent. If the
temperature increases, the resistance in the
The sensor receives a supply voltage of +5 V sensor drops.
from the EDC control unit pin 33 and is earthed
through pin 13. The sensor is earthed via pin 13. The control
unit detects the voltage level between pins 13
The control unit pin 36 receives a signal and 55.
voltage from the sensor. The signal voltage is
directly proportional to the charge air pressure. If the voltage is outside a given range, the
High pressure gives high voltage and vice control unit operates after a pre-programmed
versa. temperature value — while at the same time
generating fault code 15.
If there is a fault with the signal, the control
unit operates after a pre-programmed pressure The engine will then respond more slowly than
value — while at the same time generating normal to throttle actuation in cold conditions,
fault code 16. as the white smoke limiter will not be operating
correctly.
As a safety precaution, the engine torque is
then limited.

Coolant temperature sensor T33
The coolant temperature sensor affects the fuel

quantity when starting the engine. It also
affects the engine idling speed and maximum
engine speed when the engine is cold.
If the coolant temperature sensor senses that
106132
the engine is cold when attempting to start
(cold start), the following will occur. If the
engine does not start within 2 seconds, the fuel
quantity injected will successively increase
until the engine starts.
Directly after a cold start, the engine speed is
limited to 1000 rpm in order to protect the
engine — the engine idling speed is raised to
600 rpm.
The length of time engine speed limitation is
engaged varies depending on the coolant
temperature:
Below +10 °C 30 seconds

Above +20 °C 3 seconds
The idling speed returns to normal when the

coolant has reached 50 °C.
The sensor is earthed via pin 13. The EDC
control unit detects the voltage level between
pins 13 and 53.
If the voltage is outside a given range, the
control unit operates after a pre-programmed
temperature value — while at the same time
generating fault code 14.
The engine will then have poorer cold start
characteristics, the engine idling speed is raised
to 600 rpm and it cannot be adjusted.

Junction box
The junction box on the engine connects the
engine’s EDC components with the chassis
electrical system. The box protects the
connectors from dirt and mechanical damage.
All EDC components on the engine are
equipped with cables that fit into the junction
box.
03_0780

EDC control unit E12
EDC control unit E12 adjust it with the control for cruise control
instead.
Note: It is important that the control unit The work description 03:02-02, EDC MS5 for
casing is properly earthed. Inside the control injection pump, shows which of the above you
unit is an interference suppressor that requires can set in different control unit versions.
perfect earthing in order to function correctly.
Every time the control unit is configured, the
date and VCI identification number are stored
In trucks, the EDC control unit is located in the in the memory of the control unit. This is the
central electric unit. In buses, the EDC control equivalent of security sealing.
unit is located in the rear left-hand corner of the
body.
Function of the EDC control unit

The EDC control unit collects information
which it then processes into signals that control
the fuel valve and the injection pump governor.
The control unit contains two microprocessors.
One is used mainly for calculation of fuel
volume and the other for calculation of
injection timing and fault diagnosis.
We know that the electrical system of the
vehicle has a system voltage of +24 V and is
earthed via the chassis.
The control unit converts the system voltage to
a lower voltage of approximately 5 V, which it
then supplies to the sensors, etc. These sensors
are always earthed through the control unit.
The Scania Programmer can be used to
configure the control unit according to the
bullets below.
• Setting the Limited Hand Throttle
function.
• Setting the Fixed Engine Speed function.
• Set whether the following functions can be
used for engine speed control while a gear
is engaged: Normal Hand Throttle, Limited
Hand Throttle, Raised Idling speed and
Fixed Engine Speed.
• Setting maximum vehicle speed
• Setting a second vehicle speed limit
• Selecting type of governor (RQ or RQV)
• Adjusting idling speed or selecting to

EDC control unit, connections

The EDC control unit is connected to the other
components of the EDC system via a 55-pin
connector. Refer to illustration.
19
55
37
18
54
36
17
35
53
16
52
34
15
51
33
14
50
32
13
31
49
12
48
30
11
47
29
10
46
28
9
45
27
8
26
44
7
43
25
6
42
24
5
41
23
4
40
22
3
21
39
2
38
20
118 217
1
The EDC control unit with the 55-pin connector.

How the pins are connected is shown below. 23 Input signal for the Limited Hand
Throttle and Fixed Engine Speed
1 Earthing the fuel volume setting functions. The Limited Hand Throttle
solenoid. function is activated when the pin is
2 Earthing the fuel volume setting earthed. When pin 41 is earthed at the
solenoid. same time, the Fixed Engine Speed
function is activated instead.
3 Earthing the injection timing setting
solenoid. 24 Input signal from brake pedal switch 2.
The control unit interprets an earthed
4 Earthing the injection timing setting pin as a depressed brake pedal.
solenoid.
25 Input signal from the emergency shut-
5 Not used. off switch. An earthed pin will result in
6 Not used. an emergency stop of the engine
7 Not used. 26 Input signal from the clutch pedal
8 Not used. switch. The control unit interprets an
earthed pin as a depressed clutch pedal.
9 Input signal from the control rack
position sensor measuring coil. 27 Input signal from the potentiometer in
the accelerator pedal sensor. The pin
10 Input signal from the control rack
receives a signal voltage of
position sensor reference coil.
0.25-4.00 V. The signal voltage
11 Power supply to the control rack depends on how much the throttle pedal
position sensor. is depressed.
12 Not used. 28 Not used (output signal for engine
13 Earth for sensor. speed).
14 +24 V supply to the fuel valve. 29 PWM signal. Output signal for throttle
15 +24 V supply from the supply relay to actuation.
the control unit. 30 CAN communication, L cable.
16 +24 V supply from the supply relay to 31 CAN communication, H cable.
the control unit. 32 Input signal from the needle movement
17 Earth for sensor. sensor.
18 Earthing of the control unit to the 33 5 V supply to the charge air pressure
chassis. sensor.
19 Earthing of the control unit to the 34 The Torque Limiter 2 function is
chassis. activated when the pin is earthed. When
20 +24 V input signal from the diagnostic pin 35 is earthed at the same time, the
switch. +24 V output signal for Torque Limiter 3 function is activated
activation of the diagnostic and instead.
indicator lamps. 35 The Torque Limiter 1 function is
21 Input signal from the main engine speed activated when the pin is earthed. When
sensor. pin 34 is earthed at the same time, the
Torque Limiter 3 function is activated
22 Input signal from the auxiliary engine instead.
speed sensor.
36 Input signal from the charge air
pressure sensor. The pin receives a
signal voltage of 0.33-4.66 V.
37 Not used.
38 Not used.

39 Input signal from the throttle actuation 54 Not used.

switch. If the pin is grounded, the 55 Input signal from the charge air
control unit interprets the accelerator temperature sensor. The control unit
pedal as being depressed. detects the voltage level (0.44-4.94 V)
40 Input signal for disengagement of the between pins 55 and 13.
cruise control. +24 V applied to the pin
disengages the cruise control.
41 Input signal for the Raised idling speed
function. If the pin is earthed, the
Raised Idling function is activated. If
pin 23 is earthed at the same time, the
Fixed Engine Speed function is
activated instead.
42 Input signal for idle speed request.
+24 V applied to the pin gives idling
speed.
43 Input signal from brake pedal switch 1.
If the earthing connection is broken, the
control unit interprets the brake pedal as
being depressed.
44 Input signal from the control for the
cruise control. The control unit senses
the voltage level across pins 44 and 13.
In vehicles without cruise control, the
pin is connected to a resistor. The
control unit interprets the voltage
between pins 44 and 13 as the ON
position for the control for cruise
control.
45 +5 V supply to the potentiometer in the
accelerator pedal sensor.
46 Output signal for activation of the
supply relay. The pin earths the relay.
47 +24 V input signal from the starter lock
when the key is in the drive position.
48 Diagnostics cable K.
49 Diagnostic cable L.
50 Not connected. (Input signal for speed
limiter 2. +24 V applied to the pin
activates Speed Limiter 2).
51 Input signal for vehicle speed from
tachograph output D3.
52 Not used. (PWM signal. Input signal for
engine control).
53 Input signal from the coolant
temperature sensor. The control unit
detects the voltage level (0.44-4.94 V)
between pins 53 and 13.


This text is only here to create an extra page...

Components in the driver area
Components in the driver Component locations, bus

area 10
Component locations, truck

9
4 5 6 7 8 9
8
7
6
5 4 3 2 1
106 122 1 Diagnostics switch with lamp

3 2 1
2 The control for cruise control

1 Accelerator pedal sensor 3 Clutch pedal switch
2 Brake pedal switches 4 Brake pedal switches
3 Clutch pedal switch 5 Accelerator pedal sensor
4 The control for cruise control 6 Warning lamp for EDC
5 Tachograph (speed) 7 Tachograph (speed)
6 Diagnostics switch with lamp 8 Switch for temporary raising of the engine
7 Warning lamp for EDC speed (Fixed Engine Speed function)
8 Supply relay 9 Diagnostic socket for PC
9 Diagnostic socket for PC 10 Supply relay

Supply relay R34
The supply relay acts as the main switch for the

EDC system. The EDC control unit is supplied
with voltage by the supply relay. The control
unit controls the relay itself and this gives it RP14 RP15 RP16 RP17 RP18 RP19 RP20 RP21 RP22 RP23
control over the system. If the relay releases, RP7 RP8 RP9 RP10 RP11 RP12 RP13
the engine will stop.

When the starter voltage is turned on using the RP1 RP2 RP3 RP4 RP5 RP6
starter key, voltage is applied to the control unit

pin 47 with the battery voltage of +24 V. The
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
control unit then earths pin 46, the supply relay

is activated and the control unit is supplied with
+24 V on pins 15 and 16. Location of supply relay in central electric unit.
The central electric unit is the same in both
trucks and buses.
116 342
Location of supply relay and central electric
unit, truck. The location of the central electric
unit varies in buses.

Accelerator pedal sensor — B25, B26 and D35
The accelerator pedal sensor consists of the Accelerator pedal and accelerator pedal
following three components. sensor, truck
• A potentiometer.
1
• A throttle actuation switch
• A kick-down switch
The potentiometer informs the EDC control
unit of the accelerator pedal position. The
potentiometer receives a supply voltage of
approximately +5 V from control unit pin 45
and is then earthed via pin 17. The sensor
supplies a signal voltage to control unit pin 27.
The voltage is directly dependent on how much
the accelerator pedal is depressed. At 2.7 V, the
116 356
control unit interprets the voltage as a request
for full throttle. Voltages above 2.7 V do not
result in higher engine power. 1 Accelerator pedal sensor.
The throttle actuation switch informs the

control unit pin 39 if the accelerator pedal is
fully released or depressed. When the pedal is
fully released, the throttle actuation switch is
open. The control unit interprets this as a
request for idling speed. The throttle actuation Accelerator pedal and accelerator pedal
switch closes when the pedal is pressed down sensor, bus
and earths pin 39 on the control unit.
The kick-down switch is activated when the
accelerator pedal is pressed from full throttle to
the kick-down position. However, the EDC
system does not utilise the signal from the
kick-down switch. The signal can be used by
other systems however — for example
Opticruise and automatic gearboxes.
116 357
1 Accelerator pedal sensor.

Control for cruise control S51
The different voltage levels of the cruise control

functions.

Brake pedal switches B1 and B34
Two brake pedal switches sense when the brake Pedals, truck
pedal is depressed. In buses, the switches are
integrated into one single component
designated B1. In trucks, the switches are
designated B1 and B34. The switches are
connected so that one opens and the other
closes when the pedal is depressed. They
switch at the same time when the pedal is
lightly pressed, i.e. at the start of pedal travel. 1
The switch that opens when the pedal is 2

depressed is called brake pedal switch1 and the
switch that closes is called brake pedal
switch 2.
Brake pedal switch 1 is connected between the
EDC control unit pin 43 and chassis earth.
When the brake pedal is pressed down, the
ground connection to pin 43 is broken.
116 249
Brake pedal switch 2 is connected between
control unit pin 24 and chassis earth. When the
pedal is depressed, pin 24 is earthed. 1 Brake pedal switch 1
2 Brake pedal switch 2
Brake pedal and service brake valve, bus
1 Service brake valve containing brake pedal

switches 1 and 2.

Clutch pedal switch B32

The clutch pedal switch senses when the clutch
pedal is depressed. Pedals, truck
The switch is connected between the EDC

control unit pin 26 and chassis earth. When the
pedal is depressed, the switch closes and earths
pin 26.
116 250
1 Clutch pedal switch. The clutch pedal and
its switch look the same in buses.

Tachograph O4
The tachograph gives the EDC control unit
information about vehicle speed. Vehicle speed
sensing is a prerequisite for certain functions
such as cruise control, speed limiter and engine
speed control.
If the control unit does not receive a signal
from the tachograph, it will then operate
according to the pre-programmed speed
15 km/h.
17_0121
The speed signal is applied to control unit
pin 51.

Indicator lamp for EDC, W27 or W502
The EDC warning lamp comes on for a few

seconds when the starter voltage is switched on
with the starter key and also when the engine is
1 2 EDC
switched off.
06 448
When starter voltage is switched on, the
warning lamp comes on for a few seconds to
check that it is intact. Warning lamp for EDC, truck, W27
When the engine is switched off, the warning

lamp comes on while the EDC control unit
carries out a functional check of the EDC
system. When the check is completed, the
STOP
supply relay releases and the warning lamp s
goes out. Sometimes, the warning lamp may
flash as part of the functional check; this is not 15
a fault. 1 2 10 20
When the engine is running, the warning lamp 0

1/2
1 40
80 100
120 5 25
should normally be off. If there is a fault in the r/min x 100
EDC system, the warning lamp comes on. 0 30

6 6
0 12 0 12
The indicator lamp receives +24 V from 1 2
113 178
Warning lamp for EDC, bus, W502.

Diagnostics switch with lamp, S52

Using the diagnostics switch, it is possible to
extract fault codes that may be stored in the
EDC control unit memory. The fault codes are
flashed out on the lamp. This switch is also
used to clear fault codes.
The switch is connected between +24 V battery
voltage and control unit pin 20. The switch,
which is spring-loaded, closes when pressed.
The diagnostic lamp receives +24 V from
Pressing in the switch supplies voltage to the
lamp.
More about the diagnostics switch, e.g. how to EDC
interpret the flash codes, can be found in the

section Warning system.
EDC
The diagnostics lamp is connected in parallel ETC
116 532
with the EDC warning lamp and therefore, both
lamps are always on at the same time.
Two types of diagnostics switch, truck.
116 533
Diagnostics switch, bus

Switch for temporary raising of the engine speed (Fixed Engine Speed
function)
Buses may have a separate switch for the Fixed

Engine Speed function. Refer to illustration.
The engine speed on a stationery bus can be
raised temporarily by activating the switch. The
gearbox must then be in neutral and the parking
brake applied.
The function is disengaged using the brake
pedal, or if fitted, the clutch pedal, exhaust
brake or retarder.
The Scania Programmer can be used to
reprogram the fixed engine speed. More
information on the function can be found in the
section ’Fixed Engine Speed’.

Functions
Functions
Emergency stop
The emergency stop function makes it possible
to stop the engine quickly in emergencies such
as an accident when operating a crane.
When the function Emergency stop is
activated, the engine is immediately switched
off if the vehicle is standing still. When
driving, the throttle actuation is reduced to
idling speed but the engine is not switched off.
This allows the continued use of power steering
for example.
The emergency stop is activated when EDC
control unit pin 25 is earthed. Engagement of
the emergency stop function is set at the EDC
factory; see work description 03:02-02,
EDC MS5 for injection pump. 25
In buses, there is a stop button in the engine
118 224
compartment central electric unit connected to
pin 25.
The Emergency Stop function is activated when
In control units manufactured until April 1996, pin 25 is earthed.
fault code 37 is generated each time the
emergency stop is used.

Functions
Engine speed control
Engine speed control is a name common to

four different functions which are used to
control engine speed. The functions are
designated as follows:
Normal hand throttle, mod 0
Limited hand throttle, mod 1
Raised idling speed, mod 2
Fixed engine speed, mod 3
In normal cases, Normal hand throttle will be
used. This means that the engine does not have
any special engine speed restrictions.
The remaining engine speed functions are
activated when EDC control unit pins 23 and EDC
41 are earthed in different combinations.
23 41
118 220
If you want to activate the functions, the pins
can be earthed via a connector located in the
central electric unit. See work description The function is selected by — in different
03:02-02, EDC MS5 for injection pump. combinations — earthing EDC control unit
pins 23 and 41.
It is possible to connect an extra electrical
system, so that the correct function is
automatically activated when the unit for the
extra system is used.
If several of the functions need to be used, the
control unit pins can be earthed in different
combinations via a switch. More information
on this can be found in the work description
03:02-02, EDC MS5 for injection pump.
For a description of how the engine reacts
when each function is activated, see below.

Functions
Normal hand throttle (mod 0) Conditions that must be fulfilled before engaging the
function
The Normal hand throttle function operates so
that the engine maintains the engine speed that
is selected with the control for the cruise EDC
control. The function operates in a similar way
to the cruise control — the difference being 23 41
that Normal Hand Throttle regulates the engine
118 220
speed rather than the vehicle speed. • EDC control unit pins 23 and 41 must not be
earthed.
The engine speed can be regulated between 500
and 2000 rpm. • The control for the cruise control must be in the
ON position.
To enable the engine to maintain the selected
engine speed, the EDC control unit controls the • The vehicle may not be driven at a speed greater
fuel injection after first having processed than 10 km/h.
signals from the engine speed sensors.
How to select the required engine speed
• Press RES, the engine will maintain the

previously selected engine speed.
• First press ACC or RET to select a new engine
speed.
Then press RES for at least 3 seconds to store the

engine speed.
How to change to idling speed
• Press OFF
or
• depress the brake or clutch pedal
or
• activate the exhaust brake or the retarder.

Functions
Limited hand throttle (mod 1) Therefore, before using the function, the function
engagement should always be tested. Earth the pin as
Using the Limited hand throttle function, it is below. Press ACC and then RES for three seconds to
possible to select an engine speed and an engine set the upper limit according to the Scania
torque that the engine cannot exceed. The upper Programmer.
limits can be selected within the following ranges:
• 700—2000 rpm
• minimum 200 Nm, maximum, the maximum EDC
engine torque available 23 41
In this way, a unit attached to the power take off can
118 222
be protected from overloading for example.
• Earth pin 23 and ensure that pin 41 in not
The characteristics above are set using Scania earthed.
Programmer. Using Scania Programmer, it is also
possible to select whether or not the accelerator pedal How to set an engine speed below the upper limit
can affect the vehicle when the Limited hand throttle
• First press ACC or RET to select a new engine
is activated.
speed.
Then press RES for at least 3 seconds to store the

engine speed.
Conditions that must be fulfilled before engaging the

function
• The control for the cruise control must be in the

ON position.
• The vehicle may not be driven at a speed greater
than 10 km/h.
How to set the upper limits for engine speed and
engine torque
• Set the upper limits for engine speed and engine

torque in Scania Programmer.
How to activate the upper limits for engine speed and
engine torque
IMPORTANT! By reducing the engine speed limit

using the Scania Programmer and earthing the pin as
shown below, the engine speed will still increase to
the speed that was set previously. Therefore it can
exceed the maximum limit set using Scania
Programmer.

Functions
Raised idling speed (mod 2) How to re-engage the lower limit
Using the Raised idling speed function, it is • If pin 41 is already earthed, only ON needs to
possible to select an engine speed that the be pressed, followed by RES.
engine must never be below. In this way, it is
possible, for example, to fill the compressed air • If pin 41 is not earthed, the pin only needs to be
system or run the engine until warm. The earthed.
function can also be used in vehicles equipped
with a cement mixer.
The lower engine speed limit is set with the
control for the cruise control — between 500
and 800 rpm.
Conditions that must be fulfilled before

engaging the function
• The control for the cruise control must be

in the ON position.
How to activate the lower limit for the engine
speed
EDC
23 41
118 222
• Ensure that EDC control unit pin 23 is not

earthed and earth pin 41. The engine speed
will now not drop under the limit that was
previously set.
• Allow the vehicle to idle and set a new
lower limit by first pressing ACC or RET.
Then press RES for at least 3 seconds to

store the engine speed.
How to change to normal idling speed
• Press OFF or unearth pin 41.

Functions
Fixed engine speed (mod 3) Conditions that must be fulfilled before engaging
the function
The fixed engine speed function can, using the
Scania Programmer, be set with the following • The vehicle may not be driven at a speed
two limits for the engine. greater than 10 km/h.
• An engine torque that the engine cannot How to set the engine speed and the upper limit for
exceed. The engine torque can be regulated engine torque
between 200 and 2000 Nm.
• Set the engine speed and the upper limit for
• An engine speed that the engine must engine torque in Scania Programmer.
maintain. The engine speed can be
regulated between 600 and 2000 rpm. How to activate the engine speed and the upper
limit for engine torque
When these functions are active, the vehicle
cannot be affected by using the accelerator or
the control for the cruise control. The function EDC
can be used when work requiring high
precision is required. i.e. when a crane with a 23 41
long reach is to be used.
118 223
• Earth EDC control unit pins 23 and 41.
How to change to idling speed
• Depress the brake or clutch pedal

or
• activate the exhaust brake or the retarder.
How to re-engage the limits
• Break the earth connection to EDC control

unit pins 23 and 41 and then re-earth them.

Functions
Overview of engine speed control

Shut off criteria
Mod 0 Mod 1 Mod 2 Mod 3
OFF Yes Yes Yes No
>10 km/h Yes Yes No Yes
Brake pedal Yes Yes No Yes
Exhaust brake Yes Yes No Yes
Retarder Yes Yes No Yes
Clutch pedal Yes Yes No Yes
Emergency stop function Yes Yes Yes Yes
Activation of engine speed control

ACC, RET or RES Yes Yes Yes No
How to store an engine speed

RES for 3 seconds Yes Yes Yes No
Scania Programmer . No No No Yes
Engine speed range (rpm) 500—2000 500—2000 500—800 600—2000
What can be set using the Scania Programmer

Maximum engine speed No Yes No Yes
Maximum torque No Yes No Yes
Can the accelerator pedal be used when No Yes No No
engine speed control is active
Can the engine speed control be used Yes Yes Yes Yes
when a gear is engaged

Functions

Functions
Torque limitation
Torque limitation is a collective term for four

different functions, all of which limit the torque
of the engine. The functions are designated as
follows:
No torque limitation, mod 0
Torque limiter 1, mod 1
Normally it is the function No torque limitation
that is used. This means that the engine does
not have any special restrictions.
The remaining functions are activated when
EDC control unit pins 34 and 35 are earthed in
different combinations. EDC
Connection of the functions is already factory 34 35
118 225
prepared. Information on how to engage the
functions can be found in Work description
EDC MS5 for injection pump. For a The function is selected by — in different
description of how the engine reacts when each combinations — earthing EDC control unit
function is activated, see below. pins 34 and 35.

Functions
No torque limitation (mod 0) Torque limiter 1 (mod 1)

When the No torque limitation function is When the Torque limiter 1 function is
connected, the engine torque curve is activated, the torque curve of the engine is
normal — no special limits are activated. traditionally peaked. This torque curve may
give the sensation that the pulling power
Nm increases when the engine speed decreases, i.e.
on an uphill slope.
Nm
107 460
The engine runs according to the torque curve

'No torque limitation (0)' when EDC control
unit pins 34 and 35 are not earthed.
'Torque Limiter (1)' when EDC control unit
pin 34 is not earthed and pin 35 is earthed.
EDC
34 35
118 225
EDC
34 35 118 226

Functions
Torque limiter 2 (mod 2) Torque limiter 3 (mod 3)

The Torque limiter 2 function limits the engine The Torque limiter 3 function gives a torque
torque to 700 Nm for engine speeds up to curve with a so called early breakaway. The
1000 rpm. At higher engine speeds, the torque engine torque begins to decrease at 1000 rpm
limit decreases slightly. and disappears completely at 1400 rpm. The
function can be used as an alternative to the
Nm engine speed control function Limited hand
throttle if one wants to protect a power take-off
for example.
Nm
107 387
r/min
107 388
The function is used on vehicles equipped with
r/min
a torque converter with gear-changing clutch
combined with a manual gearbox. It is
connected so that the function is active when The engine runs according to the function
the clutch pedal is depressed. It is designed to ’Torque Limiter (3)’ when EDC control unit
protect the clutch from overheating. pins 34 and 35 are earthed.
’Torque Limiter (2)’ when EDC control unit
pin 34 is earthed and pin 35 is not earthed. EDC
34 35
EDC
118 228
34 35
118 227

Cruise control

Functions
Speed limitation
It is possible to programme two different speed

limits: Maximum speed and Speed limit 2. The
speed limits are programmed using Scania
Programmer.
Below is a more detailed description of the two
speed limits.
Maximum speed Speed limit 2

The EDC control unit continuously receives Speed limit 2 means that it is possible — using
information about the vehicle speed from the Scania Programmer — to pre-set a speed limit
tachograph. When the maximum speed is that is lower than the maximum speed. The
reached, the control unit cuts in and limits lower speed limit can, for example, be used in
throttle actuation so that the speed is refuse vehicles fitted with an external platform.
maintained. Speed limit 2 can then be activated when
someone is standing on the platform.
When driving at the set maximum speed, it is
possible to temporarily increase the engine The default value for Speed limit 2 is 70 km/h
speed if the clutch pedal is depressed. This when a new EDC control unit is installed in a
function is present to facilitate downshifting vehicle.
while engine braking.
Speed limit 2 is activated by applying +24 V to
EDC control unit pin 50.
EDC
50
118 229
+24V

Functions
Adjusting idling speed Governor type

The idling speed can be adjusted between 500 There are two different types of governor: RQ
and 700 rpm. Adjustments can be made using and RQV. When choosing governor type it
the control for cruise control . If the vehicle is must be decided how the EDC control unit
not fitted with a control for cruise control, the should interpret the signals or messages from
idling speed can be adjusted using the Scania the accelerator pedal. Below is an explanation
Programmer or by manufacturing adapter of the difference between RQ and RQV.
wiring. See Work description 03:02-02,
EDC MS5 for injection pump, for a description • RQV = the throttle pedal requests a certain
of how to adjust the idling speed. engine speed. RQV is used in most
vehicles and is also pre-programmed in
control units that are ordered as parts.
• RQ = the throttle pedal requests a certain
torque. RQ is used in buses equipped with
automatic gearbox. If a new control unit is
ordered, it must be reprogrammed to RQ.
RQ combined with Opticruise can give

smoother gear changes when the engine
load is low.
The governor type can be programmed into the
control unit using Scania Programmer.

Warning system
Warning system
General
If a fault occurs in the EDC system, one or
more of the following measures will be carried
out by the EDC control unit, depending on
what the fault is. 1 2 EDC
106 448
• The warning lamp for EDC comes on. It
will often go out on its own when the fault
ceases. Sometimes, however, it may be Warning lamp for EDC, truck
necessary to switch the starter voltage off
and on to get the lamp to go out.
• Functions like cruise control and hand
throttle are disengaged. STOP
s
• Torque is limited.
15
• When idling, the engine runs at a slightly 1 2 10 20
higher engine speed than normal.
1/2 80 100
0 1 40 120 5 25
• The engine is switched off.
r/min x 100
0 30
The control unit carries out the above measures 6 6
0 12 0 12
in order to prevent the fault causing expensive 1 2
damage and at worst leading to uncontrolled
throttle actuation.
If the engine is not turned off, the vehicle can Warning lamp for EDC, bus.
often be driven to a workshop. It should be
remembered, however, that the system has
smaller safety margins than normal, especially
if engine output is reduced.

Warning system
Shutdown test
Every time the engine is switched off, the EDC
control unit carries out a special test of the
EDC system. While this shutdown test is
running, the warning lamp is lit. When the
check is complete, the following occurs: the
supply relay releases, the lamp goes out and
there is no power to the control unit.
If the control unit discovers a fault during the
shutdown test, the warning lamp will come on
the next time the engine is started, even if the
fault is no longer present. The control unit must
carry out a fault free shutdown test before the
warning lamp goes out.

Warning system
Fault codes
When the control unit discovers a fault, or
something which it interprets as abnormal, it
generates a fault code. The warning system can
generate approximately 30 different fault codes.
Arrangement of flashing codes

The fault codes are flashed out by the
diagnostics lamp and are arranged in a certain
way. The long flashes — of 1 second — that
come first represent units of ten. The short
flashes — of 0.3 seconds — that follow
represent units of one.
The example on the right signifies fault code 25.
A single very long flash of 4 seconds indicates

that no fault codes are stored in the memory.

Warning system
Fault code memory Limp-home mode

The EDC control unit memory has sufficient If the accelerator pedal sensor potentiometer
space to store 10 fault codes. The fault codes fails, the vehicle can be driven to a workshop in
are prioritised between themselves. If the fault limp-home mode. Limp-home mode is
code memory becomes full, higher priority activated by releasing the accelerator pedal
fault codes can be stored and lower priority once so that the EDC control unit is aware that
fault codes erased. the throttle actuation switch works.
The fault codes are stored in two different When the accelerator pedal is then depressed
places in the control unit. Erasing with the the throttle actuation switch is closed. The
diagnostics switch clears the fault codes that closed throttle actuation switch gives a throttle
are flashed out on the diagnostics lamp. actuation that equals half of full throttle.
However, the fault codes will remain stored in When the accelerator pedal is released, the
another memory that can only be accessed engine will run at idling speed.
using Scania Diagnos. Scania Diagnos can be
used to see how many times each fault has
occurred; this information can be valuable with
a loose connection for example. Scania
Diagnos is used to erase both fault code
memories at the same time.
If the memory that is only accessible by PC
becomes full, new fault codes with low priority
will not be stored even after clearing the old
fault codes using the diagnostic switch. If the
eleventh fault occurs and it has low priority, the
indicator lamp will light. The indicator lamp
lights constantly and indicates fault but the
flash code memory is empty.
If a fault already stored in the PC memory
occurs again, a flash code is generated and the
indicator lamp lights.

Interaction with other systems
ABS/TC and EBS Opticruise

The ABS/TC system influences the EDC Opticruise influences the EDC system and vice
system and vice versa. versa.
The ABS/TC control unit continuously senses The Opticruise control unit continuously
if one of the drive wheels is spinning. TC receives information from the EDC control unit
engine control is activated when the drive about data such as engine speed or accelerator
wheels spin and the throttle actuation is then pedal position.
reduced, irrespective of the accelerator pedal
position, until the drive wheels cease to spin. During gear changing, the Opticruise control
unit takes over control of the EDC system and
The EDC control unit continuously sends controls throttle actuation.
information on the accelerator pedal position to
the ABS/TC control unit.
Automatic gearbox
The EBS and ABS/TC control units
communicate with the EDC control unit in the The automatic gearbox receives information
same way. from the EDC control unit on throttle actuation
and the accelerator pedal position. When
changing gear, the automatic gearbox can
influence the throttle actuation.

Exhaust brake Articulation control

The exhaust brake influences the EDC system, The articulation control system influences the
but not vice versa. EDC system and vice versa.
When the exhaust brake is activated, a message The EDC control unit constantly sends
is sent to the EDC control unit, which then information on throttle actuation to the
de-activates the cruise control. articulation control unit.
If the exhaust brake is activated using the brake The articulation control unit can request
pedal, the throttle actuation is reduced to idling changes in throttle actuation — reduced
speed. throttle actuation or idling.
For example, the articulation control unit sends
Retarder a request that the EDC control unit should
reduce throttle actuation when the bus is
The retarder influences the EDC system and turning.
vice versa.
When the retarder is activated, a message is
sent to the EDC control unit, which then de-
activates the cruise control.
If the accelerator pedal is depressed while the
retarder is activated, the retarder will
immediately be de-activated and the vehicle
will respond to the accelerator pedal.

PWM signals
Note: A PWM signal cannot be measured —
in a reliable way — using a normal multimeter.
Use the fault codes to locate the cause of any
malfunctions instead.
PWM means that a signal is Pulse Width
U
Modulated. The pulse width may, for example,
become greater when the throttle actuation
increases.
The PWM signal is a square wave with a
constant frequency (T). The voltage level (U) is 10%
T
also constant; the variable is the activation time 100%

— calculated as a percentage — of each cycle
(the cycle is shown as 100% in the
illustrations). PWM signal at idling speed.
The PWM signal transmits very accurate

information.
T
90%
106 160
100%
PWM signal at full throttle.

CAN Communication circuit — in a special memory. This memory

can be compared to a number of radio
Note: Bodywork builders and coachbuilders receivers, all on at the same time but all set to
must not connect their own systems to the different radio stations in order to hear several
CAN network without the approval of Scania. individual radio programmes at the same time.
If any other equipment other than the factory In this way, the control unit always knows what
fitted equipment is connected, safety and is going on.
reliability can be affected.
Note: It is not possible to measure or check
CAN messages with a multimeter either. Use
the fault codes to locate the cause of any
possible malfunctions.
CAN is an abbreviation of Controller Area
Network. CAN communication is used to
reduce the number of cables in the vehicle and
at the same time increase reliability. The
communication circuit consists of two cables,
CAN H (High) and CAN L (Low).
OPTICRUISE
ABS/TC EDC
106 161
Several different systems are connected to

these two cables and in this way form a
network. CAN communication is used for
example between EDC, ABS/TC, EBS, the
retarder, Opticruise and the coordinator.
In simple terms, CAN communication is rather
like radio. The data messages that travel along
a CAN cable can be compared to radio waves
that travel through the air.
When we listen to the radio, the receiver is
tuned so that only one station can be heard at a
time. This is the only station we hear, despite
the fact that many other radio stations are
broadcasting at the same time.
A control unit does approximately the same
with the messages that travel through a CAN
cable. It listens, for example, for information
from the EDC control unit concerning the
coolant temperature, receives this value and
uses it in its calculations.
The control unit receives all the CAN messages
— that are sent through the communication

03:02-02
Issue 3 en
Work description
©
1 586 325
Contents
Contents
Renewing the EDC control unit .................................................................................. 3
Adjusting idling speed With control for cruise control ................................. 5

Without control for cruise control ............................ 5
Scania Programmer ................................................................................ 11
Activating functions ................................................................................ 13

Example of programming three fixed speeds ......... 15
External engine control ................................................................................ 17
©
Renewing the EDC control unit
Renewing the EDC control unit
Consider the following points when renewing

the EDC control unit.
IMPORTANT! The control unit can be

damaged if it is still supplied with voltage
while being unplugged. The ignition must
therefore be turned off using the starter key and
the EDC indicator lamp extinguished before
the control unit is removed.
Perform the following procedure after

renewing the control unit.
1 Carry out the necessary programming with
Scania Programmer.
2 Start the engine. Check and then erase fault
codes with Scania Diagnos.
©
©
Adjusting idling speed
Adjusting idling setting the lowest idling speed at which the

engine will run smoothly. The idling speed
speed has now been adjusted and you can release
the brake pedal. The vehicle will retain this
idling speed until someone sets a different
idling speed.
With control for cruise
control Without control for cruise
How to adjust idling speed with the control for control
cruise control is described below. The idling
speed can be adjusted between 500 and The idling speed can still be adjusted even if
700 rpm. the vehicle does not have a control for cruise
control. This can be done using an adapter
The general rule is that the idling speed should cable or Scania Programmer.
be set at the lowest engine speed where the
engine still runs smoothly. Idling speed can be adjusted using Scania
Programmer on control units with the
following hardware numbers only. 1 413 154.
Note: If the idling speed cannot be adjusted as The hardware number can be read using Scania
described below it may be because Scania Programmer.
Programmer has been selected in Scania
Programmer for adjusting the idling speed. The following page describes how to make an
Select control for cruise control instead. adapter cable and how to use it to adjust the
idling speed.
1 Run the engine until it reaches normal
operating temperature.
2 Put the control for cruise control in ON
position.
3 If the vehicle is a bus — make sure the
switch for Fixed engine speed is off.
4 Depress and hold down the brake pedal
until the following points have been
completed.
5 Press RES for at least 3 seconds. The
engine speed will now be 500 rpm this is
the basic setting.
IMPORTANT! Adjust the idling speed until

the lowest speed is attained at which the engine
runs smoothly. Never set a higher idling speed
than 550 rpm.
6 Press ACC to increase the idling speed or

RES to decrease it. Pressing once
corresponds to 10 rpm.
7 Press RES for at least 3 seconds after
©
Adapter cable
The following components will be required for
making the adapter cable:
1 402 449
2 x 815 705
813 554
2
2 x 0.75 mm
2 x 815 705
813 550
112 191
Description Part no. Qty Note

Switch 1 402 449 1 Indicator stalk with control for cruise control
Electric cable - 2 0.75 mm2, length approx. 2 m
Contact housing 813 554 1 9-pin
Contact housing 813 550 1 2-pin
Round pins 815 705 4 3.5 mm
©
Assemble the adapter cable as shown in the

sketch below.
112 203
A = indicator stalk with control for cruise
control
B = two connectors and two cables
C = connector in the central electric unit
©
Adjusting idling speed using the adapter cable
EDC 9, C508
112 276
©
IMPORTANT! Adjust the idling speed until

the lowest speed is attained at which the engine
runs smoothly. Never set a higher idling speed
than 550 rpm.
13 Press ACC to increase the idling speed or

RES to decrease it. Pressing once
corresponds to 10 rpm.
14 Press RES for at least 3 seconds after
setting the lowest idling speed at which the
engine will run smoothly. The idling speed
has now been adjusted and you can release
the brake pedal. The vehicle will retain this
idling speed until someone sets a different
idling speed.
15 Turn off the power supply with the starter
key. If this is not done, fault code 21 will
be set when the next step is carried out.
16 Remove the adapter cable and reconnect
the resistor you removed.
©
©
Scania Programmer
Scania Programmer
The following procedures can be carried out

using Scania Programmer.
• Setting the Limited hand throttle function.
• Setting the Fixed engine speed function.
• Set whether the following functions can be
used for engine speed control while a gear
is engaged: Normal hand throttle, Limited
hand throttle, Raised idling and Fixed
engine speed.
• Setting maximum vehicle speed.
• Setting a second vehicle speed limit
• Selecting type of regulator (RQ or RQV)
• Adjusting idling speed or selecting to
adjust it with the control for cruise control
instead.
It is the control unit hardware number that
determines whether the above procedures can
be performed. See the table on the next page.
The control unit hardware number can be read
using Scania Programmer.
©
Scania Programmer
Parameters Control unit hardware number

1 382 152 1 383 003 1 398 849, 1 413 154
1 427 842
Limited hand throttle
- maximum torque SP SP SP SP
- maximum engine speed - - SP SP
- accelerator pedal (disengaged or not) - - - SP
Fixed engine speed (maximum torque and SP SP SP SP

constant engine speed)
Maximum vehicle speed SP SP SP SP
Speed limiter 2 - - SP SP
Type of regulator - - SP SP
Idling speed adjustment - - - SP
Prevention of engine speed control when gear - - - SP

engaged
SP means that the parameter can be set using Scania Programmer.
©
Activating functions
This section describes how to activate the

following functions.
• Emergency stop
• Limited hand throttle
• Fixed engine speed
• Raised idling speed
• Torque limiters 1, 2 or 3
• Speed limiter 2
All the functions except Speed limiter 2 are
activated by earthing — in different
combinations — certain EDC control unit pins.
The function Speed limiter 2 is activated by
applying a +24 V voltage to EDC control unit pin
50.
On trucks, the pins are earthed via connector
C107, which is located under the central electric
unit. It is a blue 5-pin connector complete with
both contact housings factory fitted.
The illustration shows the connection between
the control unit and connector C107. The pins to
be earthed to activate each function are shown on
the next page.
Connection diagram for special functions on
Use the following parts when connecting: trucks. For busses — refer to wiring diagram in
Workshop Manual group 16.
• Cable terminal (pin), part no. 199 950
• Cables with cross-section 0.75 mm2
©
The pins in the connector to which the cables should be routed in order to activate each special
function are shown below.
The table applies to trucks only. Refer to the bus wiring diagram if you are connecting cables
on a bus.
Special function Connector pin Corresponding pin on the
EDC control unit
Emergency stop C107, pin 2 25
Limited hand throttle C107, pin 1 23
Raised idling speed C107, pin 5 41
Fixed engine speed C107, pin 1+5 23 + 41
Torque limiter 1 C107, pin 4 35
Torque limiter 2 C107, pin 3 34
Torque limiter 3 C107, pin 3+4 34 + 35
Speed limiter 2 - 50
©
Example of programming three fixed engine speeds
Certain types of bodywork may require one or

more pre-set fixed engine speeds.
An example of how to pre-set three fixed
engine speeds is shown here. Switching
between them can be achieved using a switch
that earths the pins.
The control for cruise control must be ON
before the settings can be made.
Engine speed 1
Set engine speed 1 with the Raised idling speed
function using the control for cruise control.
Engine speed range 500 - 800 rpm
Pin 41 is earthed.
Engine speed 2
Set engine speed 2 with the Limited hand
throttle function using the control for cruise
control.
Engine speed range 500 -2000 rpm
Pin 23 is earthed.
Engine speed 3
Set engine speed 3 with the Fixed engine speed
function. This function is programmed into the
control unit using a PC and Scania
Programmer.
Engine speed range 600 -2000 rpm
Pins 23 and 41 are earthed.
©
©
External engine control
External engine control
In certain cases, it may be necessary to operate the engine speed control externally using controls
corresponding to the cruise control ON, OFF, ACC, RET and RES. The external control can be
connected as shown in the wiring diagram External engine control, see group 16 in the Workshop
Manual.
IMPORTANT! The connection must be made exactly as shown in the wiring diagram.
For instance, the external control should only be enabled when the parking brake is applied.
The cables to the external control must also be twisted to avoid interference.
116 610
©
03:02-03
Issue 2 en
EDC MS5 in-line injection pump
Fault diagnosis
03_0838

1 585 749
Contents
Diagnosing faults with the General............................................................ 3
diagnostics lamp Interviewing the driver ................................... 4
Fault codes ...................................................... 4
Wiring diagrams ............................................. 4
Faults that do not generate fault codes ........... 4
Accessing the fault codes................................ 5
Erasing the fault codes.................................... 6
List of fault codes ........................................................................ 7
Control unit connections ...................................................................... 37
Wiring diagrams Current circuit diagrams, 12 engine.............. 42

Current circuit diagrams, 14 engine.............. 49
Location of electrical components Location of components, 12 engine.............. 41

Location of components, 14 engine.............. 48
Faults that do not generate fault ...................................................................... 56

codes

General
EDC
Diagnosing faults with the

diagnostics lamp
• The fault code texts have been taken directly from the PC program Scania Diagnos
and are given here in their original form to avoid confusion.
• Suggestions are made in the text as to how each fault may be dealt with.
• The fault code texts conclude with references to the current circuit diagrams in the
”Wiring diagrams” section. This section also contains diagrams showing the loca-
tions of the electrical components.
• Further information on how the EDC system is connected to the various electrical
systems in the vehicle is given in the connection diagrams in Group 16.
• Faults that do not cause fault codes to be generated are included in the section
headed ”Faults that do not generate fault codes”.

Fault diagnosis
Interviewing the driver Wiring diagrams

Begin fault diagnosis by interviewing the The fault code texts conclude with references
driver. Try to get an overall picture of the to current circuits. These current circuits refer
problem. Ask about the following: to the current circuit diagrams in the ”Wiring
diagrams” section.
- Fault symptoms
- Under what conditions the fault arose The diagrams for the 12 and 14 engines are
- How often the fault has arisen shown individually and in unbroken sequence.
- If the warning lamp came on Each section starts with a drawing which
- If the warning lamp went out by itself shows the location of components.
- If the driver has erased fault codes
Further information as to how the EDC system
is connected to the vehicle’s electrical system is
shown in the connection diagrams in Group 16.
Fault codes Faults that do not generate

Access all the fault codes stored in the mem-
fault codes
ory. Compare them and attempt to reach a con-
clusion as to the probable cause of the fault Although the control unit software is advanced
and anticipatory, a fault may arise which the
before taking any further action. Fault codes
control unit cannot distinguish from something
are stored in the order in which they were
that can occur during the course of normal
registered.
operation. In such case, no fault code will be
generated; there is always a limit to how exten-
sively a function can be monitored. A table of
various faults with their symptoms and causes
is given in the section headed ”Faults that do
not generate fault codes”.
Remember that the kind of faults which can arise
in a fuel system without EDC, such as defective
injectors, can also arise in EDC vehicles.

Accessing the fault codes
Accessing the fault codes

The power should be switched on with the
starter key.
1 Press the diagnostics switch and count the
05_5161
number of flashes.
2 Press the switch again and count the number
of flashes. If the same code is repeated,
there is only one fault in the system. If more
than one code is shown, continue to press
the button until the first code is displayed 1 2
again. Note all the fault codes.
E DC
ATC
03_0836
1 Diagnostics switch
2 Diagnostics lamp
The long flashes (1 second) that appear first rep-

resent tens, the short flashes (0.3 second) that
follow are units.
The example to the right displays fault code 25.
A single long flash (4 seconds) means that there

are no fault codes in the memory.

Erasing the fault codes
Erasing the fault codes

Fault codes should be erased once the fault diag-
nosis has been completed and the fault rectified.
Erasure is carried out at two different levels and
is described below.
Erasing fault codes

The following erases fault codes that are
flashed with the diagnostics lamp. However, the
05_5161
fault codes will still remain in another memory
which can only be accessed with a PC.
1 Start and switch off the engine to initiate a
shutdown test. Wait until the indicator lamp
goes out.
1 2
2 Press and hold the diagnostics switch in the
depressed position.
3 Turn the starter key to the drive position and
wait for at least 3 seconds. Resetting is now EDC
completed. ATC
03_0836
4 Start the engine and check that the indicator
lamp goes out.
5 Press the diagnostics switch. The fault code 2 Diagnostics lamp
memory should be empty, i.e. it should give
one long flash.
Final erasure of fault codes using

a PC
After the fault diagnosis has been completed and
the fault rectified, final erasure of the fault codes
should be carried out using Scania Diagnos and
a PC. The PC erases the flashing code memory
and the PC memory in the control unit at the
same time.
A PC should also be used to erase the fault code
memory when the pre-delivery inspection has
00_1561
been carried out to ensure that the PC memory

is empty when the vehicle is delivered to the
customer.

List of fault codes
List of fault codes

The following is a list of those fault codes that can be generated. More detailed information about each
fault code is given in the following pages.
Fault code Cause

11 Overrevving
12 Main engine-speed sensor
13 Auxiliary engine-speed sensor
15 Charge air temperature sensor
16 Charge air pressure sensor
21 Control for cruise control
22 Brake pedal switches
24 Throttle pedal/brake pedal
25 Throttle pedal sensor
26 Speed signal
27 Speed signal
28 Speed signal
31 Injection timing
32 Control rack position
33 Battery voltage
35 Control-rack position sensor
36 Control-rack position sensor
37 Emergency stop
43 CAN communication
61 Shut-down test
62 Fuel valve
63 Driver stage
64 Supply relay
81 Control unit
82 Shut-down test
83 Control unit

List of fault codes
Fault code 11 Overrevving

Fault: At least one of the signals for engine speed shows over
3000 rpm.
Cause: The control unit has sensed that the frequency of at
least one of the signals to pins 21 and 22 has been too high.
Comment: The signal from the main engine speed sensor or
the auxiliary engine speed sensor has shown over 3000 rpm.
The setting solenoid loses power (engine switched off) until
both engine speed signals are below 3000 rpm. The engine
then functions as normal.
The fault is caused by the driver changing to a lower gear in
an incorrect manner. It can also be caused by interference in
the engine speed signal.
Action: Check engine speed sensors, connectors and wiring.
Current circuit, 12 engine: 38, 62

List of fault codes
Fault code 12 Main engine-speed sensor

Fault: The fault code may be generated for any of four reasons:
1 When the engine is started, the signal from the main
engine speed sensor shows a lower engine speed than the
signal from the auxiliary engine speed sensor. The speed
shown by the main engine speed sensor is below 50 rpm
while the speed shown by the auxiliary engine speed sen-
sor is above 100 rpm.
2 The signal from the main engine speed sensor shows
implausible changes in engine speed from pulse to pulse.
3 The speed shown by the signal from the main engine
speed sensor is lower than that shown by the signal from
the auxiliary engine speed sensor. The speed shown by
the auxiliary engine speed sensor is above 700 rpm. the
speed shown by the main engine speed sensor at the same
time is less than 90 % of the speed shown by the auxiliary
engine speed sensor.
4 Every revolution of the engine gives rise to a regularly
recurring disturbance in the signal from the main engine
speed sensor.
Cause:
1 When starting the engine, the frequency of the signal to
pin 21 has been too low compared with the frequency of
the signal to pin 22.
2 The frequency of the signal to pin 21 has been too uneven.
3 The frequency of the signal to pin 21 has been too low
compared with the frequency of the signal to pin 22.
4 Every revolution of the engine has given rise to a regu-
larly recurring disturbance in the signal applied to pin 21.
Comment: As long as the fault is active, engine torque is lim-
ited. If the fault disappears, the engine functions as normal.
For safety reasons, the control unit always works on the infor-
mation from the sensor which gives the highest engine speed.
This fault code can therefore sometimes be generated for the
sensor which is actually giving the right reading.
The fault code is generated if the sensor cables are incorrectly
connected. A cable that is mistaken for another and connected
will transmit an inverted signal.
This fault can be caused by incorrect distance between sensor
and flywheel/toothed wheel.
If fault code 13 arises at the same time, that is to say both
engine speed sensors are faulty, the engine is switched off
(setting solenoid is not powered).
Current circuit, 12 engine: 38

List of fault codes
Fault code 13 Auxiliary engine-speed sensor

Fault: This fault code can be generated for two reasons:
1 The signal from the auxiliary engine speed sensor shows
implausible changes in engine speed from pulse to pulse.
2 The engine speed shown by the signal from the auxiliary
engine speed sensor is lower than that shown by the signal
from the main engine speed sensor. The speed shown by
the main engine speed sensor is above 700 rpm. The
speed shown by the auxiliary engine speed sensor is less
than 90 % of that shown by the main engine speed sensor.
Cause:
1 The frequency of the signal to pin 22 has been too une-
ven.
2 The frequency of the signal to pin 22 has been too low
compared with the frequency of the signal to pin 21.
Comment: As long as the fault is active, engine torque is lim-
ited. If the fault disappears, the engine functions as normal.
For safety reasons, the control unit always works on the infor-
mation from the sensor which gives the highest engine speed.
This fault code can therefore sometimes be generated for the
sensor which is actually giving the right reading.
The fault can be caused by incorrect distance between sensor
and ring gear.
If fault code 12 arises as the same time, that is to say both
engine speed sensors are faulty, the engine is switched off
(setting solenoid looses power).

List of fault codes
Fault code 14 Coolant temperature sensor

Fault: Implausible signal from the coolant temperature sensor.
Cause: Voltage too low or too high between pins 53 and 13
on the control unit.
Comment: The voltage has been below 0.44 V (above
130 ˚C)or above 4.94 V (below -40 ˚C).
If the voltage is outside the permitted range, the control unit
uses a pre-programmed temperature (40 ˚C).
The engine’s ability to start in the cold will be impaired as
long as the fault is active. Idling speed is raised to 600 rpm
and cannot be adjusted.
Action: Check temperature sensor, connectors and wiring.
Fault code 15 Charge air temperature sensor

Fault: Implausible signal from the charge air temperature
sensor.
Cause: Voltage too low or too high between pins 55 and 13
Comment: The voltage has been below 0.44 V (above
130 ˚C)or above 4.94 V (below -40 ˚C).
If the voltage is outside the permitted range, the control unit
uses a pre-programmed temperature (40 ˚C).
As long as the fault is active, the engine will respond slower
than usual to acceleration in cold weather because the smoke
limiter is not working as it should.
Action: Check temperature sensor, connectors and wiring.

List of fault codes
Fault code 16 Charge air pressure sensor

Fault: Implausible signal from charge air pressure sensor.
Cause: Voltage too low or too high to pin 36 on the control
unit.
Comment: The voltage has been below 0.33 V (0.5 bar) or
above 4.66 V (4.0 bar).
If the voltage is outside the permissible range, the control unit
uses a preprogrammed pressure (approx. 1.7 bar).
The charge air pressure sensor reads the absolute pressure in
the intake manifold, that is, it reads the surrounding air pres-
sure and the overpressure given off by the turbocharger.
Engine torque is limited as long as the fault is active.
Action: Check the charge air pressure sensor, connectors and
wiring.
Fault code 21 Control for cruise control

Fault: Implausible signal from control for cruise control.
Cause: Voltage between pins 44 and 13 too low or too high.
The voltage level between the ACC, RES, RET, ON and OFF
functions may also be one that is not allowed.
Comment: As long as the fault is present, cruise control, hand
throttle and idling adjustment do not work.
The control unit interprets the voltage level as follows:
0.67-1.03 V, ON+ACC
1.50-1.89 V, ON+RES
2.37-2.82 V, ON+RET
3.20-3.57 V, ON
3.57-4.40 V, OFF
The fault code is generated if the voltage level is outside these
ranges.
Action: Check the switch, connectors and wiring.

List of fault codes
Fault code 22 Brake pedal switches

Fault: The brake pedal switches give conflicting signals
about the position of the pedal. One switch signals that the
pedal is released while the other signals that it is depressed.
Cause: Pins 24 and 43 have both been earthed at the same time
or both pins have lacked earth connection at the same time.
Comment: Both the brake pedal switches have been simulta-
neously closed or open for more than five minutes.
Cruise control, the hand throttle and idling adjustments will
not work as long as the fault is active.
This fault can be due to the switches being incorrectly
adjusted or the nut being tightened too hard so that the switch
seizes.
Action: Check switches, connectors and wiring.

List of fault codes
Fault code 24 Throttle pedal/brake pedal

Fault: Signals that the throttle and brake pedals are both
depressed at the same time.
Cause: Voltage too high to pin 27 at the same time as pin 24
has been earthed or pin 43 has not been earthed.
Comment: Throttle pedal and brake pedal must have been
depressed at the same time while braking more than 20 times
in a row for the fault code to be generated. The intention of
this fault code is to discover if the throttle pedal is not return-
ing properly e.g. broken return spring.
Voltage to pin 27 has been above 0.45 V.
Fault in the brake pedal switches gives fault code 22. Fault in
the throttle pedal sensor actuation switch/potentiometer gives
fault code 25.
Action: Check the movement of the throttle pedal.
Current circuit, 12 engine: 71, 103. 113
Current circuit, 14 engine: 71, 103. 113

List of fault codes
Fault code 25 Throttle pedal sensor

1 Implausible signal from potentiometer.
2 Implausible difference between the throttle pedal sensor’s
potentiometer and throttle actuation switch.
Cause:
1 Voltage too low or too high to pin 27.
2 Voltage too low to pin 27 at the same time as pin 39 is
earthed. Voltage too high to pin 27 at the same time as pin
39 is not earthed.
Comment:
1 Voltage has been below 0.25 V or above 4.00 V.
2 The vehicle can be driven in emergency mode to the near-
est repair shop by means of the throttle actuation switch.
In emergency mode, idling speed is obtained when the
accelerator is released and half throttle performance when
it is fully depressed (throttle actuation switch closed). The
cruise control can be used when vehicle speed exceeds 35
km/h.
3 Voltage has either been below 0.49 V with the throttle
actuation switch closed or else it has been above 0.90 V
with the throttle actuation switch open.
4 The engine runs at slightly higher rpm than normal idling
speed. The engine does not respond to the throttle pedal.
The cruise control can be used when vehicle speed
exceeds 35 km/h.
Action: Check potentiometer. Compare potentiometer and
throttle actuation switch. Check connectors and wiring.

List of fault codes
Fault code 26 Speed signal

Fault: Speed signal absent or implausible.
Cause: No input signal on pin 51, signal shows implausibly
high speed, signal frequency is too high or signal voltage level
is too low or too high.
Comment: The signal from the tachograph has shown a speed
above 150 km/h. Cruise control, hand throttle and idling
adjustment do not work.
When the fault is active, the control unit uses a pre-programmed
speed (15 km/h).
The fault code is generated even if a break or short circuit
occurs in the cable leading from the tachograph to the control
unit.
The voltage of the road-speed signal is an internal voltage
level of the control unit. It cannot be read with a multimeter.
Action: Check tachograph operation on the chart or while test
driving. If the tachograph is working properly, check the wir-
ing between the tachograph and the control unit.

List of fault codes

Fault: No speed signal or implausibly high speed.
Cause: No input signal on pin 51 or speed calculated by the
control unit is implausibly high.
Comment: The fault code is generated in the event of an open
circuit (break) in the lead between the tachograph and the con-
trol unit.
The fault code will be generated if the signal from the tacho-
graph shows a speed above 150 km/h.
On control units manufactured in January, 1998 and later, the
engine must be running for the fault code to be generated.
When the fault is active, the control unit uses a pre-programmed
speed (15 km/h).
Cruise control, hand throttle and idling adjustment not working.

List of fault codes

Fault: Implausible speed signal.
Cause: The input signal frequency on pin 51 is too high, the
signal voltage level is too low or too high.
Comment: The fault code will be generated if the cable
between the tachograph and control unit is shorted to +24 V
or chassis earth.
The fault code can also be generated by external electrical
interference.
Cruise control, hand throttle and idling adjustment not working.
When the fault is active, the control unit uses a pre-pro-
grammed speed (15 km/h).
On control units manufactured in January, 1998 and later, the
engine must be running for the fault code to be generated.
The voltage of the road-speed signal is an internal voltage
level of the control unit. It cannot be read with a multimeter.

List of fault codes
Fault code 31 Injection timing

Fault: Injection timing cannot be set correctly.
Cause: Implausible deviation in time between the input signal
on pin 32 (needle movement sensor) and the input signal on
pin 21 (main engine speed sensor).
Comment: This fault could be due to:
1 Low fuel pressure or poor filling (air in fuel) of injection
pump.
2 Injection pump seizing (prestroke sleeve, prestroke shaft
or setting solenoid).
3 Opening pressure too low on the injector having the nee-
dle movement sensor (on exhaust braking).
4 Faulty basic setting of pump or fault in pump transmission.
5 Control unit’s driver stage has stopped working.
Engine torque is limited as long as the fault is active.
The fault code can only arise in engines with variable injec-
tion timing. The fault may arise together with fault codes 34,
44 and 45.
Action: Look for air leakage into the fuel system, both on the
low pressure and high pressure sides.
Check that the overflow valve is working.
Check that the fuel valve does not have a defective contact.
Check the injection timing setting solenoid, connectors and
wiring.
Check the basic setting of the pump and mechanical
components.
Current circuit, 12 engine: -
Current circuit, 14 engine: 9, 67, 37

List of fault codes
Fault code 32 Control rack position

Fault: The control rack cannot be correctly set. The position
of the control rack measured by the control rack position sen-
sor (actual value) does not correspond to the position the con-
trol unit is attempting to set (nominal value).
Cause: The output signal on pins 1 and 2 (setting solenoid,
fuel volume) does not correspond to the input signal on pins 9,
10 and 11 (control rack position sensor).
Comment: This fault can be due to seizure of the control rack
or a defective setting solenoid.
On vehicles manufactured in March 1997 and earlier, the
most common cause of the fault is shorting in the wiring
between engine and cab. Improved wiring was introduced
in March, 1997.
Power is removed from the setting solenoid (engine switched
off). If the fault disappears by itself, power must be switched
off and on (shutdown test) before the control unit interprets
function as normal.
Control units manufactured in April, 1996 and later are of
improved design and not as likely to generate fault code 32.
Action: Check setting solenoid, connectors and wiring. Check
control rack movement.
In the case of trouble associated with fault code 32 and sudden
engine failure on vehicles manufactured in March 1997 and
earlier, try fitting the wiring of improved design as an initial
remedy.

List of fault codes
Fault code 33 Battery voltage

Fault: Control unit has detected battery voltage below 9 V.
Cause: Input voltage on pins 15 and 16 too low.
Comment: This fault can arise when starting from cold with
poor batteries.
Action: Check battery and alternator. Check connectors and
wiring.

List of fault codes
Fault code 34 Needle movement sensor

1 Implausible resistance in circuit for needle movement
sensor.
2 Implausible deviations in needle movement sensor signal
compared with engine speed.
Cause:
1 Control unit has sensed that the resistance in the circuit
between pins 32 and 17 has been too low or too high.
2 The frequency of the signal to pin 32 has deviated from
the engine speed signals to pin 21.
Comment: As long as the fault is present, engine torque will
be limited.
This fault can only arise in engines with variable injection
timing. The fault may arise together with fault code 31.
Air in the fuel system could be the cause of the nozzle needle
not opening as it should, e.g. after replacement of the fuel fil-
ter.
The fault could be due to a binding nozzle needle.
If the warning lamp comes on during exhaust braking, the
injector with the needle movement sensor probably has too
low opening pressure.
Action: Check needle movement sensor, connectors and wiring.
Look for air leakage into the fuel system, both on the low
pressure and high pressure sides.

List of fault codes
Fault code 35 Control-rack position sensor

Fault: Defective contact, control rack position sensor signal.
Cause: The control unit has sensed that the signals on pins 9,
10 or 11 have been too uneven.
Comment: The fault code will be generated if at least 3 defec-
tive contacts occur within 10 seconds. If the fault disappears by
itself, power must be switched off and on before the indicator
lamp goes out. The fault code should provide a reminder that
the vehicle should be taken to a workshop for repair.
This fault code can arise together with fault code 36.
Action: Check control rack position sensor, connectors and
wiring.
Look for breaks in the wiring. Switch on the power. Erase the
fault code memory, shake connectors and check to see if the
fault code is regenerated.

List of fault codes
Fault code 36 Control-rack position sensor

Fault: Implausible signal from control rack position sensor.
Cause: Voltage level on pins 9, 10 or 11 too high or too low.
Comment: On control units manufactured in April, 1996 and
earlier, the setting solenoid will be without power (engine is
switched off).
On control units manufactured in April 1996 and later, the
engine will run at a speed slightly above that of normal idling
speed. The vehicle can be driven in emergency mode to the
nearest workshop. The engine does not respond to the throttle
pedal.
This fault can arise together with fault code 35.
Action: Check control rack position sensor, connectors and
wiring.
Look for breaks in the wiring. Switch on the power. Erase the
fault code memory, shake connectors and check to see if the
fault code is regenerated.

List of fault codes
Fault code 37 Emergency stop

Fault: Signal from emergency stop switch.
Cause: Pin 25 on the control unit has been earthed.
Comment: On a stationary vehicle the engine is switched off.
While the vehicle is being driven, the engine will run at idling
speed. This ensures that the power steering system will con-
tinue to be operative.
The fault code is generated every time the emergency stop
switch is used. In most cases this will not indicate a fault in
the system. Should there be a cable fault between the control
unit and the emergency stop switch, however, the fault code
could be useful.
The fault code is generated only by control units manufac-
tured in April, 1996 and earlier. Control units manufactured in
April, 1996 and later do not generate a fault code when the
emergency stop switch is used.
Action: Check the switch, connectors and wiring.

List of fault codes

Fault: Implausible signal from the accelerator pedal sensor’s
potentiometer.
Cause: Input voltage on pin 27 too low or too high.
Comment: The voltage has been lower than 0.25 V or higher
than 4.00 V.
Throttle opening is reduced to idling when the fault arises,
and engine torque is limited.
The vehicle can be driven in emergency mode to the nearest
repair shop by means of the throttle actuation switch. In emer-
gency mode, idling speed is obtained when the throttle pedal
is released and half throttle performance when it is fully
depressed (throttle actuation switch closed). The cruise con-
trol can be used when vehicle speed exceeds 35 km/h.
Action: Check the potentiometer, connectors and wiring.

List of fault codes

Fault: Implausible deviation between throttle pedal sensor
potentiometer and throttle actuation switch.
Cause: Input voltage on pin 27 too low and pin 39 earthed.
Input voltage on pin 27 too high and pin 39 not earthed.
Comment: The voltage has been lower than 0.49 V at the
same time as the throttle actuation switch has been closed.
Alternatively, the voltage has been higher than 0.90 V at the
same time as the throttle actuation switch has been open.
The engine runs slightly faster than at normal idling speed.
The engine does not respond to the throttle pedal. The cruise
control can be used when vehicle speed exceeds 35 km/h.
Engine torque is limited.
Action: Check potentiometer. Compare potentiometer and
throttle activation switch. Check connectors and wiring.
Fault code 43 CAN communication

Fault: Fault in CAN communications circuit.
Cause: Internal fault in control unit.
Comment: The fault does not affect the operation of the
engine, but the other control units receive no engine informa-
tion. Other systems (e.g. ABS/TC, Opticruise) cannot take
over control of engine operation.
Action: Replace the control unit.

List of fault codes

Fault: There have been more pulses from the needle move-
ment sensor than there should be for a given engine speed.
Cause: The frequency of the signal on pin 32 differs from the
engine speed signal applied to pin 21.
be limited.
If the warning lamp comes on during exhaust braking, the
injector with the needle movement sensor probably has too
low opening pressure.
Look for air leakage into the fuel system both on the low pres-
sure and high pressure sides.

List of fault codes

Fault: There have been fewer pulses from the needle move-
ment sensor than there should be for a given engine speed.
Cause: The frequency of the signal on pin 32 differs from the
engine speed signal applied to pin 21.
be limited.
Air in the fuel system could be the cause of the nozzle needle not
opening as it should, e.g. after replacement of the fuel filter.
The fault could be due to a binding nozzle needle.
Check the injectors.

List of fault codes

Fault: Implausible resistance in the needle movement sensor
circuit.
Cause: Control unit has sensed that the resistance in the cir-
cuit between pins 32 and 17 has been too low or too high.
be limited.
The fault code can only occur on engines with adjustable
injection timing.

List of fault codes
Fault code 61 Shut-down test

Fault: Control unit has been interrupted before shutdown test
is completed.
Cause: Voltage to pins 15 and 16 has disappeared too early.
Comment: The shutdown test entails the control unit carrying
out an operational test after power has been switched off using
the key.
Engine torque will be limited if the shutdown test is inter-
rupted ten times in a row. As soon as the control unit succeeds
in carrying out a test without interruption, the fault will be
considered remedied.
The engine should always be switched off with the key. If
there is a battery master switch in the vehicle, it must not be
switched off until the indicator lamp has gone out.
Action: Check that the warning lamp comes on for a short
time after power is switched off using the key.
Check connectors and wiring to pins 15, 16 and 46 on the con-
trol unit. Power supply may be interrupted if extra equipment
has been connected.

List of fault codes
Fault code 62 Fuel valve

Fault: Engine speed does not drop sufficiently quickly when
the engine is switched off.
Cause: The frequency of the engine speed signals to pins 21
and 22 does not decrease sufficiently after power is removed
from pin 47.
Comment: Engine speed should decrease by at least 150 rpm
in 4 s.
Power is cut to the setting solenoid (engine switched off).
Next time the engine is started, torque is limited. If engine
speed drops sufficiently quickly once when the engine is
switched off, normal torque is resumed.
A possible fault cause is air in the fuel system or internal leak-
age in the fuel valve.
This fault can arise together with fault code 63.
Action: Check that fuel valve power supply disappears imme-
diately when power is switched off using the key.
When engine speed has dropped to 350 rpm, the fuel valve is
once again powered. The valve is then powered until the shut-
down test is complete, i.e. the indicator lamp goes out.
Look for air leakage into the fuel system in the piping
between the fuel valve and feed pump. Check the overflow
valve.
Current circuit, 12 engine: 27, 39, 57, 62
Current circuit, 14 engine: 9, 27, 57, 62

List of fault codes
Fault code 63 Driver stage

Fault: Break or shorting in the circuit controlled by the con-
trol unit’s driver stage.
Cause: Break or short circuit to earth in the cable to pin 14.
Comment: Fuel valve shuts and the engine stops. If there is a
faulty contact, the engine runs irregularly.
If the fault disappears by itself, the power must be switched
off and on (shutdown test) before the control unit will con-
sider the function to be normal.
Fault can arise together with fault code 62.
Action: Check connectors, wiring and fuel valve.

List of fault codes
Fault code 64 Supply relay

Fault: Power supply to the control unit despite the fact that
the starter key is set to locking position.
Cause: Voltage to pins 15 and 16 despite the fact that voltage
has disappeared on pin 47.
Comment: Power has not been cut to the supply relay after
the shutdown test is complete.
The indicator lamp remains on even though the power is off.
Engine operation is not affected and the engine can be restarted.
If the indicator lamp is on, the supply relay must first be
removed before the connector for the control unit can be
disconnected.
Action: Remove the supply relay and see if the warning lamp
goes out. If it goes out, the relay is not working or the cable to
pin 46 is shorted to earth. If the lamp stays lit, the wiring to
pins 15 and 16 is shorted to +24 V.
Fault code 81 Control unit

Fault: Internal fault in the control unit.
Cause: The control unit’s two microprocessors have lost
contact with each other.
Comment: The setting solenoid looses power (engine
switched off).
Action: Replace the control unit.

List of fault codes
Fault code 82 Shut-down test

Fault: The control unit has discovered a fault during the
shutdown test. The position of the control rack does not
correspond to the preprogrammed position.
Cause: The output signal on pins 1 and 2 (setting solenoid,
fuel volume) does not correspond to the input signal on pins 9,
10 and 11 (control rack position sensor).
Comment: During the shutdown test, the control unit guides
the control rack out to a preprogrammed position and allows
the position sensor to read this. Power is then interrupted to
the setting solenoid.
If the control unit discovers any faults during this test, engine
torque is limited the next time the engine is started.
If fault code 82 arises together with any of fault codes 32, 35
and 36, the fault is probably outside the control unit.
However, if fault code 82 arises on its own, this indicates an
internal fault in the control unit.
Action: Check if there are other fault codes such as 32, 35 and
36. If there are, take action on these first. Code 82 on its own
means that the control unit must be changed.

List of fault codes
Fault code 83 Control unit

Fault: Internal fault in the control unit.
Cause: Control unit has discovered that the fault code mem-
ory is not working correctly.
Comment: Fault does not affect engine operation.
Action: Erase the fault code memory and check that the fault
code is not regenerated. If the fault code returns, change the
control unit.

Control unit connections
The control unit is connected to the other EDC

systems in the vehicle via a 55-pin connector.
19
55
37
18
36
54
17
35
53
16
52
34
15
33
51
14
50
32
12 13
31
49
47 48
30
11
29
10
46
28
9
45
27
8
44
26
7
43
25
6
42
24
5
41
23
4
40
22
3
21
38 39
2
20
Control unit connector

24 Input signal from brake pedal switch 2.

When earthed, the pin is interpreted by
1 Setting solenoid for fuel supply. the control unit as depressed brake pedal.
2 Setting solenoid for fuel supply. 25 Input signal for emergency stop. The pin
3 Setting solenoid for injection timing. shuts down the engine when earthed.
4 Setting solenoid for injection timing. 26 Input signal from clutch pedal switch.
When earthed, the pin is interpreted by the
5 Not used. control unit as depressed clutch pedal.
6 Not used. 27 Input signal from potentiometer in throttle
pedal sensor. A signal voltage is applied to
7 Not used. the pin which varies according to how
much the throttle pedal is depressed.
8 Not used.
28 Not connected (output signal for engine
9 Input signal from control rack position
speed).
sensor’s measuring coil.
29 PWM signal. Output signal for throttle
10 Input signal from control rack position
actuation.
sensor’s reference coil.
30 CAN communication, L cable.
11 Supply to control rack position sensor.
31 CAN communication, H cable.
12 Not used.
32 Input signal from needle movement
13 Earthing of sensor.
sensor.
14 Power supply +24 V to fuel valve.
33 Power supply (+5 V) to charge air pres-
15 Power supply +24 V from the supply sure sensor.
relay to the control unit.
34 Input signal for torque limiter 2. When
16 Power supply +24 V from the supply earthed, the pin gives the ”Torque limiter
relay to the control unit. 2” function. If pin 35 is earthed at the
same time, the ”Torque limiter 3” func-
17 Earthing of sensor. tion will be obtained instead.
18 Earthing the control unit to the frame. 35 Input signal for torque limiter 1. When
earthed, the pin gives the ”Torque limiter
19 Earthing the control unit to the frame.
1” function. If pin 34 is earthed at the
20 Input signal (+24 V) from the diagnos- same time, the ”Torque limiter 3” func-
tics switch. Output signal (+24 V) for tion will be obtained instead.
activating the diagnostics lamp and
36 Input signal from charge air pressure
indicator lamp.
sensor.
21 Input signal from the main engine speed
37 Not used.
sensor.
38 Not used.
22 Input signal from the auxiliary engine
speed sensor. 39 Input signal from throttle actuation
switch. When earthed, the pin is inter-
23 Input signal for limited hand throttle. preted by the control unit as depressed
When earthed, the pin gives the ”Limited
throttle pedal.
hand throttle” function. If pin 41 is
earthed at the same time, the ”Fixed 40 Input signal for disengagement of cruise
engine speed” function will be obtained control. +24 V on the pin disengages the
instead. cruise control.

41 Input signal for raised idling. When

earthed, the pin gives the ”Raised idling”
function. If pin 23 is earthed at the same
time, the ”Fixed engine speed” function
will be obtained instead.
42 Input signal for idling request. +24 V on
the pin gives idling speed.
43 Input signal from brake pedal switch 1. A
broken earth connection is interpreted by
the control unit as depressed brake pedal.
44 Input signal from control for cruise con-
trol. The control unit senses the voltage
level across pins 44 and 13.
45 Power supply (+5 V) to potentiometer in
throttle pedal sensor.
46 Output signal for activating the supply
relay. The pin earths the relay.
47 Input signal (+24 V) from the starter lock
(key in the drive position).
48 Diagnostics cable K.
49 Diagnostics cable L.
50 Not connected ex works. Input signal for
speed limiter 2, +24 V applied to the pin
activates speed limiter 2.
51 Speed signal from tachograph output D3.
52 PWM signal. Input signal for engine
control.
53 Input signal from coolant temperature
sensor. The control unit senses the volt-
age level across pins 53 and 13.
54 Not used.
55 Input signal from charge air temperature
sensor. The control unit senses the volt-
age level across pins 5 and 13.

Wiring diagrams
Wiring diagrams
• The section dealing with the 12 engine begins

with a drawing showing the locations of the
electrical components.
• The component drawing is diagrammatic. It
applies to both left-hand and right-hand drive
vehicles.
• The component drawing is followed by wiring
diagrams, which are marked with current cir-
cuit serial numbers. Use the current circuit ref-
erences in the list of fault codes to find the
right diagram and the components in question.
• The section covering the 14 engine is laid out
in the same way.
• The diagrams include the component names,
e.g. E12. The full names of the components
are given in Group 16 of the Workshop Man-
ual, as also are the test readings, if any.
Changes in the wiring diagrams:

• 12 engine, current circuit 37: on vehicles
manufactured in January, 1998 and later,
cables C2-11 have been moved to C2-14.
• 14 engine, current circuit 39: on vehicles
manufactured in January, 1998 and later,
cables C2-11 have been moved to C2-14.
Corresponding changes may have been carried
out on earlier vehicles.

Wiring diagrams
Location of components,
12 engine

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams
Location of components,
14 engine

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams

Wiring diagrams

Faults that do not generate fault codes
Symptom Cause/Action
The engine has poor tractive power, The charge air pressure sensor is clogged. It then reacts less
output and torque. promptly to changes in the charge air pressure. The result is
that the engine seems to respond tardily when the throttle
pedal is depressed. No fault code is generated because the
signal from the sensor always remains within the permissi-
ble limits.
Air leakage into fuel lines on the low pressure side or leak-
ing overflow valve.
Low supply pressure from feed pump. The feed pump
should give a pressure of 3-4 bar.
Cables to the charge air pressure sensor that have been
inverted can emit a constant pressure signal within the lim-
its permitted.
Black smoke on acceleration. The charge air pressure sensor is stuck and giving a charge
air pressure that is consistently too high.
Cables to the charge air pressure sensor that have been
inverted can emit a constant pressure signal within the
limits permitted.
Poor engine performance. Incorrect injection timing set on flywheel.
The cruise control doesn’t work. The clutch pedal switch is inoperative. Pin 26 is earthed.
+24 V to pin 40.
The engine runs at idling speed only. +24 V to pin 42.
The engine doesn’t start. Fault in power supply to pins 15 and 16.
Break in cable to pin 46 or 47.
The engine races slightly when the The brake pedal or clutch pedal switch opens too late.
cruise control is disengaged with the
brake or clutch pedal.
The cruise control doesn’t disengage The clutch pedal switch is inoperative. In consequence, pin
with the clutch pedal. 26 is not earthed when the pedal is depressed.
Warning lamp comes on but no fault Fault code memory which can only be accessed with a PC
codes are flashed on the diagnostic is full.
lamp.

Symptom Cause/Action
The speed limiter is not working. The tachograph is not working.
Engine hesitates temporarily, which The control unit misreads the engine speed and cuts off the
may be put down to misfiring. supply of fuel briefly. The engine never stops when this
happens and no fault code is generated because of the short
time it lasts. The fault has been corrected on control units
manufactured in May, 1997 and later.
Note: Remember that the EDC is basically

a normal mechanical fuel system with added
electronic control. Faults which can arise in
a fuel system without EDC, such as defective
injectors, can also arise in a vehicle with EDC.

05:05-02
Issue 1 en
Opticruise
Description of operation and work description
© Scania CV AB 1995-10
1 585 369
Contents
General Opticruise in brief ..............................................3

Introduction ........................................................4
Controls and operation .......................................6
Description of operation Gear changing ....................................................7

Opticruise controls the engine via EDC ............ 7
Gear changing sequence, description ................ 8
Engine brake program ....................................... 9
Starting gear, programming .............................. 9
Kick-down ..........................................................9
Auxiliary brake system ......................................9
EDC cruise control .......................................... 10
ABS/TC ............................................................10
Power take-offs ................................................10
Configuration, control unit .............................. 11
Power supply and fuses ................................... 11
Interaction with other systems ........................ 12
Opticruise, design .............................................14
Warning system ................................................16
Fault codes General .............................................................19

Faults that do not generate fault codes ............ 19
Clarifications, new terms ................................ 20
List of fault codes ....................................... 19-52
Electrical system References to wiring diagrams ........................ 53

Location of electrical components ............. 54-55
Control unit signals .................................... 56-59
Driving mode selector ......................................60
Test program .............................................. 61-71
Mechanical work General .............................................................73

Instructions for repair and adjustment ....... 73-76
Exploded view drawings Components on gearbox ............................. 77-83
2 © Scania CV AB 1995 05:05-02 en

General
General
05_5338
Opticruise in brief
Opticruise is a system which allows a normal Opticruise requires that the vehicle be fitted
manual gearbox to shift automatically. The with both EDC and ABS/TC, due to the infor-
clutch is retained but is used only when start- mation exchange requirements between the
ing, stopping and shunting. systems.
A control unit collects and processes data from When changing gear, the engine speed is con-
controls, sensors and adjacent systems such as trolled so that the speeds of the gearbox input
EDC, ABS/TC and auxiliary brake (if fitted). shaft and output shaft correspond for the gear
to be engaged. Gear changing is only then
When it is time to change gear, the control unit completed.
actuates the solenoid valves, releasing com-
pressed air to the air cylinders. These air cylin- When necessary, the exhaust brake is used to
ders then change to the required gear. make changing up fast and smooth.
The control unit has an in-built warning sys-
tem. Fault codes can either be read on the dis-
play or using a PC and the Scania Diagnos
program. The latter makes fault diagnosis
quicker.
05:05-02 en © Scania CV AB 1995 3

General
4 © Scania CV AB 1995 05:05-02 en

General
The control unit varies the point at which it changes gear,

depending on the position of the program selector. When driv-
ing with the program selector set to Hill, gear changing is
faster than when the Normal program is engaged. If neces-
sary, the exhaust brake may also be used in order to quickly
reduce the speed of the engine.
Like the older CAG system, Opticruise has a selectable start-
ing gear which is programmed in one of the control unit mem-
ories. The driver can easily select the starting gear for the
average gross train weight of the vehicle combination. The
control unit retains this setting, even when power is inter-
rupted. In addition to this, the driver can temporarily select a
starting gear other than the one programmed in the memory.
This is fully described in the driver’s manual.
The control unit has a built-in warning system. This has made
it possible to reduce the inconvenience in the event of a fault.
CLU MODE Opticruise has two built-in emergency driving programs. The
first of these, clutch mode, is activated in the case of less seri-
ous faults and the driver has to depress the clutch pedal every
time a gear is changed. If the driving mode selector is set to
automatic, Opticruise still preselects the gear as normal. In
this situation, Opticruise works in the same way as Scania
LIMPHOME CAG.
In the case of more serious faults, the driver should activate a
limp home program. This makes it possible to drive the vehi-
cle to a workshop, even if something like a sensor is faulty.
This means that the vehicle can be run, even if the emergency
driving program feels basic with its manually-requested com-
pressed air gear changes.
The Opticruise system interacts with the braking effect of the
diesel engine, the exhaust brake and the Scania retarder, if the
vehicle is fitted with this. This reduces brake wear, reducing
running costs. In addition, wear to the entire powertrain is
reduced as power is transferred more gently than on vehicles
with manual gearboxes.
However, the greatest advantage, not least financially, is of
course improved driver comfort. Opticruise enables the driver
to maintain concentration longer than when driving a vehicle
with manual gear changing. This is an advantage for both run-
ning costs and road safety.
05:05-02 en © Scania CV AB 1995 5

General
Controls and operation
5 4
1
2
100 829
The above drawing shows the controls used for 1 Driving mode selector with positions R, N,
Opticruise. The clutch pedal, controls for EDC A and M. The driver is able to command up
cruise control and auxiliary brake control unit and downshift by moving the selector lever
also affect the system. to the side.
For example, the auxiliary brake may request 2 Program selector with Normal and Hill
that the engine brake program be activated in positions. The Hill position is for use on
order to increase engine speed and therefore steep slopes, preferably with the driving
coolant flow. This is essential for optimum mode selector set to M (manual).
retarder performance.
3 Switch for activating engine brake pro-
When driving with the cruise control, the sys-
gram and exhaust brake.
tem changes gear automatically provided the
driving mode selector is set the position A. The
cruise control is deactivated using the clutch
pedal, brake pedal, retarder lever, cruise con-
5 Gear indicator with display and buzzer.
trol OFF button or using the exhaust brake
switch on the floor.
6 © Scania CV AB 1995 05:05-02 en

Description of operation From automatic position A, the driver can at

any time move the lever to manual position M
and vice versa. This can be useful if you, for
Gear changing example, want to ”lock” a gear on a slippery
road surface. The same applies if he wants to
Driving in automatic position A means that the shift manually, for example on steep hills.
system changes gear automatically in accord-
ance with the driving program set using the Note: On uphill slopes greater than 8 %, it may
program selector, either ”Normal” or ”Hill”. be necessary to drive with the driving mode
selector set to M and with the program selector
However, the gear selected automatically can set to ”Hill”. This gives the fastest possible
be changed at any time by the driver by mov- gear changing, which means that the vehicle
ing the driving mode selector to the side. The does not lose so much speed during changing.
control unit always checks that the driver’s
selection is within reasonable limits. Opticruise controls the engine via EDC
The driver can even preselect a gear that Gear changing when driving is done by
appears completely inappropriate under the cir- Opticruise controlling the engine via EDC to
cumstances, such as 3rd when driving in 7th. synchronous speed for the gear that is about to
There are two conditions that must be met for be engaged, without the driver using the clutch
this to work. pedal. This means that both engine speed and
• The vehicle must lose speed (be retarded). torque are adjusted to precisely the level
required by the gearbox.
• The driving mode selector must be set to In order to make gear changing easier, engine
manual and the program selector to Hill. torque is reduced in a controlled manner just
The gearbox then starts the shift by first going before the gear is disengaged.
to neutral. The control unit then prepares itself Gear changing takes place after the speed of
for the correct splitter level, correct lateral the moving parts in the gearbox has been syn-
stroke and the correct range before road speed chronized.
is reduced sufficiently for the particular gear
change to be requested. Towards the end of gear changing, engine
torque increases in a gentle and controlled
At the same time, engine speed is automati- manner to the level requested by the driver
cally increased to high idling, about 2500 rpm. using the throttle pedal. This means that gear
When road speed has decreased sufficiently, changing is always gentle and precise, increas-
the gear is engaged smoothly and gently. When ing the service life of the entire powertrain.
gear changing is complete, control of the
engine is returned to the driver. This precise control is made possible by com-
munication between the Opticruise and EDC
When driving, the driver can at any time move control systems.
the driving mode selector to neutral (N) when,
for example, approaching a traffic light. If he
changes his mind and the vehicle is still mov-
ing, it is possible to move the driving mode
selector back to one of positions A or M. The
control unit then selects a suitable gear, based
on the speed of the vehicle and other informa-
tion from sensors etc. It is not necessary to use
the clutch unless speed is too low.
05:05-02 en © Scania CV AB 1995 7

Description of the gear changing process

1 Gear change requested automatically or by the driver.
2 Engine regulated so that there is no torque on the gearbox
input shaft.
3 Gearbox set to neutral.
4 Engine regulated to synchronize the speed of the gearbox
input shaft and the moving parts for the gear to be
engaged.
5 Gear engaged.
6 The engine is regulated to the required torque. The
Opticruise then returns control of the engine to the driver.
• During certain upshifts, the exhaust brake is used to more
quickly brake the engine to the correct speed in relation to
the gear selected.
• When driving in automatic (A), the control unit continu-
ously calculates which gear is most suitable. When this cal-
culation shows that a gear other than the one engaged
would be more suitable, the gear change takes place imme-
diately. This may be either a single change or a block
change.
The calculation of appropriate gear is made based on the fol-
lowing data:
- Position of program selector
- Current road speed
- Current acceleration
- Current torque
- Total gear ratio
- Throttle pedal position
- Any request for the activation of the engine brake program
from the driver or from the auxiliary brake control unit.
8 © Scania CV AB 1995 05:05-02 en

Engine brake program Programming start-off gear

The function of the engine brake program is to The system permits free choice of starting gear
give optimum engine braking in all driving between 1st and 4th. 1st or 2nd are normally
conditions. The engine brake program has used, but it may be appropriate to use another
nothing to do with the Normal/Hill program one in extreme cases.
selector, but is controlled by a separate switch
on the floor of the cab. Note: When the vehicle is heavily loaded, 1st
or 2nd must be used. Otherwise, the clutch
In order to use the engine brake program, the will be subjected to excessive wear.
throttle pedal must be fully released.
It may sometimes be necessary to start in a
A short press on the floor switch is all that is gear other than the one programmed. This can
required to activate the engine brake program. be done, irrespective of whether the driving
mode selector is set to A or M. Simply move
This means that upshift is delayed as the con- the driving mode selector to the side until the
trol unit maintains the gear for longer before required gear is shown on the display. The
changing up, increasing engine brake output. vehicle can now be started. The ordinary start-
ing gear remains programmed in the control
However, if the floor switch is held down all
unit memory. More information can be found
the time, the exhaust brake is also engaged and
in the driver’s manual.
downshift takes place earlier.
If the brake pedal is held down, the upshift Kick-down
points change. The control unit is informed of By pressing the throttle pedal from full throttle
this via the brake lamp switch. to kick-down, the gear changing points are
The engine brake program is connected until raised, usually causing faster downshift.
the throttle pedal is next depressed.
If the vehicle is equipped with an auxiliary
Auxiliary brake system
brake system with Scania retarder, the engine See ”Engine brake program”.
brake program can be automatically engaged
(if appropriate) when using the retarder. This is
done by the auxiliary brake control unit. The
intention is to raise engine speed and thus cool-
ant flow, providing the retarder with maximum
braking effect and activation time.
05:05-02 en © Scania CV AB 1995 9

EDC Cruise control

When driving with the cruise control, the system automati-
cally change gear if the driving mode selector is set to A. It is
however still possible to manually control gear selection in
both positions A and M, without disengaging the cruise con-
trol.
If the driving mode selector is set to N when the vehicle is
being driven with the cruise control activated, engine speed is
increased to high idling (i.e. the engine surges). The driver
should therefore disengage the cruise control before setting
the driving mode selector to N.
The cruise control is disengaged using the clutch pedal, brake
pedal, retarder lever, cruise control OFF button or the exhaust
brake switch on the cab floor.
ABS/TC
The Opticruise control unit communicates with the ABS/TC
system. If there is wheel lock (causing ABS control) or spin
(causing TC control), the Opticruise is very reluctant to
change gear and does so according to special criteria. When
the driving mode selector is set to A, the Opticruise endeav-
ours to maintain the engaged gear.
Power take-offs
The control unit is configured for two types of power take-off,
PTO EK/ED and PTO EG.
PTO EK/ED provides torque compensation and therefore very
smooth gear changing if the vehicle is driven with an engine-
driven power take-off engaged (Max. compensation 200 Nm).
If the ED120 is used to drive a hydraulic pump, there may be
a lack of space around the longitudinal stroke cylinder. If this
is the case, turn the longitudinal stroke cylinder the other way
and move the compressed air couplings so that they swap
places.
PTO EG is for gearbox-driven power take-offs. If the vehicle
is driven with this input signal active, all gear changing is
blocked. The text PTO also flashes on the display if the vehi-
cle is driven above a certain speed.
10 © Scania CV AB 1995 05:05-02 en

Miscellaneous Power supply and fuses

Generally, Opticruise continues to work if a
Control unit configuration fuse blows while the vehicle is being driven. It
The control unit contains all programming nec- may, however, be impossible to start the sys-
essary for a number of different Scania ver- tem the next time.
sions. So that the control unit fits each Scania, The control unit is protected by two fuses:
it must first be configured so that it uses the
correct program for the particular vehicle. This • Fuse 41 is used for 30 supply.
is equivalent to the code plug in other (less
modern) control units, such as for CAG. • Fuse 5 is used for 15 supply.
The required configuration is fed into the con- Power to the control unit is usually interrupted
trol unit at manufacture using a PC. Configura- using the starter switch. What happens then is
tion may be changed later by qualified that control unit 15 supply to pin 55 is broken.
personnel. When this happens, important data is trans-
ferred from the RAM to the EEPROM and
Configuration must contain the following stored there until the next start. The control
information: unit then goes into rest state, despite the fact
that 30 supply from the batteries is still applied
• Vehicle category (e.g. truck) to pin 19.
• Chassis number • If fuse 41 for 30 supply blows, or if a bat-
• Part No. for control unit software tery cable is removed, data cannot be trans-
ferred from the RAM to the EEPROM and
• Gearbox type be stored. The control unit ”forgets” any
newly-programmed starting gear as well as
• Engine type and version new fault codes.
• Rear axle ratio • If fuse 5 for the 15 supply blows, data is
transferred as normal from RAM to EEP-
• Wheel rolling radius ROM and stored there. In this situation, the
control unit believes that the starter key has
• End-of-line data (date, signature)
been set to position 0. This means that it is
not possible to restart Opticruise until the
fault has been corrected.
05:05-02 en © Scania CV AB 1995 11

The figure opposite shows which other systems • Opticruise is coupled to the auxiliary brake
are connected to Opticruise and in which system to make it possible to engage the
directions data is transferred. engine brake program to optimize the
retarder and achieve maximum braking
Any faults are transmitted in the same power in kW.
direction. This means that a fault in the
ABS/TC system can manifest itself in the When the auxiliary brake has requested the
Opticruise system, but not vice versa. exhaust brake to retard the vehicle, the
Opticruise will still be able to control the
Where appropriate, the figure applies to all
exhaust brake for gear changing.
optional equipment affected.
• The Opticruise is coupled to the EDC sys- When the gear change is complete, the
tem to enable synchronous control of the exhaust brake will again be used to retard
speed of the gearbox input and output the vehicle. Prioritization of the various
shafts. The particular gear change does not tasks of the exhaust brake is controlled by
take place until these speeds correspond the exhaust brake control unit (EEB).
with each other.
If the vehicle has an auxiliary brake, the
The communication between the Opticruise Opticruise forwards the speed signal from
and the EDC covers a wide range of data, the speed sensor on the gearbox output shaft
such as engine speed, requested and actual to the auxiliary brake control unit.
torque, throttle pedal position, coolant tem-
• Opticruise is connected to the tachograph so
perature and cruise control.
that it can use the speed information from
this to check that other speed signals are
Communication is via two CAN leads and is
reasonable.
for such things as executing engine-control-
led gear changing and determining which
gear should be selected at any particular
time.
• The Opticruise is coupled to the ABS/TC
system to receive information on ABS con-
trol, TC control, wheel speeds etc.
The communication between Opticruise and

ABS/TC is used for confirming such things
as the suitability of the gear selection. If the
wheels are spinning or slipping, Opticruise
would be “fooled” into selecting the wrong
gear. The speed of each wheel is also used
to check that other speed signals appear
plausible.
Communication is via the two CAN leads.
12 © Scania CV AB 1995 05:05-02 en

ABS/TC
Opticruise
Exhaust brake
Auxiliary brake
system with
Scania retarder
EDC
Tachograph
Signal paths between the Opticruise control unit

and other computer-controlled systems that may be
in the vehicle.
Any faults are transferred from one system to

another in the same direction as communication
(see arrows).
05:05-02 en © Scania CV AB 1995 13

Opticruise, design 12 The diagnostic switch is used to activate

the test program built into the control unit
Item numbers refer to the drawing opposite. and for erasing fault codes.
1 The floor switch is used to activate the 13 Opticruise receives information from
engine brake program and exhaust brake. ABS/TC on speed, slip and possible wheel
In vehicles with no auxiliary brake, the spin in order to select the correct gear at
exhaust brake is used in combination with any moment. In addition, Opticruise must
the engine brake program when the floor be able to prevent gear change if the drive
switch is held down. The signal goes via wheels lose grip. This is for safety.
the auxiliary brake control unit if the vehi-
cle has this. Also see point 14. 14 Opticruise uses the exhaust brake to adapt
engine speed during certain gear changing
2 Two switches provide data on the position procedures, but the exhaust brake is nor-
of the clutch pedal (released, partly or fully mally used to brake the vehicle.
depressed).
The exhaust brake control unit prioritizes
3 EDC informs the control unit that the requests depending on driving conditions.
driver is braking. The engine brake pro- The exhaust brake can be activated auto-
gram then uses slightly shifted upshift matically, manually or by the auxiliary
points. brake control unit.
4 The tachograph provides a speed signal 15 The engine speed sensor is used to be able
which Opticruise compares with the other to synchronize the speeds of the gearbox
speed signals. These come from ABS/TC input and output shafts when changing
and the gearbox output shaft. gear. The signal goes via the EDC and
5 The throttle pedal sensor provides data on through the communications circuit.
requested throttle and kick-down. The 16 The solenoid valves on the gearbox carry
potentiometer signal goes via the EDC out each gear change by releasing com-
control unit. pressed air to the longitudinal and lateral
6 The gear indicator with display and buzzer stroke cylinders. In turn, the cylinders acti-
is used to display driving program, which vate the gear selector shaft.
gear is engaged, fault messages etc. 17 The hall effect sensor and the confirmation
8 The driving mode selector informs the con- switches monitor and confirm gear chang-
trol unit about requested driving mode and ing movement.
if the driver wants to actuate the automatic
system by commanding a change up or
down.
9 The program selector has two positions.
The Normal position provides optimum
fuel economy and the box changes gear
calmly and comfortably. The Hill mode
provides a faster gear changing cycle at
higher engine speed.
10 Diagnostic socket for PC via interface
(Scania VCI).
11 PC with Scania Diagnos 2 fault tracing
program provides the fastest result when
fault tracing.
14 © Scania CV AB 1995 05:05-02 en

The drawing below is general and applies to all optional equipment affected. Only relevant sec-
tions apply to vehicles with less equipment.
10 11
4
1 2 3 5 12
6
8
9
PTO EK/ED 21
14
PTO EG 22
OPTI−
RETARDER 20 CRUISE 13 ABS/TC
EDC 19
15 16 17 18
100862
18 The speed sensor on the gearbox output 21 PTO EK/ED provides torque compensa-
shaft is used to calculate vehicle speed and tion during engine-controlled gear chang-
to confirm other speed signals from ing and therefore an excellent level of
ABS/TC and the tachograph. A corre- comfort if the vehicle is driven with an
sponding output signal is relayed to the engine-driven power take-off engaged.
auxiliary brake control unit.
22 PTO EG is for gearbox-driven power take-
19 Control of engine torque and speed is offs. When this input signal is active, all
requested by Opticruise but carried out by gear changing is blocked and the clutch
EDC. Just when Opticruise is controlling cannot be used.
the engine, the control unit continuously
checks that actual torque corresponds to
the requested level.
20 The auxiliary brake system control unit can
request Opticruise to activate the engine
brake program.
05:05-02 en © Scania CV AB 1995 15

Warning system
The control unit takes various action in the case of faults. This
is to prevent the fault having expensive consequences. For
example, the control unit has two different emergency gear
changing programs. The first of these still provides good driv-
ability while the second requires more from the driver. The
intention of this is that minor faults should not cause too much
inconvenience.
CLU MODE Certain types of less-serious fault cause the control unit to
switch from normal operation to the simpler of the two emer-
gency gear changing programs. The text ”CLU MODE”
C (clutch mode) is shown on the gear indicator display. In this
case, the driver is required to use the clutch for each gear
change. While the control unit is working in this mode, the
letter C will be displayed near the left of the display.
NORMAL
If the fault disappears on its own, the control unit immediately
returns to normal operation. The display then shows ”NOR-
MAL”.
FAILURE
In the case of more serious faults, ”FAILURE” is displayed. If
this happens when driving, the control unit locks the engaged
gear. This gear alone is shown on the display. The driver must
then stop the vehicle and activate the ”LIMPHOME” emer-
gency gear changing program. This process is described in
detail in the Opticruise driver’s manual.
Fault code messages

When the driver switches off the power, the message ”CHK
CHK CODE CODE” is displayed if the control unit has stored any fault
codes during driving. This message is repeated when the
power is switched back on again.
ERROR1 ”ERROR1” or ”ERROR2” means that the control unit has

supplied faulty signals or no signals to the display. A PC must
ERROR2 be used to read any fault codes.
”CONFIG” means that the configuration of the control unit is
not correct. In this case, change the configuration of the con-
CONFIG trol unit using a PC and Scania Programmer.
16 © Scania CV AB 1995 05:05-02 en

Reading fault codes

Fault codes are read in the first part of the Opticruise test pro-
gram. This test program is described in full on pages 59 - 69
of this booklet.
However, describing how to read fault codes would be a suita-
ble introduction to the list of fault codes in the next chapter
and the method is therefore also shown here.
1 Stop the vehicle and switch off the engine.
2 Switch on the power using the starter key. Wait for five
seconds and then hold the diagnostic switch depressed for
TESTING at least a half second. Release it. ”TESTING” is shown on
the display and the buzzer sounds.
Do not touch the diagnostic switch for the moment. The

test program has now started. All parts of the display light
for one second and the buzzer sounds.
ECU NO
3 ”ECU NO” is displayed, directly followed by the part
number of the control unit hardware.
PROG NO
4 ”PROG NO” is displayed, directly followed by the part
number of the control unit software.
CHASSNO
5 ”CHASSNO” is displayed, directly followed by the vehi-
cle chassis number.
F CODES
6 ”F CODES” is displayed, directly followed by any fault
codes stored. More on this below.
• The fault codes are displayed one at a time, with two sec-
onds between them.
• When all stored fault codes have been displayed, the
buzzer sounds briefly. The stored fault codes are then dis-
played again. This may be repeated any number of times,
E010 003 so there is no danger if you should lose concentration.
The display can, for example, look like the figure to the
left. A shows the number of the fault code (10 in this case)
A B and B shows how many times this fault code has been reg-
istered (3).
7 Make a note of the fault codes. Run through the test pro-
gram. Press the diagnostic switch to switch between the
various stages of the test. See pages 59 - 69.
05:05-02 en © Scania CV AB 1995 17

Erasing fault codes

It may be necessary to reset the warning system
every now and then. Someone may, for exam-
ple, have unplugged a cable while the power
was switched on. This can easily happen and the
control unit will then believe that a genuine fault
has arisen.
The warning system is either reset using the
diagnostic switch, concealed behind the cover
on the instrument panel, or using a PC con-
nected to the vehicle’s diagnostic socket in the
05_5161
central electric unit.
Fault codes are extremely useful in the work-
shop as they facilitate fault diagnosis.
• In the driver’s manual, there is an explana-
tion of how to erase fault codes. However, it
is also advised that they should not be erased
unnecessarily and that it is preferable, if pos-
sible, to seek advice at a workshop.
The symbols for the various switches are on the
inside of the lid. These can be seen when the lid
is opened. The Opticruise symbol is shown to
the right.
When the warning system is reset, all fault

codes are erased. Proceed as follows: ERASED!
1 Switch off the power using the starter key.
2 Press the diagnostic switch and hold it
down. Switch on the power.
3 The buzzer gives a short signal. When the
text ”ERASED” is displayed, erasure is
complete.
18 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault codes
General
The control unit acts fast and accurately, according to certain
instructions. It has no imagination and no judgement. When it dis-
covers a fault, or anything it interprets as abnormal, it reacts
immediately and generates fault codes. The warning system is
capable of generating around 70 different fault codes.
Despite the advanced and ”farsighted” soft- Faults that do not generate fault
ware, a fault can arise which the control unit is codes
unable to distinguish from something which
might happen during normal operation. If this The following are the faults which do not cause
is the case, no fault code is generated. There is a fault code to be generated that we are aware
always a limit to how complete monitoring can of at the time of going to press.
be. This applies to all types of control unit.
• Fuse 5 blown (15 supply).
Limitations • Break in the diagnostics switch circuit.
It is not only ”genuine” faults that lead to the • Break in the floor switch circuit.
generation of fault codes. It is sufficient that
someone has unplugged a cable while the • Break or continuous signal from program
power was on. This can easily happen and the selector (Normal/Hill).
control unit will then believe that a fault has
• Break in circuit to the exhaust brake control
arisen.
unit. Fault code 14 is generated in some, but
As for cases of loose contact, the fault may no not all, cases.
longer be present, but the fault code is stored in
• Break to gear indicator.
the control unit memory until it is erased. It is
at least possible then to see which circuit the • Broken lamp in gear indicator.
fault was in and look for the cause there, even
if there is currently no fault.
05:05-02 en © Scania CV AB 1995 19

Fault codes
Explanations CAN: Stands for controller area network. CAN

communication is used to reduce the number of
Several new terms are used in the fault code cables in the vehicle. This is intended to
list or in the connection diagram in group 16. increase reliability.
These terms are explained below.
Vehicles with Opticruise have a communica-
tions circuit consisting of two cables, CAN
EEPROM: Stands for electrically erasable high (pin 38) and CAN low (pin 20).
programmable read only memory. Memory is In simple terms, CAN communication can be
retained, even if power is broken using the likened to radio technology. Data signals
starter key. The contents can be erased and through a CAN cable can be likened to radio
updated during service, using a PC and Scania waves through the air.
Programmer.
When listening to the radio, the receiver is set
This memory contains the control unit configu- so that one radio station is heard at one time.
ration, programmed starting gear, any fault This is the only station that can be heard,
codes etc. despite the fact that there are many radio sta-
tions broadcasting at the same time.
A control unit does more or less the same thing
with the data coming through a CAN cable. It
listens for things such as information from
FLASH memory: This memory contains the EDC on coolant temperature, receives this
complete basic programming of the control value and uses it in calculations.
unit. The content remains, even if power is
switched off using the starter key. The basic The control unit receives all CAN signals that
program can be changed during service using a are sent through the communications circuit in
PC connected to the diagnostic socket. a special memory. This memory can be likened
to a number of radio receivers, set to different
radio stations in order to hear several, particu-
lar radio programmes at the same time. In this
way, the control unit always knows what is
RAM: Stands for random access memory. The happening.
content disappears every time the power is
switched off using the starter key or if power is This is nothing that a mechanic needs to worry
lost for any other reason. about. The only thing to remember is that it is
not possible to check CAN signals using a mul-
This memory stores and processes the various timeter. This is not even necessary as we have
control unit driving data from such things as precise fault codes.
sensors, controls and adjacent systems (EDC,
ABS and the retarder).
20 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault code 1 Fault: Fault in integrated control unit memory.

Cause: Test calculation of content of FLASH memory did not
provide the result the control unit was expecting.
Comment: FLASH memory itself contains basic control
unit program. The control unit checks that the FLASH mem-
ory is working as follows. All memory addresses are added
together to provide a sum. This sum is then used in a test cal-
culation which must provide the ”correct answer”. Otherwise,
this fault code is generated.
Action: Change control unit.
Fault: Fault in integrated control unit memory.

Fault code 2
Cause: Test calculation of content of EEPROM memory did
not provide the result expected by the control unit.
Comment: EEPROM memory contains the configuration of
the control unit. Configuration controls which parts of the
basic program are used for the particular vehicle. When the
control unit checks that the EEPROM memory is working, the
following happens. All values that are important for configu-
ration are added up to a sum. This sum is then used in a test
calculation which must provide the ”correct answer”. Other-
wise, this fault code is generated.
Action: Correctly configure the control unit using a PC. If
this does not help, change the control unit.

Fault code 3
Cause: The control unit’s test of the RAM has shown that
some of the memory cells are not working properly.
Comment: The RAM is the actual working memory of the
control unit. It is here that all calculations are made.
When the control unit checks that the RAM is working prop-
erly, the following happens. Firstly, the control unit writes
certain values into the RAM and then reads these same values
to check that they have not become confused . If the control
unit interprets any deviation, this fault code is generated.
05:05-02 en © Scania CV AB 1995 21

Fault codes
Fault: Break or short in circuit for UX supply.

Fault code 4
Cause: Control unit has detected that power consumption
from pin 36 on the control unit (the so-called UX feed, +24V)
is either too low or too high.
Comment: The control unit gives UX supply on pin 36 to
supply the sensors, controls and display with power. The UX
supply enables the control unit to sense both open and short
circuits as they cause abnormal power consumption. It is this
abnormal power consumption from pin 36 which causes fault
code 4 to be generated.
Open circuit: The circuit consumes no current. Short circuit:
The circuit consumes high current.
In order for the fault code to be regenerated, power consump-
tion must suddenly change, due to something such as loose
contact. If the fault remains, the fault code is regenerated each
time the control unit attempts to activate the UX supply.
High current in the UX circuit can be caused by such things as
shorted sensors.
Action: Check the UX circuit, wiring and components.
Fault: Fault in voltage supply in control unit.

Fault code 5
Cause: Control unit could not confirm its own internal U15
supply when the driver switched on the power using the
starter key.
Comment: The control unit started working when the power
was switched on, despite it not being possible to confirm U15
supply in the test circuit monitoring this.
When this fault arises, it is not possible for the EEPROM to
store new information. This means that the control unit ”for-
gets” any newly-programmed starting gear, and any newly-
generated fault codes. The number of faults is displayed as 1,
even if there are several. It is possible to drive the vehicle, but
it should be repaired as soon as possible as certain safety fea-
tures may be jeopardized.
22 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Fault in monitoring feature inside control unit.

Fault code 7
Cause: The integrated watchdog relay does not activate when
the control unit starts working, or this relay is already acti-
vated when the driver switches on the starter power (this
should not be the case).
Comment: The control unit has detected a malfunction in one
of its internal safety features. Each malfunction of this type
causes the watchdog relay to alarm, generating fault code 7.
If the watchdog relay does not activate, power supply is lost to
all control unit outputs. Not even the starter gear can be
engaged, making the vehicle unusable.
Fault: Not possible to regulate engine speed to correct level

Fault code 14 when changing gear.
Cause: The control unit has received a message from the
EDC via the communications circuit (pins 20 and 38) which
indicated an incorrect response from the engine. The exhaust
brake may have been activated during gear changing without
the Opticruise requesting this.
Comment: Requested torque exceeds permitted value for
engine-controlled gear changing when the gearbox has been
confirmed to be in neutral. This can happen if a gear is
engaged when the control unit is not expecting it. A possible
cause of this might be the slider in the gearbox breaking. If
this fault arises, the driver must use the clutch for every gear
change. CLU_MODE is displayed.
Action: Start by checking the sensor signals for gear position
and then the gearbox itself.
Fault: EDC gives a torque which does not correspond to the

Fault code 15 requested torque.
Cause: When the Opticruise control unit requested a particu-
lar torque via the communications circuit (pins 20 and 38),
EDC responded with a response which Opticruise considered
to indicate impossible values.
Continued >
05:05-02 en © Scania CV AB 1995 23

Fault codes
Comment: Requested torque from Opticruise is ”translated”

in this manner to actual control rack position in the injection
pump. The Opticruise control unit continuously checks that
each response of this type from EDC corresponds with the
expected result. If this fault arises, the driver has to use the
clutch whenever changing gear. CLU_MODE is displayed.
Action: Check whether the EDC control unit has generated
any fault codes. Check that the EDC control unit has the cor-
rect part number. Check connectors and wiring. End by
checking the position of the control rack in the injection
pump.
Fault: NO signal or impossible signal from driving mode

Fault code 19 selector.
Cause: The control unit has received a signal on at least two
of pins 10, 11, 28, 29, 47 and 48 at the same time, or there is
no signal at all from the driving mode selector. These signals
are provided with UX voltage (+24V).
Comment: These signals are impossible as the driving mode
selector can only be in one position at a time.
If this fault arises, the control unit does not ”obey” the driving
mode selector. Either there is no signal at all, or the control
unit has received conflicting signals in one of the following
combinations:
Upshift and downshift at the same time (pins 10 and 28).

Reverse and automatic position at the same time (pins 48
and 29).
Reverse and manual position at the same time (pins 48
and 47).
Neutral and manual position at the same time (pins 11
and 47).
Continued >
24 © Scania CV AB 1995 05:05-02 en

Fault codes
Action: Check the driving mode selector, connectors and wir-

ing. Use wiring diagrams and a multimeter to check the driv-
ing mode selector.
Fault: Impossible signals from clutch switches.

Fault code 22
Cause: Control unit has sensed that pin 8 received a signal
when there was no signal on pin 45.
Comment: The lower clutch pedal switch has been closed
despite the upper clutch pedal switch not being closed. It
should not be possible for something like this to happen when
driving.
When these switches are activated, they are closed to system
earth (0V).
The gearbox cannot change gear automatically if this fault has
arisen. The vehicle can, however, be operated using the LIM-
PHOME emergency gear changing program.
Action: Check both clutch pedal switches, connectors and
wiring.
Fault: Uninterrupted signal from the lower clutch pedal

Fault code 23 switch.
Cause: Control unit has sensed that there was a signal for too
long on pin 8.
Comment: The clutch pedal switch cannot be closed for this
long when driving normally.
When this switch is activated, it is closed to system earth
(0V).
The gearbox cannot change gear automatically if this fault has
arisen. The vehicle can, however, be operated using the LIM-
PHOME emergency gear changing program.
Action: Check the lower clutch pedal switch, connectors and
wiring.
05:05-02 en © Scania CV AB 1995 25

Fault codes
Fault: Uninterrupted signal from upper clutch pedal switch.

Fault code 24
Cause: Control unit has sensed that the signal remained for
too long on pin 45.
Comment: The clutch pedal switch cannot be closed for this
long when driving normally, unless the driver rests his foot on
the clutch pedal when driving.
(0V).
The gearbox cannot carry out engine-controlled gear changing
in manual position if this fault arises.
Action: Check the upper clutch pedal switch, connectors and
wiring.
Fault: Uninterrupted signal from floor switch for engine

Fault code 26 brake program.
too long on pin 27.
Comment: The floor switch cannot be closed for this long
during normal driving.
When this switch is activated, it is closed to +24V. Note that
the signal to pin 27 does not always come from the floor
switch. The retarder control unit can also send the same sig-
nal.
If this fault arises, the control unit is forced to use the engine
brake program.
Action: Check the floor switch, connectors and wiring. Check
if there are any fault codes stored in the retarder control unit
(if the vehicle has a retarder).
26 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Uninterrupted signal from diagnostic switch.

Fault code 27
too long on pin 30.
Comment: It is not possible for the diagnostic switch to be
depressed this long during normal use.
(0V).
If this fault arises when the driver switches on the power, all
fault codes that can be shown on the display will be erased. It
may also be impossible to start the test program.
Action: Check the diagnostic switch, connectors and wiring.
Fault: Impossible deviation, vehicle speed compared to tach-

Fault code 28 ograph.
Cause: The control unit has sensed that the difference in fre-
quency between the signals to pins 31 and 49 (which together
generate a frequency in the control unit) and the signal to pin
32 is too great.
Comment: The difference between the signal from the induc-
tive speed sensor on the gearbox output shaft and the tacho-
graph signal from the combined instrument was greater than
permitted.
Action: Check the road speed sensor on the gearbox output
shaft, the tachograph signal, connectors and wiring.
05:05-02 en © Scania CV AB 1995 27

Fault codes
Fault: Defective contact or loss of signal, vehicle speed sen-

Fault code 31 sor.
Cause: Control unit has sensed that the signals on pin 31
and/or pin 49 are too uneven.
Comment: Speed signal from the inductive road speed sensor
on the gearbox output shaft has varied more than permitted.
Speed must exceed a certain limit for the control unit to regis-
ter this fault.
shaft, connectors and wiring.
Fault: Break or short circuit, vehicle speed sensor.

Fault code 34
Cause: Power consumption too low or too high on pin 31
and/or 49.
Comment: This fault can either be due to a break in the wir-
ing or in the actual sensor, or to a cable being shorted to chas-
sis earth or +24V. In this case, the control unit cannot feel that
the sensor in question is connected.
shaft, connectors and wiring.
Fault: Gear changing movement forward on the left-hand

Fault code 36 side commanded but not confirmed.
Cause: No confirmation for forward longitudinal stroke (pin
43) on the left-hand side (pin 42), despite several attempts to
activate the solenoid valves which release the compressed air.
Comment: The control unit counts both its own attempts and
those of the driver to change gear.
Continued >
28 © Scania CV AB 1995 05:05-02 en

Fault codes
Action: Start by checking the air hoses to the solenoid valves

and that the correct air pressure is reaching the solenoid
valves. Then check that the confirmation signals from the hall
effect sensors are transmitted correctly. Check the solenoid
valves for forward longitudinal stroke and left-hand lateral
stroke, connectors and wiring.
Fault: Gear changing movement backward on left-hand side

Fault code 37 ordered but not confirmed.
Cause: No confirmation for rearward longitudinal stroke (pin
6) on left-hand side (pin 42), despite several attempts to acti-
vate the solenoid valves which release the compressed air.
and that the correct air pressure is reaching these solenoid
effect sensor are transmitted correctly. Check the solenoid
valves for rearward longitudinal stroke and left-hand lateral
Fault: Gear changing movement forward in centre position

Fault code 38 commanded but not confirmed.
43), despite several attempts to activate the solenoid valve
which releases the compressed air.
and that the correct air pressure is getting to the solenoid
valve for forward longitudinal stroke, connectors and wiring.
05:05-02 en © Scania CV AB 1995 29

Fault codes
Fault code 39 Fault: Gear changing movement rearward in centre position

commanded but not confirmed.
Cause: No confirmation for rearward longitudinal stroke
(pin 6), despite several attempts to activate the solenoid valve
which releases the compressed air.
valve for rearward longitudinal stroke, connectors and wiring.
Fault: Forward gear changing movement on right-hand side

Fault code 40 ordered but not confirmed.
43) on right-hand side (pin 24), despite several attempts to
activate the solenoid valves which release the compressed air.
valves for forward longitudinal stroke and right-hand lateral
30 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Gear changing movement rearward on the right-hand

Fault code 41 side commanded but not confirmed.
Cause: No confirmation for rearward longitudinal stroke (pin
6) on right-hand side (pin 24), despite several attempts to acti-
vate the solenoid valves which release the compressed air.
valves for rearward longitudinal stroke and right-hand lateral
Fault: Gear changing movement to the left commanded but

Fault code 42 not confirmed.
Cause: No confirmation for left-hand lateral stroke (pin 42),
despite several attempts to activate the solenoid valve which
releases the compressed air.
valve for left-hand lateral stroke, connectors and wiring.
05:05-02 en © Scania CV AB 1995 31

Fault codes
Fault: Gear changing movement to the right commanded but

Cause: No confirmation for right-hand lateral stroke (pin 24),
despite several attempts to activate the solenoid valve which
releases the compressed air.
valve for right-hand lateral stroke, connectors and wiring.
Fault: Gear changing movement laterally towards the centre

Fault code 44 position requested but not confirmed.
Cause: The control unit has sensed that a confirmation signal
for lateral stroke to the left (pin 42) or a lateral stroke to the
right (pin 24) is still present.
Comment: When the confirmation signal for the lateral neu-
tral position exceeds 10 V and no solenoid valve is activated,
a time count is initiated which then stops when the confirma-
tion signals for lateral stroke are no longer present. This fault
code is generated if the time count is not completed within a
predetermined time.
Action: Start by checking the air lines to the solenoid valves
and check that the correct air pressure is reaching the solenoid
valves. Then check that the confirmation signals from the
Hall-effect sensor are correctly received. Check the venting of
the solenoid valves for left and right-hand lateral stroke, the
return springs, connectors and wiring.
32 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Loss of confirmation, forward stroke.

Fault code 45
Cause: Control unit has sensed the sudden loss of confirma-
tion signal on pin 43.
Comment: For the control unit to be able to check if the sig-
nal is lost, a complete gear change must first be completed.
Five seconds after the control unit has received confirmation
of the completed gear change, it starts to sense whether the
confirmation signal continues to be transmitted as it should
be. The control unit checks this until it commands the gearbox
to carry out the next gear change. This fault code is generated
if, for example, the gear is ejected mechanically.
Action: Check the hall effect sensor, connectors and wiring.
Fault: Loss of confirmation, rearward stroke.

Fault code 46
05:05-02 en © Scania CV AB 1995 33

Fault codes
Fault code 47 Fault: Loss of confirmation, right-hand lateral stroke.

Fault: Loss of confirmation, left-hand lateral stroke.

Fault code 48
Fault: Loss of confirmation, neutral position.

Fault code 49
Continued >
34 © Scania CV AB 1995 05:05-02 en

Fault codes

Fault: No confirmation, neutral position.

Fault code 50
Cause: Control unit has not received confirmation signal on
pin 7 to confirm that the commanded gear change has been
carried out.
Comment: When the solenoid valve for neutral is activated,
time measurement starts which is interrupted when the confir-
mation signal for neutral position exceeds 10 V. This fault
code is generated if time measurement is not carried out
within a preset time.
This fault code can only be generated when vehicle speed is
greater than 5 km/h or when the clutch pedal is fully
depressed.
Action: Check control cylinders, solenoid valve for neutral
position, compressed air lines, hall effect sensors, connectors
and wiring.
Fault: Continuous confirmation signal, neutral position.

Fault code 51
Cause: Control unit has sensed that the confirmation signal
remained for too long on pin 7.
Comment: Confirmation signal may not remain too long after
the command for forward longitudinal stroke or rearward lat-
eral stroke has been given. This fault code can be generated if
the gearbox is binding, for example in severe cold.
Action: Check control cylinders, solenoid valves, compressed
air lines, hall effect sensors, connectors and wiring.
05:05-02 en © Scania CV AB 1995 35

Fault codes
Fault: Impossible confirmation (impossible gear positions).

Fault code 52
Cause: Simultaneous confirmation from several gears at the
same time.
Comment: The signals are impossible because the Hall-effect
sensor and the confirmation switches should only be able to
confirm one gear changing movement at a time.
Any of the following confirmations have come at the same
time:
Neutral and forward confirmation (pin 7 and pin 43)
Neutral and rear confirmation (pin 7 and pin 6)
Forward and rear confirmation (pin 43 and pin 6)
Right and left confirmation (pin 24 and pin 42)
Low range and high range confirmation (pin 41 and pin 5)
Low split and high split confirmation (pin 4 and pin 23).
Action: Check hall effect sensors, confirmation switches,
connectors and wiring.
Fault: Gear changing movement to low range commanded

Fault code 53 but not confirmed.
Cause: No signal on pin 41.
Comment: No confirmation for low range, despite several
attempts to activate the solenoid valve which releases com-
pressed air. Each gear changing attempt must take a certain
time in order to be counted.
Action: Check control cylinders, confirmation switches, the
low range solenoid valve, compressed air lines, connectors
and wiring.
36 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Gear changing movement towards high range com-

Fault code 54 manded but not confirmed.
Comment: No confirmation for high range, despite several
high range solenoid valve, compressed air lines, connectors
and wiring.
Fault: Gear changing movement towards low split com-

Fault code 55 manded but not confirmed.
Comment: No confirmation for low split, despite several
low split solenoid valve, compressed air lines, connectors and
wiring.
05:05-02 en © Scania CV AB 1995 37

Fault codes
Fault: Gear changing movement to high split commanded but

Comment: No confirmation for high split despite several
attempts to activate the solenoid valve which releases the
compressed air. Each gear changing attempt must take a cer-
tain time in order to be counted.
high split solenoid valve, compressed air lines, connectors and
wiring.
Fault: Loss of confirmation, low range.

Fault code 57
Cause: The control unit has sensed the sudden loss of confir-
mation signal on pin 41.
Action: Check confirmation switches, connectors and wiring.
38 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Loss of confirmation, high range.

Fault code 58
Fault: Loss of confirmation, low split.

Fault code 59
05:05-02 en © Scania CV AB 1995 39

Fault codes
Fault: Loss of confirmation, high split.

Fault code 60
Fault: Solenoid valve for forward longitudinal stroke is live

Fault code 61 when it should not be.
Cause: Control unit output to solenoid valve for forward lon-
gitudinal stroke has been powered without the control unit
commanding this.
Comment: This fault code is generated if the control unit out-
put for the solenoid valve in question has been powered for
the wrong reason, for example due to a short circuit to +24
volts (e.g. in wiring). Otherwise, there is a fault in the control
unit itself.
Action: Disconnect the cable from pin 3 and measure using a
multimeter. Then check connectors and wiring.
40 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Solenoid valve for rearward longitudinal stroke is

Fault code 62 powered when it should not be.
Cause: Control unit output to solenoid valve for rearward lon-
gitudinal stroke has been powered despite the fact that control
unit has not commanded this.
unit itself.
Action: Disconnect the cable from pin 22 and measure using
a multimeter. Then check connectors and wiring.
Fault: Solenoid valve for neutral position is powered when it

Fault code 63 should not be.
Cause: Control unit output to the solenoid valve for neutral
position has been powered despite the control unit not com-
manding this.
unit itself.
05:05-02 en © Scania CV AB 1995 41

Fault codes
Fault: Solenoid valve for low range is powered when it

Fault code 64 should not be.
Cause: Control unit output to solenoid valve for low range
has been powered despite the control unit not commanding
this.
unit itself.
Fault: Break or short in circuit to solenoid valve for forward

Fault code 65 longitudinal stroke.
Cause: Power consumption too low or too high from pin 3 on
the control unit.
Comment: When the solenoid valve for forward longitudinal
stroke is activated, the control unit can sense the following
cases. Break:Circuit not consuming any current. Short cir-
cuit:Current in circuit too high.
For the fault code to be regenerated, power consumption must
suddenly change, for example due to a defective contact. If
the fault remains, the fault code is regenerated each time the
control unit attempts to activate the solenoid valve in ques-
tion.
High current can be caused by such things as shorted wind-
ings in the solenoid valve coil.
Action: Check the solenoid valve for forward longitudinal
42 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Break or short in circuit to solenoid valve for rearward

Fault code 66 longitudinal stroke.
Cause: Power consumption too low or too high from pin 22
Comment: When the solenoid valve for rearward longitudi-
nal stroke is activated, the control unit can sense the following
cases. Break: Circuit not consuming any current. Short circuit:
Current in circuit too high.
tion.
Action: Check the solenoid valve for rearward longitudinal
Fault: Break or short in circuit to solenoid valve for right-

Fault code 67 hand lateral stroke.
Comment: When the solenoid valve for right-hand lateral
cases. Break: Circuit not consuming any current. Short circuit:
tion.
Action: Check the solenoid valve for right-hand lateral
05:05-02 en © Scania CV AB 1995 43

Fault codes
Fault: Break or short in circuit to solenoid valve for left-hand

Fault code 68 lateral stroke.
Comment: When the solenoid valve for left-hand lateral
cases. Break:Circuit not consuming any current. Short circuit:
tion.
Action: Check the solenoid valve for left-hand lateral stroke,
Fault: Break or short in circuit to solenoid valve for neutral

Fault code 69 position.
Comment: When the solenoid valve for neutral position is
activated, the control unit can sense the following cases.
Break:Circuit not consuming any current. Short circuit: Cur-
rent in circuit too high.
tion.
Action: Check the solenoid valve for neutral position, con-
nectors and wiring.
44 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Break or short in circuit to solenoid valve for low

Fault code 70 range.
Comment: When the solenoid valve for low range is acti-
vated, the control unit can sense the following cases.
Break:Circuit not consuming any current. Short circuit: Cur-
tion.
Action: Check the solenoid valve for low range, connectors
and wiring.
Fault: Break or short in circuit to solenoid valve for high

Fault code 71 range.
Cause:Power consumption too low or too high from pin 54
Comment: When the solenoid valve for high range is acti-
vated, the control unit can sense the following cases. Break:
Circuit not consuming any current. Short circuit: Current in
circuit too high.
tion.
Action: Check the solenoid valve for high range, connectors
and wiring.
05:05-02 en © Scania CV AB 1995 45

Fault codes
Fault: Break or short in circuit to solenoid valve for low split.

Fault code 72
Cause: Power consumption too low or too high from pin 2 on
the control unit.
Comment: When the solenoid valve for low split is activated,
the control unit can sense the following cases. Break:Circuit
not consuming any current. Short circuit:Current in circuit too
high.
tion.
Action: Check the solenoid valve for low split, connectors
and wiring.
Fault: Break or short in circuit to solenoid valve for high

Fault code 73 split.
Comment: When the solenoid valve for high split is acti-
vated, the control unit can sense the following cases.
Break:Circuit not consuming any current. Short circuit:Cur-
tion.
Action: Check the solenoid valve for high split, connectors
and wiring.
46 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Fault in power supply to control unit.

Fault code 75
Cause: Control unit has sensed that there was no U30 power
supply when the driver switched off the power with the starter
switch.
Comment: The control unit has been switched off several
times in a row without being able to store its data from the
EEPROM. This may be because the control unit has been
switched off with no U30 supply connected to the control
unit. It may also be due to the control unit having been
exposed to strong disturbance which has caused the integrated
protective features in the control unit to act and restart it
repeatedly.
Action: Check the fuse for U30 supply to the Opticruise con-
trol unit, connectors and wiring.
Fault code 76 Fault: The EDC cannot provide a reliable value for throttle
pedal position.
Cause: The control unit has received a message from EDC
via the communications circuit (pins 20 and 38) which shows
that the value from the throttle pedal sensor potentiometer is
impossible.
Comment: In this case, the communications circuit itself is
probably not faulty. Otherwise, the control unit would have
generated a different fault code (fault code 82 or 83).
Action: Check whether there are any fault codes stored in the
EDC control unit.
Fault: The EDC cannot provide a reliable value for current

Fault code 77 engine speed.
that the value from the engine speed sensor is impossible.
EDC control unit.
05:05-02 en © Scania CV AB 1995 47

Fault codes
Fault: The EDC cannot provide a reliable value for current

Fault code 78 vehicle speed.
that the value of the speed signal is impossible.
EDC control unit.
Fault: The EDC cannot provide a reliable value for brake

Fault code 79 pedal position.
that the value from the brake pedal sensor is impossible.
EDC control unit.
Fault: The EDC cannot provide a reliable value for coolant

Fault code 80 temperature.
that the value from the temperature sensor is impossible.
EDC control unit.
48 © Scania CV AB 1995 05:05-02 en

Fault codes

Fault code 81
Cause: The control unit test of communications circuit mem-
ory has shown that some of the memory cells are not working
properly.
Comment: The memory for the communications circuit is
used as a buffer to store information from adjacent systems
(such as EDC and ABS) and then to sort this information
before it is used by Opticruise. The control unit starts by feed-
ing specific values into the communications memory and then
reads these same values to check that they have not become
confused. If the control unit detects any deviation, this fault
code is generated.
Fault: Fault in communications circuit.

Fault code 82
Cause: The control unit has sensed that the signal level in the
communications circuit has been faulty. This indicates an
open or short circuit somewhere beyond pins 20 and 38.
Comment: When the signal level fault has ceased, communi-
cation starts to work again with no further action.
Action: Check connectors and wiring. If these are not at fault,
then the control unit is faulty, but there is not much chance of
this.
Fault: No communications signal from EDC control unit.

Fault code 83
Cause: There has been an abnormally long delay in the
expected signal from EDC via the communications circuit
(pins 20 and 38).
Comment: The Opticruise control unit continuously receives
information from the EDC control unit and ”realizes” that
communication is working properly. If this information is not
present, fault code 83 is generated.
Action: Check to see whether there are any fault codes stored
in the EDC control unit. Check connectors and wiring in the
communications circuit.
05:05-02 en © Scania CV AB 1995 49

Fault codes
Fault: No communications signal from ABS control unit.

Fault code 84
Cause: There has been an abnormally long delay in the
expected signal from ABS via the communications circuit
(pins 20 and 38).
Comment: The Opticruise control unit continuously receives
information from the ABS control unit and ”realizes” that
communication is working properly. If this information is not
present, fault code 84 is generated.
Action: Check to see whether there are any fault codes stored
in the ABS control unit. Check connectors and wiring in the
communications circuit.
Fault: Impossible signal from throttle pedal kick-down

Fault code 85 switch.
Cause: Control unit has sensed a signal on pin 44, despite the
throttle pedal not being fully depressed.
Comment: The kick-down switch closes to earth (0V). If a
faulty analog value is received from the throttle pedal sensor,
fault code 76 is generated, but the control unit cannot then
generate fault code 85.
EDC control unit and if the Opticruise control unit has stored
fault code 76. Check the kick-down switch in the throttle
pedal sensor, connectors and wiring.
50 © Scania CV AB 1995 05:05-02 en

Fault codes
Fault: Incorrect gear ratio in gearbox.

Fault code 86
Cause: The relationship between the speed of the input shaft
and output shaft does not correspond to the gear engaged.
Comment: Input shaft speed is taken from the engine speed
sensor. This means that the clutch must be fully released for
speed comparisons to be made.
This fault code can be generated if the control unit has
received confirmation that the clutch is released, but it is still
slipping. The fault code can also be generated if there are
faulty confirmation signals for gear position.
Action: Check if fault codes for gear positions or road speed
sensors are stored. Check that the control unit is configured
for the correct type of gearbox.
Fault: Impossible deviation, vehicle speed compared to speed

Fault code 87 signal from ABS.
Cause: Control unit has sensed too great a difference in fre-
quency between the signals to pins 31 and 49 (which together
generate a frequency in the control unit) and the signal to pins
20 and 38.
Comment: The difference between the signal from the induc-
tive speed sensor on the gearbox output shaft and the speed
signal from the ABS control unit was greater than permitted.
shaft, fault codes in the ABS system, connectors and wiring.
05:05-02 en © Scania CV AB 1995 51

Fault: Impossible deviation, tachograph compared to speed
Fault code 88 signal from ABS.
Cause: The control unit has sensed that the difference in fre-
quency between the signals to pin 32 and the signal to pin 20
and 38 was too great.
Comment: The difference between the signal from the tacho-
graph and the speed signal from the ABS control unit was
greater than permitted.
Action: Check the tachograph, fault codes in the ABS system,
Fault: ABS cannot provide a reliable value for vehicle speed.

Fault code 89
Cause: The control unit has received a message from ABS via
the communications circuit (pins 20 and 38) that shows that
the speed value is impossible.
Comment: In this case, the fault is unlikely to lie with the
communications circuit. Otherwise, the control unit should
have generated another code (fault code 82 or 84).
ABS control unit.
52 © Scania CV AB 1995 05:05-02 en

Electrical system
Electrical system
References to wiring diagrams

At the time of going to press, no wiring diagrams for the particu-
lar fault codes have been produced. We therefore refer to the
connection diagram in Group 16 of the Workshop Manual.
Connection diagram
Publication number: 16:04-21.
Circuit diagrams
Publication number: No information.
Control unit configuration

Configuration is briefly covered on page 11.
Location of electrical components.

See overleaf.
05:05-02 en © Scania CV AB 1995 53

Electrical system
Location of electrical Item Function

components
B16 Reversing lights
B25 Throttle actuation1 (included in D35)
B26 Kick-down (included in D35)
B27 Clutch pedal fully depressed
B41 Confirmation, high range

B42 Confirmation, low range
B43 Confirmation, high split
B44 Confirmation, low split
B49 Exhaust brake and engine brake program

C46-
C401 Connector
D18 Diode unit for EDC

D35 Throttle pedal sensor
E5 Control unit, Opticruise
E6 Hall effect sensor

E12 Control unit, EDC
F2 Fuse holder
G4 Earth connection, instrument panel
G8 Earth connection, instrument panel

G13 Earth connection, connector panel
G18 Earth connection, connector panel
O1 Instrument cluster
O4 Tachograph
P2 Central electric unit
S17 Exhaust brake (on instrument panel)
S30 Power take-off,EG
(S31) Power take-off, EK/ED
S88 Diagnostics switch
S100 Program selector
S101 Driving mode selector
T17 Speed sensor, output shaft
T20 Speed sensor, for tachograph
V13 Solenoid valve, EG power take-off

V20 Solenoid valve, right lateral stroke
V21 Solenoid valve, left lateral stroke
V22 Solenoid valve, neutral position
V23 Solenoid valve, rearward longitudinal stroke
V24 Solenoid valve, forward longitudinal stroke
V62 Solenoid valve, low split
V63 Solenoid valve, low range
V77 Solenoid valve, high split
V78 Solenoid valve, high range
1. This switch is not used for the actual Opticruise system.

It closes at the start of throttle pedal travel.
54 © Scania CV AB 1995 05:05-02 en

05:05-02 en
©
Scania CV AB 1995
This figure applies to both LHD and RHD vehicles and covers all
affected optional equipment. Vehicles with less optional equipment
are covered where appropriate.
55
56
Input signals
Function Source Signal type
Confirmation of low split Confirmation switch, split +24V UX
Confirmation of high range Confirmation switch, range +24V UX
Confirmation of rearward longitudinal Hall effect sensor +18V (supplied from UX)
stroke
Confirmation of neutral position Hall effect sensor +18V (supplied from UX)
Gives clutch pedal position Lower pedal switch Earthing (0V)
Shows whether EK/ED power take-off Switch +24V

is activated
©
Request for upshift Driving mode selector +24V UX

Scania CV AB 1995
Request for neutral position Driving mode selector +24V UX

Activation of ”Hill” program Program selector +24V UX
Confirmation of high split Confirmation switch, split +24V UX
Confirmation of right-hand lateral Hall effect sensor +18V (supplied from UX)
stroke
Activates engine brake program Retarder control unit or floor switch +24V
To request down shift Driving mode selector +24V UX
To request automatic position Driving mode selector +24V UX
05:05-02 en
05:05-02 en
Input signals, contd.

To activate the test program Diagnostics switch Earthing (0V)
Gives vehicle speed Sensor on output shaft Frequency
Gives vehicle speed Tachograph Frequency
Confirmation, low range Confirmation switch, range +24V UX
Confirms left-hand lateral stroke Hall effect sensor +18V (supplied from UX)
Confirms forward longitudinal stroke Hall effect sensor +18V (supplied from UX)
To request kick-down Kick-down switch Earthing (0V)
Gives clutch pedal position Upper pedal switch Earthing (0V)
©
Scania CV AB 1995
To request manual position Driving mode selector +24V UX
To request reverse position Driving mode selector +24V UX

Gives vehicle speed Sensor on output shaft Frequency
Shows whether EG power take-off is Switch +24V
activated
57
58
Output signals
Function Destination Signal type
To request low split Solenoid valve, low split +24V
To request forward longitudinal stroke Solenoid valve, forward longitudi- +24V
nal stroke
Gives vehicle speed Retarder control unit via C56 Frequency (+24V)
To request right-hand lateral stroke Solenoid valve, right-hand lateral +24V
stroke
To request high split Solenoid valve, high split +24V
To request rearward longitudinal stroke Solenoid valve, rearward longitudi- +24V

©
nal stroke
Scania CV AB 1995
To activate buzzer Buzzer Earthing (0V)

Provides power supply Sensor, controls, display +24V
To request low range Solenoid valve, low range +24V
To request neutral position Neutral solenoid valve +24V
To request activation or disconnection Exhaust brake control unit PWM Signal

of exhaust brake
To request left-hand lateral stroke Solenoid valve, left-hand lateral +24V
stroke
To request high range Solenoid valve, high range +24V
05:05-02 en
05:05-02 en
Other connections
Function Source or destination Signal type
Earth for control unit G13 Earthed (0V)
Power supply in From batteries, fuse 41 +24V (U30)
Communication EDC, ABS/TC etc Data
Communication Diagnostic socket for PC Data
Communication Diagnostic socket for PC Data

Communication EDC, ABS/TC etc Data
Communication Digital display Data
Power supply in Via starter switch, fuse 5 +24V (U15)
©
Scania CV AB 1995
59
Electrical system
63
Driving mode selector - R + R 54
• The figure to the right shows the internal con- 53

nection of the driving mode selector when in - N + N 64
neutral position. 83
- A + A 84
• The lower figure shows which contacts are
closed when the driving mode selector is in 73
its various positions. - M + M 74
43
+ 44
33
- 34
Position Input pin (UX supply) Output pin
33 43 53 63 73 83 34 44 64 54 74 84
R+
R-
R
R N
N+
N-
N A
A+
A-
A M
M+
M-
= Connection between each terminal pin

60 © Scania CV AB 1995 05:05-02 en
Test program
Test program
• The vehicle must be stationary and the engine be switched off,
unless otherwise stated in the particular test stage.
• Power should be on (starter key to drive position)
• The test program is controlled using the diagnostic switch, con-
cealed under a cover on the instrument panel.
The test program consists of start, five test stages

and end. The test program only runs in one direc- FOOTCONT
tion, but can be repeated any number of times. The
diagnostic switch is used to proceed to the next
stage. HANDCONT
TESTING
The figure to the right shows the gear indicator dis- GEARENGA
play before each test stage. This is explained in
more detail in the table below. END TEST
ENGINCOM
RPM INFO
Various phases of test program
Display Intention of test
Various phases of test program

TESTING Test program starts. Presentation of chassis number and control unit part
numbers for hardware and software. Then any fault codes.
FOOTCONT Testing foot controls
HANDCONT Testing hand controls
GEARENGA Testing changing movements and confirmation signals
ENGINCOM Testing engine communication
RPM INFO Testing engine speed sensors and road speed sensors
END TEST Test program ended
05:05-02 en © Scania CV AB 1995 61

Test program
General
The test program should no be used when driv-
ing. Generally, the vehicle should be stationary,
with the engine switched off before testing
starts.
! WARNING!
The vehicle may only be driven with the

test program running when this is
demanded in the test instructions. Under
no other circumstances.
If the control unit registers a road speed or

engine speed during testing, the test program is
interrupted. The control unit then returns to nor-
mal operation. The intention of this is to avoid
END TEST
the danger of an unsuitable gear being engaged.
There are however two test stages which require
the vehicle to be driven and this is when road
speed or engine speed are to be checked. This is
explained in the particular test stages (RPM
INFO and ENGINCOM).
Text in display FOOTCONT HANDCONT

For each test stage, a ”heading” is shown in the
display. At the same time, the buzzer gives a GEARENGA
short signal. This reduces the danger of confus-
ing the various test stages. RPM INFO ENGINCOM
As the gear indicator display is limited to a cer-

E K
tain size, letters are used as symbols for the vari-
ous signals etc in the different test stages. These
symbols are explained in each test stage.
62 © Scania CV AB 1995 05:05-02 en

Test program
TESTING Starting the test program

Fault codes are read at the beginning of the Opticruise test
program. This is also described on pages 16 and 17 in this
booklet. Here, the test program is described in full.
1 The vehicle should be stationary with the engine switched

off.
2 Switch on the power with the starter key. Wait for five
seconds and then press the diagnostic switch for at least
half a second. Release it. ”TESTING” appears in the dis-
play and the buzzer sounds.
Leave the diagnostic switch for the moment. The test pro-
ECU NO gram has now started. All parts of the display light for one
second. The buzzer sounds.
PROG NO 3 ”ECU NO” is displayed, directly followed by the part

number of the control unit hardware.
CHASSNO 4 ”PROG NO” is displayed, directly followed by the part

number of the control unit software.
FCODES 5 ”CHASSNO” is displayed, directly followed by the vehi-

cle chassis number.
6 ”F CODES” is displayed, directly followed by any fault
codes stored. More on this below.
• The fault codes are displayed one at a time, with two sec-
onds between them.
• When all stored fault codes have been displayed, the
buzzer sounds briefly. The stored fault codes are then dis-
E010 003 played again. This may be repeated any number of times,
so there is no danger if you should lose concentration.
The display can, for example, look like the figure to the
A B left. A shows the number of the fault code (10 in this case)
and B shows how many times this fault code has been reg-
istered (3).
7 Note the fault codes. Proceed to the next test stage. See
next page.
05:05-02 en © Scania CV AB 1995 63

Test program
FOOTCONT Foot controls

The gearbox cannot be operated as long as the control unit is
occupied with this test stage.
1 Preconditions:Stationary vehicle, engine switched off and
power on.
2 Press the diagnostic switch for at least a half second and
release it. ”FOOTCONT” is displayed.
3 Test the controls in order. When each letter is displayed,
the particular signal is active. Use the table below for
clarification.
Signal designation
E Floor switch for engine brake program (and

exhaust brake)
U Upper switch for clutch pedal
D Lower switch for clutch pedal
B Brake pedal switch
K Kick-down switch (integrated in throttle pedal sen-

sor)
4 When the test has ended, proceed to the next test stage.
64 © Scania CV AB 1995 05:05-02 en

Test program
HANDCONT Hand controls

The gearbox cannot be operated as long as the control unit is
occupied with this test stage.
1 Preconditions:Stationary vehicle, engine switched off and
power on.
2 Press the diagnostic switch for at least one half second
and release it. ”HANDCONT” is displayed.
3 Test the controls in order. When each letter is displayed,
the particular signal is active. Use the table below for
clarification.
Signal designation
R Driving mode selector to reverse position

R
N Driving mode selector to neutral position
N
A Driving mode selector to automatic position
A
M Driving mode selector to manual position
M
D Driving mode selector to downshift position
D
U Driving mode selector to upshift position
U
H Program selector for normal driving or for steep
H uphill slopes1
1 1 = Switch for power take-off (PTO EK/ED)

1 2 = Switch for power take-off (PTO EG)
2
X = Both power take-offs activated simultaneously
X
1/2/X 1. When the driving mode selector is set for steep uphill slopes,
the letter H should be displayed.
4 When the test has ended, set the driving mode selector to
neutral and proceed to the next test stage.
05:05-02 en © Scania CV AB 1995 65

Test program
GEARENGA Gear changing movements and confirmation

signals
In this case, we force the solenoid valves which release com-
pressed air for the shift cylinders and read the confirmation
signals. In this way, it is possible to check that each gear
changing cycle works properly.
If there are fault codes stored which indicate loss of or impos-
sible road speed signals, this test stage cannot be used for
safety reasons.
! WARNING!
1 Preconditions: Stationary vehicle, engine switched off,
Engine must be switched off compressed air in air system and power on.
during testing.
2 Press the diagnostic switch for at least half a second and
then release it. ”GEARENGA” is displayed.
3 Hold the clutch pedal depressed and try the positions of
the driving mode selector in turn. This is described on the
following pages. Use the table below for clarification.
Signal designation
r Range confirmation, where L=low range, H=high

range and X=both low range and high range at the
same time
L Confirmation for left-hand lateral stroke
B Confirmation for rearward longitudinal stroke

Range gear position is
always displayed on the far
left of the display, as L, H or
N Confirmation for neutral position
X.
F Confirmation for forward longitudinal stroke
R Confirmation for right-hand lateral stroke

r s
s Split confirmation, where L=low split, H=high
split and X=both low split and high split simultane-
ously
Split gear position is always
displayed on the far right of
the display, as L, H or X. 4 When the test has ended, check that the gearbox is in neu-
tral and proceed to the next test stage.
66 © Scania CV AB 1995 05:05-02 en

Test program
Low split and low range simultaneously

R
1 Set the driving mode selector as in fig. 1.
2 Check that LNL is displayed. N
High split and high range

simultaneously
R
3 Set the driving mode selector as in fig. 2.
4 Check that HNH is displayed. N
Left lateral stroke

5 Set the driving mode selector as in fig. 3. R
6 Check that HLNH (or LLNL) is displayed. N
Rearward longitudinal stroke on

left-hand side R
7 Set driving mode selector as in fig. 4.
N
8 Check that HLBH (or LLBL) is displayed.
A
05:05-02 en © Scania CV AB 1995 67

Test program
Forward longitudinal stroke on left-hand

side R
9 Set driving mode selector as in fig. 5. N

10 Check that HLFH (or LLFL) is displayed.
A
Rearward longitudinal stroke in centre

position R

N
12 Check that HBH (or LBL) is displayed.
A
Forward longitudinal stroke in centre

position R
(Only applies to GR gearbox, not GRS)
N
A
14 Check that HFH (or LFL) is displayed.
M
Rearward longitudinal stroke on

left-hand side R
N
16 Check that HBRH (or LBRL) is displayed.
A
68 © Scania CV AB 1995 05:05-02 en

Test program
Forward longitudinal stroke on

right-hand side R

N
18 Check that HFRH (or LFRL) is displayed.
A
Neutral position
Neutral position often, but not always, arises in R
combination with another confirmation signal.
N
20 Check that HLNH (or LLNL) is displayed. A
10

R
22 Check that HNH (or LNL) is displayed.
N
11

R
24 Check that HNRH (or LNRL) is displayed.
N
12
05:05-02 en © Scania CV AB 1995 69

Test program
ENGINCOM Engine communication

In this test stage, we check the kind of data that Opticruise
must have from the EDC system. In this way, it is possible to
check whether sensors, EDC control unit data processing and
the actual communications circuit are working properly.
During this test, the display gives the test result instead of
gear position and the like. In addition, the vehicle can be
driven as normal.
1 Preconditions: Initially stationary vehicle, engine
switched off and power on. The vehicle should be driven
when the actual test stage has been initiated.
and release it. ”ENGINCOM” is displayed.
3 Start the engine and drive the vehicle. Drive at an even
speed and check that the values displayed seen plausible.
Use the table below for clarification.
Signal designation
gg Requested throttle as percentage of full throttle (0 -

gg 99 %)
Requested throttle ee Actual torque (x 100 Nm)
dd Requested torque (x 100 Nm)
ee tt Engine temperature (0 - 99 ˚C)
Actual torque 4 When the test has ended, proceed to the next test stage.
dd
Requested torque
tt
Engine temperature
70 © Scania CV AB 1995 05:05-02 en

Test program
RPM INFO Speed sensors

Here, we check the various speed information which is com-
pared by Opticruise. In this way, it is possible to check that
both sensors and their wiring are working properly.
During this test, the display gives the test result instead of
gear position and the like. In addition, the vehicle can be
driven as normal.
1 Preconditions: The vehicle should be driven when the
actual test stage has been started.
and release it. ”RPM INFO” is displayed.
3 Drive the vehicle at an even speed and check that the val-
ues displayed seem plausible. Use the table below for
clarification
Signal designation
nn Engine speed (x 100 rpm)

nn
v_1 Propeller shaft speed from sensor on gearbox out-
Engine speed put shaft (x 10 rpm)
v_2 Speed signal from tachograph, recalculated to pro-

peller shaft speed (x 10 rpm)
v_1 4 When the test has ended, press the diagnostic switch to
end the test program. When this has been done, ”END
Propeller shaft speed TEST” is displayed and the control unit returns to normal
operation.
See pages 16 to 17 for description of any fault messages

which have arisen during test driving.
v_2
From tachograph
05:05-02 en © Scania CV AB 1995 71

72 © Scania CV AB 1995 05:05-02 en
Mechanical work
Mechanical work
General
Internally, the gearbox is standard. Its operating system is similar
to the corresponding one for 3 series CAG 2, but with the differ-
ence that the stroke damper for Opticruise is now built into the
longitudinal stroke cylinder. The gearshift housing, located on
the top of the gearbox is also changed. The design is more com-
pact than in previous models.
Hall effect sensor and shift cylinders

Mechanically, Opticruise has no great changes. We therefore
concentrate on changing and setting the hall effect sensor and
changing the shift cylinders. This is described on the following
pages.
Confirmation switches
The four confirmation switches are of the same type; normally
closed. Tightening torque: 20 Nm. Their location is shown in the
figure below, with the gearbox shown viewed from above. On
older gearboxes, B42 is located on the right-hand side. Designa-
tions are explained on page 54.
B44
B42
100870
B43 B41
05:05-02 en © Scania CV AB 1995 73
Mechanical work
Hall effect sensor, adjusting and

replacement
Use the control unit’s integrated test program or
a PC to detect faults in the hall effect sensor, and
to verify that faults have been corrected when a
repair is completed.
Removal
1 Set the driving mode selector to the neutral
position.
2 Detach the air hoses from the longitudinal
stroke cylinders and the lateral stroke cylin- ABA = B
ders. Unplug the connector to the hall effect
sensor wiring from the sensor housing.
3 Detach the gearshift housing from the gear-
box and place it upside down on the work-
bench.
4 Detach the sensor housing from the gear-
shift housing.
5 Blow compressed air into the centre air con-
nection on the longitudinal stroke cylinder.
This sets the gear shift shaft to the neutral
position. Check that the stop on the lever is
in the centre of the coulisse as in the figure
above to the right.
Checking and adjusting

6 Remove both the guide pins from guide
plate 99 150 (these are not needed). Fit the
guide plate in the place of the sensor hous-
ing. Check that the magnet housing is in the
correct position.
7 When adjusting: Undo the magnet housing
bolts enough to move the housing, but no
further.
Note: The bolts are locked with locking com-
pound, but do not heat the magnet housing. This
may damage the magnet.
8 Adjust the position of the magnet housing
using the guide plate. Then lock the bolts 1 Sensor housing
with locking compound 561 029 and screw 2 Magnet housing
then fully down. 3 Spring pins
Continued > 4 Guide plate 99 150
(Figure shows series 3 design)
74 © Scania CV AB 1995 05:05-02 en

Mechanical work
Hall effect sensor, fitting

9 Fit the sensor housing to the gear shift hous-
ing.
Refit the gear shift housing to the gearbox.
Changing the longitudinal stroke

cylinder
The vehicle’s compressed air system must be
pressurized for the longitudinal stroke cylinder
to be set to the correct position before it is
removed.
1 Switch on the power. Set the driving mode
selector to neutral. The longitudinal stroke
cylinder is set to neutral.
2 Cut the power. Disconnect the three air
hoses from the longitudinal stroke cylinder.
3 Undo the four securing bolts and remove the
cylinder.
4 Fit the new cylinder. Blow compressed air
into the centre connector, setting the cylin-
der to the neutral position. Make sure that
teeth on the gearshift shaft are engaged in
the centre position.
05_5336
5 Fit the air hoses.
6 Remove the level plug. Fill with ATF fluid
up to the hole (about 0.27 litres).
7 Switch on the power and check the gear
changing movements using the test program
(test stage ”GEARENGA”).
The longitudinal stroke cylinder can be turned if
extra space is required. If this is done, the com-
pressed air couplings must also be switched.
Hint: Remove the gear selector housing from
the gearbox if turning the cylinder. this makes
the task easier.
05:05-02 en © Scania CV AB 1995 75

Mechanical work
Changing the lateral stroke

cylinder
It is not necessary for the compressed air system
to be pressurized in order to remove the lateral
stroke cylinder.
1 Switch on the power. Set the driving mode
selector to neutral position.
2 Cut the power. Disconnect the hoses from
the lateral stroke cylinder.
3 Undo the securing bolts and remove the cyl-
inder.
4 Lubricate the piston with brake grease, part
No. 319 308.
5 Fit the new cylinder.
6 Fit the air hoses.
7 Switch on the power and check the gear
05_5334
changing movements using the test program
(test stage ”GEARENGA”).
Location of compressed air

cylinders
• The figure to the right shows which solenoid V23
valve the various compressed air couplings V22
belong to. V20
V24 V21
• The figure applies to standard vehicle ver-
sions.
• The longitudinal stroke cylinder can be
turned. This is sometimes necessary to allow
sufficient clearance for e.g. a hydraulic
pump.
V62
If this is the case, the air lines for V23 and V77
V24 must be swapped. This allows the longi-
tudinal stroke cylinder to work in the right
direction when it has been turned.
V63
100859
V78
76 © Scania CV AB 1995 05:05-02 en

Exploded view drawings
This chapter shows the exploded view drawings for the

most important Opticruise components on the gearbox.
Part numbers are given in our spare parts catalogues.
The drawing below shows the location of solenoid
valves for Opticruise. Designations are explained on
page 54. The location of air lines is shown on page 76.
Location of solenoid valves on gearbox. The two

PTO solenoid valves are for the power take-offs.
05:05-02 en © Scania CV AB 1995 77

Longitudinal stroke Item Quantity Designation

cylinder
1 1 Gasket
2 4 Screw
3 1 Housing
4 1 End plate
5 1 Gasket
6 5 Screw
7 2 Spring pin
8 2 Plug
9 2 Gasket
10 1 Piston rod
11 1 Rack
12 2 Retaining ring
13 2 Retaining ring
14 1 Piston rod
15 2 Washer
16 2 Piston
17 4 Retaining ring
18 1 Bearing sleeve
19 1 V-ring
20 2 Bearing
21 1 O-ring
22 2 Piston
23 2 O-ring
24 2 Washer
25 2 Retaining ring
26 2 Seal
27 1 O-ring
28 1 Cylinder cover
29 3 Screw
78 © Scania CV AB 1995 05:05-02 en

05:05-02 en © Scania CV AB 1995 79

Gear shift housing with Item Quantity Designation

lateral stroke cylinder
1 4 Bushing
2 1 Retaining ring
3 1 Filter disc for venting
4 1 O-ring
5 1 Sensor housing assembly

6 1 Magnet housing
7 1 O-ring
8 2 Spring pin
9 4 Screw
10 4 Screw
11 1 Gear shift shaft
12 1 Magnet holder
13 1 Screw
14 3 Screw
15 1 Lever
16 2 Screw
17 2 Key
18 2 Spacer
19 1 Coulisse
20 2 Cap
21 4 Screw
22 2 Retaining ring
23 2 Washer
24 1 Spring
25 1 Spacer
26 1 O-ring
27 1 Retaining ring
28 1 V-ring
29 1 Lever
30 1 Cylinder
31 1 Piston
32 1 Spacer
33 1 V-ring
34 1 O-ring
35 1 O-ring
36 1 O-ring
37 1 O-ring
38 2 Screw
39 2 Plug
40 2 Gasket
41 1 Housing
42 1 Screw
43 1 Washer
80 © Scania CV AB 1995 05:05-02 en

Component parts of the gear shift hous-

ing and lateral stroke cylinder. Part
numbers are listed in our spare parts
catalogues.
05:05-02 en © Scania CV AB 1995 81

Compressed air parts Item Quantity Designation

on gearbox
1 1 Bracket
2 2 Bracket 1
3 3 Holder
4 2 Nut
5 2 Screw
6 2 Screw
7 2 Nut
8 11 Strap
9 22 Screw
10 22 Washer
11 7 Screw
12 7 Nut
13 14 Cone
14 9 Solenoid valve 2
15 7 O-ring
16 2 Union
17 10 Elbow union
18 5 Elbow union
19 4 Union
20 1 Clip
21 1 Screw
22 4 Bracket
23 2 T-union
VAE M3 Plastic pipe

VAJ -”- Plastic pipe
VAF -”- Plastic pipe
VSR -”- Plastic pipe
VSS -”- Plastic pipe

XBN -”- Plastic pipe
VRH -”- Plastic pipe
VRL -”- Plastic pipe
VCH -”- Plastic pipe

VCL -”- Plastic pipe
VSH -”- Plastic pipe
VSL -”- Plastic pipe
A ERF 4 Union nut

Ferrule
Insert sleeve
1. Drawing shows early version

2. See page 77 for locations
3. M = By the metre
4. ERF = Whatever quantity is required
82 © Scania CV AB 1995 05:05-02 en

Compressed air parts on gearbox. Part

numbers are listed in our spare parts
catalogues.
05:05-02 en © Scania CV AB 1995 83

84 © Scania CV AB 1995 05:05-02 en
05:05-55
Issue 1 en
Comfort Shift, CS
©Scania AB 1997-12, Sweden

1 710 497
Contents
Contents
General ........................................................................ 3
CS system components ........................................................................ 5

Gearbox .......................................................... 6
Longitudinal stroke cylinder .......................... 6
Lateral stroke cylinder ................................... 7
Control cylinders for the range gears ............. 7
Position sensors ............................................. 8
Speed sensor ................................................ 10
Solenoid valves ............................................ 11
Clutch pedal switches .................................. 11
Gear lever housing ....................................... 12
Gear display and buzzer ............................... 14
Control unit .................................................. 15
Diagnostics switch for the test programme . 15
Diagnostics socket ........................................ 15
Delay relay ................................................... 15
Gear-changing pattern ................................. 16
Location of gearbox components ...................................................................... 17
Integrated safety features ...................................................................... 19
Location of controls ...................................................................... 22
Driving ...................................................................... 23
Signal paths ...................................................................... 27
Emergency gear-changing ...................................................................... 28
2 © Scania CV AB 1996 05:05-55 en

General
General
Comfort Shift
Comfort Shift (CS) is an electro-pneumatic The control unit and operational functions of
gear-changing system devised and developed the CS system are the same as those in the CS2
by Scania to facilitate gear-changing and give in the 3 Series, whereas the gearbox and gear
added comfort to the driver. The CS lever is selector housing are the same as those in the
similar to the gear lever in a passenger car and Opticruise.
is just as easy to operate. Gears can, moreover,
be pre-selected.

General
The CS system has a manual Control unit

gearbox The control unit reads the engine speed and the
The CS system is complementary to a manual gear that is currently engaged. When the driver
gearbox in which the gear-changing mecha- selects a gear with the CS lever and declutches,
nism has been replaced by control cylinders for the control unit changes to the proposed gear
engaging and disengaging the gears. by using the compressed air cylinders on the
gearbox.
Two control cylinders, one for longitudinal and
the other for lateral stroke, are operational in The control unit is programmed for the engine
the main box. The high and low ranges of the and gearbox installed in the vehicle. Fault diag-
gearbox are operated by the control cylinders nosis is performed by using either the inte-
of the GR801 gearbox. The control cylinders in grated fault diagnosis programme or by
the main box operate in directions that corre- external test equipment.
spond to the pattern of the gear selector.
The control cylinders for longitudinal and lat-
eral stroke have been designed to make gear-
changing fast and reliable. A damping device
for the longitudinal stroke movement adapts
gearbox operations to the process of synchroni-
zation.
A number of position sensors on the gearbox
inform the control unit when each step in the
gear-changing process has been completed,
and indicate the gear that has been engaged.
There are seven solenoid valves in the CS sys-
tem, five of which are used for longitudinal and
lateral stroke in the main box. The remaining
two valves in the standard gearbox are for the
high and low ranges.
103 571

Components
CS system components
2 3 6 4
103 702
5 7 1 5
13
11
14 8 10 9
12
103 574
1 Manual gearbox 8 Clutch pedal switches

2 Longitudinal stroke cylinder 9 Gear lever housing
3 Lateral stroke cylinder 10 Gear display and buzzer
4 Control cylinders for the range gears 11 Control unit and code plug
5 Position sensor 12 Diagnostics switch for the test programme
6 Speed sensor 13 Diagnostics socket
7 Solenoid valves 14 Delay relay

Components
1. Gearbox
The gearbox is of the manual type with com-
pressed air cylinders fitted on to the gear selec-
tor housing.
103 572
GR801 gearbox
2. Longitudinal stroke cylinder

The longitudinal stroke cylinder performs the
longitudinal gear-changing movements. It has a
dual-action piston and three air connections for:
- Forward longitudinal stroke
- Backward longitudinal stroke
- Neutral position.
The front and rear air intakes of the longitudinal
stroke cylinder are equipped with throttles for
smooth engagement of the gears.
The stroke damper is built into the longitudinal The longitudinal stroke
stroke cylinder. It adapts the movements when a cylinder
gear is engaged to the process of synchroniza-
tion. Damping is from neutral to the forward or
backward positions only.

Components
3. Lateral stroke cylinder

The lateral stroke cylinder performs lateral gear-
changing movements:
- Right-hand lateral stroke
- Left-hand lateral stroke.
The lateral neutral position is obtained with the
help of a spring mechanism located in the cover
of the lateral stroke cylinder.
The lateral stroke cylinder
4. Control cylinders for the range

gears
The control cylinders for the range gears change
from the high to the low range and vice versa.
They are the gearbox cylinders and they work in
parallel.

Components
5. Position sensors
Position sensors inform the control unit when a
gear-changing movement has been completed.
Changing gear in the main box consists of a
maximum of three movements:
- Neutral position - acknowledgement
- Lateral, right/left - acknowledgement
- Longitudinal, forward/back. -
acknowledgement.
Gear-changing movements and subsequent
acknowledgement are also involved in changing
103 682
between the high and low ranges.
Location of the position sensors
The gearbox has two different types of position
sensor:
- Hall sensors
- Acknowledgement switches for the high and
low range gears.

Components
Hall sensors
Hall sensors are a non-contact form of acknowl-
edgement for the gear-changing movements per-
formed in the main gearbox. The
acknowledging part of the sensor reacts to and is
controlled by a magnetic field. It consists of two
parts:
- magnet housing
- sensor housing
The magnet housing is located under the gear
selector shaft. The electronic parts of the sensors
are cast into the sensor housing. The location of
the sensors is such that the control unit can read
the movements of the gear selector in the gear-
box. See the section on ”Gear-changing pattern”
for further information.
When a gear-changing movement begins, the Hall sensors
sensors are activated and the signal line
becomes conductive.
The sensor circuit has five signal lines giving
nine combinations of signal that the control unit
can read: N, NL, NR, F, FL, FR, B, BL and BR.
A movement is divided into lateral strokes such
as N NL and longitudinal strokes such as
NL BL.
Note: The gear selector in the GR801 does not
have a backward stroke to the right (BR). See
the figure below.
L = Left
R = Right
F = Forward
B = Backward
The movement pattern of the gear selector in
the GR801

Components
Acknowledgement switches
The movement-sensing electric acknowledge-
ment switches are located on the range section
of the gearbox and are closed when not
influenced.
Acknowledgement switch
Acknowledgement switch on the range

section
A = High
B = Low
6. Speed sensor
A speed sensor reads the speed of the vehicle by
reading the rotational movement of a sensor
wheel. The signal informs the control unit of the
vehicle’s speed.
Speed sensor

Components
7. Solenoid valves
The solenoid valves are controlled by signals
from the control unit. They regulate the flow of
air to the control cylinders.
When a gear-changing movement has been
completed, the position sensors inform the con-
trol unit and activation is terminated. The con-
trol cylinder is then vented by the solenoid
valve.
There are seven solenoid valves in the CS sys-
tem, five of which are used for longitudinal and
lateral stroke in the main box. The remaining
103 704
two valves are used for the high and low ranges.
8. Clutch pedal switches

The position of the clutch pedal is read by an
upper and a lower switch.
- The upper switch senses that the clutch pedal
is in the released position so that the control
unit can check that the road-speed sensor is
functioning. When the pedal is depressed, the
switch earths a relay which transmits a +24V
signal to the control unit.
- The lower switch closes whenever the clutch
pedal is fully depressed, which the control
unit then senses and activates the solenoid
valves.
Both switches have to be closed and the pedal
depressed before a gear can be changed.
Clutch pedal switches
A = Upper switch
B = Lower switch

Components
9. Gear lever housing

The gear lever housing consists of the
following:
- the CS lever
- microswitches
- an interlock valve
- a knob for emergency gear-changing.
103 589
Gear lever housing
CS lever
The CS lever is used to command the desired
gear. There are seven forward gears and one
reverse gear. To engage the first and reverse
gears, a mechanical catch must first be lifted on
the CS lever.
The CS lever has four lateral and five longitudi-
nal positions (see the illustration).
When the driver moves the lever to the desired
gear, the CS lever stops in the gear-changing
position. When the change has been completed
in the gearbox, the driver moves the CS lever to
the drive position to complete the gear-changing
operation.
R 2 4 6
Z
Microswitches
The CS lever activates seven microswitches, Y
four lateral (A-D) and three longitudinal (X-Z).
See the illustration.
A B C D X
The microswitches read the position of the CS
lever and transmit information on the desired Y
gear to the control unit.
1 3 5 7
103 590
Z
A-D. Lateral positions
X. Neutral
Y. Gear-changing position
Z. Drive

Components
Interlock valve
The interlock valve keeps the CS lever in the
gear-changing position until the gear-changing
operation has been completed in the gearbox.
The lock is then released and the driver can pro-
ceed to move the lever into the drive position.
If the driver should move the CS lever too fast
and the interlock valve not manage to lock the
lever in time, a mechanical key in the gear lever
housing will prevent the CS lever from entering
the next drive position until the gearbox has
managed to complete the gear-changing
operation.
Knob for emergency gear-changing

A hatch is located behind the CS lever. Under
the hatch there is an emergency knob for chang-
ing gear and a switch for the reverse gear.

Components
10. Gear display and buzzer

The gear display is part of the instrument clus-
ter. It consists of four parts:
- an eight-character display
108377
- a buzzer
Gear display
- background lighting
- an indicator lamp (does not influence the
system functions)
The gear display performs two functions dur-
ing driving:
Indicates the gear selected

A number or letter in the middle of the indica-
tor shows in a steady light the gear currently
engaged. Background lighting
Reports malfunctioning with a code The gear display has background lighting to
ensure its visibility. When the light switch is at
See the section on ”Integrated safety features”. 0, the background lighting is at full strength;
when it is in the position for parking or for
Signals from the buzzer main or dipped beam, the background lighting
follows the rheostat for the instrument lighting.
The buzzer is controlled by the control unit. Its
function is to inform the driver by means of Note: The lamp for the background lighting
various audible signals that the control unit has must be whole if the gear display is to work.
discovered a fault in the system or that the
driver has done something wrong, such as
selecting a gear that is too low.
See the section on ”Integrated safety features”.

Components
11. Control unit Control Unit Gearbox

xyzzxy xxyy zz
xx11xyzzxy xxyy zz
The control unit receives information from the

xyzzxy xxyy zz
xx11xyzzxy xxyy zz
xx11xyzzxy xxyy zz xyzzxy xxyy zz
CS lever and controls the choice of gear. It also xx11xyzzxy xxyy zz xyzzxy xxyy zz
controls the gear-changing process in the gear-

box via the solenoid valves and the position
sensors.
Adaptation to the relevant power train is made
via a code plug that programmes the control unit
for the engine and gearbox in question, (see the
table under ”Specifications” in the Work A
103 592
description. There is a 55-pole connector on the B
control unit that connects the various compo-
nents in the CS system. The control unit has an Control unit
integrated test programme. A = Code plug
B = Connector
12. Diagnostics switch for the test

programme
The control unit has an integrated test pro-
gramme that is activated via a switch in the cen-
tral electric unit (the vehicle must be stationary).
The programme quickly locates any faults.
Switch for the integrated test programme
13. Diagnostics socket

At the time of writing, there is no diagnostics
programme available for the CS in a 4-Series
bus.
14. Delay relay

If a gear is still engaged when the engine is
switched off with the starter key, the delay relay
maintains the supply voltage for a further ten Diagnostics socket
seconds. The delay enables the control unit to
warn the driver that a gear is still engaged and
enable him to disengage it without having to
turn the power on again to do so.

Gear-changing pattern
A vehicle equipped with the CS system has a
manual gearbox. The positions of the gears cor-
respond, therefore, to the movement pattern of
the gear selector.
L = Left
R = Right
F = Forward
B = Backward
The movement pattern of the gear selector in the GR801

Location of components
Location of gearbox components
Solenoid valves
Designation Function Connection
V20 Lateral stroke, right A5
V21 Lateral stroke, left A4
V22 Longitudinal stroke, neutral A2
V23 Longitudinal stroke, backward A1
V24 Longitudinal stroke, forward A3
V63 Low range A6
V78 High range A7

Switches Position sensors

Designation Function Designation Function
B16 Reversing lights Right
B500 Neutral - gearbox Left
E6 Backward
Connectors
Neutral
Designation Function
Forward
C97 7-pole
B41 Range, high
C99 10-pole
B42 Range, low
C142 7-pole
C202 2-pole
C203 2-pole Speed sensor
T17 Speed sensor

Integrated safety features
Overrevving protection Clutch pedal switches
Overrevving protection prevents a gear from An upper and a lower switch are located by the
being selected that is too low in relation to the clutch pedal. They inform the control unit by
speed of the vehicle. signal whether the pedal is in the released or
depressed position.
If the desired gear were to give the engine a
speed above 3000 rpm, the gear will not be Both switches must be functioning correctly
engaged and the buzzer will sound. The buzzer for a gear-changing operation to be permitted.
switches off when the lever is placed in neutral If one of them is issuing a faulty signal, chang-
or the vehicle loses speed. ing to a higher gear or neutral only will be
allowed.
The upper switch registers even slight depres-
sions of the clutch which means that erroneous
information can be transmitted to the control
unit if the driver is driving with his foot on the
clutch pedal.
If there is a break in one of the clutch pedal
switches it will not be possible to change gear.
To restart the control unit:
Monitoring road speed - Switch off the engine.
Road-speed sensor - Restart the engine.

A control function in the control unit monitors
the road speed. If the clutch is in the released
position and a gear with a gear ratio of less
than 8:1 is engaged (e.g., gears 2 to 7 in the
GR801), the control unit will expect the speed
to be registered by the road-speed sensor.
If the reading is incorrect or is interpreted as
zero by the control unit for a period of ten sec-
onds, the buzzer will issue an alarm and the
selection of a higher gear or neutral only will
be permitted. The fault can be due to a short
circuit or break.
05:05-55 en © Scania CV AB 1996 19

Time delay for reverse gear

When the driver selects the reverse gear, there
is a delay of three seconds before the gear is
engaged in order to protect the gearbox.
Gear lock
An interlock valve in the gear lever housing
locks the CS lever in the drive position if the
engine is switched off when a gear is still
engaged. To engage neutral in the gearbox,
the driver must first declutch and place the CS
lever in the neutral position. If this is not done,
low air pressure can make it difficult to depress
the clutch pedal when the engine is restarted.
Protection against emergency

gear-changing in normal
conditions
If the emergency gear-changing function is
used in normal driving conditions, the control
unit will command the gearbox to engage neu-
tral and remain there for as long as the vehicle
is moving. The control unit will then discon-
nect itself permitting only the emergency gears
to be used. If the control unit is to resume its
operational functions, the power supplied to
the control unit must be broken and the knob
placed in position D.
20 © Scania CV AB 1996 05:05-55 en

Buzzer signals
Short buzzer signals warn the driver not to leave
the vehicle with a gear engaged and the engine
switched off. Because the clutch is worked by
compressed air, it will become difficult to oper-
ate if the vehicle stands sufficiently long for the
compressed air system to lose all pressure. The
signal is emitted for ten seconds.
Rapid signals are a warning that the road-speed

reading is incorrect.
Ultra-rapid buzzer signals inform the driver that

the overrevving protection has been connected.
Fault messages
Some fault messages appear on the gear display
when the vehicle is on the road.
”CODEPLUG” The code plug is faulty,

missing or undefined.1)
108 379
”BLACKBOX” Internal fault in the control
unit. 1)
”ERROR1” The display is receiving
faulty signals from the con-
trol unit. 2)
”ERROR2” The display is not receiving
any signals from the control
unit. 2)
1)
The vehicle cannot be driven without engag-
ing the emergency gear-changing function.
2)
The control unit is working normally but the
driver is not receiving information concerning
the gear engaged.
05:05-55 en © Scania CV AB 1996 21

Driving
Location of controls
2
3
103 594
1 Gear display and buzzer

2 CS lever
3 Emergency gear-changing knob

Driving
Driving
Starting the engine

1 Turn the starter key to the drive position.
2 Declutch if the gear display doesn’t show N.
Move the gear lever into neutral.
The gearbox will engage neutral providing there
is sufficient air pressure.
If the air pressure is insufficient, depress the
clutch pedal when starting the engine. The pedal
will be difficult to operate if there is no pressure
in the system.
3 The gear display shows N.
108 378
4 Start the engine.
Starting the vehicle

1 Declutch.
2 Select the starting gear with the CS lever.
When the movement is completed an
acknowledgement is sent to the control unit
which then sends a signal to the gear lever.
The lock is released and the CS lever can be
moved into the drive position.
3 Release the parking brake.
108 380
4 Release the clutch and accelerate.
05:05-55 en © Scania CV AB 1996 23

Driving
Changing gear
Changing gear without pre-selection

1 Declutch.
2 Move the gear lever into the desired gear-
changing position. When the change has
been completed in the gearbox, the CS lever
can be moved into the drive position.
3 Release the clutch.
108 380
Changing gear with pre-selection
When a gear has been engaged, the CS lever can
be moved out of the drive position without
depressing the clutch and moved into another
gear-changing position for pre-selection.
1 Move the CS lever into the desired gear-
changing position. Hold the lever in place or
else it will return to the neutral position.
103 596
2 Declutch, after which the gear engages in

the gearbox and the CS lever can be moved
into the drive position.
3 Release the clutch.
103 597
24 © Scania CV AB 1996 05:05-55 en

Driving
Reversing
Changing gear without pre-selection 5s

Note: observing the correct order is important.
The vehicle must be stationary, otherwise the
gearbox can become damaged.
1 Declutch and wait five seconds.
103 598
2 Lift the sleeve under the CS lever and move
the lever into the reverse gear-changing
position.
3 When reverse has been engaged and the
lock released, move the CS lever into the
drive position.
Changing gear with pre-selection

The vehicle must be stationary, otherwise the
gearbox can become damaged. The gearbox
should be in neutral.
1 Lift the sleeve under the CS lever and move
the lever into the reverse gear-changing
position.
2 Declutch. After three seconds, the gear

engages in the gearbox, the lock is released
and the CS lever can be moved into the
drive position.
05:05-55 en © Scania CV AB 1996 25

Driving
Parking
1 Declutch.
103 599
2 Place the CS lever in neutral. The gear dis-
play shows N.
3 Apply the parking brake.
N
103 595
4 Short buzzer signals warn if the gearbox is
not in neutral when the engine is switched
off. The signals are emitted for ten seconds.
26 © Scania CV AB 1996 05:05-55 en

Signal paths
Signal paths
The control unit receives information from various functions. Gear selection is controlled by the CS
lever. When the clutch pedal is depressed, the control unit receives an order to change gear. The sig-
nal is sent to the solenoid valves which perform the operation using compressed air. A lock in the CS
lever indicates that the gear-changing operation is completed. The buzzer in the gear display warns
of any malfunctioning.
103 571
Signal to the control unit from: The control unit notes:

The road-speed sensor Current road speed.
The position sensors Gear engaged and gear-changing movements
completed.
The CS lever The control unit notes the gear selected.
The clutch pedal switches (2) The position of the clutch pedal.
Signal from the control unit to: Results in:

The gear display A symbol in the middle in a steady light - gear
engaged.
The buzzer Gives warning of malfunctioning.
The solenoid valves Control the gear-changing process.
The interlock valve in the CS lever Marks the completed gear-change.
05:05-55 en © Scania CV AB 1996 27

Emergency gear-changing
If the CS system is not working, the emergency
gear-changing system can be used instead.
It can be used if there is a fault in the CS lever,
control unit or position sensors. However, the
compressed air system, compressed air cylin-
ders and solenoid valves must all be working.
Switching to the emergency gear-changing
function is made via a knob located under a
hatch in the gear lever housing. Reverse (R) and
three forward gears (2, 4 and 5) are accessible.
If the emergency function is not working due to
a fault in the control unit then the control unit
must be disconnected by detaching the 55-pole
connector.
Gear display
Because the emergency gear-changing function
is used when there is a fault in the CS system, it
is possible that the information shown in the
gear display regarding the gear engaged is not
correct.
Preparations for emergency

gear-changing
RP14 RP15 RP16 RP17 RP18 RP19 RP20 RP21 RP22 RP23
RP24 RP25 RP26 RP27 RP28
Check fuses 5 and 14 and replace them if RP7 RP8 RP9 RP10 RP11 RP12 RP13
necessary.
RP29 RP30 RP31 RP32 RP33
46 47 48 49 50 51
RP1 RP2 RP3 RP4 RP5 RP6 RP34
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
103 699
28 © Scania CV AB 1996 05:05-55 en

Driving with the emergency

gear-changing function
Unscrew the hatch behind the CS lever.
! WARNING!
The emergency function is not equipped

with overrevving protection. Exercise
great care when changing gear.
Driving forward
1 Declutch.
2 Turn the knob to position 2.

Select the other gears using the emergency knob
and declutch as usual.
103 600
05:05-55 en © Scania CV AB 1996 29

Reversing
1 Declutch.
2 Turn the knob to position R.
3 Press the switch to the left of the knob and
keep it pressed for five seconds.
After driving with the emergency

gear-changing function
IMPORTANT! The knob should be in position
D when the emergency gear-changing function
is not in use.
30 © Scania CV AB 1996 05:05-55 en

05:05-56
Issue 1 en
Comfort Shift, CS
Work description
©
1 710 447 Scania AB 1997, Sweden
Work description
Contents
CS system components ........................................................................ 4
Fault codes ........................................................................ 5

Emergency gear changing .............................. 6
Electrical system Test programme ........................................... 35

Control unit connections .............................. 41
Circuit diagram ............................................ 43
Trouble shooting Gear control ................................................. 47

Position sensors ........................................... 48
Engine operating mode ................................ 48
Road speed sensor ........................................ 48
Solenoid valves ............................................ 49
Clutch pedal switches .................................. 49
Mechanical work Gear control ................................................. 51

Solenoid valve ............................................. 60
Checking wear ............................................. 61
Checks and settings ...................................... 61
Gear-changing pattern ................................. 63
Location of gearbox components ................. 65
Specifications ...................................................................... 67
05:05-56 en © Scania AB 1997, Sweden 3

2 3 6 4
103 702
5 7 1 5
13
11
14 8 10 9
12
103 574
1 Manual gearbox 8 Clutch pedal switches

2 Longitudinal stroke cylinder 9 Gear lever carrier
3 Lateral stroke cylinder 10 Gear indicator with buzzer
4 Control cylinders for range part 11 Control unit with code plug
5 Position sensors 12 Diagnostics switch for test programme
6 Speed sensing 13 Diagnostics socket
7 Solenoid valves 14 Delay relay
4 © Scania AB 1997, Sweden 05:05-56 en

Fault codes
Fault codes
Fault codes are generated in the control unit There are three different categories of fault
when disturbances in the operation of the CS code:
system are detected.
A, B and C.
Experience has shown that the cause is nearly
always to be found in a component other than A: Generated when an electrical fault is detec-
the control unit, such as a sensor, solenoid ted in electrical components (including con-
valve, the wiring or a connector. For this rea- nectors and wiring).
son, first look for the cause of the fault in some
B: May be generated as for A or if mechanical
other component before checking the control
binding occurs. Try to determine primarily
unit.
whether the code is generated because of
The list of fault codes contains a description of mechanical binding or faulty adjustment.
the conditions necessary for a fault code to be
C: May be generated as for A or if incorrect
generated and suggested suitable remedial
operation is detected. If no electrical fault
measures. The way in which the fault affects
has been detected, try to establish in conver-
the control unit’s gear-changing function is
sation with the driver whether incorrect ope-
described in the comments.
ration is the cause.
When a fault code has been generated it may in
Category A faults can be rectified without
certain circumstances affect the regular gear-
further trouble shooting.
changing or gear-selection function. If the con-
trol unit’s power supply is switched off and on Category B and C faults require the cause to be
again, the function will be restored in spite of checked more thoroughly.
the fault code, provided that the fault does not
recur.

Fault codes
Emergency gear changing

If the vehicle has been driven to a workshop
with the emergency gear-changing function in
operation, turn the knob back to position D
before starting repair work.

Fault codes
Fault code 01 Fault: Internal fault in the control unit.

Comment: The gear indicator may display ”BLACKBOX”.
Category A
Action: If the fault has occurred several times, change the
control unit.
Fault code 03 Fault: No signal from the road speed sensor.

Cause: No road speed signal input on pins 16 and 34 of the
Category A control unit even though the following conditions are met:
- Clutch pedal released. The voltage on pins 2, 3 and 50 is
lower than 9 V.
- Engine running. The voltage on pin 51 is higher than 10 V.
- A gear with a ratio higher than 8:1 is engaged.
(Gears 2-7 on GR801.)
The fault code is generated after 5 seconds.
Comment: The buzzer sounds repeatedly. Only selection of a
higher gear and neutral is permitted.
If the fault disappears, the control unit will return to normal
operation.
The fault code may be generated if the fault concerns only one
of the conditions, but in that case more fault codes ought to
have been generated.
Action: Check the road speed sensor, connectors and wiring.
Check whether the clutch is slipping.
Check whether the engine is sending signals even when it is
not running. This could be due to a fault in the alternator’s
diode bridge.
Circuit: 46, 53, 72, 75

Fault codes
Fault code 04 Fault: Defective contact in the code plug connector.

Cause: When power is turned on the control unit checks and
Category A approves the code plug. After this the code plug has been
changed.
Comment: The driver receives no information when the fault
occurs. Operation of the control unit is unaffected. The code
plug that was valid when the control unit’s power supply was
turned on remains valid as long as the control unit continues
to be supplied with power.
The fault may be caused by a bad contact or corrosion in the
control unit’s code plug connector.
Action: Unplug the code plug and plug it back in again.
Check by means of the test programme whether the control
unit senses the code plug’s correct part number.
Note: If the fault is not rectified, it could in the worst case
cause the control unit to use the wrong gear-changing
sequences.
Fault code 06 Fault: Unidentified code plug.

Cause: The control unit can select neither gear-changing
Category A pattern nor engine type via the code plug.
The fault code is generated in the following cases:
1. Faulty code plug.
2. Fault in the control unit’s code plug connector.
3. The control unit is of earlier design and not programmed
for this code plug.
Comment: The gear indicator displays ”CODEPLUG”.
Action: Unplug the code plug and plug it back in again.
Case 1: Change the code plug.
Case 2: Change the control unit.
Case 3: Change the control unit.

Fault codes
Fault code 08 Fault: No engine signal.

Cause: No input signal from the alternator. The signal indica-
Category A tes that the alternator is charging and that the engine is
running.
The engine signal input on pin 51 is lower than 10 V, even
though the following conditions are met:
- Clutch pedal released. The voltage on pins 2, 3 and 50 is
lower than 9 V.
- A gear is engaged.
- Vehicle speed is above 50 km/h.
The fault code is generated after 10 seconds.
Comment: The buzzer sounds repeatedly.
Action: Check the alternator, connectors and wiring.
Circuit: 46, 53, 75
Note: After 5 gear changes the buzzer will stop.
Fault code 09 Fault: Overrevving when changing gear.

Cause: Vehicle speed increase (acceleration) during gear-
Category C changing so that the selected gear causes the engine to over-
rev. Gear-changing is interrupted.
Comment: Selection of a gear leading to high engine rpm,
close to 3000 rpm, may cause a fault code to be generated.

Fault codes
Fault code 11 Fault: Gear-changing movement forward ordered but not

confirmed.
Category B Cause: Forward longitudinal stroke ordered from pin 41. No
confirmation of this within 2 seconds, i.e. the input voltage on
pin 45 is still lower than 10 V.
Comment: When gear-changing time exceeds 2.5 seconds,
gear-changing is cancelled. The neutral and high-range sole-
noid valves are supplied with current for 0.5 seconds to return
to the disengaged position. A fresh attempt to change gear can
then be made with the clutch pedal depressed.
The fault code can also be generated if the gearbox seizes.
Fault code 61 can be generated for the same reason.
The fault code is not generated at speeds below 5 km/h.
Action: Check the control cylinders, the solenoid valve for
forward stroke, compressed air lines, hall sensor with hous-
ing, connectors and wiring.
Circuit: 87, 105.
Fault code 12 Fault: Gear-changing movement rearward ordered but not

confirmed.
Category B Cause: Rearward longitudinal stroke ordered from pin 4. No
confirmation of this within 2 seconds, i.e. the input voltage on
pin 8 is still lower than 10 V.

Fault codes

rearward stroke, compressed air lines, hall sensor with hous-
ing, connectors and wiring.
Circuit: 96, 112.
Fault code 13 Fault: Gear-changing movement right ordered but not

confirmed.
Category B Cause: Right lateral stroke ordered from pin 5. No confirma-
tion of this within 0.5 seconds, i.e. the input voltage on pin 9
is still lower than 10 V.
noid valves are supplied with current for 0.5 seconds. A fresh
attempt to change gear can then be made with the clutch pedal
depressed.
right lateral stroke, compressed air lines, hall sensor with
housing, connectors and wiring.
Circuit: 95, 110.

Fault codes
Fault code 14 Fault: Gear-changing movement left ordered but not

confirmed.
Category B Cause: Left lateral stroke ordered from pin 23. No confirma-
tion of this within 0.5 seconds, i.e. the input voltage on pin 27
is still lower than 10 V.
depressed.
left lateral stroke, compressed air lines, hall sensor with
housing, connectors and wiring.
Circuit: 93, 103.
Fault code 15 Fault: Gear-changing movement from high to low range

ordered but not confirmed.
Category B Cause: Low range ordered from pin 24. No confirmation of
this within 2 seconds, i.e. the input voltage on pin 29 is still
lower than 10 V.

Fault codes

low range, compressed air lines, hall sensor with housing,
Circuit: 84, 114.
Fault code 16 Fault: Gear-changing movement from low to high range

ordered but not confirmed.
Category B Cause: High range ordered from pin 6. No confirmation of
this within 2 seconds, i.e. the input voltage on pin 28 is still
lower than 10 V.
high range, compressed air lines, hall sensor with housing,
Circuit: 81, 116.

Fault codes
Fault code 19 Fault: Gear-changing movement neutral ordered but not

confirmed.
Category B Cause: Neutral ordered from pin 42. No confirmation of this
within 1 second, i.e. the input voltage on pin 46 is still lower
than 10 V.
depressed.
Fault codes 55 and 56 can be generated for the same reason.
neutral, compressed air lines, hall sensor with housing, con-
nectors and wiring.
Circuit: 89, 107.
Fault code 20 Fault: Break or short-circuit in the leads to the solenoid valve
for forward longitudinal stroke.
Category A Cause: Power consumption too low or too high from control
unit pin 41.
Comment: When the solenoid valve for forward longitudinal
cases. Break: circuit not consuming any current. Short-circuit:
current in circuit too high.
For the fault code to be generated afresh, power consumption
must undergo a sudden change as might be caused by a loose
contact. In the case of a persistent fault, the fault code will be
generated afresh the first time the control unit attempts to acti-
vate the solenoid valve after the power has been switched on.

Fault codes
A high current could be caused by shorted windings in the

solenoid valve coil, for instance.
Gear-changing is cancelled. A fresh attempt to change gear
can then be made after 2.5 seconds with the clutch pedal
depressed.
stroke, the connectors and wiring.
Circuit: 105.
for rearward longitudinal stroke.
unit pin 4.
Comment: When the solenoid valve for rearward longitudinal
depressed.
stroke, the connectors and wiring.
Circuit: 112.

Fault codes
for right-hand lateral stroke.
unit pin 5.
Comment: When the solenoid valve for right-hand lateral
depressed.
Action: Check the solenoid valve for right-hand lateral stroke,
the connectors and wiring.
Circuit: 110.
for left-hand lateral stroke.
unit pin 23.
Comment: When the solenoid valve for left-hand lateral

Fault codes

depressed.
Action: Check the solenoid valve for left-hand lateral stroke,
the connectors and wiring.
Circuit: 103.
for low range.
unit pin 24.
Comment: When the solenoid valve for low range is acti-
circuit not consuming any current. Short-circuit: current in
circuit too high.
depressed.
Action: Check the solenoid valve for low range, the connec-
tors and wiring.
Circuit: 114.

Fault codes
for high range.
unit pin 6.
Comment: When the solenoid valve for high range is acti-
circuit not consuming any current. Short-circuit: current in
circuit too high.
depressed.
Action: Check the solenoid valve for high range, the connec-
tors and wiring.
Circuit: 117.
for neutral position.
unit pin 42.
Comment: When the solenoid valve for neutral position is
activated, the control unit can sense the following cases.
Break: circuit not consuming any current. Short-circuit: cur-

Fault codes

depressed.
Action: Check the solenoid valve for neutral position, the
Circuit: 107.
for gear-changing confirmation.
unit pin 21.
Comment: When the solenoid valve for gear-changing con-
firmation is activated, the control unit can sense the following
If the solenoid valve is faulty, no gear-changing confirmation
will be obtained in the CS lever.
Action: Check the solenoid valve for gear-changing confir-
mation, the connectors and wiring.
Circuit: 29.

Fault codes
Fault code 30 Fault: The safety relay in the control unit is defective.
Cause: The first time the clutch pedal is depressed after
Category A power is switched on, the control unit checks its safety relay
by attempting to activate the driver stage for the neutral posi-
tion solenoid valve. If this is successful, the fault code may
have been generated as a result of the following:
1 One of the 7 driver stages for the solenoid valves has been
supplied with current through a short-circuit to +24 V,
such as may have occurred in the wiring.
2 The safety relay is defective.
Comment: The buzzer sounds repeatedly and no gear-
changing is allowed.
Action: Case 1. Check that no solenoid valve is activated
when the clutch pedal is released.
Case 2. Change the control unit.
Circuit: 103-116.
Fault code 33 Fault: Continuous signal from the upper clutch pedal switch.
Cause: The input power on pin 50 has been higher than 10 V
Category C for 10 minutes. At the same time, the input power on pins 2
and 3 has been lower than 10 V.
Comment: The clutch pedal switch cannot normally remain
closed for such a long time unless the driver rests his foot on
the clutch pedal while driving.
When the switch is activated, it activates a relay which supp-
lies pin 50 with system voltage (24 V).
The buzzer sounds repeatedly. Only selection of a higher gear
or neutral is allowed.

Fault codes
Action: Check the upper clutch pedal switch, relay R515, the
Circuit: 46-53.
Fault code 34 Fault: Implausible signals from the clutch pedal switches.
Cause: The input power on pins 2 and 3 has been higher than
Category A 10 V. At the same time, the input power on pin 50 has been
lower than 9 V.
Comment: The lower clutch pedal switch has been closed
although the upper clutch pedal switch was not closed. This
should not be possible during normal driving.
When the lower switch is activated, it closes and supplies pins
2 and 3 with +24 V.
When the upper switch is activated, it activates a relay which
supplies pin 50 with system voltage (24 V).
No gear-changing is allowed.
Action: Check the clutch pedal switches, relay R515, the
Circuit: 46-53.

Fault codes
Fault code 35 Fault: Continuous signal from the diagnostics switch.

Cause: The input power on pin 44 has been lower than 9 V
Category C for 60 seconds.
Comment: The diagnostics switch cannot remain depressed
for such a long time during normal driving. Activating this
switch connects it to system earth (0 V).
If this fault occurs as soon as the driver turns on the power, all
fault codes will be erased and the gear indicator will display
“ERASE”.
The test programme cannot be started and the test lamp comes
on.
Action: Check the diagnostics switch, the connectors and
wiring.
Circuit: 146.
Fault code 37 Fault: Loss of confirmation signal for forward stroke.

Cause: The control unit has sensed that the voltage level of
Category B the confirmation signal on pin 45 has suddenly changed.
Comment: For the control unit to check for loss of the confir-
mation signal, a complete gear-changing sequence must first
be performed. When the clutch pedal has subsequently been
released for more than 5 seconds, the control unit can check
that the confirmation signal has not changed. The fault code
could be generated if the gear ”jumps out” due to a mechani-
cal fault, for instance.
If the gear indicator shows ”--” it is because the control unit
does not recognize the combination of signals.
Circuit: 87.

Fault codes
Fault code 38 Fault: Loss of confirmation signal for rearward stroke.

Circuit: 96.
Fault code 39 Fault: Loss of confirmation signal for right lateral stroke.
Circuit: 95.

Fault codes
Fault code 40 Fault: Loss of confirmation signal for left lateral stroke.
Circuit: 93.
Fault code 41 Fault: Loss of confirmation signal for low range.


Fault codes

Circuit: 83.
Fault code 42 Fault: Loss of confirmation signal for high range.

Category B
the confirmation signal on pin 28 has suddenly changed.
Circuit: 81.

Fault codes
Fault code 45 Fault: Loss of confirmation signal for neutral position.

Circuit: 88.
Fault code 46 Fault: Erroneous activation of the solenoid valve for low
range.
Category A Cause: Power has been supplied to control unit pin 24
without gear-changing having been ordered.
Comment: The fault code is generated if the control unit’s pin
has been supplied with power erroneously, such as shorting to
+24 V.
The fault code can also be generated by an internal control
unit fault.
The buzzer sounds repeatedly and no gear-changing is
allowed.
Action: Disconnect the lead from pin 24 and take a reading
with a multimeter. Check the connectors and wiring.
Change the control unit.
Circuit: 114.

Fault codes
Fault code 47 Fault: Erroneous activation of the solenoid valve for forward
stroke.
Category A Cause: Power has been supplied to control unit pin 41 with-
out gear-changing having been ordered.
+24 V.
unit fault.
allowed.
Circuit: 105.
Fault code 48 Fault: Erroneous activation of the solenoid valve for rearward
stroke.
Category A Cause: Power has been supplied to control unit pin 4 without
gear-changing having been ordered.
+24 V.
unit fault.
allowed.
Circuit: 112.

Fault codes
Fault code 50 Fault: Gear-changing cancelled.

Cause: Gear-changing cancelled because the clutch pedal was
Category C released too soon.
Comment: The driver released the clutch pedal before gear-
changing was completed. The fault code is generated after
10 cancelled gear changes. The driver will notice the fault
because neutral is often obtained instead of the gear selected.
The fault code can also be generated by a loose contact on the
lower clutch pedal switch.
Fault code 52 Fault: Continuous confirmation signal for right lateral stroke.
Cause: Power (over 9 V) has remained on pin 9 for longer
Category B than 1 second after pin 46 has been supplied with power
(over 10 V).
Comment: The confirmation signal must not be applied for
longer than 1 second after neutral position confirmation in
connection with right lateral stroke.
When gear-changing time exceeds 2.5 seconds, gear-changing
is cancelled. The neutral and high-range solenoid valves are
supplied with current for 0.5 seconds. A fresh attempt to
change gear can then be made with the clutch pedal
depressed.
right lateral stroke, the compressed air lines, hall sensor, con-
nectors and wiring.
Circuit: 88, 95.

Fault codes
Fault code 53 Fault: Continuous confirmation signal for left lateral stroke.
Category B than 1 second after pin 46 has been supplied with power
(over 10 V).
longer than 1 second after neutral position confirmation in
connection with left lateral stroke.
depressed.
left lateral stroke, the compressed air lines, hall sensor, con-
nectors and wiring.
Circuit: 88, 93.
Fault code 54 Fault: Loss of signal from road speed sensor.

Cause: The control unit has in two consecutive measure-
Category A ment periods detected on pins 16 and 34 a speed higher than
10 km/h and a speed of 0 km/h.
Comment: The buzzer sounds repeatedly. Only selection of a
higher gear and neutral is permitted.
If the fault disappears, the control unit will return to normal
operation.
Action: Check the road speed sensor, connectors and wiring.
Circuit: 71-72.

Fault codes
Fault code 55 Fault: Continuous confirmation signal for forward longitudi-

nal stroke.
Category B Cause: Power (over 9 V) has remained on pin 45 for longer
than 1 second after pin 42 has supplied the solenoid valve
with power.
longer than 1 second after activation of the solenoid valve for
forward longitudinal stroke.
depressed.
neutral position, the compressed air lines, hall sensor, connec-
tors and wiring.
Circuit: 87, 107.
Fault code 56 Fault: Continuous confirmation signal for rearward longitudi-

nal stroke.
Category B Cause: Power (over 9 V) has remained on pin 8 for longer
than 1 second after pin 42 has supplied the solenoid valve
with power.
longer than 1 second after activation of the solenoid valve for
rearward longitudinal stroke.
depressed.

Fault codes

neutral position, the compressed air lines, hall sensor, connec-
tors and wiring.
Circuit: 96, 107.
Fault code 57 Fault: Continuous confirmation signal for low range.

Category B than 2 seconds after pin 6 has supplied the solenoid valve with
power.
Comment: The confirmation signal for low range must not be
applied for longer than 2 seconds after high range has been
ordered. When gear-changing time exceeds 2.5 seconds, gear-
changing is cancelled. The neutral and high-range solenoid
valves are supplied with current for 0.5 seconds. A fresh
depressed.
high range, the compressed air lines, hall sensor, connectors
and wiring.
Circuit: 84, 116.

Fault codes
Fault code 58 Fault: Continuous confirmation signal for high range.

Category B
than 2 seconds after pin 24 has supplied the solenoid valve
with power.
Comment: The confirmation signal for high range must not
be applied for longer than 2 seconds after low range has been
ordered. When gear-changing time exceeds 2.5 seconds, gear-
changing is cancelled. The neutral and high-range solenoid
valves are supplied with current for 0.5 seconds. A fresh
depressed.
high range, the compressed air lines, hall sensor, connectors
and wiring.
Circuit: 81, 114.

Fault codes
Fault code 61 Fault: Continuous confirmation signal for neutral position.

Category B than 2 seconds after pin 41 or pin 4 has supplied the relevant
solenoid valve with power.
Comment: The confirmation signal for neutral position must
not be applied for longer than 2 seconds after the solenoid
valve for forward or rearward stroke is activated from neutral.
depressed.
Fault codes 11 and 12 can be generated for the same reason.
Action: Check the control cylinders, the solenoid valves for
forward and rearward stroke, the compressed air lines, hall
sensor, connectors and wiring.
Circuit: 88, 105, 112.

Fault codes
Fault code 63 Fault: Implausible signals from the CS lever longitudinally.

Cause: The control unit senses the ordering of several gears at
Category B the same time.
Comment: The fault code is generated in the following cases:
- the voltage on pin 12 is higher than 10 V at the same time
as the voltage on pins 31 and 13 is lower than 9 V.
- the voltage on pin 31 is higher than 10 V at the same time
as the voltage on pin 13 is higher than 10 V.
The fault code is generated after 2 seconds. No gear is
engaged.
Action: Check the CS lever, the connectors and wiring.
Fault code 64 Fault: Implausible signals from the CS lever laterally.

Cause: The control unit senses the ordering of several gears at
Category B the same time.
Comment: The fault code is generated in the following case:
- the voltage on pin 31 or pin 13 is higher than 10 V at the
same time as the voltage on pins 30, 11, 36 and 49 is lower
than 9 V.
The fault code is generated after 2 seconds. No gear is
engaged.
Action: Check the CS lever, the connectors and wiring.

Electrical system
Electrical system
Test programme Preparation

Proceed as follows before starting the test
The CS system is equipped with a test pro-
programme:
gramme with which circuits and gear-changing
movements can be checked and any faults can 1 Change up and down using all the gears,
quickly be traced. including reverse. Note whether any gear
cannot be engaged.
The test programme consists of four stages.
Each stage is reached by pressing the diagnos- 2 Listen for acoustic signals, see below.
tics switch for about 1/2 second and then relea-
sing it. The gearbox should be in neutral. The Note: The warning for engaged gear and eng-
vehicle must be stationary so that the test pro- ine switched off is removed after 5 gear
gramme will not be interrupted. changes.
Test all stages one by one, even if only one sys-
tem is to be checked. When the switch has been
pressed for the fifth time the programme will
end.
The test programme can also be stopped by tur-
ning off the power with the starter key.

Test programme
Signals from the buzzer

Buzzer signals warn the driver of operating
faults or faults arising in the CS system.
2 signals / second
Warns the driver against leaving the vehicle
with a gear engaged and the engine switched
off. Since the clutch is operated by means of
compressed air it will be heavy going if the
vehicle is left in this state long enough for the
compressed air system to lose all pressure. The
signal continues for about 10 seconds.
3 signals / second
Warns that the speedometer is unreliable.
10 signals / second
Advises that overrevving protection has been
engaged.

Test programme
Starting the test program

Switch on the power using the starter key.
First depression
- All the gear indicator character positions
light up one by one for 1 second and go out
for 1 second and the buzzer sounds for
2 seconds.
- The code plug part number is displayed for
2 seconds.
- The part number of the control unit is dis-
played for 2 seconds.
103970
- Fault codes are displayed at 2 second inter-
vals. When all the fault codes stored in the
103 971
control unit have been displayed, the buzzer
sounds twice and the fault codes are dis-
played again from the beginning.
Example:
The gear indicator shows
E035 = Fault code 35
003 = Has occurred 3 times
Second depression
- Test of clutch pedal switches and engine
signal.
The gear indicator shows:
No indication when the clutch pedal is fully
released.
R: The clutch pedal is partially depressed.
)
103972
RD: The clutch pedal is fully depressed.

*: 0-7 may occur. Used when testing the
connection for Scania Diagnos.
E: Engine running.

Test programme
Third depression
ST6 R 2 4 6
- Test of microswitch (ST1-7) in gear lever.
ST5
The gear indicator shows how the microswit-
ches work in different gears.
1 2 3 4
ST
The upper figure shows where the micros-
witch starts to have an effect in the different
gears. ST7
ST6 1 3 5 7
103 975
Move the lever to the gear positions and
5
check that the symbols for the different
microswitches light up in the gear indicator.
6
Microswitch 6 is reached when the clutch
pedal is depressed so that the interlock valve
103 973
releases. 1 2 7 3 4
Symbols for the microswitches
Fourth depression
- Test of the gearbox.
The gear indicator displays:
*): Confirmation from range

L = Low
H = High
X = signal from both high and low range
103 974
switches, which is wrong

Confirmation from left lateral stroke (
B: Confirmation from rearward stroke
NN: Confirmation from neutral
F: Confirmation from forward stroke
R: Confirmation from right lateral stroke

Test programme
- Control of solenoid valves.

Disengage and engage the gears as follows:
R - (High range)
N - (Neutral)
1 - (Low range)
2 - (Left/Forward)
3 - (Left/Rearward)
4 - (Forward)
5 - (Rearward)
6 - (Right/Forward)
7 - (Right/Rearward) 1)
1) The gearbox does not have this position. The
gear indicator will show confirmation for Right -
Neutral instead.

Test programme
Fifth depression
- Return to normal operation.
- Return to normal operation takes place if the
vehicle moves, regardless of where in the
programme you are.
Erasing fault codes

2 Press and hold the diagnostics switch in the
depressed position.
3 Turn the starter key to the drive position.
103 977
The gear indicator displays ”ERASE” as a
sign that the fault codes have been erased.

Input signals
Use Source Signal type Pin
Gives clutch pedal position Lower pedal switch +24 V 2
Gives clutch pedal position Lower pedal switch +24 V 3
Engine speed = 0 Delay relay +24 V 7
Confirms rearward longitudinal Hall effect sensor +18 V 8
stroke
Confirms right lateral stroke Hall effect sensor +18 V 9
Gives CS lever’s lateral position Microswitch ST2 +24 V 11
Gives CS lever’s end position for- Microswitch ST6 +24 V 12
ward/rearward
Gives CS lever’s position rearward Microswitch ST7 +24 V 13
Gives vehicle speed Sensor on output shaft Frequency 16
Confirms left lateral stroke Hall effect sensor +18 V 27
Confirms high range Confirmation switch, high range +24 V 28
Confirms low range Confirmation switch, low range +24 V 29
Gives CS lever’s position forward Microswitch ST5 +24 V 31
Gives vehicle speed Sensor on output shaft Frequency 34
Activates the test programme Diagnostics switch Earthing (0 V) 44
Confirms forward longitudinal Hall effect sensor +18 V 45
stroke
Confirms neutral position Hall effect sensor +18 V 46
Ordering of emergency Switch in gear lever carrier +24 V 48
gearchanging position
Gives clutch pedal position Upper pedal switch via R515 +24 V 50
Informs whether engine is running Alternator connection D+, via +24 V 51
fuse 22

Output signals
Use Destination Signal type Pin
Orders rearward longitudinal Solenoid valve, rearward +24 V 4
stroke longitudinal stroke
Orders right lateral stroke Solenoid valve, right lateral stroke +24 V 5
Orders high range Solenoid valve, high range +24 V 6
Allows engagement of neutral Interlock valve in gear selector +24 V 21
position housing
Controls the gear indicator Gear indicator (in instrument Data 22
cluster)
Orders left lateral stroke Solenoid valve, left lateral stroke +24 V 23
Orders low range Solenoid valve, low range +24 V 24
Road speed sensor output PWM 26
Activates the buzzer Gear indicator (buzzer) +24 V 40
Orders forward longitudinal stroke Solenoid valve, forward +24 V 41
longitudinal stroke
Orders neutral position Solenoid valve, neutral +24 V 42
Other signals
Use Source Signal type Pin
Earth for control unit G505 Earth 1
Diagnostics communication Diagnostics socket, K lead Data 15
Power supply for control unit From delay relay R514 +24 V (U30) 20
Diagnostics communication Diagnostics socket, L lead Data 33

Circuit diagram
Circuit diagram
Delay relay, gear indicator
Gear control

Circuit diagram
Clutch pedal, emergency gear-changing, road speed sensor
Range switches, hall sensor

Circuit diagram
Solenoid valves
Neutral switch, reversing light switch, diagnostics socket, diagnostic-

switch

Trouble shooting
Trouble shooting
Gear control
Faults in the gear control’s microswitches, wiring or connectors can lead to malfunctioning of vari-
ous kinds.
Open circuit on microswitch

Symptoms
(ST)
Selection of 1st gear and R is not allowed. 1
Selection of 2nd and 3rd gears is not allowed. 2
Selection of 4th and 5th gears and N is not allowed. 3
Selection of 6th and 7th gears is not allowed. 4
Selection of 2nd, 4th and 6th gears and R is not allowed. 5
The CS lever is not blocked when the engine has been switched 6
off with a gear engaged.
Selection of 1st, 3rd, 5th and 7th gears is not allowed. 7
Short-circuit on micro-
Symptoms
switch (ST)
Only 1st gear and R can be selected. 1
Only 2nd and 3rd gears can be selected. 2
Only 4th and 5th gears and N can be selected. 3
Only 6th and 7th gears can be selected. 4
Only 2nd, 4th and 6th gears and R can be selected. 5
No confirmation from the CS lever. The interlock valve is 6
withdrawn and the CS lever enters the drive position before the
gearbox has had time to change gear.
Only 1st, 3rd, 5th and 7th gears can be selected. 7

Trouble shooting
Position sensors Engine operating mode

Faults such as The control unit senses through alternator char-
ging whether or not the engine is running.
- transposed electrical connections,
1 Continuous input power results in absence
- interchanged confirmation switches, of the warning for engaged gear and swit-
- loose contacts ched-off engine.
on position switches (confirmation swiches/hall 2 An open circuit causes the buzzer to sound
sensors) or in their wiring or connectors can continuously when a gear is engaged. The
result in: buzzer stops sounding after 5 gear
changes.
1 the control unit failing to recognize an
engaged gear. Two dashes will then be dis-
played in the middle of the gear indicator. Road speed sensor
2 the control unit recognizing a different The road speed sensor signal is one of the sys-
gear to the one engaged. tem’s most important input signals and is the-
3 the control unit being unable to carry out a refore monitored by two safety functions.
gear change because of incorrect or absent Faults in the road speed sensor or its wiring
confirmation. and/or connectors can lead to malfunctioning
of various kinds.
4 clashing of the gears.
1 If a short-circuit or open circuit occurs in
In cases 1 and 2 it is common for the control the sensor or its wiring at high speed, the
unit, as a consequence of the selected and control unit reacts to what it assumes is
engaged gear, to perceive these signals diffe- excessively rapid deceleration and freezes
rently. The selected gear will then be engaged the engaged gear. Only selection of neutral
and disengaged repeatedly as long as the clutch or a higher gear is then allowed.
pedal remains depressed.
2 If the above fault already exists when the
Incorrectly selected gear-change points cannot vehicle is driven off from a standstill,
be caused by the above faults. another safety function prevents the driver
from selecting a lower gear than the one
engaged. The buzzer also sounds a
warning.
Faulty road speed information can only affect
gear selection, not the gear-changing sequence.

Trouble shooting
Solenoid valves 4 Current on the lower switch but not from

R515 causes the buzzer to sound after one
If there is a fault in the solenoid valves, wiring, second and enables the driver to change up
compressed air system or gearbox mechanism, and engage neutral.
it will only affect the gear-changing sequence.
Gears can be selected as usual without trouble.
A fault in the electrical part of the solenoid
valve cannot affect an engaged gear until the
lower clutch pedal switch is closed (clutch
pedal depressed).
Clutch pedal switches

The upper clutch pedal switch connects to
earth and activates relay R515 which supplies
current to control unit pin 50.
The lower clutch pedal switch applies current
directly to control unit pins 2 and 3.
The clutch pedal switches only affect gear
selection, not the gear-changing sequence.
A fault in the clutch pedal switches or their
wiring and/or connectors could have the follo-
wing consequences:
1 A continuous supply of current from both
the lower switch and R515 causes the con-
trol unit to believe that the clutch pedal is
depressed. It then attempts to change gear
as soon as the selected and engaged gears
are different.
The driver often discovers the fault
because the audible signal, which sounds
at the start of a gear-changing sequence,
sounds when he preselects the next gear.
Sometimes the control unit succeeds in
disengaging the engaged gear but as a rule
the gear-changing force required is insuffi-
cient for engaging the selected gear as the
clutch pedal is in the released position
(clutch engaged).
2 Gear-changing never takes place if there is
an open circuit in one of the switches.
3 Current from R515 but not on the lower
switch for more than ten minutes causes
the buzzer to sound and enables the driver
to change up and engage neutral.

1 Frame 15 Piston
2 Slide 16 Guide
3 Steel ball 17 Disc spring
4 Steel balls 18 Microswitch
5 Spring 19 Holder
6 Key 20 Pin
7 Detent 21 Pin
8 Catch 22 Solenoid valve
9 Steel balls 23 Silencer
10 Coulisse 24 Elbow union
11 Steel washer 25 Bolt
12 O-ring 26 Bolt
13 Cover 27 Cylinder housing
14 O-ring 28 Bolt
Gear control

Gear control
Mechanical work
Gear control
Detaching the CS lever
1 Remove the bolts and remove the boot and
cover from the mode selector housing.
2 Remove the clamps and air lines 1 and 2.

3 Unplug all electrical connectors from the
CS lever housing.
4 Unscrew the four bolts 3 and remove the
gear control from the bracket.
Fitting
5 Connect the lines and connectors to the new
gear control.
6 Screw the gear control in place with the four
bolts. Fit a washer between each bolt and
the bracket,
7 Bolt the outer casing and cover in place.

Gear control
Operational test
Check that the lever moves easily sideways, that
the latch for position R/1 works and that the
lever automatically assumes position N (4/5)
when it is not actuated.
Equipment: Compressed air at least 6 bar

24 V via a switch
Leakage: With the compressed air
supply connected and the valve
closed, no sound of leakage
should be heard.
Check all gear positions as follows:

1 Connect 24 V via a switch to the two paral-
lel pins on the solenoid valve and connect
compressed air.
2 When the valve is not supplied with current
it should be easy (max. 30 N) to move the
lever to each gear position.
3 When the valve is supplied with current it
should be possible to move the lever to the
drive position.
4 Cut off the current supplied to the valve.
The lever should now be locked in place and
immovable against a force of 200 N.

Gear control
Figures and designations refer to the exploded

view drawing of the gear control.
Dismantling
1 Take the gear control out of the lever hous-
ing and clamp it in a vice.
2 Unscrew the six socket cap screws and
remove the CS lever.
3 Remove ball 3 and slide 2.
4 Remove key 6 and spring 5.

5 Remove detent 7.
6 Remove steel balls 4, 3+3 pieces, from
under microswitches ST 5, 6 and 7.
Note: Be careful and make sure that the steel
balls do not disappear.

Gear control
7 Invert the frame so that the microswitch sec-

tions and cylinder are uppermost.
8 Unbolt and lift out the two microswitch

sections.
The sections can be dismantled so that indi-

vidual microswitches can be changed.
9 Remove the eight (4+4) steel balls 9 under
microswitches ST 1, 2, 3 and 4.
10 Remove coulisse 10 and catch 8.
11 Make a mark on cylinder housing 27 with a
pen to indicate the way it is mounted. It is to
be refitted later in the same way.
12 Undo the four cylinder housing bolts 28.

Note: Remove the cylinder housing, keeping it
straight so that it does not tilt against the piston
inside it.

Gear control
13 First unscrew only two diagonally opposite

bolts. Then unscrew the two other bolts
alternately half a turn at a time.
14 Remove washer 11.
15 Clamp the cylinder in a vice (not too hard).
16 Lift off cover 13.

17 Press out piston 15 from the underside of
the cylinder housing or by lifting from the
dowel on the top.
18 Remove washers 17 from the cylinder hous-

ing together with guide 16.
19 Inspect the surface of the cylinder housing’s
inner wall. If necessary, clean the surface
with fine emery cloth so that the piston’s
O-ring will not be damaged on reassembly.

Gear control
Assembly
When greasing:
Use air grease, part No. 319 308, round O-rings
14 and 12 and Universal grease for other parts.
1 Fit disc springs 17 on guide 16. Place a

single disc spring with the concave side
facing outwards at both ends. The other
springs should be fitted in pairs as shown
in the figure.
2 Clamp the cylinder in a vice.
3 Fit the disc springs in the cylinder housing.
Centre them by means of the guide.
4 Fit the O-rings in both piston and cover.
Grease them as above.
5 Press piston 15 down against the spring
assembly. Press on it to make sure that it
feels springy.
6 Place the cover over the piston and press it
home by hand with even pressure until it
rests against the piston.
Note: Exercise care when compressing the
spring assembly. If any of the springs tilts the
cylinder and/or springs could be damaged.
7 Clamp frame 1 in a vice.
8 Fit washer 11 in cover 13.

Gear control
9 Fit the cylinder, making sure that it is cor-

rectly positioned. Secure it with only two
diagonally opposite bolts so that it lies flat
against the frame. Tighten the bolts alterna-
tely only half a turn at a time, checking from
time to time that the cylinder is centred and
bolted down evenly.
Tighten these two bolts.

10 Check that the piston can move.
Connect compressed air to the elbow union

on the cylinder and 24 V via a switch to the
solenoid valve’s parallel pins.
Switch the current on and off again and

check that the piston’s stroke is
2.8 +/- 0.1 mm.
11 Tighten the two remaining bolts on the
cylinder housing.
12 Grease the catch, coulisse and support lugs.

Place catch 8 in coulisse 10. Make sure that
the grooves in the catch and the coulisse are
in alignment to accommodate the CS lever’s
guide.
13 Turn the coulisse with catch upside down
and place them on the frame.

Gear control
14 Screw a bolt with sleeve in the hole beside

the solenoid valve. The sleeve prevents the
solenoid valve from being turned in towards
the gear control.
15 Tighten the bolt in the hole beside the
cylinder.
16 Clean and wipe dry the eight (4+4) steel
balls 9 and also the contacts of micro-
switches ST 1 - 4.
Fit the balls in place.
17 Hold the larger microswitch section
together. Use bolts 25 as guides and fit the
section on the coulisse. Tighten the bolts
and make sure that neither the microswit-
ches nor the retaining plates turn relative to
each other when tightened.
18 Fit microswitches 5-7 in the same way as
described in point 17.
19 Invert the gear control.
20 Fit the six steel balls 4 for microswitches
ST 5 - 7.
21 Grease detent 7 and fit it in the frame.
22 Fit key 6 on the detent’s shoulder.
23 Grease the tips of the upturned side of
spring 5 and press it into its groove in
slide 2.
Note: The way the spring fits in its groove is
important. The tips should be angled upwards
towards the groove in the slide.

Gear control
24 Place the slide on the frame.

Take care to position the slide’s groove over
the key.
25 Place ball 3 in position and grease it.
26 Fit the lever part and secure it with five
retaining bolts.

Solenoid valve
Solenoid valve
Dismantling
1 Undo union 23 and remove the coil. Check
the valve part’s protective sleeve to make
sure that it is not bent or cracked.
2 Unscrew the valve part at the bottom plate

(bolts) or at the nut.
Assembly
1 Bolt the valve part to the cylinder housing.
2 Fit the solenoid coil on the valve part.
3 It is important to fit the spring washer in the
recess on the outside of the coil before fit-
ting the flat washer.
4 Screw the union into the solenoid valve. Be
careful with the guide for the washers.
Tighten the union carefully until the wash-
ers have been guided into place correctly.
Note: Tighten only so hard that the solenoid
valve cannot be turned round with moderate
finger strength.

Checking wear
Checking wear
1 Check catch 8 if the groove in its edges is
damaged. Change the catch if necessary.
2 Check the shoulders of coulisse 10 for wear.
Change the coulisse if necessary.
3 Check spring 5 for damage. Change the
spring if necessary.
4 Check whether detent 7 has been seated
askew and sustained damage. Change the
detent if necessary.
5 Check whether any of microswitches 18 are
damaged. Change as necessary.
6 Check whether the edges of the end of the
CD lever towards coulisse 10 are sharp.
Clean the edges if necessary.
7 Change the O-rings on cover 13 and
piston 15.

Checks and settings
Checks and settings
Position sensors
The integral test programme is used to check the
operation of the position sensors.
Hall effect sensor

The position of the hall sensor is checked with
the gear shift housing removed from the gear-
box. For checking and setting, see gear shift
housing, Opticruise and CS.
Confirmation switches
The confirmation switches should not be set.
Simply check that they are working.
B41 High range
B42 Low range
A = High range switch (B41)

B = Low range switch (B42), gearbox without
Scania retarder
C = Low range switch (B42), gearbox with
Scania retarder
Confirmation switches on range part.

Checks and settings
Solenoid valves
Change gear with the engine switched off, the
starter key in the drive position and operating
pressure in the compressed air system.
Check all gear positions with the gear indicator
by preselecting and then depressing the clutch
pedal.
If no gear can be engaged, it may be because the
gear teeth are not in mesh. In such case, try rele-
asing the parking brake and depressing the
clutch pedal again.
If this does not help, select neutral and start and
stop the engine. Then engage the gear that could
not be engaged earlier.
If two or more gears cannot be engaged, check
the solenoid valves according to the table under
specifications. Their location in the vehicle is
given under the heading ”Location of gearbox
components” and shown in the position illustra-
tions in this booklet.
Note: The solenoid valves are supplied with
current only as long as the clutch pedal is
depressed.
If no gear-changing takes place, check the
clutch pedal switches.

Since a vehicle with Comfort Shift is equipped
with a manual gearbox, the gears have the same
pattern of movement as the gear selector.
Gear-changing movements and

confirmations
The following table shows:
- gear-changing movements from the neutral
position
- the solenoid valves which are activated when
a gear is engaged.
L = Left
R = Right
F = Forwards
B = Backwards
Gear selector movement pattern, GR801
Gear-changing move- Gear-changing

Selected Gear in ments Working solenoid valves and position sensors
gear gearbox Lateral- Longitudi- Range
Main box
stroke nal stroke High/Low gear
N N Centre Centre V22-N V78-B41/V63-B42
R RL R F V20-NR V24-FR V63-B42
1 1L Centre F V22-N V24-F V63-B42
2 2L Centre B V22-N V23-B V63-B42
3 4L L B V22-N V21-NL V23-BL V63-B42
4 1H Centre F V22-N V24-F V78-B41
5 2H Centre B V22-N V23-B V78-B41
6 3H L F V22-N V21-NL V24-FL V78-B41
7 4H L B V22-N V21-NL V23-BL V78-B41

Solenoid valves
Designation Function Connection
V20 Lateral stroke, right A5
V21 Lateral stroke, left A4
V22 Lateral stroke, neutral A2
V23 Lateral stroke, back A1
V24 Lateral stroke, forward A3
V63 Range, low A6
V78 Range, high A7

Switches Position sensors

Designation Function Designation Function
B16 Reversing lights Right
B500 Neutral position - Left
gearbox
E6 Rearward
Connectors Neutral
Designation Function Forward

C97 7-pin B41 Range, high
C99 10-pin B42 Range, low
C142 7-pin
C202 2-pin Speed sensing
C203 2-pin
T17 Speed sensor

Specifications
Specifications
Settings
Page
Piston in gear control ................................................................. 2.8 0.1 mm 51
Fluids and lubricants

Universal grease............................................................................ See group 0
Code plugs for control unit

Engages low range in
Part No. Engine
reverse gear
1 303 044 All X

05:08-02
Issue 1 en
Automatic gearbox GA750/751/752

and GA851/852 including variants
(Allison World Transmission of type MD or HD)
Troubleshooting
Applies to vehicles built from December 1997
(from chassis no. 123759)
PERF
MODE
R MODE PERF
D
108 624
108 625

1 711 771
Contents
Contents
Troubleshooting General............................................................ 3
Quick reference of fault codes ........................ 8
Stalling speed test ......................................... 46
Measuring basic pressure.............................. 48

General
Troubleshooting
General
Objective
The objective of troubleshooting is to check
whether the fault can be rectified without
carrying out major work, or if the gearbox has to
be replaced.
If troubleshooting indicates that the gearbox
must be replaced, contact your Allison dealer
before taking any further action.
0500t13b.mkr © Scania CV AB 1999, Sweden 3

General
Before starting the

troubleshooting
1 Switch off the engine and turn off the
supply voltage.
2 Remove (or fit) a connector in the cable
harness.
3 When removing a connector from the cable
harness do not pull on the wiring, pull on the
connector body. Otherwise, the insulation
by the connector may be damaged or come
loose.
4 Check each connector for any damage. The
pins may be bent, oxidised or damaged in
some other way.
5 If a connector is contaminated, it must be
cleaned with a good quality cleaning agent.
The cleaning agent must not be conductive
as there is a risk of a short circuit.
6 If the voltage is switched on while the
connector is removed, the control unit will
generate fault codes. If this happens, switch
off the voltage, refit the connector and clear
the fault codes.
4 © Scania CV AB 1999, Sweden 0500t13b.mkr

General
Basic check
If a fault on the gearbox arises a basic check
should be carried out before taking any further
action.
Note: The gearbox needs to be at operating

temperature when checking the oil level.
Checking the oil level on a cold gearbox is not
accurate. This is only done when roughly
correcting the oil level before bringing the
gearbox to operating temperature.
1 Check the oil level.
Note: Too much or too little oil can severely

damage the gearbox.
2 Check that the operating temperature of the

gearbox is correct, i.e. between
70 and 90 ˚C.
3 Make an external check of the gearbox to
make sure that no external damage may
have caused the problem.
4 Check the engine idle speed with the
gearbox in neutral (N). The engine speed
should be 500–550 rpm.

General
Reading and clearing fault

codes
The control unit can store five fault codes in the
memory. The fault codes are stored in order of
priority with the most serious fault first.
Reading fault codes
1 Activating fault code mode:
1
• Lever switch: Depress the logo switch 2
(4) twice. MODE
3 PERF
108 627
• Button switch: Depress the switches for
upshifting and downshifting (4) 1
simultaneously twice. 3 2
PERF
R MODE
N
Note: The electronic oil level check is activated
when pressing once. D
108 626
4
2 The display (3) indicates the fault codes. If

the fault is active the LED (1) will be on.
The first digit in the fault code is the storage
number followed by four digits which make
up the fault code.
This sequence is interpreted as follows: The No fault codes are registered.

second fault code in order of priority with fault
code number 13-12.

General
3 Depress the MODE switch (2) to see the

next fault code.
4 Go back to normal mode:
• Lever switch: Depress the logo switch
once.
upshifting and downshifting
simultaneously once.
Clearing fault codes

1
1 Clearing fault codes: 2
• Lever switch: Depress the logo switch
MODE
twice. 3 PERF
108 627
upshifting and downshifting
simultaneously twice.
1
3 2
PERF
R MODE
Note: The electronic oil level check is activated

when pressing once. N
D 4
108 626
2 Depress the MODE switch (2) and keep it

depressed for at least 10 seconds. The LED
(1) will flash twice: the first flash after
3 seconds and the second flash after
10 seconds. This confirms that the fault
codes have been cleared. Release the
switch. Only the active fault codes have
been cleared after the first flash (3 seconds).
Note: The control system can clear some fault

codes on its own when these have been inactive
for a longer period of time, for instance after the
ignition has been turned on 10 times.

Fault codes
Quick reference to fault codes

The quick reference is a list of various fault
codes and their effect on the operation of the
automatic gearbox.
Fault code 13
Fault
Fault code 13-xx is generated when there is a
power fault to the control unit.
Cause
Fault code Cause Check Trans

13 12 The voltage to the control unit is too low (below 8 V). On
13 13 The voltage to the control unit is lower than it should be. Off
13 23 The voltage to the control unit is too high (above 33 V). On
Remarks
If the voltage is too low the battery may be
faulty or the vehicle alternator circuit may be
faulty. An alternator fault may cause the voltage
to be too high.
Action
1 Check the battery voltage.
2 Check the voltage to the control unit.
3 Check the alternator.

Fault codes
Fault code 14
Fault
fault on the oil level sensor.
Cause

14 12 The voltage from the oil level sensor is too low. Off
14 23 The voltage from the oil level sensor is too high. Off
Warning!
Never measure the resistance on the oil level
sensor as it may be damaged!
Action
Check the oil level.

Fault codes
Fault code 21
Fault
fault on the throttle actuation sensor.
Cause

21 12 The voltage from the throttle actuation sensor is too low. Off
21 23 The voltage from the throttle actuation sensor is too high. Off
Remarks
The control unit has detected a fault on one of
the following:
• the sensor setting
• the connector to the sensor
• the lead between the sensor and the control
unit.
Action
2 Check the connector of the sensor.
3 Check the sensor, e.g. if it is fitted correctly
and has the correct setting, if it is damaged,
corroded or contaminated.
4 Check the lead between the sensor and the
control unit.

Fault codes
Fault code 22
Fault
fault on the speed sensors.
Cause

22 14 The signal from the speed sensor on the input shaft is incorrect. Off
22 15 The signal from the speed sensor on the turbine shaft is incorrect. On
22 16 The signal from the speed sensor on the output shaft is incorrect. On
Remarks
The fault code indicates that there is a fault on:
• the sensor
• the lead to the sensor
• the lead between the sensor and the control
unit.
Action
1 Check the connector of the sensor.
2 Check the sensor, e.g. if it is fitted correctly,
damaged, corroded or contaminated.
3 Check the resistance of the sensor according
to the table in section Speed sensor in the
Function and work description.
control unit.

Fault codes
Fault code 23
Fault
fault on the drive mode selector.
Cause

23 12 Fault on the drive mode selector. On
23 14 Fault on drive mode selector no. 2. On
23 16 Fault on the drive mode selector display. Off
Remarks
Fault code 23-14 refers to a function not used by
Scania.
Action
1 Check the connectors of the drive mode
selector and the control unit.
2 Check the lead between the drive mode
selector and the control unit.

Fault codes
Fault code 24
Fault
Fault code 24-xx is generated when the oil sump
temperature is out of range.
Cause

24 12 The oil sump temperature is between –32 ˚C and –7 ˚C. On
24 23 The oil sump temperature is above 128 ˚C. Off
Remarks
This fault code may be generated if the outdoor
temperature is low. If the oil temperature is
below –7 ˚C only R, N and D modes will
operate (here it is limited to gear 2). When the
outdoor temperature is below –7 ˚C it may be
necessary to heat the oil sump.
Action
2 Check the temperature sensor lead.

Fault codes
Fault code 25
Fault
Fault code 25-xx will be generated if there is a
fault on the speed sensor on the output shaft.
Cause

25 00 The speed sensor on the output shaft indicates 0 rpm on On
low gear L.
25 11 The speed sensor on the output shaft indicates 0 rpm on gear 1. On
25 77 The speed sensor on the output shaft indicates 0 rpm on reverse On
gear R.
Remarks
When the speed sensor on the output shaft
indicates 0 rpm the sensor may be faulty, or the
disc coupling for the gear in question may not be
applied when the drive mode selector is shifted
from N to a drive mode.
Scania.

Fault codes
Action
4 Check the connector to the speed sensor on
the output shaft.
5 Check the speed sensor on the output shaft,
e.g. if it is fitted correctly, damaged,
corroded or contaminated.
control unit.
7 Check the resistance of the sensor according

Fault codes
Fault code 26
Fault
fault on the signal for throttle actuation/coolant
temperature.
Cause

26 00 There is no signal for throttle actuation. Off
26 11 There is no signal for coolant temperature. Off
Remarks
-
Action
If fault code 26-00 is generated, see action for
fault code 21-xx.

Fault codes
Fault code 32
Fault
fault on the pressure monitor in the gearbox.
Cause

32 00 Pressure monitor C3 is open when low gear L is selected. On
32 33 Pressure monitor C3 is open when gear 3 is selected. On
32 55 Pressure monitor C3 is open when gear 5 is selected. On
32 77 Pressure monitor C3 is open when reverse gear R is selected. On
Remarks
The control unit has detected that the gearbox
ratio is correct, but that the pressure monitor C3
is open when it should be closed.
Scania.
Action
Check the cable harness between the control
unit and the gearbox.

Fault codes
Fault code 33
Fault
fault on the oil sump temperature sensor.
Cause

33 12 The oil sump temperature is abnormally low (-45 ˚C). Off
33 23 The oil sump temperature is abnormally high (177 ˚C). Off
Remarks
The control unit may detect this as a fault on the
sensor or related lead.
Action
4 Check the cable harness between the control

Fault codes
Fault code 34
Fault
Fault code 34-xx is generated if there is an
Cause

34 12 Internal fault in the control unit. On
34 14 Internal fault in the control unit. Off
Remarks
Fault in the control unit program.
Fault code 34-14 may be generated at the same
time as fault code 35-00. If this is the case, first
rectify fault code 35-00, clear the fault codes
and check if fault code 34-14 is generated again.
Action
Replace the control unit.

Fault codes
Fault code 35
Fault
power fault to the control unit.
Cause

35 00 Power cut to the control unit before the supply voltage was switched Off
off with the starter key.
35 16 The voltage to the control unit is incorrect. On
Remarks
The fault code may be generated if the vehicle
has a main power switch which is switched off
before switching off the supply voltage with the
starter key.
Action
3 Replace the control unit.

Fault codes
Fault code 36
Fault
Cause

Remarks
-
Action

Fault codes
Fault code 42
Fault
fault on the solenoid valve circuit.
Cause

42 12 Short circuit to supply voltage on solenoid valve circuit A. On
42 13 Short circuit to supply voltage on solenoid valve circuit B. On
42 14 Short circuit to supply voltage on solenoid valve circuit C. On
42 15 Short circuit to supply voltage on solenoid valve circuit D. On
42 16 Short circuit to supply voltage on solenoid valve circuit E. On
42 21 Short circuit to supply voltage on solenoid valve circuit F. Off
42 22 Short circuit to supply voltage on solenoid valve circuit G. On
42 23 Short circuit to supply voltage on solenoid valve circuit H. Off
42 24 Short circuit to supply voltage on solenoid valve circuit J. Off
42 26 Short circuit to supply voltage on solenoid valve circuit N. Off
Remarks
-
Action
3 Check the cable harness and its connectors.

Fault codes
Fault code 44
Fault
Cause

44 12 Short circuit to earth on solenoid valve circuit A. On
44 13 Short circuit to earth on solenoid valve circuit B. On
44 14 Short circuit to earth on solenoid valve circuit C. On
44 15 Short circuit to earth on solenoid valve circuit D. On
44 16 Short circuit to earth on solenoid valve circuit E. On
44 21 Short circuit to earth on solenoid valve circuit F. Off
44 22 Short circuit to earth on solenoid valve circuit G. On
44 23 Short circuit to earth on solenoid valve circuit H. Off
44 24 Short circuit to earth on solenoid valve circuit J. Off
44 26 Short circuit to earth on solenoid valve circuit N. Off
Remarks
-
Action

Fault codes
Fault code 45
Fault
Cause

45 12 Open circuit to earth or no voltage on solenoid valve circuit A. On
45 13 Open circuit to earth or no voltage on solenoid valve circuit B. On
45 14 Open circuit to earth or no voltage on solenoid valve circuit C. On
45 15 Open circuit to earth or no voltage on solenoid valve circuit D. On
45 16 Open circuit to earth or no voltage on solenoid valve circuit E. On
45 21 Open circuit to earth or no voltage on solenoid valve circuit F. Off
45 22 Open circuit to earth or no voltage on solenoid valve circuit G. On
45 23 Open circuit to earth or no voltage on solenoid valve circuit H. Off
45 24 Open circuit to earth or no voltage on solenoid valve circuit J. Off
45 26 Open circuit to earth or no voltage on solenoid valve circuit N. Off
Remarks
-
Action
1 Check the voltage to the control unit. ..


Fault codes
Fault code 46
Fault
Cause

46 21 Current consumption on solenoid valve F is high. Off
46 26 Current consumption on solenoid valves N and H is high. Off
46 27 Current consumption on solenoid valve A is high. On
Remarks
-
Action

Fault codes
Fault code 51
Fault
fault on the gear changing sequence.
Cause

51 01 The correct disc coupling is not released when changing from low On
gear L to gear 1. The gearbox returns to low gear L.
51 10 The correct disc coupling is not released when changing from gear 1 On
to low gear L. The gearbox returns to gear 1.
to gear 2. The gearbox returns to gear 1.
51 XY The correct disc coupling is not released when changing from X to On
Y. The gearbox returns to gear X.

Fault codes
Remarks
When a new gear is selected the control unit
expects that the previous gear ratio should no
longer be detected. If the previous gear ratio is
still detected the control unit interprets this as if
the disc coupling in question has not been
released. The gearbox will then return to the
previous gear in order to avoid a breakdown.
Other fault codes may be generated for other
gears. X refers to the gear from which the
change is made, Y refers to the gear into which
the change is made.
Fault code 51-01 and 51-10 refers to a function
not used by Scania.
Action
4 Check leads and connectors between the
control unit and the turbine speed sensor
and also between the control unit and the
output shaft speed sensor.
5 Check resistances of the sensor according to
the table in section Speed sensor in the

Fault codes
Fault code 52
Fault
Cause

52 01 The pressure monitor to coupling C3 is not opened when changing On
from low gear L to gear 1.
from low gear L to gear N1.
from gear 3 to gear 2.
from reverse gear R to gear 1.
from reverse gear R to gear N1.
from gear N3 to gear N2.
52 XY The pressure monitor to coupling C3 is not opened when changing On
from X to Y.

Fault codes
Remarks
The control unit expects the pressure monitor to
open when coupling C3 is released at gear
change. If the pressure monitor does not open
the control unit interprets this as if the coupling
has not been released. The gearbox returns to the
previous gear. If the fault code is generated
when changing direction of travel, put the
gearbox in neutral.
the change is made.
Fault code 52-01 and 52-08 refers to a function
not used by Scania.
Action

Fault codes
Fault code 53
Fault
Cause

53 08 When changing from low gear L to gear N1 a fault was detected at the On
comparison of speed.
53 18 When changing from gear 1 to gear N1 a fault was detected at the On
53 78 When changing from reverse gear R to gear N1 a fault was detected at the On
53 99 When changing from gear N2 to N3 or N3 to N2 a fault was detected at the On
53 XY When changing from X to Y a fault was detected at the comparison of speed. On

Fault codes
Remarks
The input shaft speed is compared to the turbine
speed of the gear which is deselected when
changing gears. The control unit interprets the
turbine speed as too low in comparison to the
input shaft speed. Neutral mode is engaged even
if a coupling is not applied.
the change is made.
Scania.
Action
1 Check that the gearbox has reached its
control unit and the input shaft speed sensor
turbine speed sensor.
6 Check the input shaft speed sensor. The
turbine speed sensor should also be checked
on GA851/852 and versions.

Fault codes
Fault code 54
Fault
Cause

54 01 After changing from low gear L to gear 1 the gear ratio for gear 1 is On
incorrect.
54 07 After changing from low gear L to reverse gear R the gear ratio for On
reverse gear R is incorrect.
54 10 After changing from gear 1 to low gear L the gear ratio for low gear L On
is incorrect.
54 12 After changing from gear 1 to gear 2 the gear ratio for gear 2 is On
incorrect.
54 17 After changing from gear 1 to reverse gear R the gear ratio for reverse On
gear R is incorrect.
incorrect.
incorrect.
incorrect.
54 27 After changing from gear 2 to reverse gear R the gear ratio for reverse On
gear R is incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.

Fault codes

incorrect.
incorrect.
incorrect.
incorrect.
54 70 After changing from reverse gear R to low gear L the gear ratio for low On
gear L is incorrect.
54 71 After changing from reverse gear R to gear 1 the gear ratio for gear 1 is On
incorrect.
54 72 After changing from reverse gear R to gear 2 the gear ratio for gear 2 is On
incorrect.
54 80 After changing from gear N1 to low gear L the gear ratio for low gear On
L is incorrect.
54 81 After changing from gear N1 to gear 1 the gear ratio for gear 1 is On
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
incorrect.
54 XY After changing from gear X to gear Y the gear ratio for gear Y is On
incorrect.

Fault codes
Remarks
The turbine speed compared with the output
shaft speed after changing gears does not
correspond with the result the control unit is
expecting. The gearbox returns to the previous
gear. If the fault code is generated when
changing direction of travel, the gearbox will go
into neutral.
Possible faults are that the correct disc coupling
has not been applied, or that there is a fault on
one of the speed sensors.
the change is made.
Code 54-12 can also be generated if the control
unit has been calibrated for a close ratio
gearbox, but is installed in a wide ratio gearbox
or vice versa.
Fault code 54-01, 07, 10, 70 and 80 refers to a
function not used by Scania.
Action
5 Check resistances of the sensors according
to the table in section Engine speed sensor
in the Function and work description.
6 Check the basic pressure, see Measuring
basic pressure.
7 Replace the control unit.

Fault codes
Fault code 55
Fault
Cause

55 07 Pressure sensor C3 has not closed when changing from gear L to R. On
55 17 Pressure sensor C3 has not closed when changing from gear 1 to R. On
55 27 Pressure sensor C3 has not closed when changing from gear 2 to R. On
55 87 Pressure sensor C3 has not closed when changing from gear N1 to R. On
55 97 Pressure sensor C3 has not closed when changing from neutral to gear On
R.
55 XY Pressure sensor C3 has not closed when changing from gear X to Y. On
Remarks
The control unit expects the pressure monitor to
close when coupling C3 is applied at gear
change. If the pressure monitor does not close a
fault code is generated and the gearbox goes into
neutral N1.
the change is made.
Scania.
Action
4 Check the basic pressure. See Measuring
basic pressure.

Fault codes
Fault code 56
Fault
Cause

56 00 The gear ratio for low gear L is incorrect. On
56 11 The gear ratio for gear 1 is incorrect. On
56 77 The gear ratio for reverse gear R is incorrect. On
Remarks
The gear ratio test (the turbine speed compared
to the output shaft speed) on the relevant gear
did not give the result expected by the control
unit.
Scania.

Fault codes
Action
5 Check the turbine and output shaft speed
sensors.
6 Check resistances of the sensors according

Fault codes
Fault code 57
Fault
Cause

57 11 The pressure monitor C3 is closed on gear 1. On
57 88 The pressure monitor C3 is closed on gear N1. On
57 99 The pressure monitor C3 is closed on gear N2 or N4. On
Remarks
The pressure monitor on coupling C3 is closed
when it should be open, which means that three
disc couplings could be applied. This would
make the gearbox seize.
The control unit will then select another gear
which does not use disc coupling C3.
Action
3 Check the cable harness between the control

Fault codes
Fault code 61
Fault
fault on the oil temperature of the retarder.
Cause

61 00 The oil temperature of the retarder is too high (above 168 ˚C). Off
Remarks
The fault code may be generated as a result of
excessive and prolonged retarder braking.
Action
Check the oil level.

Fault codes
Fault code 62
Fault
fault on:
• Engine coolant temperature sensor
• The oil temperature sensor of the retarder.
Cause

62 12 The oil temperature of the retarder is implausibly low (below -45 ˚C). Off
62 23 The oil temperature of the retarder is implausibly high (above 177 ˚C). Off
62 32 Implausibly low engine coolant temperature. Off
62 33 Implausibly high engine coolant temperature. Off
Remarks
-
Action
Check the cable harness between the control
unit and the retarder temperature sensor.

Fault codes
Fault code 63
Fault
fault on the neutral inhibitor, the kick-down and
the brake pedal.
• The neutral inhibitor
• The kick-down
• The brake pedal (depressed when
accelerating)
Cause

63 00 Conflicting signals if the neutral inhibitor should be activated or not. On
63 26 The kick-down switch is closed, at the same time as the throttle Off
actuation sensor indicates less than 90 % of full throttle.
63 40 The brake pedal is depressed at the same time as the gearbox output Off
shaft speed increases.
Remarks
The gearbox should warn the driver if he tries to
move the drive mode selector from neutral to a
drive mode. This is to stop unintentional start of
the vehicle when for example the power take-off
is activated. Fault code 63-00 is generated if the
signals for the neutral inhibitor are conflicting
for longer than 2 minutes.
Scania.
Action
• 63-00: Check the signals to the neutral
inhibitor.
• 63-26: Check the kick-down switch.

Fault codes
Fault code 64
Fault
fault on the switch for activating the retarder.
Cause

64 12 Implausibly low voltage from the controls for activating the retarder. Off
64 23 Implausibly high voltage from the controls for activating the retarder. Off
Remarks
The retarder cannot be used.
Action
1 Check the circuits to the hand lever and to
the switch for activating the retarder via the
brake pedal.
2 Check the separate resistance units for these
controls.

Fault codes
Fault code 66
Fault
Fault code 66-xx contains communication faults
with the engine control unit.
Cause

66 00 Communication fault with the engine control unit. Off
66 11 Communication fault with the engine control unit. Off
Remarks
Scania.
Action
-

Fault codes
Fault code 69
Fault
Cause


Fault codes
Remarks
Faulty drive stage within the control unit.
Action
Fault codes 69-27, 69-28 and 69-29:
4 If the fault disappears after replacing the
control unit, change back to the old control
unit to confirm that it really contains this
fault. If the fault reoccurs, the old control
unit is faulty and should be replaced.
For other fault codes, replace the control unit.

Stalling speed test
Stalling speed test

A stalling speed test is carried out when the 6 Depress the throttle pedal fully and read
vehicle does not perform satisfactorily in order the engine speed when it has stabilised.
to determine whether there is a fault in the
engine or the gearbox.
Note: Do not carry out the test for more than
Compare the stalling speed for the engine 30 seconds. The gearbox will then overheat.
under load with the values in the table Stalling
speed. 7 If the test needs to be repeated, the gearbox
1 Bring the gearbox to operating temperature has to cool down first. Put the drive mode
so that the oil temperature is between selector in mode N and keep the engine
70 and 90 ˚C. speed at approx. 1500 rpm for 2–3
minutes.
2 Disengage the exhaust brake and the white
smoke limiter. Note: The stalling speed may be different from
3 Apply the parking brake. the listed values. This may be due to the energy
level of the fuel used. Smaller deviations do not
4 Depress the brake pedal. necessarily mean that any action is necessary.
5 Put the drive mode selector in mode D.

The stalling speed table below contains stalling
speed for current combinations of engines and
gearboxes.
! WARNING!
The given stalling speed is valid as long as the
It is not enough to only use the parking engine is in good working order.
brake to keep the vehicle stationary.
Brake with the brake pedal!

Stalling speed test
Stalling speed
GA750(R) GA751(R) GA752(R) GA851(R) GA852(R)
DC901 1550-1750 rpm 1550-1750 rpm 1400-1600 r/min - -
(230 HP) with TC419 with TC419 with TC421
TC421: 1400-1600 TC421: 1400-1600
DC902 1450-1650 rpm 1450-1650 rpm 1450-1650 rpm 1400-1600 rpm 1400-1600 rpm
(260 HP) with TC421 with TC421 with TC421 with TC531 with TC351
DC903 1550-1750 rpm 1550-1750 rpm 1550-1750 rpm 1450-1650 rpm 1350-1550 rpm
TC541: 1350-1550 TC531: 1450-1650
DSC911 1500-1700 rpm 1500-1700 rpm 1350-1550 rpm - -
(220 HP) with TC419 with TC419 with TC421
TC421: 1350-1550 TC421: 1350-1550
DSC912 1450-1650 rpm 1450-1650 rpm 1450-1650 rpm 1450-1650 rpm 1450-1650 rpm
DSC915 - 1550-1750 rpm 1550-1750 rpm 1300-1500 rpm 1450-1650 rpm

(310 HP) with TC421 with TC421 with TC541 with TC531
TC531: 1450-1650 TC541: 1300-1500
DSC1201 - - - 1500-1700 rpm 1500-1700 rpm
(400 HP) with TC541 with TC541
DSC1202 - - - 1450-1650 rpm 1450-1650 rpm

(360 HP) with TC541 with TC541
If the stalling speed is below the given stalling An extremely low stalling speed, i.e. less than
speed by more than 150 rpm, it may mean that approximately 35 % of the given stalling speed,
there is an engine fault. may mean that the stator in the torque
converter is disengaged. If this is the case,
If the stalling speed is above the given stalling please contact your Allison dealer.
speed by more than 150 rpm, it may mean that
there is a gearbox fault. It may be caused by a
slipping disc coupling or a fault in the torque
converter. If this is the case, please contact
your Allison dealer.

Measuring basic pressure

If the basic pressure is too low it may indicate an
inner leakage in the gearbox. It may result in
slipping disc couplings and that the stalling
speed is too high. If this is the case, please
contact your local Allison dealer.
Check that the gearbox oil level is correct before
measuring the basic pressure. The oil level
affects the pressure. If the oil level is too low or
too high it may indicate that the pressure is too
low which results in slipping disc couplings
which may lead to permanent damage to the
couplings.
Use a manometer with a range up to 25 bar to
check the basic pressure. Hydraulic measuring
tool 99 217 can be used.
The test connection is located underneath the
gearbox and is marked "MAIN". Undo the plug
and connect the measuring tool. The threads for
the pressure measuring is 7/16" UNF and the
fitted plug has an O-ring.
Note: The gearbox should be at operating

temperature and the oil temperature between
70-90 ˚C.
Measuring
1 Drive the vehicle using the various gears
and with an engine speed according to the
Report for measuring basic pressure.
2 Read the basic pressure and note each value.
After carrying out the test according to the
measuring report all couplings in the gearbox
will have been applied. For further information,
see tables under sections Report for measuring
basic pressure and Correct basic pressure on all
gears.

Report for measuring basic pressure
Contact your Allison dealer if the measured

pressures are incorrect. The disc couplings can
be seriously damaged if the basic pressure is too
low.
GA750/751/752 with variants (Allison MD)
Mode/Gear Engine speed Correct pressure Measured pressure

N 600 rpm 15.0 - 19.0 bar
N 2100 rpm 15.0 - 23.0 bar
R 600 rpm 15.0 - 19.0 bar
1 600 rpm 13.0 - 19.0 bar
2 2100 rpm 10.0 - 14.0 bar
4 2100 rpm 10.0 - 14.0 bar
GA851/852 with variants (Allison HD)
Mode/Gear Engine speed Correct pressure Measured pressure

N 600 rpm 15.0 - 20.7 bar
N 1800 rpm 18.0 - 21.0 bar
R 600 rpm 15.0 - 20.7 bar
1 600 rpm 13.0 - 18.0 bar
2 1800 rpm 10.5 - 14.0 bar
4 1800 rpm 10.5 - 14.0 bar

Correct pressure on all gears

If the test results indicates that a more thorough investigation needs to be carried out, the table below
can be used.
GA750/751/752 with variants (Allison MD)
Engine speed Mode/Gear Basic pressure

600 rpm N 15.0 - 19.0 bar
600 rpm R 15.0 - 19.0 bar
600 rpm 1 without Lock-up 13.0 - 19.0 bar
2100 rpm N 15.0 - 23.0 bar
2100 rpm R 15.0 - 23.0 bar
2100 rpm 2 with Lock-up 10.0 - 14.0 bar

GA851/852 with variants (Allison HD)

Engine speed Mode/Gear Basic pressure
600 rpm N 15.0 - 20.7 bar
600 rpm R 15.0 - 20.7 bar
1800 rpm N 18.0 - 21.0 bar
1800 rpm R 18.0 - 21.0 bar

05:08-04
Issue 1 en
Automatic Gearboxes
GA750/751/752 and GA851/852
with variants
(Allison World Transmission type MD and HD respectively)
Function and work description

Applies to vehicles built from December 1997
(from chassis no. 123759)
PERF
MODE
R MODE PERF
D
108 624
108 625

1 711 779
Contents
Contents
General Introduction..................................................... 3
Gearbox type plate .......................................... 4
Location of components ................................. 5
Function description Gearbox structure............................................ 7

Control unit ................................................... 11
Drive position selector .................................. 13
Warning and indicator lamps, etc. ............... 17
Miscellaneous ............................................... 19
Work description Towing .......................................................... 21

Safety system ................................................ 23
Oil and filter .................................................. 27
Drive position selector .................................. 35
Control unit ................................................... 37
Cable harness ................................................ 41
Engine speed sensor...................................... 43
Throttle actuation sensor............................... 45
Road speed sensor......................................... 49
Temperature sensor ....................................... 51
Oil cooler ...................................................... 55
Retarder accumulator.................................... 57
Power take-off............................................... 59

General
General
Introduction
This service information covers only the WTEC
III control system and two different series of
automatic gearboxes manufactured by Allison
Transmission. The Scania model designations
for these gearboxes are GA750/751/752
(Allison WT MD-series) and GA851/852
(Allison WT HD-series) respectively.
This description is also applicable to gearboxes
with retarder. The Scania model designation for
these gearboxes has an R suffix, e.g. GA851R.
The gearboxes are fully automatic, six-speed
and equipped with torque converter. The gears
are changed by an electrically controlled
hydraulic system. The gearboxes are designed
with a combination of mechanical1 and
hydraulic gears and can be equipped with power
take-off.
A new control system, the Allison WTEC III,
has from December 1997 (chassis no. 123579)
replaced the earlier Allison WTEC II control
system.
The major difference between the two control
systems is that WTEC III has a new drive
position selector in two different versions, with
lever or button control.
The new control system is adapted to engines
with EDC as well as throttle actuation sensor,
i.e. with mechanical fuel injection.
1. At Scania, "mechanical gear" means transmitting power

entirely by mechanical means through the gearbox. In the
Allison organisation, this is known as "Lock-up".
0500g13b.mkr © Scania CV AB 1998, Sweden 3

General
Gearbox type plate

Use Allison model designations shown on the
gearbox type plate when contacting Allison
representatives. The type plate is located under
the electrical connection on the bottom right-
hand side of the gearbox.
The type plate specifies the serial number, part
number and model designation.
The type plate is located on the right-hand side

of the gearbox.
Type designations
Allison model designations for gearboxes used
by Scania:
Scania Allison
GA750(R) MD 3060 P(R)
GA751(R) MD 3066 P(R)
GA752(R) MD 3560 P(R)
GA851(R) HD 4060 P(R)
GA852(R) HD 4560 P(R)
The letter P in the Allison designation indicates

that the gearbox is ready for a power take-off.
The letter R indicates that the gearbox is
equipped with an integrated retarder.
4 © Scania CV AB 1998, Sweden 0500g13b.mkr

General
7 6 5 3
Since this description covers several closely
related models of gearbox, the appearance of
gearbox components may differ slightly from
those illustrated. Component locations may also
differ depending on which engine is fitted on the
8 1
vehicle.
To reduce the effect of variant dependency, the 2
various steps in the work descriptions and
function descriptions have been made as general
as possible.
102891
4
1 Gearbox
2 Control unit
3 Drive position selector
4 Throttle actuation sensor on injection
pump control lever. Only applies to
vehicles without EDC.
5 "Check Trans" warning lamp
6 Warning lamp for high gearbox oil
temperature
7 Indicator lamp for activated retarder
8 Allison diagnostic socket for Pro-Link test
equipment
0500g13b.mkr © Scania CV AB 1998, Sweden 5

Gearbox
Function description
Gearbox structure
General
These automatic gearboxes are six-speed with
torque converter and lock-up. The gears are
changed by an electrically controlled hydraulic
system.
Torque converter Clutches

1 Lock-up clutch LU for mechanical gear 6 Clutch C2
2 Turbine wheel 7 Clutch C3
3 Pump wheel 8 Clutch C4
4 Stator 9 Clutch C5
10 Clutch C1
Power take-off Planetary gears

5 Gear for driving power take-off 11 Planetary gear P1
12 Planetary gear P2
13 Planetary gear P3
0500f14b.mkr © Scania CV AB 1998, Sweden 7

Gearbox
Planetary gears
There are three planetary gears in the gearbox. The control unit controls the solenoid valves,
They are connected to the gearbox shafts and to which in turn control the hydraulic system. The
each other with disc couplings. Engine torque is hydraulic system then implements the gear
transferred through the planetary gears in changes. The table shows which clutches and
various ways by applying or releasing different solenoid valves are active while the vehicle is
combinations of disc couplings, giving different being driven in various gears, where N1 to N4
gear ratios. are the different neutral positions. Which of
these is used depends on the road speed of the
vehicle when the driver puts the drive position
selector into Neutral.
Active disc couplings and solenoid valves

Disc coupling Solenoid valve
C1 C2 C3 C4 C5 LU Aa Bb C D E F G
6 X X X X X X
5 X X X X X X X
4 X X X X X
3 X X X X X X X
2 X X X X X X Y
1 X X 0 X X 0 Y
N1 X 0 X X X 0
N2 X X X X
N3 X X X X
N4 X X X X
R X X X X X X
a. Solenoid valves A and B are normally open (the others are normally closed)
b. Solenoid valves A and B are open in the rest position (the others are closed in the rest position)
X = Active component
O = Optional (active or disengaged)
Y = Active in 1st and 2nd gear but disengaged when shifting from 1st to 2nd gear and when
down-shifting from 2nd to 1st gear.
8 © Scania CV AB 1998, Sweden 0500f14b.mkr

Gearbox
Torque converter
The torque converter enhances the engine torque
when it is started and provides a smooth
transmission of power. However, a torque
converter is less efficient than mechanical
transmission since the torque is transmitted
hydraulically, i.e. with the oil in the torque
converter.
The lock-up clutch LU is engaged at some time
while 2nd gear is engaged. It locks both torque
converter shafts to each other, i.e. the pump
wheel shaft to the turbine wheel shaft so that
torque is transmitted entirely mechanically. At
Scania, we call this driving in mechanical gear.
The lock-up clutch is engaged from 2nd gear up
to 6th gear.
The torque converter comprises three parts:
pump wheel, stator and turbine wheel. The
pump wheel is located on the input shaft and
acts as one half of a clutch. The pump wheel is
cup-shaped and includes a number of curved
vanes.
Pump wheel, stator and turbine wheel
The turbine wheel has the same design as the

pump wheel but is located on the output shaft.
The two cup-shaped wheels are located with
their openings facing each other. Located in the
space between them is the stator, which is also
an impeller with curved vanes.
When the pump wheel starts to rotate, the oil
inside the pump and turbine wheels will be put
in motion. In this way, the torque from the pump
wheel will be transmitted to the turbine wheel
through the oil by centrifugal force. If there is a
great difference in rotation speed between the
pump wheel and turbine wheel, the stator, which
is mounted on a freewheel, will give the turbine
shaft additional torque.

Gearbox
Retarder
The gearbox may be equipped with an
integrated retarder. In this case, the model
designation will be suffixed with an R,
e.g. GA851R.
The retarder is located at the rear of the gearbox.
The retarder comprises a stator, rotor and
housing. The rotor always rotates at the same
speed as the output shaft. The retarder is slowed
down by hydraulic oil being pressed into it. This
means that the rotor and the output shaft slow
down. The hydraulic oil is emptied from the
retarder when it is not in use. The hydraulic oil
is stored in an external accumulator.
The retarder can be activated with a lever on the
instrument panel to slow down the propeller
shaft via the gearbox.
A switch next to the lever enables the retarder to
be activated with the brake pedal instead of just 1 Housing with stator
the lever.
2 Rotor
Switch for enabling the retarder with the

brake pedal
The switch has three positions: off, low output,
high output.
The low output position delivers 30% braking
power and the high output position delivers
60%.
The switch for enabling via the brake pedal is

located to the left of the lever.

Control unit
Control unit called Auto-detect, takes place after a new

control unit or exchange control unit has been
fitted in the vehicle. Learning is complete once
the power has been turned on 49 times with the
starter key and then the memory will be locked.
General Certain parts of the memory are locked after
the power has been turned on 24 times.
The gearbox control unit has three connectors. However, the power must be on for at least
On vehicles with EDC, the gearbox control unit 30 seconds to count.
communicates with the EDC control unit using
the CAN protocol. Note: All the leads must be connected to a
new control unit before switching on/off the
By compiling the information from the sensors power with the starter key.
on the gearbox, the drive position selector and
the current throttle actuation, the control unit
determines which gear to use. The control unit
also controls the entire gear changing process
and monitors the gearbox control system.
The gear changing process is controlled
through the control unit continuously
monitoring changes in engine speed with
various sensors and then compensating to
obtain good gear changing performance. After
a gear change, it also checks that the correct
gear has been engaged.
The gear change performance will vary during
this "learning" period. After a short time
driving at various speeds, the control unit will
go to its normal mode when only minor
adjustments will be made to the gear changes.
The gearbox control unit can also "learn" how
the gearbox is equipped, which components are
connected, to obtain good comfort and long
gearbox service life. This learning process,
1 Gearbox control unit

2 Gearbox relays

Drive position selector
General
The drive position selector is available in two
versions; with a lever or buttons.
1
2 1
3 2
MODE PERF
3 PERF R MODE
N
4
D 4
108 626
108 627
Drive position selector with lever Drive position selector with buttons
1 The LED. Indicates that the power mode is 1 The LED. Indicates that the power mode is
engaged or that there is a fault code engaged or that there is a fault code
present. present.
2 MODE switch. 2 MODE switch.
3 Display. Shows selected drive position. 3 Display. Shows selected drive position.
4 Logotype switch. Also used for measuring 4 Switch for up- and down-shifting. Selects
oil level and reading fault codes. drive position 1-6. Used also for measuring
oil level and reading fault codes.

MODE switch
The MODE switch 2 can be used to change
between two different programs; one normal
program and one power program.
During the power program up- and down-
shifting take place at higher engine speeds.
When the ignition voltage is switched on, the
gearbox automatically selects the normal
driving program.
Power and normal modes can be toggled by
pressing the MODE switch once. The red LED 1
comes on when power mode has been engaged.
Switches for up- and down-shifting

and the logotype switch
The switches for up- and down-shifting on a
drive position selector with buttons are used
principally for selecting drive positions 1-6.
Number of Function
presses
1 Check oil level
2 Show fault code 1 of 5 possible
3 Back to current drive position
Note: The switches for up- and down-shifting

are to be depressed simultaneously.

Drive position
A gear can only be engaged if the engine is
idling and the throttle pedal is released.
The gearbox is protected against overrevving
the engine. The gearbox will refuse to shift
down if there is a risk of the engine overrevving
in the lower gear.
• R = Reverse gear
Note: R may only be engaged if the vehicle is

stationary.
MODE
PERF
• N = Neutral. Used when starting the engine,
during long stationary periods and for
parking.
Note: Do not engage N while the vehicle is

moving. This may damage the gearbox.
108 624
Note: The drive position selector must be in
position N before the engine can be started.
• D = Normal position for driving forwards.

All the gears are used.
• 2, 3, 4, 5 = Forward gears. Only a limited
number of gears will be used.
PERF
• 1 = Forward gears. Only the lowest gear is

R MODE
used. It is intended for heavy conditions
such as snow, mud, etc. The mechanical
N
gear will also be engaged speed permitting.
Position 1 can be used for engine braking at
low speeds. D
108 625

Warning and indicator lamps
Warning and indicator lamps, etc.
"Check trans" warning

lamp
The "Check Trans" warning lamp is located on
the instrument panel. The lamp is part of the
gearbox warning system and informs the driver
of any faults. See "Warning system" and
"General information on fault codes".
"Check Trans" warning lamp
Warning lamp
The warning lamp for high gearbox oil
temperature may come on during long periods
of retarder braking. This happens when the oil in
the gearbox reaches a temperature of 121 ˚C or
the oil in the retarder reaches 165 ˚C.
The lamp will start to flash if the coolant
temperature gets too high.
103110
Warning lamp for high gearbox oil

temperature

Warning and indicator lamps
Temperature gauge
If the temperature reaches 149 ˚C, the control
unit will automatically request a lower gear to
increase the engine speed and consequently the
flow of coolant. The objective is to cool the oil
in the retarder.
IMPORTANT! The temperature must not

exceed 165. ˚C.
Indicator lamp for

activated retarder
The indicator lamp will stay on as long as the
retarder is active irrespective of whether the
retarder was activated with the lever or the brake
pedal.
The lamp will come on especially often when
being activated by the brake pedal. If this
becomes irritating, the bulb can be removed
RET
without causing any other inconvenience.
103107
Indicator lamp for activated retarder

Miscellaneous
Miscellaneous
Allison diagnostic socket

The Allison test equipment is called Pro-Link
and is not supplied by Scania. The diagnostic
socket for this test equipment is located in the
central electric unit and is made accessible by
lowering the outer section of the central electric
unit.
Do not confuse the rectangular Allison
diagnostic socket with the round diagnostic
socket that is used for ABS, EDC and other
systems.
104 834
Location of Allison diagnostic socket for Pro-
Link test equipment.
Kick-down
Kick-down can be engaged on vehicles
equipped with TPS sensor as well as EDC
vehicles.
Kick-down is used to change down, e.g. when
overtaking. Kick-down can also be used to delay
up-shifting. Loss of power through up-shifting
on uphill inclines can be avoided by keeping the
accelerator in kick-down position.

Towing
Work description
Towing
The vehicle cannot be tow-started.

The gearbox oil pump is not driven when the
vehicle is being towed. Gears cannot be engaged
102899
or disengaged nor can the mechanical gear be
engaged unless the gearbox has oil pressure and
lubrication. Therefore, power from the drive
wheels cannot be transmitted to the engine.
IMPORTANT! The gearbox will not be

lubricated when the vehicle is being towed since
the oil pump will not work unless the engine is
running. Always disconnect the propeller shaft
or lift the drive wheels when towing the vehicle,
irrespective of distance or speed.
0500w15b.mkr © Scania CV AB 1998, Sweden 21

22 © Scania CV AB 1998, Sweden 0500w15b.mkr
Safety system
Safety system
The objective of the safety system is mainly to

inform the driver of any faults and to take
measures to prevent the gearbox from causing
problems. The safety system also attempts to
minimise damage to the gearbox caused by any
faults.
The control unit monitors itself as well as the
gearbox. The control unit will immediately take
measures if even the slightest fault should occur
in a component or the control unit itself.
"Check Trans" warning lamp
Gearbox fault
If a fault occurs, the control unit will proceed in
one of three different ways depending on the
severity of the fault:
Minor faults not appreciably

affecting the gearbox
The control unit will store a fault code in the
memory and continue to operate. The gearbox
continues to function as normal. Control unit
does not light the "Check Trans" warning lamp.
The control unit will automatically clear certain
fault codes after a while if they have not
reoccurred.

Safety system
Faults affecting gearbox function

to a limited extent
Control unit turns on the "Check Trans" warning
lamp.
The control unit will block the drive position.
The drive position selector display will flash if
an attempt is made to change the drive position.
The drive position selector will indicate the gear
that was engaged when the fault occurred.
The gearbox will continue to operate within
certain limits depending on the type of fault.
The mechanical gear (Lock-up) will disengage
so that the gearbox only uses the hydraulic
gears.
Note: If the power is switched off while the

"Check Trans" warning lamp is on, the gearbox
will be in neutral, N, when it is turned on again.
The gearbox will stay in neutral until the fault is
rectified.
Action: Note the fault codes before clearing

them. Attempt to restore the gearbox, see
Restoring the gearbox.

Safety system
Faults seriously affecting gearbox

function
An example of such a fault is that the control
unit loses its power supply. In this case, the
gearbox will go to an entirely hydraulic mode, Engaged gear Hydraulic "limp-
known as "limp-home mode". when fault home mode" mode
occurred
The gear that the gearbox selects as "limp-home
mode" depends on the gear that was engaged 1 3
when the fault occurred. The table shows the 2 4
gear the gearbox will select if a fault occurs.
3 4
"Limp-home mode" means that the gearbox will
not change gear and that the mechanical gear 4 4
will remain disengaged.
5 4
6 5
N N
R N
Action: Check the fuses to the affected

electrical equipment.

Safety system
Restoring the gearbox

(clearing fault codes)
Description
1 Stop the vehicle.
2 Apply the parking brake.
3 Turn off the engine.
4 Display fault codes:
• Lever control: Depress logotype-switch
4 twice. 1 1
2 3 2
• Button control: Depress the switches for MODE
PERF
up- and down-shifting 4 twice 3 PERF R MODE
simultaneously.
N
4
D 4
5 Depress the MODE switch 2 and hold it for
at least 10 seconds.
108 626
108 627
6 LED 1 will flash to confirm that the gearbox
has been restored. After 3 seconds, the first
flash, an active code will be cleared and
after 10 seconds, the second flash, an
inactive code will be cleared. Then, release
the switch.
The warning lamp will only be on if the code is
active.

Checking the oil level
Oil and filter
IMPORTANT! A correct oil level is essential

for the function and service life of the gearbox.
Both too high and too low an oil level can
damage the gearbox.
Checking a warm gearbox
Note: The gearbox should be at operating

temperature when checking the oil level.
The check can be carried out in two ways; using

the dipstick in the same way as for a cold check
or electronically from the driver area.
Electronic level check
1 The following conditions must be fulfilled:
• The vehicle must be standing on level
ground.
• The engine must be idling.
• The oil temperature must be between
60 and 100 ˚C.
• The drive position selector must be in
position N.
• The propeller shaft must be stationary.

2 Start measuring:
• Lever control: Depress logotype-switch 1
4 once. 2
• Button control: Depress the switches for MODE
up- and down-shifting 4 once 3 PERF
simultaneously.
3 If all conditions have been fulfilled, the 4

control unit will start to measure the oil
level. Measurement will take about 2
minutes - the display will flash a countdown
from 8 until the level is displayed. If the
108 627
conditions are no longer fulfilled, the
control unit will cancel the countdown and
a fault code will be displayed. See Fault
codes when checking the oil level.
4 After 2 minutes, display 3 will show one of 1
the codes, see the table. 3 2
PERF
5 Finish measurement:
R MODE
• Lever control: Depress logotype-switch

4 twice. N
• Button control: Press the N-switch D 4

(Neutral) once or the switches for up-
and down-shifting twice simultaneously.
108 626
Information codes when checking The maximum measuring range for the
the oil level electronic oil level sensor is shown below.
Code Action Gearbox Oil level

o,L,o,K Oil level correct Low High
o,L,L,o,1 Top up with 1 litre oil GA750/751/752 L,o,4 H,I,4
o,L,H,I,1 Drain off 1 litre oil GA851/852 L,o,6 H,I,7

Fault codes when checking the oil

level
Fault code Cause

o,L -, 0,X Setting time is too short
o,L -, 5,0 Engine speed too low
o,L -, 5,9 Engine speed too high
o,L -, 6,5 Drive position selector is in position N
o,L -, 7,0 Oil temperature too low
o,L -, 7,9 Oil temperature too high
o,L -, 8,9 Propeller shaft rotating
o,L -, 9,5 Oil level sensor defective
Checking a cold gearbox

The objective of a cold check is to determine
whether the correct amount of oil is in the
gearbox so that it can be safely brought to
Note: The gearbox must be at operating

temperature in order to carry out a reliable check
of the oil level (warm check).
1 Start the engine and allow it to idle for about

1 minute. Apply the parking brake.
! WARNING!
Depress the brake pedal. The parking

brake alone is not sufficient to keep the
vehicle stationary.

Changing oil and filter
2 Select position D and increase the engine

speed to 1000-1500 rpm for 30 seconds.
Then, select position R to release any air
that is in the system.
3 Select position N and allow the engine to
idle.
! WARNING!
Disengage the power take-off if

applicable so that the rotating shaft is
stationary. The shaft is located close to
the dipstick and can cause personal
injury if rotating.
4 Check the oil level with the dipstick. The

dipstick is located on the right-hand side of
the gearbox.
Dipstick location
5 Adjust the oil level so that it is between

"COLD ADD" and "COLD FULL".
6 Bring the gearbox to operating temperature
and then continue with "Checking a warm
gearbox".

Changing oil and filter
Note: It is best to change the oil and filter when

the gearbox is at operating temperature. Warm
oil runs faster and it is possible to remove more
oil from the gearbox.
! WARNING!
Handle hot oil with care. Use protective

gloves and goggles.
Changing
Specifications
Oil capacity when changing oil and filter

GA750/751/752 approx. 20 litres
GA851/852 approx. 34 litres
GA851/852 on vehicles with all-wheel drive approx. 27 litres
(calculated with 2" shallow sump)
Gearbox with retarder + approx. 1 litre
Total oil capacity, including oil cooler

GA750/751/752 approx. 27 litres
GA851/852 approx. 50 litres
GA851/852 on vehicles with all-wheel drive approx. 43 litres
(calculated with 2" shallow sump)
Gearbox with retarder + approx. 2 litres

Description
1 Bring the gearbox to operating temperature
so that the oil temperature is between 70 and
90 ˚C. Put the drive position selector in
position N and switch off the engine. Clean
around the drain plug.
2 Place a suitable container under the
gearbox. Unscrew the drain plug 1 on the
sump and allow the oil to drain. Use a 3/8"
square spanner.
3 Inspect the condition of the oil. Check if

there are any traces of water, metal particles
or coolant. Water or coolant in the oil may
indicate that the oil cooler is leaking. If this
is the case, the oil cooler must be changed.
Metal particles in the oil may indicate
internal damage in the gearbox. If this is the
case, contact an Allison dealer before taking
any further measures.
4 The gearbox is fitted with two filters 2.
Clean around the filter covers. Undo the
bolts on the filter covers. Remove the
covers, O-rings, gaskets and filters.

5 Lubricate and fit O-ring, gasket and filter to

each filter cover. Position the filters in the
sump using the bolt holes as guides and
press them in by hand.
Note: Vehicles with all-wheel drive have a

shallower sump. This means that a shorter oil
filter must be used.
IMPORTANT! Do not use the bolts to press the

lids in place. Do it by hand instead. Otherwise,
the sump, filter covers or seals may be damaged.
103109
6 Fit the bolts for the filter covers and tighten
them to 60 Nm.
7 Clean the drain plug and change the O-ring.
8 Fit the drain plug and O-ring. Tighten the
drain plug to 30 Nm.
9 Top up with oil through the dipstick pipe.
When changing oil the volumes specified in
Oil capacity when changing oil and filter
must be followed.
10 Cold check the oil level, see Check the oil
level. Adjust the oil level and then bring the
gearbox to operating temperature. Make a
final check of the oil level only when the
gearbox has reached between 70 and 90 ˚C.

The drive position selector is only available as a

complete unit. Change the complete drive
position selector if a fault occurs.
Removal
1 Remove the bolts securing the protection
cover and remove the cover. The protection
cover is a separate part and is not included
with the actual drive position selector.
2 Remove the bolts securing the drive

position selector to the console.
3 Lift up the drive position selector and
remove the connector by pressing in the
catches.
Fitting
1 Fit the connector to the drive position
selector.
2 Fasten the drive position selector to the
console.
3 Fit the protection cover.

Control unit
Control unit
The control unit is located under the central

electric unit on the passenger side together with
the relays for the gearbox control system.
Changing
key.
2 Remove the plastic cover on the control
units.
3 Remove the mounting plate with control
unit and relays by releasing the latch clamp.
4 Remove the connectors from the control
unit. They cannot be confused when
reconnecting.
1 Gearbox control unit
5 Change the control unit.
2 Gearbox relays
6 Fit the connectors.
7 Fit the mounting plate, control unit and
relays.
8 Fit the plastic cover.

Control unit
Checking voltage to
control unit
key.
2 Remove the connectors from the control

unit. Control unit and connectors
3 Measure the voltage between the pins in the

control unit connector. The position of the
pins is marked on the connector. See wiring
diagram in group 16.
Note: The cable terminals are deep inside the

connector. Take care when connecting the
multimeter so that nothing is damaged.
4 Switch on the power supply and turn on the

headlamps to put a load on the battery.
5 Read off the multimeter. Correct voltage is
between 22 and 28 volts. The voltage
reading must equal the battery voltage.
key.
7 Fit the connectors.

Control unit
8 If the multimeter indicated the wrong

voltage, make sure the measured pins are
not corroded or damaged. Clean or replace
as necessary. Check the fuses to the
gearbox.
9 Check the cable harness if the fault remains.
10 Change the control unit if none of the above
faults is detected.
If the problem is solved by changing the control
unit, refit the "old" control unit to make sure the
control unit really was at fault. Change back to
the "new" control unit again and compare the
results.
However, if the "old" control unit was in
working order, check whether the connectors are
corroded or damaged and make sure nothing
was overlooked earlier.

Cable harness
Cable harness
Checking the cable

harness
1 Make sure the power supply is switched off.
2 Check that all the connectors are fitted
correctly.
Control unit connectors
3 Remove all the connectors and inspect

them. If a connector is corroded or dirty it
must be cleaned thoroughly.
4 Then, fit all the connectors again and clear
the fault code. Check whether the fault code
is still present. If this is the case, continue
by checking each lead.
Gearbox connectors

Cable harness
Checking each lead

If all the connectors are fitted correctly and are
free from dirt and corrosion but the fault is still
present then the lead itself may be damaged.
How to check each lead pertaining to a certain
fault code:
1 Remove the control unit and gearbox
connectors.
2 Connect a cable to the lead you are checking
down at the gearbox connectors. The cable
should be long enough to reach to the
control unit connectors in the cab.
3 Connect one of the test probes of an
ohmmeter to the control unit connector.
Then, connect the other test probe to the
connector down at the gearbox. If the
ohmmeter reading indicates a high
resistance, there is a break in the lead.
4 Checking for short circuits: Connect one of
the ohmmeter test probes to the lead in
question in the control unit connector. Earth
the other test probe to the chassis.
5 If the ohmmeter reading indicates a low
resistance or none at all, the lead is shorted
to the chassis earth.
6 Perform this test on both leads belonging to
each circuit. Remember that a lead may not
only be short circuited to the chassis earth
but also to other leads in the cable harness.

Engine speed sensor
Engine speed sensor
The gearbox has three speed sensors. These are

all of the same type and they are not adjustable.
Scania workshops can easily replace all the
speed sensors except the middle one on
GA750/751/752.
All three speed sensors have the same
resistance.
Temperature Resistance
-40 ˚C 200 ohm
20 ˚C 300 ohm
110 ˚C 400 ohm
Permissible tolerance is +/- 30 ohm

The front speed sensor A detects the input speed
to the torque converter.
The middle speed sensor B detects how fast the

turbine shaft is rotating. The control unit uses
this value to distinguish between the mechanical
gear (lock-up) and the hydraulic gear.
The middle speed sensor is only accessible for
Scania workshops on GA851/852 gearboxes. An
Allison representative must change the sensor
on GA750/751/752 as it is integrated in the
gearbox.

Engine speed sensor
The rear speed sensor C detects how fast the

output shaft is rotating.
The control unit ensures that the gear ratio is
correct by detecting the difference in speed
between speed sensor B and speed sensor C. The
control unit controls the changing procedure by
continually checking the change in speed and
then compensating to obtain the correct speed.

Throttle actuation sensor
The throttle actuation sensor is located on the

frame. The wire is attached to the control lever
on the injection pump.
Note: Minimum bending radius allowed for the

cable is 150 mm.
The throttle actuation sensor is self-adjusting

within a certain range. The sensor must be
adjusted roughly after being replaced. See
Adjusting the throttle actuation sensor.
The accelerator must be fully depressed
occasionally (can be done with the engine
turned off and power switched on). Otherwise,
the gear changing comfort will be inferior since
the control unit must "learn" maximum
accelerator actuation.
Vehicles with EDC are not fitted with a throttle
actuation sensor. The EDC control unit
communicates directly with the gearbox control
unit using the CAN protocol.
104 835
Location of throttle actuation sensor on vehicles

with 12-litre engine.

Removal and fitting
Specifications
Resistance of removed sensor

Pin Resistance
A-C 9000-15000 ohm
A-B rest position At least 500 ohms in rest position, increasing successively as the
cable is pulled out.
A-B fully extended 9000-15000 ohm
Removal
1 Detach the cable from the control lever.
2 Remove the clamp holding the cable in
place.
3 Remove the connector from the sensor by
lifting the catch and pulling straight out.
4 Remove the sensor from the bracket.
Fitting
1 Fit the sensor to the bracket.
2 Fit the sensor connector. Make sure the
catch on the electrical connection secures
the connector at the sensor.
3 Attach the cable to the lever with a bolt,
washer and split pin.
4 Place the cable in the clamp. The cable has a
groove where the clamp is to be located.

Adjusting the throttle

actuation sensor
1 Rotate the control lever to maximum by
pressing the clamp arm as indicated by the
arrow. Press the arm as far as possible so
that it reaches the wide-open-throttle stop.
2 Adjust the clamp securing the cable by
sliding it forward or backward until the
correct adjustment length is obtained.
The length should be 183 - 185 mm. Measure
between the outer edge of the clamp and the
centre of the bolt on the control lever.

Road speed sensor
Road speed sensor
The road speed sensor is located beside the end

yoke.
The sensor is sealed and delivers 4 pulses per
revolution.
Location of road speed sensor.

Temperature sensor
Temperature sensor
Oil temperature sensor,

gearbox sump
The temperature sensor detects the temperature
of the oil in the automatic gearbox sump. The
sensor provides the control unit with
information, which in turn switches on the
warning lamp W24 if necessary.
Scania workshops must not change the sensor as
it is integrated in the gearbox. Measure the
resistance of the temperature sensor to check
whether it is faulty before calling an Allison
representative.
-20 (C 680-705 ohm
0 (C 810-830 ohm
20 (C 950-975 ohm
40 (C 1100-1135 ohm
60 (C 1270-1305 ohm
80 ˚C 1440-1500 ohm
100 ˚C 1635-1705 ohm
120 ˚C 1840-1925 ohm
140 ˚C 2050-2165 ohm

Temperature sensor
Oil temperature sensor,

retarder
Note: Only applies to gearbox with retarder.

of the oil in the actual retarder. The sensor is
attached to a bracket bolted on the gearbox
housing.
Changing
1 Remove the connector 2 to the sensor 1 by
lifting the catch and pulling it straight out.
Do not pull on the cable casing as the
insulation may then come loose.
2 Remove the bolt from the mounting plates.
3 Carefully pull out the sensor and mounting
plates. They are fastened together.
1 Temperature sensor on retarder including
4 Place the new sensor in position in the mounting plate
gearbox housing and bolt it on with the
mounting plate. 2 Connector to temperature sensor on
retarder
5 Fit the connector to the sensor. This can
only be done in one way. Make sure the
catch secures the connector properly.
-20 ˚C 680-705 ohm
0 ˚C 810-830 ohm
20 ˚C 950-975 ohm
40 ˚C 1100-1135 ohm
60 ˚C 1270-1305 ohm
80 ˚C 1440-1500 ohm
100 ˚C 1635-1705 ohm
120 ˚C 1840-1925 ohm
140 ˚C 2050-2165 ohm

Temperature sensor
Coolant temperature
sensor
Note: Only applies to gearbox with retarder.

in the coolant pipe to the oil cooler. The sensor
provides the control unit with information. The
control unit can limit the retarder power so that
the coolant temperature does not get too high.
104 854
The temperature sensor detects the
coolant temperature at the oil cooler
outlet.
-20 ˚C approx. 29000 ohm
0 ˚C approx. 9500 ohm

Oil cooler
Oil cooler
General
Normally, the oil cooler will not require
maintenance provided it is not leaking or has not
broken down.
If impurities have entered the oil cooler, e.g. due
to a breakdown, it is essential to clean the oil
cooler. Otherwise, any dirt remaining in the oil
cooler can loosened as a result of oil circulation,
vibrations and changes in temperature. This can
rapidly damage the gearbox.
1 Inlet oil hose

2 Outlet oil hose
3 Inlet coolant pipe
4 Outlet coolant pipe
IMPORTANT! Do not hesitate to change the oil 5 Bolts
cooler if you are unsure of the result of the
cleaning.
Removal
1 Drain the coolant from the cooling system.
2 Drain the oil from the gearbox as described
in Changing oil and filter. If the oil has been
polluted because of a cooler breakdown,
change the oil cooler, oil and all the filters.

Oil cooler
3 Detach the inlet and outlet oil hoses from

the oil cooler. Collect the oil in a suitable
container.
! WARNING!
Handle hot oil and coolant with care! Use

protective gloves and goggles.
4 Detach the coolant hoses from the oil

cooler.
5 Remove the oil cooler.
Fitting
1 Fit the oil cooler to the bracket.
2 Connect the coolant hoses.
3 Connect the inlet and outlet oil hoses.
4 Fill the cooling system with coolant.
5 Fill the gearbox with oil as described in
Changing oil and filter.
6 Adjust the gearbox oil level as described in
Checking the oil level.

Retarder accumulator
The retarder accumulator is located between the

oil cooler and the gearbox.
103 542
4 1
Removal
1 Remove the solenoid valve connector by
lifting the catch.
103 540
3 4 2
1 Solenoid valve connector

2 Compressed air connection
3 Oil hose connection
4 Bolts
2 Detach the compressed air connection.
3 Detach the oil hose from the accumulator.
Collect the oil in a suitable container.
4 Remove the accumulator from the bracket.

Fitting
1 Fit the accumulator to the bracket.
2 Connect the oil hose to the accumulator.
3 Fit the compressed air connection.
4 Fit the connector. Make sure the catch
secures the connector.

Power take-off
Power take-off
Engaging and disengaging
Specifications
Rotation speed and maximum torque for
power take-off
GA750/751/752, power take-off EG112

Rotation speed 1.17 x engine speed
Short-term operation, max. 5 min per 15 min. 565 Nm
Continuous operation 395 Nm
Continuous operation (emergency vehicles) 455 Nm
GA851/852, power take-off EG210

Rotation speed 1.08 x engine speed
Short-term operation, max. 5 min per 15 min. 780 Nm
Continuous operation 545 Nm
Continuous operation (emergency vehicles) 625 Nm
General
The power take-off is engaged using a switch in
the driver area.
Note: The power take-off should be engaged at

idle speed or max. 1000 rpm. The power take-
off coupling will be subjected to high stresses if
it is engaged at higher speeds.
Power take-off switch

Power take-off
As standard, the power take-off is connected so

that it only will work when the drive position
selector is in position N.
If the power take-off is to work in all drive
positions, replace relay R72 with an insulated
flat-pin bridge (part no. 1 123 250).
The power take-off is engaged and disengaged
through a disc coupling. This means that the
power take-off can be engaged and disengaged
without turning off the engine.
Adjusting
The play between the power take-off and
gearbox gears is adjusted with a rubber-coated
metal gasket. The gasket is located between the
power take-off and the gearbox. The correct
play has been set at the factory and it does not
usually require further adjustment.

100668
4
12
100315
10:04-01
Issue 1 en
After Sales Services
ABS/TC
10_2201
1 585 384 © Scania CV AB 1995-10

Contents
Contents
ABS ....................................................................4
Friction ...............................................................5
Slip .....................................................................6
Correlation between friction and slip..................6
ABS, layout and operation .................................8
What happens during control (ABS) ..................9
Advantages of TC system ................................13

ABS/TC system, layout and operation .............14
Brake control ....................................................15
Engine control ..................................................15
What happens during control (TC) ..................16
Brake control ....................................................16
Engine control ..................................................17
Wheel sensors ..................................................18
Control unit design ...........................................19

Control unit subsystems ...................................19
Power supply ....................................................19
Initial stage .......................................................19
Computer ..........................................................19
Final stage ........................................................19
ABS Indicator lamps ........................................20
TC Indicator lamps ..........................................21
Control valve functions ....................................22

Pressure increase ..............................................22
Maintaining pressure ........................................23
Lowering pressure ............................................23
Solenoid valve function ...................................24
Double check valve function ............................24
Relay valve on 6x2 trucks ................................24
Installation of ABS in different types
of vehicle ..........................................................25
Skeleton diagram ABS/TC, 4x2 ......................26
10:04-01 en © Scania CV AB 1995 3

ABS
ABS
ABS stands for Anti-lock Brake System. The advantage of ABS is mainly when emergency braking.
As wheel lock is prevented, braking distance is shortened and steering is improved, irrespective of
the road surface. Improved steering during ABS also reduces the danger of jackknifing, even if the
trailer does not have ABS. Optimum braking performance is achieved if both tractor and trailer are
equipped with ABS. The part of the vehicle which does not have ABS will brake in the normal way
with the danger of the wheels locking.
Remember that on slippery road surfaces, friction is lower and braking distance is increased, even
for a vehicle with ABS brakes.
ABS ABS
10_2117
4 © Scania CV AB 1995 10:04-01 en

Friction and slip
Friction
In order to understand the principle of how the
ABS/TC system works, it is necessary to
look at what happens between the tyre and the
road surface in different situations.
Friction between tyre and road surface can be
split into two parts:
- braking force friction ( B)
- lateral force friction ( S)
The latter is used for steering and stability.
10_0612
In order to show the correlation between braking force friction and lateral force friction during brak-
ing in a simple way, total available friction can be illustrated as a curve on a graph as below. Braking
force friction ( B) is on the vertical axis and lateral force friction ( S) on the horizontal axis.
If two random points, 1 and 2, are selected on the graph, total friction remains constant, but the dis-
tribution between braking force friction and lateral force friction is different. In example 1, B is
greater than S and in example 2, S is greater than B.
It can also be seen that if all available friction is used for braking, there is no friction left for lateral
force, that is to say no steering.
10_0564
10:04-01 en © Scania CV AB 1995 5

Friction and slip
Slip
As a wheel turns, there is always a certain movement between the contact surface of the tyre and the
road surface. As the wheel brakes, there is a certain loss of traction in the direction of rotation, which
we call slip.
A wheel which is rotating entirely free without being braked or powered has 0 % slip. When the
wheel is locked, slip is 100 %. If the wheel of a vehicle has 30 % slip and vehicle speed is 80 km/h,
wheel speed is about 55 km/h. See illustration.
80
km/h
55
10_2105
km/h
Correlation between friction and slip

The correlation between friction coefficient in the direction of rotation B and slip on different
types of surfaces is illustrated below. It can be seen that braking force can be increased until slip is
10-20 %, depending on the surface, before maximum braking force is used. If you then brake harder,
increasing slip, the friction coefficient will decrease and the wheel will finally lock.
10_0566
6 © Scania CV AB 1995 10:04-01 en

Friction and slip
The illustration below shows the correlation between brake force coefficient B and lateral force
coefficient S as a function of slip . The graph shows that with a slip of 10-30 %, braking capacity
and steering are still very good, which means that the stability of the vehicle is satisfactory.
10_0565
It is thus the range up to 30 % slip that is the stable range for different types of surface and it is in this
slip range that ABS works.
ABS senses when a particular wheel is loosing grip and starting to lock. Brake pressure is then auto-
matically controlled so that the wheel is always held within the most effective slipping zone, irre-
spective of friction against the road surface.
10:04-01 en © Scania CV AB 1995 7

ABS
ABS, layout and operation
8 © Scania CV AB 1995 10:04-01 en

ABS
What happens during control (ABS)

What happens when a particular wheel with ABS control is braked to stationary can be seen in the
illustration below. In this case, the road surface has a low friction coefficient (e.g ice).
The illustration shows the speed variation for the particular wheel as brake pressure is controlled in
an ABS system in order to avoid wheel lock.
It can be seen in the illustration that the time taken for pressure to be lowered and raised is less than
one second. This process, called a control cycle, happens 2-3 times per second during full braking,
depending on speed and surface. A full control cycle is described in detail on the next page.
10_0548
10:04-01 en © Scania CV AB 1995 9

ABS
C
10_0567
A. Wheel speed
Vr=reference speed
Vf=vehicle speed
B. Wheel retardation and acceleration
C. Brake chamber pressure
10 © Scania CV AB 1995 10:04-01 en

ABS
The control example illustrated applies to a surface with high friction coefficient. In the case of
other friction coefficients, the microcomputer built into the control unit will calculate a control proc-
ess, where the various control graphs looks slightly different.
Up to point 1, wheel speed follows the programmed reference curve (calculated based on speed sig-
nals), Vr. From there, wheel retardation increases and has at point 2 reached the limit -b for retarda-
tion as in graph B and brake pressure is therefore reduced quickly. Due to the time taken for
evacuating and the inertia in the brake system, the wheel will be retarded slightly more and enter the
so called unstable slip zone (>30%) before wheel retardation decreases and once again passes the -b
limit at point 3.
Brake pressure is now kept constant for a short time and the wheel therefore accelerates. At high
friction values (e.g dry asphalt) as shown in the illustration, the wheel will accelerate quickly up to
the +b limit (point 4) and brake pressure is therefore kept constant the whole time acceleration is
above +b.
In the case of low friction values (e.g wet asphalt), the wheel will not accelerate up to the +b value if
brake pressure is maintained. Instead, a signal will be sent to the valve to lower the pressure even
further, as the -b limit for slip will be exceeded.
If the friction value is extremely low (e.g. ice) or if the lower limit for maximum slip has been
exceeded, brake pressure will continue to be lowered until acceleration exceeds the +b value.
At point 5, the wheel is back in the stable slip zone and the +b limit has been passed. Brake pressure
is now quickly raised for a short period (point 6) in order to overcome the inertia in the system.
Pressure will then be raised successively, alternating between being raised and being maintained for
short time periods, until the -b limit for retardation is again reached at point 9 and brake pressure is
lowered. A complete control cycle has now been carried out.
10:04-01 en © Scania CV AB 1995 11

12 © Scania CV AB 1995 10:04-01 en
TC system
Advantages of the TC system

TC stands for Traction Control. TC prevents the drive wheels from spinning during excessive accel-
eration. TC has the following advantages:
- Easier to pull away on slippery surfaces.
- Reduced risk of skidding when cornering.
- Improved hill climbing capacity
- Less wear to tyres and transmission.
- Improved stability compared with conventional differential lock when driving on sideways slopes.
- Better steering than conventional differential lock.
TC is a complement to ABS and uses the same components.
TC
TC
10_2175
10:04-01 en © Scania CV AB 1995 13

TC system
ABS/TC, layout and operation
8 5 6 2 7 1
ABS /
TC
EDC
10_2106
3 4
The system has eight main components:

1 ABS modulating valve: two front and two rear (four circuit system).
2 Electronic control unit, ABS/TC.
3 Pulse ring: two front and two rear (four circuit system).
4 Wheel sensors: two front and two rear (four circuit system).
5 Solenoid valve (TC brake control), one unit for the driving wheel pair.
6 Double check valve, one unit for the driving wheel pair.
7 Relay valve, one unit for the driving wheel pair.
8 Electronic control unit, electronic diesel control (EDC) for TC engine control.
14 © Scania CV AB 1995 10:04-01 en

TC system
The pulse ring (3) is attached to the wheel hub. Engine control
The sensor (4), which is an electromagnetic
sensor, is attached to the axle and senses wheel Engine control is active at all speeds and is
rotation. engaged when both wheels spin at the same
speed. It is also engaged when one wheel spins
Signals from the wheel sensors are passed to and vehicle speed is greater than about 40
the electronic control unit (2). The electronics km/h. The electronic governor on the injection
in the control unit sense slipping. TC control pump is actuated via the EDC control unit (8).
has two control circuits: The quantity of fuel decreases and engine
speed and output decrease until the average
- Brake control circuit speed of the driving wheels, compared with
that of the vehicle is within the permitted val-
- Engine control circuit
ues (programmed into the control unit).
Information about required reduction of engine
drive torque is transmitted between the
Brake control ABS/TC control unit and the EDC control unit
via two cables.
The brake control circuit is activated when
only one drive wheel is slipping. This happens Note: Malfunctions can arise if tyre sizes
when the grip on the road surface is different between the front and rear axle vary too
between the driving wheels. The brake cham- much. See the work description in the
ber receives compressed air via the solenoid Workshop manual.
valve (5). The level of brake chamber pressure
is then controlled by the ABS modulating
valve (1). Brake torque is thus transferred via
the differential gear as drive torque to the TC Off Road
wheel which is not slipping. A greater wheel spin is achieved with the TC-
Brake torque is increased until both wheels Off Road operation engaged than with ordi-
have the same speed. The speed of the drive nary TC operation. This can be desirable when,
wheels is thus adjusted, meaning that TC brake for example, driving through mud, gravel or
control acts has a differential lock. deep snow.
To prevent the brakes overheating, the TC When the TC Off Road switch is depressed, the
brake control is only activated at speeds of slip limit is raised by approx. 10 km/h com-
under approx. 40 km/h. pared to normal. This means the drive wheels
can have an approx. 10 km/h greater speed than
the front wheels.
10:04-01 en © Scania CV AB 1995 15

TC system
What happens during control (TC)

Brake control
1 2 3 4 5 6 7
Vh = Wheel speed, RH rear
Vv = Wheel speed, LH rear
Ph = Brake chamber pressure, RH rear
Pv = Brake chamber pressure, LH rear
Fg = Full throttle
Tg = Idling
Point Event
1 Driver accelerates.
2 The right-hand wheel slips. The speed of the right-hand wheel is compared
with that of the left-hand wheel. Brake control pressure is built up in pul-
ses.
3 The right-hand wheel stops accelerating. Pressure is lowered in pulses.
4 The right-hand wheel is no longer slowing. There is a small difference in
speed between the right-hand and left-hand wheels. Pressure is maintained
at a constant level.
5 The right-hand wheel accelerates. The speed of the right-hand wheel is
compared with that of the left hand wheel. Brake control pressure is raised
in pulses.
6 The right-hand wheel stops accelerating. Pressure is lowered in pulses.
7 The left-hand wheel slips. The speed of the left-hand wheel is compared
with that of the right-hand wheel. Brake control pressure is raised in pulses.
16 © Scania CV AB 1995 10:04-01 en

TC system
Engine control
V
Fg
Tg
1 2 3 4 t
Vd = Wheel speed, driving axle
Vf = Wheel speed, front axle plus driving slip*
A = Reduction
B = Position of injection pump control rack
Fg = Full throttle
Tg = Idling
Point Event
1 Driver accelerates.
2 The speed of the driving axle is greater than that of the front axle plus driv-
ing slip*. Engine control is reduced.
3 The speed of the driving axle is less than that of the front axle plus driving
slip*. Engine control ceases.
4 The speed of the driving axle is greater than that of the front axle plus driv-
ing slip*. Engine control is reduced.
*Driving slip = programmed slip tolerance. With the Off Road switch pressed, the difference in
speed between the front and rear wheels rises by approx. 10 km/h.
10:04-01 en © Scania CV AB 1995 17

Wheel sensor
Wheel sensor
The inductive wheel sensor basically consists of a permanent magnet with a coil and a round termi-
nal pin.
When the pulse wheel rotates, the magnetic flow in the coil is converted to alternating current, whose
frequency is proportional to the speed of rotation of the wheel.
This alternating current is then converted to digital signals in the control unit.
1 Terminal pin.
2 Coil.
3 Permanent magnet.
10_0572
The sensor is fitted with a corrosion resistant clamp sleeve. At the front wheel, it is attached to the
steering knuckle and at the rear wheel, in a special holder on the rear axle, so that it is held in contact
with the pulse wheel. The wheel sensor will then adjust itself with a sufficient air gap when started
up.
The air gap between the wheel sensor and the pulse ring must not be too large. If it is, the system will
stop working. The cause of this might, for example, be too much play in the wheel bearings.
10 2284
10_0550
Example of installation on front wheel Example of installation on rear wheel
18 © Scania CV AB 1995 10:04-01 en

Electronic control unit
Control unit design - TC solenoid valve

If one driving wheel, when compared to the
Inside the control unit housing is a circuit other driving wheel, exceeds a permitted slip
board mounted on a frame. This frame also limit (when vehicle speed is below about 40
holds power transistors and the control unit km/h), the TC solenoid valve is activated. At
a set time after brake control ends, the TC
switch. solenoid valve is released and the line is
The control unit consists of integrated circuits vented.
and microprocessors. - ABS modulating valve
Brake chamber pressure increase, decrease or
the maintenance of pressure is calculated in
the same way as during ABS control, that is
to say using wheel speed and the reference
Control unit subsystems speed. Pressure is dependent on slip, acceler-
ation and retardation.
Power supply - Engine control

Control deviation is the difference between
The power supply part delivers a stable voltage the average speed of the wheels of the front
for powering the control unit. axle and that of the driving axle. Engine
torque is reduced via the EDC control unit.
Input stage
At the input stage, any transmitted signal dis-
turbance is filtered out. The sine wave signal Final stage
from the sensors is converted to a square wave
The final stage controls the solenoid valves and
signal. Via a special connector, the diagnostic
units such as warning and information indica-
lead can transmit information in both direc-
tions.
tions, for example to a diagnostic computer.
Computer
Two microprocessors are used to control each
vehicle diagonal. When the control unit is pow-
ered (starter switch turned), a self test is carried
out in each microprocessor. The program
memory is also checked continuously as long
as the control unit is in use.
The rotation speed of each wheel is calculated
by the ABS program. The average speed of the
front wheels is used as a reference speed for
engine control. Both driving wheels are used as
a reference speed for TC brake control. The
following control signals are calculated using
wheel speed and the reference speed:
10:04-01 en © Scania CV AB 1995 19

Indicator lamps
ABS Indicator lamps

The ABS system has two warning lamps and
one information lamp. If the vehicle has no
trailer attachment, there is only a truck warning
lamp. The warning lamp lights if there is a fault
in the ABS or if the TC brake control solenoid
valve is not working. If there is a fault, the faulty
part is disconnected, but ordinary brake system
function is maintained.
- Yellow truck warning lamp:

This light comes on when the starter switch is
turned to drive position and then goes off after ABS TC
approx. 3 seconds or at a speed of 5-7 km/h
provided there are no faults in the vehicle’s
system. If a fault has arisen, it comes on
immediately or at a speed of 5-7 km/h.
ABS
1 ABS
1
10_2183
- Yellow trailer warning lamp:

This lights when the starter switch is turned to
the drive position if a trailer with ABS is cou- ABS TC
pled to the vehicle. This goes out after 1 sec-
ond or at a speed of 5-7 km/h (depending on
which ABS system the trailer has), provided
there are no faults in the trailer system.
ABS
1 ABS
1
17_0095
This lamp comes on if there is a fault in the

trailer’s ABS system when driving.
20 © Scania CV AB 1995 10:04-01 en

Indicator lamps
- Yellow information lamp:

The yellow information lamp lights for about
3 s when the starter switch is turned to the
drive position. This lamp remains on if a
ABS TC
trailer without ABS is coupled. It goes out if a
trailer with ABS is coupled or if no trailer is
coupled. ABS
1 ABS
1
If any of the indicator lamps does not come on
17_0096
when the starter switch is turned to the drive
position, there is a fault in the lamp or its power
supply.
TC indicator lamp
In the TC system, the information lamp and the
warning lamp are one and the same. This lamp
should come on for one second when the starter
switch is turned to the drive position and then go
out when the brake pedal is depressed. This is a ABS TC
safety feature. The TC system does not operate
before the TC lamp has been switched off with
the brake pedal. The TC lamp is on when: ABS
1 ABS
1 10_2184
• brake or engine control are engaged.

• there is fault in the engine control circuit or
the EDC control unit is disconnected.
If TC Off Road is activated using the TC Off
switch, the TC lamp flashes as long as the
switch is in the Off Road position.
If the TC lamp does not come on when the
starter key is turned to the drive position, there
is a fault in the lamp or its power supply.
10:04-01 en © Scania CV AB 1995 21

Control valve
Control valve functions

The electropneumatic control valve consists of a
double magnet and two diaphragm valves. The
solenoids are of low mass and are very quick,
which is essential for high efficiency and low air
consumption. The control signals can be as short
as a few milliseconds.
The valves has three control functions:
- Increasing pressure
- Decreasing pressure
- Maintaining pressure
1 Control chamber for charging

2 Diaphragm valve for charging
3 Diaphragm valve for venting
4 Control chamber for venting
5 Solenoid valve for charging 2
6 Solenoid valve for charging 1
A = Intake
B = Evacuation
C = Outlet to wheel
Increasing pressure
Both solenoid valves are unactivated. This
means that the control chamber (1) for the inlet
is at atmospheric pressure and the diaphragm (2)
is therefore pressed upward by the incoming
compressed air, allowing it to pass through the
valve to outlet C.
At the same time, incoming brake pressure
works in the evacuating control chamber (4) and
presses the diaphragm (3) upward, thereby clos-
ing evacuation B.
22 © Scania CV AB 1995 10:04-01 en

Control valve
Maintaining pressure
When maintaining pressure, only solenoid valve
(6) is activated. Input brake pressure then works
in the control chamber (1) and presses down the
membrane (2) so that the channel to outlet C is
closed.
As input pressure also actuates the diaphragm
(3), the channel to evacuation B is closed and
pressure is maintained.
Lowering pressure
When pressure is lowered, both solenoid valves
are activated. When solenoid valve (5) opens
towards evacuation B, pressure drops in the con-
trol chamber and the membrane (3) then opens
the channel from valve outlet C to evacuation B.
The solenoid valve (6) is in the same position as
when pressure is maintained, as input pressure
presses down the membrane and closes outlet C.
10:04-01 en © Scania CV AB 1995 23

Other components
Solenoid valve function

The TC brake control solenoid valve is normally
closed. The solenoid valve receives a signal
from the ABS/TC control unit to open. A con-
trol pressure is then sent via the double check
valve to the relay valve which supplies brake
pressure to each control valve. The wheel which
is not slipping is not braked as the hold function
in the control valve is activated. Operation, see
Workshop Manual group 10, solenoid valve 81.
Double check valve

function
The double check valve ensures that the highest
pressure from either the service brake valve or
the solenoid valve reaches control valve. Opera-
tion, see Workshop Manual group 10, double
check valve 11.
Relay valve on trucks

with tag axle
Trucks with tag axle and TC are equipped with
two relay valves to prevent the tag axle from
being braked during TC brake control. This
means that the air that comes via the ABS mod-
ulating valve only reaches the tag axle, when the
foot brake valve is activated. Operation, see
Workshop Manual group 10, relay valve 12A.
24 © Scania CV AB 1995 10:04-01 en

ABS on different types of vehicle
Installation of ABS in other types of vehicle

All vehicle types use a 4 circuit system with modified independent regulation (MIR) on the front
wheels and independent regulation (IR) on the rear wheels.
MIR means that in cases where the friction coefficients are very different between the front wheels
(so called split surface), it is still possible to steer the vehicle. This is made possible as the difference
in brake pressure between the right-hand and left-hand front wheels is gradually built up without the
turning forces on the vehicle becoming so great that it is difficult to steer.
10_0624
10_0613
GB= Yaw moment due to braking forces

GS= Yaw moment due to lateral forces
With ABS, GB is approximately equal to GS
10:04-01 en © Scania CV AB 1995 25

Skeleton diagram
ABS/TC skeleton diagram, 4x2
7 1 2 4 7 1
ABS
TC
ABS
3
81
ABS 3
11
12A
EDC
9
9
ABS
8 3
36A 36B
3 ABS
10 2107
7 1 6 5 7 1
1. Wheel sensor 6. Service brake valve

2. Electronic control unit, ABS/TC 7. Brake chamber
3. Control valve 8. Electronic control unit, EDC
4. Solenoid valve (TC brake control) 9. Relay valve
5. Double check valve
26 © Scania CV AB 1995 10:04-01 en

Contents
Contents
General .................................................................................... 3
New features .............................................................. 4
Scania Diagnostics, ABS/TC Diagnostic panel ........................................................ 5

Diagnostic memory feature ........................................ 5
Appearance and
structure of flashing codes ......................................... 6
Erasing fault codes ..................................................... 6
Fault diagnosis Testing using a multimeter ........................................ 7

Conducting fault diagnosis ........................................ 7
Flashing codes ........................................................... 8
Limits for front and
rear wheel rolling circumference ............................. 13
Electrical system Wiring diagrams ...................................................... 15

Associated diagrams in group 16 ............................. 16
Colour codes for electrical wiring ........................... 16
Location of components .......................................... 17
Wiring diagrams ...................................................... 18
Input signals ............................................................. 28
Output signals .......................................................... 29
Other connections .................................................... 30
Pin numbering .......................................................... 31
Specifications .................................................................................. 32
2 ©
Scania CV AB 1995 10:04-02 en
General
General
This Bosch ABS/TC system has a new generation of

control unit which is different from the previous one.
The main differences are CAN communication with the
EDC control unit and modified TC control.
All the differences compared with the previous genera-
tion of ABC/TC are dealt with on the next page under
the heading “New features”.
10:04-02 en ©
Scania CV AB 1995 3
General
New features
The electrical differences in this version of
Bosch ABS/TC compared with the previous Mechanical differences compared with pre-
version are as follows: viously:
• The brake light switch must have been acti- • The TC solenoid valve with dual solenoids
vated (brake pedal depressed) for TC to has been replaced by a single solenoid. The
work. The TC warning lamp goes out when solenoid valve is normally closed.
this is done. This is a safety feature.
For more detailed description, see ABS/TC
• The supply relays (R7 and R8) for wheel description of operation.
diagonals have been discontinued. These
relays are now integrated in the control unit.
• The ABS warning lamp goes out after about
3 seconds if there were no faults the last
time the control unit was powered. This fea-
ture is used to enable the control unit to be
able to display faults which arose during
earlier driving when power is switched on
and the vehicle stationary.
• ABS warning lamp relay (R10) is no longer
fitted. When the ABS/TC control unit is
removed, the ABS warning lamp is now lit
by a circuit breaker, located in the connector
to the control unit.
• Information exchange with other control
units in the vehicle is via CAN communica-
tion.
4 ©
Scania Diagnos, ABS/TC
Diagnostic panel
This version of the Bosch ABS/TC has an inte-
grated fault diagnosis system. The diagnostic
panel is located on the instrument panel and
consists of a switch for activating and erasing
the diagnostic memory, as well as a diagnostic
lamp for flashing codes.
1 Diagnostic switch ABS/TC

2 Diagnostic lamp
Diagnostic memory
operation
A maximum of five fault codes can be stored. If
a sixth fault arises this replaces the first code
which was stored. The last code to be stored is
displayed first. This fault must be rectified and
the fault code cleared before the next fault can
be displayed. A maximum of two faults can be
displayed in one flashing sequence.
Continued on next page >
10:04-02 en ©
Scania CV AB 1995 5
Appearance and structure

of flashing codes
Switch on the power. Flashing codes are dis-
played if the diagnostic switch is then depressed
for at least 1 second. The flashing code consists
of four different blocks/flashing sequences with
an interval of 1.5 seconds, see figure.
1 The first block shows whether the system is 1 2 3 4
an ABS or an ABS/TC system. This time
the lamp should flash two or five times. Example shows an ABS system with
MIR control on the front axle and no
2 The second block shows what type of con- fault in the wheel diagonals.
trol the front axle has (see page 8 for expla-
nation). The lamp should flash twice this
time.
3 The third block shows any faults in the first
wheel diagonal (left front-right rear). = Light pulse/flash
4 The fourth block shows any faults in the
second wheel diagonal (right front-left rear).
Erasing fault codes

1 Switch off starter voltage.
2 Press the diagnostic switch.
3 Switch on the power and hold the diagnostic
switch depressed for at least 1 second.
6 ©
Fault diagnosis
Fault diagnosis
Testing using a multimeter

There is no Scania test instrument that fits the 55 pin connector.
Resistance and voltage must instead be measured using a multi-
meter directly on the connector to the control unit.
N.B. The 55 pin connector is fragile. Do not therefore push the
multimeter probe into the connector but simply hold it against
the pin. There is no safe way of activating relays and control
valves. It is theoretically possible but there is a serious risk of
damaging the connector.
How to conduct fault diagnosis

1 Press the diagnostic switch for ABS/TC for at least 1 second
and read the flashing code.
2 Check if there are any faults as described on the tables on
pages 8 and 9.
3 If there is a fault, read the flashing code text and read which
circuit in the wiring diagrams applies. If you are unsure
about the significance of component designations, check
this in the ”Wiring diagrams manual”.
4 Choose a suitable connector on which to take a reading and
find the connector with the help of the component drawing.
It is preferable not to take measurements in the control unit
connector. This is difficult and it is easy to damage the con-
nector.
5 Take readings using a multimeter and check the values on
pages 28-32.
10:04-02 en ©
Scania CV AB 1995 7
8
First block/flashing sequence

Number of Type of system
flashes
2 ABS
5 ABS with TC braking and engine control
©
Scania CV AB 1995
Second block/flashing sequence

Number of Type of system
flashes
2 Modified independent control on front axle (MIR)
10:04-02 en
Third block/flashing sequence = Diagonal 1 (FL/RR)
10:04-02 en
Fourth block/flashing sequence = Diagonal 2 (RF/RL)

Number of Type of fault
flashes
1 No fault localized
2 Fault in control unit
3 Prohibited air gap or short circuit, front wheel sensor
4 Prohibited air gap or short circuit, rear wheel sensor
6 Break or short circuit, front wheel sensor
7 Break or short circuit, rear wheel sensor

9 Voltage too low to control unit (pin 38) or to control valve (diagonal 1, pin 28 and diagonal 2, p
10 Break or short circuit, front control valve
©
Scania CV AB 1995
11 Break or short circuit, rear control valve

13 Relay in control unit not earthed or break in cable between control unit and control valve
14 Break or short circuit, TC solenoid valve

15 ABS/TC control unit cannot communicate with the interface for engine management (EDC)/Br
circuit, proportional valve or tachograph signal
18 Difference in diameter between front and rear wheels excessive
19 Short circuit to +24 V or earth, DBR cable
20 CAN communication fault
21 Brake light switch defective or has not been activated
9
Fault diagnosis
Comments
CAN Communication
CAN: Stands for controller area network. CAN communica-
tion is used to reduce the number of cables in the vehicle. This
is intended to increase reliability.
CAN communication takes place in series. In vehicles with
ABS/TC, there is a communications circuit which communi-
cates with other control units via two lines called CAN high
(pin 47) and CAN low (pin 48).
In simple terms it can be said that CAN communication is
similar to radio technology. The data signals which pass
through a CAN lead can be compared to radio waves in the
air.
When listening to the radio, the receiver is set so that one
radio station is heard at one time. This is the only station that
can be heard, despite the fact that there are many radio sta-
A control unit does more or less the same thing with the data
which comes through a CAN lead. For example, it listens for
information from the EDC about engine torque, receives this
value and uses it in calculations.
The control unit receives all CAN signals which are sent
through the communications circuit in a special memory. This
memory can be compared to several radio receivers which are
switched on, but which are all set to different radio stations in
order to listen to several particular radio programs at the same
time. In this way, the control unit continuously senses what is
happening.
This is nothing that the mechanic need to worry about.
The only thing to remember is that it is not possible to check
individual CAN signals using a multimeter.
10 ©
Fault diagnosis
Flashing code 15
This flashing code can be generated due to the Incorrect values may be of the type which are
following: continuously sent by the EDC control unit or
an order from the ABS/TC control unit which
- The ABS/TC control unit is unable to make is then confirmed incorrectly by the EDC con-
contact with the engine control interface trol unit. The ABS/TC control unit generates a
(EDC). fault code after repeated fault messages.
- Break or short circuit in cable to propor-
tional valve. Action: Check to see whether there are any
fault codes stored in the EDC control unit.
- Faulty tachograph. Check connectors and wiring in the communi-
cations circuit.
The ABS/TC control unit is unable to make
contact with the engine control interface
(EDC): The ABS/TC control unit has, for Fault in communication circuit: The control unit
example, sent a message to the EDC control has sensed that an open circuit or short circuit
unit about reduction of engine torque. has arisen somewhere beyond pins 47 and 48.
The ABS/TC control unit then receives no con- Action: Check connectors and wiring. If these
firmation that this has been carried out by the are not at fault, then the control unit is faulty,
EDC control unit. The ABS/TC control unit but there is not much chance of this.
generates a fault code after repeated attempts.
Action: Check to see whether there are any
fault codes stored in the EDC control unit.
Check connectors and wiring in the communi-
cations circuit.
Flashing code 20
This flashing code can be generated for two
reasons:
- Time limit between transmission attempts
exceeded or impossible value.
- Fault in communications circuit.
Exceeded time limit between transmission

attempts: The ABS/TC control unit has, for
example, sent a message to the EDC control
unit about reducing engine torque.
It then takes too long before the EDC control
unit has confirmed that reduction has been car-
ried out. The ABS/TC control unit generates a
fault code after repeated attempts.
Impossible value: The values sent by the EDC
control unit are considered as impossible by
the ABS/TC control unit. This may be informa-
tion such as engine torque.
10:04-02 en ©
Scania CV AB 1995 11
Fault diagnosis
Flashing code 21
The vehicle’s TC feature is disengaged when the
brake light switch is activated. This is carried
out so that it is not possible for the vehicle to roll
forward or backwards when the control unit is
carrying out TC control and the vehicle is then
braked.
As a safety feature, brake light switch operation
must be checked each time the ignition is
switched on by pressing the brake pedal. The
TC warning lamp then goes out. If the brake
light switch is faulty or has not been activated,
TC is unable to provide control and the warning
lamp will remain lit.
TC control does not thus work when the brake
light switch is jammed, fuse (number 6) for the
brake light relay has blown or when all brake
light lamps are broken. The probability of all
lamps breaking at the same time is however
small.
If the ABS/TC diagnostic switch is activated
before the brake pedal is depressed, flashing
code 21 is displayed. This flashing code is never
permanently stored in the memory but disap-
pears as soon as the ignition is switched off.
However, it is generated immediately when the
ignition is switched on and then disappears
when the brake light switch has been activated.
12 ©
Fault diagnosis
Rolling circumference limits for front and rear wheels

In vehicles with ABS/TC an excessive difference between the rolling circumference of the front and
rear wheels may give incorrect signals to the control unit resulting in longer braking distances. Use
the values of tyre rolling circumference given by the manufacturer and choose tyres so that the dif-
ference is no greater than
+ 14.0 % if the front wheels are larger than the rear wheels.
- 14.0 % if the front wheels are smaller than the rear wheels.
Front rolling Rear rolling

circumference circumference
Difference (%) = x 100
Front rolling
circumference
Example:
Tyre, front axle: 315/80R 22.5
Rolling circumference: 3329 mm
Tyre, rear axle: 12R 22.5
3329 3360
Difference (%) = x 100 = -0,9 %
3329
This difference is permitted as it may be up to -14.0 %.
10:04-02 en ©
14 © Scania CV AB 1995 10:04-02 en
Electrical system
Electrical system
Wiring diagrams
• The flashing codes table earlier in this booklet refers to cur-
rent paths.
• The wiring diagrams follow the component drawings. These
have current path serial numbers. Use the references to the
current circuits from the table for flashing codes in order to
find the correct diagram and the components in question.
• The diagrams use component name e.g. E37. The full name of
the components is given in the ”Wiring diagrams manual” in
group 16 of the workshop manual.
10:04-02 en ©
Electrical system
Associated diagrams in
group 16
Connection diagram
16:04-31
Colour codes for electrical

wiring
BK Black
BN Brown
RD Red
OG Orange
YE Yellow
GN Green
BU Blue
VT Violet
GY Grey
WH White
PK Pink
16 ©
Electrical system
10:04-02 en ©
Electrical system
18 ©
Electrical system
10:04-02 en ©
Electrical system
20 ©
Electrical system
10:04-02 en ©
Electrical system
22 ©
Electrical system
10:04-02 en ©
Electrical system
24 ©
Electrical system
10:04-02 en ©
Electrical system
26 ©
Electrical system
10:04-02 en ©
28
Input signals
Gives vehicle speed Tachograph/connector C56 Frequency
Activates TC Off Road program Switch Earthing (0V)
Shows wheel speed Sensor beside right-hand rear wheel Frequency
Shows that brake light has been Relay switch +24 V
activated
Shows wheel speed Sensor beside left-hand front wheel Frequency

©
Scania CV AB 1995
Shows wheel speed Sensor beside right-hand front wheel Frequency

Shows wheel speed Sensor beside left-hand rear wheel Frequency
10:04-02 en
10:04-02 en
Output signals
Requests brake control Control valve, pressure reduction +24V
left rear
Requests brake control Control valve, maintaining pressure +24V
left rear
Shows ABS control Connector C56 Earthing (0V)
Requests speed reduction Proportional valve PWM
Requests brake control Control valve, lowering pressure +24V

right rear
©

Scania CV AB 1995
right rear
Lights lamp ABS warning lamp via C56 Earthing (0V)
right front
right front
Requests TC control TC Solenoid valve +24V

left front
left front
29
30
Other connections
Communication Diagnostic socket for PC Data DIAL
Communication Diagnostic socket for PC Data DIAK
Activate/Erase fault code Diagnostic switch Earthing (0V)
Lights lamp Diagnostic lamp
Power supply in Fuse number 18 +24V
Earthing control valves Control valves, right front and left Earthing (0V)
rear
©
Scania CV AB 1995
Earthing solenoid valve TC Solenoid valve Earthing (0V)
Earthing control valves Control valves, left front and right Earthing (0V)
rear
Earthing control valves (internal con- G18 Earthing (0V)
nection in control unit from pins 6 and
27).
Earthing control unit G13 Earthing (0V)
Earthing actuator Proportional valve Earthing (0V)
Communication Connector C56 Data CANH

Communication Connector C56 Data CANL
10:04-02 en
Electrical system
Pin numbering
55 28
54 27
26
50 23
48
21
47
20
46
19
45 18
44 17
43 16
40 12
39 11
38 10
34
7 8
33
31 5 6
30 3
2
29 1
10_2449
10:04-02 en ©
Specifications
Specifications
Component Designation Resistance, Ohm
R9 Brake reduction relay 6x2 with air suspen- 265-345

sion ASA700
T11/T12 Wheel sensor front, after May 1993 1100-1250
T13/T14 Wheel sensor rear, after February 1994 1575-1925
V3/V4/V5/V6 Control valve/in 14-21
V3/V4/V5/V6 Control valve/out 14-21
V7 Solenoid valve for brake reduction 6x2 54-63

with air suspension ASA700
V81 TC solenoid valve 54-63
V88 Proportional valve 18-30
32 ©
EBS
Contents
General ....................................................................................3
System description Subsystems..................................................................4

Structure of the system ...............................................6
Working principles .....................................................8
System signals.............................................................14
Description of components Control unit EBS 2.0 / 2.1...........................................18

Control unit EBS 2.2...................................................20
Service brake valve ....................................................23
Single control module .................................................24
Double control module ...............................................26
Trailer control module ................................................29
Pressure sensor............................................................32
Other components .......................................................33
Interaction with other ....................................................................................37

systems
Limit values for rolling ....................................................................................39

circumference
Abbreviations ....................................................................................40
2 ©
General
This version of the function description covers EBS 2.2 1999

the EBS systems manufactured.
- Double control module for drive axles
The EBS system differs from an ABS system in
a number of aspects. - CAN communication with auxiliary brake
system
An ABS system merely controls braking if the
wheels have locked or tend to lock. The ABS - Pressure sensor linked to the double
system then ensures that the wheels do not lock control module which controls axle two.
so as not to lose steering and to improve
braking. Under normal braking, the driver - TCM Trailer Control Module
activates the air to the brake cylinders via the - Automatic Brake Adaptation, TBA
service brake valve.
- New configurations, two drive axles with/
EBS controls the entire braking sequence, both without load transfer, and four-axle
applying and releasing of the brake. The system configurations.
gauges how much braking the driver wants and
then allows the control modules at the wheels to - The auxiliary brake is load-dependent via
activate the air to the brake cylinders. This gives the brake pedal
a shorter reaction time and consequently a
shorter braking distance.
EBS 2.0 1996

- 4-channel system
- 4x2
- Tractor unit
- Front circuit reduction
EBS 2.1 1997

- 5-channel system
- Several configurations: 4x2, 6x2, 6x2*4
and 6x2/4
- Truck
- Improved diagnostics, the control module
fault codes are stored in a control unit.
- Improved front circuit reduction
©
Scania CV AB 1999, Sweden 3
System description
System description
Subsystems
The EBS system is made up of subsystems.
• EPB - Electro Pneumatic Brake system
• ABS - Antilock Braking System
• TC - Traction Control
• TBA - Automatic Trailer Brake Adaptation
These four systems form part of and make up
the complete EBS system.
TC and TBA assume that the vehicle has EDC.
EPB TC
EPB is responsible for electronic brake In the event of wheelspin, the control unit in
pressure control. This is also backed up by a the vehicle will send signals to the control unit
pneumatic brake system if the electrical circuit of the control modules so that these brake the
stops working. wheels which have lost traction. If two wheels
lose traction, the engine will receive
ABS information on throttle-back.
If the wheels tend to lock, the system receives TBA
information on this and releases the brake
pressure which is present out to the brake TBA calculates the pressure required for the
cylinders. This is pulsed so that a different part trailer so that it starts braking at the same time
of the tyre is always against the road surface. If as the tractor unit and brakes its own weight.
the driver has braked using the retarder, this This always ensures optimal trailer braking.
will also be switched off during control. This function is available only when the
vehicle is fitted with a trailer control module
and TBA is active.
©
4 Scania CV AB 1999, Sweden 1060f15b.mkr
Braking characteristics of the system
Braking characteristics of the system
This system is built to ensure even wear over the

brake pads as a result of light braking. Frequent
braking of this kind is responsible for pad wear.
In the event of harder braking, the distribution of
the braking is utilised in order to provide the
most optimal friction per axle.
When the pedal is depressed fully, the system
activates full pressure.
©
1060f15b.mkr Scania CV AB 1999, Sweden 5
The design of the system
The structure of the system
A central control unit 1 communicates with

control modules 2 and 3 and trailer control
module 8 via CAN cables. At the same time, the
control unit 1 communicates with a control unit
on the trailer.
Single control module 2 and double control
module 3 communicate with the control unit and
activate the brake pressure to the brake cylinders
as required by the control unit 1. However, the
double control module controls one or two drive
axles. Vehicles with a tag axle have a single
control module which controls both wheels on
the tag axle. The control modules contain a
control unit, solenoid valves and pressure
sensors.
Service brake valve 5 is essentially a standard
service brake valve with an additional part
which contains two potentiometers. This
provides the control unit with an electric
reference value.
ABS sensor 4 senses the speed of the wheels.
Each wheel is fitted with a sensor.
Wear sensor 6 is located on the brake calliper
adjusting device. This sensor measures the
overall wear of the brake pads and brake discs.
Pad wear wires are also fitted to the brake pads
in vehicles manufactured before 010699.
Pressure sensor 7 senses the weight of the
vehicle by measuring the pressure in the air
bellows for the suspension on the drive axle
(axle 2).
The trailer control module 8 regulates the
control pressure to the trailer. It receives the
required brake pressure from the control unit 1,
adjusts this depending on the trailer and
activates the correct brake pressure.
©
The design of the system
2 8
6 4
2 1 3 7 3
ECU
4
5
6
114 521
EBS 2.2 6x4 with 6-channel system
1 Control unit 5 Service brake valve

2 Single control module 6 Wear sensor
3 Double control module 7 Pressure sensor
4 ABS sensor 8 Trailer control module
©
Working principles
Working principles
Backup braking
There are two backup circuits in the vehicle.
These operate independently of electrical
signals. These circuits are actuated by the
regular service brake valve and are connected
directly to the control modules. In the event of
electronically controlled braking, the air in the
backup circuit is kept back at the control
modules by means of a solenoid valve. The
pressure from the service brake valve also
passes to the trailer relay valve or the trailer
control module if the vehicle is fitted with one
of these.
The backup system brakes the vehicle:
• when the power is turned off
• if the control unit switches off one or more
control modules on account of a serious
fault occurring in the system.
The control modules are without power when
the backup system takes over. The air from the
service brake valve passes into the control
valve, which now operates as a relay valve.
This makes braking proportional to the travel
of the foot pedal.
Braking with the aid of electronics

When the starter voltage is switched on, the
service brake valve 4 sends an electrical signal
to the control unit 1 in the cab when activated.
The pressure sensor 5 is connected to the
double control module 3 in EBS 2.2. CAN
communication is used to transmit the signal to
the control unit 1 in the cab. In EBS 2.0 / EBS
2.1, the signal is switched directly to the
control unit. The control unit, together with the
signal from the service brake valve and the
pressure sensor, calculates the brake pressure
value to be activated by the control modules 2
and 3. These then automatically adjust the
brake pressure to the brake cylinders C. The
control modules 2 and 3 contain a pressure
sensor which measures the brake pressure. If
the correct brake pressure is not attained, the
system switches to backup position on the axle
where brake pressure is not being attained.
©
Working principles
B A c B A c B A
4
c
2
3
3
p 7
6 u
5 D
2
c
8
1
c c
114 489
B A B A B A
6x4 with 6-channel system. EBS 2.2
1. Control unit 7. Trailer socket, control air

2. Control module 8. Trailer socket, feed air
3. Axle module A. ABS sensor
4. Service brake valve B. Wear sensor
5. Pressure sensor C. Brake cylinder
6. Trailer control module D. CAN cable to trailer
Vehicle with trailer control module

CAN communication is used by the control unit
to send a signal to the trailer control module 6,
which adjusts this signal and outputs the
pressure to the trailer socket 7 for control air. If
the trailer has EBS, the CAN signal to the trailer
is used. This signal is sent via the 7-pole trailer
contact. This signal is used as a reference value
by the trailer's control unit.
Vehicle without trailer control

module
If the trailer has EBS, the CAN signal to the
trailer is used. This signal is sent via the 7-pole
trailer contact. This signal is used as a reference
value by the trailer's control unit.
In the case of trailers without EBS, the service
brake valve sends an air signal to the trailer relay
valve, which activates pressure to the trailer's
control line.
©
Braking in combination with retarder
Braking in combination with retarder
During braking, only the retarder is braked over

the first part of the pedal travel. EBS controls
the braking torque to the retarder. This takes
place by means of CAN communication.
The braking torque of the retarder is load-
dependent.
R = Retarder only
B = Both retarder and wheel brake
The switch C (AUT) on the dashboard must be

activated.
©
ABS in the system
ABS in the system

The wheel sensors are connected to their
respective control modules. The signal is
passed on via the EBS system's own CAN bus
to the control unit, where the vehicle's
reference speed is calculated.
ABS control
When a wheel exhibits a tendency to lock, its
control module reduces the pressure. The
wheels can thus be braked within permissible
slip values. See Functional description,
ABS/TC 10:04-01.
ABS and retarder braking

During braking using the retarder, the retarder
influences the drive wheels only. If the vehicle
is light, the drive wheels can lock. This is
prevented by the EBS, which switches off the
retarder.
In EBS 2.0/2.1, the retarder is disengaged by
means of the DBR relay.
EBS 2.2 stops and requests the braking torque
from the retarder by means of CAN
communication.
©
TC, Traction Control
TC, Traction Control

If one or more drive wheels start to lose
traction, the electronics detect this and can thus
either reduce the engine torque or brake the
wheel which has lost traction. When drive
wheels lose traction, the system uses the speed
of the front wheels as a reference.
TC is fitted only on vehicles with EDC.
TC - engine control
Engine control is active at all speeds and comes
into play when both wheels spin at the same
speed. It is also used when a wheel spins and
the speed of the vehicle is in excess of 40 km/h.
A CAN signal is sent to the EDC control unit
requesting a reduction in engine speed.
The slip limit can be increased slightly if the
driver actuates the TC-OFF ROAD switch.
This function can be disabled in order to be
able to drive a vehicle which has TC in a power
tester. To do this, depress the diagnostics
switch for at least 5 seconds. The power tester
status is indicated by the flashing of the
diagnostics lamp. The TC lamp will also flash.
TC – brake control
If only one drive wheel has lost traction, this
wheel is braked by means of brake pressure.
The wheel is controlled by the brake pressure
sensor and the wheel sensor. The brake
pressure to the brake cylinder reduces the rate
of rotation of the wheel, which means that the
driving force is transferred to the wheel which
has not lost traction. This process synchronises
the speed of the drive wheels.
Brake control is active only at speeds of less
than 40 km/h. If it is active and the vehicle is
accelerated to a speed greater than 40 km/h, it
continues to operate until the next change of
gear.
If there is too little brake pressure in any of the
circuits, the TC brake control will be
deactivated after 1 second.
©
Front circuit reduction
Front circuit reduction

Vehicles with an axle distance <3700 mm and a
4x2 configuration have front circuit reduction.
When the vehicle is being driven unloaded, the

system reduces the brake pressure on the front
axle in order to maintain the axle pressure on the
rear axle and thereby also to maintain the
directional stability of the vehicle.
115 683
Automatic Trailer Brake Adaptation, TBA
Vehicles fitted with a trailer control module have

Automatic Trailer Brake Adaptation,
TBA (EBS 2.2).
It can be difficult to adjust the braking of a
vehicle which tows different types of trailer.
The TBA function receives the required pressure
from the EBS control unit.
TBA calculates the pressure required for the
trailer so that it starts braking at the same time as
the tractor unit and brakes its own weight. TBA
equalises the vehicle's pad wear and increases its
stability under braking.
TBA makes a rough calculation after the vehicle
has braked 3 - 5 times. Rough brake adaptation
is implemented on the basis of this calculation.
When the vehicle has braked 10 times, the TBA
has calculated the brake application pressure of
the trailer. Adaptation takes place gradually
every time the vehicle is subsequently braked.
TBA depends on information from EDC and
Retarder. Correct brake adaptation assumes that
EDC and Retarder are operating correctly.
TBA is not active at speeds below 10 km/h and
under braking where the activated brake
pressure is greater than 6.5 bar.
©
System signals
System signals
Signals to and from control unit

The illustration to the right shows an EBS system on a three-axle vehicle with a 6-channel system.
1 TC lamp. This should come on when the 8 PC containing the Scania Diagnos and
ignition switch is set to the drive position Scania Programmer software.
and go out after 3 seconds. This lamp
flashes when TC OFF-ROAD is switched 9 The trailer control module regulates the
on. control pressure to the trailer. The trailer
control module is electronic and
2 ABS warning lamp for the vehicle. This automatically adjusts the braking of the
comes on when the ignition is turned on for trailer to that of the tractor unit.
three seconds. Provided that the system is
fault-free. This lamp comes on when any 10 The double control module regulates the
signal has ceased to operate. If this lamp brake pressure to the drive axles. This is
comes on, EEB also receives information also a "collecting point" for signals from
indicating that ABS is non-operational. wheel sensors, wear sensors and pressure
sensors. These signals are then sent to the
3 The low air pressure warning lamp is control unit by means of CAN
activated when the starting voltage is communication.
activated for 3 seconds. This lamp flashes
if any of the control modules switches into
backup position. This lamp flashes when
the air pressure is low. The low air pressure
buzzer sounds at the same time.
4 The EBS control unit reads the pressure
sensor signal in the parking circuit. This
signal is used only when a trailer control
module is fitted to the vehicle.
5 The diagnostics button and lamp are fitted
so that flash codes can be read and erased
(the same signal as the TC lamp).
6 The brake pad wear lamp comes on when
the overall width of the brake disc and
brake pad is less than 68 mm. In vehicles
manufactured prior to 1 June 1999, this
lamp also comes on when the wires in the
pads break. The pad wear lamp comes on
if the pad wear differs by more than 25 %
between the right and the left wheel on one
and the same axle. This lamp will also
come on in the event of a fault in the
circuit.
7 This control unit emits a signal to the DBR
relay during ABS control.
©
System signals
ABS TC
ABS
1 ABS
1
8
1
2 4 5 7
16 17 6
12 OPC
RET 15
EDC 14 EBS 9
EEB/EXB 13
11 10
10
11
114 647
©
System signals
11 Single control modules regulate the brake

pressure to one or two wheels, or to one
axle (6x2 tag axle). This is also a
"collecting point" for signals from wheel
sensors and wear sensors. These signals
are then sent to the control unit by means
of CAN communication.
12 The Opticruise control unit communicates
with EBS, and this information is one-way.
EBS indicates ABS control. EBS also
forwards the wheel speed signals to
Opticruise.
13 Exhaust brake control unit. This signal is
one-way. The exhaust brake sends a signal
indicating that it has been activated.
14 The EDC control unit has two-way
communication with EBS. EBS requests
throttle-back during TC control. EDC
provides information on the current engine
torque and amount of fuel being injected.
15 The retarder control unit is connected to
EBS by means of CAN communication.
EBS requests the braking torque from the
retarder. EBS provides information on
ABS control.
16 The brake pedal's potentiometers provide
the control unit with a signal indicating the
braking torque requested by the driver.
17 TC OFF-ROAD is used so as to be able to
increase wheelspin, such as when driving
under muddy conditions.
©
©
Control unit, EBS 2.0/2.1
Description of components
Control unit EBS 2.0/2.1
Connections EBS 2.0/2.1

This control unit has a 55-pole coupling head.
EBS 2.0 and 2.1 have control units which look
identical. The software, on the other hand, is
different.
115 142
The difference between these is that EBS 2.1 has
improved fault diagnostics. Fault codes which
affect control modules in EBS 2.0 are
understood from the control modules. From
EBS 2.1, these fault codes are stored in the
control unit.
IMPORTANT! When the tyre size is changed,

or if the vehicle is modified and changes
configuration, the control unit must be
reprogrammed.
The control unit's connector
28
54
53 27
52
26
49 25
48 23
47
46
44
43
42
41
40
36
35
34
33 6
5
31 4
30 3
2
29 1
115 484
©
Control unit, EBS 2.0/2.1
Connections
Not used 55 28 System voltage (30-supply)

System voltage for control module D 54 27 System voltage for control module A
System voltage for control module E 53 26 System voltage for control module B
System voltage for control module F 52 25 System voltage for control module C
Not used 51 24 Not used
Not used 50 23* TC information lamp
TC switch 49* 22 Not used
CAN H for trailer 48 21 Not used
CAN L for trailer 47 20 Not used
CAN H for vehicle 46 19 Not used
CAN L for vehicle 44 17 Not used
CAN H for control modules 43 16 Not used
CAN L for control modules 42 15 Not used
DIA K 41 14 Not used
DIA L 40 13 Not used
Earth for control modules 36 9 Not used
Analogue signal from service brake 35 8 Not used
valve to retarder
5 V supply to analogue sensors 34 7 Not used
Load-sensing pressure sensor 33 6 Signal SM 2 from service brake valve
Not used 32 5 Signal SM 1 from service brake valve
System earth 31 4 Earth for analogue signals
Low air pressure warning lamp 30* 3* Pad wear lamp
Vehicle ABS lamp 29* 2 DBR relay
1 Power supply (15 V)
The symbol "*" after a pin number indicates that

the signal is activated when the circuit is
earthed.
©
Control unit EBS 2.2
Connections EBS 2.2

The control unit has 4 connectors. These are
divided into function groups.
IMPORTANT! When the tyre size is changed,

or if the vehicle is modified and changes
114 084
configuration, the control unit must be
reprogrammed.
©
Control unit, EBS 2.2
The tables below show which signals the control

unit can receive and which pins are used for
each respective signal.
The symbol "*" after a pin number indicates that
the signal is activated when the circuit is
earthed.
Connector A
A1 CAN L communication A10 System earth

A2 A11* TC information lamp
A3 CAN H communication A12 Earth for control modules
A4 A13 DIA K
A5 A14 DIA L
A6* TC switch A15
A7 System voltage (15-supply) A16 DBR Signal
A8 System voltage (30-supply) A17* Vehicle ABS lamp
A9* Pad wear lamp A18* Low air pressure warning lamp
Connector B
B1 B6 Signal from pressure switch in parking

circuit
B2 5 V supply to service brake valve B7 Signal SM 1 from service brake valve
B3 Earth for service brake valve B8
B4 Signal SM 2 from service brake valve B9 Signal from exhaust brake
B5
©
Control unit, EBS 2.2
Connector C
C1 Earth for control module A (left side C7

axle 1)
C2 Earth for control module A C8 CAN H control module A
(right side axle 1)
C3 C9 CAN H control module B
C4 CAN L control module A C10
C5 CAN L control module B C11 System voltage for control module A
C6 Earth for control module A C12 System voltage for control module B
(left side axle 1)
Connector D
D1 CAN L trailer D9 CAN L trailer control module

D2 Earth for control module, axle 3 D10 CAN H control module C-D, axle 2
D3 CAN H trailer D11 CAN H control module E, axle 3
D4 Earth for control module C, axle 2 D12 CAN H trailer control module
D5 D13 System voltage for control module C,
axle 2
D6 Earth for trailer control module D14 System voltage for control module E,
axle 3
D7 CAN L control module C, axle 2 D15 System voltage for trailer control module
D8 CAN L control module E, axle 3
©
Service brake valve
Service brake valve
Service brake valve potentiometer

function
The service brake valve has two electrical
potentiometers. These are activated along with
the ordinary pneumatic control when the pedal
is depressed. The potentiometers are electrically
connected to the EBS control unit. The signals
from these are mutually opposed.
The signals from the potentiometers are

designated SM 1 and SM 2. The value from the
signal SM1 increases and the value from signal
SM2 decreases as the pedal is depressed. The
signals are processed in the EBS control unit so
as to be able to calculate the correct braking
value for the trailer and control modules.
IMPORTANT! The service brake valve is

factory-calibrated. On the valve is a label
showing a specific number which has to be
keyed in when reprogramming takes place. This
applies to EBS 2.2.
EBS 2.0/2.1 is calibrated using Scania

Programmer.
Recalibration must be carried out if the control
unit has been reprogrammed or the service brake
valve has been replaced.
Other pneumatic functions are described in
booklet 10:02-03, Front and rear circuits,
components.
©
Single control module
Single control module
Function of the control module

The control module is a complete valve which is
controlled by means of electronic signals. In the
event of a fault in the electronics, there is a
pneumatic backup circuit which is activated and
implements braking.
The control module contains solenoid valves for
the backup function, pressure increase, pressure
decrease and a pressure sensor.
IMPORTANT! Single control modules have

been replaced on rear drive axles with a double
control module from 011199 (EBS 2.2).
114 076
The upper part consists of a terminal block
connected to an electronic unit.
The control module also acts as a "collecting
point" for ABS sensors and wear sensors. These
signals are then sent from the control module on
to the EBS control unit by means of CAN
communication.
Electronic braking
The solenoid valve for the backup system is
powered up under braking. This prevents the
control air from the service brake valve from
braking the vehicle. Instead, the control
module's control unit activates the pressure
increase valve, which releases the correct air
pressure in pulses to the relay valve function in
the control module. The brake pressure value is
measured while in the pressure sensor. The
control module receives from the EBS control
unit a request as to which brake pressure value is
to brake the vehicle.
When the brake pressure is reduced, the pressure The solenoid valve for the backup system is not
decrease valve is activated, which reduces the powered up. This makes the solenoid valve open
pressure in pulses. and allows it to release the control pressure from
the service brake valve. This pressure then
opens the relay valve function in the control
Backup braking module.
Backup braking takes place when a serious fault The backup function is activated axle by axle.
has occurred.
©
Electrical connections DF B BVS CAN U MO DF A
DF A = Wheel sensor 1 2
4
3 2
1 4
3
1
2
1 2
DF B = Wheel sensor
BVS = Wear sensor, brake pads
Pin 1. Earth
Pin 2. Signal from sensor
DFB BVS
CAN+ DFA
U MO
Pin 4. Power supply to sensors
black black grey grey
CAN+ & Umo = CAN communication and

power supply to the control
module
115 853
Pin 1. Earth for control module
Pin 2. Power supply to control
module
Pin 3. CAN H.
Pin 4. CAN L
Air connections
1. Supply
2. Control out
3. Venting
4. Control in
©
Double control module
Control module function

The double control module is used on drive
axles.
This control module is a complete valve which
is controlled by means of electronic signals. In
the event of a fault in the electronics, there is a
pneumatic backup circuit which is activated and
implements braking.
Double control modules control two or four
wheels.
The control module contains solenoid valves for
the backup function, pressure increase, pressure
decrease and pressure sensors.
©
Double control module
Backup braking
Backup braking takes place when the control
module is unable to attain the correct brake
pressure value.
The solenoid valves for the backup system are
not powered up. This makes the solenoid valves
open and allows them to release the control
pressure from the service brake valve. This
pressure then opens the relay valve function in
the control module.
The backup function is activated axle by axle.
Electrical connections
DF A = Wheel sensor 1 2 4 1 4 1 1 2 1 2 4 1 4 1 1 2
3 2 3 2 3 2 3 2
DF B = Wheel sensor DF A
BVS1/3
ALB1/2
DFC
DF D CAN+U mo
BVS2/4 DF B
DF C = Wheel sensor
DF D = Wheel sensor
grey black brown green
brown orange green black

DF A BVS1/3 ALB1/2 DF C
DFD BVS2/4 CAN+ DFB

BVS 1/3 = Wear sensors, brake pads 1A 5B
U Mo
2B 6C
Pin 1. Earth
3D 7E
Pin 2. Signal from sensor 4C 8D

BVS 2/4 = Wear sensors, brake pads CAN+ & Umo = CAN communication and
power supply to the control
Pin 1. Earth module
Pin 2. Signal from sensor Pin 1. Earth for control module
Pin 3. Signal from sensor Pin 2. Power supply to control
module
Pin 3. CAN H
ALB 1/2 = Pressure sensor
Pin 4. CAN L
Pin 1. Earth
Pin 2. Signal from pressure sensor
Pin 3. Not used
©
Air connections
1 Supply in
21 Control out
22 Control out
3 Venting
4 Control in
©
Trailer control module
©
Electronic braking
The supply pressure passes via the trailer control
module - which has a rapid emptying function
(regarding this function, see booklet 10:05-05,
trailer brake circuit, components) - to a relay
valve.
The control pressure which comes from the
service brake valve's rear and front circuit
function is impeded by the backup valve, which
is activated under electronic braking.
The pressure increase solenoid valve releases
the amount of air required in order to attain the
correct brake pressure to the control line and out
to the trailer. This is measured using the
pressure sensor.
The pressure decrease valve drains out the air in
pulses.
The trailer control module adjusts the control
pressure out to the trailer so that each part of the
vehicle combination brakes its own weight.
If the vehicle is fitted with automatic brake
adaptation, the trailer control module will adapt
the brake pressure so that there is no pushing or
pulling force in the coupling bar between the
tractor unit and the trailer.
©
Backup
The backup function comes into operation when
any serious fault occurs.
The pressure from the service brake valve
travels via the backup valve, which is not
powered up. This pressure then actuates the
relay valve which is built into the trailer control
module. This relay valve opens and releases
control pressure to the trailer.
4 1
1
2 3
1 Voltage supply 41
2 Earth 1
3 CAN H. 22
43
4 CAN L 21
42
Air connections
116 082
1. Supply in
3
21 Supply out
22 Control out
3 Vent
41 Control in from rear circuit
42 Control in from front circuit
43 Control in from parking circuit
©
Load-sensing pressure
sensor
Pressure sensor function

This pressure sensor is mounted on the drive
axle air bellows.
This pressure sensor measures the pressure in
the air bellows. The control unit uses this value
together with the value from the service brake
valve in order to calculate which brake pressure
value is to be activated from the control
modules.
Pressure sensor
©
Other components
Brake pad wear sensors

These wear sensors are located on the brake
callipers. These measure the overall wear on the
brake discs and brake pads.
A. Earth
B. Power supply
C. Signal
©
ABS sensor
ABS sensor
This sensor is connected to the control modules,

and information on the rate of rotation of the
wheel is sent between the control modules and
the EBS control unit by means of CAN
communication.
There are two types of sensor, one straight and
115 233
one angled.
115 232
The inductive sensor essentially comprises a
permanent magnet with a coil and a round pole
pin. When the toothed wheel rotates, the
magnetic flow in the coil is converted to
alternating voltage, the frequency of which is
proportional to the rate of rotation of the wheel.
This alternating voltage is then converted to
digital signals in the control unit.
10_0572
1 Pole pin
2 Coil
3 Permanent magnet
©
Low air pressure warning lamp
A red warning lamp which comes on when the

ignition switch is set to the drive position and
goes out after about 3 seconds. The low air
pressure buzzer sounds at the same time. This
lamp flashes when a serious fault has occurred,
and if the system pressure is too low.
ABS warning lamp, vehicle
A yellow vehicle warning lamp which comes on

when the ignition switch is set to the drive
position and goes out after about 3 seconds or at
a speed of 5-7 km/h if the vehicle system is
fault-free. If a fault occurs, the lamp comes on
immediately or at a speed of 5-7 km/h. This
lamp stays on up to a speed of 20 km/h when a
fault has been erased. This applies only when
there has been a wheel speed input signal fault.
This lamp comes on in the event of a CAN fault
between EBS and EDC, along with Retarder
(EBS 2.2).
©
TC control lamp
The information lamp and warning lamp for the

TC system are one and the same. It should come
on when the ignition switch is set to the drive
position and go out after 3 seconds. The TC
lamp also comes on when:
• brake control or engine control is active.

• a fault occurs in the CAN circuit between
EBS and EDC. This applies to EBS 2.0/2.1.
If TC Off-Road is engaged with the TC Off
switch, the TC lamp flashes for as long as the
switch is set to Off-Road.
©
CAN communication
The vehicle contains a number of systems
which communicate with one another.
This communication takes place by means of
CAN communication, which is based on digital
transfer.
The EBS system works with three CAN
circuits:
• CAN
• CAN BRAKE
• CAN TRAILER
CAN communicates with other electronic
systems in the vehicle.
CAN BRAKE communicates with the control
modules on the vehicle.
CAN TRAILER communicates with the trailer
control unit.
Communication with the

EDC control unit
EBS communicates with EDC by means of
CAN communication. The information
between the control units is two-way.
A request for throttle-back during TC is sent
from EBS.
EBS receives information on throttle-back
from EDC.
©
Communication with
Opticruise
EBS communicates with Opticruise by means
of CAN communication. The information
between the control units is one-way.
EBS is connected to Opticruise, which receives
information on ABS/TC control and wheel
speeds.
Communication between Opticruise and EBS
is used to confirm the correctness of the choice
of an appropriate gear.
Communication with the

auxiliary brake system
EBS communicates with the auxiliary brake
system by means of CAN communication. The
information between the control units is two-
way (applies only to EBS 2.2).
EBS requests the braking torque from the
retarder's control unit.
EBS provides information on ABS control to
the retarder. This causes the retarder to be
switched off. EBS also provides information on
ABS faults.
Communication with EEB/

EXB
EBS communicates with the exhaust brake by
means of an analogue signal.
EBS receives information from EEB/EXB
regarding the fact that the exhaust brake has
been activated.
This signal is used by Automatic Trailer Brake
Adaptation, TBA.
©
Limit values for rolling circumference
Limit values for rolling circumference
In vehicles with EBS, too great a difference + 12.0 % if the front wheels are larger than the
between the rolling circumference of the front rear wheels
and rear wheels can result in erroneous signals
to the control unit, with longer braking distances -6,0 % if the front wheels are smaller than the
as a result. Use the values of the tyre's rolling rear wheels
circumference given by the manufacture and
choose tyres so that the difference is no greater
than
Front rolling circumference - Rear rolling circumference

Difference (%) X 100
Rolling circumference, front
Example

Rolling circumference: 3360
3329 - 3360
Difference (%) X 100=0.9%
3329
This difference is permissible, as this may be down to -6.0 %.
IMPORTANT!
• Minimum rolling circumference 2700 mm
• Maximum rolling circumference 3895 mm
©
Abbreviations
Abbreviations
ABS Antilock Braking System
EBS Elektronic Brake System
EEB Electronic Exhaust Brake
EDC Electronic Diesel Control
EPB Electronic Pneumatic Brake system
EXB Exhaust Brake
CAN Controller Area Network
OPC Opticruise
TC Traction Control
RET Retarder
TBA Trailer Brake Adaptation
TCM Trailer Control Module
©
10:04-05
Issue 1 en
Wabco ABS/TC ”D”

4 and 6 circuit systems
Work description
1 587 064
Contents
Contents
General .................................................................................... 3
New features .............................................................. 3
Scania Diagnos, ABS/TC Diagnostics panel ....................................................... 5

Diagnostics mode ....................................................... 5
System mode .............................................................. 8
Trouble shooting Testing using a multimeter ...................................... 11

How to conduct fault diagnosis ............................... 11
Fault codes ............................................................... 12
Electrical system Wiring diagrams ...................................................... 17

Associated diagrams in group 16 ............................. 18
Colour codes for electrical wiring ........................... 18
Component locations ............................................... 19
Wiring diagrams ...................................................... 20
Input signals ............................................................. 25
Output signals .......................................................... 26
Other connections .................................................... 28
Pin numbering on control unit ................................. 29
Specifications .................................................................................. 30
2 © Scania CV AB 1996 10:04-05 en

General
General
This Wabco ABS/TC system has a new generation of

control unit which is different from the previous one.
The main differences are TC control with CAN commu-
nication to the EDC control unit.
All the differences compared with the previous genera-
tion of Wabco ABS are dealt with under the heading
“New features”.
New features
The electrical differences in this version of
Wabco ABS/TC compared with the previous
version are as follows:
• TC control with engine and brake control are
now optional. Exchange of information with
the EDC control unit is via CAN/PWM
communication.
10:04-05 en © Scania CV AB 1996 3

General
• After turning the starter switch to drive, the • Information exchange with other control
control unit conducts a test and activates the units in the vehicle is via CAN or PWM
control valves (a clicking noise is heard) communication.
• The supply relays (R31 and R32) for wheel Mechanical differences compared with
diagonals have been discontinued. These previously:
relays are now integrated in the control unit.
• The TC solenoid valve is new together with
• When the starter switch is turned to the a double check valve. The solenoid valve is
drive position the bus ABS warning lamp normally closed.
should go out after about 3 seconds, pro-
vided that there are no faults in the ABS. For a more detailed description, see the
ABS/TC description of operation.
• The ABS warning lamp shows whether
there was a fault in the wheel sensors the
last time the power was switched on. In
order for the warning lamp to go out after
the wheel sensors have been repaired, the
start speed for all wheel sensors must be
correct.
• ABS warning lamp relay (R34) is no longer
fitted. When the ABS/TC control unit is
removed, the ABS warning lamp is now lit
by a circuit breaker, located in the connector
for the control unit.
• When the starter switch is turned to drive,
the TC indicator lamp/diagnostics lamp
should go out after about 3 seconds (at the
same time as the bus ABS warning lamp) if
there are no faults in the TC system. The TC
indicator lamp/diagnostics lamp goes out
after about 1.5 seconds if the control unit is
not configured for TC. For other functions
of the TC indicator lamp, see the description
of operation for ABS/TC.
• The control unit is automatically configured
for TC when the starter switch is turned to
the drive position, if that the system is not
already configured for TC. This happens
provided that that the control unit can make
contact with the EDC/proportional valve
and the TC valve.
• Function-specific connectors (five) to the
control unit: Connector A contains connec-
tions for power supply, diagnostics and fea-
tures on the instrument panel. Other
connectors are mainly designed for compo-
nents located on the chassis frame with
associated cable harnesses.
4 © Scania CV AB 1996 10:04-05 en

Diagnostics panel
This version of the Wabco ABS/TC has an inte-
grated fault diagnosis system. The diagnostic
panel is located on the instrument panel and
consists of a switch for activating and erasing
the diagnostics memory, as well as a diagnostics
lamp for flashing codes. If the TC indicator
lamp is fitted, this is connected in parallel with
the diagnostics lamp.
1
Diagnostics mode 2
Two things can be shown in diagnostics mode:
103739
1 Fault code for the particular fault, if the sys-
tem has one (see ”AF” on page 7). In order
for other faults to be displayed, the current 1 Diagnostics switch ABS/TC
fault must be repaired. The vehicle can have
only 1 current fault code. 2 Diagnostics lamp
2 Fault codes for the faults which have been

stored in the fault code memory (see ”F1”,
”F2” and ”F3” on page 7). Of these fault
codes, the latest four are flashed out in
reverse order, i.e. the latest registered code
is shown first. There can be a maximum of
16 stored fault codes.
Note: The content of the text for codes which

are flashed out and for codes which are
read using Scania Diagnos varies.
10:04-05 en © Scania CV AB 1996 5

Displaying fault codes

In order for the control unit to display the current fault code or the stored
fault codes, the diagnostics switch (D in the following pages) must be
pressed for 0.5 - 3.0 seconds (= diagnostics mode). Fault codes consist of
two digits.
No fault exists/no fault codes stored
102 156
NF
D = Diagnostics switch pressed for 0.5 - 3.0 seconds

NF = No fault exists/no fault codes stored. If there are no faults in the vehicle this
flashing code is displayed once.
6 © Scania CV AB 1996 10:04-05 en

Current fault code
1
D 2
101 894
AF
Stored fault codes (no current fault code exists)
10:04-05 en © Scania CV AB 1996 7

System mode
In order to set the control unit to system mode, the diagnostics switch must be pressed for
3 - 6 seconds.
In system mode:
1 Stored fault codes are erased. The erasure of stored fault codes is confirmed by the diagnos-
tics lamp with eight quick flashes (see ”C” on page 9). If there is a current fault code, this can-
not be erased without the fault first being rectified.
2 The ABS/TC system’s control unit is displayed. The control unit type is flashed out in the
system block, which is repeated. One flash = 6x2 bus and two flashes = 4x2 bus. See ”S” on
page 9.
3 Engine control/speed limiter can be checked. If the diagnostics switch is pressed twice (the
switch must be pressed for at least 0.5 seconds each time, but the interval between the two
depressions must be no longer than 3.0 seconds), engine speed is reduced to idling for 10 sec-
onds (the engine must be running at a speed of about 1000 rpm). Always wait until after the
first system block before activating the diagnostics switch for reduce engine speed. See
”DM” on page 10.
4 The TC/Retarder can be reconfigured. The control unit senses whether there is a TC valve,
EDC/Proportional valve or DBR relay connected. The control unit is configured by pressing
the diagnostics switch three times (the switch must be pressed for at least 0.5 seconds each
time, but the interval between the presses must be no more than 3.0 seconds). The new con-
figuration of the control unit is confirmed by the diagnostics lamp with four quick flashes.
Always wait until after the first system block before activating the diagnostics switch to con-
figure the control unit. See ”DR” and ”CR” on page 10.
The TC indicator lamp/diagnostics lamp lights for 3 seconds when the control unit is configu-
red for TC when the starter switch is turned to drive and there are no faults in the TC system.
The TC indicator lamp/diagnostics lamp lights for about 1.5 seconds if the control unit is not
configured for TC, except when there is a fault in the TC system, when it lights continuously.
The control unit is automatically configured for TC when the starter switch is turned to drive,
if the system is not already configured for TC. This happens provided that the control unit
makes contact with the EDC/Proportional valve and the TC valve.
If the control unit is configured for ABS/TC, and it should be configured for ABS only, it
must be configured manually as described on page 10 (see ”DR” and ”CR”).
8 © Scania CV AB 1996 10:04-05 en

Display of system mode

For the control unit to be set to system mode, the diagnostics switch must
the pressed for 3 - 6 seconds. The following is displayed/happens:
If there is a current fault code
S
D
101 896
If no current fault code exists = erasure of stored fault codes
S
D C
101 897
D = Diagnostics switch pressed 3 - 6 seconds

S = System block, flashed out as long as the control unit is in system mode:
One flash = 6x2 bus
Two flashes = 4x2 bus
C = Eight quick flashes, a confirmation that stored fault codes have been erased
10:04-05 en © Scania CV AB 1996 9

Activating control unit functions in system mode

By pressing the diagnostics switch two more times after the first system block, you can check
that engine control/speed limiter are working.
By pressing the diagnostics switch three times after the first system block, the TC/Retarder is
reconfigured.
Checking engine control/speed limiter
D S DM
101 898
Configuring TC/Retarder
D S DR CR
101 899
D = Diagnostics switch pressed 3 - 6 seconds.

S = System block: One flash = 6x2 bus
Five flashes = 4x2 bus
DM = Diagnostics switch pressed twice after the first system block. The switch must be
pressed for more than 0.5 seconds each time, but the interval between the
presses must be no longer than 3.0 seconds. If the control unit has accepted your
activation, engine speed is reduced to idling for 10 seconds (the engine must be
running at about 1000 rpm).
DR = Diagnostics switch pressed three times after the first system block. The switch
must be pressed for more than 0.5 seconds each time, but the interval between
the presses must be no longer than 3.0 seconds.
CR = Four quick flashes, a confirmation that the control unit has been configured.
10 © Scania CV AB 1996 10:04-05 en

Trouble shooting
Trouble shooting
Testing using a multimeter

There is no Scania test instrument suitable for the five control unit
connectors.
IMPORTANT!
Do not take readings on the pins in the control unit connectors, but
take readings on the rear of the connector instead. Otherwise, there
is a danger of damaging the pins in the connectors.
How to conduct fault diagnosis

1 Press the diagnostics switch for ABS/TC for between
0.5 - 3.0 seconds and read the flashing code, see pages 5 - 7.
The current fault code or stored fault codes are then displayed.
If there is a current fault code, this fault must be rectified
before any stored fault codes are displayed.
2 Check that there are no faults as in the tables on pages 12
and 13.
3 If there is a fault, read the fault code text and read off the cur-
rent circuit from the wiring diagrams. If you are unsure about
the significance of the component designation, check this in
the ”Wiring diagrams manual”.
4 Choose a suitable connector and take readings in and localise
the connector using the components drawing. Do not take
readings on the pins in the control unit connectors, but take
readings on the rear of the connector instead.
5 Take readings using a multimeter and check the values on
pages 25 - 30.
10:04-05 en © Scania CV AB 1996 11

Trouble shooting
Fault codes
1st Description 2nd Description Circuit
digit digit
1 No fault 1 No fault -
2 ABS modulating 1 Right front 54
valve, open/short 2
circuit Left front 29
3 Right axle 2 37
4 Left axle 2 62
5 Right axle 3 46
6 Left axle 3 71
3 Sensor, air gap 1 Right front 15
too great
4 Sensor, Open/short 2 Left front 3
circuit
5 Sensor, incorrect 3 Right axle 2 7
tyre/cross-connec-
tion/frequency too
high
6 Faulty pulse wheel, 4 Left axle 2 19
dirty/damaged 5 Right axle 3 10
6 Left axle 3 23
7 System function 1 Open circuit, short circuit or faulty 114/
CAN/PWM/tachograph signal. Slip too great - 109/
roller brake tester. 105
2 Open or short circuit, TC solenoid valve 74
3 Open/short circuit, DBR signal 118
4 ABS warning lamp blown. Check operation 90
when power is switched on
5 Open circuit in lead to proportional valve or dis- 102/
engaged TC feature due to a fault in TC solenoid 74/
valve/CAN communication. 114
6 Open circuit or short circuit, proportional valve 102
12 © Scania CV AB 1996 10:04-05 en

Trouble shooting
1st Description 2nd Description Circuit

digit digit
8 Control unit 1 Voltage supply to diagonals too low, less than 93/
18 volts 97
2 Voltage supply to diagonals too high, greater 93/
than 30 volts 97
3 Faulty supply relay/internal fault -
4 Faulty internal configuration -
5 Open circuit or short circuit in earth lead for one 121/
of the diagonals 122
Connection of wheel diagonals

The drawing below shows the numerical order of the axles on the various types of bus. The axles
which are connected diagonally show the wheel diagonals, i.e. the wheels on the front and rear axles
which are diagonally connected electrically to the ABS/TC control unit.
Diagonal 1 = Right front/Left axle 2/Left axle 3
Diagonal 2 = Left front/ Right axle 2/Right axle 3
For certain electrical faults in the ABS/TC system, only the faulty diagonal is disconnected.
1 2 1 2 3
1R 2R 1R 2R 3R
1L 1R 1L 2L 3L
102159
4x2 6x2
10:04-05 en © Scania CV AB 1996 13

Trouble shooting
Generation of fault codes

Fault code for short circuit/open circuit can be
generated after the power is switched on without
the vehicle being driven. Other fault codes are
generated based on a frequency change from the
wheel sensors and the vehicle must therefore be
driven.
When there is a short circuit to earth or to
+24 volts, the faulty diagonal is disconnected. If
there is an internal fault in the control unit, the
system is entirely or partially disconnected.
The most common causes of generated fault
codes for the wheel sensors are an excessively
large air gap between the sensor and the pulse
wheel or a broken/dirty pulse wheel.
Speed limiter
If top speed is set to 160 km/h, the speed limiter
feature is disengaged. In vehicles with EDC,
speed limitation is via the EDC system.
A fault in the speed signal from the tachograph
is shown by the warning lamp and the TC lamp
when speed is greater than 3 km/h. This fault is
not revealed by the warning lamp if the vehicle
is stationary. If a fault code has been generated
for the tachograph speed signal, the signal from
the wheel sensors is used for speed limitation.
14 © Scania CV AB 1996 10:04-05 en

Trouble shooting
CAN communication
CAN: Stands for controller area network. CAN communica-
tion is used to reduce the number of cables in the vehicle. This
is intended to increase reliability.
CAN communication is in series. Vehicles with ABS/TC have
a communications circuit which communicates with other
control units via two cables, called CAN high (pin A-3) and
CAN low (pin A-1).
In simple terms it can be said that CAN communication is
similar to radio technology. The data signals which pass
through a CAN lead can be compared to radio waves in the
air.
When listening to the radio, the receiver is set so that one
radio station is heard at one time. This is the only station that
can be heard, despite the fact that there are many radio sta-
A control unit does more or less the same thing with the data
which comes through a CAN lead. For example, it listens for
information from the EDC about engine torque, receives this
value and uses it in calculations.
The control unit receives all CAN signals which are sent
through the communications circuit in a special memory. This
memory can be compared to several radio receivers which are
switched on, but which are all set to different radio stations in
order to listen to several particular radio programs at the same
time. In this way, the control unit continuously senses what is
happening.
This is nothing that the mechanic need to worry about. The
only thing to remember is that it is not possible to check indi-
vidual CAN signals using a multimeter.
10:04-05 en © Scania CV AB 1996 15

Trouble shooting
Rolling circumference limits for front and rear wheels

In vehicles with ABS/TC an excessive difference between the rolling circumference of the front and
rear wheels may give incorrect signals to the control unit resulting in longer braking distances. Use
the values of tyre rolling circumference given by the manufacturer and choose tyres so that the dif-
ference is no greater than
+ 14.0 % if the front wheels are larger than the rear wheels.
- 14.0 % if the front wheels are smaller than the rear wheels.
Front rolling Rear rolling

circumference circumference
Difference (%) = x 100
Front rolling
circumference
Example:
3329 3360
Difference (%) = x 100 = -0.9 %
3329
This difference is permitted as it may be up to -14.0 %.
16 © Scania CV AB 1996 10:04-05 en

Electrical system
Electrical system
Wiring diagrams
• The fault codes table earlier in this booklet refers to current
paths.
• The wiring diagrams follow the component drawings. These
have current path serial numbers. Use the references to the
current circuits from the table for fault codes in order to find
the correct diagram and the components in question.
• The diagrams use component name e.g. E37. The full name of
the components is given in the ”Wiring diagrams manual” in
group 16 of the workshop manual.
10:04-05 en © Scania CV AB 1996 17

Electrical system
Associated diagrams in
group 16
Connection diagram
16:54-37
Colour codes for electrical

wiring
BK Black
BN Brown
RD Red
OG Orange
YE Yellow
GN Green
BU Blue
VT Violet
GY Grey
WH White
PK Pink
18 © Scania CV AB 1996 10:04-05 en

10:04-05 en
S900 F902 R930 V4 A900 F903 F901 K900 V81 V6 R900

© Scania CV AB 1996
19
Electrical system
20 © Scania CV AB 1996 10:04-05 en

Electrical system
10:04-05 en © Scania CV AB 1996 21

Electrical system
22 © Scania CV AB 1996 10:04-05 en

Electrical system
10:04-05 en © Scania CV AB 1996 23

Electrical system
24 © Scania CV AB 1996 10:04-05 en

10:04-05 en
Input signals
Activates TC Off Road program Switch, S503 Earthing (0V)
Activates diagnostics/system modes Diagnostics switch, S95 Earthing (0V)
Shows vehicle road speed Tachograph, O4/ Distribution terminal, C56 Frequency, PW
(SLD/ EDC-PWM)
Shows wheel speed Sensor beside left-hand front wheel, T11 Frequency
Shows wheel speed Sensor beside right-hand front wheel, T12 Frequency
Shows wheel speed Sensor beside left-hand wheel axle 2, T13 Frequency
Shows wheel speed Sensor beside right wheel axle 2, T14 Frequency
Shows wheel speed Sensor beside left wheel axle 3, T28 Frequency
Shows wheel speed Sensor beside right wheel axle 3, T30 Frequency
25
26
Output signals
Lights TC indicator lamp TC indicator lamp, O500 (instrument cluster) Earthing (0V)
Lights diagnostics lamp Diagnostics switch, S95
Shows ABS control (DBR signal) Distribution terminal, C56 Earthing (0V)
Lights lamp ABS warning lamp via distribution terminal, Earthing (0V)
C56-O500
Requests reduction of engine speed Proportional valve, V88/ Distribution terminal, PWM
(SLD/ EDC-PWM) C56
Requests TC control Solenoid valve TC, V81 +24V
Requests brake control Control valve, pressure reduction left wheel +24V
axle 1, V3
Requests brake control Control valve, pressure maintenance left wheel +24V
axle 1, V3
Requests brake control Control valve, pressure reduction right wheel +24V
axle 1, V4
Requests brake control Control valve, pressure maintenance right wheel +24V
axle 1, V4
axle 2, V5
axle 2, V5
10:04-05 en
10:04-05 en
Output signals continued

axle 2, V6
axle 2, V6
axle 3, V46
axle 3, V46
axle 3, V47
axle 3, V47
27
28
Other connections
CAN communication Distribution terminal, C56 Data CANL
CAN communication Distribution terminal, C56 Data CANH
Power supply to control unit Fuse number 23 in central electric unit +24V
Power supply to control valves, diagonal 2 Fuse number 18 in central electric unit +24V
(see page 13)
Power supply to control valves, diagonal 1 Fuse number 21 in central electric unit +24V
(see page 13)
Diagnostics communication Distribution terminal, C56 Data DIAK

Diagnostics communication Distribution terminal, C56 Data DIAL
Earthing control unit Earthing terminal, G505-2 Earthing (0V)

Earthing of diagonal 2 (see page 13) Earthing terminal, G505-3 Earthing (0V)
Earthing of diagonal 1 (see page 13) Earthing terminal, G505-4 Earthing (0V)
Separate earth to the control valves for Control valves, V3, V6 and V47 Earthing (0V)
diagonal 2 (see page 13)
Separate earth to the control valves for Control valves, V4, V5 and V46 Earthing (0V)
diagonal 1 (see page 13)
Separate earth to solenoid valve for TC Solenoid valve TC, V81 Earthing (0V)
10:04-05 en
Electrical system
Pin numbering on control unit
1
2
5
6
4
9
7
12 A
10
11
(15)
13
14
16
18
17
1
2
3
B
5
6
4
3
1
2
C
5
6
4
9
7
3
1
2
5
6
D
9
7
12
10
11
15
13
14
3
1
2
5
6
E
9
102 055
12
10
11
10:04-05 en © Scania CV AB 1996 29

Specifications
Specifications
Component Designation Resistance, Ohm

T11/T12 Wheel sensor front, after May 1993 1100 - 1900
T13/T14 Wheel sensor axle 2, after February 1994 1100 - 1900
T28/T30 Wheel sensor axle 3, after February 1994 1100 - 1900
V3/V4/V5/V6/ Control valve/in 14 - 21

V46/V47
V3/V4/V5/V6/ Control valve/out 14 - 21

V46/V47
V81 TC solenoid valve 54 - 63
V88 Proportional valve 18 - 30
30 © Scania CV AB 1996 10:04-05 en

10:04-08
Issue 1 en
EBS
Troubleshooting with the diagnostic lamp
©
1 712 065 Scania CV AB 1999, Sweden
Contents
General Diagnostics panel........................................................3

Diagnostic memory function ......................................3
Driving with output tester ...........................................4
Troubleshooting Description of flash code functions ............................5

Axle configurations.....................................................5
Flash codes..................................................................6
Faults without flash codes...........................................58
Electrical system EBS 2.0 Electrical components, location ..................................60

Circuit paths ................................................................62

Circuit paths ................................................................68

Circuit paths ................................................................76
Scania Diagnos
Troubleshooting
with the diagnostic
lamp
05_5161
General
Diagnostic panel
A system for troubleshooting/diagnosis is
integrated into EBS. The diagnostic panel is
located in the instrument panel and consists of a
button to activate and clear the diagnostic
function memory and a diagnostic lamp for flash ED C
codes. E TC
10_2287
Diagnostic panel, generation 1
Diagnostic memory function

05_5161
A maximum of 15 fault codes can be stored. If a

16th fault occurs, it will replace the one that was
stored first. The fault code stored first (the oldest
one) is displayed first. All stored fault codes are
deleted when the memory is cleared.
Clearing fault codes

1 Switch off the starting voltage.
114 595
2 Press the diagnostic button.

3 Turn on the starting voltage and keep the Diagnostic panel, generation 2
diagnostic button depressed for at least
2 seconds.
©
1060t21b.mkr Scania CV AB 1999, Sweden 3
Driving with output tester
If fitted on the vehicle, the TC function must be
disengaged when driving with the output tester.
Activate the diagnostic button for 5 seconds.
Starting voltage must be turned on.
The output tester function will be disengaged if
the starting voltage is turned off or the wheels on
the front axle reach a speed of over 8 km/h.
Troubleshooting
The EBS flash code does not have a A sequence of flash codes always ends with a
configuration code. completion code of 2 plus 1 flashes. This code
indicates that there are no more codes present.
The button must be pressed for at least
2 seconds to retrieve any flash codes. The power Diagnostic flashes must be read while the
must be turned on with the starter key. vehicle is stationary.
The diagnostic lamp is then off for 1.5 seconds
before starting to flash. The different series of
flashes are separated by a distinct pause.
D= Diagnostic switch pressed for 2 seconds

Flash code 3/2 = First stored fault code
Flash code 2/2 = Second stored fault code
Flash code 2/1 = No fault
©
4 Scania CV AB 1999, Sweden 1060t21b.mkr
Scania Diagnos
Description of flash code functions

Flash codes for control modules have identical
flash code messages. Under each flash code
message there is a table stating to which location
and to which control module the flash code
applies.
Note: The list of flash codes, to be published,

applies to all system issues.
Axle configurations
The following illustrations show the locations of
the various axles and control modules.
EBS 2.0 and EBS 2.1
EBS 2.2
©
Flash codes
Flash codes
Flash code: 2/1 Fault:

No fault.
Cause:
Remarks:
Action:

Internal fault in the control unit.
Cause:
Self-test interrupted or data processing fault.
Remarks:
The ABS warning lamp and the lamp for low
brake pressure are on. The system operates in
backup mode.
Action:
Clear the fault memory. If the fault code recurs
after the fault memory has been cleared, the
control unit should be renewed. This is also
recommended if the fault recurs during normal
driving.
©
Flash codes

Cause:
Remarks:
backup mode.
Action:
driving.
©
Flash codes

Cause:
Remarks:
backup mode.
Action:
driving.
©
Flash codes

Cause:
Remarks:
backup mode.
Action:
driving.
©
Flash codes

Internal fault in control unit.
Cause:
Check sum error in the EEPROM.
Remarks:
backup mode.
Action:
Reprogram the control unit. If the fault recurs
after reprogramming, the control unit should be
renewed. This should also be done if the fault
recurs during normal driving.

Cause:
Remarks:
backup mode.
©
Flash codes
Action:
driving.
Fault:
Flash code: 2/10
Cause:
Remarks:
backup mode.
Action:
driving.
©
Flash codes

Cause:
Incorrect wheel compensation value.
Remarks:
The vehicle has no ABS function. ABS lamps
are on.
Action:
Clear the fault memory and reprogram the
control unit. If the fault code recurs after the
fault memory has been cleared, the control unit
should be renewed. This is also recommended if
the fault recurs during normal driving.
©
Flash codes

Incorrect service brake valve characteristic.
Cause:
Check sum error in the EEPROM.
Remarks:
ABS warning lamp is on.
Action:
©
Flash codes

Cause:
Software not compatible.
Remarks:
backup mode.
Action:

Cause:
Remarks:
backup mode.
Action:
driving.
©
Flash codes

Pedal position sensor voltage level too low or
too high.
Cause:
The voltage between pins B-2 and B-3 of the
control unit is out of range.
Remarks:
backup mode. This fault code can also be
generated if the earth connections, pin A-10
(GND) and pin A-12 (GND_MO), have
different voltages. The cable may be shorted to
+24 V or to earth.
Action:
Check the 5 V cable to the pedal position
sensor in D39 (pin B-2).
Check the connections to earth. Take a voltage
reading between pins B-2 and B-3 of the
control unit. The voltage should be between
4.55 V and 5.45 V. Check the control unit's
connection to earth, pin A-12.
©
Flash codes

Incorrect signal from pedal position sensor in
service brake valve.
Cause:
The control unit has sensed that the signal from
the pedal position sensor is out of range.
Remarks:
backup mode.
Action:
Check cables and connections between the
control unit and potentiometer. Measure the
resistance of the potentiometer in the service
brake valve. Measure the power supply at the
control unit. Check for open circuit or short
circuit.
Permitted potentiometer resistance: Between
pin 2 and pin 1: 4.2 kohms - 7.5 kohms.
Between pin 3 and pin 1: 4.9 kohms -
2.1 kohms.
Permitted voltage range in the potentiometer
signal, measured at the control unit: Between
pin B-7 and pin B-3 (SM1): 0,3.
V - 4.5 V. Between pin B-4 and pin B-3 (SM2):
0.3 -> 4.5 V.
Note: The connector must be detached from

the service brake valve when measuring.
©
Flash codes

Incorrect signal from load-sensing pressure
sensor in air bellows.
Cause:
The voltage between pins F-2 and F-1 of the
control module is out of range.
Remarks:
ABS warning lamp is on. The system does not
use the load-sensing function but operates at an
axle pressure of approx. 8 tons.
Action:
Check the cables and connectors between the
control module and the load-sensing pressure
sensor in air bellows (T46). Check for open
circuit or short circuit.
Permitted voltage from load-sensing pressure
sensor in air bellows between pin F-2 and pin
F-1 on control module: 0.3 V -> 4.7 V.
©
Flash codes

Incorrect feedback signal (response signal)
from the driver stage of the wear warning lamp
(W18).
Cause:
Lamp defective, fault in driver stage for
warning lamp W18 or open-circuit in the cable
to the lamp.
Remarks:
The EBS function is not affected by this fault.
The control unit nonetheless continuously
attempts to activate the ABS warning lamp.
Action:
Clear the fault memory. Check the lamp. Check
the wiring for an open circuit or shorting to
earth or +24 V. If the fault recurs after the
memory has been cleared, the control unit
should be renewed.
©
Flash codes

Incorrect feedback signal (response signal) from
the driver stage of the ABS warning lamp W8.
Cause:
Lamp defective, fault in driver stage for warning
lamp W8 or open-circuit in the cable to the
lamp.
Remarks:
attempts to activate the ABS warning lamp. The
warning lamp for low brake pressure is on.
Action:
Clear the fault memory. Check the lamp. Check
the wiring for an open circuit or shorting to earth
or +24 V. If the fault recurs after the memory has
been cleared and there are no faults in the
wiring, the control unit should be renewed.
©
Flash codes

Incorrect feedback signal (response signal) from
the driver stage for the red warning lamp for low
brake pressure.
Cause:
Short-circuit to +24 volt or fault in driver stage
for the red warning lamp for low brake pressure
or an open circuit in the cable to the lamp.
Remarks:
attempts to activate the central warning lamp.
Yellow ABS warning lamp is on.
Action:
Clear the fault memory. Check the wiring for a
short to +24 V. If the fault recurs after the
memory has been cleared and there is no
short-circuit, the control unit should be renewed.
©
Flash codes

Should not occur on Scania vehicles.
Cause:
Remarks:
Action:
©
Flash codes

Short circuit in any of the control unit driver
stages for control modules.
Cause:
Fault in the driver stage for the control modules
or an open-circuit in the cable to one of the
control modules.
Remarks:
backup mode.
Action:
Clear the fault memory. Check the wiring for an
open circuit or shorting to earth or +24 V. If the
fault recurs after the memory has been cleared,
the control unit should be renewed.
©
Flash codes

Response time too long for signal between EBS
and retarder.
Cause:
The EBS control unit has detected that the
retarder control unit has not responded to the
CAN signal within the specified time.
Remarks:
ABS warning lamp is on. The system is
operative, but without engine control function.
Action:
Check for open or short circuit in the CAN cable
between EBS and the retarder control unit.
Check the retarder control unit for normal
operation.
©
Flash codes

Response time too long for signal between EBS
and EDC.
Cause:
The EBS control unit has detected that the EDC
control unit has not responded to the CAN
signal within the specified time.
Remarks:
Action:
between the EBS and the EDC control unit.
Check the EDC control unit for normal
operation.
©
Flash codes
Flash code: 7/1, 8/1, 9/1, 10/1, Fault:

11/1 Fault in ABS sensor/pulse wheel or wiring.
Flash code Location

7/1 Left-hand wheel, axle 1
8/1 Right-hand wheel, axle 4
11/1 Left-hand wheel, axle 3.
Cause:
The control unit has detected that signals from
the wheel sensor are missing at speeds above
18 km/h or that the signal from the wheel sensor
exceeds 40 km/h when no speed is recorded by
any other wheel sensor.
Remarks:
ABS warning lamp is on. The TC function is
disengaged. The signal from the wheel sensor is
recorded in the control module which then sends
it to the control unit.
Note: All wheels must be turning (including

those on axle 3) in order for the ABS lamp to go
out.
©
Flash codes
Action:
Check the fault codes after driving.
If a fault code recurs after it has been cleared:
control module and wheel sensor. Measure the
wheel sensor resistance. Resistance should be
950 -1930 ohm.
Flash code: 7/2, 8/2, 9/2, 10/2, 11/2, Fault:

12/2 Fault in ABS sensor/pulse wheel or wiring.
Flash code Location

Cause:
The control unit has detected that signals from
the wheel sensor are missing at speeds above
18 km/h or that the signal from the wheel
sensor exceeds 40 km/h when no speed is
recorded by any other wheel sensor.
Remarks:
ABS warning lamp is on. The TC function is
disengaged. The signal from the wheel sensor
is recorded in the control module which then
sends it to the control unit.
Note: All wheels must be turning (including

those on axle 3) in order for the ABS lamp to
go out.
©
Flash codes
Action:
Check the fault codes after driving.
If a fault code recurs after it has been cleared:
control module and wheel sensor. Measure the
wheel sensor resistance. Resistance should be
950 -1930 ohm.
©
Flash codes
Flash code: 7/3, 8/3, 9/3, 10/3, 11/3, Fault:

12/3 Incorrect voltage to wear sensor.
Flash code Cause

7/3 Single control module, axles
1 and 4 left-hand side
8/3 Single control module, axles
1 and 4 right-hand side
9/3 Double control module, axle
2 left-hand side
2 right-hand side
3 left-hand side, single
control module, tag axle
3 right-hand side
Cause:
Short-circuit or open-circuit.
Remarks:
Warning lamp for brake pad wear is on.
The signal from the wear sensors is recorded in
the control module which then sends the signal
to the control unit.
©
Flash codes
Action:
1. Check the cables and connections between the
control module and wear sensor.
2. Take a voltage reading (between pins 1 and 4
of the control module). The voltage should be
5 +/-0.45 volts. Use a multimeter with recording
function to take the voltage reading.
©
Flash codes
Flash code: 7/4 ,8/4, 9/4, 10/4, Fault:

11/4, 12/4 Internal fault in the control module or fault in
the air supply to the control module.
Flash code Control module

7/4 Single control module, axles 1
and 4 left-hand side
and 4 right-hand side
9/4 Double control module, axle 2
left-hand side
right-hand side
left-hand side, single control
module, tag axle
right-hand side
Cause:
Implausible value from the pressure sensor in
the control module.
Remarks:
The warning lamps for ABS and low brake
pressure are on. The control module is
disengaged by the control unit and braking of
both wheels on the axle concerned is carried out
by the pneumatic brake system via the back-up
circuit.
In addition, the ABS, the TC functions and the
load-sensing system become inoperative.
©
Flash codes
Action:
Check the compressed air lines to the control
module.
Check the control module for normal operation.
Clear the fault code memory. If the fault recurs,
renew the control module.
©
Flash codes
Flash code: 7/5, 8/5, 9/5, 10/5, Fault:

11/5, 12/5 No CAN signal from control module.

left-hand side
right-hand side
module, tag axle
right-hand side
Cause:
The control unit cannot contact the control
module via the CAN brake cables.
Remarks:
brake pressure are on.
The control modules are connected via their own
CAN cables, which are separate from the other
CAN cables.
The control module is disengaged by the control
unit and braking of both wheels on the axle
concerned is carried out by the pneumatic brake
system via the back-up circuit. In addition, the
ABS and TC functions and the load-sensing
system become inoperative.
©
Flash codes
Action:
Check the CAN, earth and power cables to the
control module. Check the connections between
the control unit and control module.
©
Flash codes
Flash code: 7/6, 8/6, 9/6, 10/6, Fault:

11/6, 12/6 The control module is not compatible with the
control unit.

left-hand side
right-hand side
module, tag axle
right-hand side
Cause:
The software in the control module is not
compatible with the software in the control unit.
Remarks:
©
Flash codes
Action:
Either replace the control module with one that
is compatible with the control unit in the vehicle
or replace the control unit with one that is
compatible with the control modules in the
vehicle.
©
Flash codes
Flash code: 7/7, 8/7, 9/7, 10/7, Fault:

11/7, 12/7 The control module cannot send the requested
pressure to the brake chamber.

left-hand side
right-hand side
module, tag axle
right-hand side
Cause:
The control module has attempted to send the
requested pressure to the brake cylinder for
some time, but has been unsuccessful.
(In order for the flash code to be generated, the
requested pressure must be below 4 bar).
Remarks:
This fault code will be prevented if the control
unit senses that the low-pressure indicator
indicates low supply pressure.
The control module is disconnected by the
control unit and braking of the wheel is carried
out by the pneumatic brake system via the
backup circuit. In addition, the ABS and TC
functions and the load-sensing system become
inoperative.
©
Flash codes
Action:
1. Check that brake pressure in the front and rear
circuits is normal.
2. Check the supply line to the control module.
3. Check the control module for normal
operation.
4. Check the low-pressure indicator.
5. Check the cable between the low-pressure
indicator and the control unit.
Note: The value from the control modules'

pressure sensors can be read out using Scania
Diagnos.
©
Flash codes
Flash code: 7/8, 8/8, 9/8, 10/8, Fault:

11/8, 12/8 Internal fault in the control module.

left-hand side
right-hand side
module, tag axle
right-hand side
Cause:
Automatic self-test in the control module failed.
Remarks:
©
Flash codes
Action:
Clear the fault code memory. If the fault code
recurs after it has been cleared, the control
module must be renewed.
©
Flash codes
Flash code: 7/9, 8/9, 9/9, 10/9, Fault:

11/9 The rolling circumference differs too much from
that of the other wheels.
Flash code Location

Cause:
The control unit has sensed that the rolling
circumference differs from the mean value for
the other wheels by more than 9%.
The rolling circumference differs too much from
Remarks:
The TC function becomes inoperative. ABS
control becomes inoperative on this wheel.
Action:
Check the tyre sizes on front and rear axles and
change any tyres that are not of the right size.
©
Flash codes
Flash code: 7/10, 8/10, 9/10, 10/10, Fault:

11/10, 12/10 The rolling circumference differs too much from
Flash code Location

Cause:
The control unit has sensed that the rolling
circumference differs from the mean value for
the other wheels by more than 9%.
Remarks:
The TC function becomes inoperative. ABS
control becomes inoperative on this wheel.
Action:
Check the tyre sizes on front and rear axles and
change any tyres that are not of the right size.
©
Flash codes
Flash code: 9/11, 10/11 Fault:

Incorrect signal from load-sensing pressure
sensor in air bellows.
Cause:
The voltage between pins F-1 and F-4 of the
double control module is out of range.
Remarks:
ABS warning lamp is on. The system does not
use the load-sensing function but operates at full
axle pressure.
Action:
Check the cables and connectors between the
control module and the load-sensing pressure
sensor in air bellows (T46). Check for open
circuit or short circuit.
Permitted voltage to load-sensing pressure
sensor in air bellows between pin F-1 and pin
F-4 on double control module: 4.55 V -> 5.45 V.
©
Flash codes
Flash code: 7/12, 9/12, 11/12 Fault:

Pressure difference between control modules.
Flash code Location

7/12 Shaft 1
9/12 Shaft 2
11/12 Shaft 3
Cause:
If a pressure difference > 0.8 bar occurs for
more than 3 seconds between the control
modules.
The current pressure values can be obtained by
using Scania Diagnos.
Remarks:
The system enters backup mode for axle.
Action:
Check the pressure of each control module.
Renew the defective control module.
©
Flash codes
Flash code: 7/13, 8/13, 9/13, 10/13, Fault:

11/13, 12/13 Automatic pulse test in the control module
failed.

left-hand side
right-hand side
module, tag axle
right-hand side
Cause:
The control module has sensed a residual
pressure of more than 0.8 bar during the pulse
test.
Remarks:
The warning lamp for low brake pressure is on.
The fault code is generated when the pulse test,
which starts automatically when the ignition is
switched on, leaves a residual pressure of more
than 0.8 bar. This may occur when an air line is
blocked or if the control module is defective.
©
Flash codes
Action:
1. Check that the air can pass freely through the
air lines to the control module.
operation.
3. Renew the control module.
©
Flash codes
Flash code: 7/14, 8/14, 9/14, 10/14, Fault:

11/14, 12/14 Internal fault in the control module or fault in
the air supply to the control module.

left-hand side
right-hand side
module, tag axle
right-hand side
Cause:
1. The fault occurs if the compressed air lines
are closed or dirty.
2. Defective service brake valve.
3. Internal fault in the control module.
Remarks:
©
Flash codes
Action:
1. Check the pressure in port 4 (backup circuit).
2. Check that the air can pass freely through the
air lines to the control module.
operation.
4. Renew the control module.
©
Flash codes

Internal fault in trailer control module to trailer.
Cause:
Remarks:
EBS function without limitations in the vehicle.
Trailer control module is supplied with voltage.
Action:
Clear fault codes.
Renew the trailer control module if the fault
code recurs.
©
Flash codes

Internal fault in the trailer control module.
Cause:
Remarks:
Trailer control module is supplied with voltage.
Action:
Clear fault codes.
code recurs.
©
Flash codes

Incorrect pressure value in trailer control
module
Cause:
The trailer control module has recorded an
implausible value from the pressure sensor when
braking.
Remarks:
The control module is not supplied with voltage.
Action:
Clear fault codes.
code recurs.
Check the compressed air lines to the trailer
control module.
Check the trailer control module for normal
operation; when the service brake is not applied,
the reading from the pressure sensor should be
0 bar.
This value can be read out using Scania
Diagnos.
©
Flash codes

No CAN signal from the trailer control module.
Cause:
Remarks:
The trailer control module is not supplied with
voltage.
Action:
Clear fault codes.
code recurs.
©
Flash codes

The software in the control unit is not
compatible with the trailer control module.
Cause:
Remarks:
voltage.
Action:
Replace the control unit or trailer control
module with a unit containing the correct
software.
©
Flash codes

Cause:
The module has not recorded a sufficiently high
air pressure for a long period. A pressure of
<4 bar indicates a fault.
Remarks:
The current pressure is read out using Scania
Diagnos 2.
voltage.
Action:
Check the function of the trailer control module.
Check the compressed air supply to the trailer
control module.
persists.
©
Flash codes

Cause:
Remarks:
voltage.
Action:
Clear the fault code.
Check the cables for the trailer control module
power supply and earth.
CAN communication.
©
Flash codes

Cause:
Remarks:
voltage.
Action:
Clear the fault code.
power supply and earth.
CAN communication.
©
Flash codes

The system has recorded a too high pressure
difference between the trailer control module
and the axle control module.
Cause:
The system has recorded a too high pressure
difference between the trailer control module
and the concerned control unit in the axle
control module.
The pressure difference has been >1.2 bar for
more than 2.5 seconds.
Remarks:
voltage.
Action:
Check the function of the trailer control module.
Check the compressed air supply to the trailer
control module.
persists.
©
Flash codes
Flash code 15/10 Fault:

Interruption in CAN signal to EDC and
Retarder.
Cause:
There has been an interruption in the CAN
signal between EBS, EDC and Retarder.
Remarks:
Action:
Check for open or short circuit in the CAN
cables between EBS and EDC.
©
Flash codes
Flash code 15/11 Fault:

Response time too long for CAN signal between
EBS and EDC.
Cause:
The EBS control unit has detected that the EDC
control unit has not responded to the CAN
signal within the specified time.
Remarks:
Action:
between EBS and EDC. Check the EDC control
unit for normal operation.
Faults without flash codes

Type of fault Warning lamp
Connection to trailer in 1-conductor mode Yellow
ECU not connected to cable harness Yellow+red
No power to EBS system Red
Control signal from trailer interface Red
Low or high voltage Yellow+red
©
©
Electrical system EBS 2.0
Electrical components, location

W3, W8, W15, T42
W16, W18, B56
P2 E46 G 4 G18 S90 , S95 O 1, O 4 B57 T46
C92
C56
R1
G11
B54
C8 B55
C93 T41
C94
C95
C98
G13
E43
T40
B52
103 113
B53
V83 T12 D39 T11 T39, B50, B51 V82 T14 V85 V84 T13
Electrical components, EBS 2.0

Component No. Component description Circuit
B50/B51 Brake pad wear wire Axle 1 LH 6
B52/53 Brake pad wear wire Axle 1 RH 42
B54/55 Brake pad wear wire axle 2 LH 56
C8 Connector 161
C56 Terminal block For CAN and diagnosis 138
C92 Connector Trailer socket for ABS 169
C93 Connector 14, 34,
C94 Connector 64, 84, 103
C95 Connector 172
C98 Connector 113
D39 Potentiometer Service brake valve 109
E43 Control unit EBS
E46 Trailer sensing unit 159
©

G4 Ground terminal 118, 130
G11 Ground terminal 11
G18 Ground terminal 13,
O1 Instrument cluster 151
P2 Central electric unit
R1 Flasher relay 165
S90 Switch TC OFFROAD 117
S95 Switch Diagnosis 129
T11 Wheel sensor Axle 1 LH 24
T12 Wheel sensor Axle 1 RH 27
T46 Pressure sensor 103
T39 Wear sensor Axle 1 LH 2
T40 Wear sensor Axle 1 RH 45
V82 Control module Axle 1 LH 12
V83 Control module Axle 1 RH 31
W3 Warning lamp TC 153
W8 Warning lamp ABS/truck 153
W15 Warning lamp ABS/trailer 153
W18 Information lamp Brake pad wear 134
©
Circuit paths, EBS 2.0
Wiring diagrams, EBS 2.0
Circuits
Circuit paths 1 - 25
©
©
©
©
W3, W8, W15, T42

W16, W18, B56
P2 E46 G 4 G18 S90 , S95 O 1, O 4 B57 V86 T46 C92
C56
R1
B54
G11
B55
T41
C8
C93
C94
C95
C98
G13
E43
T40
B52
108 577
B53
V83 T12 D39 T11 T39, B50, B51 V82 T14 V85 V84 T13
Electrical components in EBS

Component No. Component description Circuit path
B50/51 Brake pad wear wire Axle 1 LH 82
C8 Connector 60
C56 Junction block For CAN and diagnosis 40
C93 Connector 90, 108
C94 Connector 5, 140, 158, 182
C95 Connector 68, 73
C98 Connector 15
©
Component No. Component description Circuit path

E46 Electronic unit Trailer sensing 60
R1 Flasher relay 66
S90 Switch TC Off Road 20
S95 Brake pad wear Flash diagnosis 31
T46 Pressure sensor air suspension, rear 6
V86 Control module Axle 3 180
W18 Warning lamp Brake pad wear 36
©
Wiring diagrams
©
©
©
©
©
©

W3, W8, W15,
W16, W18,
C56 P2 E46 G 4 G18 S50, S90 O 1, O 4 T42 T52 T46 T30 C92
D34
R1
G11 T28
C6
C8
C93 T51
C94
C95
G13
E43
T40 T87 T89

T90
115 221
V83 T12 D39 T88 T11 T39 V82 V48 T14 V96 V95 T13 T41
Electrical components in EBS

C6 Connector 49
C8 Connector 78
C56 Junction block For CAN and diagnosis 4, 10, 14, 22,
27, 33, 38
C93 Connector 120, 126, 138,
301, 328
C94 Connector 163, 178, 213,
238, 278
C95 Connector 106
D34 Resistor 5
E46 Electronic unit Trailer sensing 84
G13 Ground terminal
©

R1 Flasher relay 80
S50 Switch Diagnosis 65
S90 Switch TC Off 61
T11 Wheel sensor Axle 1 LH 131, 309
T12 Wheel sensor Axle 1 RH 144, 334
T13 Wheel sensor Axle 2 LH 156, 230, 258
T14 Wheel sensor Axle 2 RH 169, 244, 283
T28 Wheel sensor Axle 3 LH 183, 206, 260
T30 Wheel sensor Axle 3 RH 185, 219, 285
T39 Wear sensor Axle 1 LH 136, 321
T40 Wear sensor Axle 1 RH 148, 346
T46 Pressure sensor Air suspension, rear 151, 226
V48 Trailer control module 121
V82 Control module Axles 1 and 4 LH 126, 303
V83 Control module Axles 1 and 4 RH 138, 328
V86 Control module Tag axle 178
V95 Control module Axles 2 and 3 151, 226, 251,
276
V96 Control module Axle 3 201
W18 Warning lamp Brake pad wear 77
©
Wiring diagrams
©
©
©
©
©
©
©
©
10:04-51
Issue 1 en
Wabco ABS/TC ”C3” bus

6-channel system
Work description
©
Contents
Features, general Control unit, ABS/TC.................................................3

Features, general .........................................................3
Troubleshooting Diagnostics panel........................................................4

Fault code readout.......................................................4
Flashing code structure ...............................................6
Multimeter testing.......................................................7
Troubleshooting procedure .........................................7
Fault codes ..................................................................8
Connection of wheel diagonals...................................12
Fault code generation..................................................13
Limit values for wheel rolling circumference ............14
Electrical system Specifications..............................................................17

Associated diagram in group 16 .................................18
Colour codes for electrical wiring ..............................18
Component locations ..................................................19
Circuit paths................................................................20
2 8 Scania CV AB 1997, Sweden

Features, general
Control unit,
ABS/TC
Function
Features, general
Scania has introduced ABS version Wabco C3,
6-channel on 4 series buses. The control unit can
be diagnosed by means of flashing codes, as
described in this booklet, and by means of
Scania Diagnos.
One significant feature of Wabco C3 is that the
diagnostics switch has a fixed position, i.e. does
not return automatically.
! WARNING!
If the difference in tyre dimensions is too

great the ABS system may not operate
properly, causing longer stopping
distance. Maximum permissible
difference in circumference between
front and rear wheels is 14%.
©
1060g14b.mkr Scania CV AB 1999, Sweden 3
Troubleshooting
Scania Diagnos
ABS/TC
Fault code readout
Diagnostics panel
This version of WABCO ABS/TC has an
integral troubleshooting/diagnostics system. The
diagnostics panel is located to the left of the
instrument panel and contains a switch for
activating and erasing the diagnostics memory
as well as a diagnostics lamp for fault codes.
1
2
114 484
1 Diagnostics lamp
2 Diagnostics switch, ABS
Fault code readout

The ABS system can store several fault codes
for each diagonal circuit but the diagnostics
lamp can only display one fault code at a time.
The active fault code, i.e. for the fault currently
existing on the vehicle, is displayed first. Fault
codes stored in the control unit are displayed in
numerical order, the fault code with the lowest
number being displayed first. To be able to read
out the next code, the currently displayed fault
code must be erased.
Readout without erasing:
1 Switch on the starting voltage.
2 Switch on the diagnostics switch.
3 Make a note of the fault code.
4 Switch off the starting voltage.
5 Switch off the diagnostics switch.
©
Troubleshooting
Readout and erase at the same time:

1 Switch on the starting voltage.
2 Switch on the diagnostics switch.
3 Do not switch off the diagnostics switch
until the lamp starts flashing.
4 The lamp will continue flashing although
the diagnostics switch is switched off.
5 Make a note of the fault code.
6 When the lamp stops flashing, the fault code
has been erased.
Note: The fault code will only be erased if the

fault is no longer active.
To be able to read out the next fault code, the

starting voltage must be switched off before the
procedure is repeated.
©
Troubleshooting
Flashing code structure

SB SB
Starting block
114 393
By displaying a 2.5 second flash (SB in the
illustration) the control unit indicates that the
flashing code starts. A black rectangle indicates that the diagnostics lamp is
on.
Configuration block
KB KB
The configuration block (KB in the illustration)
indicates what type of control unit you are
communicating with. The current type is:
114 394
6-channel ABS = 1 flash
Fault code 1 2
The fault code (AF in the illustration) consists of

two digits (1 and 2 in the illustration)
114 395
AF
Fault code 6-10
No fault codes stored

If no fault codes are stored in the control unit, or
if all fault codes have been erased, the control
114 396
unit will only flash the starting block and the

configuration block.
No fault codes stored
©
Troubleshooting
Troubleshooting
Multimeter testing
There is no Scania test instrument adapted to the
control unit connectors.
IMPORTANT! Do not measure on the

terminals of the control unit connectors.
Measure on the rear of the connectors instead.
Otherwise there is a risk of damage to the
terminal pins of the connectors.
Troubleshooting procedure
1 Press the ABS diagnostics switch and read
out the flashing code, refer to chapter
"Flashing code structure", under "Scania
Diagnos ABS". The current fault code or
stored fault codes will be displayed. If there
is a current fault code, the fault must be
repaired before any stored codes can be
displayed.
2 Check for faults according to the table under
"Fault codes".
3 If a fault code is present, read the fault code
text and find the circuit path concerned in
the wiring diagrams. When in doubt as to
what a component designation means, refer
to the Wiring diagram handbook.
4 Select a suitable connector to measure on
and locate the connector aided by the
component illustration. Do not measure on
the terminals of the control unit connectors.
Measure on the rear of the connectors
instead.
5 Measure using a multimeter and check the
readings according to "Electronic control
systems" under "Electrical systems"
description of operation.
©
Troubleshooting
Fault codes
1st 2nd Wheel Description Circuit
digit digit path
6 6 1R/2L Supply voltage to control unit too low. 130, 78
7 1L/2R Supply voltage to control unit too low. 130, 78
8 1R No vehicle speed signal. 15
9 1L No vehicle speed signal. 3
10 1R Incorrect wheel sensor resistance. 15
11 1L Incorrect wheel sensor resistance. 3
12 1R No reliable vehicle speed signal. 15
13 1L No reliable vehicle speed signal. 3
7 0 2L No vehicle speed signal. 19
8 3L No vehicle speed signal. 24
8 0 1R/2L Internal fault in control unit. -
1 1L/2R Internal fault in control unit. -
2 - Output to proportional valve for speed -
limiter, open circuit. This flashing code
should not be generated since pin 12 on the
control unit is not connected.
3 - PWM output signal (pin 29) to control unit 144
for articulation control system, short to
ground or short to 24 V.
limiter, short to ground . This flashing code
5 - Error message from control unit for electric 134
throttle (pin 28).
©
Troubleshooting

digit digit path
8 6 - No vehicle speed signal from speedometer. -
This flashing code should not be generated
since pin 10 on the control unit is not
connected.
7 - PWM input signal (pin 28) from control unit 134
for electric throttle, short to 24 V or harness
damaged.
9 - PWM input signal (pin 28) from control unit 134
for electric throttle, data transmission fault.
10 1R Output to control valve, short to ground. 55
11 1L Output to control valve, short to ground. 30
12 1R Output to control valve, open circuit. 55
13 1L Output to control valve, open circuit. 30
9 0 1R Output to control valve, open circuit. 55
10 0 3L Output to control valve, open circuit. 67
2 2L Output to TC solenoid valve, short to 72
ground.
3 2R Output to TC solenoid valve, short to 74
ground.
10 4 2L Output to TC solenoid valve, open circuit. 72
©
Troubleshooting

digit digit path
5 2R Output to TC solenoid valve, open circuit. 74
7 - Output for disconnection of retarder/ 132
auxiliary brake, pin 11, short to 24 V.
8 2L Slipping rear wheel. -
9 2R Slipping rear wheel. -
11 12 1R Output to control valve, short to supply 55
voltage.
13 1L Output to control valve, short to supply 30
voltage.
14 2L Output to control valve, short to supply 61
voltage.
15 2R Output to control valve, short to supply 37
voltage.
12 0 3L Output to control valve, short to supply 67
voltage.
1 3R Output to control valve, short to supply 47
voltage.
2 2L Output to TC solenoid valve, short to 24 V. 72
3 2R Output to TC solenoid valve, short to 24 V. 74
limiter, short to supply voltage. This
flashing code should not be generated since
pin 12 on the control unit is not connected.
7 - Output for disconnection of retarder/ 132
auxiliary brake, pin 11, short to ground.
8 1R Output to control valve, short to 24 V. 55
9 1L Output to control valve, short to 24 V. 30
12 14 2L Output to TC solenoid valve, short to 24 V. 72
15 2R Output to TC solenoid valve, short to 24 V. 74
13 0 - Output to proportional valve for speed -
limiter, short to 24 V. This flashing code
4 1R/2L Relay R359 is always closed. 78
5 1L/2R Relay R538 is always closed. 87
6 - Internal fault in control unit. -
©
Troubleshooting

digit digit path
8 1R/2L Supply voltage to control unit too high. 130, 78
9 1L/2R Supply voltage to control unit too high. 130, 87
14 0 - Internal fault in control unit. -
6 1R/2L Activation time for control valve exceeded. -
7 1L/2R Activation time for control valve exceeded. -
8 2L Activation time for TC solenoid valve -
exceeded.
9 2R Activation time for TC solenoid valve -
exceeded.
14 14 - Internal fault in control unit. -
©
Troubleshooting
Connection of wheel diagonals

The illustrations below show the numerical order of the vehicle axles. The lines show
the wheel diagonals, i.e. the wheels on the front and rear axles that have diagonal
electrical connections to the ABD/TC control unit.
Diagonal 1 = RH front/LH axle 2/LH axle 3

Diagonal 2 = LH front/RH axle 2/RH axle 3
In case of some electrical faults in the ABS/TC system, only the faulty diagonal will
be disconnected.
1 3 2
1R 3R 2R
114 398
1L 3L 2L
©
Troubleshooting
Fault code generation

A fault code for short/open circuit may be generated after power-on when the vehicle is
stationary. The remaining fault codes are generated based on wheel sensor frequency
change, and thus the vehicle must be in motion.
In case of short to ground or +24 V, the diagonal in which the fault has occurred will be
disconnected. In case of internal fault in the control unit, the system will be entirely or
partially disconnected.
The most commonly occurring fault codes are generated due to excessive air gap
between sensor and pulse wheel or damaged/contaminated pulse wheel.
©
Troubleshooting
Limit values for difference in wheel

rolling circumference between
front and rear wheels
On vehicles equipped with ABS/TC too large
differences between front and rear wheel rolling
circumference may cause faulty signals to the
control unit, resulting in increased stopping
distance. Starting from the tyre manufacturer's
values for tyre rolling circumference, select
tyres so that the maximum difference is:
+ 14,0 % if front wheels are larger than rear wheels

- 14.0 % if front wheels are smaller than rear wheels
Difference Rolling circumference, front - Rolling circumference, rear

X100
(%) Rolling circumference, front
Example:
Tyres, front axle: 315/80R 22,5
Tyres, rear axle: 12R 22,5

Difference 3329 - 3360

X100=-0.9%
(%) 3329
The difference is acceptable since maximum

permissible difference is -14.0 %.
©
Electrical system
Electrical system
Specifications
Components
Component Description Resistance,

ohms
T11/T12 Wheel sensor, front 1100-1900
T13/T14 Wheel sensor, axle 2 1100-1900
T28/T30 Wheel sensor, axle 3 1100-1900
V3/V4/V5/V6/ V46/V47 Control valve/input 14-21

V3/V4/V5/V6/V46/V47 Control valve/output 14-21
V81 TC solenoid valve 54-63
©
Electrical system
Wiring diagrams
In the flashing codes table in section
"Troubleshooting" references are made to circuit
paths.
The wiring diagrams are to be found after the
component location illustration. The diagrams
contain consecutive circuit path numbers. Use
circuit path references from the flashing codes
table to find the relevant diagram and
components.
The diagrams contain component designations,
e.g. E37. The full names of the components are
stated in the Wiring diagram handbook, refer to
Workshop manual, group 16.
Associated diagram in group 16

16:54-39
Colour codes for electrical wiring

BK Black
BN Brown
RD Red
OG Orange
YE Yellow
GN Green
BU Blue
VT Violet
GY Grey
WH White
PK Pink
©
Electrical system
Component location
C640 C143 T14 C674 C81
C671 C144 C82
C672 C370 C87
C673 C371 C88
C677 V46 C678
C679 C56 V47 V5
F513 G505 V6
R538 P2 T13 V81
R539
R540
T12
T28
T30
E37
T11
C79
115 117
V4 C283
C80 V3
C284 G521 O500 S95
©
Electrical system
Electrical system
Circuit paths Wabco C3 bus
©
Electrical system
©
Electrical system
©
Electrical system
©
10:2288
12:03-02
Issue 1 en
Electronic level control

ELC 6x2 B
Work description
1 585 450
Contents
Contents
Introduction Important ...............................................3

Safety ....................................................3
Fault diagnosis Introduction ...........................................5

System faults .........................................6
Diagnostic feature Reading flashing codes .........................7

Erasing fault codes ................................8
Fault codes Fault codes 01-62 ............................ 9-22
Input signals Pressure monitors ................................23

Level sensors .......................................24
Fitting level sensor ..............................25
Changing control unit Configuring .........................................27

Calibration ...........................................27
Level calibration Levels ..................................................28

Calibration ...........................................29
Compressed air components Component information ......................30

Skeleton diagrams ...............................31
Wiring diagrams Component information ......................32

Wiring diagrams ............................ 33-35
2 © Scania CV AB 1995 12:03-02 en

Introduction
Introduction
Important
This work description covers the ELC control unit 6x2:
Scania part No. 1 374 465
Safety
! WARNING!
Always use stands when working under

vehicles with air suspension.
Working under vehicles with air suspension should be carried

out in such a way as to avoid the risk of injury.
If the frame falls onto the axle it may cause crushing or blow
injuries.
The frame falls onto the axle if:
- an air bellows is punctured
- an air line is disconnected
- power is applied to a valve for venting the bellows
- a level sensor is changed when starter voltage is on.
12:03-02 en © Scania CV AB 1995 3

4 © Scania CV AB 1995 12:03-02 en
Fault diagnosis
Fault diagnosis - Bent lever/link to level sensor. This fault will

give incorrect drive level.
- Valve for raising/lowering chassis sticking in
Introduction open position. The chassis is raised and low-
ELC continuously checks its own operation. If ered.
there is a fault, this is indicated with the system - Break in cable to T70 or in the actual pres-
fault lamp. Any faults discovered will be given sure monitor (max. driving axle load during
a fault code and stored in the control unit. Fault tag axle lift). It is not possible to raise the tag
codes can then be read as a flashing code on axle using switch S105 on the instrument
the diagnostic lamp. panel.
- Break in both cables to the pressure monitors
Faults which can be revealed by the or in the actual pressure monitors. T70 (max.
control unit: driving axle load during tag axle lift) and T71
- Short circuit in wiring, sensors and solenoid (max. driving axle load during load transfer).
valves. It is not possible to raise the tag axle or con-
duct load transfer using switch S105 on the
- Breaks in wiring, sensors and solenoid instrument panel.
valves.
- Pressure monitor T70 (max. driving axle load
- Incorrect control function (the control unit is during tag axle lift) and/or T71 (max. driving
unable to raise or lower the chassis to the axle load during load transfer) are activated
required level). by incorrect air pressure. This generates a
fault code if T70 with lower activation pres-
- Fault in control unit memory. sure breaks before T71 with higher activation
pressure.
When a fault has arisen and been registered,
this will be indicated with the system fault - Blocked valve connections for tag axle oper-
lamp. The fault is given fault code which is ation. It is not possible to operate the tag axle
stored in the control unit.
- The pressure monitors and control box are
The system fault lamp also comes on: powered from the same fuse as the control
unit. If there is a short circuit to earth in any
- If the ignition is switched on. The lamp of these components the control unit will
flashes to show that it working. No fault code cease working.
is generated.
- If the coil in the level sensor is damaged or
- Level calibration is ended. No fault code is there is moisture in the sensor or the sensor
generated. switch, truck driving level becomes incorrect.
- If the voltage supply to the control unit is too

low between 5 and 18 volts. No fault code is
generated. If voltage supply is below 5 volts,
the control unit is switched off entirely.
Faults which cannot be revealed by the

control unit:
- Faults in the control box.
- Breaks in wiring for speed signal. The con-
trol unit will not change control from fast
control to normal control when the vehicle
starts moving.
- Break in brake signal cable. The control unit
does not stop control during braking.
12:03-02 en © Scania CV AB 1995 5

Fault diagnosis
System faults
If the control unit detects a fault, a warning is
provided by the system fault lamp.
Faults are divided into two groups, serious and
other faults.
Serious faults
In the case of serious faults, the system fault
lamp flashes and a fault code is generated.
Serious faults are divided into two categories. System fault lamp
Serious faults, category 1:

- ROM malfunction. Fault code generated.
- RAM malfunction. Fault code generated.
Level control ceases and drive levels are Level control ceases but can be restarted by
locked. If any of these faults arises, try switch- switching off the power and switching it back
ing off the power and switching it back on on again.
again. If the lamp does not stop flashing, the - Pressure monitor T71 with higher activation
control unit must be changed. pressure is actuated when T70 is unactuated.
Fault code generated.
Level control continues but it is not possible to
- Faults in wiring to level sensors and solenoid raise the tag axle.
valves (short/break). Fault code generated.
- Faults in level sensors and solenoid valves
(short circuit/break). Fault code generated.
- Incorrect parameters. Fault code generated.
- Incorrect calibration values. Fault code gen-
erated.
Level control ceases and drive levels are
locked. It may be possible to adjust the chassis
manually using the control box. Try switching
the power off and on again.
If the fault is due to a defective contact and
corrects itself, the system will return to normal
level control. The fault code is stored in the
control unit.
Other faults
In the case of less serious faults, the system
fault lamp lights continuously.
The following is considered as a less serious
fault:
- Faulty control feature. Control unit is unable
to lower/raise the chassis to desired level.
6 © Scania CV AB 1995 12:03-02 en

Diagnostic feature
Diagnostic feature
Reading flashing codes

Fault codes are read using flashing codes on the
diagnostic lamp on the instrument panel.
1 Press the diagnostic switch beside the diag-
nostic lamp for at least 2 seconds.
2 The switch is released and the first fault
code is flashed.
3 The flashing code consists of tens and units.
When the diagnostic switch is released the
tens are flashed out first. The flashing signal
for tens consists of slow flashes 10, 20, 30
etc.
Units are flashed out after the tens. The
flashing signal for units consists of quicker
flashes, 1, 2, 3, 4 etc.
4 The flashing signal is added up to a fault
code, which can be read on the fault code
list.
5 If the diagnostic switch is again depressed
the next fault code is flashed out.
1 Diagnostic switch
6 If you wish to read the first flashing code 2 Diagnostic lamp
again, power must be switched off and back
on again.
No system faults
If there are no faults in the system, no flash-
ing codes can be read.
Flashing code for fault code 33.

1 Flashing code, tens
2 Flashing code, units
12:03-02 en © Scania CV AB 1995 7

Diagnostic feature
Erasing fault codes

Fault codes are stored in the control unit until
they are erased. It is important to erase fault
codes when the fault has been rectified so that
they do not cause confusion when fault diag-
nosis is next carried out.
Press the diagnostic switch and hold it
down.
2 Turn the starter key to drive and wait for at
least three seconds before releasing the
diagnostic switch. Erasure is then com-
pleted.
3 Start the truck and raise/lower it using the
control box. Check that the fault codes are
not regenerated.
8 © Scania CV AB 1995 12:03-02 en

Fault codes
Fault codes
Fault code 01 Fault: Parameter fault in control unit.
Cause: The test sum of the parameters is not correct. One of

the parameters which controls the work process has assumed
an incorrect value.
Comment: When programming the parameter list, the binary

parameter codes are added together to a figure which is stored
in the control unit. The control unit checks the parameter list
against this figure and produces a warning if it is incorrect.
Action: Erase fault code. If the fault code is again generated,

reprogram the parameters using Scania Programmer 2. If you
do not have Programmer 2 change the control unit.
Fault code 02 Fault: Calibration fault in control unit.
Cause: The test sum during calibration is faulty. One of the

levels calibrated in the control unit has assumed an incorrect
value.
Comments: During calibration the control unit reads three

level signals from the level sensor. The binary codes for these
levels are added together to give a figure which is stored in the
control unit. The control unit then checks the calibration val-
ues against this figure.
Action: Erase fault code. Recalibrate drive level, maximum

level and lower mechanical stop if it is regenerated.
12:03-02 en © Scania CV AB 1995 9

Fault codes
Fault code 03 Fault: Fault in control unit integrated memory.
Cause: Test sum in ROM incorrect. Data in ROM has

assumed an incorrect value.
Comment: When programming the ROM, the contents are

added together to a sum which is stored in the control unit.
The control unit then continuously checks the ROM against
this sum.
Action: Erase fault code. Change control unit if it is regenerated.
Cause: WABCO data test sum incorrect. WABCO data has

Comment:

10 © Scania CV AB 1995 12:03-02 en

Fault codes
Cause: Test sum of adjustment data incorrect. Adjustment

data has assumed an incorrect value.
Comment:
Cause: Incorrect RAM. Control unit RAM is defective.
Comment: When checking the memory cells in the RAM, the

control unit has discovered a defective memory cell.
Fault code 07
Fault: Fault in control unit microprocessor.
Cause:
Comment: A fault has been discovered in the microprocessor

during an internal reliability test.
12:03-02 en © Scania CV AB 1995 11

Fault codes
Fault code 08 Fault: Pressure monitor T70 (max. driving axle load, tag axle
lift) or T71 (max. driving axle load during load transfer)
faulty.
Cause: Pressure monitor T70 with the lower activating pres-

sure is closed (unactuated) when pressure monitor T71 with
the higher activation pressure is open (actuated).
Comment: This fault code is generated if the fault lasts for

longer than 2 seconds.
Action: Empty the air from the air bellows so that the frame is
resting on the bump stop. Switch off the power. Measure
resistance between pins 6 and 9 on the contact to the control
unit. If there is a break (OL on FLUKE) in T71 or wiring, see
circuit 57. Check pressure monitor activating pressure. Pres-
sure is marked on the pressure monitor.
Fault code 10 or 11 Fault: Break or short circuit in level sensor on driving axle.
Cause: Break or short circuit to +24 volt in sensor T73 or in

wiring from pin 25 on the control unit.
Comment: Control unit receives no information about rear

chassis height and cannot work.
Action: Measure the resistance across the contact pin on the

sensor. Resistance should be 120 ohm. Check the wiring
between the control unit and the sensor. See circuit 63.
12 © Scania CV AB 1995 12:03-02 en

Fault codes
Fault code 12 Fault: Break or short to +24 volt in level sensor on front axle.

Comment: Control unit receives no information about front


between the control unit and the sensor. See current circuit 60.
Fault code 20 or 21 Fault: Short to ground in level sensor on driving axle.
Cause: Short circuit to earth in sensor T73 or in wiring from

pin 25 on the control unit.


12:03-02 en © Scania CV AB 1995 13

Fault codes
Fault code 22 Fault: Short to ground in level sensor on front axle.



between the control unit and the sensor. See current circuit 60.
Fault code 30 Fault: Loss of function for raising/lowering spring bellows.
Cause: Break or short circuit to +24 volt between pins 2 and 4

in contact to valve V54 or in wiring from pin 15 on the control
unit.
Comment: Control unit is unable to operate the front and

drive axle bellows.
Action: Measure the resistance between contact pins 2 and 4

on valve V54. Resistance should be 70-80 ohm. Check wiring.
See circuit 68.
14 © Scania CV AB 1995 12:03-02 en

Fault codes
Fault code 31 or 32 Fault: Loss of function, raising/lowering driving axle.
Cause: Break or short to +24 volt between pins 3 and 4 in

valve V54 or in wiring from pin 13 on the control unit.
Comment: The control unit is unable to operate the driving

axle bellows and the tag axle bellows.

on valve block V54. Resistance should be 70-80 ohm. Check
wiring. See current circuit 69.
Fault code 33 Fault: Loss of function for emptying lifting bellows and pres-
surizing spring bellows on tag axle.

Comment: The control unit is unable to provide the tag axle

with spring air and is unable to empty the tag axle lifting bel-
lows.

wiring. See circuit 71.
12:03-02 en © Scania CV AB 1995 15

Fault codes
Fault code 34 Fault: Loss of function for evacuating spring bellows on tag
axle.

Comment: The control unit is unable to evacuate the tag axle

bellows.

Fault code 36 Fault: Loss of function, raising/lowering front axle.

Comment: Control unit is unable to operate the front axle.

16 © Scania CV AB 1995 12:03-02 en

Fault codes
Fault code 37 Fault: Loss of function for raising tag axle.

Comment: The control unit is unable to fill the air bellows for
the tag axle.

Fault code 40 Fault: Loss of function for raising/lowering spring bellows.
Cause: Short circuit to earth between pins 2 and 4 in valve

V54 or in wiring from pin 15 on the control unit.
Comment: Control unit is unable to operate front axle bel-

lows and tag axle bellows.
Action: Measure resistance across contact pins 2 and 4 on

valve block V54. Resistance should be 70-80 ohm. Check
12:03-02 en © Scania CV AB 1995 17

Fault codes

Comment: Control unit is unable to operate the driving axle

bellows or tag axle bellows.

Fault code 43 Fault: Loss of function for emptying lifting bellows and pres-
surizing spring bellows on tag axle.

Comment: The control unit is unable to provide the tag axle

with spring air and is unable to empty the tag axle lifting bel-
lows.

18 © Scania CV AB 1995 12:03-02 en

Fault codes
Fault code 44 Fault: Loss of function for evacuating spring bellows on tag
axle.

Comment: The control unit is unable to evacuate the tag axle

bellows.



12:03-02 en © Scania CV AB 1995 19

Fault codes
Fault code 47 Fault: Loss of function for raising tag axle.

Comment: The control unit is unable to fill the air bellows for
the tag axle.

Fault code 50 or 51 Fault: Unsatisfactory control when raising the rear of the
chassis.
Cause: Rear level sensor has, for 30 seconds, given a level

signal which is lower than the level to which the control unit is
attempting to adjust the vehicle.
Comment: Fault code cannot be generated until at least

15 minutes after the starter power is switched on.
This is in order to ensure that there is sufficiently high system
Action: Check air pressure. Check that air is reaching the bel-
lows, look for leakage, blocked air lines and seizing valves.
Check that the sensor link and lever have not been bent or
become detached.
20 © Scania CV AB 1995 12:03-02 en

Fault codes
Fault code 52
Fault: Unsatisfactory control when raising the front of the
chassis.
Cause: The level sensor has, for 30 seconds, been giving a

level signal which is lower than that to which the control unit
is attempting to adjust the vehicle.

This is in order to ensure that there is sufficiently high system
become detached.
Fault code 60 or 61 Fault: Unsatisfactory control when lowering the rear of the
chassis.
Cause: The rear level sensor has, for 30 seconds, been provid-
ing a level signal which is higher than that level to which the
control unit is attempting to adjust the vehicle.

Action: Look for blocked air lines. Check if the sensor link or
lever has become bent or detached. Check if the valve is seiz-
ing in raising position. Check that there is nothing mechanical
preventing lowering.
12:03-02 en © Scania CV AB 1995 21

Fault codes
Fault code 62 Fault code 62
Fault: Unsatisfactory control when lowering the front of the

chassis.

level signal which is higher than that level to which the con-
trol unit is attempting to adjust the vehicle.

22 © Scania CV AB 1995 12:03-02 en

Input signals
Input signals
Pressure monitors
Function
The pressure monitors are connected to the driv-
ing axle bellows.
When pressure monitor T70 (max. driving axle
load during tag axle lift) breaks and switch S105
is in its intermediate position (tag axle lift), the
tag axle will be lowered.
If switch S105 is set to its upper position (load
transfer), the tag axle bellows will be evacuated.
When pressure monitor T71 (max. driving axle
load during load transfer) breaks, evacuation of
the tag axle bellows will be interrupted. The pressure monitors are located on the
left-hand side of the frame above the tag axle
Changing
1 Pressure monitor T70 (max. drive axle
When changing pressure monitors, the new weight during tag axle lift)
pressure monitor must have the same activation 2 Pressure monitor T71 (max. drive axle
pressure as the old one so that load transfer is weight during load transfer)
not affected.
Sensor activation pressure is given on the pres-
sure monitor.
Fault diagnosis
The pressure monitors work as circuit breakers.
The pressure monitors are powered via fuse 10.
If a pressure monitor is shorted to earth and the
fuse blows, power supply to pin 9 on the control
unit will also disappear.
See wiring diagrams, circuits 51-58
Switch S105 in load transfer position
12:03-02 en © Scania CV AB 1995 23

Input signals
Level sensors
! WARNING!
When changing level sensors the truck

starter power should be switched off. If
the power is switched on the control unit
will start to control level as soon as an
operational sensor has been connected.
This can cause crushing injury.
12_0739
Changing
When changing level sensors, the rotating lever
bracket should be turned as illustrated in figures Fig. 1 The front level sensor is located
3 and 4 so that the sensor works correctly. on the crossmember under the gearbox.
The front axle lever bracket is turned as illus-
trated in figure 3.
The rear axle lever bracket is turned as illus-
trated in figure 4.
In addition, level calibration must be done in the
control unit. See ”Level calibration” on page 29.
Fault diagnosis
Level sensors are of inductive type.
During fault diagnosis it is not possible to
measure any change in resistance when the
sensor is actuated.
Sensor coil resistance will be constant irrespec-
tive of how the rotating bracket on the sensor is
12_0733
turned.
Coil resistance is 120 ohm.
Incorrect coil resistance can be due to sensor Fig. 2 The rear level sensor is located on
damage or moisture in the sensor or sensor the right-hand side of the frame above
switch. This will give incorrect driving level. the drive axle.
If the sensor lever or link has been bent or

detached, truck driving level will be incorrect.
24 © Scania CV AB 1995 12:03-02 en

Input signals
Fitting level sensor
12_0759
Fig. 3 Fitting level sensor for front axle. N.B. The raised lugs (1) on the rotating
bracket are turned up in order to achieve correct sensor operation.
1
12_0760
Fig. 4 Fitting level sensor for drive axle. N.B. The raised lugs (1) on the rotating
bracket are turned up in order for the sensor to operate correctly.
12:03-02 en © Scania CV AB 1995 25

26 © Scania CV AB 1995 12:03-02 en
Changing control unit
Configuring
When the control unit is changed, the new con-
trol unit should be configured for the vehicle.
The control unit is supplied from Scania with
correct basic configuration.
Type of load transfer feature, time limited or not
time limited is sensed by the control unit when
connected.
Calibration
When changing control units and level sensors,
level sensors should be calibrated for the new
control unit. See page 29.
The control unit is removed by pushing up the

attaching clamp and unplugging it.
12:03-02 en © Scania CV AB 1995 27

Level calibration
Level calibration
Levels
When changing control unit and level sensors,
three levels should be calibrated in the control
unit.
Driving level-the level at which the vehicle is
normally driven.
Max. level- the highest level which can be per-
mitted. If the chassis is raised too much the bel-
lows or shock absorbers may be damaged.
Lower mechanical stop- when the frame bump
stop rests against the axle. Fig. 1 Measuring calibration levels,
The heights given in the table below are meas- front axle (1)
ured as in fig 1 and fig 2.
12_0762
Fig. 2 Measuring calibration levels, driving
axle (1). Height is measured against the outside
of the frame.
28 © Scania CV AB 1995 12:03-02 en

Level calibration
Calibration
Calibration contact G9 is used during level cal-
ibration. This is located under the central elec-
tric unit.
9
G
During calibration, the tag axle should be low-
ered.
1 Place chocks behind the wheels and release
the parking brake.
16_0987
2 Switch off the power using the starter key
and leave the starter power on for at least
7 seconds. Calibration contact G9
3 Earth calibration contact G9.

4 Switch on starter voltage using the starter 12 Interrupt the earth connection from calibra-
key. tion switch G9.
5 ELC now checks its lamps on the instru- 13 Finally, calibrate the mechanical stop.
ment panel. This takes about 2 seconds. Lower the chassis until it is resting on the
Within 5 seconds of the check being com- bump stop. Check that movement is not
pleted, earth connection to the calibration obstructed by the bellows becoming
contact must be interrupted. crumpled.
6 If the request for calibration is understood 14 Earth calibration switch G9.

by the ELC control unit, the level fault 15 Break the earth connection from the cali-
light will come on. This lamp will be on bration contact (G9).
during the whole calibration process. If the
light does not come on, repeat points 1-4. 16 If calibration is successful the level fault
lamp will go out. The system fault lamp
7 Drive level is calibrated first. Front and lights as an indication that calibration has
rear chassis drive level are set using the been successful.
control box. If calibration has failed, the level fault
lamp lights. Repeat points 1-14
! WARNING! 17 If calibration has been successful, switch

off starter voltage and switch it on again
Always use stands when working under using the starter key. ELC is now ready to
vehicles with air suspension. be used again.

9 Break the earth connection from calibra-
tion contact G9.
10 The other level which can be calibrated is
the max. level. Set max. level front and
rear using the control box.
12:03-02 en © Scania CV AB 1995 29

Compressed air components
Compressed air
components V55
V54
Component information
1 Valve block
2 Air bellows, driving axle
3 Air bellows, front axle
4 Air bellows, tag axle
5 Air bellows, tag axle lift
6 Pressure monitor, driving axle load
7 Pressure monitor, load transfer
8 Manifold fitting, 9.3 bar
9 To the protection valve for load sensing
12_0753
brake
10 Pressure gauge
Valve block 6x2
11 Double check valve
12 Pressure limiting valve, 8.0 bar
13 Extra compressed air tanks
14 Overflow valve, 10.0 bar Electrical connections
V54 and V55 each consist of three valve coils.
15 From compressor, 12.2 bar
In the connectors, pin 4 is a common earth for
16 Test connection all coils.
Coil resistance is 70-80 ohm.
See wiring diagram, circuit 67-73.
30 © Scania CV AB 1995 12:03-02 en

3 16 1 8 2 4
LAL 8 LC 8
12 LG 8
LU
LZA 6 LV 12
22
24
26 32
5
31
8
LD
LH
21 1 2 3 4 1 2 3 4
LAK 8 1 25
V54 V55
LAJ 8
LBZ 8
LZH 8
LBW 12
LE 8
LZJ 6 LJ 8
12_0740
T70 T71
3 10 9 2 6 7 4
Skeleton diagram for compressed air 6x2
3 13 14 1 15 8 2 12 4
LAL 8 LC 8
LG 8
16 LU 12
LZA 6 LV 12
24
22
LBZ 8
26 32
5
31
8
8
LD
LH
21 1 2 3 4 1 2 3 4
LAK 8 1 25
V54 V55
LAJ 8
LCA 8
LBY 12 LBX 12 LZH 8
LBW 12
LE 8
LZJ 6 LJ 8
12_0734
T70 T71
3 10 11 9 2 6 7 4
Skeleton diagram for compressed air, 6x2 with extra compressed air tanks
12:03-02 en © Scania CV AB 1995 31

32
Component Description
C56 Connector, 18 pin
C67 Splice
E18 Control unit
31/ E18 The cable is only connected to earth on vehicles with load transfer without time limitation
G9-4 Cable for level calibration. White cable with green insulation marked G9 under
the central electric unit.
R8 Relay, brake light
©
Scania CV AB 1995
S48 Diagnostic switch with diagnostic lamp

S105 Switch, tag axle lift and load transfer.
S107 Control box
T70 Pressure monitor, driving axle load
T71 Pressure monitor, load transfer
T72 Level sensor, front axle
T73 Level sensor, driving axle
V54 Magnetic coils, operating front axle and driving axle.
V55 Magnetic coils, operating tag axle
W51 Level fault lamp
W52 System fault lamp
12:03-02 en
W53 Lamp, load transfer

Wiring diagrams
12:03-02 en © Scania CV AB 1995 33

Wiring diagrams
34 © Scania CV AB 1995 12:03-02 en

Wiring diagrams
12:03-02 en © Scania CV AB 1995 35

12:03-03
Issue 1 en
Electronic level control

ELC 4x2 A/B
Work description
1 585 447
Contents
Contents
Introduction Important ...............................................3

Safety ....................................................3
Fault diagnosis Introduction ...........................................5

System faults .........................................6
Diagnostic feature Reading flashing codes .........................7

Erasing fault codes ................................8
Fault codes Fault code 01-46 ............................. 9-17
Level sensors Level sensors .......................................18

Fitting level sensor ..............................19
Changing control unit Configuring .........................................21

Calibration ...........................................21
Level calibration Levels ..................................................22

Calibration ...........................................23
Compressed air components 4x2A rear air suspension .....................24

4x2B full air suspension ......................26
Wiring diagrams Component information ......................28

Wiring diagrams ............................ 29-31
2 © Scania CV AB 1995 12:03-03 en

Introduction
Introduction
Important
This work description covers the ELC control unit:
Scania part No. 1 374 464
Safety
! WARNING!
Always use stands when working under

vehicles with air suspension.
Working under vehicles with air suspension should be carried

out in such a way as to avoid the risk of injury.
If the frame falls onto the axle it may cause crushing or blow
injuries.
The frame falls onto the axle if:
- an air bellows is punctured
- an air line is disconnected
- power is applied to a valve for venting the bellows
- a level sensor is changed when starter voltage is on.
12:03-03 en © Scania CV AB 1995 3

4 © Scania CV AB 1995 12:03-03 en
Fault diagnosis
Fault diagnosis
Introduction Faults which cannot be revealed by the

control unit:
ELC continuously checks its own operation. If
there is a fault, this is indicated with the system - Faults in the control box.
fault lamp. Any faults discovered will be given
a fault code and stored in the control unit. Fault - Breaks in wiring for speed signal. The con-
codes can then be read as a flashing code on trol unit will not change control from fast
control to normal control when the vehicle
the diagnostic lamp. starts moving.
Faults which can be revealed by the - Break in brake signal cable. The control unit
control unit: does not stop control during braking.
- Short circuit in wiring, sensors and solenoid - Bent lever/link to level sensor. This fault will
valves. give incorrect drive level.
- Breaks in wiring, sensors and solenoid - Valve for raising/lowering chassis sticking in
valves. open position. The chassis is raised and low-
ered.
- Incorrect control function (the control unit is
unable to raise or lower the chassis to the - The control box receives its power supply
required level). directly from the same fuse as the control
unit. In the case of a short circuit in the con-
- Fault in control unit memory. trol box, the control unit also stops working.
When a fault has arisen and been registered,
this will be indicated with the system fault
lamp. The fault is given fault code which is
stored in the control unit.
The system fault lamp also comes on:
- if the ignition is switched on, the lamp
flashes to show that it is working. No fault
code is generated.
- Level calibration is ended. No fault code is
generated.
- if the voltage supply to the control unit is too
low between 7.5 and 18 volt. No fault code is
generated. If voltage supply is below 7.5 volt,
the control unit is switched off entirely.
12:03-03 en © Scania CV AB 1995 5

Fault diagnosis
System faults
If the control unit detects a fault, a warning is
provided by the system fault lamp.
Fault are divided into two groups, serious and
other faults.
Serious faults
In the case of serious faults, the system fault
lamp flashes and a fault code is generated.
Serious faults are divided into two categories.
- ROM malfunction. Fault code generated. Other faults
In the case of less serious faults, the system
- RAM malfunction. Fault code generated. fault lamp lights continuously.
The following is considered as a less serious
locked. If any of these faults arises, try switch-
fault:
ing the power off and then on. If the lamp does
not stop flashing, the control unit must be - Faulty control feature. Control unit is unable
changed. to lower/raise the chassis to desired level.
- Faults in wiring to level sensors and solenoid
valves (short/break). Fault code generated.
- Faults in level sensors and solenoid valves
(short circuit/break). Fault code generated.
- Incorrect parameters. Fault code generated.
- Incorrect calibration values. Fault code gen-
erated.
locked. It may be possible to adjust chassis
level manually using the control box. Try
switching the power off and then on.
If the fault is due to defective contacts and cor-
rects itself, the control unit will return to nor-
mal level control. The fault code is stored in
the control unit.
6 © Scania CV AB 1995 12:03-03 en

Diagnostic feature
Diagnostic feature
Reading flashing codes

Fault codes are read using flashing codes on the
diagnostic lamp on the instrument panel.
1 Press the diagnostic switch beside the diag-
nostic lamp for at least 2 seconds.
2 The switch is released and the first fault
code is flashed.
3 The flashing code consists of tens and units.
Tens are flashed out first. The flashing sig-
nal for tens consists of slow flashes 10, 20,
30 etc.
Units are flashed out after the tens. The
flashing signal for units consists of quick
flashes 1, 2, 3, 4 etc.
4 The flashing signal is added up to a fault
code, which can be read on the fault code
list.
5 If the diagnostic switch is again depressed
the next fault code is flashed out.
6 If you wish to read the first flashing code
again, switch the power off and then on and
start again from the beginning.
No system faults
If there are no faults in the system, no flash-
ing codes can be read.
Flashing code for fault code 33.

1 Flashing code, tens
2 Flashing code, units
12:03-03 en © Scania CV AB 1995 7

Diagnostic feature
Erasing fault codes

Fault code are stored in the control unit until
they are erased. It is important to erase fault
codes when the fault has been rectified so that
they do not cause confusion when fault diag-
nosis is next carried out.
Press the diagnostic switch and hold it
down.
2 Turn the starter key to drive and wait for at
least three seconds before releasing the
diagnostic switch. Erasure is then com-
pleted.
3 Start the truck and raise and lower it using
the control box. Check that no fault codes
are regenerated.
8 © Scania CV AB 1995 12:03-03 en

Fault codes
Fault codes
Fault code 01 Fault: Parameter fault in control unit.
Cause: The test sum of the parameters is not correct. One of

the parameters which controls the work process has assumed
an incorrect value.
Comment: When programming the parameter list, the binary

parameter codes are added together to a figure which is stored
in the control unit. The control unit checks the parameter list
against this figure and produces a warning if it is incorrect.

Fault code 02
Fault: Calibration fault in control unit.
Cause: The test sum during calibration is faulty. One of the

levels calibrated in the control unit has assumed an incorrect
value.
Comments: During calibration the control unit reads three

level signals from the level sensor. The binary codes for these
levels are added together to give a figure which is stored in the
control unit. The control unit then checks the calibration val-
ues against this figure.
Action: Erase fault code. Recalibrate drive level, maximum

level and lower mechanical stop if it is regenerated.
12:03-03 en © Scania CV AB 1995 9

Fault codes
Cause: Test sum in ROM incorrect. Data in ROM has

Comment: When programming the ROM, the contents are

added together to a sum which is stored in the control unit.
The control unit then continuously checks the ROM against
this sum.
Cause: Incorrect RAM. Control unit RAM is defective.
Comment: When checking the memory cells in the RAM, the

control unit has discovered a defective memory cell.
10 © Scania CV AB 1995 12:03-03 en

Fault codes



between the control unit and the sensor. See circuit 48 (4x2A)
and 69 (4x2B).
Fault code 12 Fault: Break or short circuit in level sensor on front axle.
4x2B only



12:03-03 en © Scania CV AB 1995 11

Fault codes
Cause: Break or short circuit to earth in sensor T73 or in wir-

ing from pin 19 on the control unit.


between the control unit and the sensor. See circuit 48 (4x2A)
and 69 (4x2B).
Fault code 16 Fault: Short circuit to earth in level sensor on front axle.
4x2B only.



12 © Scania CV AB 1995 12:03-03 en

Fault codes
Fault code 20 Fault: Loss of function, raising/lowering spring bellows.

Cause: Break or short circuit to +24 volt in valve coil V51 or
Comment: Control unit is unable to operate the spring bel-

lows on the front axle and driving axle.
Action: Measure resistance across contact pin V51 on the

valve block. Resistance should be 100-110 ohm. Check wir-
ing. For 4x2A, see circuit 45. For 4x2B, see circuit 61.
Fault code 21 or 22
Fault: Loss of function, raising/lowering driving axle.
Cause: Break or short circuit to +24 volt in magnetic coil V53

or in wiring from pin 8 on the control unit.
Comment: Control unit is unable to operate the driving axle.

12:03-03 en © Scania CV AB 1995 13

Fault codes
Cause: Break or short circuit to +24 volt in magnetic coil V52

or in wiring from pin 10 on the control unit.

ing. See circuit 58.
Fault code 30 Fault: Loss of function, raising/lowering spring bellows.

Cause: Short circuit to earth in valve coil V51 or wiring from
Comment: Control unit is unable to operate the spring bel-

lows on the front axle and driving axle.
Action: Measure resistance across contact pin on valve block.

Resistance should be 100-110 ohm. Check wiring. For 4x2A,
see circuit 45. For 4x2B, see circuit 61.
14 © Scania CV AB 1995 12:03-03 en

Fault codes
Cause: Short circuit to earth in magnetic coil V53 or wiring

from pin 8 on the control unit.
Comment: Control unit is unable to operate the driving axle.

Cause: Short circuit to earth in magnetic coil V52 or wiring

from pin 10 on the control unit.

ing. See circuit 58
12:03-03 en © Scania CV AB 1995 15

Fault codes
Fault code 40 or 41 Fault: Unsatisfactory control when raising rear of chassis.
Cause: Rear level sensor has, for 30 seconds, given a level

signal which is lower than the level to which the control unit is
attempting to adjust the vehicle.

This is to ensure that there is sufficiently high system pressure
in the compressed air system.
become detached.
Fault code 42 Fault: Unsatisfactory control when raising front of chassis.

level signal which is lower than that to which the control unit
is attempting to adjust the vehicle.

This is to ensure that there is sufficiently high system pressure
in the compressed air system.
become detached.
16 © Scania CV AB 1995 12:03-03 en

Fault codes
Fault code 44 or 45 Fault: Unsatisfactory control when lowering rear of chassis.
Cause: The rear level sensor has, for 30 seconds, been provid-
ing a level signal which is higher than that level to which the
control unit is attempting to adjust the vehicle.

Fault code 46 Fault: Unsatisfactory control when raising chassis at front.

level signal which is higher than that level to which the con-
trol unit is attempting to adjust the vehicle.

12:03-03 en © Scania CV AB 1995 17

Level sensors
Level sensors
! WARNING!
When changing level sensors the truck

starter power should be switched off. If
the power is switched on the control unit
will start to control level as soon as an
operational sensor has been connected.
This can cause crushing injury.
12_0739
Changing
When changing level sensors, the rotating lever
Fig. 1 The front level sensor is located
bracket should be turned as illustrated in figures
on the crossmember under the gearbox.
3 and 4 so that the sensor works correctly.
The front axle lever bracket is turned as illus-
trated in figure 3.
The rear axle lever bracket is turned as illus-
trated in figure 4.
In addition, level calibration must be done in the
control unit. See ”Level calibration” on page 23.
Fault diagnosis
Level sensors are of inductive type.
During fault diagnosis it is not possible to
measure any change in resistance when the
sensor is actuated.
Sensor coil resistance will be constant irrespec-
tive of how the rotating bracket on the sensor is
12_0733
turned.
Coil resistance is 120 ohm.
Fig. 2 The rear level sensor is located on
Incorrect coil resistance can be due to sensor the right-hand side of the frame above
damage or moisture in the sensor or sensor the drive axle.
switch. This will give incorrect driving level.
If the sensor lever or link has been bent or
detached, truck driving level will be incorrect.
18 © Scania CV AB 1995 12:03-03 en

Level sensors
Fitting level sensor
12_0759
Fig. 3 Fitting front axle level sensor. N.B. The raised lugs (1) on the rotating
1
12_0760
Fig. 4 Fitting drive axle level sensor. N.B. The raised lugs (1) on the rotating
12:03-03 en © Scania CV AB 1995 19

20 © Scania CV AB 1995 12:03-03 en
Configuring
When the control unit is changed, the new con-
trol unit should be configured for the vehicle.
The control unit is supplied from Scania with
correct basic configuration.
During calibration, the control unit itself real-
izes the difference between vehicles with rear
air suspension 4x2A and full air suspension
4x2B.
Calibration
When changing control units and level sensors,
level sensors should be calibrated for the new
control unit. See page 23.
The control unit is removed by pushing up the

attaching clamp and unplugging it.
12:03-03 en © Scania CV AB 1995 21

Level calibration
Level calibration
Levels
When changing control unit and level sensors,
three levels should be calibrated in the control
unit.
Driving level- the level at which the vehicle is
normally driven.
Max. level- the highest level which can be per-
mitted. If the chassis is raised too far the bellows
or shock absorbers may be damaged.
Lower mechanical stop- when the frame bump
stop is resting against the axle. Fig. 1 Measuring calibration levels, front axle (1)
The heights given in the table below are meas-
ured as in fig 1 and fig 2.
12_0762
Fig. 2 Measuring calibration levels, driving axle
(1). Height is measured against the outer side of
the frame.
Front
Chassis height Air spring Driving level Max. level Lower mechanical
height stop
Normal Normal 317 mm 537 mm (237) mm
Normal Low 265 mm 452 mm (205) mm
Rear
Chassis height Driving level Max. level Lower mechanical
stop
Normal 142 mm 262 mm (42) mm
22 © Scania CV AB 1995 12:03-03 en

Level calibration
Calibration
Calibration contact G9 is used for level calibra-
tion. This is located under the central electric
unit.
9
G
1 Place chocks behind the wheels and release
the parking brake
2 Switch off the voltage using the starter
key.
16_0987
Calibration contact G9
4 Switch on starter voltage using the starter
key.
5 ELC now checks its lamps on the instru- 13 Finally, calibrate the lower mechanical
ment panel. This takes about 2 seconds. stop. Lower the chassis until it is resting
Within 5 seconds of the check being com- on the bump stop. Check that movement is
pleted, earth connection to the calibration not limited by the bellows becoming crum-
contact must be interrupted. pled.
6 If the calibration request has been under- 14 Earth calibration switch G9.
stood by ELC, the control unit level fault
lamp will light. The lamp will be on during 15 Interrupt the earth connection from calibra-
the entire calibration process. If the lamp tion switch G9.
does not come on, repeat points 1-4. 16 If calibration has been successful the level
7 Drive level is calibrated first. Chassis fault lamp will go out. The system fault
drive level at front and rear is set using the lamp lights to confirm that calibration has
control box. been successful.
If calibration has failed the level fault lamp
lights. Repeat points 1-14
! WARNING! 17 If calibration has been successful, switch

off starter voltage and switch it on again
Always use stands when working under using the starter key. ELC is now ready to
vehicles with air suspension. be used again.

9 Break the earth connection from calibra-
tion contact G9.
10 The other level which can be calibrated is
max. level. Set max. level front and rear
using the control box.
12 Interrupt the earth connection from calibra-
tion switch G9.
12:03-03 en © Scania CV AB 1995 23

Compressed air
components
4x2A rear air suspension

1 Valve block
3 Pressure gauge
brake
6 Test connection
Resistance of valve coils is 100-110 ohm.
24 © Scania CV AB 1995 12:03-03 en

Skeleton diagram for compressed air 4x2A, rear air suspension with ELC
12:03-03 en © Scania CV AB 1995 25

Compressed air
components
4x2B full air suspension

1 Valve block
3 Air bellows, front axle
brake
6 Pressure gauge
7 Double check valve
8 Extra air tanks
9 Overflow valve, 10 bar
10 From compressor, 12.2 bar
11 Test connection
Resistance of valve coils is 100-110 ohm.
26 © Scania CV AB 1995 12:03-03 en

Skeleton diagram for compressed air 4x2B, full air suspension
Skeleton diagram for compressed air 4x2B, full air suspension with extra compressed air tanks
12:03-03 en © Scania CV AB 1995 27

Wiring diagrams
28
Component Description
C56 Connectors
C67 Splice 4x2A
Splice 4x2B
E18 Control unit
©
G9-4 Cable for level calibration. White cable with green insulation marked G9 under the central e
Scania CV AB 1995
R8 Relay, brake light

S48 Diagnostic switch with diagnostic lamp
S107 Control box
T72 Front axle level sensor, 4x2B only
T73 Driving axle level sensor 4x2A
Driving axle level sensor 4x2B
V51 Raising/lowering valve coil, 4x2A
Raising/lowering valve coil, 4x2B
V52 Valve coil, open bellows circuit, front axle. 4x2B only
V53 Valve coil, open bellows circuit, driving axle. 4x2A
Valve coil, open bellows circuit, driving axle. 4x2B
12:03-03 en
W51 Level fault lamp

W52 System fault lamp
Wiring diagrams
12:03-03 en © Scania CV AB 1995 29

Wiring diagrams
30 © Scania CV AB 1995 12:03-03 en

Wiring diagrams
12:03-03 en © Scania CV AB 1995 31

12:03-07
Issue 3 en
ELC generation 2
Description and Operation

With updates concerning the new ELC generation 2.1A control unit,
introduced 98-08.
106 335

1 587 071
Contents
Contents
Safety Working under vehicles with air suspension..... 5

Driving vehicles with air suspension ................ 5
System overview Introduction....................................................... 6

Changes............................................................. 6
Identifying system generation........................... 7
System description ........................................................................... 8

Axle weight distribution.................................... 8
Parking brake .................................................... 8
Drive level Normal .............................................................. 9

Elevated............................................................. 9
Temporary ......................................................... 9
Tie down position.............................................. 9
Control Quick control .................................................... 10

Normal control .................................................. 10
Braking.............................................................. 10
Controls and operation ........................................................................... 11
Vehicles with tag axle Switch for tag axle lift and load transfer........... 11
Tag axle lift ....................................................... 11
Tag axle lift process .......................................... 12
Load transfer ..................................................... 12
Vehicles with two tag axles............................... 13
Vehicles with tandem bogie Switch ............................................................... 13

Differential lock during load transfer................ 13
2 © Scania CV AB 1999, Sweden

Contents
Contents cont.
Load transfer .......................................................................... 14

With time limit.................................................. 14
Without time limit............................................. 15
Load transfer process........................................ 15
Speed limit........................................................ 15
Configuration Configuration groups ........................................ 16
Alternative configurations Basic ................................................................. 16

Quick operation ................................................ 16
Load handling ................................................... 16
Control box .......................................................................... 17

Vehicles with A suspension .............................. 18
Standby ............................................................. 18
Activating Standby ........................................... 18
Programming M1 and M2 ................................ 18
Level adjustment............................................... 18
Electrical system Control unit....................................................... 20

Input and output signals.................................... 20
Control unit connections................................... 20
Replacement of control unit ............................. 22
Calibration ........................................................ 22
Warning lamps System fault ...................................................... 22

Level fault......................................................... 23
Load transfer..................................................... 23
© Scania CV AB 1999, Sweden 3

Contents
Contents, cont.
Valves and sensors ........................................................................... 25
Solenoid valve block Solenoid valve block V54 ................................. 25

Solenoid valve block V54+V55 ........................ 27
Solenoid valve Solenoid valve V32 ........................................... 29
Level sensor Level sensor T72 and T73................................. 29
Pressure sensor Pressure sensor T70 and T71 ............................ 31

Safety
ELC generation 2
Safety
Working under vehicles with air Driving vehicles with air

suspension suspension
Work under vehicles with air suspension must When driving, the vehicle should be at its
be performed in such a way that there is no risk calibrated Normal drive level. To set the
of personal injuries. normal drive level, press the green button on
the control box. However, before pressing the
If the frame drops on to the axle there is a risk green button, press at least one of the buttons
of injuries by pinching or impact. for raising or lowering (front or rear). When
the buttons for raising or lowering have been
pressed, the lamps on the control unit will
illuminate.
! WARNING!
When the normal drive level has been reached,
Always use stands to support the the level fault warning lamp will go out. It is
vehicle when working under vehicles located in the instrument panel. Only in
with air suspension. exceptional cases should the vehicle be driven
at a level other than the normal drive level.
The frame may drop on to the axle if:

• An air bellows is punctured:
• An air line is disconnected.
• Voltage is applied to a valve for the
purpose of emptying the bellows.
• A level valve is operated when the starter
voltage is on.

System overview
System overview Changes

Differences between ELC gen 2 and ELC
gen 1:
Introduction
• One control unit is used for all vehicle
ELC gen 2 (Electronic Level Control) is an types.
electronic control system for the vehicle air
suspension. ELC gen 2 offers a number of • Standby function is available for all
advantages as compared with mechanically vehicle types.
controlled air suspension:
• The rear axle weight distribution is
• Level control regardless of vehicle height. controlled by means of pressure sensors in
Vehicle maintains constant height during the rear axle suspension bellows.
loading and unloading.
• Automatic release of the front axle parking
• Reduced air consumption while driving. brake during load handling (applies to all
vehicles with front spring brakes).
• Improved load transfer function for
three-axle vehicles. • Elevated drive level can be selected during
load transfer.
• Less complex air line and valve system.
• The tag axle lift switch always returns
• Drive level is not affected when braking from its upper position.
and cornering.
• New bayonet type connectors for all
• Standby function. electrical connections, in compliance with
DIN.
• Possibility of using temporary drive level.
• New type of solenoid valve block. Four
New control unit ELC 2.1A different variants with 2 - 5 functions
depending on vehicle type. Only the three
As from 98-08, a new control unit is introduced and five function types are available as
into production. The new control unit is spare parts. Outlets that are not used must
designated ELC generation 2.1A. For spare be plugged.
part purposes, the new control unit replaces the
old 2nd generation control unit. • The solenoid valves in the valve blocks are
of a new type, where two or three coils are
integral to a cassette with a common
connector. Only the three coil type is
available as spare part. When used in a
valve block with only two functions, the
third coil will not be used.

System overview
Generation 2.1A
The most important changes to the new control
unit do not affect system operation or system
repairs. Some differences in system function
have been introduced as described below:
• Possibility of control unit configuration
read out by means of Scania Programmer 2
and Scania Diagnos 2.
• Possibility of shutting off automatic tag
axle lowering when maximum permissible
rear axle weight during tag axle lift has
been reached.
• Possibility of using Control box also when
load transfer is activated.
• The control unit has a memory function,
which records if load transfer is activated
and tag axle is raised when starting voltage
is shut off.
Identifying system generation

The easiest way of identifying what ELC
generation the vehicle is equipped with is by
the location of the shock absorbers. On ELC
gen 2, the rear shock absorbers are located on
the outside of the frame.
102640
Identifying system generation. The shock

absorbers are located on the outside of the
frame.
Generation 2.1A
The easiest way of identifying whether the
vehicle is fitted with a control unit of type
generation 2 or 2.1A is by means of Scania
Diagnos or Programmer.

System description
System description
The control unit continuously registers the Parking brake
vehicle height by means of level sensors. One
Om vehicles with front spring brakes, the front
to the rear and one to the front (on vehicles
parking brake is released automatically during
with B suspension).
load handling to the rear or during tag axle lift
When a level adjustment is required, the as well as load transfer. Brake release is by the
control unit adjusts the air quantity in the control unit opening a valve, which fills the
bellows by way of a solenoid valve block. parking brake cylinders with air. This prevents
undesired bending stress on the frame when
When braking, a signal is sent from the brake raising or lowering the vehicle.
lamp relay to the control unit. This signal is
used to avoid unnecessary level adjustments. The function Release parking brake is
interrupted in the following cases:
The speed signal from the tachograph is used to
inform the control unit that the vehicle is in • Tachograph fault sensed by the control unit.
motion. When driving, the ELC uses normal
• Control unit senses a speed signal.
control and consumes considerably less air
than when the vehicle is stationary. • Stop button on control box is pressed.
The body height can be changed by way of the • Normal drive level has been reached.
control box. The control unit adjusts the level
up or down as long as one of these buttons is • M1 or M2 has been reached.
pressed.
• Raising or lowering the tag axle is
Tag axle lift and load transfer are controlled by completed.
means of the pressure sensors on the rear axle
suspension bellows. By continuously sensing • Rear rasing/lowering is shut off by way of
the pressure in the bellows, optimum control the control box.
and distribution are achieved.
In standby state the parking brake is applied.
Before the control unit has been calibrated,
Axle weight distribution automatic brake release does not function.
On vehicles with bogie and load transfer, the
axle weight distribution is continuously
monitored by the control unit by way of two
pressure sensors. One on each rear axle. The
sensors sense the pressure in the suspension
bellows and enable the control unit to distribute
the weight between the axles according to
programmed values.

System description
Drive level
Normal Temporary
The normal drive level level at which the The temporary drive level can be set by an
vehicle is normally driven. When the vehicle is additional switch fitted in the cab. This function
not at the normal drive level, the level fault is useful when a higher or lower drive level is
warning lamp will be on. desired for a limited time.
The vehicle height is automatically set to When e.g. operating a crane, this function can be
normal drive level when the green button on used to empty the bellows completely.
the control box is pressed after one of the
buttons for raising or lowering the vehicle has The switch signal shall be connected to pin 19
been pressed (refer to section Control box). on the control unit.
The normal drive level is programmed into the The temporary level is then set by means of
control unit during level calibration. Scania Programmer 2, version 2.02 or later.
Calibration must be performed each time the Refer to Work Description.
control unit, a pressure sensor or level sensor is
renewed. This function comes as standard on certain
vehicle types.
If the vehicle level changes when the starting
voltage is off, e.g. due to leakage, the vehicle
will not resume the normal drive level when Tie down position
the voltage is switched on. In this case the When the vehicle is secured onboard a ferry, it
normal drive level must be set by means of the shall be lowered to the bump stops by way of the
control box. control box. This level is maintained when the
starting voltage is switched off.
Elevated
When tag axle lift or load transfer has been
requested, the normal rear drive level will be
raised. On delivery of the vehicle, the control
unit is programmed to 65 mm on tag axle lift
and 20 mm on load transfer as measured at the
rear level sensor. These levels may be changed
according to customer request, using Scania
Programmer 2, version 2.02 or later.

System description
Control
Quick control Normal control

When the vehicle is stationary and the starting When driving, ELC uses normal control, the
voltage is on, ELC controls the level at level being checked and adjusted as necesseary
1.5 second intervals, so-called quick control. once a minute. This is to avoid unnecessary
This ensures that the vehicle maintains the set control during e.g. cornering or acceleration.
level during loading and unloading. When normal control is used, ELC consumes
considerably less air than a mechanical air
The quick control is also in operation when suspension.
Standby is activated.
Braking
Driving with quick control
During braking, the brake lamp relay emits a
The quick control is normally interrupted when signal to the control unit, which interrupts all
the control unit senses a speed signal from the level control. This prevents the system from
tachograph. adjusting for changes in the level that are
On delivery, the control unit is programmed to caused by the vehicle forward inclination when
interrupt quick control at 15 km/h on 4x2 braking.
vehicles and at 0 km/h on other vehicles.
Using Scania Programmer 2 it is, however,
possible to select a speed limit (0, 15 km/h),
below which the control unit uses quick
control.
On 4x2 vehicles the setting cannot be changed.
Generation 2.1A
On control units of generation 2.1A, the speed

limit for quick control can be set to 0, 15 or
100 km/h.
On 4x2 vehicles, the speeds 15 or 100 km/h
can be selected.
100 km/h in practice means unlimited speed for
quick control.

Vehicles with tag axle
Switch for tag axle lift and load transfer Switch

On the instrument panel there is a three way
switch (S105) for operating the tag axle. 3
1
When the button is in centre position the tag
axle is up.
To lower the tag axle the button shall be
pressed to its lower, fixed position. 2
104579
When the button is pressed to its upper, spring
back position, load transfer is activated. Three way switch (S 105)
Old configuration: Tag axle lift

When tag axle lift has been requested, air is let
The lamp integrated in the button is on when
out from the tag axle suspension bellows. The
tag axle lift or load transfer has been requested.
tag axle is lifted provided that the maximum rear
The lamp goes out when the button is pressed
axle weight is not exceeded and that sufficient
to its lower position.
system pressure is available. The lamp in the
New configuration: switch illuminates.
The lamp in the button illuminates when tag Before a new attempt at lifting the tag axle can
axle lift is activated and goes out when tag axle be made, the button must be pressed to its lower
lowering is activated. Thus, the lamp indicates position.
that the control unit has approved that the tag
If the maximum rear axle weight is exceeded
axle can be lifted.
during loading with the tag axle lifted, the tag
axle will be automatically lowered. This
automatic lowering can be disabled by means of
Scania Programmer 2 by selecting Manual for
the function Lowering of lifted tag axle.
Maximum rear axle weight will vary between
countries due to differences in legal
requirements and is programmed by means of
Scania Programmer 2.

Tag axle lift process

Following a request for tag axle lift, the process is
as follows:
1 The control unit decides, based on the specified
maximum rear axle weight, whether tag axle lift is
possible. If no lift is possible, the process ends. If lift
is possible, the process continues according to
para. 2.
2 The rear axle suspension bellows are pressurized in
order to raise the level somewhat. In the following
paras the system operates in stages.
3 The tag axle lift bellows are partly filled.
4 The tag axle suspension bellows are vented.
5 The tag axle lift bellows are filled more.
6 The venting of the tag axle suspension bellows
continues.
7 The tag axle lift bellows are filled again.
8 The control unit checks whether the pressure is
rising in the tag axle suspension bellows. The
pressure rise indicates that lifting is in progress and
that the tag axle is not completely up.
9 If the pressure is rising, the process continues
according to para. 7, if not, lifting ends.
Note! When the tag axle is up, the lifting bellows are
filled again every five minutes to compensate for
leakage.
Load transfer
All types of vehicles with tag axle are standard equipped
with load transfer. Due to differences in legal
requirements, the load transfer is available in two
different configurations, with or without time limit. It
can also be programmed with a speed limit for load
transfer. These functions are programmed by means of
Scania Programmer 2. For further information, refer to
section Load transfer.

Vehicles with two tag axles

On 8x2/4 vehicles with A or B suspension and Switch
two tag axles, the front tag axle is controlled by
way of a separate switch on the instrument
panel. This function is entirely manual and is
2
independent of the ELC control unit.
The switch controls two solenoid valves
(V71 and V72). V72 empties the suspension
bellows at the same time as V71 fills the tag
axle lifting bellows when tag axle lift has been
requested.
The valves are located to the left on the
106 232
crossmember in front of the lifting bellows for
the front tag axle. 1
Two way switch with fixed positions (S11).
Vehicles with tandem bogie
Vehicles with tandem bogie are available with
and without load transfer. The load transfer
may be with or without time limit.
Switch Switch
For vehicles with tandem bogie, two switch
configurations are available. Two way switch 2
for vehicles with time limited load transfer
(S 106) and three way switch (S 108) for other
vehicles.
When the button is not pressed, load transfer is

not activated and bogie weight distribution is
according to specification.
104578
1
Differential lock during load transfer
Two way switch (S 106).
It is not possible to activate load transfer until
the bogie differential lock has been activated.
For further information, refer to section Load
transfer.

Load transfer
Load transfer
Load transfer is used for temporarily increasing
the weight on the front rear axle, e.g. to provide
better traction.
When load transfer has been requested, the tag
axle or rear rear axle suspension bellows are
gradually vented. If maximum rear axle weight
is not obtained in load transfer, the tag axle/
rear rear axle suspension bellows will be
completely emptied.
12_0751
The regulations for maximum permissible rear
axle weight and load transfer are governed by Load transfer warning lamp
legal requirements in the countries concerned.
These requirements must be considered when
programming the control unit.
When load transfer has been activated, the
control box does not function until the control
box stop button has been pressed and load
transfer has been interrupted. With time limit
The load transfer warning lamp illuminates When the button is pressed to its upper
when load transfer is requested and is on as position, load transfer is activated for 90
long as the load transfer is activated. seconds and the load transfer lamp in the
instrument panel illuminates. The lamp in the
button also illuminates (for further
information, refer to Controls and operation,
Switch for tag axle lift).
Load transfer is always performed to the
Generation 2.1A programmed permissible level.
The control box function is not influenced by After 90 seconds and when the load transfer
load transfer with generation 2.1A. Thus, the phase is completed, the lamp goes out.
control box can be operated also during load
transfer. In addition, load transfer can be A renewed load transfer cannot be started until
activated when the control box is activated. 50 seconds after load transfer is completed.
A memory function has also been added to the Load transfer on vehicles with tandem bogie is
control unit. When the starting voltage is not enabled until the bogie differential lock has
switched off and on again, the control unit been activated.
remembers whether load transfer was activated
when the starting voltage was switched off.
Load transfer is then activated automatically.
However, this will only occur if complete load
transfer with tag axle lift has been performed.

Load transfer
Without time limit Load transfer process

On vehicles with load transfer without time Following a request for load transfer, the
limit, load transfer can be controlled steplessly. process is as follows:
When the tag axle lift button is pressed to its
upper position, load transfer starts and the load 1 The rear axle suspension bellows are
transfer lamp in the instrument panel pressurized in order raise the level. The
illuminates. load transfer lamp illuminates.
Load transfer continues as long as the button is 2 The tag axle suspension bellows are
pressed. When the button is released, load vented. Then, the rear axel suspension
transfer stops and the transfer level achieved is bellows are pressurized again to achieve
maintained. the correct drive level.
If the button is pressed again, load transfer 3 Para. 2 is repeated until the specified value
continues until maximum rear axle weight is for Maximum rear axle weight during load
achieved. If maximum rear axle weight is not transfer is achieved.
achieved when the tag axle suspension bellows
4 If all weight has been transferred to the
are completely vented, the tag axle will be
rear axle before the specified value for
lifted, provided that the control unit is
Maximum rear axle weight during load
programmed for Load transfer with tag axle
transfer is achieved, tag axle lift will start,
lift.
provided that the control unit is
When the button is then pressed to its lower programmed for Load transfer with tag
position and held down, load transfer decreases axle lift. Refer to section Tag axle lift
until the lamp in the instrument panel goes out. process.
Then, load transfer is completed.
Note: Para. 4 does not apply to vehicles
If the button is brought to its centre position with time limited load transfer.
before the load transfer lamp has gone out, the
load transfer reduction stops and the current Note: During load transfer the level fault lamp
bogie weight distribution is maintained. may illuminate temporarily. The lamp goes out
when the correct level is achieved.
Speed limit
To comply with national legal requirements for
e.g. 6x2/4 vehicles, it is possible to program a
maximum permissible speed during load
transfer. This limit is programmed by means of
Scania Programmer version 2.02 or later and
means that load transfer is interrupted when
vehicle speed exceeds 25 km/h.

Configuration
Configuration
Configuration groups
The vehicles in a configuration group are Basic
largely equipped in the same way. There are
three different vehicle configuration groups: • A or B suspension.
• Vehicles without load transfer: 4x2, 6x4, Basic has the following specification:
and 8x4. • 9.3 bar system pressure.
• Vehicles with load transfer: 6x4 and 8x4. • No extra air tanks.
• Vehicles with tag axle and load transfer:
6x2, 6x2/4, 6x2*4, 8x2, 8x2*6, and 8x2/4. Quick control
In addition, the vehicles are available with A or Quick control is available on vehicles with the
B suspension. following specification:
These groups are used by Scania Diagnos 2 for • A or B suspension.
identifying vehicles.
Quick control has the following specification:
Generation 2.1A • 12.2 bar system pressure.
The new control unit does not make use of • 2 extra air tanks.
configuration groups since the exact wheel
configuration is stored in the memory.
Load handling
S order Load handling is available on vehicles with the
following specification:
Vehicles built to S order may have a wheel
configuration that is not supported by Scania • B suspension.
Programmer 2 (SP2). These vehicles shall be
programmed with one of the wheel • Wheel configuration 4x2, 6x2, 6x4, and
configurations supported by SP2. It is 6x2*4.
important to select the correct wheel
configuration. The chassis card states what Load handling has the following specification:
wheel configuration to use when programming • 12.2 bar system pressure.
vehicles built to S order.
• 4 extra air tanks (4x2).
Alternative configurations • 6 extra air tanks (6x2, 6x4, and 6x2*4).
In combination with ELC gen 2 three There may be some restrictions in the above
alternative compressed air system data due to axle distance and chassis height.
configurations are available.
There may be some restrictions as regards
combinations of the compressed air system
configuration.

Control box
Control box
Operation
1
The control box allows the vehicle to be raised
or lowered to the desired level. The control box
contains a separate microprocessor. The 3
control box communicates with the control unit
by digital signals. 2
4
There are nine buttons and two lamps on the 6
control box. The left lamp indicates if button
No. 2 is activated and the right lamp indicates 7
if button No. 3 is activated (see illustration).
5
Button No. 4 is not used.
9 M1 M2
10
8
STOP
104 654
The vehicle can be driven although the lamps
The buttons and lamps of the control box.
are on.
The vehicle may be driven at a manually set
level. However, Scania recommends that the
vehicle always be driven at Normal drive level.
Buttons of the control box. 9 Lower - Must be used in combination with

button No. 2 and/or 3.
1 Lamps indicating if buttons Nos 2 or 3
(raise or lower, front or rear) are activated. 10 Stop - Interrupts an initiated function (5-7).
Stop is also used to activate the standby
2 Activate function: raise/lower front. function and when programming M1 and
M2. Interrupts releasing of the front spring
3 Activate function: raise/lower rear.
brake when this function is activated.
4 Not used.
5 M1 - Memory for individually
programmed level. Must be used in
combination with button No. 2 and/or 3.
6 M2 - Memory for individually
programmed level. Must be used in
7 Set normal drive level - Must be used in
8 Raise - Must be used in combination with
button No. 2 and/or 3.

Control box
Vehicles with A suspension 1 Depress button No. 2 or 3 (raise or lower,

front or rear).
The control box for vehicles without front axle
air suspension does not have button No. 2. For 2 Press M1 or M2.
spare part purposes, use the control box for full
air suspension vehicles.
Level adjustment
Standby When changing level using the control box, the
control unit ensures that the level adjustment of
To allow for loading/unloading when the the front and rear is as even as possible.
starter voltage is off, there is a built-in standby
function. This function means that the vehicle Level adjustment is thus requested using the
continues its quick control and compensation control box. The control unit will calculate
for level changes for a maximum of 120 level points for the front and rear axles. These
minutes after the starter voltage has been level points must be passed simultaneously
switched off. during the level adjustment. If e.g. the front of
the vehicle is being lowered or raised quicker
The Standby level is not linked to any of the than the rear, the front level adjustment will be
pre-programmed or calibrated levels. interrupted until the rear has reached the same
level.
Activating Standby This even level adjustment is useful e.g. when
handlinga demountable platform.
Standby mode is activated by pressing the
control box button No. 10 while switching the
starter voltage off. Generation 2.1a
The function of the control box is not affected
Programming M1 and M2 by the load transfer of generation 2.1A. I.e. the
control box may be operated also during the
The control box allows for two levels to be load transfer phase. In addition, the load
programmed in the control unit. These could transfer may be activated when the control box
e.g. be the height of two frequently visited is activated.
loading docks.
Program according as follows:
1 Press button No. 2 and/or 3 (raise/lower
front and/or rear).
2 Set the desired level using the control box.
3 Press the STOP button
4 Hold the STOP button and simultaneously
depress M1 or M2.
5 Release both buttons.
The level programming is now completed and
the level is stored in the memory.
To set one of the programmed levels:

Electrical system
Electrical system

Electrical system
Control unit
Input and output signals

For ELC generation 2 the same control unit is
used for all vehicle types.
The control unit is controlled by a number of
parameters. Depending on the parameter
settings the control unit operates in different
ways. To achieve correct vehicle behaviour, it
is important that the programming is correct 18
and describes the actual configuration of the 35
vehicle. The control unit is programmed using
Scania Programmer 2.

The control unit connections for input and
output signals have the following functions.
Pin:
1 Supply voltage (30) to control unit.
2 Diagnostic cable L.
3 Input signal for function raise/lower tag
axle from instrument panel switch. The
cable is marked ELC3. On vehicles from
early production, the cable may be
marked ELC24. 19
4 Diagnostic cable K. 1
5 Not used.
104 656
6 Signal cable from pressure sensor in tag

axle/rear rear axle suspension bellows.
Pin location on control unit.
7 Signal cable from pressure sensor in front
rear axle suspension bellows.
8 Not used.
9 Supply voltage (15) from starter lock.
10 Not used.
11 Output signal to valve for function raise/
lower front axle suspension bellows.

Electrical system
12 Output signal to valve for function raise/ 30 Not used.

lower tag axle/rear rear axle suspension
bellows. 31 Not used.
13 Output signal to valve for function raise/ 32 Not used.

lower tag axle suspension bellows.
33 Output signal to warning lamp for system
14 Output signal to valve for function raise/ fault.
lower tag axle.
34 Output signal to warning lamp for level
15 Output signal to control valve for function fault.
raise/lower suspension bellows.
35 Old configuration: Not used.
16 Input signal from brake lamp relay.
New configuration: Output signal to
17 Input signal for load transfer from warning lamp for tag axle lift in the switch.
instrument panel switch. (S105).
18 Output signal to warning lamp for load
transfer.
19 Input signal from switch for alternative
(temporary) drive level.
20 Timer signal from control box. The signal
is activated when a button on the control
box is depressed. The control unit needs
the timer signal from pin 20 in order to
decode the data signal on pin 21.
21 Data signal from control box. The control
unit needs the timer signal from pin 20 in
order to decode the data signal.
22 Speed signal from tachograph.
23 Not used.
24 Input signal from bogie differential lock
confirmation contact.
25 Level sensor signal rear.
26 Level sensor signal front.
27 Earth (31).
28 Not used.
29 Output signal to valve for releasing front
spring brakes.

Electrical system
Replacement of control unit Calibration

Experience shows that control unit faults The level and pressure sensors have individual
seldom occur. Consequently, fault codes and differences after production. These differences
fuses shall be checked before the control unit is are considered by the control unit in calibration.
replaced.
Consequently, the control unit must be
When a control unit is replaced, the new calibrated in order to function properly.
control unit shall be programmed to conform to
the vehicle configuration. The control unit is Calibration means that the value generated by
programmed using Scania Programmer 2. the sensor at a specific level, or when there is no
pressure in the bellows, is recorded in the
When a control unit is replaced, fault codes control unit memory. In the control process, the
may be generated since the control unit has not control unit considers these values and
been calibrated for the level and pressure compensates for tolerance differences.
sensors.
For further details on calibration, refer to Work
description.
Generation 2.1A
As from generation 2.1A, calibration can also be
performed by means of Scania Programmer 2.
At present, 2nd generation control units cannot
be calibrated by means of PC. SP2 will be
modified to include this function further on.
Warning lamps
System fault
If a fault that can be identified by the control
unit occurs in the system, the control unit will
warn the user by illuminating the system fault
warning lamp.
17_0088
At the same time, a fault code is generated and

stored in the control unit memory. The fault System fault warning lamp
code can be read out via Scania Diagnos 2 or as
a flashing code. Refer to Troubleshooting for
further information about this.
If the fault ceases, the warning lamp will in
most cases go out automatically. However, the
fault code will remain in the memory.

Electrical system
Level fault
When the vehicle is at a level which differs
from the calibrated normal drive level, the
level fault warning lamp illuminates.
12 0752
The normal drive level is the calibrated level at
which the vehicle is normally driven. Level fault warning lamp
A raised drive level accomplished by tag axle
lift or load transfer as well as a temporary drive
level requested by means of the temporary
drive level switch may also be considered to be
normal drive level. The level fault warning
lamp will be on as long as the level change is in
progress and then go out.
The normal drive level is set by means of the
green button on the control box. For further
information, refer to Control box.
Load transfer
The load transfer warning lamp illuminates
when load transfer is requested and is on as Load transfer warning lamp
long as the bogie distribution does not conform
to the specified value.
The lamp automatically goes out when load load transfer with tag axle lift and goes out
transfer is manually interrupted (or reduced) or when the tag axle is lowered.
when time limited load transfer is used.
The lamp indicates that the control unit has
Old configuration: The lamp integrated in the approved the tag axle lift.
button also illuminates when tag axle lift or
load transfer has been requested. The lamp in the panel also is on when load
transfer is gradually reduced and does not go
The lamp in the button goes out when load out until the load transfer is completed.
transfer is manually interrupted.
New configuration: The warning lamp in the
button illuminates when the tag axle is up and
goes out when the tag axle is down.
Thus, the lamp indicates that the tag axle is up.
Generation 2.1A: The load transfer lamp on
the panel illuminates when the control unit has
received and approved a request for load
transfer. The lamp in the button illuminates
when the control unit has approved a complete

Valves and sensors
Valves and sensors
Solenoid valve block

The generation 2 ELC uses a single or double
solenoid valve block for suspension control,
V54 or V54+V55. The the valve block
operation differs depending on the vehicle
configuration.
In production, Scania uses four different
solenoid valve blocks. Only two types of block
are available as spare parts: One double and
one single.
Certain blocks used in production have limited
functionality, whereas the spare blocks contain
all functions. If a spare block is used for a
vehicle with limited functionality, e.g. A
suspension, those outputs that are not used
should be plugged.
Solenoid valve block V54

The single solenoid valve block V54 is used
for the following vehicles:
Wheel configuration Load transfer Solenoid valves

4x2A - 2
4x2B - 3
6x4A Without 2
6x4B Without 3
6x4A With 3
8x4A Without 2
8x4B Without 3
8x4A With 3

Valves and sensors
Solenoid valve block V54
105818
5 4 3
1 Electrical connection
2 (3) Outlet
3 (11/25) Feed
4 (22) Control air for rear suspension bellows
5 (23) Vehicles with B suspension: Control air for front
suspension bellows Vehicles with A suspension and
load transfer: Control air for rear rear axle suspension
bellows

Valves and sensors
Solenoid valve block V54+V55

The double solenoid valve block V54+V55 is used for all
vehicles where the functionality of the single block is not
sufficient.
Solenoid valve block
1
2
3 105 817
4 5 6 7
1 Electrical connection V55
2 Electrical connection V54
3 (V54-23) Control air, outlet (see table V54)
7 (V54-11) Air feed, intake
8 (V54-3) Outlet

Valves and sensors
Intakes and outlets on V54+V55

Table V54
V54-3 V54-11 V54-22 V54-23
Air feed All
Outlet (venting) All
Control air for suspension 8x2/4A, 8x2/4B
bellows on rear axle and front
tag axle
Control air for suspension All except
bellows on rear axle those above
Control air for front All - Except for 6x4B
suspension bellows and 8x4B with load
transfer
Table V55
V55-22 V55-23
Control air for front 6x4B and 8x4B with load
suspension bellows transfer
Control air for tag axle lifting All except those above
bellows
Control air for suspension All
bellows on tag axle/rear rear
axle

Valves and sensors
Solenoid valve
Solenoid valve V32

The V32 solenoid valve releases the parking
brake during load handling. It is activated
when vehicle raising or lowering has been
requested, in order to prevent bending stresses
in the chassis.
Level sensor
For more information see Brake system
Sensors
Level sensors T72 and T73
102639
With the transition to generation 2 ELC, new,
tighter connectors were introduced for all
electrical connections. These are bayonet-type
connectors in accordance with DIN.
A B
A Earlier design
B Generation 2 with DIN connector
The chassis height is measured by inductive
sensors. The level sensors are located on the
frame, and measure the distance between frame Level sensor
and axle. 1
The level sensors consist of a fixed coil and a
moving core. If the vehicle is raised or lowered
the core will be either pushed into the core or
pulled out of it.
2
The inductance of the coil varies depending on
how much of the core is inside the coil. 4 3
The control unit sends a pulse to the sensor.
The pulse duration varies with the inductance
of the coil.
By measuring the pulse duration, a value
corresponding to the height of the vehicle is
105 827
obtained.
1 Connector
2 Coil
3 Core
4 Lever retainer

Valves and sensors
Example:
• The vehicle is raised. The core moves into
the coil. The inductance and the pulse
duration increase.
• The vehicle is lowered. The core moves
out of the coil. The inductance and the
pulse duration decrease. 300 us
A
B
130 us
Since the core and the coil do not contact each
other, there is no wear between these two parts.
The output of the sensor is thus very accurate.
640 us
C
In trouble shooting, no resistance variation can
be measured when the sensor is influenced.
The sensor coil resistance constantly 120 ohm,
regardless of the position of the core.
12 0749
A Pulse at drive level.
B Pulse at low inductance (vehicle level low).
B Pulse at high inductance (vehicle level high).
The values are approximate.

Valves and sensors
Pressure sensor T70 and T71

On vehicles with load transfer, the pressure in
the rear axle suspension bellows is controlled
using data from two pressure sensors. The
sensors are located on the left hand suspension
bellows on the rear axle and the rear rear axle/
tag axle.
Pressure sensor
The pressure sensor is connected via three
cables. One earth cable, one feed cable and one
signal cable to the control unit.
The pressure acts on a silicon diaphragm which
in turn acts on a Wheatstone bridge and an
electronic measuring amplifier. The measuring
amplifier generates a signal which varies
between 0.5 and 4.5 V in proportion to the
pressure in the bellows. A voltage of 0,5 V
corresponds to atmospheric pressure (ambient
105 942
air pressure, bellows pressure is 0 bar) and
4,5 V corresponds to a bellows pressure of 10 The hole in the pressure sensor's
bar. The feed voltage is the battery voltage, electrical connection must not be
+ 24 V. blocked.
In the bayonet connection of the pressure
sensor there is a hole which allows atmospheric
pressure to enter the sensor. This hole must not
be blocked, as the sensor uses the atmospheric
pressure as a pressure reference. The air that
the sensor requires for this is passed to the
sensor through the wiring.

16:04-01
Utgåva/Issue/Ausgabe/Uitgave/Edición/Edition/Edizione/Painos 2
Diagnosuttag
Diagnostic socket
Diagnoseanschluß
Diagnose-aansluiting
Toma de diagnóstico
Prise diagnostic
Presa diagnosi
Diagnoosiliitin
Tomada para diagnose

1 585 314
110041
16:04-30
Bromstrycksreducering framaxel
Brake pressure reduction front axle
Bremsdruckreduzierer Vorderachse
Remdrukbegrenzing vooras
Reducción de presión de frenos en eje delan-

tero
Réduction de la pression de freinage essieu

avant
Riduzione della pressione di frenatura

sull’asse anteriore
Etuakselin jarrupaineen alennus
Diminuicão da pressâo de frenagem do eixo

dianteiro
Förbindningsschema/Kretsschema
Wiring diagram/Circuit diagram
Verbindungsplan/Stromkreisplan
Aansluitschema/Circuitschema
Diagrama de conexiones/Diagrama de circuitos
Schéma des liaisons/Schéma électrique
Schema dei collegamenti/Schema circuiti
Kytkentäkaavio/Piirikaavio
110125 Esquema de conexões/Diagrama de circuito

1 710 672
16:04-35
EBS

1 586 991
16:05-31
ABS Bosch CP12
Kretsschema
Kretsschema
Circuit diagram
Stromkreitsplan
Circuitschema
Esquema del sistema
Schema de circuits
Schema cicuito
Perussähköjärjestelmän
©
1 710 589
16:05-34
Retarder med aut. avgasbroms (EEB)
Retarder with automatic exhaust brake (EEB)
Retarder mit automatischer Abgasbremse

(EEB)
Retarder met autom. uitlaatrem (EEB)
Ralentizador con freno de escape automático

(EEB)
Ralentisseur avec ralentisseur sur

échappement automatique (EEB)
Rallentatore con freno motore automatico

(EEB)
Hidastin ja aut. pakokaasujarru (EEB)
Retardador com freio motor (travão de escape)

automático (EEB)
Fordon tillverkade efter 9908
Vehicles manufactured after 9908
Fahrzeug gebaut nach 9908
Na 0899 gefabriceerde voertuigen
Vehículos fabricados después de 9908
Véhicules fabriqués après 9908
Veicoli realizzati dopo il 08/99
9908 jälkeen valmistetut ajoneneuvot
Veículos fabricados após 9908
©
16:05-35
EBS
Kretsschema
Circuit diagram
Stromkreitsplan
Circuitschema
Esquema del sistema
Schema de circuits
Schema cicuito

1 710 587
A
A
16:05-45
ELC Luftfjädring, 6x4, 8x4
ELC Air suspension, 6x4, 8x4
ELC Luftfederung, 6x4, 8x4
ELC Luchtvering, 6x4, 8x4
ELC Suspensión neumática, 6x4, 8x4
ELC Suspension, 6x4, 8x4
ELC Sospensione pneumatica, 6x4, 8x4
ELC Ilmajousitus, 6x4, 8x4
Kretsschema
Circuit diagram
Stromkreitsplan
Circuitschema
Esquema del sistema
Schema de circuits
Schema cicuito
©
1 710 588
Utgåva/Issue/Ausgabe/Uitgave/Edición/Editi
EDC MS6.
Enhetsinsprutare
Unit Injector
Pumpe-Düse-Einheit
Eenheidsverstuivers
Inyectores-bomba
Unité injecteur complet
Unità iniettori pompanti
Injector de unidade
Ruiskutinyksikko
Kretsschema
Circuit diagram
Stromkreitsplan
Circuitschema
Esquema del sistem
Schema de circuits
Schema cicuito
Perussähköjärjestelm
©
1 710 586
G
S
c
Im
c
S
G
S
C
Im
P
S
G
S
C
Im
C
S
G
Im
T
S
G
Im
Te
S
16:14-05
Stolar, el-anslutning till chassi
Seats, electrical connection to chassis
Sitze, elektrischer Ansluss an das Fahrgestell
Stoelen, elektrische aanslluiting op chassis
Asientos, conexión eléctrica al chasis
Sièges, raccordements électriques au châssis
Sedili, connessioni elettriche al telaio
Istuimet, sähköliitäntä alustan
Bancos, conexão elétrica para o chassi
Förbindningsschema
Wiring diagram
Verbindungsplan
Bedradingsschema
Diagrama de conexiones
Schèma de rèalisation
Diagram conessioni
Kytkentäkaavio
©
1710 132
16:14-08
VPS, larm och stöldskydd
VPS, alarm and theft protection
VPS, Alarmsystem und Diebstahlschutz
VPS, alarm- en enti-diefstalsysteem
VPS, sistema de alarma y protección antirobo
VPS, alarme et antivol
VPS, allarme e antifurto
VPS, hälytin ja varrassuoja

112750

1 711 187
16:14-09
FMS, Satellitantenn
FMS, Satellite aerial
FMS, Satelliteantenne
FMS, satellietantenne
FMS, antena para satélite
FMS, Antenne de communication para satellite
FMS, antenna satellitare
FMS, Satelliitiantenni
Antena de satélite FMS
Förbindningsschema
Wiring diagram
Verbindungsplan
Bedradingsschema
Diagram conessioni
Kytkentäkaavio

1 710 593
16:14-11
Recirkulationsspjäll
Recirkulation damper
Umluftklappe
Recycleklep
Mariposa de recirculación
Volet de recirculation
Portellino ricircolo
Kierrätysläppä
Válvula de recirculcão

Vehículos fabricados despué de 9804
Véhicules fabriqués aprés 9804
Ennen 9804 valmistetut ajoneuvot

1 710 766
16:14-13
ETC med AC
ETC with A/C
ETC mit AC
ETC met AC
ETC con AC
ETC avec AC
ETC con AC
ETC com AC
ETC ja AC
ETC com AC


1 710 702
16:14-16
CTT med Eberspächer
CTT with Eberspächer
CTT mit Eberspächer
CTT met Eberspächer
CTT con Eberspächer
CTT avec Eberspächer
CTT con Eberspächer
CTT ja Eberspächer
CTT com Eberspächer

1 711 201
O
O
1 1
O
1
E
E
A
A
16:14-40
Spänningsdelare för släp
Voltage divider for trailer
Spannungsteiler für anhänger
Spanningsdeler voor volgwagen
Distribuidor de tensión para el remolque
Répartiteur de tension pour remorque
Ripartitore de tensione
Perävaunun jännitteenjakaja
Divisor de tensão para o reboque
Förbindningsschema
Wiring diagram
Verbindungsplan
Bedradingsschema
Esquema de conexiones
Schéma de réalisation
Schema delle connessioni
Kytkentäkaavio
Diagrama (esquema) elétrico

1 710 620
16:14-41
Elektrisk hyttippump
Electric cab tilt pump
Elektrische Fahrerhaus-Kippumpe
Elektrische kantelpomp
Bomba eléctrica cabina
Pompe de basculement électrique
Pompa elettrica, ribaltamento cabina
Sähköinen ohjaamonkippauspumpuu
Suspensão eléctrica de cabina
Manskapshytt
Crew cab
Mannschaftskabine
Manschapscabine
Cabina alargada
Cabine équipage
Cabina per più occupanti
Miehistöohjaamo
Cabina tripulacâo
©
1 710 768
16:14-48
Batterifrånskiljare, 1-polig ADR
Battery master switch, single-pole ADR
Batteriehauptschalter, 1-polig ADR
Scheidingsschakelaar voor de accu, 1-polig

ADR
Interruptor de baterías, ADR monopolo
Robinet de batterie, unipolaire ADR
Interruttore batterie, ADR monopolare
Akun eristyskatkaisin, 1-napainen ADR
Interruptor (seccionador) de bateria, unipolar

ADR
©
1 710 688
16:14-53
EXB avgasbroms, automatisk
EXB exhaust brake, automatic
EXB Abgasbremse, automatisch
EXB-uitlaatrem, automatisch
Freno de escape EXB, automático
Ralentisseur automatique EXB
Freno motore EXB, automatico
EXB-pakokaasujarru
Freio-motor (traväo de escape) EXB,

automático
Förbindningsschema
Wiring diagram
Verbindungsplan
Bedradingsschema
Diagram conessioni
Kytkentäkaavio
©
1 710 590
16:15-11
Recirkulationsspjäll
Recirkulation damper
Umluftklappe
Recycleklep
Mariposa de recirculación
Volet de recirculation
Portellino ricircolo
Kierrätysläppä
Válvula de recirculcão


1 710 767
16:24-05
Stolar, förarplats
Seats, driver position
Sitze, Fahrerseite
Stoelen, bestuurdersplaats
Asientos, puesto de conducción
Sièges, conducteur
Sedili, lato guida
Kuljettajan istuimet
Assento do motorista


1 710 685
16:24-09
AM/FM-radio
AM/FM Radio
AM/FM-Radio
AM/FM-radio
Radio AM/FM
Radio AM/FM
Radio AM/FM
AM/FM-radio
Rádio AM/FM

110032

1 710 687
16:52-01
Instrumentpanel och el i framparti
Instrument panel and electrics in front assem-

bly
Armaturenbrett und E-System vorn
Instrumentenpaneel en electriciteit vóór
Panel de instrumentos y electricidad en parte

delantera
Tableau de bord et électricité de la section

avant
Panelli strumenti e elettricità sulla zona anteri-

ore
Kojetaulu ja etuosan sähkö
CN/CL

1 710 800
16:52-02
Elcentral
Electrical center
Elektrozentrale
Elektisch centrum
Centralilla eléctrica
Centrale électrica
Centralina alettrica
Sähkökeskus
CN/CL

1 710 801
16:52-03
Ram och Motor
Frame and engine
Rahmen und Motor
Chassiraam en motor
Bastidor y motor
Cadre et moteur
Telaio e motore
Runko ja moottori
Chassi e motor
CN/CL

1 710 802
F
I
b
P
d
T
a
P
E
S
R
R
16:52-50
Nod A, X
Node A, X
Knoten A, X
Vertakkingspunt A, X
Nodo A, X
Nod A, X
Nod A, X
Noodi A, X

1 710 786
16:52-51
Nod B
Node B
Knoten B
Vertakkingspunt B
Nodo B
Nod B
Nod B
Noodi B
4x2

1 710 787
16:52-52
Nod C
Node C
Knoten C
Vertakkingspunt C
Nodo C
Nod C
Nod C
Noodi C

1 710 788
16:52-53
Nod D
Node D
Knoten D
Vertakkingspunt D
Nodo D
Nod D
Nod D
Noodi D
4x2

1 710 789
16:52-54
Nod E
Node E
Knoten E
Vertakkingspunt E
Nodo E
Nod E
Nod E
Noodi E

1 710 790
16:52-55
Nod F
Node F
Knoten F
Vertakkingspunt F
Nodo F
Nod F
Nod F
Noodi F

1 710 791
16:52-56
Nod G
Node G
Knoten G
Vertakkingspunt G
Nodo G
Nod G
Nod G
Noodi G

1 710 792
16:52-57
Nod H
Node H
Knoten H
Vertakkingspunt H
Nodo H
Nod H
Nod H
Noodi H

1 710 793
16:52-60
BNS, matning och kommunikation
BNS, supply and communication
BNS, Eingabe und Kommunikation
BNS, meting en communicatie
BNS, alimentación y comunicación
BNS, alimentation et communication
BNS, alimentazione e comunicazione
BNS, syöttö ja viestintä

1 710 807
16:52-61
Dörrar, manövrering
Doors, controlling
Türen, betätigung
Portieren, bediening
Puertas, accionamiento
Portes, commande
Portiere, azionamento
Ovet, ohjaus
Portas, comando
©
1 711 192
16:52-62
Dörrar, dörrhyllor
Doors, doorsteps
Türen, Türbleche
Portieren, portierplaten
Puertas, panel de puerta
Portes, ètagèes de porte
Portiere, lamiera portiera
Ovet, oviaskelmat
Portas, prateleiras da porta

1 711 193
16:52-63
Nod B, ledbuss
Node B, articulated bus
Knoten B, Gelenkbus
Knoop B, gelede bus
Nudo B, autobus articulado
Noeud B, autobus articulè
Giunzione B, autobus articolato
Noodi B, nivelbussi
Nó B, ônibus artculado

1 711 188
16:52-64
Nod D, ledbuss
Node D, articulated bus
Knoten D, Gelenkbus
Knoop D, gelede bus
Nudo D, autobus articulado
Noeud D, autobus articulè
Giunzione D, autobus articolato
Noodi D, nivelbussi
Nó D, ônibus artculado

1 711 189
16:52-65
Nod I
Node I
Knoten I
Vertakkingspunt I
Nodo I
Nod I
Nod I
Noodi I

1 711 190
16:52-66
Nod J
Node J
Knoten J
Vertakkingspunt J
Nodo J
Nod J
Nod J
Noodi J

1 711 191
S
S
2
P
S
C
3
C
3
S
2
S
S
A
F
B
r
g
16:54-51
Elgas
Electric throttle
Elektronengas
Elektrisch gasmechanisme
Mando elétrico acelerador
Accélérateur électrique
Accelerazione elettrica
Sähkökaasu
Acelerador elétrico

1 710 795
16:54-57
Bränslevärmare
Fuel Heater
Kraftstoffwärmer
Brandstofverwarmer
Calentador de combustible
Rèchauffeur de carburant
Riscaldatore carburante
Polttoaineenlämmitin
©
1 711 199
16:54-58
Vitröksbegränsare
Whitesmoke limiter
Weißrauchbegrenzer
Witte-rookbegrenzer
Limitatore dei fumi bianchi
Limiteur de fumées blanches
Limitador humos blancos
Valkosavunrajoitin
Förbindningsschema/Kretsschema
Wiring diagram/Circuit diagram
Verbindungsplan/Stromkreisplan
Aansluitschema/Circuitschema
Diagrama de conexiones/Diagrama de circuitos
Schéma des liaisons/Schéma électrique
Schema dei collegamenti/Schema circuiti
Kytkentäkaavio/Piirikaavio
Esquema de conexôes/Diagrama de circuito

1 711 644
O
A
K
i
S
16:55-50
EDC MS6
Enhetsinsprutare
Unit Injector
Pumpe-Düse-Einheit
Eenheidsverstuivers
Inyectores-bomba
Unité injecteur complet
Unità iniettori pompanti
Injector de unidade
Ruiskutinyksikko
Kretsschema
Circuit diagram
Stromkreitsplan
Circuitschema
Esquema del sistema
Schema de circuits
Schema cicuito
KLN
©
1 710 584
cyl. 5
cyl. 6
cyl. 4
cyl. 3
cyl. 2
cyl. 1
E
K
i
S
N
N
N
N
N
N
18:02-01
Issue 2 en
Seat
Description of operation and work description

Fault diagnosis
Type A, Luxury and Medium
108 404
108 450

1 586 692
Contents
Description of operation Luxury A.....................................................................6

Medium A...................................................................7
Part numbers and serial numbers................................8
Air and electrics..........................................................9
The belt locks when the backrest is lowered ..............14
Fault diagnosis Fault codes ..................................................................15

Check this first ...................................................16
Versions of the control unit................................17
Fault codes .........................................................17
Fault diagnosis with a multimeter...............................27

Starter key positions ..........................................29
Colour designations on the cables .....................29
Potentiometer.....................................................30
Solenoid valve....................................................32
Control unit........................................................34
Switch for the heater pads .................................36
Heater pad..........................................................38
Contact for the seat’s electrical connections......40
Belt switch .........................................................42
Button for adjusting height ................................43
Buckle ................................................................46
Inertia reel..........................................................47
Sensor in the seat squab.....................................48

Work description Exploded views .......................................................... 50
Luxury A ........................................................... 50
Medium A.......................................................... 52
Spot repairs................................................................. 54
If the shock absorber becomes rigid.................. 54
If the height adjustment malfunctions ............... 55
If the seat rattles ................................................ 57
Repair kit for the air hoses ................................ 58
Removal and refitting ................................................. 59

Warnings to be observed when working on
the seat ............................................................... 59
Changing the seat .............................................. 60
Seat squab.......................................................... 62
Seat squab with seat-depth setting ........... 62
Slider ........................................................ 62
Seat squab without a seat-depth setting ... 63
Seat squab upholstery .............................. 64
Heater pad in the seat squab..................... 65
Buttons and controls .......................................... 66

Control valve for the side supports and
lumbar support ......................................... 66
Buttons ..................................................... 66
Button for adjusting height ...................... 67
Switch for the heater pad ......................... 67
Casing on the lower part of the seat .................. 68

Side casing with control buttons .............. 68
Side casing without control buttons ......... 68
Front casing.............................................. 69
Lower rear casing..................................... 69
Cont. on the next page
© Scania CV AB 1998, Sweden 3

Backrest..........................................................................................70
Backrest cushion ...................................................................70
Head restraint on Medium A ................................................71
Armrest .................................................................................71
Backrest casing on Luxury A................................................72
Backrest casing on Medium A..............................................72
Ratchet segment for tilting Medium A .................................73
Backrest upholstery on Luxury A.........................................74
Backrest upholstery on Medium A .......................................75
Heater pad in the backrest.....................................................76
Air cushions for the lumbar support .....................................76
Air cushions for the side supports in Luxury A....................77
Upper air valve in Luxury A .................................................78
Lower air valve in Luxury A.................................................78
Valve for setting the backrest in Luxury A ...........................79
Seat belt ..........................................................................................81

Seat belt for Luxury A ..........................................................81
Seat belt for Medium A ........................................................82
Seat belt and belt tightener for Luxury A .............................83
Seat belt and belt tightener for Medium A ...........................86
Buckle ...................................................................................88
Belt switch in Luxury A........................................................88
Seats for the US market ........................................................89
Shock absorber and cable...............................................................90

Shock absorber......................................................................90
Cable for setting the shock absorber.....................................91
Gas spring and cable ......................................................................92

Gas spring in Medium A.......................................................92
Cable for the gas spring in Medium A..................................93
Air spring........................................................................................94
Electronic parts...............................................................................95
Control unit ...........................................................................95
Solenoid valve.......................................................................97
Potentiometer ........................................................................98

The ”Description of operation” contains the following:

• a description of buttons, controls, part numbers and serial numbers on the
Luxury A and Medium A seats;
• the location of electrical contacts;
• compressed air diagrams;
• a description of how the backrest microswitch raises and lowers the
backrest.

Luxury A
Seat
Luxury A
Luxury A is equipped with air suspension and a
belt tightener (the latter is optional).
3
4
5
6
7
8
9
12
107 076
10
11
Luxury A
1 Handle for raising and lowering the upper 7 Rapid lowering function.
part of the backrest. 8 Height adjustment.
2 Service handle. For emergency use if there 9 For tilting the seat support.
is no air pressure. Push the handle to the
side to adjust the backrest. 10 For adjusting the length of the seat squab.
It adjusts in steps, forwards and backwards
3 Side support. For adjusting the two air (up to March 1998).
cushions.
11 Heater pad
4 Lumbar support. For adjusting the three
air cushions. 12 For adjusting the length of the seat squab.
5 Shock absorber adjustment. (as from April 1998).
6 For adjusting the upper and lower parts of
the backrest.

Medium A
Medium A
Medium A is available with or without air sus-
pension, and with or without a belt tightener.
2
3
2
4
5 3
8 6 4 107 078
107 077
7 5
Medium A with air suspension Medium A without air suspension (gas spring)
1 Lumbar support. For adjusting the two air 1 Mechanical adjustment of the lumbar
cushions. support.
2 Shock absorber adjustment. 2 For adjusting the backrest in steps.
3 For adjusting the backrest in steps. 3 Height adjustment.
4 Rapid lowering function. 4 For tilting the seat squab.
5 Height adjustment. 5 For heating the squabs.
6 For tilting the seat squab.
7 For heating the squabs.
8 For adjusting the length of the seat squab.
(as from April 1998).

Part numbers and serial numbers
Part numbers and serial numbers
107 079
1
2
3
The following numbers apply up to and inclu- The following numbers apply as of April 1998:
ding March 1998: 1 Part number of the backrest
1 Scania part number 2 Part number of the shock absorber unit
2 - 3 Seat serial number
3 Seat serial number

Air and electrics
Air and electrics
Input, output and contacts
A B
1 2 3
4 5 6
7 8 9
107 084
A Output (grey)
B Input (black)
1 30 Battery, 24 volts (red)
2 15 Ignition (black)
3 61 Engine running, heater pad in the seat
squab (red/white)
4 ISO-K Seat diagnostics system (white/yel-
low)
5 Empty
6 31 Earth (brown)
7 Warning lamp and safety belt (brown/blue)
8 Belt tightener (orange)
9 Belt tightener (black)

Air and electrics
Compressed air diagram for

Luxury A
2
8
5
PU3
rd
PU3
bu
E A P
6
PU3 PU3
bl bl
PU3
bn
10 PU3 10
bl
11
1 PU3
bl
PU3
bl
3
PU3 PU3
gy bl
bl
bl/rd
bl/rd
12 9
bl/gn
PU4 PU4
gy bl
107 082
13 14

Air and electrics
1 Air spring
2 Solenoid valve
3 Control valve
4 Control valve
5 Guide valve
6 Air cushions for the lumbar support
7 Air cushions for the side supports
8 Air valves for tilting the backrest
9 Air filter
10 Distribution device
13 Hose connection
14 Hose connection

Air and electrics
Compressed air diagram for

Medium A
E A P
PU3 4
bl
PU3
bn
PU3
bl
3
PU3 PU3
gy bl
bl
bl/wh
7 5
PU4 PU4
107 083
gy bl
8 9

Air and electrics
1 Air spring
2 Solenoid valve
3 Control valve
4 Air cushion for the lumbar support
5 Air filter
8 Hose connection
9 Hose connection

The belt locks when the
backrest is lowered
Microswitch or button
Seats with a microswitch have part numbers:
• 1 345 783-1 345 786
In this type of seat, the belt is reeled into the
seat and locks whenever the backrest is low-
ered. The backrest is raised with the handle
which supplies current to the inertia reel via a
microswitch so that the belt can operate freely
again (see the illustration).
107 080
If the seat is not connected to 24 V, the handle
microswitch will not function and the belt,
1 2
which is locked, will prevent the backrest from
6
being raised. Connect 24 V to pins 1 and 2, and
earth pin 6. 108 712
Seats with a button have part numbers:

• 1 404 605-1 404 608
In this later version of seat, the belt remains
slack when the backrest is lowered. The back-
rest is raised with the handle. The handle
microswitch has been replaced by a button that
prevents the belt from rewinding.

Fault diagnosis
The section on fault diagnosis contains:

• fault codes;
• instructions on how to perform a fault diagnosis on the seat
components using a multimeter.

Check this first
Seat, type A
Check this first Checks exterior to the seat
Some faults can be rectified without having to • Check that the voltage to the wiring in the
read the fault codes. This reduces the likeli- seat is 17V <U< 31V.
hood of having to replace a component that is • Check that the air pressure to the seat is
functioning well. If the seat has any of the fol- 7-10 bar.
lowing faults, carry out the checking procedure
below: • Check that there is nothing in the cab pre-
venting the seat from being raised or
Faults in the seat lowered.
• The seat does not adopt the automatic Checks inside the seat
height setting.
• Check that the air hoses are not leaking and
• The seat sets the height itself. that there are no folds in them.
• The seat cannot be raised from the lowest • Check that the cable harness is not
position. damaged.
• The seat cannot be lowered. • Check that the contacts are connected and
that there are no signs of oxidation on the
pins.

Versions of the control
unit
There are two different versions of control unit,
one of which is black and the other blue.
• The black version has part No. 1 377 511.
• The blue version has part No. 1 420 850.
fault codes;
Checking the control unit
When the power is switched on, the yellow
lamp in the control unit lights up for five sec- a 5 seconds
onds.
108 456
b 4 seconds
When the power is switched off, the yellow

lamp lights up for four seconds.
fault codes;
The control unit displays the fault code and
repeats it every 16 seconds.

fault codes;
Fault code a Fault code b
Fault Fault
None. None.
Cause Cause
Pre-operational check of the control unit func- Post-operational check of the control unit
tions. functions.
Remarks Remarks
If the control unit is working normally, the yel- If the control unit is working normally, the yel-
low lamp will light up for five seconds when low lamp will light up for four seconds when
the power in the vehicle is switched on. the power in the vehicle is switched off.
Remedial measure Remedial measure

None. None.

fault codes;
Fault Fault
None. With the black version of control unit, nothing
is working except the heater pad.
Cause With the blue version, the seat is working even
though the supply voltage is too low.
Reserved fault code. The seat has the old type
of control unit or a faulty control unit.
Cause
Remarks The supply voltage is too low, less than 17 V.
There are different versions of control unit.
Remedial measure
Remedial measure Look for a fault in the cable harness, the elec-
trical connections for the seat and the control
Replace the control unit. unit.

fault codes;
Fault Fault
With the black version of control unit, nothing The control unit is not reacting to the fact that
is working except the heater pad. air is escaping from the seat.
With the blue version, the seat is working even
though the supply voltage is too high. Cause
A fault in the solenoid valve output, hoses or
Cause cable harness.
The supply voltage is too high, in excess of
31 V. Remedial measure
Look for a fault in the cable harness, the poten-
Remedial measure tiometer or solenoid valve.
Look for a fault in the cable harness, the elec-
trical connections for the seat and the control
unit.

fault codes;
Fault Fault
The control unit is not reacting to the fact that None.
air is entering the seat.
Cause
Cause
Reserved fault code. The seat has the old type
The pressure of the air entering the solenoid of control unit or a faulty control unit.
valve is too low, or there is a fault in the cable
harness.
Remarks
Remedial measure There are different versions of control unit.
Look for a fault in the cable harness, the poten-

tiometer or solenoid valve. Remedial measure

fault codes;
Fault Fault
Nothing is working except the heater pad. The height adjustment function is not working.
Cause Cause
One of the control unit parameters is faulty. Short circuit in the electrical connection of the
solenoid valve.
Remedial measure
Remedial measure
Look for a fault in the cable harness, solenoid
valve or control unit.

fault codes;
Fault Fault
The height adjustment function is not working. The height adjustment function is not working.
Cause Cause
Short circuit in the electrical connection of the Break in the solenoid valve input.
solenoid valve.
Remedial measure
Remedial measure
Look for a fault in the solenoid valve or control
Look for a fault in the cable harness, solenoid unit.
valve or control unit.

fault codes;
Fault Fault
The seat cannot be lowered. None.
Cause Cause
Break in the solenoid valve output. Reserved fault code. The seat has the old type
Remedial measure
Remarks
Look for a fault in the solenoid valve or control
unit. There are different versions of control unit.
Remedial measure

fault codes;
Fault Fault
None. None.
Cause Cause
Reserved fault code. The seat has the old type Reserved fault code. The seat has the old type
of control unit or a faulty control unit. of control unit or a faulty control unit.
Remarks Remarks
There are different versions of control unit. There are different versions of control unit.
Remedial measure Remedial measure

Replace the control unit. Replace the control unit.

fault codes;
Fault Fault
None. The function for raising and lowering the seat
automatically to a preset level is not working.
The button for height adjustment is working.
Cause
Reserved fault code. The seat has the old type Cause
Fault in the potentiometer or wiring.
Remarks
Remarks
There are different versions of control unit.
The lamp flashes continuously.
Remedial measure
Remedial measure
Look for a fault in the cable harness, potenti-
ometer or control unit.

Fault diagnosis with a multimeter
13 2
12 3
4
11
5
10
6
7
9
8
1 Contact for the varistor 8 Contact for the switch for the heater pad
2 Contact for the inertia reel 9 Contact for the control unit
3 Contact for the heater pads in the seat 10 Contact for the solenoid valve
squab and backrest 11 Contact for the potentiometer
4 Contact for the sensor in the seat squab 12 Contact for the buckle
5 Contact for the electrical connection of the 13 Contact for the belt tightener
seat
6 Contact for the switch for the seat belt
7 Contact for the height adjustment button

8 7 4 3
2
13
9
11
12
10 6
1 - 8 Contact for the switch for the heater pad

2 Contact for the inertia reel 9 Contact for the control unit
3 Contact for the heater pads in the seat 10 Contact for the solenoid valve
squab and backrest 11 Contact for the potentiometer
4 Contact for the sensor in the seat squab 12 Contact for the buckle
5 Contact for the electrical connection of the 13 Contact for the belt tightener
seat
6 Contact for the switch for the seat belt
7 Contact for the height adjustment button

Starter key positions

Locked
The starter key can be removed in the locking
position. Parking lamps, hazard warning flash-
ers and interior lighting can be switched on.
103 785
Radio
A limited amount of electrical equipment is con-
nected in the radio position.
103 786
Drive
The entire electrical system is connected in the
drive position. The warning lamps for battery
level, oil pressure, brake pressure, etc., light up.
103 787
Start
The starter motor is connected in the start posi-
tion. When the key is released, it returns by
spring-action to the drive position.
103 788
Colour designations on the cables Designation Colour

bk black
bn brown
rd red
ye yellow
gn green
bu blue
gy grey
wh white

Potentiometer
Contact for the potentiometer
pin 1 bn/gn
pin 2 ye/rd
pin 3 ye
Pin 1: Earth
Pin 2: Signal to and from the potentiometer
Pin 3: Supply voltage
Supply voltage when the key is in the drive

position

Resistance when the seat squab is at an
arbitrary height.
Resistance when the seat squab is in the

lowest or highest position.

Solenoid valve
Contact for the solenoid valve
bu/gn
Pin1
rd/bu
Pin2
bu/wh
Pin3
Pin 1: Signal for input

Pin 2: Signal for a constant supply of 24 V
Pin 3: Signal for output
Air connection
3
2 bk
108 361
1 gy
1 Output
2 Air spring
3 Input, 7-10 bar

gy bn bk
Internal resistance in the output when lowe-

ring the seat
Internal resistance in the output when rai-

sing the seat

Control unit
Contact for the control unit
1 Red, supply voltage 12 Brown/yellow, button for rapid lowering

2 Black, starter lock 13 -
3 2 x brown/green, earth 14 White/yellow, Circuit cable for Diagnos
4 2 x brown/green, earth 15 -
5 Brown/green, earth 16 -
6 Yellow, 5 V supply to the potentiometer 17 Blue/white, output
7 Brown/yellow, signal to and from the seat 18 -
squab sensor 19 -
8 Yellow/red, signal to and from the potentio- 20 Blue/green, input
meter
21 -
9 Brown/grey, height adjustment button, lowe-
ring the seat 22 Red/blue, 24 V supply to the solenoid valve
10 Brown/blue, height adjustment button, rai-
sing the seat
11 -

When checking the supply of constant voltage, Constant supply voltage

the multimeter should always show 24 volts.
24V
When the key is in the locking position, the mul- Supply voltage when the key is in the
timeter should read 0 volts; when the key is in locking or drive position
the drive position, it should show 24 volts.
0V/24V

Switch for the heater pads
Switch
ye bn/gn
1a 2a
rd/Wh 1 2
bu/bn
1b 2b
1a Signal from the contact to the heater pads in

the seat squab and backrest
1 Supply voltage to the contact
1b
2a Earth
2 Signal from the contact to the backrest heater
pad
2b

When the engine is switched off, the multimeter Supply voltage

should read 0 volts; when the engine is on, it
should read 24 volts.
0V/24V
Internal resistance in the backrest heater

pad
Internal resistance in the heater pad in the

seat squab
Test with resistance between those pins in the Switch

illustration. Set the switch in position one or
two.

Heater pad
Contacts for the heater pads
pin1 bn
pin2 bu
pin3 ye
Pin 1: Earth 1 Heater pad in the backrest

Pin 2: Signal from the contact to the heater pad 2 Heater pad in the seat squab
in the backrest
3 Contact for the heater pad in the seat squab
Pin 3: Signal from the contact to the heater pads and backrest
in the seat squab and backrest
4 Contact for the heater pad in the seat squab
and backrest
The switch for the heater pad is connected in Parallel connection

series when it is in position one; when it is in 24V
position two, it is connected in parallel.
0V
0V
Series connection
0V
0V
24V

Internal resistance in the backrest heater

pad
1 Heater pad in the backrest

2 Heater pad in the seat squab
Internal resistance in the heater pad in the

seat squab
Heater pad in the backrest


Contact for the electrical connec-

tion of the seat
A Output (grey)
B Input (black)
1 30 Battery, 24 volts (red)
2 15 Ignition (black)
3 61 Engine running, heater pad in the seat
squab (red/white)
4 ISO-K Seat diagnostics system (white/yel-
low)
5 Empty
6 31 Earth (brown)
7 Warning lamp and safety belt (brown/blue)
8 Belt tightener (orange)
9 Belt tightener (black)
Note: Avoid short circuits between pins. The Constant supply voltage
contact can be damaged.
The voltage should be 17V <U< 31V.
Contact for the cab wiring

Supply voltage to the starter key
Note: Avoid short circuits between pins. The

When the key is in the locking position, the mul-

timeter should read 0 volts; when it is in the
drive position, the multimeter should show 24
volts. 0V/24V
Supply voltage to the heater pad
Note: Avoid short circuits between pins. The

When the engine is switched off, the multimeter

should read 0 volts; when the engine is running, 0V/24V
it should read 24 volts.
When the belt is locked, the multimeter should Signal to and from the buckle
not register anything; when the belt is not
locked, there should be resistance between the
pins.

Belt switch
Contact for the switch
Pin 1: Starter lock

Pin 2: Signal to and from the switch
The seat should not be in the vehicle. Checking the switch in the upright position
When the switch is in the upright position, there

should be resistance between the pins.
108 442
The seat should not be in the vehicle. Checking the switch when it is at an angle
When the switch is at an angle greater than 30

degrees, the multimeter should not register
anything.
108 443

Button for adjusting height
1 Button for adjusting height, lowering

2 Button for adjusting height, raising
4 Button for rapid lowering
Contact for the buttons on the left-hand side of the seat
Pin 3: Earth
Pin 4: Button for rapid lowering
Pin 2: Button for adjusting height, raising
Pin 1: Button for adjusting height, lowering

Contact for the buttons on the right-hand side of the seat
Pin 4: Button for rapid lowering

Pin 2: Button for adjusting height, raising
Pin 1: Button for adjusting height, lowering
Pin 3: Earth
Buttons during lowering, right-hand side of Buttons during lowering, left-hand side of
the seat the seat
When the button for adjusting height is not in

the depressed position, the multimeter should
not register anything. When the lower part of the
button (for lowering the seat) is in the depressed
position, there should be resistance between the
pins.

Buttons during raising, right-hand side of Buttons during raising, left-hand side of the
the seat seat
When the button for adjusting height is not in

the depressed position, the multimeter should
not register anything. When the upper part of the
button (for raising the seat) is in the depressed
position, there should be resistance between the
pins.
Buttons during rapid lowering, right-hand Buttons during rapid lowering, left-hand side
side of the seat of the seat
When the button for the rapid-lowering function

is not in the depressed position, the multimeter
should not register anything. When the button is
in the depressed position, there should be resis-
tance between the pins.

Buckle
Pin 1: Earth
Pin 3: Signal to and from the buckle
When the belt is locked, the multimeter should Contact for the buckle
not register anything; when the belt is not
locked, there should be resistance between the
pins.

Inertia reel
1 To the inertia reel

2 Contacts for the varistor
Contact for the inertia reel
Pin 1: Earth
Pin 3: Signal to and from the belt switch
Internal resistance in the contact for the

inertia reel

Sensor in the seat squab
Seats with the following part numbers are equip-

ped with a sensor: 1 395 501-1 395 508 and
1 345 787-1 345 790.
Contact for the sensor
Internal resistance in the contact

Work description
This section contains:
• exploded views;
• spot repairs;
• instructions on how to remove the seat and its component
parts.

Seat
exploded views;
Luxury A
4
1 2 3
5
6
7

exploded views;
1 Seat squab
3 Backrest
4 Upper backrest casing
5 Lower backrest casing
6 Heater pad in the backrest cushion
7 Gear segment
8 Armrest
9 Lower rear casing
10 Side casing
11 Control valves for the side supports and
lumbar support
12 Buttons
13 Button for adjusting height
14 Switch for the heater pad
15 Front casing
16 Buckle
17 Slider
18 Potentiometer
19 Control unit
20 Solenoid valve
21 Shock absorber
22 Cable for the shock absorber
23 Switch
24 Air spring
25 Lower air valve
26 Air cushions for the side supports and lum-
bar support
27 Support
28 Upper air valve
29 Inertia reel
30 Inertia reel and belt tightener

exploded views;
Medium A
4
1 2 3
6 29
7
14
28
18 8 5
9
15
16 10
11
19 12 27
13 11
26
24
16 17 23
20 21
107 480
22 25 26

exploded views;
1 Seat squab
3 Backrest
4 Head restraint
5 Armrest
6 Backrest casing
7 Heater pad in the backrest cushion
8 Lower rear casing
9 Side casing
10 Control valve for the side supports and
lumbar support
11 Buttons
12 Button for adjusting height
13 Switch for the heater pad
14 Buckle
15 Front casing
16 Gas spring
17 Cable for the gas spring
18 Slider
19 Potentiometer
20 Control unit
21 Solenoid valve
22 Shock absorber
23 Cable for the shock absorber
24 Switch
25 Air spring
26 Ratchet segment
27 Air cushion for the lumbar support
28 Inertia reel
29 Inertia reel and belt tightener

spot repairs;
spot repairs;
If the shock absorber becomes

rigid
If the seat is subjected to much excitation during
driving, it can suddenly become rigid.
1 Set the shock absorber at ”soft”.
HARD
SOFT
107 088
2 Rock the seat up and down a couple of times
with your hands.
3 Press the seat down hard using the full
weight of your body.
3
If the seat becomes rigid and refuses to move,
there is a fault with the shock absorber, see
Shock absorber.
2
107 087

spot repairs;
If the height adjustment

malfunctions
Check the following

1 Look to see if there are any fault codes.
2
2 Listen for air leaking from the seat. 3
3 Make sure that the seat pin assembly 1 is not
jamming.
4 Disconnect the control unit contact and
reconnect it again. The contact pins might 4
be oxidised.
5 Make sure that the potentiometer 2 is cor-
rectly positioned and secured.
1
6 Check that the shock absorber is intact and
106227
functioning properly. 5
7 Check that the solenoid valve 3 is not bloc-
ked with particles of dirt. If it is, fit a new 1 Pin assembly
solenoid valve and a new filter. See Fitting 2 Potentiometer
the solenoid valve and filterand Solenoid 3 Solenoid valve
valvein the ”Work description”.
4 Control unit
Seats as and from serial number 5 Serial number
61 970 131 433 have a filter between the
boot and solenoid valve.
8 Change the control unit 4.

spot repairs;
50
Fitting the solenoid valve and filter 20
1 The solenoid valve and filter are supplied

together as a spare part kit.
To change the solenoid valve, cut the hose
between the solenoid valve and the air
spring (see the illustration). 2
2 Fit the air filter on to the air hose between
the air spring and the solenoid valve (see the
illustration). 1
3 Clamp the hoses.
106228
1 Air filter
2 Clamps
3 Hose clamp

If the seat rattles
If the seat rattles, it can be due to one of the fol-
lowing parts being loose. If so, tighten the
screws.
1 There might a gap in the shock absorber
bracket. Tighten the screw to 20 +/- 2 Nm.

spot repairs;
Repair kit for the air hoses

A repair kit for air hoses is available. It contains
two sizes of hose, joining unions and connec-
tions for repairing a leak in the system.
IMPORTANT! Do not subject the hoses to

excessive bending. A sharp bend can cause
blocking.
107 090

Warnings to be observed when working on the seat
Warning when working on

the seat
Block for some types of repair
! WARNING!
Always secure the seat with a block to

prevent your limbs from being trapped.
150 mm
40 mm
As a precaution against limbs becoming trapped
101 791
40 mm
when working on the seat, it is necessary to
make a block.
The block is used to secure the seat in the raised

position.
101 628

Changing the seat
Changing the seat
Removal
! WARNING!
If the seat has a belt tightener, discon-

nect all the power sources in the vehicle.
1 Lower the seat fully to empty the air spring

of air.
2 Disconnect the contact at the rear of the
seat.
108 748
3 Disconnect the rapid-action coupling on the
left-hand air hose by pressing the black
plastic ring. Pull the air hose off. Left-hand air hose
4 Cut the right-hand air hose as close to the

seat as possible.
5 Remove the two screws securing the seat in

place.
100 745

Changing the seat
6 Loosen the seat on one side and remove the

guide pins from the holes.
7 Before the seat can be refitted, the hose in
the supply connection must first be
removed.
Dismantle the supply connection.
108 746
8 Remove the hose.
9 Make sure that the two O-rings are still in
the supply connection. Screw the supply
connection together again.
108 747

Seat squab
Seat squab with seat-depth setting

1 Push the seat squab to its forwardmost
position.
2 Undo the Velcro tape at the rear of the seat
squab.
3 Pull the handle 3 in the direction of the
arrow and hold it there firmly.
4 Continue to pull the seat squab forward as
far as it will go and then lift it up.
5 Disconnect the electrical connections 1 and
2 for the heater pads.
Note: Refit the seat squab carefully to avoid

trapping the cables.

Seat squab without a seat-depth
setting in Medium A
1 Press the handle 3 in the direction of the
arrow and hold it firmly.
2 Push the seat squab to its forwardmost posi-
tion and lift.
3 Undo the Velcro tape at the rear of the seat
squab.
4 Disconnect the electrical connections 1 and
2 for the heater pads.
Note: Refit the seat squab carefully to avoid

trapping the cables.

Seat squab upholstery
Tools
Number Designation Illustration Tool board

588 134 Pliers None
102905
1 411 488 Staple None
Removal
1 Remove the seat squab.
2 Unfold the upholstery from the bottom
plate.
3 Remove the staples 1.
4 Remove the upholstery.
1
101 606

Seat squab
Heater pad in the seat squab

1 Remove the seat squab. 1
2 Remove the upholstery from the seat squab.

3 Method 1: Peel the old heater pad carefully
away from the squab and stick the new pad
into place.
Method 2: Cut the cables and the thermostat
2. Stick the new heater pad on top of the old
one.
101 611

Buttons and controls
Control valve for the side supports

and lumbar support
1 Push the seat squab forward.
2 Press the control valve out of position from
the inside.
3 Disconnect the hoses.
4 Change the control valve.
101 616
Buttons
1 Press the button out of position from below
using a drift or similar tool.
Note: Change the control button.

101 601

Button for adjusting height

1 Grip the lower part of the button 1, push it
upwards and outwards.
2 Disconnect the cable 2.
2 1
101 617
Switch for the heater pad
2 Push the switch 1 out of position from the
inside.
101 612

Casing on the lower part of the
seat
Side casing with control buttons

2 Remove the button assembly.
3 Remove the screws 1.
4 Loosen the rear/lower plastic casing 2.
5 Remove the lumbar support valve 3.
6 Remove the button 4 for the heater pad.
7 Remove the side casing.

Front casing 1 2
2 Tilt the front section as high as it will go.
4 Undo the front screws on the side casing
without the control buttons.
5 Extend the side casing and remove the front
casing 1.
101 610
Lower rear casing
1 Remove the side casing without the control 1
buttons.
2 Remove the red handle 1 on Luxury A.
3 Remove the rear/lower casing 2.
2
101 642

Backrest
Backrest
1 Remove the seat.
3 Remove the strap 1 for the cables and air
hoses.
4 Disconnect the cables and air hoses.
5 Remove the side casing with the control but-
tons.
6 Remove the lower rear casing.
7 Remove the retaining screw 2 for the belt.
8 Remove the inertia reel 3 in Medium A.
101 602
9 Remove the retaining screws 4, one on each
side of the backrest cushion.
10 Tilt the backrest cushion forwards 90
degrees. Prize it loose and lift it off.
Note: Protect ratchet segment 5 from damage.

Backrest
Head restraint on Medium A

1 Pull the head restraint upwards to the upper-
most position.
1
2 Press the latch clamps 1 firmly to the side 1
while pulling the head restraint upwards.
101 615
Armrest
1 Remove the cover from the backrest casing.
2 Detach the armrest by removing the two
screws.
107 504

Backrest casing on Luxury A
1 Push the upper part of the backrest forward 3
as far as it will go.
2 Remove the screws 2 from the handle 1. 3
3 Remove the remaining screws 3 from the
casing.
1

Ratchet segment for tilting
Medium A
tons.
3 Unhook the tension springs 3 from parts 7
and 8.
4 Remove tension spring 9.
5 Remove the screw 2 from the belt retainer 4.
6 Remove the screw 5 and nut 1. 2
(42 Nm)
7 Remove the ratchet segment 6.

Backrest
Backrest upholstery on Luxury A
Tools

588 134 Pliers None
102905
1 411 487 Clip None
1 Remove the backrest casing.

2 Remove the guide casing for the seat belt 1
by removing the screws 2.
tons.
3
2
4 Remove the retaining screw 6 for the belt.
1
5 Remove the clips 3 from the backrest frame. 4
3
6 Remove the staples 4.
6
101 605
(42 Nm)

Backrest
Backrest upholstery on Medium A
Tools

588 134 Pliers None
102905
1 Remove the head restraint and the backrest

casing.
2 Remove the bracket 1. 1
3
3 Remove the clips 2 and 3.
2 107 611

Heater pad in the backrest
3 Remove the staples from the rear. Fold the
upholstery to one side to make the heater
pad accessible.
2
4 Method 1: Peel the old heater pad carefully
away from the backrest and stick the new
pad into place.
Method 2: Cut the cables and the thermostat
2. Stick the new heater pad on top of the old
one.

Backrest
Air cushions for the side supports

in Luxury A 3
1 Remove the backrest casing. 2
2 Loosen and fold the upholstery to one side.
3 Detach the air hose 1 by the T-piece.
4 Detach the air cushion from the plastic locks
2 and the plastic knobs 3. 2
107 433
1
5 Transfer the air hose to the new air cushion.
107 264

Upper air valve in Luxury A
3
The upper air valve controls the upper part of the
backrest.
2 4
If the air cylinders in the seat are leaking, a hiss-
ing sound will be heard and the handle for
adjusting the backrest will no longer function.
1
1 Tilt the upper part of the backrest forwards
90 degrees.
2 Remove the upper backrest casing.
3 Remove the tension spring 1 using a pipe
approximately 30 cm long with an internal
diameter of 8 mm.
4 Detach the hexagon screw 3 from the air
101619
valve 4.
5 Unhook the cylinder from the shaft 2.
6 Detach the air connection from the cylinder.
Lower air valve in Luxury A

The lower air valve controls the lower part of the
backrest.
If the air cylinders in the seat are leaking, a hiss-
ing sound will be heard and the buttons for
adjusting the backrest will no longer function.
2 Remove the screw 1 and change the air
valve 2.
101 620
3 Unhook the cylinder from the shaft 3.

4 Disconnect the air connection and change
the cylinder.

Valve for setting the backrest in
Luxury A
! WARNING!

101 628
2 Set the height at the uppermost position and
secure with a block.
3 Discharge the air from the system.

4 Detach the protection boot from the lower
part of the seat frame.
5 Extract the valve shaft 7 from 4.
6 Remove the screw 3 from the valve 1.
7 Remove the valve 1 from the seat plate.
8 Remove hoses 8, 9 and 2 from the valve 1.
Connect the new valve. Check that it is working
101 624
by turning screws 5 and 6 until the valve starts to

hiss, then screw them a little more until the hiss-
ing stops.

Backrest
Seats with the following serial numbers have

been equipped with a reinforced link:
• 61 960 021 797 - 619 621 797 on left-hand
seats;
• 61 960 023 771 - 619 623 771 on right-hand
seats.
106 457
Reinforced link
The valve is not equipped with a link as from the

following numbers:
• 61 960 021 797 on left-hand seats;
• 61 960 023 771 on right-hand seats.
3
2
1
Valve without a link 106 458
1 black
2 Red
3 Blue

Seat belt
Seat belt
Seat belt for Luxury A
IMPORTANT! If the belt has been damaged in

a road accident, the buckle must be changed as
well. 1
1 Remove the upper part of the backrest

casing.
2 Remove the guide casing for the seat belt 1 4
by removing the screws 2. (42 Nm)
2
3 Fold the upholstery to one side.
4 Disconnect the cable 3.
3
6 Remove the inertia reel.
5
101 613
7 Remove the side casing with the control but- (42 Nm)
tons and remove the rear/lower casing.
8 Remove the screw 5 from the belt bracket.
Refit screws 4 and 5 using locking fluid and

tighten them to 42 Nm.

Seat belt for Medium A

well.

2 Remove the side casing and the rear lower
casing.
2
3 Remove the retaining screw 1 from the belt. (42 Nm)
4 Remove the screw 2 from the inertia reel.

1
101 646
(42 Nm)

Seat belt
Seat belt and belt tightener for

Luxury A
! WARNING!
Disconnect all power sources from the

vehicle before starting work on the belt
tightener.
The belt tightener contains a firing
charge. Do not perform any other work
on it besides that described here.
Carry the belt tightener with the mouth
of the pipe pointing downwards. Do not
hold your fingers over the pipe mouth or
cable.
After removing the belt tightener, place it
in its box.
Keep the belt tightener in its box until
you fit it into place. If you have to stop
work, lock it away safely in a storeroom
Do not use a belt tightener that has
fallen more than 0.5 metres on to a hard
surface.

well.
Removal
1 Make sure you have an empty box to put the
belt tightener in when you have removed it.
105 928
If you are going to fit a new belt tightener,

use its box for the old one.

2 Push the upper part of the backrest forward 3
as far as it will go.
3 Remove the screws 2 from the handle 1.
3
4 Remove the remaining screws 3 from the
casing.
1

Refitting
1 Refit the screw 4 using locking fluid and
tighten it to 42 Nm.
1
2 Refit the side casing with the control but-
tons, and the rear/lower casing.
3 Refit the inertia reel and firing pipe. Apply
locking fluid to the screws 3 and tighten
them to 42 Nm. 3
(42 Nm)
4 Reconnect the wiring. 2
5 Fold the upholstery back into place.

6 Refit the guide casing for the seat belt 1 with
the screws 2.
106 394
4
(42 Nm)
7 Refit the backrest casing. 3

Seat belt
Seat belt and belt tightener for

Medium A
The following illustrations show the position of
the seat-belt tightener in the Medium A.
! WARNING!
Disconnect all power sources from the

vehicle before starting work on the belt
tightener.
The belt tightener contains a firing
charge. Do not perform any other work
on it besides that described here.
Carry the belt tightener with the mouth
of the pipe pointing downwards. Do not
hold your fingers over the pipe mouth or
cable.
After removing the belt tightener, place it
in its box.
Keep the belt tightener in its box until
you fit it into place. If you have to stop
work, lock it away safely in a storeroom
Do not use a belt tightener that has
fallen more than 0.5 metres on to a hard
surface.

well.
Removal
105 928
1 Make sure you have an empty box to put the

belt tightener in when you have removed it.
If you are going to fit a new belt tightener,
use its box for the old one.

3 Remove the side casing and the rear lower
casing.
4 Remove the retaining screw 1 from the belt.
5 Disconnect the wiring. 2
(42 Nm)
6 Remove the screw 2 from the inertia reel.
101 646
(42 Nm)

Buckle
1 Remove the side casing without the control
buttons.
1
2 Remove the buckle 1 and screw 2.
2
(42 Nm)
101 833
When refitting, use locking fluid on the screw 2
and tighten it to 42 Nm.
Belt switch in Luxury A

1 Remove the connector 3 from its retainer.
3 Lift up the protection boot.
4 Remove the contact 1 and cut the strap.

Seats for the US market Belt in the backrest
The following applies to seats that have been

adapted to comply with regulations in the
United States. A belt passes from the rear of the
backrest to a bracket in the cab wall. The bracket
is located behind the wardrobe wall.
When refitting, use locking fluid on the screws
and tighten them as per the torque in the illustra-
tions.

Shock absorber and cable
Shock absorber
! WARNING!

101 628
1 Remove the seat.
3 Remove lock plates 2 and 5.
4 Move the seat by hand to the uppermost
position and secure it into place with a
block.
5 Discharge the air.
6 Detach the protection boot from the front of
the seat.
101 622
7 Unscrew the screw 3 and remove the shock

absorber 4.
8 Remove the cable from the holder 1.

Cable for setting the shock
absorber
2 Remove the screw 9.
3 Remove the lock plate 7.
4 Remove the cable 6 from the shock
absorber.
5 Remove the bracket 4 from the frame 5.
6 Remove the bracket 2 from the button 1.
Push the cable out from under the button.
Detach the bracket from the cable.

Gas spring and cable
Gas spring in Medium A
! WARNING!

101 628
1 Remove the seat.
4 5 6 1
3 Lower the seat as far as it will go.
4 Remove the lock plate 1.
5 Detach the cable 2.
Note: Do not touch the button.
6 Remove nuts 3 and 4.
107 092
7 Push the front of the seat upwards until the
gas spring falls out of its bracket.
3 2
When fitting a new gas spring, refit the nut 6 and

plate first. Adjust the nut between the gas spring
and nut 3. Use the nut on the old gas spring.
Test to see if the gas spring is working. If not,
see Cable for the gas spring.

Cable for the gas spring in

Medium A
! WARNING!

101 628
1 2 3
2 Remove lock plates 1 and 3.
3 Detach the cable 2 from the bracket.
107 091
4
After fitting the new cable, test the height adjust-
ment function. If it is not working or blocked,
adjust the length of the cable.
4 Tighten the lock nuts after each adjustment
of the cable.

Air spring
Air spring
Air spring
! WARNING!

101 628
1 Remove the seat.
2 Move the seat by hand to its uppermost
position and secure it with a block.
1
4 Remove screws 1 and 2.
5 Detach the air hoses and remove the air
spring 3.
3 2
101 625
When refitting, make sure that the air hoses do

not become trapped and the air spring twisted.

Electronic parts
Electronic parts
Control unit
! WARNING!

101 628
2 Set the height adjustment at the highest
position.
3 Tilt the front of the seat as high as it will go
and secure it with a block.
4 Remove the front plastic casing. 4

3
5 Remove the connector 1 from the control
unit 4.
6 If the control unit is malfunctioning, this
could be due to oxidation on the connector
pins. If so, remove the connector and then
refit it again.
1
101 627
7 Remove the retaining nut 2. 2

8 Remove the retaining screws 3.

Electronic parts
9 Remove the control unit.
101 751
1 2
Fit the new control unit into place and tighten 1.5 Nm
the screws to 1.5 Nm.
101 649

Solenoid valve
2 Detach the contact 1.
1
2
101 844
3 Pinch clip 2 and carefully remove the air
connection under the solenoid valve.
4 Pinch clip 4 and remove the solenoid
valve 3.

Electronic parts
Potentiometer
4
1 Remove the seat squab. 5
2 Set the height adjustment function at its
lowest position.
6
3 Detach the cable 2 from the potentiometer 1.
4 Fit a new potentiometer on to pin 5.
5 Turn the potentiometer until guide pin 6 1
slots into position 4.
6 Press the fastener 3 until it locks.
3 2
101 618
Up to and including serial number
6 195 242 796
4
5
6
1
3 2 107 086
As from serial number 6 195 242 797

19:03-02
Issue 1 en
Trip meter and

outdoor temperature gauge
Work description
TRIP
TEMP RESET
TRIP
RESET
TEMP
17_0213
1 586 511 Scania CV AB 1996-03

Contents
Contents
General ........................................................................ 3
Work description Fitting the temperature sensor ....................... 5

Routing the cable harness .............................. 8
Fitting the instrument ................................... 10
Connection diagram ...................................................................... 12
2 Scania CV AB 1996 19:03-02 en

General
General
The trip meter and outdoor temperature gauge is

located in the instrument cluster and has a dis-
play on the front. The display can either show
km/˚C or miles/˚F.
The gauge shows the distance covered in kilo-
metres and tenths of a kilometre. Pressing the
”RESET” button zeroes the gauge.
A memory retains the distance covered if the
engine is switched off during a break.
TRIP
The outside temperature is displayed if the RESET
TEMP
”TRIP/TEMP” button is pressed. The distance
17_0212
covered is restored by pressing the button again.
The frost warning lamp to the right of the gauge
lights at temperatures between +2 ˚C and -3 ˚C.
There are two switches under the gauge. Switch

1 is for switching between km/˚C and miles/˚F.
Switch 2 is used for switching between speed-
ometer (speedo) and tachograph (route rec).
If the switches are set as shown, the trip meter
and temperature gauge shows miles/˚F and is set
to speedometer.
There is a lamp for illuminating the gauge. This
lamp (W2x4.6d - 1.2 W) has a bayonet fitting
and can be reached from the rear of the gauge.
1 Switch for km/˚C or miles/˚F.

2 Switch for speedometer/tachograph.
19:03-02 en Scania CV AB 1996 3

4 Scania CV AB 1996 19:03-02 en
Work description
Work description
Fitting the temperature

sensor
The sensor has the same location in both LHD
and RHD trucks.
1 Raise the grille panel and fold out the cab
corner panels.
02_0343
2 Remove the lower bumper section and the
three securing screws 1 (trucks with plastic
bumper).
19:03-02 en Scania CV AB 1996 5

Work description
Remove the upper securing screws for the

washer reservoir, accessing them from
underneath.
4 Slacken the lower screw several turns.
18_2485
5 Fit the sensor in its bracket.
6 Secure the sensor with a tie-wrap.
6 Scania CV AB 1996 19:03-02 en

Work description
Find the pre-installed connector marked

T 27, located above the washer reservoir
bracket. Clean it if necessary.
8 Fit the temperature sensor and bracket to the

upper bracket for the washer reservoir.
Tighten the screws.
9 Fit the connector to the sensor.
10 Fit the bumper section.
19:03-02 en Scania CV AB 1996 7

Work description
Routing the cable harness

The wiring is routed the same way in both LHD
and RHD trucks, see wiring diagram.
1 Undo the instrument panel securing screws
lift out the various parts. Open the cover
over the central electric unit and move it out
of the way.
2 Lift out the combined instrument. Break the

bonding seal and remove the seal cover
from the connector on the tachograph.
16_1187
E Plastic bonding seal
F Bonding seal cover
3 Route the wiring as illustrated.
4 Route the two cables to connector C15; the

blue cable to pin 15 and the black cable to
pin 16.
8 Scania CV AB 1996 19:03-02 en

Work description
Connect the white cable, marked TM, to the

yellow terminal B on the tachograph, pin 8.
16_1127
6 Connect the yellow cable, marked 58BA, to
terminal C56, A6. This is located to the
right of the control unit, below the now
raised central electric unit.
7 Connect the black earth lead, marked 31, to

ground connection G5, located to the right
of the combined instrument.
8 Connect three cables to the central electric

unit’s connectors.
- Green cable, marked 58B, to pin H6.
- Orange cable, marked 30A, to pin D5.
- Cable marked 15A to pin C5.
9 Secure all cables using tie-wraps.
19:03-02 en Scania CV AB 1996 9

Work description
Fitting the instrument

1 Remove the cover from the rear of the com-
bined instrument. Check that the rubber lugs
in the instrument glass are intact, changing
them if necessary.
2 Fit the instrument.
3 Connect the wiring to the trip meter/outdoor

temperature gauge.
4 Fit the combined instrument.

5 Fit the various instrumentation parts.
10 Scania CV AB 1996 19:03-02 en

Work description
Fitting a bonding seal to the

tachograph
If the connector has been opened:
Apply a bonding seal to the electrical connec-
tions using cover F and seal E. The bonding seal
should be marked with a stamp suitable for plas-
tic seals.
Important! Rules and regulations for bonding
seals on tachographs vary from country to coun-
try. Seals should therefore be made according to
the legislation in the particular country. Consult
the appropriate authority or the local representa-
tive of the tachograph manufacturer.
16_1187
Kienzle tachograph
16_1188
Veeder-Root tachograph
E Plastic bonding seal

F Bonding seal cover
19:03-02 en Scania CV AB 1996 11

Connection diagram
Connection diagram
For further information about the electrical system, see booklet 16:04-02 in the Workshop Manual.
C15 Connector O4 Tachograph

C56 Branching terminal O13 Trip and outdoor temperature gauge
G5 Ground connection P2 Central electric unit
O3 Speedometer T27 Sensor
12 Scania CV AB 1996 19:03-02 en

19:03-10
Issue 01 en
Preparations for Satcom
Work Description

1 711 427
Contents
Contents
General ...........................................................................3
Short work description Work carried out in the cab ...............................3

Work carried out outside the cab .......................3
Removing interior details ...........................................................................4
Routing the cable harness Instrument cable harness ..................................7

Floor cable harness ...........................................10
Fitting the receiver bracket CP19 cab ..........................................................11

CR19 and CT19 cab .........................................13
CR19 cab with an elevated bed and
Topline cab .......................................................15
Fitting the aerial bracket and the Aerial bracket CP19, CT19, CR19 ...................17
wiring Aerial bracket Topline ......................................17
Routing the aerial cable ....................................18
Finishing operations ...........................................................................19

Satcom
Preparatory work for Satcom
General
Preparatory work for Satcom is a Scania original equipment option. Brackets
have been designed by Scania to allow easy fitting of satellite communication
in vehicles. The preparatory work can be ordered as an option from the factory
or be carried out afterwards. The brackets are designed exclusively for Scania
to fit a number of satellite communication supplier's equipment which is
available on the market.
The location of the satellite receiver and aerial varies between cab models.
The description concerns a LHD CR19 cab. On RHD vehicles the cable
routing and location are reversed.
Short work description
Work carried out in the cab

• Fitting the control lamp
• Routing the instrument cable harness
• Routing the floor cable harness
• Fitting the satellite receiver bracket
Work carried out outside the cab

• Fitting the aerial bracket
• Routing the aerial wiring

Removing interior details

This general description concentrates somewhat on the CR cab with a low floor but some parts also
apply to all cabs.
1 Draw out the storage box and remove the

inset.
2 Remove the rear storage box cover,
connected to the front edge by two bolts.
Remove the rear storage box. In the rear
wall it is fitted with four bolts and in the
front edge with two bolts.
3 Remove the upholstery covering the centre

console. It is fitted with Velcro.
4 Remove the cover behind the driver's seat.
5 Remove the storage compartment end.

Release the heating hose on vehicles with
Ebersbächer.
6 Push the passenger seat to its rear position

or tip it up. Release the gas cylinder and
secure the chair in the tipped up position
using a strut.
Note! The gas strut is secured with a metal clip.

7 Remove the gas strut for the middle part of

the bed behind the passenger seat. Secure in
tipped up position.
Note! Does not apply to elevated beds.
103476
8 Remove the rear middle panel.
9 Remove the wooden panel on the centre

console.
10 Remove the storage box's outer casing.

11 Draw out the box and remove the centre

console retaining bolts.
12 Remove the bottle holder.

13 Remove the gear lever boot from the centre
console.
14 Remove the panel below the central electric

unit and the panel below the instrument
panel's middle section.
15 Remove the centre console B.
A
112 673

Instrument cable harness

The cable harness for LHD and RHD vehicles is
carried out in the same way, see wiring diagram
FMS, Satellite communication.
1 Remove the instrument panel retaining bolts
and lift forward the parts concerned.
Release the cover above the central electric
unit and open it.
2 Remove the fuse 40.
3 Route the wiring as illustrated.

4 Connect the black cable 31/W30 (BK) to the

earthing point G6.
5 Fit the bulb holder W30 with bulb into the

control panel.
6 Connect the cable marked 15G (GN) to the

connector B, pin 5.

7 Connect the cable 30H (RD) to the fuse

F2/40, position B.
8 Guide the tool C394 to the connector panel

below the central electric unit.
9 Secure all the cables using cable-ties.

10 Refit the components of the instrument
panel.

Floor cable harness

1 Route the floor cable harness to the location
of the receiver, as illustrated.
• Alt 1. CR19, elevated bed, CR19,
Topline.
• Alt 2. CR19, CP19.
• Alt 3. CT19.
1 Alt 1
2 Alt 2
Alt 3
2 Attach the tool C394 to the connector panel

below the central electric unit and connect
the cable 31 (BK) to G18.
3 Secure the cable along existing cable
bundles.

Fitting the receiver bracket
CP19 cab
1 Make four holes in the carpet (positions
marked), 3 holes for the bracket and one for
the aerial cable. Mark the floor through the
holes in the carpet.
2 Lift the carpet and remove all isolation
around the three retaining holes, allowing
the bracket to stand on the sheet metal.
3 Drill the three retaining holes using a
11 mm drill and drill the aerial cable hole
using a 25 mm tank cutter.
1 Hole for bracket

2 Hole for aerial cable
4 Fit blind rivet nuts M8 in the three bracket

holes.
5 Clean all swarf from the floor.

6 Fit a cable grommet in the aerial cable hole.
1 Blind rivet nut M8

2 Cable grommet
CP cab
7 Fabricate three washers as illustrated. Start

with washer 297 223.
8 Fit the washers over the blind rivet nuts.
9 Replace the floor carpet.
10 Fit the bracket with three bolts M8x40 and

secure it.

CR19 and CT19 cab

1 Remove the jack retainer.
2 Make four holes in the carpet (positions
marked), 3 holes for the bracket and one for
the aerial cable. Mark the floor through the
holes in the carpet.
3 Lift the carpet and remove all isolation
around the three retaining holes, allowing
the bracket to stand on the sheet metal.
4 Replace the carpet and fit the bracket with
two bolts M10x40 in the prepared holes.
1 Hole for bracket
2 Hole for aerial cable
5 Drill a 11 mm hole in the floor through the

third bracket hole.
6 Remove the bracket and the floor carpet.

7 Drill a hole for the aerial cable using a
25 mm tank cutter.

10 Fit blind rivet nuts M8 in the hole

previously drilled for the bracket.
1 Blind rivet nut M8

2 Cable grommet
CP cab
11 Fabricate a washer as illustrated. Start with

washer 297 223.
12 Fit the washer over the blind rivet nut.

14 Fit the bracket and secure it, two bolts

M10x40 in the two prepared holes and one
bolt M8x40 in the hole with the blind rivet
nut.

CR19 cab with an elevated bed and

Topline cab 15
1 Remove the rubber carpet on the storage
space cover behind the driver's seat. Make
holes in the rubber carpet (positions
marked) for the new bracket.
2 Remove the wooden panel. Cut the inner

corner of the panel allowing the cables to be
pulled out.
3 Remove bracket for the wooden panel.
4 Fit the new bracket.

5 Make a hole in the carpet (positions

marked) for the aerial grommet.
6 Lift the carpet and drill through the floor

using a 25 mm tank cutter.
10 Pull out the wiring and fit the wooden panel.
11 Put the rubber carpet on the storage space
cover.
12 Fit the receiver bracket and secure it.

Fitting the aerial bracket

and the wiring
Aerial bracket CP19, CT19, CR19

1 Fit the aerial bracket on the roof rail using a
T-bolt, a washer and a nut.
Aerial bracket Topline

1 Drill the roof rail bracket holes where the
punch marks in the roof plate are. First use a
small drill and then a drill with a dimension
of 7.0 mm. On the underside of the roof
plate there are self-tapping welded nuts.
2 Fit the bracket with bolts M8x30. Use the
washer 1 379 223 for the bolts.
1 Bolt M8x30
2 Washer

Routing the aerial cable

1 Route the aerial cable through the cable
grommet in the cab floor and hold it in place
using clamps and a metal bolts on the beam.
The aerial cable routed under the cab floor
2 Draw the cable along the back of the cab

and hold it in place using clamps and metal
bolts or by using a self-adhesive mounting
plate for cable-ties.
3 Attach the aerial cable to the roof using
cable-ties.
Aerial cable attached at the rear of the cab

Fitting the aerial bracket and the wiring
Standard finishing
operations
1 Refit the removed covers and panels.
2 Refit fuse 40 in the central electric unit.

19:03-12
Issue 1.1 en
FMS interface with trip computer
Work Description
118 798
©
1 712 579
Work Description
Location of trip computer
1 Normal location of trip computer E22,

panel D
2 Alternative location of trip computer E22,
panel F
The trip computer is normally located in panel D
(1 in the illustration above). The diagnostic
panel which is normally located in panel D has
been moved to panel F (2 in the illustration
above). However, it is possible to locate the trip
computer in panel F.
2 © Scania CV AB 2001, Sweden 19:03-12

Work Description
FMS wiring
1 FMS control unit, E51 8 Connection for instrument lighting, 58BA

2 Earth connection, G10
3 Voltage, 15-supply
5 CAN connection for external FMS, C461,
output signal
6 Connection to vehicle CAN bus, input signal
7 Connection to trip computer, E22
Trip computer connections
2 Earth connection, G10
3 Connection to vehicle CAN bus, high
5 Connection for display lighting, 58BA
6 Connection to vehicle CAN bus, low
19:03-12 © Scania CV AB 2001, Sweden 3

Work Description

19:03-14
Edition 1
Motortimräknare
Engine hour counter
Betriebsstundenzähler, Motor
Motorurenteller
Compteur horaire moteur
Cuentahoras del motor
Horímetro do motor
Contaore del motore
Moottorin tuntilaskuri
Godzinowy licznik czasu pracy silnika

1712797
19:03-50
Edition 1
FMS

1712914
19:04-04
Issue 1 en
D1LC (Eberspächer) heater
Work description, retrofitting
102740
1 587 024
Contents
Contents
General ........................................................................................... 3
Work in summary ........................................................................................... 4
Fitting the heater Removing some items of trim ........................................... 6

Hole in the rear wall panel ................................................ 8
Drilling in the cab wall ................................................... 11
Fitting the heater ............................................................. 13
Fitting the control box ..................................................... 14
Fitting the control box, Topline ...................................... 17
Routing the cable harnesses ......................................................................................... 19
Fuel and exhaust system Drilling in the beam ........................................................ 26

Fitting the fuel pipe ......................................................... 28
Fitting the dosage pump .................................................. 30
Fitting the exhaust system ............................................... 32
Finishing off Fitting the bunk support .................................................. 34

Testing the heater ............................................................ 36
Cutting the storage box ................................................... 36
Fitting some items of trim ............................................... 36
2 © Scania CV AB 1996 19:04-04 en

General
General
This booklet has been primarily written for 19 cabs. However, the
method for retrofitting the D1LC (Eberspächer) heater in other cab
models is similar.
When retrofitting the D1LC (Eberspächer) heater in ADR trucks, the

procedure must comply with the local regulations.
19:04-04 en © Scania CV AB 1996 3

Work in summary
Work in summary
Fitting the heater

• Remove some items of trim from the cab.
• Cut holes in the rear wall panel for the
heater and control box.
• Drill holes in the cab wall for attaching the
heater, exhaust pipe and air intake.
• Fit the heater, control box and a hot air vent
in the cab.
102683
Routing the cable harnesses
• Route the floor cable harness from the
heater to the connector panel and central
electric unit.
• Route the cable harness from the instrument
panel and under the cab.
• Route the harness along the chassis to the
dosage pump.
102739
Fuel and exhaust system

• Drill holes in the cab beam for attaching the
fuel pipe.
• Route the fuel pipe from the heater to the
fuel tank.
• Fit a dosage pump to the chassis.
• Fit an exhaust pipe and an air intake to the
102697
rear of the cab.
4 © Scania CV AB 1996 19:04-04 en

Fitting the heater
Fitting the heater
2
1
103031
1 Air vent in bunk support

2 Heater
3 Control box
19:04-04 en © Scania CV AB 1996 5

Fitting the heater
Removing certain trim

parts
1 Remove the covers under the instrument
panel.
102685
2 Push the seats as far forward as possible.
102684
3 Remove the safety net for the lower bunk

by unclipping it from floor and roof.
100 746
6 © Scania CV AB 1996 19:04-04 en

Fitting the heater
4 Remove the gas spring for the centre sec-

tion of the bunk and secure it in the raised
position.
103476
5 Remove the upper section of the wardrobe.
6 Unplug the connector for the reading lamp
and remove the wardrobe wall complete
with its base.
101 024
7 Remove the floor-mounted bunk support

located behind the driver.
100 751
19:04-04 en © Scania CV AB 1996 7

Fitting the heater
8 Remove the rear trim panel (A).

9 Free the gear lever boot or Opticruise B
control.
10 Remove the storage box (B).
A
103487
Hole in the rear wall panel
1 Position the mounting plate so that the
mound in the cab floor is centred between
the mounting plate securing points.
2 Mark the lateral position of the plate on the
floor.
3 Mark the wall panel for the heater hole.
Measure from the bottom of the mounting
plate. See drawing.
4 Mark the wall panel for the control box
hole. Measure from the panel clip (does
not apply to Topline). See drawing.
5 Fit the rear trim panel and check that the
upper cut mark for the mounting plate is
not visible.
6 Cut out using a knife.
8 © Scania CV AB 1996 19:04-04 en

Fitting the heater
LHD
RHD
84
170
66
11
70
15
5
102760
19:04-04 en © Scania CV AB 1996 9

Fitting the heater
P cab
LHD
84
66
11
154
70
15
5
16
102687
96
RHD
84
154
66
11
70
15
5
16
96
102761
10 © Scania CV AB 1996 19:04-04 en

Fitting the heater
Drilling in the cab wall

1 Press the mounting plate against the rear
wall in its correct position in the cab.
2 Drill two 4 mm holes through the screw
holes in the mounting plate. These should
penetrate the cab floor and the insulation
on the outside of the cab.
3 Remove the mounting plate and drill out
the holes to a diameter of 8 mm.
102688
4 Tilt the cab.
! WARNING!
Always tilt the cab until it falls past its

centre of gravity and is at its end
position.
Set the switch valve to tilting back

mode when the cab has been raised.
Always use the cab support strut when

working under the cab.
99 295
18_2321
19:04-04 en © Scania CV AB 1996 11

Fitting the heater
5 Use a piercing saw to cut two 25 mm

diameter holes in the insulation under the
cab. Cut around where the two holes
drilled through the floor can be seen.
Note: Only cut through the insulation.
102689
6 Tilt the cab back down.
7 Fit the mounting plate and secure it using

M6x12 screws passed through the cab
floor from underneath.
8 Mark out and drill the five small holes,
7 mm diameter. Drill through the cab wall.
9 Use a piercing saw to cut the two larger
holes, 25 mm diameter. Cut through the
cab wall.
102690
10 Remove the mounting plate.
11 Remove any burr from the holes. Apply
anti-corrosive and paint.
12 © Scania CV AB 1996 19:04-04 en

Fitting the heater
Fitting the heater
1 2 3 4
6 5
102692
1 Heater 4 Control unit bracket
2 Mounting plate 5 Control unit
3 Glow plug relay 6 Relay holder
1 Fit the heater to the mounting plate. Attach 5 Place the mounting plate and heater in the
two clips to the heater securing screws and cab. The securing screws should protrude
the rear of the plate. through the rear wall.
2 Fit the seal to the rear of the mounting 6 Screw down the mounting plate from
plate. beneath using two M6x12 screws.
3 Fit the control unit bracket and relay holder 7 Fit the reinforcement plate on the outside
using plate screws 4.8x9.5. of the cab. Secure the heater using four
M6 nuts.
4 Fit the control unit and glow plug relay.
19:04-04 en © Scania CV AB 1996 13

Fitting the heater
Fitting the control box

This description does not apply to the Topline.
1 Remove the wall panels clips securing the
rear wall panel on the driver’s side.
2 Fit the control unit brackets in the hole,
one from the rear and one from the front of
the wall panel.
3 Secure them together using a blind rivet.
102693
4 Route the cable behind the wall panel.
Leave the cable connector C218 protruding
through the bracket hole.
5 Connect control box connector to cable
connector C218.
6 Open the control box.
7 Secure the control box bracket plate using
two 4.2x13 screws in the front mounting
plate. The connector C218 should be
behind the bracket plate.
8 Fit the control box. Press on the covers
over the screws.
102694
14 © Scania CV AB 1996 19:04-04 en

Fitting the heater
9 Route the control box cable behind the

wall panel. The cable should run next to
the panel clips. Make sure that the red and
white tapes and in their correct positions.
See drawings.
10 Connect the cable connector C256 to the
heater connector.
11 Refit the clips securing the wall panel.
1 1
102841
102695
3 2 2 3
LHD RHD
1 White tape
2 Red tape
3 Connector C256
19:04-04 en © Scania CV AB 1996 15

Fitting the heater
P cab
1 1
102843
102842
3 2 2 3
LHD RHD
1 White tape
2 Red tape
3 Connector C256
16 © Scania CV AB 1996 19:04-04 en

Fitting the heater
Fitting the control box,

Topline
Topline cabs have a pre-fitted cable harness

between floor and roof.
6
1 There is a pre-fitted cable behind the wall
panel. Route a cable along the floor
between the heater and the pre-fitted cable
(connector C256 — connector C187).
2 Remove the switch panel from beside the
upper bunk.
3 Cut off the rear part from the switch panel.
See drawing.
102844
Cutting the switch panel.
4 Place the insert in the switch panel. Drill

the panel and secure the insert using 4 pop
rivets.
102885
Insert in switch panel.
19:04-04 en © Scania CV AB 1996 17

Fitting the heater
5 Remove the mounting plate from the con-

trol box. Keep the screws.
6 Insert the control box connector C218 into
the switch panel slot.
7 Screw down the control box mounting
plate on the switch panel using 2 Plastite
screws, length 20.
8 Screw the control box to the mounting
plate. Press on the covers.
9 Connect the switch panel connectors to the
pre-fitted connectors.
10 Screw down the control box.
C218
102845
LHD RHD
Switch panel and control box beside upper
bunk.
18 © Scania CV AB 1996 19:04-04 en

G18
G12 R32 C26
F1 R31 C91 C24
C218
C254 C256
C255 R45
V41
C36
103034
Route for the cable harnesses from the heater to the central electric unit
or from the instrument panel to the dosage pump.
! WARNING!
Some parts may be live. Cut the power

in the truck.
19:04-04 en © Scania CV AB 1996 19

1 Route the floor harness between the heater 3 Couple connectors C254 and C255 to the
and the connector panel. Make sure that heater connector.
the white tape is in the correct position.
See the drawings below. 4 Bundle the wiring using tie-wraps in the
centre rear, close to the heater.
2 Secure the relay holder to the mounting
plate using a screw ST4.8x9.5.
1 White tape
2 Connector panel
3 Cable tie
C91
C91
2
1
1 3
3
C254
2 C254
C255 C91 C255
102732
102847
LHD RHD
P cab
C91 2
1
1
3
2 3
C91 C254 C254
C255 C255
102849
102848
LHD RHD
20 © Scania CV AB 1996 19:04-04 en

5 Open the cover over the central electric

unit. Fold out the central electric unit.
6 Undo the instrument panel securing screws
and lift out the various parts.
7 Fit the wiring. Make sure that the white
tape is correctly positioned. See drawing.
C24
P2
1 C91 G18
C36
102736
1 White tape
8 Route connector C91 to the connector

panel at the floor.
9 Connect the cable marked 15 KB to con-
nector C26 in the connector panel.
10 Couple the floor harness connector C91 to
the instrument panel harness connector
C91 in the connector panel. Connect the
separate cable to the earthing point G18.
C26 C91
102734
G18
19:04-04 en © Scania CV AB 1996 21

11 Press out the covers from RP26 and RP27

and connect R31 and R32. F1/34
12 Connect the two cables marked 30F to fuse

F1/34 in positions A and B.
13 Connect the cable marked 31/R31 to earth-
ing point G12.
102735
G12 RP26 RP27
14 Unplug connector C24 which is located

under the centre section of the instrument
panel. Connect this to the heater cable con-
nector C24.
102737
22 © Scania CV AB 1996 19:04-04 en

15 Open the left-hand cab corner. Remove the

cover from the connectors on the driver’s
side.
16 Thread connector C36 through the hole on

the driver’s side. One of the rubber grom-
mets should also be threaded through. See
drawing.
17 Fit the rubber grommet on the inside of the
cab.
18 Fit the other rubber grommet on the out-
side of the cab corner, under the cover.
Left-hand drive truck

19 Connect the dosage pump cable to connec-
tor C36.
The cable will later be routed, together with the
fuel pipe, along the chassis to the dosage
pump.
Right-hand drive truck

19 Connect the dosage pump cable to connec-
tor C36.
20 Route the cable to the dosage pump over
the bumper to the left-hand side of the cab.
The cable will later be routed, together with the
fuel pipe, along the chassis to the dosage
pump.
19:04-04 en © Scania CV AB 1996 23

24 © Scania CV AB 1996 19:04-04 en

Fuel and exhaust systems
1 Junction pipe
2 Fuel pipe
3 Heater
4 Exhaust pipe and air intake
5 Fuel tank
6 Dosage pump
19:04-04 en © Scania CV AB 1996 25

Drilling in the beam
1 Tilt the cab.
! WARNING!
Always tilt the cab until it falls past its

centre of gravity and is at its end posi-
tion.
Set the switch valve to tilting back

mode when the cab has been raised.
Always use the cab support strut when

99 295
working under the cab.
18_2321
A fuel pipe is to be routed from the heater to
the fuel tank. Start by drilling in the left-hand
cab beam to be then able to fit the fuel pipe:
2 Mark out the holes to be drilled in the cab
beam. See drawings. There are several ver-
sions of the cab member:
26 © Scania CV AB 1996 19:04-04 en

185 200
290 305
300 300
370 280
140
300
300
340
260
103444
102704
3 Drill holes, 5.4 mm in diameter, on the

marks in the cab beam.
103046
19:04-04 en © Scania CV AB 1996 27

Fitting the fuel pipe
Note: Always cut the fuel pipe using a knife.

Never clip it. Cut the pipe ends straight and
make sure that they maintain their circular
shape.
Joint pipe
1 Cut a fuel pipe with dimension L1. L1 L2

2 Mark out L2 with white tape. 19 cab 3340 mm 1275 mm
The white tape ensures that the fuel pipe is the P19 cab 3275 mm 1245 mm
correct length when routed and that its joints
are correctly routed.
L1
L2
1 2
1 Fuel pipe
2 White tape
4 mm
The fuel pipe is 1.5 mm inside and 4 mm out-
side. 1.5 mm
28 © Scania CV AB 1996 19:04-04 en

1
1
2 2
102705
102706
Rear part of the cab, viewed from below. This drawing applies to the P cab.
1 Tie-wrap
2 White tape and rubberised pipe clamp
3 Place the fuel pipe on the underside of the 6 Route the cable and fuel pipe together
cab. Make sure that the white tape is cor- along the chassis to the dosage pump.
rectly positioned. See drawings. Secure the pipe and cable using tie-wraps
to the brake pipes which are already routed
4 Secure the pipe along the beam with the along the chassis.
rubberised clamps and screws.
Note: Route the fuel pipe so that it is not
5 Join the pipe using joint pipe and clamps at pinched or rubbed.
the front corner of the cab (where connec-
tor C36 for the cable is located).
19:04-04 en © Scania CV AB 1996 29

Fitting the dosage pump

1 Secure the bracket to the crossmember. 5 Fit to the dosage pump the fuel pipe which
runs to the tank. Use joint pipe with 5 mm
2 Place the pump in the clamp. Secure the inside diameter and clamps.
clamp to the bracket.
6 Route the fuel pipe to the tank.
3 Connect the cable connectors to the dosage
pump. 7 Clamp the fuel pipes in soft clamps.
4 Fit to the dosage pump the fuel pipe which
runs to the heater. Use joint pipe with
4 mm inside diameter and clamps.
9 5 7 10 1 2
8 4
7
10
6
102707
1 To heater 6 To the tank

2 Screw M12x35 7 Joint pipe, 5 mm inside
3 Electric connection 8 Screw M6x25
4 Clamp 9 Bracket
5 Clamp 10 mm 10 Joint pipe, 4 mm inside
30 © Scania CV AB 1996 19:04-04 en

Tank connection
1 Feed the plastic cable into the fuel tank as

far as it will go. Pull it back and cut it so
that it is 3 mm inside the tank connection.
2 Fit the fuel pipe from the dosage pump
using a joint pipe. The larger inside diame-
ter should be towards the tank connection.
1 Fuel tank
2 Tank connection
3 Plastic cable
4 Joint pipe, 4-5 mm inside
5 Clamp 10 mm
19:04-04 en © Scania CV AB 1996 31

Fitting the exhaust system
This description applies to several cab models 2 Measure at the bottom of the cab wall for
since the methods are similar. fuel pipe clamps, brackets for air intake
and for securing the exhaust pipe. See dra-
1 Tilt the cab back down. wing.
Note: Detach the air hoses which run at the 3 Drill 6.5 mm.
bottom, along the cab wall, to prevent them
being damaged during drilling. These are 4 Measure with the exhaust pipe and mark
secured with clips. the point where its securing screw should
be located. Drill the hole using a 6.5 mm
bit.
32 © Scania CV AB 1996 19:04-04 en

1 Joint pipe, 90 degrees. 5 Screw M6x12

2 Two clamps, 10 mm 6 Fuel pipe
3 Exhaust pipe 7 Pipe clamp
4 Pipe clamp and plate screw 4.8x9.5 8 Air intake
5 Secure the fuel pipe with a pipe clamp at 9 Connect the fuel pipe to the heater with the
the bottom of the cab wall. 90 degree joint pipe and two hose clamps.
6 Place the fuel pipe in the notch in the 10 Secure the fuel pipe using a rubberised
bracket and screw down the bracket. pipe clamp in the centre of the cab wall.
7 Connect air intake, L= 270 mm, and the Note: Check that the fuel pipe is not in contact
exhaust pipe to the heater using clamps. with the exhaust pipe.
8 Secure the air intake in its bracket. Secure 11 Refit the air hoses along the bottom of the
the exhaust pipe to the rear wall using a nut cab wall.
and bolt.
19:04-04 en © Scania CV AB 1996 33

Finishing off
Finishing off
Fitting the bunk support

1 Drill a hole, 60 mm in diameter, in the 94
bunk support for the air vent. See drawing. b
2 Fit the vent in the hole and mark out the
three screw holes. 68
3 Drill the holes, 3 mm in diameter.
4 Fit the air vent using three Plastite screws,
length 9 mm.
a
5 Fit the bunk support in the cab.

6 Cut the air hose to the right length. See
102696
drawings.
7 Fit the air hose using clamps.
a, Hole for air vent, 60 mm in diameter.
b, 3 holes, 3 mm in diameter.
102887
102855
LHD RHD
Air hose length: 1650 mm. Air hose length: 900 mm.
34 © Scania CV AB 1996 19:04-04 en

Finishing off
P19 cab
193
1 Drill a hole, 60 mm in diameter, in the a
bunk support for the air vent. See drawing.
2 Fit the air vent in the hole and mark two or
68 c b
three screw holes, depending on whether it
is left-hand or right-hand drive. c
3 Drill the holes, 3 mm in diameter. c b
4 Fit the air vent using two or three Plastite
screws, length 9 mm.
5 Fit the bunk support in the cab.
102852
6 Cut the air hose for right-hand drive truck
to the correct length. See drawing.
7 Fit the air hose using clamps. a, Hole for air vent, 60 mm in diameter.
b, 2 holes, 3 mm in diameter, for right-hand drive
truck
c, 3 holes, 3 mm in diameter, for left-hand drive
truck
102731
102856
LHD RHD
Length of air hose: 1900 mm. This hose does Length of air hose: 1240 mm.
not need cutting.
19:04-04 en © Scania CV AB 1996 35

Finishing off
Testing the heater

1 Start the heater. The heater will make sev-
eral start attempts until the fuel reaches it.
Hint: The instructions for starting the heater
and setting the controls can be found in the
service literature. There are also instructions in
the Driver’s Manual, released August 1996.
2 Test run.
Cutting the storage box

50
1 Cut the four corners of the storage box as
illustrated.
2 Attach the air hose holder to the side of the
storage box using an L=9 Plastite screw.
R30
102741
R195−205
Fitting certain trim parts
1 Fit the storage box.
2 Fit the rear trim panel.
3 Refit the bunk and wardrobe.
4 Fit the parts of the instrument panel.
36 © Scania CV AB 1996 19:04-04 en

Technical
16
TI 16-97 11 21 T
information
en
Replacement of headlamp lens
Background Action
There have not previously been any instructions
for changing only the headlamp lens. Starting Removal
with this TI, it will now be possible to change
the headlamp lens without having to change the 1. Open the lower service cover.
reflector and headlamp module as well.
2. On trucks with headlamp arms - open the
Before work is started, the following should headlamp arm.
be checked:
3. Release the direction indicator module and
•that the part number of the replacement swing it aside.
headlamp lens is the same as the part
number of the unserviceable headlamp 4. Release the headlamp module and open it,
lens. exposing the retaining clips.
•that protective goggles and gloves are 5. Remove the 7 clips securing the headlamp
available. lens. Use a screwdriver, see Fig. 1.
Parts
The part number can be obtained from the old
! WARNING!
headlamp lens (at the bottom edge). You could easily cut yourself on the
broken glass. Always wear protective
gloves and goggles when handling a
damaged headlamp lens.
108 814
Fig. 1
© Scania CV AB 1
(807) 1998
6. Remove the damaged headlamp lens and its Fitting
rubber seal.
1. Fit the rubber seal supplied with the new
7. Check the condition of the reflector. headlamp lens.
- If the reflector is dirty, clean it carefully Fit the headlamp lens.
with compressed air or by other means. Do
not use anything which might scratch or Check that the lens fits tightly against the
otherwise damage the surface of the rubber seal all round the headlamp.
reflector.
2. Fasten the new headlamp lens in place with
- Change the reflector if it is defective. A the retaining clips. Start with the outermost
damaged reflector will impair headlamp clip so that the lens is held firmly against the
performance. rubber seal.
Important!
First fit the clips round the edge of the
headlamp lens. Then mount them so that
they close over the edge of the headlamp
housing.
If the clips are hard to fit, a thin electrician’s
screwdriver could be useful.
3. Refit the headlamp and direction indicator
module. Check the operation of the head-
lamps and direction indicators.
©
2 Scania CV AB TI 16-97 11 21 T en
Technical
16
TI 16-98 05 28 T
information
en
Unreliable operation of the lighting circuit
Background Work description

Certain trucks produced between March, 1997 1. Open the central electric unit.
and April, 1998 have experienced unreliable
operation of the lighting circuit. The cause of 2. Locate the F contact. The letters are marked
in front of the contacts on the rear of the
the trouble has been traced to starter lock
central electric unit.
contact 15-1.
3. Remove the contact and release the red
Chassis Nos. affected: double locking disc. Cut off cable terminals
2 and 16 using special tool 588 138.
Scania Södertälje 1 228 723 - 1 239 577
4. Jumper cable terminals 2 and 16 by means
Scania 4 373 765 - 4 392 167 of a 15 cm long 2.52 mm lead. Use cable
Netherlands terminal 815 652 (4-6 2 mm).
Scania Angers 9 022 585 - 9 031 836
Action
Starter lock contacts 15-1 and 15-2 should be
connected together. The easiest way to do this is
to connect a jumper lead between pins 2 and 16
of the central electric unit’s F contact.
©
Scania CV AB (825) 1998 1
Technical
16
TI 16-98 08 06 T
information en
Troubleshooting - earthing in frame
Background The head of the self-tapping flange screw is

marked with a triangular symbol. It also looks
Several faults relating to poor contact at earth- triangular when viewed from below.
ing points have been reported. In order to trou-
bleshoot an earthing point it is important to Earthing connections with these screws are reli-
know how the connection should be made. able if made correctly. They are also easy to re-
pair.
Checks Note that washers should not be used in con-
When an earthing point is suspected of being junction with self-tapping flange screws.
faulty, check the following: Possible sources of faults
1. That the correct self-tapping screw is fitted. 1. Moisture between the screw head and ring
The hole should be of the right size and the terminal gives rise to corrosion. The same
threads cut in the metal should be bright. trouble occurs if the wrong screw is used.
The corresponding part of the screw should
also be bright. 2. If the hole is too big, the screw may only cut
a thread in the hard powder paint. In that
2. That no corrosion has occurred between case there will be no electrical contact at all.
screw head and ring terminal. This problem can also arise if the wrong
screw is used.
Work description 3. If the hole is too small, the screw will not
bottom. The result will then be corrosion
Self-tapping flange screw (taptite screw) between screw and ring terminal.
A self-tapping flange screw without chip for- Wrong conclusions

mation is used at the earthing points on Scania
1. Paint between ring terminal and metal is
vehicles in frame members and G30 in the cab
not a fault. Removing the paint and con-
front. It joins the ring terminal on the cable to
necting the earthing cable with a nut and
the metal via the threads. The screw also con-
bolt can cause trouble later on. Be sure to
ducts current via the threads. It is therefore im-
apply rust inhibitor thoroughly.
portant for the hole to be of the right size as
otherwise the screw will not break through the
powder paint and cut a clean thread.
©
2. Readings taken on a screw which has a thin Alternative remedial measures
rust-inhibiting coating on its surface may
indicate that it does not conduct current. Do not try the following methods unless the
This is perfectly possible as the screw’s sur- trouble cannot be cured as described above.
face coating consists of a black chromate
1. Drill another hole and fit a new taptite
layer which wears off when the screw is
screw in it.
tightened, even if it is not tightened very
hard. The screw conducts current just as ef- 2. If no taptite screws are available, scrape off
ficiently as other screws. Take readings on the paint and connect the cable using a nut
the cable terminal or bare metal instead. and bolt.
Note: Use method 2 only as a last resort.

− +
Hex nut and bolt
On engine blocks and in G13 the earth connec-

tion is an ordinary M bolt and nut. The risk of
corrosion is also present here due to incorrect
tightening torque or incorrect measurement of
the corrosion-inhibiting surface coating. Ac-
tion, see above.
111 811
Quality enhancing action

If an earthing fault is suspected, check the fol-
lowing: • Apply corrosion inhibitor (e.g. Tectyle) to
the earthing screw connections after tighten-
1. Unscrew the earthing screw and check that ing.
the threads in the hole are bright. When one
end of the connection has been disconnect-
ed, check the resistance of the cable.
2. Check that the right screw has been used.
See parts list.
3. Corrosion, if any, between screw and ring
terminal indicates that something is at fault.
Check the tightening torque and protection
against corrosion.
©
2 Scania CV AB
Hole diameter for self-tapping flange
screws (taptite screws)
Screw Bore Bore Tolerance

diameter, diameter,
hole hole
depth depth
< 10 mm > 10 mm
M10 9.3 mm 9.4 mm +0.3 mm
(optimum
+/- 0.1 mm)
M12 11.1 mm 11.2 mm as above
Tightening torque for self-tapping

flange screws (taptite screws)
Screw Torque
M10 45 Nm
M12 79 Nm
Parts
Self-tapping flange screws (taptite screws) with
hex head:
Size Length Part No.

M10 25 mm 813 006
M10 30 mm 813 007
M12 30 mm 815 850
©
Scania CV AB 3
Technical
16
TI 16-98 08 13 T
information
en
Modified fog and spotlamp unit
Background
Trouble has been caused by dust and moisture
entering the fog and spotlamp unit. The dust
and moisture have entered via the two valves at
the rear of the unit.
Modification
Scania has developed a modified fog and spot-
lamp unit on which the valves have been
removed and all ventilation is effected instead
via the bulb holders.
Plugs for mounting over the ventilation holes
have been developed as a service solution for
existing fog and spotlamp units. These plugs
will not be fitted on production fog and spot-
lamp units.
The new fog and spotlamp units are introduced
as from the following chassis numbers: The upper illustration shows the old fog and
spotlamp unit with valves.
Scania Södertälje 1 241 308
Scania Zwolle 4 395 517 The lower illustration shows the new fog and
spotlamp unit without valves.
Scania Angers 9 033 759
Parts
Part No. Part No.

Designation before after
change change
Plug 1 413 585
Extra light/fog- 1 400 207 1 422 991
light, left-hand
Extra light/fog- 1 400 208 1 422 992
light, right-hand
©
Technical
16
TI 16-98 09 18 T/B
information
en
New varistor in the solenoid valve
Background
The operating life of the coil in the solenoid
valves has been too short. Therefore an
improved varistor has been introduced. The
varistor is a voltage dependent resistor. It is cast
into the coil to dampen voltage peaks.
Modification
A new varistor has been introduced on all
standard solenoid valves. The new solenoid
valves are introduced into production from the
following chassis numbers inclusive:
102 012
Scania Zwolle 4 396 420
Scania Angers 9 034 655 Solenoid valve
Scania Katrineholm 1 833 542
Parts
Discon-
Designation tinued New P/N
P/N
Solenoid valve 1 340 231 1 421 322
Solenoid valve 1 340 232 1 421 323
Solenoid valve 1 370 353 1 421 324
Solenoid valve 1 370 354 1 421 325
Solenoid valve 1 393 580 1 421 326
©
Technical
16
TI 16-98 10 01 T
information
en
TI 16-98 06 11
Blocking of unintentional starter motor engagement
Background
We have had reports of damage to starter gear.
The damage has been caused by the starter ring
gear, see illustration below. We have also had
reports of damage to starter ring gear.
Damaged starter gear.

The cause of these problems is that the starter
motor is engaged while the engine is running.
One reason for this may be that the driver tries
to start the engine when it is already running.
Another reason may be that the driver turns the
ignition key to starting position while driving.
The most frequent symptom is a starting
problem; only a clicking sound is heard when
ignition key is turned.
©
Work description
1. Disconnect vehicle power supply by
disconnecting battery negative lead or by R2
switching off main power switch.
R30 R5
2. Remove cover below central electric unit. 14 15 16 17 18 19 20 21 22 23 24
R42
28
R46
Open central electric unit. RP7 RP8 RP9 RP16 RP11 RP12 RP13
R55
RP1 RP2 RP3 RP4 RP5 RP6
3. Insert cable harness 1 422 862 according to
111 168
wiring diagram. RP34
4. If required, detach R2 from mounting plate

or remove the nearest control unit. If Note! Disengage connector lock before
vehicle is fitted with VPS (Vehicle removing cable terminal.
Protection System), remove VPS battery.
Refer to illustration above for component
11. Remove existing cable terminal from cable
location.
by cutting.
5. Detach cable 50X.VT-1,5 from relay R2-
12. Strip cable as required and crimp on cable
86. R2 is fitted to underside of mounting
terminal 815 663 together with cable
plate, below central electric unit. Remove
61.YE.1,5 of cable harness. Fit two cables
existing cable terminal from cable by
in the same cable terminal.
cutting. Strip cable as required and crimp
on cable terminal 815 699. Insert cable
terminal into new connector marked C
5001.
6. Detach cable from R2-87 (50.Wh-4). Fit
cable with ring terminal 50.WH-1 in cable
harness 1 422 862 to R2-87. Position new
ring terminal lowermost and refit detached
cables on top.
Note! The new cable may be fitted outside the

rubber insulation. Try to insert it into
the existing contact insulation, if
possible.
7. Connect cable harness cable marked

50X.BU-1,5 to relay R2-86.
8. Connect new part of connector C 5001with
existing part in cable harness.
9. Attach new cable harness to existing cable
harness. Tie up cables towards central
electric unit, where any excess cable can be
placed.
10. Remove cable terminal P2/F-3 from central
electric unit using tool 588 198.
©
13. Refit cable terminal in position P2/F-3.
Engage connector lock.
14. Insert connector for R33 in relay position
RP34. Insert relay in relay holder.
Note! Relay R33 for starter blocking must

always be fitted in relay position RP34.
If RP34 is occupied by other relay,
move this to other suitable position.
15. Attach diode D33 to existing cable harness

by means of cable tie.
16. Reconnect vehicle power supply.
17. Check function as follows:
- Start engine: Result: Normal starting

possible.
- Switch off engine and remove relay R33.
- Try to start engine. Result: Starting not
possible.
18. Close central electric unit and refit any
detached control units and (if fitted) the
VPS battery. Refit covers below central
electric unit.
Parts
Designation Part No. Qty
Cable harness 1 422 862 1
Cable terminal 815 699 1
Cable terminal 815 663 1
Relay 1 391 322 1
Tool 588 138 1
Cable tie
©
TI 16-98 10 01 T en Scania CV AB 3
P2 R33
50X.BU−1.5+R2−86 30
F 50.OG−1+D33−1 85
61 3 61.YE−1.5+R33−86 61.YE−1.5+P2/F−3 86
61.YE−1.5
87
50X.VT−1.5+C5001−1 87A
D33
50.OG−1+R33−85 1
50.OG−1+R2−87 2
1 422 862 R2
30
85
50X.BU−1.5+R33−30 86
50.WH−1+D33−2 87
C5001
111 170
50X.VT−1.5+R33−87A
1
©
Technical
16
TI 16-98 10 27 T
information
en
New switch for power windows
Background
The power window switch has
a return spring. This is located behind the black
switch button.
When the driver climbs down from the cab he
may catch on the power window switch and the
black button may be forced loose. The spring
112 799
112 798
behind the plastic switch also falls out and is
lost. Old switch. New switch.
Production solution
In order to remedy this problem, a new shorter
switch has been introduced into production Part
from the following chassis numbers:
Outgoing
Designation New part
part
Switch 1 368 831 1 413 146
Scania Latin America
Service solution
Work Description
1. Remove:
- the switch panel in the door
- the electrical connector.
2. Carefully press in the metal plates which
secure the switch to the panel and remove
the switch.
3. Install
- the new switch.
- the electrical connector.
- the panel in the door.
©
Technical
16
TI 16-98 12 03 T
information
en
Earth fault which interferes with the temperature

gauge
Applies to DC11 and DSC12.
Background
There have been incidences when the coolant
temperature gauge has indicated an incorrect
temperature. Inadequate earthing between the
chassi and the engine is the cause. Currently
earthing is achieved between two earth braids
which are placed in the engine frame and side-
covers. 1
Production solution 3
4
2
One of the earh braids 1 378 852 is removed in
113 080
production and replaced by an earth cable. One
of the earth cable ends is fitted to an already
existing hole in the frame and the other end is 1 Outgoing earth braid 1 378 852
fitted to the starter motor, see illustration. 2 Screw 813 005
3 Earth cable 1 378 324
This has been remedied in production from the
chassi numbers below: 4 Strap 815 363

Scania
Latin America
©
Service solution
Move the rear side cover earth braid to a suita-
ble casting protrusion on the cylinder block.
Scrape off the colour on the cylinder block
before fitting the earth braid to the new earth
point.
113 341
2
1 The old production solution.

2 After the service solution.
Parts
Description Outgoing P/N New P/N
Earth braid 1 378 852 -
Screw - 813 005
Earth cable - 1 378 324
Strap - 815 363
©
Technical
16
TI 16-98 12 07 T/B
information
en
Test report for control units
Background
There has been a significant increase in claims
on control units recently. In many cases the
faults do not motivate replacing the control unit.
Remedy
A test report has been developed in order to
assist trouble shooting of control units.
Follow the test report step by step and make a
note of the values obtained. If it is established
that the fault derives from the control unit after
the trouble shooting the control unit and the test
report should be sent to:
Scania CV AB
Garantikontrollen, Byggnad 280
SE-151 87 Södertälje
Sweden
Note: Claims for control units without a test

report will be rejected.
The following page contains a test report.
©
©
2 Scania CV AB TI 16-98 12 07 T/B en
1 Test report for a control unit.
2 This form is an enclosure to the claim.
3 Dealer no.
4 Dealer claim no.
5 Chassis no.
6 Importer no.
7 Importer claim no.
8 Date of repair.
9 Reported fault.
10 Note failure codes, flashing codes or Diagnos fault codes (PC).
11 Reset failure memory and read out again.
12 Follow the fault diagnosis according to the Workshop Manual.
13 Note values out of range and replaced parts.
14 Other faults.
15 Mechanic or other operator.
16 Performance and fuel consumption is not valid for claim on control unit.
17 Specific characteristics or other faults: Please contact your importer, look for TI, etc.
18 Name of advisor at importer.
©
TI 16-98 12 07 T/B en Scania CV AB 3
Technical
16
TI 16-99 01 05 T
information
en
New bulb in the roof sign illumination
Applicable to vehicles with roof sign

illumination except CR19T.
Background Remedy
It has been reported that the roof sign When replacing the old bulb with bulb
illumination bulb has a short service life. 21 W HD (Heavy duty), the roof sign
illumination reflector must also be replaced.
The existing bulb is replaced with a new
standard bulb 21 W HD (Heavy duty). The new roof sign illumination has been
introduced in production from the chassis
numbers below:

Parts
Designation Discontinued parts New parts
Roof sign illumination assembly 1 384 124 1 427 227
Repair kit, contains reflector and bulb - 1 428 394
Bulb 21 W HD - 366 010
©
Service solution
Work Description
1. Disconnect the negative cable from the
battery.
2. Open the roof sign illumination and
disconnect the cables.
113 342
3. Remove the reflectors and the sheets for
positive supply from the plastic retainers. Fig. 1. The old reflectors.
Note: The plastic retainers must be removed in

order to clear enough space for the new
reflectors. See illustration 1. The easiest
way to do this is with cutting pliers.
4. Fit the new reflectors with the new bulbs

and connect the cables.
5. Reassemble the roof sign illumination.
6. Reconnect the negative cable to the battery.
113 343
Fig. 2. The new reflectors.
©
Technical
16
TI 16-99 02 03 T/B
information
en
new issue 99-03-08
TC fault warnings in vehicles with ABS
Applies to ABS vehicles without TC feature.
Background
There have been instances of faulty TC
function. On vehicles without TC systems, fault
code 238 (Bosch CP12) or 18-5 (Wabco D) has
been generated when carrying out PC
diagnosis. These fault codes indicate an open
circuit in the wiring or no power supply from
the control unit to the TC valve.
All vehicles are equipped with control unit
wiring for the TC feature. In vehicles that are
not equipped with a TC system, creeping
currents may occur in the wiring. The control
unit then interprets this as a fault and generates
fault code 238 (Bosch CP12) or 18-5
(Wabco D).
Service solution
Bosch
Disconnect the affected wires at the control

unit.
For Bosch CP12, pins 23 and 50 should be
disconnected. See workshop manual 10:04-02.
The Bosch control unit is configured by
clearing the fault codes. See workshop manual
10:04-02.
Wabco D
Disconnect the affected wires at the control

unit.
For Wabco D, pin D7 and D4 must be
disconnected. See workshop manual 10:04-03.
Subsequently, a new configuration of the
control unit must be carried out. See workshop
manual 10:04-03.
© Scania CV AB 1
(905) 1999
Technical
16
TI 16-99 02 11 T
information
en
The cable harness in the A-pillar can cause

electrical faults
Background
There is a risk of the cable harness being chafed
at the exit from the A-pillar. This can occur on
both the driver and passenger sides.
There is also a risk of the upper screw on the
end of the protection cover, chafing into the
cable harness and causing a short circuit.
The problem occured, when the bracket for the
contact positioned between the instrument
panel and the A-pillar was removed. This
affects a limited amount of chassis numbers:
Scania Södertälje 1 230 029 - 1 244 919

Scania Zwolle 4 376 015 - 4 401 808
Scania Angers 9 023 760 - 9 037 019
Scania
Latin America
Faults that can occur

Signs that the cable harness is chafing against
the A-pillar or screw are:
• The central locking activates during driving,
or when the door is closed.
• Random faults occur in VPS.
• The fuse for the electric windows, rear-view
mirrors etc. blows.
© Scania CV AB 1
(906) 1999
Action
To protect the cable harness against damage, a
protection hose is placed around the cable
harness. At the same time, the screws for the
protection cover are changed to a shorter length.
Work Description
1. Remove the protection cover mounted

against the A-pillar. See fig. 1.
2. Loosen the connectors mounted between
114 223
the A-pillar and the instrument panel.
3. Relocate the cable harness from the upper, Fig. 1.
to the lower hole in the A- pillar. Tape the
holes' edges to protect the cable harness.
4. Cut approx. 20 cm of the slotted protection
hose.
5. Slide the protection hose over the cable
harness and tape together the protection
hose.
6. Re-connect the connectors.
7. Re-fit the protection cover, using the
shorter screws.
Parts
A B 113 957
Designation New Parts Quantity Fig. 2.
Protection hose 1 435 355 1
A: Old version.
Screw 815 871 3
B: New version.
©
Technical
16
TI 16-99 02 17 T
information
en
Short life span of roof sign

lighting bulbs on CR19T
Background resistors cables are not stretched.

Bulbs in the roof sign lighting are shown to 6. Fit the gaskets and lenses.
have a short life span.
7. Fit the bulb holders to the lenses and screw
the lenses onto the roof sign lighting.
Action
8. Fit the extra vibration dampers to the rear of
To increase the life span of the bulbs, the volt- the roof sign lighting.
age has been reduced, by means of a resistor,
built into the cable harness. To compensate for 9. Re-fit the roof sign lighting onto the cab ac-
loss of brightness from the bulbs, a reflector is cording to the Service handbook 18:01-08.
added.
10. Reconnect the cable to the batteries nega-
The new roof sign lighting also has improved tive terminal.
lenses, new gaskets and improved vibration
dampers. Figure on next page.
The new roof sign lighting is introduced in pro-

duction from the following chassis number:

Work description
1. Disconnect the cable from the batteries

negative terminal.
2. Remove the roof sign lighting according to
the Service handbook 18:01-08.
3. Open the roof sign lighting and disconnect
the cables from their connections.
4. Remove the cable harness from the roof
sign lighting.
5. Fit the new cable harness. Ensure that the
(c) Scania CV AB 1
(907) 1999
2
8
1
3
4
6 7
113 975
5 6
1 Roof sign lighting armature
2 Cable harness
3 Reflector
4 Gasket
5 Lens
6 Bulb holder
7 Bulb
8 Vibration damper
Items
Name Deleted items Added items
Lamp complete 1 370 702 1 427 215
Repair kit with lenses, cable harness, - 1 428 395
seals, reflector and vibration damper
(c)
Technical
17
TI 17-98 10 27 T
information
en
The tachometer displays the incorrect engine

speed (RPM)
Background
After some time the tachometer begins
displaying engine speeds as too low. The 15
calibration potentiometer has changed because 20
of the vibration in the instrument panel.
10
E
Remedy
5 25
The supplier has corrected this problem by
securing the calibration potentiometer with
paint.
0 1/min 30
The modification is introduced on existing part x100
numbers from September 1997 and from the

VDO
following chassis numbers:

112 802
©
16:06-41
Issue 1 en
Alternator and Battery
Description of operation Work description
100812
©
1 586 719 Scania CV AB 1996-05
Contents
Contents
Description of operation General Balance of charge .............................................. 3
Charging in winter ............................................. 4
Battery General ............................................................... 5

Changing the battery .......................................... 5
Cleaning ............................................................. 5
State of charge ................................................... 6
Electrolyte level ................................................. 6
Charging batteries .............................................. 7
Jump starting ...................................................... 8
Battery heater ..................................................... 9
Alternator General ............................................................. 11

Internal connections ......................................... 12
Rotor ................................................................ 13
Sizing the alternator ......................................... 14
Alternator current table .................................... 15
Fault diagnosis .......................................................................... 16

Testing the charge ............................................ 18
Work description Changing the alternator .................................... 19

Carbon brush length ......................................... 20
Rotor ................................................................ 20
Stator ................................................................ 21
Diodes .............................................................. 22
Specifications .......................................................................... 24
2 © Scania CV AB 1996 16:06-41 en

General
Some vehicles have a wide range of equipment
with a high power consumption.
It is important that alternator output is matched
to consumption. An alternator which is too
small will reduce the life of the battery and
may cause problems with starting.
Balance of charge
The alternator should be able to supply power
requirements and provide an excess for charg-
ing (at least 10 A). The function of the batteries
should basically only be to start the truck.
An incorrect balance of charge means that too
much of the peak consumption is supplied by
the batteries. This results in reduced battery life
and may cause starting problems. The charge balance is shown by the ammeter.
The reading should always be positive, show-
There are primarily two types of operation ing that the alternator is providing an excess of
which can damage the battery, namely charge
sulphating and cycling (repeated charging
and discharging).
16:06-41 en © Scania CV AB 1996 3

General
Sulphating Charging in winter

If the batteries do not have time to recharge In winter, the battery is difficult to charge and
between discharges, sulphating slowly takes its capacity is reduced. Vehicles which use an
place. auxiliary heater at night and which consume a
high level of current during the day (e.g. when
When this takes place, the material in the posi-
loading) can have problems with the batteries
tive and negative plates is converted to lead
failing to recharge between discharges.
sulphate, reducing the specific gravity of the
electrolyte. If the battery is then left standing, A battery which if left in a low state of charge
the lead sulphate crystals grow together, for long periods may suffer from sulphating.
mainly on the negative plates. The battery may then need to be changed.
The battery is referred to as sulphated. If sul- A battery heater will help a cold battery to
phating is allowed to progress too far, it cannot charge more quickly (see ”Battery heater”).
be inhibited by charging. The battery gasses,
meaning that the current simply splits the water
into hydrogen and oxygen. Battery capacity is
permanently reduced.
Cycling
Each time a battery is discharged, a portion of
its service life is used up, even if it is subse-
quently recharged. Batteries can normally pro-
vide around 100 - 200 cycles with major
discharge and recharging, depending on battery
design.
If discharging and recharging takes place often,
the lead material becomes detached from the
plates, leading to a loss of capacity and even to
short-circuit in some of the cells.
Cycling can arise, for instance, when an auxil-
iary heater is used when the engine is switched
off.
4 © Scania CV AB 1996 16:06-41 en

Battery
Battery
General
The vehicles are equipped with two 12 V bat-
teries, coupled in series, to provide 24 V.
+24 V
Changing the battery
Do not disconnect the batteries when the
engine is running. This can cause damage to
the alternator or other electrical components.
Disconnect the earth lead (negative terminal)
first, and then the other connections.
12 V 12 V
Fitting
Fit the leads correctly. Start by connecting the
102005
positive lead and then connect the earth lead to
the negative terminal of the battery.
Do not confuse the battery connections. The
alternator or other electrical components may
be damaged.
Cleaning
Clean the batteries, leads and battery box. Cor-
rosion and dirt can cause voltage loss or even
discharge.
Apply Vaseline to the terminals.
16:06-41 en © Scania CV AB 1996 5

Battery
State of charge
Check specific gravity using a hydrometer. In a
fully charged battery, this should be:
at +20 ˚C 1.28
at 0 ˚C 1.30
at -20 ˚C 1.31
If specific gravity is lower than 1.24 at +20 ˚C,
the battery must be charged. A discharged bat-
tery freezes at -5 ˚C.
Avoid boost charging (see ”Boost charging”).
The battery is damaged after repeated charg-
ing.
Note: If the batteries have different charges,
they must be charged separately.
Electrolyte level
The electrolyte should be level with the upper
part of the round, white plastic ring which can
be seen inside the battery when the cap is
unscrewed.
Top up with distilled water as necessary.
Note: Sulphuric acid or electrolyte improver
must not be used.
6 © Scania CV AB 1996 16:06-41 en

Battery
Charging batteries State of charge

The current must be no greater than 10 % of
battery capacity. This means that a 170 Ah
! WARNING! battery should be charged with max. 17 A.
An explosive hydrogen gas mixture is Batteries which have been slowly discharged
generated when charging the battery. (sulphated) should be charged with no more
Do not smoke and make sure that there than half the current.
are no appliances which could generate
sparks in the vicinity. Boost charging
When boost charging, the battery is charged
using a higher current for a shorter period.
General
IMPORTANT! Charging may only be done
Cell voltage increases during charging. Gas is
with the cable terminals disconnected or when
generated at about 2.3 - 2.4 V.
the power is switched off at the battery master
The charging time for different batteries varies switch.
depending on the size of the batteries and the
Charging should end when gas starts to be
charge current.
generated.
If it is necessary to top up with distilled water
when charging, this should be done first. If not, Note: Boost charging reduces the life of the
the water will form a layer at the top of the batteries and should therefore only be
cells and may cause the batteries to freeze at done in an emergency.
low temperatures.
When charging old batteries, lead material
Note: In a fully discharged battery with low may become detached from the plates, causing
electrolyte level, the level may increase reduced capacity and even short-circuit in
during charging. If the battery is fully some of the cells.
filled before being charged, the electro-
lyte may overflow. Sulphated batteries must not be boost charged.
16:06-41 en © Scania CV AB 1996 7

Battery
2 3 4 1
+ − +
101002
Jump starting Proceed as follows:
Both vehicles must have a 24 V electrical sys- Start the engine on the fully charged vehicle.
tem. If the source vehicle has a higher voltage,
there is a danger of the control units being 1 Connect to ”+” on the weak battery.
damaged.
2 ... to ”+” on fully-charged battery.
Do not stand close to the batteries when using
jump leads. Explosive gas is generated in the 3 Connect to ” –” on the fully-charged
same way as when charging the batteries. A battery.
battery can explode causing serious injury. 4 ... to the chassis frame a distance from the
Carefully follow the instructions in order to battery in the vehicle with the discharged
avoid injury to persons or property. battery. This last cable may spark when it
is connected. If the protective paint on the
Use heavy-duty jump leads - at least 25 mm2 - chassis frame is damaged, it must be
with insulated clips. touched up immediately afterwards.
5 Start the engine on the vehicle to be
charged. Do not stand near the batteries.
6 When the engine has started, first detach
the cable from the frame and then the other
cables.
8 © Scania CV AB 1996 16:06-41 en

Battery
Battery heater
Vehicles used for sleeping in at night or at tem-
peratures below -20 ˚C should be equipped
with a battery heater. A battery heater warms
the batteries to 10 - 15 ˚C, reducing charging
problems.
The battery heater is automatically switched on
below about -4 4 ˚C and only when the alter-
nator is providing a charge.
Insulation helps to maintain the heat in the bat-
teries. This makes starting easier. A warm bat-
tery has almost twice the capacity of a cold
one.
Ah
A
160
Example: The following example shows how B
battery charge is affected by temperature and
driving times. 140
A vehicle’s 160 Ah batteries are discharged of C
80 Ah. The graph shows approximately how 120
much charge is replaced during 8 hours of
driving. With no battery heater, the battery is 100
recharged with 40 Ah at -20 ˚C. With a battery
heater, twice as much charge is replaced,
80 Ah over the same period. 80
1 2 3 4 5 6 7 8 h
Also see 16:06-42 for further information.
A) +20 ˚C, 100 % charged

B) -20 ˚C, 100 % charged with
battery heater
C) -20 ˚C, 75 % charged without
battery heater
16:06-41 en © Scania CV AB 1996 9

10 © Scania CV AB 1996 16:06-41 en
Alternator
Alternator
General
F1 F1
The alternators have three stator windings and
are of three-phase type. The stator windings
can either be star-connected or delta-con- F2
nected. The alternating current generated in the
three phase leads as the rotor turns must be rec- F2
tified in order to, for example, charge the bat- F3
101122
teries. Rectification is via a diode bridge. F3
Delta connected stator windings

The charge regulator ensures that the alternator
(90 A alternator)
provides the correct output voltage. This is a
transistor regulator, manufactured together
with the brushes as a single unit, and cannot be
adjusted. F1 F1
0
F2
F2
F3
0
101120
F3
Star connected stator windings
(65 A alternator)
Special instructions
• Make sure that the batteries are connected
with the correct polarity. If the poles are
reversed, the alternator diodes will be
destroyed.
• Never detach the battery or alternator when
the engine is running.
• It is not necessary to detach any leads from
the alternator when arc welding. connect the
welder’s earth clamp as close to the weld
point as possible.
Charge lamp
The charge lamp should go out when the
engine is started. If the lamp remains on, the
alternator is not providing a charge (the lamp is
then connected to earth via the alternator’s
connection D+ to DF- (see ”Alternator”).
16:06-41 en © Scania CV AB 1996 11

Alternator
Internal connections
5
1 Rotor winding
2 Stator winding
3 Rectifier diodes
4
4 Capacitor (suppression)
5 Field diodes 3
6 Charge regulator 2
1 3
101118
Internal connections, 90 A alternator
Connections / markings
W Speed (frequency) signal. A number of
vehicle systems use the alternator to read
engine speed. Frequency is dependent on
the number of poles. 4 5
Designation in diagram: W.
B+ Starter motor and battery+. Supplies the 3
various current loads in the vehicle and
provides charge to the battery. 2 3
Designation in diagram: 30.
D+ Charge lamp. Switches off the charge 1
lamp by providing a reverse voltage.
101119
6
Lights the lamp by providing earth and
provides excitation current to the rotor (at Internal connections, 65 A alternator
start).
B- Earth. Note that the connection is isolated
from the alternator casing in trucks with
2-pole ADR.
Also see connection diagram 16:02-03.
12 © Scania CV AB 1996 16:06-41 en

Alternator
Rotor
The rotor in an alternator consists of two claw-
shaped metal poles (north and south) which
enclose a coil (magnet winding), all mounted
on a shaft.
The coil is supplied with direct current from
the field diodes, via slip-rings, to magnetise the
claws. An 8-pole alternator has eight north and
south poles, and a 6-pole alternator has six.
101136
The rotor has lines of magnetic force running
from the north poles to the south poles. Supply
to the slip rings is with brushes via D+ to DF-.
In order to prevent alternator voltage from D+
surging (above about 28 V) as engine speed
increases, field current is controlled by the
charge regulator. Control is achieved by DF−
earthing DF-.
101137
Since current flows through the rotor as it is

rotating, a charge current is generated in the
phase windings of the stator.
The three-phase alternating current which is
generated must be rectified to provide a direct
current. This is done with the help of diodes.
16:06-41 en © Scania CV AB 1996 13

Alternator
Electrical load Amperes/unit Quantity Total

Truck standard 18-23 1 = 18-23
ABS 0.5 =
EDC 3.5 =
Opticruise 0.5 =
Extra lights 3 =
Side marker lights 0.5 =
Roof lighting 4 =
Load lamps 3 =
Heated seat 2 =
Heated mirrors 2 =
Cab heater 6 =
Battery heater 7 =
Radio 1.5 =
Cabinet illumination 1 =
Trailer
Rear light 0.5 =
Side marker lights 0.5 =
Width marking light 0.25 =
Cabinet illumination 1 =
ABS 0.5 =
Miscellaneous (see remarks for each option) =
Total consumption =
14 © Scania CV AB 1996 16:06-41 en

Alternator
Alternator current at ratio 3.5:1

The current generated by the alternator is dependent on engine speed. The table shows the current
supplied by the alternator at various engine speeds.
Engine Alternator Alternator current
(rpm) (rpm) 90 A 65 A
500 1750 42 31
600 2100 58 40
700 2450 69 46
800 2800 76 50
900 3150 80 53
1000 3500 83 56
1100 3850 86 58
1200 4200 88 60
1300 4550 89 61
1400 4900 90 63
1500 5250 91 64
1600 5600 92 64
1700 5950 93 65
1800 6300 94 65
1900 6650 94 66
2000 7000 94 66
2100 7350 95 67
2200 7700 95 67
2300 8050 96 67
2400 8400 96 67
Frequency
The output frequency (f) at connection W is Example: Frequency at e.g. 3500 rpm for a
calculated using the alternator speed (rpm) and 65 A alternator (6-pole):
number of poles:
6 x 3500
f= = 350 Hz
No. of poles x rpm 60
f=
60
The output frequency at W is 350 Hz for a
90 A = 8 poles 6-pole alternator at 3500 rpm.
65 A = 6 poles
16:06-41 en © Scania CV AB 1996 15

Fault diagnosis
Fault diagnosis
SYMPTOM PROBABLE CAUSE SUGGESTED
REMEDIAL MEASURE
A Starting difficulties
A1 Charge lamp indication is 1 Battery fault. Check the specific gravity of

normal, both with engine the electrolyte and test for
off and engine running. short-circuit.
2 Alternator belt slipping. Check with charge test.
3 Regulator fault Check with charge test.

(providing too low
system voltage).
Tachometer also twitchy. 4 Alternator fault (phase Change the alternator.

fault).
No reading on ammeter. 5 Voltage drop or break in Measure voltage drop

circuit for B+. between B+ and battery+.
A2 The charge lamp remains on, 1 Alternator belt slipping Check the drive belt.
even when the engine is or broken.
running.
2 Circuit for D+ is Check the circuit.
earthed.
B Will cause starting difficulties in the long-term
B1 The charge lamp is on when 1 Contact resistance to Measure the circuits and
the ignition is switched on, the lamp or to earth in repair.
but is dimly lit when the the alternator.
engine is running.
B2 The charge lamp also lights 1 See symptom A2.

at high engine speed.
16 © Scania CV AB 1996 16:06-41 en

Fault diagnosis
Fault diagnosis (continued)

SYMPTOM PROBABLE CAUSE SUGGESTED
REMEDIAL MEASURE
B3 The charge lamp does not 1 Break in circuit to D+. Check the circuit (connect the
light when the ignition is cable for D+ at the alternator
switched on. (Engine off). to earth).
2 The brushes are worn. Check the brushes and slip

rings.
3 Break in field circuit. Measure resistance in rotor

winding.
4 Break in regulator (not Check the regulator.

providing earth).
B3.1 Special case: 5 Lamp is blown. Check and change the lamp.
B4 Control voltage is too high 1 Fault in regulator. Conduct charge test.

during control voltage test.
All cells in battery boil dry. 2 Contact resistance in Remove the regulator and
regulator’s earthing test it.
point to alternator
casing.
3 Contact resistance Test using a multimeter.

between B- and
alternator casing.
A few of the battery’s cells 4 Short circuit in battery. Check the batteries.
are boiling dry.
Work after fault diagnosis / repair

Some of the vehicle’s control units may have generated fault codes, either due to the fault or during
the fault diagnosis. Do not forget to check and erase the fault codes, using SD2 if possible.
16:06-41 en © Scania CV AB 1996 17

Fault diagnosis
Charge testing
Alternators should not be run without a battery
connected as the rectifiers can be overloaded
and destroyed.
Output test
1 Connect the calibrated test instrument with
the load resistor as illustrated.
2 Start the engine and allow it to run for a
minute or so before conducting the test.
3 Rev the engine to 1715 rpm (6000 rpm for
the alternator) and provide a load using the
load resistor as below.
The voltmeter should show 28 V.
4 A digital clamp ammeter can be connected
at B+ on the alternator for more accurate
reading.
The alternator should show at least the fol-
lowing currents:
88 A for 90 A
65 A for 65 A
Control voltage test

This test requires fully-charged batteries to
give an accurate result.
1 Connect the voltmeter and ammeter as
illustrated.
2 Start the engine and let it run until the
alternator provides max. 5 A at B+.
3 Rev the engine to 1715 rpm (6000 rpm for
the alternator).
The control voltage at 20 ˚C should be
28.0 V 0.5 V.
18 © Scania CV AB 1996 16:06-41 en

Changing the alternator
Work description
Changing the alternator

When changing to an alternator type with a dif-
ferent number of poles (e.g. 65 A with 6 poles,
or 90 A with 8 poles), the output frequency at
W will change. Certain frequency-dependent
systems must therefore be adjusted:
• The exhaust brake and retarder: See 8
group 10, ”Brakes”.
• The combined instrument (O1): Move the
bridging plug on the rear of the instrument 6
to the position with the correct number of
poles. See group 16, ”Electrical compo-
nents”.
102027
Rear of combined instrument.
Location of the bridging plug for 8-pole and
6-pole alternators.
2-pole ADR
In trucks with 2-pole ADR, the pole stud for
B- is isolated from the alternator’s casing. If
the alternator in this type of truck is changed, it
must be replaced with a new one where B- is
isolated from the casing.
Cable terminals
Always change to cable terminals of the same
size. Note that the terminals are coded to pre-
vent them being switched.
16:06-41 en © Scania CV AB 1996 19

Brush length / Rotor
Brush length
The brush holder is attached to the charge reg-
ulator. The brushes should be checked to see
that their length is correct and that they are not
damaged. The ends should be shiny and
rounded to match the slip rings.
Brush length is measured between the end and
the holder.
For 65 A it should be > 5 mm.
For 90 A it should be > 2.5 mm.
101550
Rotor
Slip rings
The slip rings should show an even, metallic
shine over their entire surface. If they are not
shiny, this indicates poor contact with the
brushes. The slip rings are accessed by remov-
ing the charge regulator.
Resistance
Rotor resistance is measured using an ohmme-
ter between the slip rings.
For 65 A it should be about 8.4 0.4 .
For 90 A it should be 11.2 .
101 591
When measuring seepage between the slip

rings and casing, the ohmmeter should show
infinite resistance (at least 10 M ).
20 © Scania CV AB 1996 16:06-41 en

Stator
Stator
F F F
In order to gain access to measure the resist-
ance in the stator, the alternator must be
screwed apart and the stator’s connections to
the diode bridge must be unsoldered. Protect
the diodes against heat by using pliers as a heat
sink.
The resistance between phases should be:
90 A, Phase - Phase: 0.085
101589
65 A, Phase - Phase / Phase - Neutral:
approx. 0.3 Stator connections, 90 A alternator
F = Phase lead
When measuring seepage between the rotor
windings and casing, the ohmmeter should
show infinite resistance (several M ).
0 F F F
101554
Stator connections, 65 A alternator
F = Phase lead
0 = Neutral lead
16:06-41 en © Scania CV AB 1996 21

Diodes
Diodes
IMPORTANT! The rectifier diodes are zener
diodes and must not be replaced with any other
type.
Diode
The function of a diode is to release current in
one direction (low voltage drop) and to block it
in the other direction (high voltage drop).
The diode only allows current through in the
direction of the arrow
Zener diode
The particular feature of a zener diode is that it
has a breakdown point at about 54 V where it
begins to release voltage in the blocked direc-
tion.
54 V
The rectifier diodes are of zener type which A zener diode will allow voltage in the reverse
means that if the regulator breaks or if a battery direction at about 54 V
lead is detached (or becomes loose) when the
engine is running, the alternator still stops
charging at 54 V.
The alternator is thus equipped with overvolt-
age protection.
22 © Scania CV AB 1996 16:06-41 en

Diodes
Diode test
Diodes are most easily checked using a multi-
meter with a diode test. The diode must be
tested in both directions to ascertain whether it
is intact.
The voltage drop across a diode should be
between 0.40 and 0.70 V.
+ Diodes (1)
Measure the voltage drop between B+ and each
of the stator’s connection points (F or F and 0)
to the diode bridge.
- Diodes (2)
Measure the voltage drop between B- and each
of the stator’s connection points (F or F and 0)
to the diode bridge.
Field diodes (3)

Measure the voltage drop between D+ and
each of the phases’ connection points (F) to the
diode bridge.
16:06-41 en © Scania CV AB 1996 23

Specifications
Specifications
Batteries
Quantity Two 12 V connected in series
Ground connection Negative
System voltage 24 V
Battery capacity 135 Ah, 170 Ah, 180 Ah
Specific gravity of electrolyte at 20 ˚C 1.28 (fully charged batteries)
Lowest specific gravity at 20 ˚C 1.24 (20 % discharged batteries)
Charging current 10 % of capacity
Electrolyte level To the upper edge of the plastic ring in the fixture
Alternator 65 A, Bosch 90 A, Valeo

Designation N1-28V 20/65A A14VI19
Output at 6000 rpm 1800 W 2500 W
Ratio 3.5:1 3.5:1
No. of poles 6 8
Resistance in rotor approx. 8.4 11.2 5%
Resistance in stator (phase-phase) 0.3 0.085 0.001
Brushes, min. length > 5 mm > 2.5 mm
Slip rings, min. diameter > 26.8 mm > 13.8 mm 0.1
Tightening torque, pulley 65 Nm 65 Nm
Output test
Alternator speed 6000 rpm 6000 rpm
Engine speed 1715 rpm 1715 rpm
Min. current 65 A 88 A
Min. voltage 28 V 27 V
Control voltage test
Alternator speed 6000 rpm 6000 rpm
Engine speed 1715 rpm 1715 rpm
Voltage at + (alternator) 28 V 0.5 V 28 V 0.5 V
Alternator load max. 5 A max. 5 A
Ambient temperature +20 ˚C +20 ˚C
Connection diagram ”Basic electrical system, frame and engine” 16:02-03.
24 © Scania CV AB 1996 16:06-41 en

16:07-10
Issue 2.1 en
Coordinator
Generation 3
and troubleshooting

1 712 344
Contents
Contents
Function description General ..................................................................... 3
Instrument panel parts .............................................. 4
Main function ........................................................... 5
Why use Scania Diagnos? ........................................ 5
An explanation of CAN communication.................. 5
Interaction with other systems.................................. 6
Components Component location.................................................. 7

Accelerator pedal sensor........................................... 8
Control for cruise control ......................................... 9
Brake pedal switches .............................................. 11
Clutch pedal switch ................................................ 12
Tachograph ............................................................. 13
Indicator and warning lamps .................................. 14
Diagnostic switch panel.......................................... 15
Coolant temperature gauge..................................... 16
Oil pressure gauge .................................................. 16
Bodywork equipment connector............................. 17
Troubleshooting Reading fault codes ................................................ 19

Clearing fault codes................................................ 19
Limitations.............................................................. 19
Fault code 11 - 25 ................................................... 20
Electrical system Connectors.............................................................. 26

Input signals............................................................ 27
Output signals......................................................... 28
Other signals........................................................... 29
Wiring Diagrams .................................................... 30

2 16:07-10
General
The main task of the coordinator is to convey data to
other control units, currently this is mainly the engine
control unit, from those controls, pedals etc. that are
operated by the driver in the cab. The coordinator also
conveys information from the engine control unit out to
gauges and lamps in the instrument panel (e.g. for oil
pressure) and to other systems (e.g. Retarder). The
coordinator is located in the cab.
The engine control unit is located on the engine. The
coordinator administers the signals to and from the
components in the cab and communicates with the eng-
ine via the CAN circuit. This means that no separate
cables are required between the cab and the control
units for each individual cab component.

16:07-10 3
Instrument panel parts
The above illustration shows those controls,

1 Accelerator pedal sensor pedals, gauges etc. that interact with the
2 Brake pedal switches coordinator.
3 Make switch, clutch pedal
4 Control for cruise control
5 Oil pressure gauge
6 Coolant temperature gauge
7 Tachometer
8 Tachograph
9 Diagnostic panel
10 Warning lamps
11 Diode unit (D18)
12 Bodywork equipment connector (C271)
13 Diagnostic socket

4 16:07-10
Main function
The coordinator converts messages to signals We have chosen to call such information trans-
and vice versa. ferred via the CAN circuit, between the coordi-
nator and other control units, messages. These
The coordinator sends the vehicle speed signal cables convey different messages, between dif-
as a message, via the CAN circuit, to other sys- ferent control units, at different times.
tems.
The information which goes to and from the
The coordinator receives the messages concer- coordinator in the form of voltage levels we
ning coolant temperature, oil pressure and eng- call signals. Each component has its own con-
ine speed from the engine control unit and nection to the control unit.
sends an output signal about this to the instru-
ment cluster.
A PWM signal is sent from the coordinator to
other systems with information on the amount
of fuel supplied to the engine. The PWM signal
is a message that the coordinator received from
the engine control unit and then converted. The
message states how much fuel is being injected
into the cylinders (actual throttle actuation)
Why use Scania Diagnos?

- Scania Diagnos can show all the fault codes
that are generated in the coordinator, there is
also the possibility of further information on
those components that may be traced to the
fault code.
- The components that interact with the coordi-
nator are described and an overview figure
shows where those components are located.
- Wiring diagrams for all the connections are
available.
- Many graphic symbols give better support
when troubleshooting.
An explanation of CAN communi-

cation
The coordinator and the engine control unit
communicate with each other through the CAN
circuit. The information in the CAN circuit
cannot be checked by using a multimeter.
However, it is still possible to measure at each
current consumer (component) that is connec-
ted to the coordinator or the engine control
unit.

16:07-10 5
The coordinator conveys information to and - diagnostic lamp/ diagnostic switch for engine
from the following components: control unit
- accelerator pedal - warning lamp for engine
- brake pedal - special functions from the bodywork equip-
- clutch pedal ment connector
- control for cruise control - the Retarder system
- coolant temperature gauge
- oil pressure gauge
- speedometer/tachograph
- warning lamp for low oil pressure
- diagnostic lamp/ diagnostic switch for Coor-
dinator

6 16:07-10
Components
Component location
Component Description Component Description

B1 Brake pedal switch 1 F 19 Fuse
B25 Throttle actuation switch F 20 Fuse
B32 Clutch pedal switch O1 Instrument cluster
B34 Brake pedal switch 2 O4 Tachograph
C2 Connector O5 Tachometer
C23 Connector O7 Coolant temperature gauge
C56 Distribution block O8 Oil pressure gauge
C61 Connector P2 Central electric unit
C190 Connector S50 Diagnostic panel
C271 Bodywork equipment S51 Control for cruise control
connector W4 Warning lamp for low oil
D18 Diode unit pressure
D35 Potentiometer W27 EDC indicator lamp
E4 Pulse generator
E7 VPS control unit
E12 EDC control unit
E30 Coordinator control unit
G4 Earthing point
G13 Earthing point

16:07-10 7
Accelerator pedal sensor - B25, B26 and D35
The accelerator pedal sensor supplies the coor- Accelerator pedal and accelerator pedal
dinator with input signals. The coordinator sensor
interprets the input signals and sends informa-
tion about these to other control units via the
CAN circuit. 1
The accelerator pedal sensor consists of the fol-
lowing three components.
• Potentiometer (D35)
• Throttle actuation switch (B25)
• Kick-down switch (B26)
116 356
1 Accelerator pedal sensor
The potentiometer (D35) informs the Coordi- down switch.

nator control unit about the accelerator pedal
position. The potentiometer receives a supply
voltage of approximately +5 V from control
unit pin 28 and is then earthed via pin 24. The
sensor sends a signal voltage to control unit
pin 54. The voltage is directly dependent on
how much the accelerator pedal is depressed.
The throttle actuation switch informs the con-
trol unit pin 30 if the accelerator pedal is fully
released or depressed. When the pedal is fully
released, the throttle actuation switch is open.
The control unit interprets this as a request for
idling speed. The throttle actuation switch clo-
ses when the pedal is pressed down and earths
The kick-down switch is activated when the
accelerator pedal is depressed from full throttle
to the kick-down position. The coordinator
does not receive any signals form the kick-

8 16:07-10
Control for cruise control - S51
The control for the cruise control sends input

signals to the coordinator. The coordinator
interprets the input signals and sends informa-
tion about these to other control units via the
CAN circuit.
Using the control for cruise control, the coordi-
nator is informed of the speed the vehicle is
required to hold.

16:07-10 9
There are only two cables between the control U

and the control unit. The cables are connected (volt)
to the control unit pins 29 and 48. Each func-
tion gives a certain voltage level (refer to
graph) which the control unit senses across the 5
pins.
The voltage levels are created when the
resistance in the circuit changes depending on
4 OFF
which function is engaged. ON
3
The control receives a supply voltage of
approximately +5 V from control unit pin 29 RET
and is earthed via pin 48.
2
RES
1
ACC
107 426
0
The different voltage levels of the cruise control

functions.

10 16:07-10
Brake pedal switches - B1 and B34
The brake pedal switches send input signals to

the Coordinator. The Coordinator interprets the The pedals
input signals and sends information about these
to other control units via the CAN circuit.
Brake pedal switches B1 and B34 sense when
the brake pedal is depressed. The switches are
connected so that one opens and the other clo-
ses when the pedal is depressed. They open/
close simultaneously when the pedal is lightly 1
depressed, i.e. at the beginning of the pedal
movement. 2
116 249
The switch that opens (B1) when the pedal is
depressed is called brake pedal switch 1 and 1 Brake pedal switch 1 B1
the switch that closes (B34) is called brake
2 Brake pedal switch 2 B34
pedal switch 2.
B1, brake pedal switch 1, is connected between
the Coordinator pin 52 and chassis earth. When
the brake pedal is depressed, the earth
connection to pin 52 is broken.
B34, brake pedal switch 2, is connected bet-
ween the control unit pin 53 and chassis earth.
When the pedal is depressed, pin 53 is earthed.

16:07-10 11
Clutch pedal switch B32
The clutch pedal switch supplies the Coordina- The pedals

tor with an input signal. The Coordinator inter-
prets the input signal and sends information
about this to other control units via the CAN
circuit.
The clutch pedal switch (B32) senses when the
clutch pedal is depressed.
1
The switch is connected between the
Coordinator pin 50 and chassis earth. The
switch closes and earths pin 50 when the pedal
is lightly depressed, i.e. at the beginning of the
pedal movement.
116 250
1 Clutch pedal switch B32

12 16:07-10
Tachograph O4
The tachograph sends input signals to the

Coordinator. The Coordinator interprets the
input signals and sends information about these
to other control units via the CAN circuit.
The tachograph (O4) informs the Coordinator
about vehicle speed. Vehicle speed sensing is a
prerequisite for certain functions such as cruise
control and speed limiter.
The tachograph sends the vehicle speed signal
to Coordinator pin 41.
17_0121

16:07-10 13
Indicator and warning lamps W27 and W4
The Coordinator receives information from the

engine control unit via the CAN circuit. The
Coordinator switches the lamps on and off in
the instrument cluster as required. 1 2 EDC
The Coordinator controls the following lamps:
06 448
• Indicator lamp for engine control unit
(W27) Indicator lamp for EDC, truck
• Low oil pressure warning lamp (W4)
When starter voltage is switched on, the indica-

tor lamps come on for a few seconds to check
that they are intact.
The indicator lamp receives voltage +24 V
from Coordinator pin 2 and is earthed via pin 9.

14 16:07-10
Diagnostic switch panel - S50
The Coordinator sends a message via the CAN

circuit to the affected control units, which in
turn return any registered fault codes. The Coor-
dinator flashes the fault codes via the respective
diagnostic lamp.
At present, only the Engine Control Unit and
Coordinator flashing codes are controlled by the
Coordinator. Other diagnostic buttons are con-
nected directly to their respective control unit.
Using the diagnostic switches, it is possible to
extract fault codes that may be stored in the
memories of the control units. The fault codes
are flashed out by the diagnostic lamp. The swit- ED C
ches are also used for deleting fault codes.

The diagnostic panel switch is supplied with
+ 24V from fuse 4 in the central electrical unit
118 355
to pin 3 of the diagnostic panel and is earthed
via pin 4 of the diagnostic panel.
The engine system switch receives voltage from Diagnostic switches.
Coordinator pin 2.
Coordinator Engine system

Switch, pin 10 on the diagnostic panel, is con- Switch, pin 6 on the diagnostic panel, is connec-
nected to Coordinator pin 12. The switch, which ted to Coordinator pin 9. The switch, which has
has a return spring, closes and earths pin 12 a return spring, closes and earths pin 9 when it is
when it is depressed. depressed.
The Coordinator interprets this as a request to The Coordinator sends a message to the engine
show any flashing codes and will flash them out control unit that the button is depressed and in
by intermittently connecting pin 12 to earth in return, the Coordinator receives which flashing
the required pulse sequence when the button on codes to indicate.
the panel is released.

16:07-10 15
Coolant temperature gauge O7
The Coordinator receives information about the

coolant temperature from the engine control unit 80 100
via the CAN circuit. The Coordinator sends an 60 120
analogue signal via pin 10 to the temperature
gauge (O7) in the instrument cluster.
113 173
Oil pressure gauge O8
The Coordinator receives information about the

oil pressure from the engine control unit via the 4
CAN circuit. The Coordinator sends an analo-
gue signal via pin 11 to the oil pressure gauge
0 7
(O8) in the instrument cluster.
118 442

16 16:07-10
Bodywork equipment connector (C271)

There is a connector, C 271, in the central elec-
tric unit for engine control from bodywork
equipment. C 271 is connected to the Coordi-
nator.
The Coordinator informs the engine control
unit, via the CAN circuit, which pins have been
earthed in C 271.
The functions which can be connected to C 271
are:
• Engine speed control.
• Torque limitation control.
• Speed limiter 2 control.
• Emergency stop control.
Engine speed
Engine speed can be controlled by connecting a
type of control to pin 1 and pin 5 in connector
C 271. By earthing the pins as below the follo-
wing functions can be achieved:
Pin Function
Pin 1 and 5 not earthed Normal hand throttle
Pin 1 earthed Limited hand throttle
Pin 5 earthed Raised idling speed
Pin 1 and 5 earthed Fixed engine speed
More information about this function can be

found in the Function description of the engine
system.

16:07-10 17
Torque limitation
Engine torque can be controlled by connecting
a control to pin 3 and pin 4 in connector C 271.
By earthing the pins as below the following
functions can be achieved:
Pin Function
Pin 3 and 4 not earthed No torque limitation
Pin 4 earthed Torque limiter 1
Pin 3 earthed Torque limiter 2
Pin 3 and 4 earthed Torque limiter 3
More information about this function can be

found in the Function description of the engine
system.
Speed limiter 2 Emergency stop

Speed limiter 2 can be activated by connecting Emergency stop can be activated by connecting
a control to pin 6 in connector C 271. It is acti- a control to pin 2 in connector C 271. It is acti-
vated when the pin is earthed. vated when the pin is earthed.
More information about this function can be More information about this function can be
found in the Function description of the engine found in the Function description of the Engine
system. system.

18 16:07-10
Troubleshooting
Troubleshooting
Fault codes in the Coordi-
nator
Reading of fault codes can be carried out by
using Scania Diagnos or the diagnostic lamp in
the instrument panel.
fault.
In cases of loose connections the fault may no
longer be present; but the fault code is stored in
Reading fault codes the control unit memory until it is cleared. It is
Switch on the ignition. then possible to see in which circuit the fault
occurred and look for the cause there, even if
Depress the diagnostic switch and keep it there is currently no fault.
depressed for 2 seconds.
When reading fault codes, a long flash indica- Faults that do not generate a fault
tes units of ten and a short flash indicates one code
unit. Example according to the illustration:
Fault code 21 has the following flashes: Long - If there is no information from the engine con-
long - short. If there are no fault codes registe- trol unit about the coolant temperature, the
red the lamp will be on for 4 seconds. gauge will show full heat, i.e. a maximum
reading. No fault code is generated in the Coor-
Depress the diagnostic switch once again to dinator.
read the next fault code.
If there is no information from the engine con-
trol unit about the oil pressure, the gauge will
Clearing fault codes show zero bars, i.e. no oil pressure. No fault
code is generated in the Coordinator.
Clear all fault codes as follows:
1 Begin by switching off the ignition
(15 supply).
2 Press in the diagnostic switch and keep it
depressed.
3 Switch on the ignition (15 supply) whilst
still depressing the diagnostic switch.
Limitations
Despite the advanced software, a fault may
arise which the control unit is unable to distin-
guish from normal operation. If this is the case,
no fault code is generated.
Fault codes may have been generated when a
cable connection was disconnected whilst the
ignition was on. This is quite a common occur-
rence. The control unit will then interpret it as a

16:07-10 19
Troubleshooting
List of fault codes
Fault Fault
Prohibited signal from the accelerator pedal Prohibited deviation between the accelerator
sensor potentiometer. pedal sensor potentiometer and the throttle
actuation switch.
Cause
Cause
Too low or too high input voltage to pin 54.
Input voltage on pin 54 is too low at the same
time as pin 30 is earthed. Alternatively, input
Remarks voltage on pin 54 is too high at the same time
The voltage from the potentiometer was below as pin 30 is not earthed.
approximately 0.2 V or in excess of approx-
The voltage from the potentiometer was lower
imately 4.0 V.
than 0.49 V while the throttle actuation switch
The supply voltage and the resistance in the was closed. Alternatively, the voltage was in
accelerator pedal potentiometer may however excess of 0.90 V while the throttle actuation
vary between vehicles, therefore the values are switch was open.
not exact, only reference values.
Remarks
Action The values of the throttle actuation switch and
Check the accelerator pedal potentiometer, the the potentiometer must correspond. The poten-
connectors and wiring. tiometer may not indicate throttle actuation
whilst the throttle actuation switch indicates
idling speed.
Action
Check the potentiometer and the throttle actua-
tion switch.
Check the connectors and wiring.

20 16:07-10
Troubleshooting
Fault Fault
Prohibited signal from the control for cruise No communication with the engine control
control. unit.
Cause Cause
Voltage too low or too high between pins 29 Communication between the engine control
and 48. The fault may also be a prohibited vol- unit and the coordinator control unit has been
tage level between the following functions: broken.
ACC, RES, RET, ON and OFF.
Remarks
Remarks
The indicator lamp for engine control comes
Cruise control and engine idling speed adjust- on. Fault codes from the engine cannot be read.
ment will not function as long as the fault is
present.
Action
The control unit interprets the voltage level as Check the connectors and wiring.
follows:
0.7 - 0.9 V: ON+ACC, (14.4 - 18.3% of the
supply)
1.6 - 1.7 V: ON+RES, (31.2 - 35.1% of the
supply)
2.5 - 2.7 V: ON+RET, (49.6 - 53.5% of the
supply)
3.3 - 3.5 V: ON, (66.4 - 70.3% of the supply)
3.7 - 4.3 V: OFF, (74.2 - 85.9% of the supply)
The voltage levels shown above apply to 5 V
supply. The supply voltage may however vary
between vehicles.
The fault code is generated in the event of vol-
tage levels outside these ranges.
Action
Check the control, connectors and wiring.

16:07-10 21
Troubleshooting
Fault Fault
The connection to the tachograph is broken or The brake pedal switches 1 and 2 have supplied
short circuited. conflicting signals on the position of the pedal.
One switch has indicated that the pedal was
released while the other switch has indicated
Cause that it was depressed.
The input signal to pin 41 is missing or the vol-
tage level is too low or too high. The fault code Cause
can only be generated when the road speed is 0
km/h. Both pins 52 and 53 have been earthed at the
same time or neither of them have been earthed
at the same time.
Remarks
When the road speed is 0 km/h the control unit Both brake pedal switches have been closed or
carries out a connection test with the tachog- been open at the same time for more than five
raph. If the test shows prohibited measure- minutes.
ments the fault code is generated.
Remarks
Only the system that limits maximum road
speed may be connected to tachograph output The cruise control and engine idling speed
D3. adjustment will not function as long as the fault
is present.
Action
Action
Check the operation of the tachograph. If the
tachograph is functioning correctly, check the Check the switches, the connectors and wiring.
wiring between the tachograph and the control
unit.

22 16:07-10
Troubleshooting
Fault Fault
Short circuit of the PWM signal from the eng- Short circuit of the signal to the coolant tempe-
ine concerning the amount of fuel supplied to rature gauge.
the engine.
Cause
Cause
The signal from the output is short circuited to
The signal from the output is short circuited to supply voltage.
supply voltage.
The fault code is generated after the fault has
The fault code is generated if the fault has been been active for longer than 10 seconds.
active for longer than 10 seconds.
Remarks
Remarks
If this fault occurs the gauge will begin to indi-
When this fault code is generated, fault codes cate a lower temperature.
may also be generated in other control units.
Action
Action
Check the instrument cluster, the connectors
Check the connectors and wiring. and wiring.

16:07-10 23
Troubleshooting
Fault Fault
Short circuit of the signal to the oil pressure Short circuit of the signal to the oil pressure
gauge. warning lamp.
Cause Cause
The signal from the output is short circuited to The signal from the output is short circuited to
supply voltage. supply voltage.
The fault code is generated after the fault has The fault code is generated after the fault has
been active for longer than 10 seconds. been active for longer than 10 seconds.
Remarks Remarks
If this fault occurs the gauge will begin to indi- If this fault occurs the warning lamp will not
cate a higher pressure. come on.
Action Action
Check the instrument cluster, the connectors Check the instrument cluster, the connectors
and wiring. and wiring.

24 16:07-10
Troubleshooting
Fault Fault
Short circuit of coordinator pin 2. The ways in which the coordinator and the eng-
ine control unit communicate differ.
Cause
Cause
The signal from the output is short circuited to
earth The coordinator does not have the support to
give the engine control unit the information it
The fault code is generated after the fault has requests.
been active for longer than 10 seconds.
Remarks
Remarks
The fault code may be generated for example
When the fault occurs the EDC warning lamp in connection with one of the control units
does not come on as this is connected to the being renewed with a spare part control unit.
output.
A coordinator can adapt itself to older engine
control units but not to newer ones. A newer
Action engine control unit may for example request
Check the connectors and wiring. information that an older coordinator cannot
supply.
Action
Ensure that the new control unit is of the same
version as the old one.

16:07-10 25
Electrical system
Electrical system
Connector
Connector
116 966
Removing tool 588 219, for smaller pins

118 437
Removing tool 588 192, for larger pins

26 16:07-10
Input signals
Task Source Signal type Pin
16:07-10
Ignition (15 supply) Fuse 20 +24 V (U+) 7
Disengagement of cruise control Diode unit +24 V 8
Diagnostic switch EDC indicator lamp Earthing (0 V) 9
Diagnostic switch Diagnostic panel Earthing (0 V) 12
Input signals
Limited hand throttle Bodywork equipment connector Earthing (0 V) 13

Control of cruise control and hand throttle Control for cruise control Analogue 29
Depressed accelerator pedal Throttle actuation switch Earthing (0 V) 30
Raised idling speed Bodywork equipment connector Earthing (0 V) 36
Input signal for torque limiter 2 Bodywork equipment connector Earthing (0 V) 40
Indicates the road speed Tachograph Frequency 41
Initiated pedal movement Clutch pedal switch Earthing (0 V) 50
Activates emergency stop function Bodywork equipment connector Earthing (0 V) 51
Depressed brake pedal Brake pedal switch 1 Earthing (0 V) 52
Depressed brake pedal Brake pedal switch 2 Earthing (0 V) 53
Depressed accelerator pedal Potentiometer Analogue 54

Idling speed request +24 V 57
Input signal for torque limiter 1 Bodywork equipment connector Earthing (0 V) 60
The table below shows which input signals the control unit receives.
Activates speed limiter 2 Bodywork equipment connector Earthing (0 V) 61
*The signal varies, e.g. depending on how much the accelerator pedal is depressed.
Electrical system
27
28
Output signals
Task Destination Signal type Pin
Supply for EDC indicator lamp EDC indicator lamp +24 V 2
Electrical system
Regulated fuel volume Other control units PWM signal 6

Output signal to instrument cluster Coolant temperature gauge Analogue 10
Output signal to instrument cluster Oil pressure gauge Analogue 11
Output signal to instrument cluster Warning lamp +24 V 15
Output signals
Output signal to instrument cluster Tachometer Frequency 18
*The signal varies, e.g. depending on the coolant temperature.

The table below shows which output signals the control unit can deliver.
16:07-10
Other signals
Task Source/Destination Signal type Pin
16:07-10
Earthing of the control unit G13 Earthing (0 V) 1
Communication CAN circuit Data/Messages 21 cables etc.
Earthing of the control unit G13 Earthing (0 V) 23
Earthing of accelerator pedal supply 0V 24
Other signals
Voltage supply for the control unit (30 supply). Fuse 19 +24 V 26
Voltage supply to the potentiometer in the throttle Potentiometer +5 V 28
pedal sensor
Communication CAN circuit Data/Messages 45
Earthing of the control for the cruise control Control for cruise control 0V 48
Voltage supply to the control unit Fuse 19 +24 V 49
Communication K cable Data 65

The table below shows the control unit connections for voltage supply, system earth, communication
Electrical system
29
Electrical system
Wiring Diagrams
Current path 1 - 25
Current path 26 - 50

30 16:07-10
Electrical system

16:07-10 31
Technical
16
TI 16-95 11 21 GT
information
en
New issue 1996-03-04
Loss of throttle actuation in trucks with EDC,

CAG and Scania retarder
Background • Cable EDC24.wh (previously R43-87) is

left in place.
Trucks with EDC as well as CAG and Scania re-
tarder can have problems with the loss of throt- • Detach and insulate both twin-strand ca-
tle actuation. This problem manifests itself by bles 31.bk (previously R43-30 and
the engine dropping to raised idling speed R43-85). These must not be cut off.
(~700 rpm) during acceleration. The engine
does not respond to throttle actuation for • Note: As there are two white cables are
57 seconds. marked EDC24, it is important to move
the correct one.
This problem is caused by the interaction be-
tween the throttle pedal sensor, part number 6. Fit diode unit D46 in the relay holder.
1 308 297, and relay R43, part number 326 320. 7. Fit a new relay, R43, part number 243 460,
and a new relay holder in the central elec-
Action tric unit.
8. Fit a new cable between fuse 3 (pin C) in
In order to remedy this problem, relay R43 fuse holder F2 and R43-30. Detach and in-
should be replaced with a diode unit. The throt- sulate the existing cable.
tle pedal sensor must be changed at the same
time. 9. Fit a new cable between R43-30 and
This solution applies only to trucks with EDC R43-86.
as well as CAG and Scania retarder. 10. Cut the cable between C190/239-4 and
C141-4. Connect cable C190/239-4 to
R43-85 and cable C141-4 to R43-87.
Work description
11. Cut off cable EB.bu from connector C190/
1. Check and take readings on the EDC sys- 239-7 and connect it to cable 31.bk from
tem as described in test stages 2 and 3. C190-7.
Note any deviations. Note that there are three cables to this ter-
2. Adjust the EDC contacts on the brake ped- minal.
al. 12. All pins/connectors which are released
3. Replace the existing throttle pedal sensor, should be insulated to prevent short circuit.
part number 1 308 297, with a new sensor. 13. Check and take readings on the EDC sys-
4. Remove relay R43 from its relay holder. tem as described in test stages 2 and 3.
Note any deviations.
5. Do the following the relay holder where the
diode unit will be located:
• Switch cables RET13.gn (previously
R4387B) and EDC 24.wh (previously
R43-86) with each other.
© Scania CV AB 1
(610) 1996
Materials Feedback
Additional: If the problem is not solved, despite carrying
out the remedial action in this TI, this must be
Designation Part No. Quantity reported to the factory using a fault report as
Throttle pedal sensor 1 308 297 1 soon as possible.
Diode unit 1 108 361 1
Relay R43 243 460 1
Old:
Designation Part No. Quantity

Relay R43 326 320 1
Before modification
P2
F2 3 B 26 D 35 B 25 R 43
10A
3
8786 85
A BC
gn/bu
wh
bu
ye
bn
rd
31.bk
7 4 3 5 2 1 C 190/239
EB.by
EDC 35.bn
EDC 13.bu
EDC 17.bk
EDC 24.wh
31.bk
31.bk
RET13.gn
C 141
4 C 190 3 5 2 C 375 1 1 7 C 190
bn
bu
bk
wh
bk
EDC+CAG C 410 4
EDC
CAG EDC
CAG
E 39
13
31
100814
151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175
After modification
P2
RR 43
99 F2 B 26 D 35 B 25 D
D 46
18
3
10A
87 85 86 5
4 87 4
5
A BC
gn/bu
wh
bu
ye
bn
rd
7 4 3 5 2 1 C 190/239
EDC 13.bu
EDC 35.bn
EDC 17.bk
EDC 24.wh
31.bk
31.bk
RET13.gn
31.bk
C 190 3 5 2 C 375 1 1 7 C 190

bn
bu
bk
wh
bk
EDC+CAG C 410 4
C141−4 EDC
CAG EDC
CAG
E 39
13
31
100813
151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175
©
2 Scania CV AB TI 16-95 11 21 GT en
Technical
16
TI 16-95 10 22 GT
information
en
No throttle actuation
in trucks with EDC and Scania retarder
Background 4. Replace the existing throttle pedal sensor,

part No. 1 104 800, with a new sensor with
Trucks equipped with EDC and Scania retarder the same part number.
can have problems with loss of throttle actua-
tion. This problem is characterised by the en- 5. Remove relay R43 (located on a separate
gine dropping to raised idling (~ 700 rpm) relay holder in the central electric unit).
when the throttle is actuated. The engine does 6. Detach leads and terminals from the relay
not react to throttle actuation for a couple of holder.
seconds.
7. Fit the diode unit in the relay holder.
The cause of the problem is the interaction be-
tween the throttle pedal sensor, part 8. Detach lead EB (Note: located on pin C)
No. 1 104 800, and relay R43, part from fuse 3 in fuse holder F2.
No. 326 320.
Note: There is also a lead marked EB on pin B
on the same fuse. Do not use this lead.
9. Connect lead EB (located on pin C) to lead
Action 31.bk from the relay holder. Use joining
In order to alleviate this problem, relay R43 sleeve part No. 1 112 499.
should be replaced with a diode unit, see work 10. The remaining leads detached from the re-
description. The throttle pedal sensor must also lay holder should be fitted as follows:
be changed. This solution is only for trucks with
- EDC 24.gn/wh to pin 5 on the diode unit.
EDC and Scania retarder.
- EDC 24.wh to pin 8 on the diode unit.
See the wiring diagrams in figs. 1 and 2 which - RET 13.gn to pin 6 on the diode unit.
show connection before and after modification.
11. Fit the relay holder and diode unit back in
the same position.
12. Check and take readings on the EDC sys-
Work description tem as described in test stages 2 and 3. Note
any faults.
1. Check and take readings on the EDC sys-
tem as described in test stages 2 and 3. (See
group 3 of the Workshop Manual, ”EDC
description of operation and work descrip-
tion”). Note any faults.
2. Check brake switches as described in test
stages 13 and 14 (see Workshop Manual).
Correct any faults.
3. Switch off the power.
© Scania CV AB 1
(548) 1995
Materials Feedback
Designation Part No. Quantity If carrying out the procedure in this TI does not
solve the problem, this must be reported to the
New components: factory using a fault report as soon as possible.
Throttle pedal sen- 1 104 800 1
sor
Diode unit 1 108 361 1
Discontinued:
Relay R43 326 320 1
Fig. 1 Before modification
Fig. 2 After modification
©
2 Scania CV AB TI 16-95 10 22 GT en
16:51-01
Issue 1 en
Wiring diagrams manual
and list of components
For buses
©Scania CV AB 1997, Sweden

1 710 149
Contents
Contents
General ...............................................................................1
List of components .............................................................2
Wiring diagrams ...............................................................27
Connection diagrams........................................................27
Circuit diagrams ...............................................................30
Cable markings.................................................................34
Bulbs.................................................................................39
Location diagrams ............................................................40

General
General
The present issue of the Wiring Diagrams Manual is for chas-
sis in the 4 series. All components in the chassis electrical sys-
tem are included in the list of components although not all of
them are shown in the location diagrams. Please consult the
service manual for the equipment in question.
The list of components provides information on all the com-
ponents that make up the electrical system. The information
consists of the following:
• Component code
• Designation, function, etc.,
• References to location diagrams
• References to wiring diagrams.
See also Key to the list of components on page 3.
All the connection diagrams for basic and optional electrical
equipment for the 4 Series will be found under Connection
diagrams on page 27.
The table entitled Circuit diagramfor basic electrical equip-
ment on page 31 presents the locations of the electrical func-
tions (circuits). The table includes references to current paths
in the diagram.
The section entitled Cable markings on page 34 explains the
relation between the various markings and functions of the
cables.
Page 39 is a table of all the types of bulb to be found on a
chassis.
There are a number of location diagrams that show where the
components are located in the vehicle. See page 40.
Note: The location of the components applies to left-hand-

drive vehicles. The batteries and electrical system in the
driver’s area of a right-hand-drive vehicle have loca-
tions the mirror-opposite of those in a left-hand-drive
vehicle.

2
List of components
Code Designation Page

B Make and break switches 4
C Connectors 5
D Diodes, resistors, potentiometers 9
E Electronic control units 10
F Fuses 11
G Earth connections 14
H Electrically heated equipment 15

K Diagnostics socket 15
L Lamps, lighting 16
M Electric motors 17
N Audio equipment -
O Instruments 18
P Power supply 19
R Relays 20
S Switches 22
T Sensors, monitors 24
U Aerials -
V Solenoid valves 26
W Warning lamps and indicator lamps 28
Y Spare cables -
16:51-01 en
Key to the list of components
16:51-01 en
The list of components contains the following information from left to right:
1. Component code (B1).
2. Designation and function (brake lamp switch).
3. Location diagram - identifies the location diagram that shows the location of the component (1).
4. Connection diagram (16:52-) for the basic electrical system. The sheet Nos. (01, 10) and the coordinate (A3
5. Circuit diagram 16:53- for the basic electrical system. Sheet No. (02) and current path No. (402) are given.
6. Connection diagram (16:54-) for optional equipment. The last two digits of the diagram are given.
7. Circuit diagram (16:55-) for optional equipment. The last two digits of the diagram are given.
Note: If the component is not listed in the table, see the booklet for the equipment in question.
Example
B. Make and break switches
B Designation, function, etc., Loc. Conn. diag., basic, Circuit diag., basic, Co
diag. 16:52- 16:53- optio
B1 Brake lamp switch 1 01, 10 - A3 02/402
B16 Reversing lights, on the gearbox 20
3
4
B Designation, function, etc., Loc. Conn. diag., Circuit diag.,

diag. basic, 16:52- basic,
16:53-
1 Brake lamp switch 2 01, 10 - A3 02/402
16 Reversing lights, on the gearbox
25 Accelerator pedal - idle speed
26 Accelerator pedal - kickdown

27 Clutch pedal, lower position
32 Clutch pedal, upper position 10 - C4 02/395
41 Acknowledgement switch for high range
42 Acknowledgement switch for low range
49 Foot switch for manual exhaust brake
500 Neutral position
501 Alarm switch for driver’s gate 55
502 Alarm switch for open battery box 52
503 Alarm switch for open grille panel 52
505 Alarm switch for open hatch to engine compartment, rear 56
506 Alarm switch for open hatch to engine compartment, left 56
507 Alarm switch for open hatch to engine compartment, right 56
16:51-01 en
C. Connectors
16:51-01 en
C No. Designation, function, etc., Loc. Conn. diag., Circuit diag.,

of Diag. basic, 16:52- basic, 16:53-
poles
7 2 12 - C5 01
22 9 Switch for windscreen wiper motor 2 10 - C2 02
23 9 Switch for windscreen wiper motor 2 10 - C3 02
46 2 Clutch pedal, lower position
47 3 Clutch pedal, upper position 10 - B5 02
56 18 Distribution block for CAN signals and diagnostics 10 - E7 01
cables
97 7 Opticruise
98 3 Retarder, potentiometer brake pedal 2
99 10 Gearbox
100 1 Gearbox
106 1 Opticruise, Comfort Shift
122 10 Mechanical gearbox
142 7 Opticruise, Comfort Shift
155 2 Fuel shut-off 3 12 - C5 01
193 2 Retarder temperature sensor
194 2 Retarder temperature sensor
202 2 Opticruise, CS, low range
203 2 Opticruise, CS, high range
239 8 EDC, embedded joint
5
6
C. Connectors
poles
279 2 Flame start 3
500 17 Connector 1 11.5 - A8 F1 01
501 3x6 Connector 1 11 - A8 01

502 3x6 Connector 1 11 - A7 03

503 3x6 Connector 1 11 - A6 02
504 17 Connector 1
505 3x6 Connector 1
506 17 Connector 1
507 17 Connector 1
508 17 Connector 1
512 1 Connector 1 10 - F1 03/560
513 9 Connector 1
514 9 Connector 4 12 - E3 01
515 9 Connector 4 12 - E3 01
516 10 Connector 12 - C4 01
517 Socket for inspection lamp 4 12 - E4 02/379
16:51-01 en
518 Connector 4 11 - F3 02/337

519 2 Connector 1 11 - C1 01
C. Connectors
16:51-01 en

poles
520 9 Connector 1 11 - E1 02
521 9 Connector 1 11 - E1 02
522 9 Connector 1 11 - D1 01
523 9 Connector 1 11 - D1 02
524 1 Joining sleeve 10 - D6 03/473
525 Junction block 10 - E4 02/229
526 2 Connector 4 12 - F3 03
529 1 Joining sleeve
530 5 Connector
531 3 Connector
535 Socket for battery charging 11 - B5 01
536 4 Connector 2 10 - A3 02
540 2 Connector 11 - C1 01
548 9 Connector
549 3 Connector
552 7 Connector
553 9 Connector 10 - C6 02/338
554 9 Connector 10 - C6 02/330
556 1 Terminal block 12 - B4 01/69
558 7 Connector
7
8
C. Connectors
poles
559 1 Connector 11 - F7 01/49
561 2 Connector
590 9 Connector 1 11 - C1 03
591 3 Connector
594 2 Connector 4 12 - E3 01
596 2 Connector
599 2 Connector
610 1 Connector
614 9 Connector 10 - B5 03
619 9 Connector
620 1 Joining sleeve 12 - B5 01/77
627 3 Connector 11 - B2 01
649 1 Connector 10 - C5 02/335
16:51-01 en
16:51-01 en
D d/r/p Designation, function, etc., Loc. Conn. diag., Circuit diag.,

diag. basic, 16:52- basic, 16:53-
35 p Accelerator pedal sensor

37 p Brake pedal sensor
500 d Diode unit 11 - F8 01

502 d Zener diode 11 - F3 02/337
503 p Axle weight sensor
508 d Diode
509 d Diode unit
518 d Diode
9
10

E No. of Designation, function, etc., Loc. Conn. diag., Circuit diag.,
poles diag. basic, 16:52- basic,
16:53-
1 16 Exhaust brake, white smoke limiter
5 55 Opticruise
6 Hall-effect sensor for CS, Opticruise
8 Engine speed monitor, mechanical gearbox
12 35 EDC
13 25 SLD
37 ABS
39 55 Retarder
500 Amplifier for road-speed signal 11 - F6 12/565
501 55 Comfort Shift
502 55 ZF automatic gearbox
503 16 Scania Retarder
504 35 ELC, air suspension
505 55 E-gas
506 Valve package, ZF automatic gearbox
508 Solenoid, Telma retarder
16:51-01 en
F. Fuses
16:51-01 en
Loc. Conn. diag.,

For the basic electrical
F Designation, function, etc., dig. basic, 16:52-
system
Marking Amperes Located in the central unit (P2) 02-C/F-8

1 15A 10A Instrument cluster/tachograph, amplifier for the
road-speed signal
2 15B 10A Direction indicator, speed limiter
3 15C 10A Horn, relay for the starter interlock
4 15D 10A Retarder, EEB/white smoke limiter
5 15E 10A Gearbox

6 15H 10A Brake lamp, bus-stop brake
7 15G 10A Differential lock
8 15F 20A Windscreen wipers
9 15K 10A E-gas
10 15L 10A ELC air suspension
11 15M 10A 15 supply to the body
12 15N 10A Switch-symbol illumination
13 15P 10A Relay for the coolant level, relay for the alternator
14 30A 10A
15 30B 10A Gearbox
16 30C 10A Diagnostics socket, reversing lights
17 30D 10A Starter switch, relay for the position lamps
18 15R 10A ABS/TC
11
12
F. Fuses
Loc. Conn. diag.,
For the basic electrical
F Designation, function, etc., dig. basic, 16:52-
system
Marking Amperes Located in the central unit (P2) 02-C/F-8

19 30E 20A EDC
20 15V 10A Flame start
21 15S 10A ABS/TC
22 61A 10A Charge-controlled circuits

23 15T 10A ABS/TC
24 61C 10A Automatic dipped beam
25 61D 10A Relay for the battery master switch
26 58A 10A
27 58L 10A Position lamp, left-hand side
28 58R 10A Position lamp, right-hand side
29 58C 10A Foglamps
30 56AL 10A Main beam, left-hand side
31 56AR 10A Main beam, right-hand side
32 56BL 10A Dipped beam, left-hand side
33 56BR 10A Dipped beam, right-hand side
16:51-01 en
F. Fuses
16:51-01 en
F Fuses for equipment Designation, function, etc., Loc. Con

diag. diag
basi
16:5
Marking Amperes In the extra central electric unit, next to P2 (F1)

34 BAT 1 10A Relay for the battery master switch, instrument cluster
35 BAT 2 10A Direction indicators
36 15X 10A Fuel heater
37 BAT 4 10A Body
38 BAT 5 10A Body

39 BAT 6 10A Body
Fuses by the battery

500 30 70A Main fuse for 30 supply
501 BAT 30A Main fuse, direct supply
507 355A Starter cable
Fuses in the rear central electric unit

502-1 C30 10A 30 supply, rear
502-3 D+A 2A Alternator 1 (P3) D+
502-5 D+B 2A Alternator 2 (P500) D+
502-7
503 Fire alarm
504 Fire alarm
505 Fire alarm
13
14
G. Earth connections
Loc. Conn. diag., Circuit diag.,
G Designation, function, etc., diag. basic, 16:52- basic, 16:53-
12 Earthing point in the extra central electric unit 01 - E8 10

500 Earthing point in the frame 11 - B4 10
501 Earthing point in the central electric unit 11 - F2 10
502 Earthing point in the instrument panel
503 Earthing point in the frame 12 - D6 10

505 Earthing point in the central electric unit
508 Earthing point in the frame 12 - A6 10/68

510 Earthing point in the frame 03 - E5
511 Earthing point in the frame
512 Earthing point in the frame
513 Earthing point in the frame 02 -B1, 11 - B1 10/0
518 Earthing point in the extra central electric unit 01 - E8, 10 - E8 10/4
521 Earthing point in the instrument panel 01 - C3, 10 - C5 11
523 Earthing point 01, 10 - B3
529 Earthing point 01, 10 - B3 12
16:51-01 en
16:51-01 en
H. Electrically heated equipment

H Designation, function, etc., Loc. Conn. diag., Circuit diag., Co
diag. basic, 16:52- basic, 16:53- opt
4 Air dryer 03 - C6, 12 - C6 10/108
K. Diagnostics socket
K Designation, function, etc., Loc. Conn. diag., Circuit diag., Co
diag. basic, 16:52- basic,16:53- op
1 Diagnostics socket 01 - F7, 10 - F7 11/426

15
16
L. Lamps
L Designation, function, etc., Loc. Conn. diag., Circuit diag.,
18 Symbol lamp in the rheostat 10 - E4 11/233

22 Symbol lamp in the light switch 10 - E4 11/231
106 Symbol lamp for the retarder
501 Lighting in the engine compartment 03 - F5
502 Lighting in the engine compartment 03 - E5
503 Symbol lamp for the retarder
M. Electric motors
M Designation, function, etc., Loc. Conn. diag., Circuit diag.,
1 Starter motor 03 - A6, 12 - A6 10/66

500 Control motor for E-gas
16:51-01 en
O. Instruments
16:51-01 en
O Designation, function, etc., Loc. Conn. diag., Circuit diag.,

3 Speedometer 01 - F1, 10 - F1 12/545

4 Tachograph 01 - F1, 10 - F1
500 Instrument cluster 01 - F3, 10 - F3 12/461
P. Power supply
P Designation, function, etc., Loc. Conn. diag., Circuit diag.,

1 Batteries 02- B4, 11 - B4 10

2 Central electric unit 02 - E8 10
3 Alternator 03 - B6, 12 - B6 10/80

500 Extra alternator 03 - B6 10/76
17
18
R. Relays
R Designation, function, etc., Loc. Conn. diag., Circuit diag.,
r.p. = relay position diag. basic, 16:52- basic, 16:53-
1
1 Direction indicators, flasher relay 10 - D8 11/240
2 Power relay for the starter motor - in the rear central electric unit 03 - F3, 12 - F3 10/63
4 Main and dipped beams - r.p. 3 11 - E7 11/267
8 Brake lamp - r.p. 7 02 - E5, 11 - E5 11/406
15 Front foglamp - r.p. 12 11 - E3 11/324
19 Relay for supply from the alternator - r.p. 4 02 - E6, 11 - E6 10/97

20 Relay for 15 supply - r.p. 1 02 - E8, 11 - E8 10/18
21 Parking lights - r.p. 5 11 - E6 11/294
22 Windscreen wiper interval - r.p. 6 11/356
24 Reversing lights - r.p. 8 11 - E5 11/414
25 Rear foglamps - r.p. 13 11/318
34 EDC - r.p. 9
46 Fuel heater - r.p. 19
500 Battery master switch - in the battery compartment 02 - B3, 11 - B3 10
501 Battery master switch - in the battery compartment 02 - B3, 11 - B3 10/129
502 Horn - r.p. 11 11 - E4 11/368
506 Starter lock - r.p. 16 11 - F7 10/47
507 Engine stop - r.p. 20
508 Extra alternator - r.p. 17 02 - F7, 11 - F7 10/96
509 Bus-stop brake, disconnection - r.p. 31
16:51-01 en
510 Warning lamp for the bus-stop brake - r.p. 32

512 Coolant level - r.p. 34 01 - F7, 10 - F7 12/458
R. Relays
16:51-01 en
R Designation, function, etc., Loc. Conn. diag., Circuit diag.,

r.p. = relay position diag. basic, 16:52- basic, 16:53-
1
513 Exhaust brake - r.p. 29
514 CS delay relay - r.p. 24
515 CS engaged - r.p. 25
516 ZF delay relay for oil temperature - r.p. 24
517 Oil temperature control
519 Disconnecting the retarder
520 ZF, parking brake on - r.p. 25
521 ZF, Telma, brake lamp - r.p. 27

522 EDC, E-gas, brake signal - r.p. 21
524 Retarder, reduced brake power
525 Relay unit on the retarder
526 Kneeling - r.p. 26
531 ELC warning lamp - r.p. 33
532 Dipped beam - r.p. 15 11 - F8 11/274
533 Battery master switch 02 - B5
535 White smoke limiter - r.p. 29
19
20
S. Switches
S Designation, function, etc., Loc. Conn. diag., Circuit diag.,
1 Lighting 10 - E5 11/240
2 Hazard warning lamps 10 - D1 11/238
3 Heating fan
4 Starter lock 01 - C1, 10 - C1 10/21
19 Instrument lighting 10 - E4 11/238
24 Windscreen wipers and washers 10 - C2 11/349

25 Switching from main to dipped beam, flashers 10 - C4 11/266
26 Horn 10 - C4 11/368
43 Retarder, potentiometer
45 Retarder, downhill speed control
48 ELC diagnosis
51 Cruise Control
52 EDC diagnosis
63 High range/low range, in the gear lever
88 Opticruise diagnosis
96 Retarder diagnosis
100 Opticruise, programme selector Normal/Hill
101 Opticruise, drive selector
16:51-01 en
500 Battery master switch 10 - D4 10

501 Disconnecting the tag axle
S. Switches
16:51-01 en
S Designation, function, etc., Loc. Conn. diag., Circuit diag.,

504 Lowering the bus level - to normal

505 Rear foglamps 10 - D3 11/319
507 White smoke limiter
508 Lighting in the engine compartment 03 - E4, 12 - E4 11/379
509 Start front-0-start 03 - F4, 12 - F4 10/36
510 Engine stop 03 - F4, 12 - F4 10/6
511 Engine stop 03 - F5

513 Front foglamps 10 - D2 11/325
514 Hand control for the retarder
515 Exhaust brake
516 Gearbox diagnosis
517 Mode selector
518 Emergency gear changing
519 Reverse gear
520 Mode selector
522 Raising/Lowering
524 High idling speed
525 Brake pedal switch for the retarder
526 Brake pedal switch for the retarder
582 Emergency stop
21
22
T. Sensors (s) and monitors (m)

T s/m Designation, function, etc., Loc. Conn. diag., Circuit diag
diag. basic, 16:52- basic, 16:53
1 s/m Low brake pressure in the front circuit 01 - B2, 10 - B2 12/476

2 s/m Low brake pressure in the rear circuit 01 - B2, 10 - B2 12/481
3 s Parking brake on 01 - A2, 10 - A2 12/490
4 m Low brake pressure in the trailer parking brake 01 - B2, 10 - B2 12/486
9 s/m Engine oil pressure 4 03 - B6, 12 - B6 12/501

16 s Fuel level 02 - B5, 11 - B5 12/513
17 s Speed sensor, flywheel
20 s Impulse sensor for the tachograph, on the gearbox 3 03 - B2, 12 - B2 12/546
27 s Outside temperature 01 - B3, 10 - B3 12/536
63 s Retarder coolant temperature 1
64 s Retarder coolant temperature 2
77 s Coolant temperature of the flame start
501 m Parking brake on 01 - A2, 10 - A2 12/493
502 s Bus-stop brake 3
503 m Coolant level 03 - D6, 12 - D6 12/460
504 s Coolant temperature, engine 3 03 - B6, 12 - B6 12/508
505 s Oil temperature, gearbox
16:51-01 en
506 m Monitor, rear brake applied

511 s Engine speed
513 s Level, front axle 2
T. Sensors (s) and monitors (m)
16:51-01 en
T s/m Designation, function, etc., Loc. Conn. diag., Circuit diag

diag. basic, 16:52- basic, 16:53
514 s Level, rear axle 3

515 s Level, rear axle 3
537 s Fuel level 02 - B5, 11 - B5 12/516
540 s Inside temperature gauge 12/540
23
24
V. Solenoid valves
V Designation, function, etc., Loc. Conn. diag., Circuit diag.,
1 Exhaust brake, proportional valve

20 CS, Opticruise, lateral stroke - right-hand side
21 CS, Opticruise, lateral stroke - left-hand side
22 CS, Opticruise, neutral
23 CS, Opticruise, longitudinal stroke - rear
24 CS, Opticruise, longitudinal stroke - front

25 Exhaust brake, noise suppression
45 EDC, fuel shut-off 03 - C6, 12 - C6 10/9
63 Opticruise, low range
69 White smoke limiter 3
74 Retarder on/off
75 Retarder, accumulator tank
76 Retarder, proportional valve
78 Opticruise, high range
500 Bus-stop brake 3
501 Retarder, stage 1
502 Retarder accumulator
16:51-01 en

523 ELC valve block
V. Solenoid valves
16:51-01 en
V Designation, function, etc., Loc. Conn. diag., Circuit diag.,

524 ELC valve block 3

525 ELC valve block, disconnecting the tag axle
W. Warning lamps (w) and indicator lamps (i)

W w/i Designation, function, etc., Loc. Conn. diag., Circuit diag.,
diag. basic, 16:52- basic,16:53-
55 i Retarder active
505 w ZF Retarder
25
Wiring diagrams
Wiring diagrams
There are two types of wiring diagram in the Scania Service
Manual:
• Connection diagrams;
• Circuit diagrams.
Connection diagrams
Connection diagrams show the components that make up the
electrical system and how they are connected to one another
via the wiring system.
In each diagram, the components are depicted at rest, i.e., the
switches have not been activated.
The connection diagram is build up as a system of coordi-
nates. The horizontal axis runs from 1 - 8 and the vertical axis
from A - F.
The connection diagram for the vehicle’s basic equipment
consists of three sheets:
1 the instrument panel and the front section: 16:52-01 for
the CN chassis and 16:52-10 for the K/L/N chassis;
2 the front central electric unit: 16:52-02 for the CN chassis
and 16:52-11 for the K/L/N chassis;
3 the rear central electric unit: 16:52-03 for the CN chassis
and 16:52-12 for the K/L/N chassis.
The components in these diagrams are described in the list of
components.
The connection diagrams for optionalequipment consist of
one or two sheets depending on the size and complexity of the
system (see page 28).
Note: The list of components for optional equipment is given

in each diagram.

Wiring diagrams
Connection diagrams
Section of the electrical system Diagram No. Insert No.
Basic electrical system 16:5
Front central electric unit, CN94 16:52-01
Front central electric unit, KLN 16:52-10
Central electric unit, CN94 16:52-02
Central electric unit, CN94 16:52-11
Rear central electric unit and engine compartment, CN94 16:52-03
Rear central electric unit and engine compartment, KLN 16:52-12
Optional equipment 16:4
Timing gear 16:54-2
Mechanical gearbox, KL 16:54-20
Comfort Shift, KL 16:54-21
Opticruise, K 16:54-22
ZF automatic gearbox, NL 16:54-23
Differential locks, KL 16:54-24
Brakes 16:54-3
EEB exhaust brake, KL 16:54-30
Bus-stop brake, KLN 16:54-31
Scania Retarder, KL 16:54-33
Telma Retarder, KL 16:54-34

Wiring diagrams
Wear indicator, KLN 16:54-35
ABS/TC Wabco ”D”, CN94 4x2 16:54-37
ABS/TC, KLN 16:54-38
Chassis 16:54-4
ELC air suspension, CN 16:54-40
ELC air suspension, CN 16:54-41
Air suspension, KL 16:54-42
Mechanical air suspension, KL 16:54-43
ELC air suspension in an externally built body, KLN 16:54-44
ELC air suspension in a Scania body, KLN 16:54-45
ELC air suspension, CN94U 16:54-46
Engine 16:54-5
EDC, K124 16:54-50
E-gas, N 16:54-51
Engine stop, KL 16:54-52
White smoke limiter, KLN 16:54-53
Speed limiter, KL 16:54-54
Flame start, CN94 16:54-55
Emergency stop, KL 16:54-56
Steering 16:54-6
16:54-60
16:54-61

Wiring diagrams
Circuit diagrams
Circuit diagrams show the electrical system divided into func-
tional circuits. Each diagram displays the connection points of
the components, from where they receive their voltage and the
points at which they are earthed. The diagrams do not reveal
the location of the components in the vehicle. Rather, their
purpose is to show how the circuits are built up.
The components are placed in so-called current paths which run
vertically in the diagrams. Each current path is marked with a
number at the bottom of the diagram. The current path number
acts as a reference point between the diagram and the list of
components and the individual components in the diagram.
To avoid having cables running all over the diagrams, some of
them have been ”cut” and given a reference box. Each box has
a current path number where the cable continues its course.
The circuit diagram consists of three sheets and is at present
available for the basic electrical system only. Circuit diagrams
have been included in some of the connection diagrams as and
when space has permitted.
All circuits and functions in the basic electrical system are
listed on page 31.
Note: På schemorna finns endast engelsk text.

Wiring diagrams
Circuit diagram for the basic electrical system (16:53 -)

Sheet Nos. 10, 11 and 12 apply to KLN; 01, 02 and 03 to CN.
Circuit Sheet No. Current path
Engine stop 01, 10 10
Starter lock 01, 10 20
Starter button, rear 01, 10 40
Starter interlock 01, 10 50
Starter motor 01, 10 70
Alternators 01, 10 80
Alternator-controlled circuits 01, 10 100
Air dryer 01, 10 110
Socket for the battery charger 01, 10 120, 175
Batteries 01, 10 125, 180
Relay for the battery master switch 01, 10 140, 180
Fuses 01, 10 150, 200
Rheostat, instrument lighting 02, 11 235
Direction indicators 02, 11 250
Headlamps 02, 11 270
Main beam 02, 11 285
Dipped beam 02, 11 290
Position lamps 02, 11 305
Foglamps 02, 11 320
Dimmed light in the switches 02, 11 340

Wiring diagrams
Circuit diagram for the basic electrical system (16:53 -)

Sheet Nos. 10, 11 and 12 apply to KLN; 01, 02 and 03 to CN.
Circuit Sheet No. Current path
Horn 02, 11 370
Inspection lamp socket 02, 11 380
Clutch 02, 11 395
Brake signal 02, 11 400
Reversing lights 02, 11 420
Diagnostics socket 02, 11 430
Coolant level 03, 12 450
Brake pressure sensor 03, 12 480
Parking brake 03, 12 490
Oil pressure 03, 12 500
Coolant temperature 03, 12 510
Fuel level 03, 12 515
Fire alarm 03, 12 520
Indicator lamps for the coach- 03, 12 530

builder
Outside temperature gauge 03, 12 535
Inside temperature gauge 03, 12 540
Tachograph, speedometer 03, 12 550
Amplifier for road-speed signal 03, 12 640

Wiring diagrams
Circuit diagram for the basic electrical system

Explanation of the symbols in the diagram
P2
31
30
15
30 86
R8
Central electrical
20A
No6
No4
10A
unit, P2 87A 87 85
15H
15D
B 3 4 A 2 6 31 K
15H.GN−1.5
15D.YE−1.5
BL.BU−1.5
Optional equipment
38
24
15HA.RD−1.5
Cable marking,
see page 71 C Reference to
C6
1
current path No.
Connector
Component code
BL.BU−1.5
C50
1
B49
Earth connection
104710
31.BK−1.5
Current path No.

G9
2 4 6 8 10 12

Cable markings
Cable markings
Marking Function
General
15 Relay for pull solenoid, light
The cables in the wiring diagram are marked switch
according to a system based on function, colour
and cross-sectional area (if other than 0.75 mm). 15/1 Starter lock, light switch
Each marking contains information on where 15A Instrument cluster, tachograph,

the cable is connected (its address). trip gauge and temperature gauge
15B Hazard warning lamp, SLD
Example of a cable marking in the
wiring diagram 15CB Brake lamp, ELC
15D. BN —1 + P2/8 —4 15CC Reversing light

15D Exhaust brake, white smoke limiter
15D Function 15DA Exhaust brake, white smoke limiter
BN Colour 15E Gearbox over-revving protection
1 Cross-sectional area of the cable in
mm2. Note: The standard cross-sec- 15EL Splitter interlock
tion of 0.75 mm2 is not given in the 15ER High/Low - Range
diagram.
+ P2 Reference to the component to which 15ES High/Low - Splitter
the cable is connected. 15EV High/Low - Range
8 Contact housing No.
15F Windscreen wiper and washer,
4 Pin No.
headlamp wiper
Colours 15FA Windscreen wiper motor

BK Black YE Yellow 15FB Windscreen wiper motor
BN Brown RD Red
15FC Headlamp washer
OG Orange GN Green
BU Blue VT Violet 15FD Headlamp washer
GY Grey WH White 15FJ Windscreen wiper switch
PK Pink 15FS Windscreen wiper switch
Some cables are marked with two colours, for 15G Tag axle lift, differential lock
instance, YE/WH. The table above lists all the
colours used. 15GD Differential lock
15GF Differential lock, independent
operation
15HA Exhaust brake
15HB ABS
15HC Reversing light
15K Horn, heating fan
15KA AC
15KB ETC

Cable markings

15KC Fan switch resistor 30 Battery +, starter motor, alternator,
central electric unit, starter lock,
15KD Fan switch resistor light switch, hazard warning light,
15KE Fan switch position 0 extra fuse panels F1 and F2
15KF Fan switch, fan 30+, 30- Shunt in ammeter winding
15KG Fan switch position 4 30A Trip gauge, temperature gauge,

tachograph
15KH Fan switch resistor
30B Inspection lamp socket, cigarette
15KJ Fan switch lighter
15L Air suspension, retarder, brake 30D Starter lock, voltage divider
reduction
30DA Communications radio
15LA Retarder, ABS
30DM Voltage divider
15LG Air suspension, emptying the
bellows on the tag axle 30E Fuse panel
15LH Air suspension, rear bellows down 30EA Engine control
15LL Air suspension, manual control 30F Short-stop heater, cab heater
15LM Air suspension, disconnecting the 30H Flame start

bellows on the tag axle 30K Fuel heater
15LN Air suspension, emptying the 31 Earth (ground connection)
bellows on the tag axle
31A Tachograph, earth
15LP Air suspension, air pressure in the
tag axle bellows 31B Windscreen wiper motor, earthing
via a switch
15LR Air suspension, rear bellows up
49 Hazard warning lamp
15LX Air suspension
49A Hazard warning lamp, flasher
15S ABS control unit sensor
15U EDC control unit 50 Starter solenoid
15X/87 Gearbox, supply to fuse panels F1 50A Starter solenoid
and F2
53 Windscreen wiper
15XA EDC
53A Windscreen and headlamp wiper
15XAB EDC
53B Windscreen wiper
15XC Automatic gearbox
54L Flasher, left
15XD Flame start
54R Flasher, right
15XE Fuel heater
56 Light switch, main and dipped
15XF Optional equipment beam
15XG Optional equipment 56A Main beam
15XH ABS 56AL Main beam (left), spotlamp

Cable markings

56ALA Spotlamp AF Air filter
56AR Main beam (right), indicator lamp AS Air suspension
for main beam
B Starter lock - fuse panel
56B Dipped beam
BP Brake pressure
56BL Dipped beam (left)
BP1 Brake pressure, brake circuit 1
56BR Dipped beam (right), foglamp
(front) BP2 Brake pressure, brake circuit 2
56S Light Switch BR Exhaust brake
58 Parking light BRS Brake pressure, inverted signal
58/87 Supply to fuse panel BS Boarding lamp
58B Hazard warning lamp, rheostat, trip C Indicator lamp, direction indicator
gauge and temperature gauge CAN Control Area Network
58BA Rheostat, symbol illumination CP Clutch pedal, upper position
58CA Rear foglamp DBR Retarder signal to ABS
58CB Rear foglamp DIAK Diagnostics
58D Optional equipment DIAL Diagnostics
58L Parking light, left DM Starter solenoid
58P Parking light DS/DSB Differential lock
58R Parking light, right EB1-4 Eberspächer
61 Alternator, charge lamp, relay for EBS Exhaust brake
starter solenoid
ELC1-34 ELC control unit
61/87 Supply to fuse panel F1
EXB Exhaust brake
61A Electrically heated rear-view
mirrors EXB1 Exhaust brake
61AA Electrically heated rear-view EDC1-55 EDC control unit

mirrors
F Fan
61B Opticruise
FD Switching between main and
61C Air dryer dipped beam
61CA Resistor for automatic dipped FH Fuel heater

beam
FL Main beam flasher
61CB Resistor for automatic dipped
FS Flame start
beam
GA Automatic gearbox
61D Fuel heater, flame start
GS Engine speed sensor on the output
61E ACL
shaft
300 Differential locks
GS1-2 Road-speed sensor
ABSWL ABS warning lamp

FACTO Fuel quantity - EDC RET 1-55 Retarder
H Horn RF Flasher, front right
HB17 Tachograph RL Reversing light
HO Open rear hatch RR Flasher, rear right
HW Hazard warning lamp RT Flashers on the trailer, right
HWL Hazard warning lamps, indicator S2LI ABS sensor, 2nd axle left-hand
lamp side in
K-DIA Diagnostics SLD Speed limiter
L-DIA Diagnostics SS Road-speed signal to C56/G1
L Flasher, left SS6 Road-speed signal to SLD
LB ABS T Fuel level
LF Flasher, front left TCI-3 TC, anti-spin control
LR Flasher, rear left TM Trip gauge
M1LI ABS control valve, 1st axle left- W Tachometer
hand side in
WA Webasto
M2RO ABS control valve, 2nd axle right-
hand side out WB Webasto
M3RI ABS control valve, 3rd axle right- WL Coolant level

hand side in WTG Coolant temperature
M2R31 ABS control valve, 2nd axle right- Z Safety switch in the accelerator
hand side earth pedal sensor
MH Electrically operated rear-view
mirrors
MV Electrically operated rear-view
mirrors
OP Engine oil pressure
OPG Engine oil pressure
OPC1-55 Opticruise gearbox
PH Short-stop heater
PB Parking brake
PWM Accelerator pedal position, signal
from EDC
R Flasher, right
RA Starter lock, to radio
RAA Voltage converter for the radio

Bulbs
Bulbs
Code Function Socket Power

A Symbol illumination in the instruments W2.1x95d 2W
B BA9s 2W
C BA15s 15W
D SV8.5 5W
E BA15s 10W
F Position lamps, tail-lamps BA15s 5W
G Lamps in switches and heater controls, indicator lamps in W2x4,6d 1.2W
the instrument cluster
H Flashers, reversing lights, stop lights, rear foglamps BA15s 21W
K H4 headlamps P43t 75/70W
L Bilux headlamps P45t 55/50W
M Lamps in switches and heater controls, indicator lamps in W2x4,6d 1.2W
the instrument cluster
N BA7s 3W
P H3 Spotlamps PK22s 70W
R BA15s 21W

Location diagrams
Location diagrams
1 Front central electric unit
2 Electrics in the front section
3 Electrics in the rear section
4 Rear central electric unit

1. Front central electric unit

2. Electrics in the front section

3. Electrics in the rear section
T9 C155 C279
T74 T504
V69
V88
T20
T75
V524
T515 T514
106 406
V500 T502
T506

4. Rear central electric unit
T503 C514,515,517,518,526,594
106 407
T9

16:06-51
Issue 1 en
Factory preparations for the

installation of radio, CB radio,
mobile phone and Alert signal.
100787
1 586 395
Contents
Contents
General ............................................................... 3
Radio .................................................................. 4
CB radio ............................................................. 6
Mobile phone ...................................................... 8
Alert signal ........................................................ 10
2 © Scania CV AB 1996 16:06-51 en

General
Scania truck cabs for the 104 series can be sup- Alert signal
plied factory-prepared for the installation of
The Alert signal system is also part of the com-
communications equipment such as radio, CD
munications equipment. This is available both
radio and mobile phone. These preparations
factory-fitted (optional) and as an accessory for
make it possible to fit any of this equipment or
retrofitting.
combinations ordered by the customer.
It is also possible to fit communications equip-
ment in cabs which are not factory-prepared
but this requires significant additions, prima- The Alert signal system requires the truck to be
rily to the cable harness. fitted with a radio as it uses voltage divider
E34 and the radio speakers to send its signal.
The whole system is located in the roof shelf.
The following are the principal components:
Factory preparations for radio, 12 V • a control unit (E16) - which generates sig-
nals comprising four different tones. The
For fitting a conventional radio. Radio bracket,
electronic control unit varies tone combina-
cable harness and aerial included.
tions, signal length and interval.
Factory preparations for CB radio • a speaker (N3). The Alert signal is transmit-
ted via the speaker in front of the driver. If
For fitting CD radio. Bracket for CB radio, the radio is switched on, the control unit dis-
voltage divider, aerial and cable harness connects it and transmits the Alert signal via
included. the speaker.
• a switch (S37) in the roof shelf. This switch

is used to switch the Alert signal system on
Factory preparations for mobile phone and off. Each time the system is activated, a
For fitting mobile phone. Voltage divider, 12 V test signal can be heard to show that it is on.
socket and cable harness included.
The circuit diagram for the Alert signal can be
found on page 10.
16:06-51 en © Scania CV AB 1996 3

Radio
Radio
4 © Scania CV AB 1996 16:06-51 en

Radio
Factory preparations for radio

• Cable harness 1 has two connectors If a CB radio with external speakers is not
(ISO connectors): being fitted, a third loudspeaker for the radio
can be fitted in the centre of the roof shelf. This
- Grey socket marked E33/A, for radio power location makes it possible to achieve stereo
supply. sound in both seats. This speaker is fitted if
- Yellow socket marked E33/B, for outputs to factory preparations for a CB radio have been
speakers. chosen. If this is not the case, this type of
speaker cab be retrofitted in the shelf. When
fitting the speaker, start by removing the film
covering the shelf.
Note: When fitting older types of radio, or
radios with a different standard, cable
RAD should be connected to the radio
supply circuit. Cable 30DM should be
connected to the radio’s memory/code.
If these cables are incorrectly con-
nected, the radio will not work.
If the cab is fitted with three speakers (19 cab
with two shelves), stereo sound can be
achieved in both positions:
In addition, the following components are fit-
ted: In the driver position, stereo sound is achieved
between the left-hand loudspeaker (channel
• Voltage converter E34, 24/12 V, 3 A LF) and the centre loudspeaker (channel RF).
• Roof-mounted aerial U1, 75 ohm. In the passenger position, stereo sound is
See drawing 5. achieved between the centre loudspeaker
(channel RF) and the right-hand loudspeaker
• Bracket 2, rear support for radio unit. (channel LR).
• Radio panel 3, with 53x182 mm aperture. Channel designations:
• Fitted loudspeakers: LF= left front
RF= right front
- two loudspeakers in 14 cab.
LR= left rear
- three loudspeakers in 19 cab, one of which
is in the upper shelf (storage shelf). RR= right rear
- four loudspeakers in Topline cab, two of Channel RR is only used in the Topline cab
which are in the rear wall panels. which has four loudspeakers.
Loudspeaker impedance – 4 ohm. For electrical connection: See connection dia-

gram 16:02-04 in the Workshop Manual.
Nominal output – 30 W.
Maximum output – 40 W.
If the cab has two speakers (14 cabs), stereo
sound can be balanced either to the driver posi-
tion or to the passenger position (using chan-
nels LF and RF).
16:06-51 en © Scania CV AB 1996 5

CB radio
CB radio
6 © Scania CV AB 1996 16:06-51 en

CB radio
Factory preparations for CB radio

The following are included in the factory
preparations for CB radio:
There are two alternatives for location of the
• The required cable harness 1. CB radio:
• a bracket 2 for mounting the radio, located - Visible location: The unit is located in section
in section D, concealed behind the radio C, to the right of the radio. This entails mov-
panel. This bracket cab be relocated to sec- ing bracket 2 from section D to section C.
tion C in order to have the radio visible.
- Concealed location: The unit is located in
• extra voltage divider E38, 24/12 V 11 A. section D, concealed behind the radio panel.
The voltage divider is located in the radio However, the controls are located outside on
shelf on the passenger side. This is also used the radio panel.
for the mobile phone preparations, see
For electrical connection: See connection dia-
page 11.
gram 16:02-04 in the Workshop Manual.
• switch S92 for switching off the voltage
divider. This switch should be switched off
if the truck is stationary for more than
7 days.
• a loudspeaker N5, located in the centre of the
shelf, section E. This loudspeaker is not con-
nected. Impedance –†4 ohm, output – 20 W.
• aerial cable U2 for CB radio. A blanked
socket is located in the front corner of the
cab roof on passenger side, see drawing 5.
The aerial cable is 50 ohm and is colour-
coded for fitting connectors. See drawing 5.
16:06-51 en © Scania CV AB 1996 7

Mobile phone
Mobile phone
8 © Scania CV AB 1996 16:06-51 en

Mobile phone
Factory preparations for mobile

phone • aerial socket. At the rear of the cab roof is a
The following are included in the factory prep- pre-drilled, plugged hole for fitting a mobile
arations for the mobile phone: phone aerial. A helical conduit for routing
the aerial cable is routed between the aerial
• Required cable harness 1, see drawing 5. socket and the bracket for the 12 volt socket
in the rear cab wall.
• extra voltage divider E38, 24/12 V 11 A.
The voltage divider is located in section F in
the radio shelf. Note: Aerial socket U1 is always located on
the driver side. U2 and U3 are always
• switch S92. This switch should be switched located on the passenger side.
off if the truck is stationary for more than
7 days. For electrical connection: See connection dia-
• two 12 volt sockets, one of which (C180) is gram 16:02-04 in the Workshop Manual.
located in the radio shelf switch panel, and
one in the lower, rear corner of the side wall
on the passenger side.
U3 3 U1
1
U2
100791
Drawing 5. Location of aerial socket in LHD trucks.

1. Cable harness for mobile phone
2. Socket, 12 volt
3. Helical conduit for aerial cable
U1. Aerial for radio
U2. Aerial for CB radio
U3. Aerial for mobile phone
16:06-51 en © Scania CV AB 1996 9

Alert signal
Alert signal
Drawing 6. Component locations.

(Drawing applies to LHD trucks).
E33B
Components 5 6
Code Designation
N3 −. BK
N3+. GY
C3 Connector, 17 pin C3 C148
2 16 1 2
C200 Connector, 3 pin, yellow
E16 Control unit, Alert signal
. GY
. BK
C200
. BU
. BK
C201
E33 Radio
N3 Loudspeaker, driver side 1 3
1 2
S37 Switch
RAA.BU
Components and cables shown with solid lines

31. BK
are part of the cable harness when the radio is

fitted and when the vehicle is factory-prepared S 37
for a radio.
1 3 4 2 6
Components and cables shown with dashed
lines are optional equipment for the Scania Alert
signal.
RAY. BU
N3 −. BK
N3+. GY
31. BK
Also see connection diagram 16:04-04 in the E 16

Workshop Manual.
6 3 1 4
2 5
N3
. GY
. BK
16_1190
2 1
10 © Scania CV AB 1996 16:06-51 en

Technical
16
TI 16-96 02 22 T
information
en
Relay for starter switch (4 series)
Background 5. Fit and connect the new wiring (see fig. 2).
The electrical part of the starter switch can be 6. Check operation.
damaged by the high operating currents when 7. Fit the instrumentation cable harness back
the engine is started. in its position and secure it with tie-wraps.
8. Fit the ABS control unit back in place.
This problem is rectified by fitting a relay in the
circuit to guide the 50 supply to the starter motor. Materials
Action Designation Part No. Quantity
1. Detach the ABS control unit (it is in the Relay 1 386 988 1
way of drilling).
Cable harness 1 387 184 1
2. Raise the central electric unit and undo the
tie-wrap securing the instrumentation cable Nut 807 351 2
harness to release the plate (see fig. 1). Screw 815 173 2
3. Drill two holes, diameter 4 mm, as in Connector 807 115 1
figure 1 and fit the relay. Cable terminal 815 699 1
4. Move cable 50.WH-4 from C2-1 to R2-86.
Fig. 1
© Scania CV AB 1
(612) 1996
Fig. 2
©
16:06-31
Issue 1 en
Starter motor
101318
Work description

1 587 961
Contents
System description
General .....................................................................................3
Starting - a brief description .......................................4
Functions unique to the starter

motor .....................................................................................5
Fault diagnosis
Connecting the starter motor ......................................7
Disconnecting the starter motor................................ 10
Noise ..........................................................................13
Performance...............................................................14
Work description
All types Removal .....................................................................15
Refitting .....................................................................16
Bosch JE 6.7 kW Assembly ...................................................................18
Brushes ......................................................................20
Solenoid switch..........................................................23
Bosch JF 4 kW Assembly ...................................................................24
Brushes ......................................................................26
Solenoid switch..........................................................29
Bosch KB 6.6 kW Assembly ...................................................................30
Valeo D13 HP 6.6 kW ...................................................................................32

System description
Constituent parts
1 Solenoid switch
2 Actuating arm
3 Field windings and pole shoes
4 Rotor and commutator
5 Starter pinion
6 Brush holder and four brushes
105 101
Activation
Circuit diagram
S4 Starter lock
R2 Starter relay
M1 Starter motor
160631en.01 © Scania CV AB 1997. Sweden 3

Starter motor
Starting -
a brief description
The starter motor and solenoid switch are inte-
grated into a single unit.
1 When the solenoid switch is activated, it uti-

lizes a control lever to pull the starter pinion
into the ring gear of the diesel engine. The
starter pinion can be pushed on to the rotor
shaft of the electric motor.
105 102
2 When the pinion has meshed with the ring
gear of the diesel engine, a pair of connec-
tors in the solenoid switch is connected and
powers the electric motor.
• Bosch JF: The electric motor receives

full power as soon as the pair of connec-
tors is connected. The starter pinion does
105 103
not need to have meshed with the ring
gear for the rotor to start.
3 When the diesel engine has started, the

starter pinion will, via a freewheel device,
prevent it from running the starter motor at
too high and damaging a speed. The starter
pinion remains meshed with the ring gear
until the voltage supply to the solenoid
switch is terminated. It is returned into posi-
tion by a return spring in the solenoid switch
105 104
which breaks the power supply to the starter

motor.
4 © Scania CV AB 1997. Sweden 160631en.01

Starter motor
Bosch JE
Meshing with the ring gear Internal connection
The starter pinion and idling gear are spring- 50 30

loaded. When the starter pinion touches a tooth
of the ring gear, the spring recoils and the starter
1 2
pinion turns around the helical splines. When the
starter pinion reaches a tooth space, the pinion is
pushed into mesh and the starter motor begins to 3 4
run. M
105105
31
1) Holding winding, 2) Pull-in winding,

3) (Series) field winding, 4) (Shunt) field wind-
ing, 30) Battery+, 31) Earth, 50) Control volt-
age
Bosch JF

1 2
motor turns the starter pinion into mesh at full
force. When the starter pinion reaches a tooth
space, the pinion is pushed into mesh by the
M
spring. 3
105106

3) (Series) field winding, 30) Battery+,
50) Control voltage

Starter motor
Bosch KB
Starting Internal connection
A starter motor of type Bosch KB does not have 50 30

an exterior solenoid switch. Instead, the centre
shaft is equipped with a stem for the rotor which
magnetizes and then moves the starter pinion
into mesh.
1 2
3 3
Meshing with the ring gear M
105107
The starter motor turns the starter pinion slowly 31
at low power until a tooth space is reached. At
the same time, the built-in solenoid switch 1) Holding winding, 2) Pull-in winding,
pushes the pinion towards the ring gear. When 3) (Series) field winding, 30) Battery+,
the starter pinion reaches a tooth space, the pin- 31) Earth, 50) Control voltage
ion is pushed into mesh and the starter motor
begins to run at full power.
Valeo D13 HP

pinion turns around the helical splines. When the 1 2
starter pinion reaches a tooth space, the pinion is

pushed into mesh and the starter motor begins to 3 4
run. M
105105
31

3) (Series) field winding, 4) (Shunt) field wind-
ing, 30) Battery+, 31) Earth, 50) Control volt-
age

Starter motor
Fault diagnosis
Starter motor circuit
Testing the insulation of the starter motor requires 80 V of voltage. As a result, an ordinary multimeter
cannot be used.
Connecting the starter motor
1. The starter motor does not receive voltage when the starter key is
turned.
Fault:
Starter relay R2 has not activated.
Cause:
The relay has not sensed that starter lock S4 has activated connection 86 of the relay.
Remarks:
Relay R2 should change to the starting position when the starter lock is in the 50 position (i.e., 50 volts
to relay pin 86) and pin 85 on the relay is earthed (31).
• Trucks with VPS: The relay’s earth is controlled via control unit E7.
• Buses: Relay R2 is activated via R505 which is controlled in part by the alternator passing voltage D+.
Remedial measures:
Check the wiring and connectors of the starter motor, and the connecting pins of the starter relay.

Starter motor
2. The solenoid switch activates but the starter pinion doesn’t mesh.
Fault 1:
The starter pinion is caught on the shaft.
• Bosch JF: The starter motor ”spins”.
• Bosch KB: The starter motor ”rotates”.
Cause:
The 50 V voltage may have been too low. Rust on the shaft of the starter pinion may have caused such a
high level of friction that the pinion was unable to move. The solenoid switch may have overheated. The
actuating arm may have slipped, snapped or lost its securing bolt.
Remarks:
The fault may lead to damage in the ring gear.
Remedial measures:
Allow 5 minutes for the solenoid switch to cool. Check the 50 V voltage. Remove the starter motor if nec-
essary and check that the starter pinion can move along the shaft without jamming. If the shaft is rusty,
lubricate and clean it. Check the starter pinion and the ring gear for signs of damage. Replace the starter
motor and/or the ring gear if necessary. Examine the actuating arm.
Fault 2:
The starter pinion can’t find a tooth space.
Cause:
The 50 V voltage may be too low, the starter motor fitting may be broken or the solenoid switch may have
overheated.
Remarks:
Look up the starter motor in question under ”Meshing with the ring gear” in the Work description.
Remedial measures:
Allow 5 minutes for the solenoid switch to cool. Check the 50 V voltage. Make sure that the starter pinion
fitting can move.

Starter motor
3. The starter motor meshes but doesn’t turn.
Fault:
The starter motor is not receiving 30 V of voltage.
Cause:
A break in the starter motor or the voltage supply.
Remarks:
The fault is either in the starter motor or in the earth or battery+ connections.
Remedial measures:
Check connections 30 and 31 on the starter motor. Examine the connectors in the brush holder, and
check the brushes and commutator for wear. Replace the brushes if necessary.

Starter motor
Disconnecting the starter motor
1. The solenoid switch doesn’t switch off when the starter key has been
released.
Fault 1:
The starter relay has not deactivated.
Cause:
The relay has not sensed that starter lock S2 has deactivated its 86 connection, or, the relay is defective.
Remarks:
The relay should remain at the starting position as long as the starter lock is in the 50 position (i.e., 50 V
voltage to relay pin 86).
Remedial measures:
Check the starter relay.
Pin 86 should only receive voltage when the starter key is in the starting position (50 V). Pins 30 and 87
should only be in contact when pin 86 is active.
Fault 2:
The 50 V supply switches the starter motor off but the solenoid switch does not return to its ”Off” (with-
out load) position.
Cause:
The return spring in the solenoid switch is fatigued or out of position.
Remarks:
The spring compression required to return the starter pinion to position is insufficient or lacking.
Remedial measures:
Examine the spring and replace if necessary the solenoid switch.

Starter motor
2. The starter motor continues to run even after the starter key has been
released.
Fault:
The rotor is still receiving voltage.
Cause:
The ’make’ contact to the rotor supply has been overloaded and has short-circuited in the solenoid switch.
The pinion is jamming against the rotor shaft.
Remarks:
Damage to other parts of the starter motor will result. Try to find out the cause of overloading to prevent
the fault from reoccurring.
Remedial measures:
Check that the pinion is not jamming against the rotor shaft. Replace the solenoid switch and ’make’ con-
tact. Take measures to remove the cause of overloading.

Starter motor
3. The starter pinion doesn’t disengage when the engine starts even though
the solenoid is deactivated.
Fault:
The solenoid no longer controls the starter pinion.
Cause:
The actuating arm may have slipped or snapped, or the bolt on the fork become broken. The pinion may
have jammed against the shaft.
Remarks:
The fault will soon lead to serious damage in the starter motor. Excessive motor speed should cease as
soon as the starter key has been released.
Remedial measures:
Check that the starter pinion has not jammed against the rotor shaft, and that the actuating arm is func-
tioning correctly.

Starter motor
Noise
1. The sound emitted by the starter motor is not as it should be.
Fault:
Damage has occurred to the bearings of the rotor or starter pinion, or the teeth of the pinion or ring gear.
Cause:
Damage to the surfaces of the bearings has caused excessive friction. The teeth of the pinion or ring gear
have sustained damage due to the starter motor being activated when the diesel engine was running.
• Bosch JF: The teeth of the pinion or ring gear have been damaged by the pinion jamming against the
shaft.
Remarks:
One or more bearings have been damaged by wear or dirt.
Remedial measures:
Replace the starter motor. Examine the ring gear and replace if necessary.
• Bosch JF: Check that the pinion has not jammed against the shaft. Clean and lubricate if necessary.

Starter motor
Performance
1. The starter motor is ”weak”.
Fault:
The starter motor does not attain a speed that is sufficient to start the diesel engine.
Cause:
The 30 V voltage is too low or the connection to the starter motor is poor.
Remarks:
The power to the starter motor must be at least 18 V to activate the solenoid switch. Resistance in the 30
V cable should be less than 0.003 ohm.
Remedial measures:
Check the condition of the battery and the level of resistance in the 30 V cable. Make sure that the con-
nectors in the starter motor are not burnt.

Starter motor
Work description
Starter motor
Removal (all types)
1 Switch off the power supply to the vehicle

using the battery master switch or by detach-
ing the battery terminals.
2 Remove any noise insulation covers.
3 On certain types of starter motor: Detach the

screws to earth braid (31).
4 Detach the cable to positive cable (30) and

control cable (50).
5 Bend the cables to one side.
6 Detach the screws that hold the starter motor

in the flywheel housing.
! WARNING!
Danger! The starter motor is very heavy.

Be careful!
7 Remove carefully the starter motor.
IMPORTANT! Examine the starter pinion for

damage. If there are signs of damage, the ring
gear must also be examined. See Group 1,
”Engine”.

Starter motor
Refitting (all types)
Connections
Pole positions for Bosch JE/JF, Valeo D13 HP Pole positions for Bosch KB
30
50
50
30 31
31
105213
105214
The conductor marked by broken lines shows the
earthing for the solenoid switch in a 2-pole
starter motor
Dimensions and torque

Bosch JE Bosch JF Bosch KB Valeo D13 HP
50 (control cable) M6: 2.5 +/- 0.5 M4: 1.2 +/- 0.1 M6 M6: 3.5 +/- 0.5
Nm Nm Nm
30 (positive cable) M12: 28 +/- 4 Nm M10: 28 +/- 4 Nm M10 M12: 23+/-3 Nm
1
31 (earth cable) M10: 18 +/- 2 Nm (M8 ) M10 M10 15 +/- 3 Nm
1. Only on 2-pole starter motors. One-pole motors are ground-connected via the flywheel housing.

Starter motor
Description
1 Make sure that the power supply to the vehi-
cle has been switched off.
2 Clean the surfaces surrounding the hole in

the flywheel housing.
3 Place the starter motor in position and

secure it to the flywheel housing.
• Bosch JF in D9 engines: Check that the
spacing washer is in place between the
starter motor and the flywheel housing.
4 Clean the cable connections.
5 Connect the cables to the poles in the fol-

lowing order:
• Control cable, 50
• Battery +, 30
• In certain types of starter motor: Earth, 31
6 Switch on the power supply to the vehicle

and start the engine.
7 Remount the noise insulation covers.

Starter motor
Bosch JE 6.7 kW
Assembly
Specifications
Power 6.7 kW
Rotational direction (as seen against the flywheel housing) Counter-
clockwise
Commutator, min. diameter 42.5 mm
Brushes, min. length 17.5 mm
Brushes, spring compression 47-53 N
Resistance in the pull-in winding 0.5 ohm
Resistance in the holding winding 2.5 ohm
Max. radial run-out in the rotor 0.10 mm
Max. radial run-out in the commutator 0.03 mm
Exploded view drawing
34
21 33
22 23
25 24
28
32 26
29 27
12 11
13
14
5
38
7
6 17
15
4
2
37 35
8
32
30
9
20
38
31
1
19
10
16
3
105 112
18
36

Starter motor
1 Excitation winding 23 Washer

2 Screw 24 Nut
3 Compression spring 25 Washer
4 Bearing 26 Conductor
5 Screw 27 Actuating arm
6 Gasket 28 Solenoid switch (solenoid)
7 Nut 29 Front bearing shield / nose
8 Stud 30 Screw
9 Screw 31 Spacing washers and gasket
10 Screw 32 Parts for mounting the conductor
11 Bearing 33 Washer
12 Bearing washer 34 Nut
13 Idling gear 35 Washer
14 Washer 36 Screw
15 Rotor 37 Bearing
16 Rear bearing shield 38 O-ring
17 Bearing
18 Brush unit
19 Brush holder
20 Cover
21 Screw
22 Screw

Brushes
Replacing
Dimensions
Requisite equipment
To replace the brushes and springs in a simple
and effective way requires four spring locks.
These can easily be made from thin plate cut into
four pieces of approximately 20 x 40 mm.
Brush unit Part No. 1 405 977

Brush springs Part No. 1 405 976
Work description
Before replacing the brushes, remove the starter
motor (see ”Removing the starter motor”).
1 Mark the position of the rear bearing shield

with a marking pen.
2 Remove the rear protection cover.
3 Detach the through screws and remove the

rear bearing shield.
105 136

4 Detach the screws of the brush connections.
5 Fit the spring locks to relieve the brushes of
the spring compression.
6 Mark the position of the brush-holder plate

against the pole housing and, having done
so, remove it.
7 Examine the commutator for damage. Clean

it and, if necessary, the plates as well.
105 137

Starter motor
11 Fit new springs on to the carbon brushes.

Apply a small screwdriver to the centre of
each spring and tighten them with a half turn
counter-clockwise.
! WARNING!
Use protective goggles! The springs of

the carbon brushes are extremely resil-
ient.
105 139
• Place the cam that presses down the car-
bon brush into position.
• Tighten the spring a half turn.
• Press the centre of the spring on to the

mounting foil.
12 Refit the bearing shield as per the markings.
13 Refit the protection cover.
14 Mount the starter motor (see ”Refitting the

starter motor”).

Solenoid switch (solenoid)
Replacing
Dimensions
Pull-in circuit 0.5 ohm

Holding circuit 2.5 ohm
Requisite parts
Solenoid switch (assembly) Part No. 1 405 979
Work description
1 Detach the screws that hold the solenoid

switch to the front bearing shield.
2 Detach the conductor of the solenoid switch

towards the pole housing.
3 Remove the housing and centre piece of the

solenoid switch.
4 Fit the new centre piece into place. Lubri-

cate the surface by the actuating arm with
105140
heat-resistant grease. Make sure that it grips

the actuating arm by the front bearing shield.
5 Grease the centre piece with heat-resistant

grease and refit the solenoid switch housing.
Secure it with screws to the front bearing
shield. Connect the conductor to the pole
housing.

starter motor”).

Starter motor
Bosch JF 4 kW
Assembly
Specifications
Power 4 kW
Rotational direction (as seen against the flywheel housing) Counter-
clockwise
30
31
31
105111

Starter motor
1 Excitation winding
2 Screw
3 Compression spring
4 Sintered bushing
5 Screw
6 Spring washer
7 Nut
8 Stud
9 Washer
10 Nut
11 Bearing
12 Sintered bushing
13 Idling gear
14 Sintered bushing
15 Rotor
16 Rear bearing shield
17 Sintered bushing
18 Brush unit
19 Brush holder
20 Cover
21 Screw
22 Screw
23 Bracket
24 Nut for pole screw
25 Spring
26 Nut for pole screw
27 Actuating arm
28 Solenoid switch (solenoid)
29 Front bearing shield / nose
30 Screw
31 Piece for armature parts

Starter motor
Bosch JF Brushes
Replacing
Dimensions
Requisite equipment
Brush unit Part No. 313 267

Brush springs Part No. 313 261
Work description
1 On 2-pole starter motors only: Detach the 31

connection of the solenoid switch on the rear
bearing shield.
2 Remove the rear protection cover.
3 Remove the U-shaped lock plate, the shims,

rubber seal and the two nuts. Remove the
rear bearing shield.
4 Bend the buckle tongues to one side and

105426
remove the two positive brushes from the

brush holder. The positive brushes have red
protective hoses. The negative brushes can
remain in the brush holder once the spring
tension against the commutator has been
released.

Starter motor
5 Remove the brush-holder plate and negative

brushes after marking the position of the
plate against the pole housing.
6 Remove the negative brushes and the old

springs with a screwdriver.
105427
7 Examine the commutator for damage. Wipe
it, and clean it if necessary.
8 Remove the screw-on connections of the

positive brushes on the field winding.
9 Fit new positive brushes on to the field

winding in the pole housing.
105428
10 Fit new negative brushes on to the brush

holder.
11 Refit the brush holder as per the markings.

Fit new positive brushes and new springs,
and bend the buckle tongues to the brushes
using flat-nose pliers.
105427

Starter motor
12 Refit the rear bearing shield and fit the cable

grommet into the shield.
13 Fasten the starter motor with the two nuts,

and refit the shims and lock plate on to the
end of the rotor shaft.
105426
14 On 2-pole starter motors only: Connect the
31 connection of the solenoid switch on to
the rear bearing shield.
15 Check the axial clearance of the rotor shaft.

It should be 0.1-0.3 mm. Adjust, if neces-
sary, the number of shims until the correct
clearance is obtained. Refit the rubber seal
and protection cover.

starter motor”).

Starter motor
Bosch JF Solenoid switch (solenoid)
Replacing
Dimensions
Pull-in circuit 1.33 ohm

Holding circuit 4.34 ohm
Requisite parts
Solenoid switch (assembly) Part No. 386 768
Work description
Before replacing the solenoid switch, remove the
starter motor (see ”Removing the starter
motor”).
1 On 2-pole starter motors only: Detach the

earth cable of the solenoid switch from the
31 connection on the rear bearing shield.
2 Remove the field winding connection to the

solenoid switch.
105436
3 Detach the screws that hold the solenoid
switch to the front bearing shield.
4 Remove the housing and centre piece of the 8 On 2-pole starter motors only: Connect the
solenoid switch. earth cable of the solenoid switch to the 31
connection on the rear bearing shield.
5 Fit the new centre piece into place. Lubri-
cate the surface by the actuating arm with 9 Mount the starter motor (see ”Refitting the
heat-resistant grease. Make sure that it grips starter motor”).
the actuating arm by the front bearing shield.
6 Grease the centre piece with heat-resistant

grease. Fit the new solenoid switch housing
and secure it with screws to the front bearing
shield.
7 Refit the field winding connection on to the

solenoid switch.

Starter motor
Bosch KB 6.6 kW
Dismantling
Specifications
Power 6.6 kW
Rotational direction (as seen against the flywheel housing) Counter-clockwise
Brushes, min. length 10 mm
35
25
20 6 24
19 19
32 23
41
21
45 22
12 13
46 3
32 20
105919
19

Starter motor
1 Excitation winding and starter motorframe 28 Ball

2 Screw 29 Spring-ring
3 Solenoid switch 30 Compression spring
4 Starter motor wall 31 Ring
5 Seal 32 Stud
6 Starter relay 33 Starter pinion
7 Roller bearing 34 Key
8 Cap 35 Shim
9 Sintered bushing 36 Nut
10 Rotor 37 Starter motor wall
11 Needle bearing 38 Compression spring
12 Spring 39 Connection tab
13 Screw 40 Electric cables
14 Cover 41 Gasket
15 Screw 42 Bushing
16 Spring 43 Brush
17 Washer 44 Screw
18 Disc coupling and shaft 45 Cable
19 Washer 46 Cable
20 Nut 47 Washer
21 Spacing screw
22 Washer
23 Seal
24 Washer
25 Screw
26 Pushrod
27 Ring

Starter motor
Valeo D13 HP 6.6 kW
General
At present, there is no work description and
exploded view drawing of the Valeo D13 HP
6.6 kW starter motor.

16:06-61
Issue 1 en
Alarm and theft protection, VPS
with flashing code diagnostics
©
Scania CV AB 1996-09
1 587 020
2 © Scania CV AB 1996 16:06-61 en
Contents
Chapter Page
Description of operation General 5
Component locations 6
Components Sensors 9
Alarm components 10
Theft-protection components 11
Other components 13
Control unit connections 14
Alarm Arming 17
Triggering 18
Alarm sensor 18
Immobilisation 18
Shutting down 19
Emergency shut-down 19
Fault diagnosis Flashing code diagnostics 21
Programming Basic setting 23

Operational setting 23
Remote controls 23
16:06-61 en © Scania CV AB 1996 3

4 © Scania CV AB 1996 16:06-61 en
General
VPS is a combined alarm and theft protection system. It consists
of a control unit to which a number of components are con-
nected.
These components have various functions: to provide the control

unit with information, to sound the alarm in the case of break-in
and to make things more difficult for thieves.
This booklet describes the design of the system, i.e. what compo-
nents are included and their function in the system.
Drawings show where the components are located, but for fault
diagnosis and replacement of components, see workshop manu-
als 16:0408 Connection diagram, VPS and 16:06-11 Compo-
nents.
16:06-61 en © Scania CV AB 1996 5

Component locations
Component locations
6 © Scania CV AB 1996 16:06-61 en

Component locations
1. Sensor for grille panel (B24) 1 15. Central locking (S41, S42)
2. Diagnostics switch (S53) 16. Direction indicator lamps, rear (L37, L38)
3. LEDs (D25, D26) 17. Direction indicator lamps, front (L9, L10)
4. Aerial 18. Flasher relay (R1)
5. Remote control 19. Sensors in storage box (B23, B33)
6. VPS control unit (E7) 20. Starter motor (M1)
7. Central electric unit (P2) 21. Starter relay (R2)
8. Back-up battery (P4) 22. Horn for alarm (N8)
9. Starter switch (S4) 23. Siren (N9)
10. Pressure sensor, cab tilt (T78) 24. Connections for bodywork (C241, C242,
11. Diagnostics socket (K1) C243)
12. Fuel valve (V45) 25. Socket for special alarm (C267)
13. EDC control unit (E12)
14. Door switches (B6, B7)
1. Brackets show the component’s designation

in the wiring diagram.
16:06-61 en © Scania CV AB 1996 7

Component locations
8 © Scania CV AB 1996 16:06-61 en

Components
Components
Sensors
Information to the control unit is controlled by
the sensors. The control unit reads the sensor
signals and when a signal reaches a certain
level, it triggers the alarm.
• 1. Switch (B24) behind the grille panel.

Breaks when the panel is opened.
• 10. Pressure sensor (T78) on the tilt cylinder

pressure line.
The pressure sensor closes when the cab is
tilted up.
This sensor is located beside the air cleaner
bracket.
• 14. Door switches (B6) and (B7).

These switches close when the door is opened.
• 19. Switch (B23) in the storage box behind

the driver’s seat.
This switch is located in front of the cover
hinge. It closes when the cover is opened.
16:06-61 en © Scania CV AB 1996 9

Components
Alarm components
• 3. LEDs (D25), (D26) in roof shelf.
When the alarm is not armed, the LEDs are not
lit.
When the alarm is armed, the LEDs shine con-

tinuously for 10 seconds. They then flash at a
frequency of 0.4 Hz (1 flash every 2 seconds).
If one or more faults are detected when the

alarm is armed, the LEDs flash once a second
for ten seconds. Then then flash at a frequency
of 0.4 Hz.
102 791
When the alarm has been triggered, the LEDs
flash at a frequency of 2.5 Hz until the alarm is
switched off using the diagnostics button.
• 16, 17. Hazard warning lights.

Flash when the alarm is triggered.
Flash twice when the alarm is armed.
Flash once when the alarm is switched off.
• 22. Horn (N9)

Can be programmed for single tone or oscillat-
ing signal.
• 23. Siren (N8)

Has an oscillating signal. A battery back-up
triggers the alarm if the lead to the siren is cut.
The battery is charged via the controlo unit.
The horn/siren is located in the front left-hand

corner of the truck.
102 789
10 © Scania CV AB 1996 16:06-61 en

Components
Theft-protection components
• 15. Central locking (S41), (S42)
The doors can be unlocked either at the same
time or individually (market-dependent alter-
native).
Simultaneous unlocking
When the right-hand button (0) is pressed, the

alarm is shut down and both doors are
unlocked.
Individual unlocking
When the right-hand button is pressed once,

the alarm is shut down and the driver's door is
unlocked. Pressing twice will unlock both
doors.
The doors can only be locked when they are

fully closed. If locking is not successful, the
door will remain unlocked but the door
switches will trigger the alarm if the door is
opened.
• 5. Remote control for alarm

The remote control is used to arm and disarm
the alarm. The control has two buttons: the left-
hand one is used to lock the doors and arm the
alarm and the right-hand one is used to unlock
the doors and disarm the alarm.
Note: If the doors are locked using the remote

102 790
control and the control is then damaged

or lost while the vehicle is alarmed, the
emergency shut-down procedure must be
followed. For emergency shut-down,
see page 19.
16:06-61 en © Scania CV AB 1996 11

Components
• 21. Relay (R2) for starter motor.

The relay makes and breaks the power (50) to
the starter motor solenoid. The starter motor
can only work when the relay is activated by
the control unit earthing its pole 85.
The relay is located in the outer edge of the

instrument panel, below the central electric
unit. This can be accessed for replacement
from below after removing the back-up battery.
• 12. Fuel valve (V45)

The fuel valve is controlled by the VPS control
unit. When the alarm is triggered, the power
circuit to the valve is broken.
• EDC emergency stop.

On vehicles with EDC; the EDC emergency
stop is activated when theVPS alarms.
12 © Scania CV AB 1996 16:06-61 en

Components
Other components
• 2. Diagnostics button (S53) for flashing

code diagnostics.
• 8. Battery (P4) for back-up power.

The voltage of the back-up battery is continu-
ously monitored by the control unit. There is a
charger built into the control unit. When the
voltage of the battery drops below a specific
value, the control unit activates the charging
circuit. When battery voltage has reached the
correct value, the charger is switched off. If
battery voltage is zero, due to a short in it, the
charger is not switched on. The battery is only
charged when 15 power is on (starter key to
102 794
drive).
• 11. Socket (K1) for PC Diagnos.

This socket is used for programming the VPS
and for registering remote controls.
• 24. Socket for body

Three connectors, C241, C242 and C243 are
located directly to the right of the control unit.
C242 and C243 should be bridged when they
are not connected. If not, a fault code will be
generated.
16:06-61 en © Scania CV AB 1996 13

14 © Scania CV AB 1996 16:06-61 en

Inputs
Pin No. Function Pin No. Function
2 +24 volt 26 From sensor 3 in payload area
3 Earth for horn and siren 27 Aerial input
6 Earth for sensors 1, 2 and 3 in payload 47 From sensor 1 in the payload area
area
8 Earth for sensor T78 48 From sensor 2 in the payload area
18 From sensor B23 50 From starter relay R2
19 From door switches B6 and B7 51 From sensors for grille panel
20 Spare for extra sensor 52 Spare
21 Starter switch position B. Provides 53 From switch S53 for flashing code diag-
ECU with information that the key has nostics
been inserted in the starter switch
22 From fuse 20. Tells ECU that ignition is 54 Spare
on
23 From sensor B24 55 Aerial earth
25 Spare
Outputs Other connections

Pin No. Function Pin No. Function
1 Battery back-up + 4 Earth connection
12 EDC emergency stop 5
14 15 supply to siren 9
28 Horn 13 K diagnostics
30 Fuel valve 15
33 Driver’s door unlock 16
34 Passenger door unlock 17
35 Passenger door locking 24 Output to siren
38 Driver’s door locking 42
39 Hazard warning lights 43
40 Earth for starter relay 45
41 For special alarm, earths on arming 46
44 LEDs
16:06-61 en © Scania CV AB 1996 15

16 © Scania CV AB 1996 16:06-61 en

Alarm
Alarm
The alarm has the following settings:
• Armed
• Triggered
• Shut down
Arming
Armed means that the alarm is ready to be trig-
gered when any of the sensors indicate intru-
sion or interference.
The alarm is armed using the left-hand button

on the remote control. The control unit then
sends a test signal to all sensors. The behaviour
of this signal tells the control unit whether a
circuit is unarmed. If a door or hatch is open
when the alarm is armed, this feature remains
unarmed until it is closed.
If all components in the VPS are correct when

the alarm is armed, the indicator lamps will
flash twice. This is a confirmation signal which
tells the driver that all features of the system
are alarmed.
The confirmation signal is lost if any feature is
not alarmed or if fault codes are present. How-
ever, the alarm is armed for the remaining fea-
tures.
If it is not clear which feature is unarmed, the

driver can find out by reading the alarm code
with flash diagnostics. There are eleven alarm
codes which each represent an unarmed fea-
ture.
16:06-61 en © Scania CV AB 1996 17

Alarm
Triggering
When the system is armed, the control unit Immobilisation
reads all sensors and stores the settings in its Immobilisation includes theft-prevention
memory. A hatch which is open when the measures.
alarm is armed remains unarmed. If this hatch
is subsequently closed after the alarm was Immobilisation affects the starter circuit and
armed - so that its sensor signals ”locked” - the fuel supply.
hatch automatically becomes alarmed. This
If the vehicle is opened by unauthorised per-
means that the alarm is tripped if this hatch is
sons, it is immobilised by:
again opened.
• the starter relay breaking the starter motor
When the alarm is armed and a sensor signals
circuit
an intruder, the ECU triggers the alarm.
• the fuel supply being shut off by breaking
the power to the fuel valve
Alarm sensor
Acoustic alarm or
The control unit drives a horn/siren. The alarm
signal oscillates with a frequency and length • activation of EDC emergency stop!
governed by the regulations in the various
countries.
The siren is charged via the control unit each

time the ignition is switched on. A special
interface is required for the control unit to
communicate with the siren.
The horn circuit is checked for short and fault.

If there is a short when the alarm is sounding,
the horn is shut down for the remainder of the
alarm sequence.
Visual alarm
Lights: The VPS control unit activates the haz-
ard warning lights. By earthing pin 5 on the
flasher relay, the control unit makes the indica-
tor lamps flash around the vehicle.
18 © Scania CV AB 1996 16:06-61 en

Alarm
Shutting down
The alarm is shut down using the right-hand Emergency shut-down
button on the remote control. Control unit sens- Preconditions: The doors must be locked and
ing is interrupted and audible and visual sig- the alarm armed.
nals are switched off. Shut down is confirmed
by the indicator lights flashing. When the Emergency shut-down must be carried out in
alarm has been shut down, the vehicle can be the following order:
driven without hindrance from the VPS.
1 The driver’s door must be unlocked using
the key.
2 The driver’s door must be opened - this

will trigger the alarm.
3 When the door is opened, a timer starts

counting a preset time of 15 seconds.
Emergency shut-down must take place
within these 15 seconds from the door
being opened. The starter key must be
inserted in the starter switch so that a ”key
in lock” signal is generated. After this, the
key must be turned to the 15 position (igni-
tion on).
4 The alarm is shut down if this is done

within 15 seconds.
Note: If the key is not inserted in the starter

switch within this time, the alarm will be
automatically armed and it will not be
possible to start the vehicle.
Emergency shut-down can only be attempted

once. If this attempt fails, i.e. takes longer than
15 seconds, the VPS reverts to armed and can
only be shut down using the appropriate
remote control.
16:06-61 en © Scania CV AB 1996 19

Alarm
20 © Scania CV AB 1996 16:06-61 en

Fault diagnosis
Fault diagnosis
Up to 25 different alarms and faults can be
Belgium 136
detected. Each alarm and fault has its own
counter which can register up to 255 fault Australia 137
occasions (1 byte). New Zealand 141
The alarm and fault status memories are South Africa 142
cleared by pressing the diagnostics button for Spain 143
three seconds with the ignition on. Greece 144
Counter and fault memory can be cleared using Saudi Arabia 145
PC-diagnos. Gulf States 146
Flashing code diagnostics Canada 147
Flashing code diagnostics are carried out using Others 177
the diagnostics switch. This has a built-in diag-
nostics lamp. When working with flashing
codes, the VPS must be shut down and the The second block which is flashed out is the
ignition should be on. fault and alarm code. A two-digit flashing code
shows where the fault or alarm has arisen.
The flashing code diagnostics are initiated by
pressing in and then resetting the diagnostics After the country code and a pause of 4-5 sec-
switch. The first information which is flashed onds, the first fault code or alarm code is dis-
out is the three-digit country code. played. This is followed by a second pause of
4-5 seconds and the next fault code or alarm
Country Flashing code.
code
If there are several fault or alarm codes, these
Germany 111 are shown in order with a pause between. Up to
USA 112 8 fault codes can be flashed out in sequence.
France 113
Malaysia 114
Italy 115
Japan 116
Sweden 117
Switzerland 121
Austria 122
Denmark 123
Finland 124
Taiwan 125
Hong Kong 126
United Kingdom 127
Indonesia 131
Luxembourg 133
Netherlands 134
Norway 135
16:06-61 en © Scania CV AB 1996 21

Fault diagnosis
Fault type: handling fault during arming Fault type: registered alarm
Alarmed feature Flashing Source of fault Flashing
code code
Driver’s door/passenger door 1-1 Door 4-1
Storage box 1-2 Storage box 4-2
Payload area 1 1-3 Payload area 1 4-3
Grille panel/bonnet 1-6 Grille panel/bonnet 4-6
Terminal 15 (ignition) 2-1 Terminal 15 5-1
Terminal 30 2-2 Terminal 30 5-2
Terminal 50 (starter motor) 2-3 Terminal 50 5-3
Cab tilt cylinder 2-4 Cab tilt cylinder 5-4
Horn wiring harness 3-2 Horn, wiring break 6-2
Door not locked 3-3
Up to eight alarms can be stored in the mem-
Handling fault means a fault caused by the ory. If more than eight alarms arise, the oldest
driver by not properly shutting a door or hatch. is removed from the memory and the latest one
is stored.
Stored handling faults are cleared as follows:
The alarm codes are cleared when the VPS is
1 Ignition should be off. armed. However, new alarm codes are gener-
ated if the signal level on any of the inputs is
2 Press the diagnostics button and hold it incorrect.
down.
When an alarm code has been generated (alarm
3 Switch on the ignition. triggered), the LEDs in the roof shelf flash.
4 Wait for three seconds with the diagnostics Fault type: fault in components
button depressed.
Source of fault Flashing
5 Release the diagnostics button. The fault code
code is cleared. Back-up battery low voltage 7-1
These faults can also be cleared by first arming Siren 7-2
and then switching off the alarm. Horn, short circuit 7-3
ECU, internal fault 7-4
22 © Scania CV AB 1996 16:06-61 en

Programming
Programming Note: There is no link between password and

chassis number. No programming can
The VPS control unit is programmed in the be done without a password. If new
factory. Programming can also be carried at remote controls are required, and the
workshops. password has been lost, the control unit
must be replaced.
Programming the VPS takes three steps:
Registration
The remote controls which are to have access
1. Basic setting to the VPS must be registered (programmed) in
The basic setting adapts the VPS to the vehi- the control unit. Only registered remote con-
cle’s specification and country. trols can operate the VPS.
Basic setting can be altered when the vehicle Registration requires Scania Programmer with
changes country. The ”Country” parameter software for the VPS and the password for the
must then be changed. control unit.
The basic setting should also be made when Deregistration

VPS equipment is altered. Scania Programmer can also be used to dereg-
ister remote controls. This may be necessary if
a remote control is lost and you want to prevent
2. Operational setting it being able to unlock the vehicle. In this case,
Operational setting is used to set various time all remote controls are first deregistered and
the remote controls to be used are re-registered.
parameters for the VPS.
Note: Deregistration applies to all registered

Note: When changing the operational settings,
remote controls.
the characteristics of the alarm must not
be changed in such a way as to be in
breach of laws and regulations of the
particular country.
3. Remote controls
The VPS is operated using remote controls. A
vehicle can have up to 8 remote controls. these
must be registered in the control unit. A remote
control which is not registered will not work on
the vehicle.
Each remote control has a unique code. This

code is electronic and cannot be read other than
by the VPS control unit.
Password
In order to register new remote controls, the
programmer must enter the correct password.
This is a random four-character code. The
password is held by the owner. It should not be
possible for anyone to program the control unit
without the owner’s permission.
16:06-61 en © Scania CV AB 1996 23

Scania Wiring Diagram Handbook PDF

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16:01-01

Wiring diagram handbook

with list of components

For LHD and RHD trucks

© Scania CV AB 1997, Sweden

List of components .............................................................4

Wiring diagrams ...............................................................65

Connection diagram .........................................................66

Cable marking ..................................................................71

Location drawings ............................................................78

0 © Scania CV AB 1997, Sweden 16:01-01 en

Note: The location of components on RHD chassis is the same

16:01-01 en © Scania CV AB 1997, Sweden 1

Regulations governing electrical

Main battery switch

2 © Scania CV AB 1997, Sweden 16:01-01 en

Scania’s ADR vehicles

Two types of ADR electrical

Chassis earthed system

16:01-01 en © Scania CV AB 1997, Sweden 3

Code Designation Page

H Electrically heated apparatus 37

The list of components contains the following information:

B1 Brake lights switch 2, 5 1-C8 1-C3 370

Make and break switches

B Remarks Location F diagram F diagram

1 Brake lights switch, for EDC, Opticruise 2, 5 1-C8 1-C3

7 Door switch, on passenger’s side 1 4-F1 4-E8

24 VPS, by service cover

B Remarks Location F diagram F diagram

26 Accelerator-full throttle, for Opticruise 5

32 Clutch pedal, upper position, EDC, Ret, Opticruise 2, 5 1-C8 1-C3

17 9 Electrically heated passenger’s seat, behind seat 3

18 3 In door on driver’s side 5 1-A8, 3-A6 1-C1, 3-C3

19 2 Step lighting 3 3-A7 3-A7

C No. Remarks Location F diagram F diagram

48 3 Brake pedal 2, 5 1-C2 1-C2

59 5 Direction indicators, Position lights, Headlamps LH 3-F7 3-F7

60 5 Direction indicators, Position lights, Headlamps RH side 3-F2 3-F2

C No. Remarks Location F diagram F diagram

87 3 ABS control valve, rear LH side 9

100 1 Opticruise, gearbox

C No. Remarks Location F diagram F diagram

108 1 Tag axle lift, unit box

129 5 Door mirror LH door 3 3-C7 3-B7

146 12 Opticruise, gear control, on ﬂoor

C No. Remarks Location F diagram F diagram

154 3 EDC multi-actuator 2, 4

174 2 Side marker lights, LH side

187 8 On ﬂoor by rear wall in high cab 4-D1

C No. Remarks Location F diagram F diagram

195 9 Retarder position sensor, brake pedal

215 5 Courtesy lamp in cab 3 4-A3 4-A6

228 2 Opticruise low-split

C No. Remarks Location F diagram F diagram

236 4 Disc brake, wear indicator, front right

251 3 Electrically adjustable passenger’s seat

264 16 GA751/851, extra switch on gearbox

C No. Remarks Location F diagram F diagram