2.1m Medium Duty Body Builder Manual V2 - Compressed

Release Date 5/3/2021
This page is intentionally left blank.

BODY BUILDER MANUAL CONTENTS
SECTION 1: INTRODUCTION
SECTION 2: SAFETY AND COMPLIANCE

SAFETY SIGNALS 2-1
FEDERAL MOTOR VEHICLE SAFETY STANDARDS AND COMPLIANCE 2-2
NOISE AND EMISSIONS REQUIREMENTS 2-3
FUEL SYSTEM 2-4
COMPRESSED AIR SYSTEM 2-4
EXHAUST AND EXHAUST AFTERTREATMENT SYSTEM 2-5
COOLING SYSTEM 2-6
AIR INTAKE SYSTEM 2-6
CHARGE AIR COOLER SYSTEM 2-6
ELECTRICAL SYSTEM 2-7
GENERAL WIRE ROUTING 2-8
SAFETY RELATED COMPONENTS AND SYSTEMS 2-8
SECTION 3: DIMENSIONS
INTRODUCTION 3-1
ABBREVIATIONS 3-1
OVERALL DIMENSIONS 3-1
MODELS 535, 536, 537, & 548 – 107” BBC AERO HOOD 3-2
MODELS 536, 537, & 548 – 109” BBC AERO HOOD 3-3
MODELS 537 & 548 – 109” VOC HOOD 3-4
MODELS 537 & 548 – VOC HOOD W/ 24” FEPTO BUMPER EXTENSION 3-5
CAB – 2.1m MEDIUM DUTY CAB FAMILY 3-6
REAR WINDOW 3-7
CAB SUSPENSION 3-8
CAB STEP HEIGHT 3-9
FRAME RAILS 3-10
FRAME HEIGHT CHARTS 3-11
FRONT FRAME HEIGHTS "A" 3-12
REAR FRAME HEIGHTS "C" 3-14
FRAME MOUNTED COMPONENT GROUND CLEARANCE 3-16
FRAME SPACE REQUIREMENTS 3-17
FRAME SPACE DIMENSION "B" 3-18
FRAME SPACE DIMENSION "A" 3-19
FRAME SPACE DIMENSION “C” 3-21
2021 MD EXHAUST CONFIGURATIONS 3-25
TURN RADIUS ANALYSIS 3-35
SECTION 4: BODY MOUNTING

INTRODUCTION 4-1
FRAME RAILS 4-1
CRITICAL CLEARANCES 4-2
BODY MOUNTING USING BRACKETS 4-3
FRAME SILL 4-3
BRACKETS 4-4
MOUNTING HOLES 4-5
FRAME DRILLING 4-6
BODY MOUNTING USING U–BOLTS 4-7
REAR BODY MOUNT 4-9
TABLE OF CONTENTS
SECTION 5: FRAME MODIFICATIONS

INTRODUCTION 5-1
DRILLING RAILS 5-1
MODIFYING FRAME LENGTH 5-2
CHANGING WHEELBASE 5-2
CROSSMEMBERS 5-3
TORQUE REQUIREMENTS 5-4
WELDING 5-4
PRECAUTIONS 5-5
SECTION 6: CAN COMMUNICATIONS

INTRODUCTION 6-1
CAN COMMUNICATIONS ACRONYM LIBRARY 6-1
SAE J1939 6-2
PARAMETER GROUP NUMBER 6-2
SUSPECT PARAMETER NUMBER 6-2
CAN MESSAGES AVAILABLE ON BODY CONNECTIONS 6-3
SECTION 7: ELECTRICAL
INTRODUCTION 7-1
ELECTRICAL ACRONYM LIBRARY 7-1
ELECTRICAL WIRING CIRCUIT CODES 7-2
MULTIPLEX SYSTEM 7-3
CAN BUS SYSTEM OVERVIEW 7-3
CAN BUS SPEEDS AND CIRCUIT DESIGNATION 7-3
ELECTRICAL COMPONENT OVERVIEW 7-4
ELECTRICAL HARNESS OVERVIEW 7-5
IN CAB CAN BASED MESSAGING CONNECTOR – RP1226 7-6
BODY CONNECTION POINTS – MAIN CHASSIS HARNESS 7-7
ELECTRIC ENGAGED EQUIPMENT 7-11
RP170 CONNECTOR 7-11
ENGINE HARNESS 12 PIN CONNECTOR 7-12
POWER DISTRIBUTION CENTER 7-15
ENGINE SIDE FUSE BOX FULL COMPONENT POPULATION 7-17
DASH SIDE FUSE BOX FULL COMPONENT POPULATION 7-18
CHASSIS MODULE 7-19
CHASSIS MODULE FUNCTION DESIGNATIONS 7-20
FUSE GROUPS 7-21
ELECTRIC OVER AIR SOLENOIDS 7-23
SOLENOID BANK DIAGRAM 7-23
SOLENOID OVERVIEW LAYOUT 7-24
MUX SOLENOID BANK FRAME MOUNTING 7-25
SWITCHES 7-26
SWITCH RELEARN PROCESS 7-27
GROUNDING 7-29
SPARE POWER 7-30
JUNCTION BOX 7-34
TRANSMISSION BACKUP SIGNALS 7-35
SNOW PLOW LIGHTING 7-35
LIFT AXLES (PUSHERS & TAGS) 7-36
LIFT AXLE DIAGRAM 7-36
LIFT AXLE LOGIC 7-36
TRAILER LIFT AXLE 7-37
DIGITAL DISPLAY 7-37
Peterbilt Motors Company ii

TABLE OF CONTENTS
TELLTALE ICONS 7-38

COMMON TERMINALS AND PINS FOR BODY BUILDER CONNECTIONS 7-39
SECTION 8: POWER TAKE-OFF (PTO)

INTRODUCTION 8-1
PTO ACRONYM LIBRARY 8-1
TRANSMISSION MOUNTED PTO 8-2
MANUAL TRANSMISSIONS 8-2
AUTOMATIC TRANSMISSIONS - ALLISON 8-3
AUTOMATIC TRANSMISSIONS – PACCAR 8-SPEED 8-4
FRONT ENGINE PTO 8-5
PTO MOUNTING CLEARANCE 8-6
ALLISON PTO MOUNTING CLEARANCE 8-6
PACCAR PTO MOUNTING CLEARANCE 8-10
EATON PTO MOUNTING CLEARANCE 8-11
HYDRAULIC CLUTCH ACTUATOR CONFIGURATIONS 8-13
REAR ENGINE PTO 8-13
REMOTE PMC CONNECTIONS 8-14
SECTION 9: AFTERTREATMENT
INTRODUCTION 9-1
GENERAL GUIDELINES FOR DEF SYSTEM 9-1
DEF SYSTEM SCHEMATICS 9-2
INSTALLATION REQUIREMENTS AND DIMENSIONS FOR DEF SYSTEM 9-3
DEF ASSEMBLY RELOCATION - SUPPLY MODULE REQUIREMENTS 9-3
ROUTING TO THE DOSING MODULE (INJECTOR) 9-4
SECTION 10: ROUTING

INTRODUCTION 10-1
DEFINITIONS 10-1
ROUTING REQUIREMENTS 10-3
ROUTING OF WIRES AND HOSES NEAR EXHAUST SYSTEM 10-5
Peterbilt Motors Company iii

SECTION 1 INTRODUCTION
The Peterbilt Medium Duty Body Builder Manual was designed to provide body builders with a comprehensive information
set to guide the body planning and installation process. Use this information when installing bodies or other associated
equipment.
This manual contains appropriate dimensional information, guidelines for mounting bodies, modifying frames, electrical
wiring information, and other information useful in the body installation process.
The Peterbilt Medium Duty Body Builder Manual can be very useful when specifying a vehicle, particularly when the body
builder is involved in the vehicle definition and ordering process. Information in this manual will help reduce overall costs
through optimized integration of the body installation with vehicle selection. Early in the process, professional body builders
can often contribute valuable information that reduces the ultimate cost of the body installation.
In the interest of continuing product development, Peterbilt reserves the right to change specifications or products at any
time without prior notice. It is the responsibility of the user to ensure that he is working with the latest released information.
Check Peterbilt.com for the latest released version.
If you require additional information or reference materials, please contact your local Peterbilt dealer.
SECTION 2 SAFETY AND COMPLIANCE
SAFETY SIGNALS
There are a number of alerting messages in this book. Please read and follow them. They are there for your
protection and informational reference. These alerting messages can help you avoid injury to yourself or others
and help prevent costly damage to the vehicle.
Key symbols and “signal words” are used to indicate what kind of message is going to follow. Pay special attention
to comments prefaced by “WARNING”, “CAUTION”, and “NOTE.” Please do not ignore any of these alerts.
Warnings, Cautions, and Notes
When you see this word and symbol, the message that follows is especially vital. It
signals a potentially hazardous situation, which, if not avoided, could result in death or
serious injury. This message will tell you what the hazard is, what can happen if you do
not heed the warning, and how to avoid it.
Example:
WARNING! Be sure to use a circuit breaker designed to meet liftgate amperage requirements. An incorrectly
specified circuit breaker could result in an electrical overload or fire situation. Follow the liftgate installation
instructions and use a circuit breaker with the recommended capacity.
Signals a potentially hazardous situation, which, if not avoided, could result in minor or
moderate injury or damage to the vehicle.
Example:
CAUTION: Never use a torch to make a hole in the rail. Use the appropriate drill bit.
Provides general information: for example, the note could warn you on how to avoid
damaging your vehicle or how to drive the vehicle more efficiently.
Example:
NOTE: Be sure to provide maintenance access to the battery box and fuel tank fill neck.
Please take the time to read these messages when you see them, and remember:
WARNING
Indicates a potentially hazardous situation, which, if not avoided, could result in death or serious injury.
CAUTION
Signals a potentially hazardous situation, which, if not avoided, could result in minor or
moderate injury or damage to the vehicle.
NOTE
Useful information that is related to the topic being discussed.
SAFETY AND COMPLIANCE
2
FEDERAL MOTOR VEHICLE SAFETY STANDARDS AND COMPLIANCE
As an Original Equipment Manufacturer, Peterbilt Motors Company ensures that our products comply with all applicable
U.S. or Canadian Federal Motor Vehicle Safety Standards. However, the fact that this vehicle has no fifth wheel and that a
Body Builder (Intermediate or Final Stage Manufacturer) will be doing additional modifications means that the vehicle was
incomplete when it left the build plant.
INCOMPLETE VEHICLE CERTIFICATION
An Incomplete Vehicle Document is shipped with the vehicle, certifying that the vehicle is not complete. See Figure 2–1.
In addition, affixed to the driver’s side door frame or edge is an Incomplete Vehicle Information label. See Figure 2–2.
These documents list the U.S. or Canadian Federal Motor Vehicle Safety Standard regulations that the
vehicle complied with when it left the build plant. You should be aware that if you add, modify or alter any
of the components or systems covered by these regulations, it is your responsibility as the Intermediate or
Final Stage Manufacturer to ensure that the complete vehicle is in compliance with the particular
regulations upon completion of the modifications.
FIGURE 2-1. Incomplete Vehicle

Document (IVD)
FIGURE 2-2. Locations of Information Labels - Driver’s

Door and Frame
As the Intermediate or Final Stage Manufacturer, you must retain the Incomplete Vehicle Document for your records. In
addition, you must record and retain the manufacturer and serial number of the tires on the vehicle. Upon completion of
the vehicle (installation of the body and any other modifications), you must affix your certification label to the vehicle as
required by Federal law. This label identifies you as the “Intermediate or Final Stage Manufacturer” and certifies that the
vehicle complies with Federal Motor Vehicle Safety Standards. (See Figure 2–2.) Be advised that regulations affecting the
intermediate and final stage manufacturer may change without notice. Ensure you are referencing the most updated copy
of the regulation during the certification and documentation processes.
Peterbilt Motors Company 2-2

2
In part, if the final stage manufacturer completes and can certify the vehicle with guidance provided in the incomplete
vehicle document, the certification label would need a statement that reads, “This vehicle has been completed in
accordance with the prior manufacturer’s IVD where applicable. This vehicle conforms to all applicable Federal Motor
Vehicle Safety Standards [and Bumper and Theft Prevention Standards if applicable] in effect in (month, year).”
However, if the vehicle cannot be completed and certified within the guidance provided in the IVD, the final stage
manufacturer must ensure the vehicle conforms to all applicable Federal Motor Vehicle Safety Standards (FMVSS). The
final stage manufacturer’s certification label would need a statement that reads “This vehicle conforms to all applicable
Federal Motor Vehicle Safety Standards [and Bumper and Theft Prevention Standards if applicable] in effect in (month,
year).
These statements are just part of the certification regulation. Please refer to NHTSA/DOT Title 49 CFR part 567 -
certification for all of the details related to this regulation.
For Canadian final stage manufacturers see:
http://www.gazette.gc.ca/index-eng.html; and
http://www.tc.gc.ca/eng/acts-regulations/menu.htm for the regulations.
Or contact: Transport Canada
Tower C, Place de Ville, 330 Sparks Street
Ottawa, Ontario K1A 0N5 (613) 990-2309
TTY: 1-888-675-6863
NOISE AND EMISSIONS REQUIREMENTS
This truck may be equipped with specific emissions control components/systems in order to
meet applicable Federal and California noise and exhaust emissions regulations established
by the U.S. Code of Federal Regulations, Environment Canada, and the California Air
Resources Board. These emissions control components/systems may only be replaced with
original equipment parts.
Additionally, most vehicles in North America will be equipped with a Greenhouse Gas
(GHG) “Vehicle Emission Control Information” door label indicating its certified
configuration. The vehicle components listed on this label are considered emission control
devices.
Modifying (i.e. altering, substituting, relocating) any of the emissions control
components/systems defined above will affect the noise and emissions
performance/certification. Modifications that alter the overall shape and aerodynamic
performance of a tractor will also affect the emission certification. If modifications are
required, they must first be approved by the manufacturer. Unapproved modifications could
negatively affect emissions performance/certification. There is no guarantee that proposed
modifications will be approved.
Tires may be substituted provided the new tires possess a Coefficient of rolling resistance
(Crr) equal to or lower than Crr of the original tires. Consult with your tire supplier(s) for
appropriate replacement tires.
Contact the engine manufacturer for any requirements and restrictions prior to any modifications.
• For Cummins, contact 1-800-DIESELS or your local Cummins distributor. Reference
AEB 21.102.

2
It is possible to relocate the DEF tank; however, the relocation requirements in section 9 of this manual need to be
followed. Any variances from the relocation requirements may cause the emissions control components/systems to
operate improperly potentially resulting in engine de-rate.
All engine emissions certified vehicles will be equipped with an On-Board Diagnostics
(OBD) system. The OBD system is designed to detect malfunctions of any engine or vehicle
component that may increase exhaust emissions or interfere with the proper performance of
the OBD system itself.
All diesel engines will be equipped with an On-Board Diagnostics (OBD) system. The OBD
system consists of computer program on one or more of the vehicle’s Electronic Control
Units (ECUs). This program uses information from the control system and from additional
sensors to detect malfunctions. When a malfunction is detected, information is stored in the
ECU(s) for diagnostic purposes. A Malfunction Indicator Light (MIL) is illuminated in the
dash to alert the driver of the need for service of an emission-related component or system.
To ensure compliance to emissions regulations, the final configuration of certain features of the completed vehicle must
meet specific requirements. This section describes requirements relevant for only the most common or critical
modifications done by body builders. For a complete description of acceptable modifications, see the application guidance
available from the manufacturer of the engine installed in the chassis.
FUEL SYSTEM
The following are highlights of some of the more common or critical aspects of this system.
The overall system restriction may not exceed the restriction limitations set forth by the engine manufacturer for both
supply and return.
• Ensure that fuel lines are not pinched or can potentially be damaged when installed between body
and frame
• Fuel lines must be routed and secured without dips or sags, and properly secured to prevent damage.
• There must be easy access to filter(s) and fill cap
• The tank vent may not obstructed
• Added accessories (heaters, generators) cannot introduce air into system
• Fuel tank must be located so that the fuel level is not above cylinder head
• “Ultra-Low Sulfur Fuel Only” labels must be present on the dash and fuel fill
• Modification of the pressure side secondary filter and plumbing is not allowed without engine
manufacturer approval
• Body installation of fuel tank or routing of lines must not cause significant increase in fuel temperature
• Fuel hoses shall meet or exceed OEM supplied hose material construction specifications
• Care must be taken that fuel lines do not route against other components.
COMPRESSED AIR SYSTEM

• Air system modification must meet applicable FMVSS regulations
• Compressed air tank may not be modified
2
• Added devices or bodywork may not interfere with or rub air lines
• Air supply to the engine doser may not be restricted or disconnected
• Air lines should be routed, protected from heat, and properly secured to prevent damage
from other components
• Care should be taken so that air lines do not rub against other components
• Care should be taken to protect the air system from heat sources
EXHAUST AND EXHAUST AFTERTREATMENT SYSTEM

• The following aftertreatment and exhaust system components may not be modified:
• DPF/SCR assembly
• Exhaust pipes between the engine and aftertreatment devices (DPF, SCR Catalyst) and
between aftertreatment devices
• NOx Sensors
• PM Sensor
• The following modifications may only be done within the guidelines outlined in section 9 of this manual:
• Modifications to Diesel Exhaust Fluid (DEF) throttle, suction, or pressure lines
• Modification or relocation of the DEF tank
• Modification of coolant lines to and from the DEF tank
• All DEF and coolant lines should be routed, protected, and properly secured to prevent damage during
vehicle operation or other components
• The DPF/SCR or its mounting may not be modified
• The NOx sensor may not be relocated or altered in any way; this includes re-clocking the aftertreatment
canister or reorienting the sensor(s)
• Exhaust pipes used for tailpipes/stacks must be properly sized, and must prevent water from entering
• Ensure adequate clearance between the exhaust and body panels, hoses, and wire harnesses (see routing
section of this manual for more details)
• The body in the vicinity of the DPF must be able to withstand temperatures up to 400°C (750°F)
• Do not add thermal insulation to the external surface of the DPF
• The SCR water drain hole may not be blocked
• Allow adequate clearance (25mm (1 inch)) for servicing the DPF sensors, wiring, and clamped joints
• Drainage may not come in contact with the DPF/SCR, sensors, or wiring
• Allow sufficient clearance for removing sensors from DPF. Thermistors require four inches. Other
sensors require one inch
• Wiring should be routed, protected from heat, and properly secured to prevent damage
from other components
• The exhaust system from an auxiliary power unit (APU) must not be connected to any part of the
vehicle aftertreatment system or vehicle tail pipe.

2
COOLING SYSTEM
• Modifications to the design or locations of fill or vent lines, heater or defroster core, and surge tank are
not recommended
• Additional accessories plumbed into the engine cooling system are not permitted, at the risk of voiding
vehicle warranty
• Coolant level sensor tampering will void warranty
• When installing auxiliary equipment in front of the vehicle, or additional heat exchangers, ensure
that adequate air flow is available to the vehicle cooling system. Refer to engine manufacturer
application guidelines for further detail
• When installing FEPTO drivelines, the lower radiator anti-recirculation seal must be retained with
FEPTO driveline clearance modification only
• Changes made to cooling fan circuit and controls are not allowed, with the exception of AC
minimum fan on time parameter
• See operator’s manual for appropriate winter front usage
AIR INTAKE SYSTEM

• The air intake screen may not be blocked, either fully or partially
• Modification to the air intake system may not restrict airflow. For example, pipe diameter may not be reduced
• All sensors must be retained in existing locations
• To retain system seal, proper clamp torque must be used. Refer to service manual for proper clamp torque
CHARGE AIR COOLER SYSTEM

• The Charge Air Cooler may not be modified
• The installation of engine overspeed shutdown devices must not introduce restriction in the intake system
• All plumbing associated with the charge air cooler may not be modified

2
ELECTRICAL SYSTEM
• Electrical harnesses providing battery power and electronic control signals to engine and emissions
control devices/vehicle OBD components including datalinks may not be spliced. These emissions
control devices/vehicle OBD components include the following:
• throttle pedal
• vehicle speed sensor
• aftertreatment wiring
• 9-pin OBD Connector
• CAN Communication / OBD Diagnostic wiring
• If the alternator or battery is substituted, it must meet the requirements of the engine manufacturer’s
guidelines. This includes alternator ground voltage drop and alternator ground cable effectiveness.
See the engine manufacturer’s guidelines for recommended test procedure. Additionally the
maximum voltage differential and the peak-peak voltage differential between the engine ECM block
ground stud and battery negative terminal may not exceed 500 mV under any combination of loads
or operating conditions.
• Only an OBD compliant battery disconnect switch may be installed on vehicles equipped with EPA
2013 and beyond compliant diesel engines. An OBD compliant switch and harness, even in the off
position, supply a small amount of power to the engine controller and enable certain emissions critical
functions (e.g. DEF line purge). Any modifications to the electrical system which interrupt this power
supply will cause OBD fault codes and illumination of the MIL. In addition, such a modification will
render the engine non-compliant with certain emission regulations. As a general rule of thumb, you
can remove and replace a battery disconnect switch on a truck equipped with a battery disconnect
switch at the factory. However, if a battery disconnect switch was not installed in the factory a
significant harness modification is required before a battery disconnect switch can be added.
• Installation of aftermarket transfer-cases must address the vehicle speed sensor position. The
standard position of the speed sensor is at the transmission tail shaft. When a transfer-case is
added, it is best to relocate the sensor to the axle side output shaft of the transfer-case. This is
typically accomplished by adding a tone wheel into the driveline yoke assembly.
• Wiring extensions for the aftertreatment wiring are available for relocating the DEF tank from your
dealer via PACCAR Parts. For relocation of DEF tank, refer to the aftertreatment section of this
manual.
• The OBD/Diagnostic connector port is located below the dash to the left of the steering wheel. This
connector and its location may not be changed.
• WARNING: When jump starting using a battery charger/booster, verify that the battery charger/booster is
set to the same jump start voltage and amperage specifications as the vehicle electrical
system and batteries (i.e. if the vehicle electrical system is a 12 volt system, the jump start
voltage on the battery charger/booster shall be set at no higher than a 12 volt setting).
Failure to comply may cause an explosion and/or fire resulting in death, personal injury,
equipment or property damage.
• See additional general wire routing statements on next page

2
GENERAL WIRE ROUTING
• Whenever possible, battery cables, electrical wires, and wire harnesses should be secured by
clamps attached to rigid components (for example, the engine, frame, bracket, etc.), or secured by
tie straps fastened to other restrained lines at intervals not exceeding 460mm (18 in.).
• Battery cables, alternator cables, electrical wires, and wires harnesses routed on the chassis and
engine should be covered by braided loom or convoluted tubing.
• At the clamping or tie points, battery cables, electrical wires, and wire harnesses should be covered
by braided loom or convoluted tubing.
SAFETY RELATED COMPONENTS AND SYSTEMS

Upfitting and other modifications may change the compliance of an as-built vehicle. As such, Peterbilt will not
support any modifications that affect the as-built compliance of a vehicle. These may include modifications to
the following:
• Stability Control Systems –Stability Control parameters are matched specifically to chassis
components and center of gravity of the body type. Chassis modifications or alterations to
wheelbase, GWAR, GVWR, brakes, suspension and other components affect the Stability Control
system. Therefore, modifications or alterations to chassis with factory-installed Stability Control
Systems are not supported.
These include:
• Intended Service
• Body Type
• Wheelbase (reducing or increasing wheelbase)
• GAWR
• GVWR
• Brakes
• Suspension
• Lift Axles (removal or addition)
• Conversion of a truck to a tractor
• Factory installed Safety Systems - Factory installed Safety Systems will not be removed or
inactivated
• Green House Gas Requirements

SECTION 3 DIMENSIONS
INTRODUCTION
This section has been designed to provide enough information to successfully layout a chassis in the body planning process.
All dimensions are inches unless otherwise noted. Optional equipment may not be depicted. Please contact your local
Peterbilt dealer if more dimensional information is desired.
ABBREVIATIONS
Throughout this section and in other sections as well, abbreviations are used to describe certain characteristics on your
vehicle. The chart below lists the abbreviated terms used.
TABLE 3-1. Abbreviations Used

AF After Frame – Frame rail overhang behind rear axle(s)
CA Cab to Axle – Dimension from back of the cab to the centerline of the rear axle(s)
WB Wheelbase – Measured from front axle to the centerline of the rear axle(s)
FS Front suspension height
RS Rear suspension height
SLR Tire Static Loaded Radius
SOC Side of cab
BOC Back of cab
UC Under cab
BBC Bumper to back of cab
BFA Bumper to front axle
FAB Front axle to back of cab
FDA Front drive axle
FEPTO Front engine PTO extension. Measured from the front of the grille to the front of the bumper
SH Short aero hood (107”)
MH Medium aero hood (109”)
VH Vocational hood (109”)
OVERALL DIMENSIONS
This section includes drawings and charts of the following Peterbilt Models: 535, 536, 537, & 548. Several optional
configurations are also included.
On the pages that follow, detailed drawings show particular views of each vehicle. They illustrate important measurements
critical to integrating bodies of all types. See the “Table of Contents” at the beginning of the manual to locate the drawing
that you need.
All heights are given from the bottom of the frame rail.
Peterbilt also offers .dxf files and frame layouts of ordered chassis prior to build. Please speak with your local dealership to
request this feature when specifying your chassis.
DIMENSIONS
3
MODELS 535, 536, 537, & 548 – 107” BBC AERO HOOD
FIGURE 3-1. Short Aero Hood (107” BBC) Overall Dimensions
NOTES:
1) DIMENSIONS ARE FOR REFERENCE ONLY
2) DIMENSIONS REFERENCE FRONT OF BUMPER
3) DIMENSION FRONT AXLE TO FRONT OF FRAME (FFA) IS 26.8”
4) DIMENSION FRONT OF BUMPER TO FRONT OF FRAME (BFF) IS 13.2”
5) FLAT ROOF SHOWN, CURVED ROOF 4” TALLER
6) 36” EXHAUST STANDPIPE SHOWN, OTHER HEIGHT OPTIONS ARE AVAILABLE

DIMENSIONS
3
MODELS 536, 537, & 548 – 109” BBC AERO HOOD
FIGURE 3-2. Medium Aero Hood (109” BBC) Overall Dimensions
NOTES:

DIMENSIONS
3
MODELS 536, 537, & 548 – 109” VOC HOOD
FIGURE 3-3. Vocational Hood (109” BBC) Overall Dimensions
NOTES:

DIMENSIONS
3
MODELS 536, 537, & 548 – VOC HOOD W/ 24” FEPTO BUMPER EXTENSION
FIGURE 3-4. Vocational Hood 24” FEPTO Extension Top, Front & LH View – Overall Dimensions
NOTES:
2) DIMENSIONS ARE TO FRONT OF BUMPER

DIMENSIONS
3
CAB – 2.1m MEDIUM DUTY FAMILY
FIGURE 3-5. Cab Dimensions 2.1m Medium Duty
NOTE:

DIMENSIONS
3
REAR WINDOW
FIGURE 3-6. Rear Window Dimensions

DIMENSIONS
3
CAB SUSPENSION
FIGURE 3-7. Cab Suspension Dimensions
Note:
1) Rigid Cab Suspension does not protrude BOC

DIMENSIONS
3
CAB STEP HEIGHT
FIGURE 3-8. Cab Step Height Dimensions (Table 3-2)
Table 3-2. Cab Step Height
Notes:
1) Dimension C: SH = 15.0”, MH = 16.1”, VH = 20.8”
2) LH shown, RH Dimensions are equivalent
3) Aftertreatment box is RH UCAB only

DIMENSIONS
3
FRAME RAILS
Frame rail configurations are shown below. Frame height, flange and structural values can be found in the Body
Mounting Section.
FIGURE 3-9. Frame Rail Configurations

DIMENSIONS
3
FRAME HEIGHT CHARTS
FIGURE 3-10. Frame Height

DIMENSIONS
3
FRONT FRAME HEIGHTS "A"
TABLE 3-3. Front Frame Ride Height “A”
Spacer A (in)
Front Suspension Rating (lbs) Height
(mm) Light Loaded
5 6.9 6.5
30 7.9 7.5
40 8.3 7.9
8,000 50 8.7 8.3
60 9.1 8.7
70 9.5 9.1
80 9.9 9.4
5 7.1 6.5
30 8.1 7.5
40 8.5 7.9
10,000 50 8.9 8.3
60 9.3 8.7
70 9.7 9.1
80 10.1 9.4
5 7.4 6.5
30 8.4 7.5
40 8.8 7.9
12,000 50 9.2 8.3
60 9.6 8.7
70 10 9.1
80 10.4 9.4
5 9.4 8.3
30 10.4 9.3
40 10.8 9.6
13,200 50 11.2 10
60 11.6 10.4
70 12 10.8
80 12.4 11.2
5 9.4 7.9
30 10.4 8.9
40 10.8 9.3
14,600 50 11.2 9.7
60 11.6 10.1
70 12 10.5
80 12.4 10.9

DIMENSIONS
3
TABLE 3-3. Front Frame Ride Height “A” Continued

Spacer A (in)
Front Suspension Rating (lbs) Height
(mm) Light Loaded
5 10 8.5
30 10.9 9.5
40 11.3 9.9
16,000 50 11.7 10.3
60 12.1 10.7
70 12.5 11.1
80 12.9 11.5
5 10 7.7
30 10.9 8.7
40 11.3 9.1
20,000 50 11.7 9.4
60 12.1 9.8
70 12.5 10.2
80 12.9 10.6
NOTES:
1) Spacers are used by Engineering to obtain a level frame and are not optional.
2) LIGHT or UNLADEN heights are calculated on the below assumptions
a. 8K springs assume 7,000 lbs. load in LIGHT condition
b. 10K springs assume 8,000 lbs. load in LIGHT condition
c. 12K springs assume 8,400 lbs load in LIGHT condition
d. 13.2K or 14.6K springs assumes 8,500 lbs. load in LIGHT condition
e. 16K - 20K springs assumes 9,000 lbs. load in LIGHT condition
3) "A" dimension shown is to bottom of frame rail. Add frame rail height dimension for frame height.
4) All suspension heights are with standard 3.5" drop axles.

DIMENSIONS
3
REAR FRAME HEIGHTS "C"
TABLE 3-4. Single Drive Rear Suspension Height “C”

DIMENSIONS
3
TABLE 3-5. Tandem Rear Suspension Height “C”
C (in)
Suspension Rating Version
Light Height Laden Height
AIR LEAF 38,000 lbs. Standard 12.0 11.7
LOW AIR LEAF 40,000 lbs. Standard 8.8 8.5
FLEX AIR 38,000 lbs. Standard 8.7 8.5
LOW LOW AIR LEAF 40,000 lbs. Standard 6.8 6.5
AIR TRAC 40K-46K lbs. Standard 11.4 11.0
NEWAY ADZ 46K lbs. Standard 10.0 10.0
1.75 saddle (STD) 11.7 9.9
40,000 lbs. 1.38 saddle 10.2 8.3
REYCO 102
3.38 saddle 13.4 11.5
MULTILEAF
1.75 saddle (STD) 11.7 9.8
44,000 lbs.
1.38 saddle 11.5 9.7
LOW 11.2 8.9
HIGH 12.4 10.2
CHALMERS 8541 40,000 lbs.
X-HIGH 14.5 12.2
XX-HIGH 17.2 14.9
LOW 11.3 8.9
HIGH 12.5 10.1
CHALMERS 8541 46,000 lbs.
X-HIGH 14.7 12.2
XX-HIGH 17.3 14.9
6.00 saddle 9.9 8.9
RT-403 40,000 lbs.
7.19 saddle (std.) 11.2 10.1
16.5 11.6 9.5
40,000 lbs. 17.5 12.6 10.5
18.5 13.6 11.5
HMX EX
16.5 11.6 9.5
46,000 lbs. 17.5 12.6 10.5
18.5 13.6 11.5
12.25 saddle 9.7 8.9
RS-463 46,000 lbs. 14.00 saddle (std.) 11.5 10.6
15.25 saddle 12.7 11.9
6.00 saddle 11.3 10.5
RT-463 46,000 lbs. 7.2 saddle (std.) 13.0 11.4
11.00 saddle 16.3 15.2
NOTES:
1) Laden dimension shown with standard restrictor cans. Add 0.7” for #29 High Stability Restrictor Cans.

DIMENSIONS
3
FRAME MOUNTED COMPONENT GROUND CLEARANCE
To calculate estimated ground clearance for frame mounted components, using the underside of the frame rail as a
reference, do the following:
1) Find the front and rear tire SLR data from the manufacturer’s literature, as described on page 3-11
2) Determine front and rear suspension ride heights from the tables on the previous few pages
3) Add the tire’s SLR to its respective suspension ride height to calculate frame height
4) Find the bottom of rail to bottom of component dimension “Y” for the desired component in table 3-6 below.
5) Ground clearance = lowest frame height – component dimension “Y”
TABLE 3-6. Bottom of Frame to Bottom of Component Dimension “Y”
Ground clearances, like height calculations, are affected by numerous factors including, but not limited to, front and rear
axle loading and tire pressure. Placement of frame components, such as fuel tanks, will affect loads on the front axle and
rear axle, as well as distribution to the left and right side of the vehicle. Ground clearances calculated from this information
are estimates only.

DIMENSIONS
3
FRAME SPACE REQUIREMENTS
To ensure adequate space for fuel tanks, ladder steps, additional tool/battery boxes, pusher axles and other frame
mounted components; the amount of available space must be calculated by using the formula below. Contact Applications
Engineering for configurations not shown in this section. Examples are shown at the end of this section.
FIGURE 3-11. Frame Space
BASIC FORMULA: BOC Frame Space = Wheelbase - Dimension A - Dimension C - Dimension B
Dimension "A" (shown in charts on following pages) is the minimum clearance measured from the centerline of the front
axle to the back of the under cab component (DPF/SCR exhaust, fuel tank, battery box, tool box, etc.). Dimension "C" is
the amount of space from the rear of the under cab component to the back of the DEF tank (can be on LH or RH
rail). Dimension "B" is the amount of required suspension and quarter fender clearance from the rear axle centerline to
clear rail for a given suspension.

DIMENSIONS
3
FRAME SPACE DIMENSION "B"
TABLE 3-7. Rear Suspension Dimension “B”
NOTES:
1) Overhang for Tractor Taper EOF and Standard Mud flap Hangers on Suspensions; Square EOF w/o Crossmember
for Lift Axles.
2) Add 2.0" to "B" dimension with quarter fenders.
6) "B" dimension is from axle centerline (or bogie for tandem) to clear frame forward.
7) Extended Tractor Taper requires 58.0" overhang.

DIMENSIONS
3
FRAME SPACE DIMENSION “A”
TABLE 3-8. LH Under Cab DEF Dimension “A”
TABLE 3-9. Under Cab Battery/Tool Box Dimension “A”
TABLE 3-10. Under Cab DPF/SCR Dimension “A”

DIMENSIONS
3
TABLE 3-11. Under Cab Fuel Tank Dimension “A”

DIMENSIONS
3
FRAME SPACE DIMENSION “C”
TABLE 3-12. BOC DEF Dimension “C”
TABLE 3-13. BOC Battery/Tool Box Dimension “C”

DIMENSIONS
3
TABLE 3-14. BOC Fuel Tank Dimension “C”

DIMENSIONS
3
TABLE 3-14. BOC Fuel Tank Dimension “C” Continued…

DIMENSIONS
3
TABLE 3-14. BOC Fuel Tank Dimension “C” Continued…

DIMENSIONS
3
2021 MD EXHAUST CONFIGURATIONS
EXHAUST RH SOC - DPF/SCR RH UNDER CAB

(Reference option code 3365270)
FIGURE 3-12. Exhaust RH Side of Cab DPF/SCR RH under Cab

DIMENSIONS
3
EXHAUST RH BOC - DPF/SCR RH UNDER CAB
FIGURE 3-13. Exhaust RH Back of Cab DPF/SCR RH under Cab
NOTES:
1) BOC exhaust only available with vocational hood.

DIMENSIONS
3
EXHAUST RH HORIZONTAL - DPF/SCR RH UNDER CAB (STANDARD)
FIGURE 3-14. Exhaust RH Horizontal DPF/SCR RH under Cab (Standard)

DIMENSIONS
3
EXHAUST RH HORIZONTAL - DPF/SCR RH UNDER CAB (W/ RH DEF)
FIGURE 3-15. Exhaust RH Horizontal DPF/SCR RH under Cab (RH DEF)

DIMENSIONS
3
EXHAUST RH HORIZONTAL - DPF/SCR RH UNDER CAB (W/ FDA)
FIGURE 3-16. Exhaust RH Horizontal DPF/SCR RH under Cab (FDA)

DIMENSIONS
3
EXHAUST RH HORIZONTAL - DPF/SCR RH UNDER FRAME
FIGURE 3-17. Exhaust RH Horizontal DPF/SCR RH under Frame

DIMENSIONS
3
EXHAUST RH SOC - NATURAL GAS CATALYST RH UNDER CAB
FIGURE 3-18. Exhaust Single RH Side of Cab DPF/SCR RH under Cab

DIMENSIONS
3
EXHAUST RH BOC - NATURAL GAS CATALYST RH UNDER CAB
FIGURE 3-19. Exhaust RH Back of Cab DPF/SCR RH under Cab

DIMENSIONS
3
EXHAUST RH HORIZONTAL - NATURAL GAS CATALYST RH UNDER FRAME (L9N)
FIGURE 3-20. Exhaust RH Horizontal Natural Gas Catalyst RH under Frame (L9N)

DIMENSIONS
3
EXHAUST RH HORIZONTAL - NATURAL GAS CATALYST RH UNDER FRAME (B6.7N)
FIGURE 3-21. Exhaust RH Horizontal Natural Gas Catalyst RH under Frame (B6.7N)

DIMENSIONS
3
TURN RADIUS ANALYSIS
Figure 3-22 is an example of turn radius estimates available through SmartSpec. Please contact your local Peterbilt
dealer for chassis specific turn information.
FIGURE 3-22. Turn Radius Estimate Available from Dealership

SECTION 4 BODY MOUNTING
INTRODUCTION
This section has been designed to provide guidelines to aid in body mounting. This is not intended as a complete guide,
rather as general information. Body mounting strategies are unique to each body type, and body builders must determine
the appropriate method. Please note, an alignment adjustment is required after body installation. Front alignment and rear
alignment must be performed prior to putting the vehicle into service.
Please contact your local Peterbilt dealer if more information is desired.
FRAME RAILS
Frame rail information is provided per rail.
TABLE 4-1. Single Frame Rails

Section
Rail Height Flange Width Web Thickness Modulus RBM (per rail) Weight (per rail)
(in.) (in.) (in) (cu. In.) (in.-lbs) (lbs/in.)
9 7/8 3.50 0.250 10.5 1,250,000 1.06
10 5/8 3.45 0.313 14.8 1,776,000 1.44
10 11/16 3.5 0.5 22.35 2,683,000 2.35
10 3/4 3.50 0.375 17.8 2,136,000 1.74
11 5/8 3.874 0.375 21.4 2,568,000 1.91
TABLE 4-2. Built-up Frame Rails

Main Rail Section
Height Modulus RBM (per rail) Weight (per rail)
(in.) Insert Outsert (cu. In.) (in.-lbs) (lbs/in.)
10 5/8 9.875 x 2.87 x .25 None 23.6 2,832,000 2.48
10 3/4 9.875 x 2.87 x .25 None 28.9 3,468,000 2.78
11 5/8 10.75 x 3.5 x 0.375 None 37.7 4,524,000 3.65

BODY MOUNTING
4
CRITICAL CLEARANCES
REAR TIRES AND CAB
CAUTION: Insufficient clearance between rear tires and body structure could cause damage to the body during
suspension movement.
Normal suspension movement could cause contact between the tires and the body. To prevent this, mount the body so that
the minimum clearance between the top of the tire and the bottom of the body is 8 inches (203 mm). This should be
measured with the body empty. See FIGURE 4-1.
FIGURE 4-1. Minimum Clearance between Top of Rear Tires and Body Structure Overhang
CAUTION: Maintain adequate clearance between back of cab and the front (leading edge) of mounted body. It is
recommended the body leading edge be mounted 4 in. behind the cab. See FIGURE 4-2.
NOTE: Be sure to provide maintenance access to the battery box and fuel tank fill neck.
FIGURE 4-2. Minimum Back of Cab Clearance

BODY MOUNTING
4
BODY MOUNTING USING BRACKETS
CAUTION: Always install a spacer between the body subframe and the top flange of the frame rail. Installation of
a spacer between the body subframe and the top flange of the frame rail will help prevent premature wear of the
components due to chafing or corrosion.
WARNING! When mounting a body to the chassis, DO NOT drill holes in the upper or lower flange of the
frame rail. If the frame rail flanges are modified or damaged, the rail could fail prematurely and cause an accident.
Mount the body using body mounting brackets or U–bolts.
FRAME SILL
If the body is mounted to the frame with brackets, we recommend a frame sill spacer made from a strip of rubber or plastic
(delrin or nylon). These materials will not undergo large dimensional changes during periods of high or low humidity. The
strip will be less likely to fall out during extreme relative motion between body and chassis. See FIGURE 4-3.
FIGURE 4-3. Spacer between Frame Sill and Body Rail – Rubber or Plastic

BODY MOUNTING
4
BRACKETS
When mounting a body to the chassis with brackets, we recommend designs that offer limited relative movement, bolted
securely but not too rigid. Brackets should allow for slight movement between the body and the chassis. For instance,
FIGURE 4-4 shows a high compression spring between the bolt and the bracket, and FIGURE 4-5 shows a rubber spacer
between the brackets. These designs will allow relative movement between the body and the chassis during extreme frame
racking situations. Mountings that are too rigid could cause damage to the body. This is particularly true with tanker
installations.
FIGURE 4-4. Mounting Brackets FIGURE 4-5. Mounting Brackets

BODY MOUNTING
4
MOUNTING HOLES
When installing brackets on the frame rails, the mounting holes in the chassis frame bracket and frame rail must comply
with the general spacing and location guidelines illustrated in FIGURE 4-6.
FIGURE 4-6. Frame Hole Location Guidelines for Frame Rail and Bracket
FIGURE 4-7. Fill-In Crossmember Gusset Hole Patterns (Additional Holes Available in 50 mm Horizontal Increments)

BODY MOUNTING
4
FRAME DRILLING
WARNING! When mounting a body to the chassis, DO NOT drill holes in the upper or lower flange of the frame
rail. If the frame rail flanges are modified or damaged, the rail could fail prematurely and cause an accident.
Mount the body using body mounting brackets or U–bolts.
FIGURE 4-8. Frame Rail Flange Drilling Prohibited
WARNING! DO NOT drill closely spaced holes in the frame rail. Frame hole centers of two adjacent holes should
be spaced no less than twice the diameter of the largest hole. Closer spacing could induce a failure
between the two holes.
CAUTION: An appropriately sized bolt and nut must be installed and torqued properly in all unused frame holes.
Failure to do so could result in a frame crack initiation around the hole.
CAUTION: Use care when drilling the frame web so the wires and air lines routed inside the rail are not
damaged. Failure to do so could cause an inoperable electrical or air system circuit.
CAUTION: Never use a torch to make holes in the rail. Use the appropriate diameter drill bit. Heat from a torch
will affect the material properties of the frame rail and could result in frame rail cracks.
CAUTION: The frame hole diameter should not exceed the bolt diameter by more than .060 inches (1.5mm).

BODY MOUNTING
4
BODY MOUNTING USING U–BOLTS
If the body is mounted to the frame with U–bolts, use a hardwood sill (minimum 1/2 inch thick) between the frame rail and
body frame to protect the top surface of the rail flange.
WARNING! Do not allow the frame rails or flanges to deform when tightening the U–bolts. It will weaken the
frame and could cause an accident. Use suitable spacers made of steel or hardwood on the inside of the frame
rail to prevent collapse of the frame flanges.
Use a hardwood spacer between the bottom flange and the U–bolt to prevent the U–bolt from notching the frame flange.
See FIGURE 4-9.
FIGURE 4-9. Acceptable U-Bolt Mounting with Wood and Fabricated Spacers

BODY MOUNTING
4
WARNING! Do not allow spacers and other body mounting parts to interfere with brake lines, fuel lines, or wiring
harnesses routed inside the frame rail. Crimped or damaged brake lines, fuel lines, or wiring could result in loss
of braking, fuel leaks, electrical overload or a fire. Carefully inspect the installation to ensure adequate
clearances for air brake lines, fuel lines, and wiring. See FIGURE 4-10.
FIGURE 4-10. Clearance Space for Air Lines and Cables
WARNING! Do not notch frame rail flanges to

force a U–bolt fit. Notched or damaged
frame flanges could result in premature
frame failure. Use a larger size U-bolt.
CAUTION: Mount U–bolts so they do not chafe on frame rail, air or electric lines.

BODY MOUNTING
4
REAR BODY MOUNT
When U–bolts are used to mount a body, we recommend that the last body attachment be made with a “fishplate” bracket.
See FIGURE 4-11. This provides a firm attaching point and helps prevent any relative fore or aft movement between the
body and frame. For frame hole location guidelines, see FIGURE 4-6.
FIGURE 4-11. Fishplate Bracket at Rear End of Body

SECTION 5 FRAME MODIFICATIONS
INTRODUCTION
Peterbilt offers customer specified wheelbases and frame overhangs. So, in most cases, frame modifications should not be
necessary.
However, some body installations may require slight modifications, while other installations will require extensive
modifications. Sometimes an existing dealer stock chassis may need to have the wheelbase changed to better fit a
customer’s application. The modifications may be as simple as modifying the frame cutoff, or as complex as modifying the
wheelbase.
DRILLING RAILS
If frame holes need to be drilled in the rail, see SECTION 4 BODY MOUNTING for more information.
WARNING! When mounting a body to the chassis, DO NOT drill holes in the upper or lower flange
of the frame rail. If the frame rail flanges are modified or damaged, the rail could fail prematurely
and cause an accident. Mount the body using body mounting brackets or U–bolts.
WARNING! Do not drill new holes any closer than 2 inches (50mm) to existing holes. Frame drilling
affects the strength of the rails. If the holes are too close together, the rail could fail prematurely and
cause an accident.
CAUTION: Use care when drilling the frame web so the wires and air lines routed inside the rail are
not damaged.
WARNING! Never use a torch to make a hole in the rail. Use the appropriate diameter drill bit.

FRAME MODIFICATIONS
5
MODIFYING FRAME LENGTH
The frame overhang after the rear axle can be shortened to match a
particular body length. Using a torch is acceptable; however, heat from
a torch will affect the material characteristics of the frame rail. The
affected material will normally be confined to within 1 to 2 inches (25 to
50mm) of the flame cut and may not adversely affect the strength of the
chassis or body installation.
CHANGING WHEELBASE
Changing a chassis’ wheelbase is not recommended. Occasionally,
however, a chassis wheelbase will need to be shortened or lengthened.
Before this is done, there are a few guidelines that should to be
considered.
WARNING! When changing the wheelbase, be sure to follow

the driveline manufacturer’s recommendations for
driveline length or angle changes. Incorrectly modified
drivelines can fail prematurely due to excessive vibration.
This can cause an accident and severe personal injury.
WARNING! When changing the wheelbase, contact your

local Peterbilt dealership for support. It is important to
verify that these changes do not compromise vehicle
frame strength.
Before changing the wheelbase, the driveline angles of the proposed

wheelbase need to be examined to ensure no harmful vibrations are
created. Consult with the driveline manufacturer for appropriate
recommendations.
Before the rear suspension is relocated, check the new location of the
spring hanger brackets. The new holes for the spring hanger brackets
must not overlap existing holes and should adhere to the guidelines in
the “FRAME DRILLING” section of this manual.
When shortening the wheelbase, the suspension should be moved

forward and relocated on the original rail. The rail behind the
suspension can then be cut to achieve the desired frame overhang.
See FIGURE 5-1.
FIGURE 5-1. Wheelbase Customization

FRAME MODIFICATIONS
5
CROSSMEMBERS
After lengthening a wheelbase, an additional crossmember may be required to maintain the original frame strength. The
maximum allowable distance between the forward suspension crossmember and the next crossmember forward is 47.2
inches (1200 mm). If the distance exceeds 47.2 inches (1200 mm) after the wheelbase is lengthened, add a crossmember
between them.
FIGURE 5-2. Crossmember Spacing Requirements

FRAME MODIFICATIONS
5
TORQUE REQUIREMENTS
Torque values apply to fasteners with clean threads, lightly lubricated, with hardened steel washers, and nylon-insert nuts.
TABLE 5-1. Customary Grade 8 UNF or UNC.
Fastener Torque
Size Nm lb-ft
5/16 27–34 20–25
3/8 47–60 35–44
7/16 76–96 56–71
1/2 117–148 86–109
9/16 167–214 123-158
5/8 235–296 173–218
3/4 411–523 303–386
7/8 654–846 482–624
1 973–1268 718–935
TABLE 5-2. U.S. Customary - Grade 8 Metric Class 10.9

Fastener Torque
Size Nm lb-ft
M6 9–11 7–8
M8 24–27 18–20
M10 47–54 35–40
M12 83–95 61–70
M14 132–150 97–111
M16 206–235 152–173
M20 403–458 297–338
WELDING
The frame rails are heat treated and should not be welded. The high heat of welding nullifies the special heat treatment of
the rails, greatly reducing the tensile strength of the frame rail. If a frame member becomes cracked from overloading,
fatigue, surface damage, or a collision, the only permanent repair is to replace the damaged frame member with a new
part.
The following information is provided for temporary emergency repair. Prior to welding a cracked frame rail, the area
should be beveled (V’d out) to allow for a better weld. To prevent spreading of the crack, a 7 to 9 mm (1/4 in. to 3/8 in.)
diameter hole should be drilled at the end of the crack. Widen the crack along its full length by using two hack saw blades
together. When welding steel frames use the shielded arc method. Be sure to obtain full weld penetration along the entire
length of the crack.

FRAME MODIFICATIONS
5
PRECAUTIONS
Before welding, disconnect the alternator terminals. Failure to do so could result in damage to the
voltage regulator and/or alternator.
To prevent damage to electrical equipment, disconnect battery cables before arc-welding on a truck,
and be sure that the welding ground lead is connected to the frame. Bearings and other parts will be
damaged if current must pass through them in order to complete the circuit.
WELDING PRECAUTIONS: ALL ELECTRONIC ENGINES

Before welding on vehicles with electronic engines, the following precautions should be observed.
1. Disconnect all electrical connections to the vehicle batteries.
2. Disconnect all ECM, TCM, and VECU connectors.
3. Do not use the ECM, TCM, VECU, or engine ground stud for the ground of the welding probe.
4. Ensure that the ground connection for the welder is as close to the weld point as possible. This
ensures maximum weld current and minimum risk to damage electrical components on the
vehicle.
5. Turn off key.
NOTE:
Bendix ABS and Wabco ABS: Disconnect ECU, TCM, & VECU.

SECTION 6 CAN COMMUNICATIONS
INTRODUCTION
Controller Area Network (CAN) is a serial network technology that was originally designed for the automotive industry but
has also become popular in the commercial trucking industry. The CAN bus is primarily used in the embedded systems
and network technology that provides fast communication among controllers up to real-time requirements, eliminating the
need for the much more expensive and complex technology.
CAN is a two-wire high-speed network system, that is far superior to conventional hardwired technologies functionality
and reliability. CAN implementations are more cost effective. CAN is designed for real-time requirements which can
easily beat hardwire connections when it comes to short reaction times, timely error detection, quick error recovery, and
error repair.
Characteristics of the Controller Area Network
• A serial networking technology for embedded solutions

• Needs only two wires to communicate messages
• Operates at data rates of 250K and 500K
• Supports a maximum of 8 bytes per message frame
• One application can support multiple message IDs
• Supports message priority, i.e. the lower the message ID the higher its priority
CAN COMMUNICATIONS ACRONYM LIBRARY
Acronym Definition
CAN Controller Area Network
J-1939 SAE CAN Communication Standard
PGN Parameter Group Number
PTO Power Take Off
SPN Suspect Parameter Number
SCR Selective Catalytic Reduction
DPF Diesel Particulate Filter
Regen Aftertreatment Regeneration
TSC1 Torque Speed Commands

CAN COMMUNICATIONS
6
SAE J1939
The Society of Automotive Engineers (SAE) Communications Subcommittee for Truck and Bus Controls has developed a
family of standards concerning the design and use of devices that transmit electronic signals and control information
among vehicle components. SAE J1939 and its companion documents are the accepted industry standard for the vehicle
network of choice for commercial truck applications. SAE J1939 is used in the commercial vehicle area for communication
in the embedded systems of the commercial vehicle.
SAE J1939 uses CAN as physical layer. It is a recommended practice that defines which and how the data is
communicated between the Electronic Control Units within a vehicle network. Typical controllers are the Engine, Brake,
Transmission, etc. The messages exchanged between these units can be data such as vehicle road speed, torque control
message from the transmission to the engine, oil temperature, and many more.
Characteristics of J1939
• Extended CAN identifier (29 bit)

• Peer-to-peer and broadcast communication
• Network management
• Definition of parameter groups for commercial vehicles and others
• Manufacturer specific parameter groups are supported
• Diagnostics features
• A standard developed by the Society of Automotive Engineers
• Defines communication for vehicle networks
• A Higher-Layer Protocol using CAN as the physical layer
• Uses unshielded twisted pair wire
• Applies a maximum network length of 120 ft.
• Applies a standard baud rate of 500 Kbit/sec
• Supports peer-to-peer and broadcast communication
• Supports message lengths up to 1785 bytes
• Defines a set of Parameter Group Numbers
• Supports network management
PARAMETER GROUP NUMBER

Parameter Groups contain information on parameter assignments within the 8-byte CAN data field of each message as
well as repetition rate and priority. Parameters groups are, for instance, engine temperature, which includes coolant
temperature, fuel temperature, oil temperature, etc. Parameter Groups and their numbers are listed in SAE J1939 and
defined in SAE J1939/71, a document containing parameter group definitions plus suspect parameter numbers.
SUSPECT PARAMETER NUMBER

A Suspect Parameter Number is a number assigned by the SAE to a specific parameter within a parameter group. It
describes the parameter in detail by providing the following information:
Data Length in bytes

Data Type
Resolution
Offset
Range
Reference Tag (Label)
SPNs that share common characteristics are grouped into Parameter Groups, and they will be transmitted throughout the
network using the Parameter Group Number.

CAN COMMUNICATIONS
6
CAN MESSAGES AVAILABLE ON BODY CONNECTIONS
SPN CAN Signal Name PGN, Message Tx SA Rx SA CAN Bus

38 Fuel Level 2 65276, DD1 39 Broadcast KCAN, SCAN, BCAN
46 Pneumatic Supply Pressure 65198, AIR1 48 Broadcast KCAN, SCAN, BCAN
51 Engine Throttle Valve 1 Position 1 65266, LFE1 00 Broadcast KCAN, SCAN, BCAN
52 Engine Intercooler Temperature 65262, ET1 00 Broadcast KCAN, SCAN, BCAN
69 Two Speed Axle Switch 65265, CCVS1 00 Broadcast KCAN, SCAN, BCAN
70 Parking Brake Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
74 Maximum Vehicle Speed Limit 65261, CCSS 39 Broadcast KCAN, SCAN
Aftertreatment 1 Diesel Particulate Filter
81 65270, IC1 00 Broadcast KCAN, SCAN, BCAN
Intake Pressure
84 Wheel-Based Vehicle Speed 65265, CCVS1 00 Broadcast KCAN, SCAN, BCAN
86 Cruise Control Set Speed 65265, CCVS1 00 Broadcast KCAN, SCAN, BCAN
86 Cruise Control Set Speed 65265, CCVS1 39 Broadcast KCAN, SCAN
90 Power Takeoff Oil Temperature 65264, PTO 7, 33 Broadcast KCAN, SCAN, BCAN
91 Accelerator Pedal Position 1 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
92 Engine Percent Load At Current Speed 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
94 Engine Fuel Delivery Pressure 65263, EFL/P1 00 Broadcast KCAN, SCAN, BCAN
96 Fuel Level 1 65276, DD1 39 Broadcast KCAN, SCAN, BCAN
97 Water In Fuel Indicator 1 65279, OI 00 Broadcast KCAN, SCAN, BCAN
98 Engine Oil Level 65263, EFLP1 00 Broadcast KCAN, SCAN, BCAN
100 Engine Oil Pressure 1 65263, EFL/P1 00 Broadcast KCAN, SCAN, BCAN
101 Engine Crankcase Pressure 1 65263, EFL/P1 00 Broadcast KCAN, SCAN, BCAN
102 Engine Intake Manifold #1 Pressure 65270, IC1 00 Broadcast KCAN, SCAN, BCAN
105 Engine Intake Manifold 1 Temperature 65270, IC1 00 Broadcast KCAN, SCAN, BCAN
106 Engine Intake Air Pressure 65270, IC1 00 Broadcast KCAN, SCAN, BCAN
108 Barometric Pressure 65269, AMB 00 Broadcast KCAN, SCAN, BCAN
110 Engine Coolant Temperature 65262, ET1 00 Broadcast KCAN, SCAN, BCAN
111 Engine Coolant Level 1 65263, EFL/P1 00 Broadcast KCAN, SCAN, BCAN
117 Brake Primary Pressure 65274, B1 39 Broadcast KCAN, SCAN, BCAN
118 Brake Secondary Pressure 65274, B1 39 Broadcast KCAN, SCAN, BCAN
158 Key Switch Battery Potential 65271, VEP1 39 Broadcast KCAN, SCAN
161 Transmission 1 Input Shaft Speed 61442, ETC1 03 Broadcast KCAN, SCAN, BCAN
162 Transmission Requested Range 61445, ETC2 03 Broadcast KCAN, SCAN, BCAN
163 Transmission Current Range 61445, ETC2 03 Broadcast KCAN, SCAN, BCAN
168 Battery Potential / Power Input 1 65271, VEP1 39 Broadcast KCAN, SCAN, BCAN
168 Battery Potential / Power Input 1 65271, VEP1 00 Broadcast KCAN, SCAN, BCAN
171 Ambient Air Temperature 65269, AMB 00 Broadcast KCAN, SCAN, BCAN
173 Engine Exhaust Temperature 65270, IC1 00 Broadcast KCAN, SCAN, BCAN
174 Engine Fuel Temperature 1 65262, ET1 00 Broadcast KCAN, SCAN, BCAN
175 Engine Oil Temperature 1 65262, ET1 00 Broadcast KCAN, SCAN, BCAN
177 Transmission Oil Temperature 1 65272, TRF1 03 Broadcast KCAN, SCAN, BCAN

CAN COMMUNICATIONS
6
182 Engine Trip Fuel 65257, LFC1 00 Broadcast KCAN, SCAN, BCAN
183 Engine Fuel Rate 65266, LFE1 00 Broadcast KCAN, SCAN, BCAN
184 Engine Instantaneous Fuel Economy 65266, LFE1 00 Broadcast KCAN, SCAN, BCAN
185 Engine Average Fuel Economy 65266, LFE1 23 Broadcast KCAN, SCAN, BCAN
187 Power Takeoff Set Speed 65264, PTO 39 Broadcast KCAN, SCAN, BCAN
187 Power Take Off Set Speed 65264, PTO 00 Broadcast KCAN, SCAN, BCAN
190 Engine Speed 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
191 Transmission 1 Output Shaft Speed 61442, ETC1 03 Broadcast KCAN, SCAN, BCAN
235 Engine Total Idle Hours 65244, IO 00 Broadcast KCAN, SCAN, BCAN
236 Engine Total Idle Fuel Used 65244, IO 00 Broadcast KCAN, SCAN, BCAN
237 Vehicle Identification Number 65260, VI 00 Broadcast KCAN, SCAN, BCAN
244 Trip Distance 65248, VD 00 Broadcast KCAN, SCAN, BCAN
245 Total Vehicle Distance 65248, VD 00 Broadcast KCAN, SCAN, BCAN
247 Engine Total Hours of Operation 65253, HOURS 00 Broadcast KCAN, SCAN, BCAN
248 Total Power Takeoff Hours 65255, VH 00 Broadcast KCAN, SCAN, BCAN
249 Engine Total Revolutions 65253, HOURS 00 Broadcast KCAN, SCAN, BCAN
250 Engine Total Fuel Used 65257, LFC1 00 Broadcast KCAN, SCAN, BCAN
512 Driver's Demand Engine - Percent Torque 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
513 Actual Engine - Percent Torque 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
249 (DA
518 0, TSC1 39 KCAN, SCAN, BCAN
Engine Requested Torque/Torque Limit specific)
00 (DA
518 0, TSC1 7, 33 KCAN, SCAN, BCAN
Engine Requested Torque/Torque Limit specific)
523 Transmission Current Gear 61445, ETC2 03 Broadcast KCAN, SCAN, BCAN
524 Transmission Selected Gear 61445, ETC2 03 Broadcast KCAN, SCAN, BCAN
255 (DA
525 256, TC1 03 KCAN, SCAN, BCAN
Transmission Requested Gear specific)
03 (DA
525 256, TC1 7, 33 KCAN, SCAN, BCAN
Trans Requested Gear specific)
526 Transmission Actual Gear Ratio 61445, ETC2 03 Broadcast KCAN, SCAN, BCAN
527 Cruise Control States 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
527 Cruise Control States 65265, CCVS1 00 Broadcast KCAN, SCAN
558 Accelerator Pedal1 Low Idle Switch EEC2, 61443 00 Broadcast KCAN, SCAN, BCAN
559 Accelerator Pedal Kick down Switch 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
560 Transmission Driveline Engaged 61442, ETC1 03 Broadcast KCAN, SCAN, BCAN
561 ASR Engine Control Active 61441, EBC1 39 Broadcast KCAN, SCAN, BCAN
562 ASR Brake Control Active 61441, EBC1 39 Broadcast KCAN, SCAN, BCAN
563 Anti-Lock Braking (ABS) Active 61441, EBC1 39 Broadcast KCAN, SCAN, BCAN
Transmission Torque Converter Lockup
573 61442, ETC1 03 Broadcast KCAN, SCAN, BCAN
Engaged
574 Transmission Shift In Process 61442, ETC1 03 Broadcast KCAN, SCAN, BCAN
590 Engine Idle Shutdown Timer State 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
590 Engine Idle Shutdown Timer State 65252, SHUTDN 39 Broadcast KCAN, SCAN, BCAN

CAN COMMUNICATIONS
6
591 Engine Idle Shutdown Timer Function 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
591 Engine Idle Shutdown Timer Function 65252, SHUTDN 39 Broadcast KCAN, SCAN, BCAN
592 Engine Idle Shutdown Timer Override 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
593 Engine Idle Shutdown has Shutdown Engine 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
594 Engine Idle Shutdown Driver Alert Mode 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
595 Cruise Control Active 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
595 Cruise Control Active 65265, CCVS1 00 Broadcast KCAN, SCAN, BCAN
596 Cruise Control Enable Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
597 Brake Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
598 Clutch Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
599 Cruise Control Set Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
600 Cruise Control Coast (Decelerate) Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
601 Cruise Control Resume Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
602 Cruise Control Accelerate Switch 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
606 Engine Momentary Overspeed Enable 61442, ETC1 03 Broadcast KCAN, SCAN, BCAN
607 Progressive Shift Disable 61442, ETC1 03 Broadcast KCAN, SCAN, BCAN
03 (DA
684 256, TC1 7, 33 KCAN, SCAN, BCAN
Requested % Clutch Slip specific)
00 (DA
Engine Override Control Mode specific)
00 (DA
Engine Requested Speed Control Conditions specific)
00 (DA
Override Control Mode Priority specific)
00 (DA
Engine Requested Speed/Speed Limit specific)
899 Engine Torque Mode 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
917 Total Vehicle Distance (High Resolution) 65217, VDHR 39 Broadcast KCAN, SCAN, BCAN
969 Remote Accelerator Enable Switch 61441, EBC1 00 Broadcast KCAN, SCAN, BCAN
7, 33,
970 61441, EBC1 Broadcast KCAN, SCAN, BCAN
Engine Auxiliary Shutdown Switch 160
974 Remote Accelerator Pedal Position 61443, EEC2 7, 33 Broadcast KCAN, SCAN, BCAN
974 Remote Accelerator Pedal Position 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
975 Engine Fan 1 Estimated Percent Speed 65213, FD1 00 Broadcast KCAN, SCAN, BCAN
976 PTO Governor State 65265, CCVS1 39 Broadcast KCAN, SCAN, BCAN
976 PTO Governor State 65265, CCVS1 00 Broadcast KCAN, SCAN, BCAN
976 PTO Governor State 65265, CCVS1 7, 33 Broadcast KCAN, SCAN, BCAN
977 Fan Drive State 65213, FD1 00 Broadcast KCAN, SCAN, BCAN
Engine Remote PTO Governor
979 65264, PTO 7, 33 Broadcast KCAN, SCAN, BCAN
Preprogrammed Speed Control Switch
Engine Remote PTO Governor
979 65264, PTO 00 Broadcast KCAN, SCAN, BCAN
Preprogrammed Speed Control Switch
980 Engine PTO Governor Enable Switch 65264, PTO 7, 33 Broadcast KCAN, SCAN, BCAN
980 Engine PTO Governor Enable Switch 65264, PTO 00 Broadcast KCAN, SCAN, BCAN

CAN COMMUNICATIONS
6
982 Engine PTO Governor Resume Switch 65264, PTO 7, 33 Broadcast KCAN, SCAN, BCAN
984 Engine PTO Governor Set Switch 65264, PTO 7, 33 Broadcast KCAN, SCAN, BCAN
985 A/C High Pressure Fan Switch 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
1028 Total Engine PTO Governor Fuel Used 65203, LFI1 00 Broadcast KCAN, SCAN, BCAN
1040 Total Fuel Used (Gaseous) 65199, GFC 00 Broadcast KCAN, SCAN, BCAN
1081 Engine Wait to Start Lamp 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
1087 Service Brake Circuit 1 Air Pressure 65198, AIR1 39 Broadcast KCAN, SCAN, BCAN
1087 Service Brake Circuit1 Air Pressure 65198, AIR1 11 Broadcast KCAN, SCAN, BCAN
1087 Service Brake Circuit1 Air Pressure 65198, AIR1 48 Broadcast KCAN, SCAN, BCAN
1088 Service Brake Circuit 2 Air Pressure 65198, AIR1 39 Broadcast KCAN, SCAN, BCAN
1090 Air Suspension Supply Pressure 1 65198, AIR1 23 Broadcast KCAN, SCAN, BCAN
1107 Engine Protection System Timer State 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
1108 Engine Protection System Timer Override 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
Engine Protection System Approaching
1109 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
Shutdown
Engine Protection System Approaching
1110 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
Shutdown
1111 Engine Protection System Configuration 65252, SHUTDN 00 Broadcast KCAN, SCAN, BCAN
Engine Turbocharger1 Compressor Intake
1172 65178, TCI2 00 Broadcast KCAN, SCAN, BCAN
Temperature
Engine Turbocharger1 Turbine Outlet
1184 TCI5, 65175 00 Broadcast KCAN, SCAN, BCAN
Temperature
1214 Suspect Parameter Number 65226, DM1 39 Broadcast KCAN, SCAN
1215 Failure Mode Identifier 65226, DM1 39 Broadcast KCAN, SCAN
1216 Occurrence Count 65226, DM1 39 Broadcast KCAN, SCAN
1437 Road Speed Limit Status 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
Source Address of Controlling Device for
Transmission Control
Source Address of Controlling Device for
1483 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
Engine Control
74 (DA
1487 53248, CL 39 KCAN, SCAN
Illumination Brightness Percent specific)
1639 Fan Speed 65213, FD1 00 Broadcast KCAN, SCAN, BCAN
1675 Engine Starter Mode 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
1706 SPN Conversion Method 65226, DM1 39 Broadcast KCAN, SCAN
Aftertreatment 1 Diesel Exhaust Fluid Tank
1761 65110, AT1T1I1 00 Broadcast KCAN, SCAN, BCAN
Volume
1807 Steering Wheel Angle 61449, VDC2 11, 62 Broadcast KCAN, SCAN, BCAN
03 (DA
1854 256, TC1 7, 33 KCAN, SCAN, BCAN
TransMode3 specific)
255 (DA
1856 57344, CM1 39 KCAN, SCAN
Seat Belt Switch specific)
2347 High Beam Head Light Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
2347 65089, LCMD Broadcast KCAN, SCAN, BCAN
High Beam Head Light Command 160

CAN COMMUNICATIONS
6
2349 Low Beam Head Light Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Low Beam Head Light Command 160
2367 Left Turn Signal Lights Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Left Turn Signal Lights Command 160
2369 Right Turn Signal Lights Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Right Turn Signal Lights Command 160
2371 Left Stop Light Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Left Stop Light Command 160
2373 Right Stop Light Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Right Stop Light Command 160
2385 Rotating Beacon Light Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Rotating Beacon Light Command 160
2387 Tractor Front Fog Lights Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Tractor Front Fog Lights Command 160
2391 Back Up Light and Alarm Horn Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Back Up Light and Alarm Horn Command 160
2403 Running Light Command 65089, LCMD 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Running Light Command 160
2432 Engine Demand – Percent Torque 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
2538 TransMode3Indicator 65098, ETC7 03 Broadcast KCAN, SCAN, BCAN
255 (DA
2540 59904, RQST 251 KCAN, SCAN
Parameter Group Number (RQST) specific)
7, 33, 00 (DA
2540 59904, RQST KCAN, SCAN, BCAN
Parameter Group Number (RQST) 160 specific)
Cab A/C Refrigerant Compressor Outlet
2609 64993, CACI 25 Broadcast KCAN, SCAN, BCAN
Pressure
7, 33,
2641 64980, CM3 Broadcast KCAN, SCAN, BCAN
Horn Switch 160
2863 Front Operator Wiper Switch 64973, OWW 39 Broadcast KCAN, SCAN, BCAN
2873 Work Light Switch 64972, OEL 39 Broadcast KCAN, SCAN, BCAN
7, 33,
2873 64972, OEL Broadcast KCAN, SCAN, BCAN
Work Light Switch 160
7, 33,
Hazard Light Switch 160
2876 Turn Signal Switch 64972, OEL 39 Broadcast KCAN, SCAN
2979 Vehicle Acceleration Rate Limit Status 61443, EEC2 39 Broadcast KCAN, SCAN, BCAN
2979 Vehicle Acceleration Rate Limit Status 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN

CAN COMMUNICATIONS
6
Transmission Oil Level 1 Measurement
3026 65272, TRF1 03 Broadcast KCAN, SCAN, BCAN
Status
3027 Transmission Oil Level 1 High / Low 65272, TRF1 03 Broadcast KCAN, SCAN, BCAN
3028 Transmission Oil Level 1 Countdown Timer 65272, TRF1 03 Broadcast KCAN, SCAN, BCAN
Temperature 1
3246 64947, AT1OG2 00 Broadcast KCAN, SCAN, BCAN
Outlet Temperature
00 (DA
TSC1 Transmission Rate specific)
00 (DA
TSC1 Control Purpose specific)
Actual Maximum Available Engine - Percent
3357 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
Torque
Heater
Remote PTO Governor Preprogrammed
3447 65264, PTO 7, 33 Broadcast KCAN, SCAN, BCAN
Speed Control Switch #2
3462 Engagement Status 64932, PTODE 7, 33 Broadcast KCAN
03 (DA
3462 64932, PTODE 7, 33 SCAN, BCAN
Engagement Status specific)
3543 Engine Operating State 64914, EOI 00 Broadcast KCAN, SCAN, BCAN
3606 Engine Controlled Shutdown Request 64914, EOI 00 Broadcast KCAN, SCAN, BCAN
Engine Emergency (Immediate) Shutdown
3607 64914, EOI 00 Broadcast KCAN, SCAN, BCAN
Indication
Aftertreatment 1 Diesel Particulate Filter Broadcast
3609 64908, AT1GP 00 KCAN, SCAN, BCAN
Intake Pressure (255)
3610 64908, AT1GP 00 Broadcast KCAN, SCAN, BCAN
Outlet Pressure
3673 Engine Throttle Valve2 Position 65266, LFE1 00 Broadcast KCAN, SCAN, BCAN
7, 33, 255 (DA
3695 57344, CM1 KCAN, SCAN, BCAN
Aftertreatment Regeneration Inhibit Switch 160 specific)
255 (DA
3695 57344, CM1 39 KCAN, SCAN, BCAN
Aftertreatment Regeneration Inhibit Switch specific)
7, 33, 255 (DA
3696 57344, CM1 KCAN, SCAN, BCAN
Aftertreatment Regeneration Force Switch 160 specific)
255 (DA
Aftertreatment Regeneration Force Switch specific)
255 (DA
Force Regen specific)
3697 Diesel Particulate Filter Lamp Command 64892, DPFC1 00 Broadcast KCAN, SCAN, BCAN
Exhaust System High Temperature Lamp
3698 64892, DPFC1 00 Broadcast KCAN, SCAN, BCAN
Command
Aftertreatment Diesel Particulate Filter
Active Regeneration Status
Aftertreatment Diesel Particulate Filter
Status

CAN COMMUNICATIONS
6
Diesel Particulate Filter Active Regeneration
Inhibited Status
Inhibited Due to Inhibit Switch
Inhibited Due to Clutch Disengaged
Inhibited Due to Service Brake Active
Inhibited Due to PTO Active
Inhibited Due to Accelerator Pedal Off Idle
Inhibited Due to Out of Neutral
3709 Inhibited Due to Vehicle Speed Above 64892, DPFC1 00 Broadcast KCAN, SCAN, BCAN
Allowed Speed
Inhibited Due to Parking Brake Not Set
Inhibited Due to Low Exhaust Temperature
Inhibited Due to System Fault Active
Inhibited Due to System Timeout
Inhibited Due to Engine Not Warmed Up
3717 Inhibited Due to Vehicle Speed Below 64892, DPFC1 00 Broadcast KCAN, SCAN, BCAN
Allowed Speed
Diesel Particulate Filter Automatic Active
Regeneration Initiation Configuration
3719 64891, AT1S1 00 Broadcast KCAN, SCAN, BCAN
Soot Load Percent
Time Since Last Active Regeneration
3948 At least one PTO engaged 64932, PTODE 39 Broadcast KCAN, SCAN, BCAN
4154 Actual Engine - Percent Torque (Fractional) 61444, EEC1 00 Broadcast KCAN, SCAN, BCAN
Forced Status
00 (DA
Engine Requested Torque (Fractional) specific)
00 (DA
Message Counter specific)
00 (DA
Message Checksum specific)
Aftertreatment 1 Diesel Oxidation Catalyst
4765 64800, A1DOC1 00 Broadcast KCAN, SCAN, BCAN
Intake Temperature

CAN COMMUNICATIONS
6
Transmission Torque Converter Lockup
Transition in Process
5078 Engine Amber Warning Lamp Command 64775, DLCC1 00 Broadcast KCAN, SCAN, BCAN
5079 Engine Red Stop Lamp Command 64775, DLCC1 00 Broadcast KCAN, SCAN, BCAN
5082 Engine Oil Pressure Low Lamp Command 64775, DLCC1 00 Broadcast KCAN, SCAN, BCAN
Engine Coolant Temperature High Lamp
5083 64775, DLCC1 00 Broadcast KCAN, SCAN, BCAN
Command
5084 Engine Coolant Level Low Lamp Command 64775, DLCC1 00 Broadcast KCAN, SCAN, BCAN
5086 Engine Air Filter Restriction Lamp Command 64775, DLCC1 23 Broadcast KCAN, SCAN, BCAN
Vehicle Battery Voltage Low Lamp
Command
5088 Vehicle Fuel Level Low Lamp Command 64774, DLCC2 23 Broadcast KCAN, SCAN, BCAN
Aftertreatment Diesel Exhaust Fluid Tank
Low Level Indicator
Aftertreatment SCR Operator Inducement
Severity
5398 Estimated Pumping - Percent Torque 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
5399 DPF Thermal Management Active 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
5400 SCR Thermal Management Active 61443, EEC2 00 Broadcast KCAN, SCAN, BCAN
Soot Load Regeneration Threshold
Forward Collision Advanced Emergency
5676 61487, AEBS1 42 Broadcast KCAN, SCAN
Braking System State
5825 Driver Warning System Indicator Status 65279, OI 00 Broadcast KCAN, SCAN, BCAN
8484 Demanded Brake Application Pressure 61712, B2 39 Broadcast KCAN, SCAN, BCAN
12308 Headlamp Emergency Flash Switch 64972, OEL 7, 33 Broadcast SCAN
12308 Headlamp Emergency Flash Switch 64972, OEL 7, 33 Broadcast KCAN
12308 Headlamp Emergency Flash Switch 64972, OEL 7, 33 Broadcast BCAN
12964 Auxiliary Lamp Group Switch 64972, OEL 39 Broadcast KCAN, SCAN, BCAN
7, 33,
Auxiliary Lamp Group Switch 160
Engine Oil Temperature High Lamp
Command
13108 Primary Air Pressure Low Lamp Command 64774, DLCC2 23 Broadcast KCAN, SCAN, BCAN
13109 Secondary Air Pressure Low Lamp Command 64774, DLCC2 23 Broadcast KCAN, SCAN, BCAN
Transmission Oil Temperature High Lamp
Command
13132 Air Suspension Supply Pressure 2 64195, AIR3 23 Broadcast KCAN, SCAN, BCAN

SECTION 7 ELECTRICAL
INTRODUCTION
This section is written to provide information to the body builder when installing equipment into vehicles built with
multiplexed instrumentation. The technology presented by VECU level instrumentation integrates J-1939 CAN data
communications between controllers and equipment on the vehicle. This section is intended to address how to work in
aftermarket equipment while still maintaining full functionality of the OEM vehicle.
These topics apply to 2.1M medium duty chassis built with a Vehicle Electronic Control Unit (VECU). The electrical
architecture for these trucks will be named VMUX, which replaces NAMUX3. This system integrates a parallel control unit
to manage outbound messages via a faster baud rate 500kbps and FCAN signals for the chassis module(s). Since the F-
CAN has moved to the VECU, the VCAN is divided into VCAN1 and VCAN2. The second CAN is dedicated to OBD
communication.
The most important advancement of electrical instrumentation is the implementation of the VECU controller. While it is still
possible to wire completely outside of the VECU system, utilizing the VECU functions will make a cleaner installation and
will maintain OEM functionality. VECU expands controls to air operated devices by receiving input from dash switches,
remote (aftermarket) switches, sensors mounted to the aftermarket equipment and other vehicle parameters (engine
speed, transmission status etc.) With the proper programming, the VECU will then process the inputs and will create a J-
1939 Data instruction, which is communicated to another controller outside the cab called the Chassis Module. This
chassis module receives the instruction and communicates the information to the air solenoid bank. Then 12V power will
open the solenoid and supply air pressure to the specified air circuit. The chassis module can also supply voltage to other
systems on the chassis.
ELECTRICAL ACRONYM LIBRARY
Acronym Definition
CAN Controller Area Network
DTC Diagnostics Trouble Code
ECM Engine Control Module
ECU Electrical Control Unit
EOA Electric Over Air
EOH Electric Over Hydraulic
J-1939 SAE CAN Communication Standard
LIN Local Interconnect Network
MSB Master Solenoid Bank
MSM Master Switch Module
MUX Multiplex Switch
OBD On Board Diagnostics
OEM Original Equipment Manufacturer
PCC Predictive Cruise Control
PDC Power Distribution Center
PGN Parameter Group Number
PTO Power Take Off
RP1226 TMS Messaging Standard
SPN Suspect Parameter Number
TCM Transmission Control Module
VECU Vehicle Electronic Control Unit

ELECTRICAL
7
ELECTRICAL WIRING CIRCUIT CODES
The wire system uses 10 different colors and only one striped wire color. Each wire has a minimum of seven characters,
with the first three characters as the wire color. The remaining four characters are related to the wire services. The colors
determine the circuits function as follows:
ELECTRICAL WIRE CIRCUIT CODE TABLES
Number Category
XXX0000 through XXX0999 General
XXX1000 through XXX1999 Power Supply
XXX2000 through XXX2999 Lighting
XXX3000 through XXX3999 Powertrain
XXX4000 through XXX4999 Instrumentation
XXX5000 through XXX5999 Safety systems
XXX6000 through XXX6999 Convenience, Security
XXX7000 through XXX7999 HVAC
XXX8000 through XXX8999 Undefined
XXX9000 through XXX9999 Trailer/Body Connections

ELECTRICAL
7
MULTIPLEX SYSTEM
The VECU electrical architecture uses a multiplexing system. Multiplexing can be defined as the process of sending
multiple digital signals on the same shared medium at the same time. These signals are introduced into the multiplexing
system through data connection points, which are defined by J1939 backbone.
CAN BUS SYSTEM OVERVIEW
CAN BUS SPEEDS AND CIRCUIT DESIGNATION
J1939-14 (500KBPS): J1939-15 (250KBPS):

B-CAN – 0813 Body Builder T-CAN – 0828 Transmission
C-CAN – 0821 Cab K-CAN – 0829 Telematics and Remote PTO
D-CAN – 0822 Diagnostics
F-CAN – 0819 Frame
G-CAN – 0825 Bendix ACB Antenna
S-CAN – 0827 Radio and PACCAR Display
V-CAN1 – 0812 Vehicle1
V-CAN2 – 0823 Vehicle2

ELECTRICAL
7
ELECTRICAL COMPONENT OVERVIEW

ELECTRICAL
7
ELECTRICAL HARNESS OVERVIEW

ELECTRICAL
7
IN CAB CAN BASED MESSAGING CONNECTOR
RP1226 CONNECTOR
The RP1226 connector is located on the left hand side of the steering wheel behind the dash near the OBD connector.
The RP1226 connector can be used for after-market telematics, ELD, body controls, and PTO controls. There will be
multiple bus speeds available, K-CAN for 250kbps and S-CAN for 500 kbps. The RP1226 provides defined messages and
major telematics supplier data for customer use.
Pin Description
1 PROTECTED POWER
2 J1939 S-CAN (+)
4 J1939 K-CAN (+)
7 IGNITION POWER
8 GROUND
9 J1939 S-CAN (-)
11 J1939 K-CAN (-)

ELECTRICAL
7
BODY CONNECTION POINTS – MAIN CHASSIS HARNESS
ISOMETRIC VIEW
SIDE VIEW

ELECTRICAL
7
FRONT PORTION VIEW
DETAIL VIEW OF ENGINE COMPARTMENT BODY CONNECTORS

ELECTRICAL
7
DETAIL VIEW OF ENGINE COMPARTMENT BODY CONNECTORS CONTINUED
REAR PORTION VIEW

ELECTRICAL
7
DETAIL VIEW OF BOC AND EOF BODY CONNECTORS
DETAIL VIEW OF BOC AND EOF BODY CONNECTORS CONTINUED

ELECTRICAL
7
ELECTRIC ENGAGED EQUIPMENT
At the left hand forward cab mount, P198 is available for PTO controls that are electrically engaged via ground.
Pin Description
1 VEHICLE GROUND
2 #1 PTO ON/OFF
3 PTO PUMP MODE SIGNAL
4 #2 PTO ON/OFF
RP170 CONNECTOR
The RP170 connector provides various pins for vehicle and trailer lamps. The connector will be located in the frame rail
right behind the BOC crossmember.
Pin Description
1 FIREWALL GROUND
2 BACKUP LIGHTS
3 LH TURN/STOP
4 TRAILER LH TURN
5 TRAILER MARKER LAMP RELAY
6 PARK LAMPS
7 TRAILER STOP LAMPS
8 NOT USED
9 NOT USED
10 NOT USED
11 NOT USED
12 NOT USED
13 RH TURN/STOP
14 TRAILER RH TURN

ELECTRICAL
7
ENGINE HARNESS 12 PIN CONNECTOR
Chassis must be ordered with the appropriate option to have a 12 pin connector on the engine harness. The Body IGN
signal was moved off the engine harness connector, so the Chassis Harness will include the PTO layer to insert the Body
IGN signal back into the 12-way connector. Signals that feed directly to the engine ECM typically will be active low
signals. Connect pins 3 and 5 for simple PTO ON/OFF signal. For Remote throttle bump, you must connect pins 3 & 6.
Having a momentary switch to signal ground on pins 2 and 1 will then increase/decrease engine speed. Engine speed will
depend on how engine is programmed. Unless otherwise specified, engine is set by default for incremental speed
increase. Full remote throttle control can be achieved with a twisted triple to pin 4, 10, and 11.
Pin Description
1 INPUT FOR REMOTE PTO RESUME (Active Low)
2 INPUT FOR REMOTE PTO SET (Active Low)
3 SWITCH RETURN FOR CUMMINS ENGINE
4 INPUT FOR REMOTE THROTTLE SENSOR CIRCUIT (TWISTED TRIPLE)
5 PTO ENGAGED SIGNAL (LOW = ENGAGED)
6 CRUISE ON/OFF (Active Low)
7 +12V 10A BODY IGN FUSE C_A6
8 VEHICLE GROUND
9 TORQUE LIMIT INPUT (Active Low)
10 PWR SUPPLY +5V (TWISTED TRIPLE)
11 ANALOG RETURN (TWISTED TRIPLE)
12 REMOTE ACCELERATOR ENABLE

ELECTRICAL
7
ENGINE HARNESS CONNECTION LOCATIONS
PX7 Connection location
PX9 Connection location

ELECTRICAL
7
B6.7N Connection location
L9N Connection location

ELECTRICAL
7
POWER DISTRIBUTION CENTER
ENGINE SIDE

ELECTRICAL
7
DASH SIDE

ELECTRICAL
7
ENGINE SIDE FUSE BOX FULL CONTENT POPULATION

ELECTRICAL
7
DASH SIDE FUSE BOX FULL CONTENT POPULATION

ELECTRICAL
7
CHASSIS MODULE
Chassis modules are replacing the legacy NAMUX3 chassis node. Chassis modules are slave I/O drivers controlled by
the VECU. Chassis modules have expanded functionality and option platform growth in comparison to the previous
chassis node. Chassis modules have built-in protections to prevent internal damage, are capable of detecting faults, and
storing DTC’s. Chassis modules can also be diagnosed through the DAVIE service tool.
There are three variants of chassis module: the Primary (CMP), Primary LITE (CMLITE), and Secondary (CMS).
Depending on how the truck is ordered, a CMP or CMLITE will be installed. Like the heavy duty variant, certain options
would require medium duty trucks to have a CMS installed in addition to a CMP or CMLITE. MD trucks will have a
maximum of two chassis modules installed, depending on order configuration. The primary chassis module will be
mounted under the back of the cab on the top left hand side of the back of cab cross-member. The secondary optional
chassis module will be bracket mounted inside the LH frame rail a few feet behind BOC.
CHASSIS MODULE LOCATIONS
TOP VIEW OF CHASSIS MODULE LOCATIONS
Primary Secondary

ELECTRICAL
7
CHASSIS MODULE FUNCTION DESIGNATIONS
PRIMARY AND PRIMARY LITE CHASSIS MODULE

• Exterior Lighting: Headlamps, Park/Tail, Turn, Brake, DRL, Fog Lights*, Reverse etc.
• Axle Temperature Sensor Inputs* Front Rear and Rear
• Ammeter Sensor Input
• Secondary Kingpin Release Solenoid Control
• Primary/Secondary Fuel Level Sensors
• Lift Axle Air Solenoid Controls 1st, 2nd
• Primary Transmission Neutral Position Switch
• Remote PTO/Throttle Control Inputs
• J-CAN Multiplexed EOA Solenoid Bank Control
• Fuel Filter Gauges
• Main Transmission Oil Temp
* = Functionality is depopulated on CMLITE Module
SECONDARY CHASSIS MODULE

• External Notification of DPF Regeneration
• AT1202 Aux Trans Neutral Switch
• Axle Temperature Gauges Center Rear
• Lift Axle Air Solenoid Controls 3rd , Tag (Rocker Panel Controls)
• NAMCO/FABCO Split shaft PTO/Transfer Case Sensors
• Aux Transmission Temperature Sensor
• Split Shaft PTO Temperature Sensor
• Fuel Temp Sensor (Auto Start)
• Chicken/Panel Lamps, Snow Plow Lamp
• ISO 3731 Spare Outputs
• B-CAN
• Auto Start/Stop Hood Tilt Switch
• City Horn

ELECTRICAL
7
FUSE GROUPS
PRIMARY CHASSIS MODULE

Fuse Group Function
Electric Over Air Solenoid Kingpin Release
F1 Main Beam (aka High Beam) - LH
Tractor Direction Indication and Hazard Lights - RH Rear (Brake Lamps Also)
Tractor Direction Indication/Hazard/DRL Lights - LH Front
Front Tractor Position lights (Park Lamps)
F2
Tractor Direction Indication Hazard Side Turn Indicator LH Front
Dipped Beam (aka Low Beam) - LH
Lift Axle #2 Solenoid
Daytime Running Lights (DRL) Peterbilt - LH
F3 Tractor Direction Indication/Hazard/DRL Lights - RH Front
Tractor Direction Indication Hazard Side Turn Indicator RH Front
Dipped Beam (aka Low Beam) - RH
Daytime Running Lights (DRL) Peterbilt - RH
F4 Main Beam (aka High Beam) - RH
Fog/Driving Lights (Front) 1st Set
Reverse Warning (aka Backup Alarm)
F5
(Rear) Direction Indication and Hazard Lights - LH Trailer
Rear Tractor Position lights (Park Lamps)
F6 Reverse Lamps
Tractor Direction Indication and Hazard Lights LH Rear (Brake Lamps Also)
LVD Bipolar Output 1
LVD Bipolar Output 2
F7
(Rear) Direction Indication and Hazard Lights - RH Trailer
SECONDARY CHASSIS MODULE
Fuse Group Function

F1 Work Lights 1st Set (Frame mounted Flood Light Options without pass-through grommet)
F2 Aftertreatment External Notification
Sky/Auxiliary lights
F3
Snowplow Lamps OR Dual Station
F4
Trailer Options - ISO 3731/Spare OR Additional 4/6/7-Way Trailer Connections OR Berg Box
Lift Axle #4 (Tag) Solenoid
F5
Trailer Options - Trailer Dump Gate Coiled BOC OR Configurable Output
F6

ELECTRICAL
7
VECU
Fuse Group Function
Peterbilt Driving Lights
Inside/Outside Air Filter Control
Starter Interrupt / Start Enable Relay Control
G1 Mirror Heat Relay
Cab Dome Lamp
Sleeper Dome Lamp
Trailer Marker/Clearance Lamps
Recirculating Header Fan - Low Speed
Trailer Hotline Relay
Work Lights (Flood Lamps) 2
Allison MTD PTO Controls - PTO 2
Allison MTD PTO Controls - PTO 1
Passenger Spot Lamp
Beacon/Strobe
G2
Trailer Brake Lamps
Trailer/Cab Park Lamps
Recirculating Header Fan - High Speed
Digital Vision System – Mirrors (DVS-M)
Start Signal
Right Hand Steer
LED Headlamps Heater
PTO Engaged Output for PTO Hour Meter and PTO Telltale
Footwell Lamp
Cab Marker/Clearance Lamps Relay Output
Washer Pump Control
G3
Auxiliary Lamps/ Chicken Panel Lamps
MCS (Power)
Dash PWM Backlighting
G4
Dash Illumination 2

ELECTRICAL
7
ELECTRIC OVER AIR SOLENOIDS
Air solenoids are devices that translate the electrical signal into physical functions that controls the air pressure in various
circuits. The air solenoids are mounted to a bracket outside the cab. The solenoids are designed to stack on each other
so that they share a common air supply which reduces the amount of air lines on the vehicle.
The aftermarket installer/final vehicle manufacturer needs to decide what type of valve to install and ensure that the
documentation to the operator provides them with enough understanding of how the customized switches work.
SOLENOID BANK DIAGRAM

ELECTRICAL
7
SOLENOID OVERVIEW LAYOUT
MUX Solenoid Bank LITE MUX Solenoid Bank

ELECTRICAL
7
MUX SOLENOID BANK LITE FRAME MOUNTING LOCATION
MUX SOLENOID BANK FRAME MOUNTING LOCATION
Note: If the chassis has both a lite and full solenoid bank they will be mounted side-by-side in the RH rail.

ELECTRICAL
7
SWITCHES
SWITCH OVERVIEW LAYOUT
Multiplexing = shorter wire bundles, improved diagnostics, and greater driver feedback. Safety critical switches use hybrid
switch with hardwire for redundancy. The switches are less expensive with fewer wires behind the dash and on chassis.
The switches are self-diagnosable to improve troubleshooting with DAVIE.
Master Switch Module (MSM)
LIN Communication to/from Switches
CAN Communication to/from VECU
SPARE SWITCHES
Spare switches offer customers and body builders a convenient way to control power and air to various sources, like a
body or trailer. They should be flexible and easily configurable to meet the vast and unique needs of body builders. The
spare switches, along with all hybrid switch variants, are rated to 15 A of current.

ELECTRICAL
7
SWITCH RELEARN PROCESS
Switch replacement installation instructions:
1. Turn off the engine and all switches

2. Remove dash panel
3. Unplug LIN jumpers from the original existing switch
4. Remove original switch
5. Replace the old switch with the new switch
6. Reconnect LIN jumpers into the replacement switch
7. Reinstall the dash panel
8. Open DAVIE application
9. Select the “Repair Support” tab.
10. Select the “Driver Environment” tab
11. Select the “Learn Dash Switches”
12. Run “Quick Check”
13. Clear Inactive DTCs (Diagnostics trouble code) from MSM
14. Finished
New switch installation instructions:
1. Turn off the engine and put all switches into the off position
2. Remove the dash panels
3. Remove the switch blank
4. Add the new switch into the dash panel
5. Connect the LIN jumper between the last open switch to the newly installed switch
a. Part Number S92-1127-0125
6. Reinstall the dash panel
7. Open DAVIE application
8. Select the “Repair Support” tab.
9. Select the “Driver Environment” tab
10. Select the “Learn Dash Switches”
11. Run “Quick Check”
12. Clear Inactive DTCs (Diagnostics trouble code) on the MSM
13. Finished

ELECTRICAL
7
DAVIE Switch Relearn Screen View
SWITCH LOCATION
Switches on the same LIN bus can be reordered in any configuration without the need to run a relearn process with
DAVIE tool. Unlike the heavy duty dash, all MUX switches for 2.1M medium duty product are on B-Panel, which operates
on LIN bus 2. Therefore, a switch relearn process is not required when moving previously learned switches amongst B-
Panel. However, a relearn process is required when adding a new MUX switch that has not previously been learned. Push
button switches on A-Panel operate on LIN bus 1 and are not compatible with Lin bus 2 (B-Panel) dash positions.
DASH LAYOUT

ELECTRICAL
7
GROUNDING
Grounding any post-OEM component/device/apparatus/etc. to the metal cab structure or frame is not
acceptable. Failure to properly ground add-on components can result in vehicle damage and possibly
bodily injury.
Ground all post-OEM component/device/apparatus/etc. with combined current draw of less than 30A to
the firewall ground buss bar with appropriately sized wire/cable for the load required.
Grounding Buss Bar Design
Grounding Point - Cab Interior Behind Driver’s Side Kick Panel
Grounding Point - Cab Exterior LH Side of Firewall
Post OEM components/devices/apparatus/etc. with combined current draw in excess of 30A, ground must be attained
from vehicle batteries directly with appropriately sized wire/cable for the load required.

ELECTRICAL
7
SPARE POWER
Spare power connector P096 is located on lower left side of dash behind key switch or kick panel. The mating harness is
available from PACCAR parts with pre-labeled pigtails, P92-8916-000000001. Any spare power requiring more than 20
amps must go directly to the battery box, not this spare circuit.
Pin Spare Circuit No. Designation Fuse Max Rating
F ORN0731-9 Spare Ignition #2 Cab Side - 20A

C ORN0752-4 Spare Accessory #1 Cab Side - 20A
E ORN0731-8 Spare Ignition #1 Cab Side - 20A
B RED0712-5 Spare Battery #1 Cab Side - 20A
G ORN0791-4 Spare LVD #1 Cab Side - 20A
A RED0711-1 Spare Battery #2 Engine Side - 20A
SPARE CIRCUIT CONNECTOR

ELECTRICAL
7
SPARE CIRCUIT LOCATION UNDER DASH P096
Spare circuit location on Power Distribution Center (Dash-Side, P001)

ELECTRICAL
7
Spare Circuits A & B Diagram (P096)

ELECTRICAL
7
Spare Circuits C, D, & E Diagram
Note: For additional schematic information, please contact your local Peterbilt dealership for assistance.

ELECTRICAL
7
JUNCTION BOX
The junction box provides access to lighting signals.
Junction Box BOC or EOF

ELECTRICAL
7
TRANSMISSION BACKUP SIGNALS
The back-up signal can be accessed from pin D of the 6-way tail light connector located at the end of frame. The tail light
connector is a 6-way connector located in the chassis harness at the end of frame. It will either be connected to a tail light,
a jumper harness, or tied up in the rail if no tail lights are provided. Note: Back-up signal will also be available in the
RP170 connection.
Mating Connector: Packard PN 12020786
SNOW PLOW LIGHTING

When the optional switch and wiring for snowplow lights are ordered, the truck will include a switch on the dash to control
the snowplow lights and a body builder connection at the front of the chassis, J168.
Pin Description
1 LOW BEAM LH
2 LOW BEAM RH
3 HIGH BEAM LH
4 HIGH BEAM LH
5 TURN INDICATOR LH
6 TURN INDICATOR RH
7 MARKER LAMPS
8 NOT USED
9 SNOWPLOW GROUND
10 SNOWPLOW GROUND
11 TURN INDICATOR, LH DRL
12 TURN INDICATOR, RH DRL

ELECTRICAL
7
LIFT AXLES (PUSHERS & TAG)
All truck lift axles (pushers and tag), are direct wire Electric-Only. The wiring comes from the Primary Chassis Module or
Secondary Chassis Module, and goes direct to the axle mounted solenoid. This is not from the EoA Solenoid Bank. The
activation signal comes from either a dash mounted MUX switch, or a hardwired switch that is mounted outside of the cab.
There are a total of four lift axle controls available; 3 pushers and 1 tag axle, or 4 pushers and no tag. These are
controlled with separate switches by default, but it is possible to have a single switch control all axles if they are the same
type. The customer can order the following configurations; steerable, non-steerable, with auto-reverse, and with park
brake interlock. A lift axle comes with a control switch (single or separate), a gauge, and a regulator valve.
LIFT AXLE DIAGRAM
TRUCK LIFT AXLE LOGIC

Lift Axle Type Raise Condition Logic Lower Condition Logic
- Lift Switch is Inactive OR - Lift Switch is Active AND
Steerable Lift Axle w/o Auto-Reverse - Park Brake Active OR - Park Brake Inactive AND
- Trans in Reverse - Trans Not in Reverse
Steerable Lift Axle with Auto-Reverse - Lift Switch is Inactive OR - Lift Switch is Active AND
OR - Park Brake Active - Park Brake Inactive
Non-Steerable Lift Axle w/o Park Brake
Non-Steerable Lift Axle with Park Brake - Lift Switch is Inactive AND - Lift Switch is Active OR
- Park Brake Inactive - Park Brake Active

ELECTRICAL
7
TRAILER LIFT AXLE
Trailer lift axles can be either EoA or Electric-Only type. There are a total of two available EoA trailer lift axle controls
using latching solenoids. If one axle is ordered, the customer will receive a switch labeled “Trailer Lift Axle”. If two axles
are ordered, the customer can have a single switch that controls both axles or two switches. If two switches are present,
they are labeled “Forward Trailer Lift Axle” and “Rear Trailer Lift Axle”.
DIGITAL DISPLAY
The standard display comes with a set of gauges. A limited number of additional gauges can be configured on the 7”
digital display after the initial truck build using Paccar Vehicle Pro (PVP). Please contact your local Peterbilt dealership for
assistance.
Gauges on the 7” Digital Display

ELECTRICAL
7
TELLTALE ICONS
Custom Telltales will no longer be available with a physical card inserted into the dash cluster. Instead, the body builder
telltales will populate on the digital portion of the display from a limited list and can be reconfigured using PVP at your
local Peterbilt dealership. The location of the telltale will be dependent on the configuration of the vehicle and what other
telltales are present on the digital display.
Body Builder Telltale Positions
The Digital Display is capable of receiving up to 5 hardwire inputs to trigger the body builder (editable) telltales on the 2.1
Medium Duty product with one editable telltale associated with an analog signal in the IP harness behind the cluster.
Body Builder Telltale Connections

ELECTRICAL
7
COMMON TERMINALS AND PINS FOR BODY BUILDER CONNECTIONS
HYBRID SWITCHES – NON WIRED
Mating Connector Number Lin Jumpers

P20-1413 S92-1127-0350
Terminal Number S92-1127-0125
20-18 AWG 1-968849-1 S92-1127-1350
16-14 AWG: 1-968851-1 (Last 4 digits are the length in
11 AWG 1-968853-1 mm)

ELECTRICAL
7
DASH SWITCHES WIRED
Mating Connector
Type
1/4" Male Blade
Example Part Number
2965440
Connection Location
8" behind switch
BOC-EOF WIRED SWITCH

MATING CONNECTOR TRUCK HARNESS CONNECTOR
Mating Connector Number
P20-1236-81069
Terminal Number
20-18 AWG 1924463-1
16-14 AWG: 2098250-3
Plug 776364-1
Note: Cap Installed From
Factory
Connection Location
Connection at BOC or EOF
depending on selected option

ELECTRICAL
7
RP1226
MATING CONNECTOR
Mating Connector
Number
P20-6280-22142120
Terminal Number
20-18 AWG 54001801
16-14 AWG: 54001401
Plug 54200005
Factory
TRUCK HARNESS CONNECTOR

ELECTRICAL
7
12-PIN
Mating Remote
PTO/Throttle
Paccar P20-1372-
P/N 1112H
DT04-12PA-
TE P/N CE02
Terminals
16-20 0460-202-
AWG 16141
0460-215-
14 AWG 16141
Plugs 0413-217-1605

Factory

ELECTRICAL
7
8-PIN
MATING CONNECTOR
Mating Connector Number

P20-1372-2108H
DT06-08SA-CE06
Terminal Number
16-20 AWG 0460-202-16141
14 AWG 0460-215-16141
Plugs 0413-217-1605
Factory
TRUCK HARNESS CONNECTOR

SECTION 8 POWER TAKE-OFF (PTO)
INTRODUCTION
A Power Take-Off (PTO) provides a way to divert some or all of the trucks engine power to another component. There are
a wide variety of PTO options available.
PTO ACRONYM LIBRARY
Acronym Definition Acronym Definition

ABS Anti-Lock Braking System PCC Predictive Cruise Control
CAN Controller Area Network PDC Power Distribution Center
CC Cruise Control PGN Parameter Group Number
DEF Diesel Exhaust Fluid PMC PTO Mode Control
DTC Diagnostics Trouble Code PSC PTO Speed Control
ECM Engine Control Module PTO Power Take Off
ECU Electrical Control Unit PVP PACCAR Vehicle Pro
EIST Engine Idle Shutdown Timer RP1226 TMS Messaging Standard
EOA Electric Over Air SCM Standard Control Module
EOH Electric Over Hydraulic SCR Selective Catalyst Reduction
FIC Fast Idle Control SPN Suspect Parameter Number
SAE CAN Communication
J-1939 TCM Transmission Control Module
Standard
Torque Speed Control
LIN Local Interconnect Network TSC1
(request)
MSB Master Solenoid Bank VECU Vehicle Electrical Control Unit
MSM Master Switch Module
MUX Multiplex
OBD On Board Diagnostics
OCM Optional Control Module
OEM Original Equipment Manufacture

POWER TAKE-OFF (PTO)
8
TRANSMISSION MOUNTED PTO
MANUAL TRANSMISSIONS
This is the most common type of PTO that is used. On a manual transmission, there are two locations for PTOs. On
medium duty, transmissions there are 6 bolt PTO locations on the right and left. On heavy duty manual transmissions
there is a 6 bolt PTO on the right and an 8 bolt PTO on the bottom left. There are also some options for a thru shaft or
extended countershaft PTO. On a thru shaft PTO, the counter shaft extends out through the back of the transmission,
which can be used to power a PTO. When using a thru shaft PTO the vehicle must be spec’d with the correct option, as
not all transmissions will be set up for use with thru shaft PTOs. For more information go to www.roadranger.com and
enter “PTO Installation Guide” in the search bar in the upper right corner.
MD Manual Transmission
MD Automated (10-Speed)

8
AUTOMATIC TRANSMISSIONS - ALLISON
On Allison transmissions there are two locations for PTOs. The Allison 4000 series has PTO locations at 1 and 8 o’clock
viewed from the back of the transmission. The 4000HS transmissions do not have any PTO locations. The 3000 series
Allison transmissions have PTO locations at 4 and 8 o’clock. For more information on using PTOs with an Allison
transmission go to www.allisontransmission.com and refer to the “Rugged Duty Series Brochure” and “PTO Request
Flyer” which is available in a 1000/2000 version and a 3000/4000 version.
Some PTO configurations will have clearance issues with other components on the truck. With manual transmissions, a 6-
bolt PTO on the right will typically clear most components when the DPF and SCR are under the cab. This is also true
when 30 and 45 degree adapters are used. On Allison 4000 series transmissions, most PTOs will fit in the 1 o’clock
position without interfering with the cab. If a wet kit is used here, the dipstick housing will most likely need to be modified
as it runs over the top of the transmission to the driver side of the vehicle. The PTO in the 8 o’clock position is typically ok.
There are some scenarios where the PTO will be very close to or could interfere with the rear spring shackle on the front
suspension. This problem can occur on vehicles with a set-back front axle and the problem is amplified on the short hood
models.
Allison 4000 Series Allison 3000 Series

8
AUTOMATIC TRANSMISSIONS – PACCAR 8-SPEED
There are two locations for PTOs on the PACCAR 8-speed transmission: 9 o'clock and 3 o'clock from the back of the
transmission. The PACCAR 8-speed automatic transmission is relatively wide at the PTO mounting locations. For this
reason, it is important to be aware of potential PTO packaging issues. Frame rails and frame mounted hose bundles can
present a challenge, depending on the specific configuration. If the PTO is using an elongated driveshaft it is advised to
be aware of the location of the back of cab crossmember in relation to the driveshaft. PTOs mounted in the 9 o'clock
position on the PACCAR 8-speed may need a spacer to clear the transmission shift actuator.
PACCAR 8-Speed Automatic Transmission

8
FRONT ENGINE PTO
Front engine PTO (FEPTO) is commonly used in mixer, snowplow, and crane applications. When a FEPTO is spec’d on a
truck, the cooling module moves up to allow for a shaft to be bolted to the front of the crankshaft and extend out to the front
of the truck. The vehicle can be spec’d with a 1350 flange adapter to simplify installing the FEPTO shaft. The frame rails
will be extended out to mount a hydraulic pump, snowplow, or outriggers. The frame extension is 24” long and a full rail
profile, see Figure 7-12.
FIGURE 7-12. FEPTO 24” Full Profile Frame Extension

8
PTO MOUNTING CLEARANCE
This application guide indicates if a PTO has sufficient clearance to truck components in various mounting configurations.
The truck components investigated in this guide include frame rails, Set Back Front Axle (SBFA) rear shackle, SBFA Front
Air Suspension (FAS) rear shackle, over-bell frame brace, coolant return manifold, transmission clutch actuator, and
exhaust system components.
Usage Notes:
1. This application guide is only applicable to 2.1M trucks.
2. Only the specified PTO configurations have been analyzed.
3. Horizontal aftertreatment limits access behind PTO's for shaft drives and other PTO attachments.
4. Eaton FR transmissions require the use of a 30° adapter when installing Chelsea or Muncie transmission PTOs in
the right hand position.
5. Eaton RT & UltraShift Plus transmissions require the use of a 45° adapter when installing Chelsea transmission
PTOs in the right hand position.
6. Eaton RT & UltraShift Plus transmissions require the use of a 55° adapter when installing Muncie transmission
PTOs in the right hand position.
7. Eaton transmissions require the use of a 6 to 8 Bolt adapter when installing a 6 bolt PTO in the bottom position.
PTO MOUNTING CLEARANCE CHARTS – ALLISON TRANSMISSIONS
PTO's for 1000/2000

Allison Transmissions
-7L Only- 4 o'clock &
8 o'clock
PTO SH MH Voc
Brand Series Type 4 8 4 8 4 8 Clocking Position on Transmssion
E3 x ok x ok ok ok
272
E5 x x ok x ok ok x Will not package in truck
Chelsea
V3 x ok ok ok Will package in truck
442
V5 ok ok ok Requires "RH PTO" exhaust
6-Bolt
H1 x x ok
CS6
H3 x x ok
Muncie FA6B H3 x ok ok
H1 x ok ok
TG6
H3 ok ok ok

8
Allison Transmissions
-7L & 9L- 3000 - 4 o'clock & 8 o'clock Positions
7L 9L 9L REPTO
PTO SH MH Voc SH MH Voc MH Voc
Brand Series Type 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8
M3 x ok ok x ok ok ok ok
267
M5 ok ok ok ok ok ok ok ok
E3 x ok ok x ok ok ok ok
280
E5 ok ok ok ok ok ok ok ok
287
M5 ok ok ok ok ok ok ok ok
E3 x x ok x x ok ok ok
870
M3 x x ok x x ok ok ok
877
Chelsea R-B5 x x ok x x ok ok ok
L-B5 x x ok x x ok ok ok
T-B5
890
E-B5
U-B5
H-B5
R-M5 x x ok x x ok ok ok
L-M5 x x ok x x ok ok ok
10-Bolt
T-M5
897
E-M5
U-M5
H-M5
CD05 M3 ok ok ok ok ok ok ok ok
CD10
M3 ok ok ok x x ok ok ok
M1 x x ok x x ok x ok
CD40
H1 x x ok x x ok x x
CS10
H3 x x ok x x ok x x
H1
Muncie CS24
H3
H1 x x ok x x ok x ok
CS41
H3 x x ok x x ok x ok
H1 x ok ok x ok ok ok ok
HS24
H3 ok ok ok ok ok ok ok ok
HX1 x ok ok x ok ok ok ok
A20 HX3 ok ok ok ok ok ok ok ok
HX5

8
3000 - 1 o'clock & 8 o'clock Positions

7L 9L 9L REPTO
PTO SH MH Voc SH MH Voc MH Voc
Brand Series Type 1 8 1 8 1 8 1 8 1 8 1 8 1 8 1 8
M3 x x x x ok ok x x
267
E3 x x x x ok x x x
280
M3 x x x x ok x x x
287
E3 x x x x ok x x x
870
E5 x x ok x x ok x ok
M3 x x x x ok x x x
877
Chelsea R-B5
L-B5
T-B5 x x x x x ok x x
890
E-B5 x x ok x x ok x ok
U-B5
H-B5
R-M5
L-M5
10-Bolt
T-M5 x x x x x ok x x
897
E-M5 x x ok x x ok x ok
U-M5
H-M5
CD05 M3 ok ok ok ok ok ok ok ok
M1 x x x ok ok x x x
CD10
M1 x x x ok ok x x x
CD40
M3 x x ok x x x x ok
H1 x x x ok ok x x x
CS10
H3 x x x x x x x x
H1
Muncie CS24
H3
H1 x x x ok ok x x x
CS41
H3 x x ok x x x x ok
H1
HS24
H3 x x x x ok ok ok x ok x ok ok x ok x ok
HX1
A20 HX3 x x ok x x ok ok ok
HX5 x x x ok ok x x x

8
4000
9L 9L REPTO
PTO MH Voc MH Voc
Brand Series Type 1 8 1 8 1 8 1 8
M3 ok ok x x
267
M5 ok ok ok ok
E3
280
E5 ok x ok ok x ok x ok
M3
287
M5 ok x ok ok x ok x ok
E3 ok ok x x
870
E5 x x ok ok
M3 ok ok x x
877
M5 x x ok ok
Chelsea R-B5
L-B5
T-B5
890
E-B5
U-B5 x x x x
H-B5 x x ok ok
R-M5
L-M5
10-Bolt
T-M5
897
E-M5
U-M5 x x x x
H-M5 x x ok ok
CD05 M3
M1 ok ok x x
CD10
M3 x x ok ok
M1 ok ok x x
CD40
M3 x x x x
H1 ok ok x x
CS10
H3 ok x x x
H1
Muncie CS24
H3
H1 ok ok x x
CS41
H3 x x x ok
H1
HS24
H3 ok ok ok ok x ok x ok
HX1
A20 HX3 x ok ok ok
HX5 ok ok x x

8
PTO MOUNTING CLEARANCE CHARTS – PACCAR 8-SPEED TRANSMISSION
ZF/TX-8 - 3 and 9 o'clock Positions
Engine
PX-7 PX-9
SH MH Voc SH MH Voc
Brand PTO Series Output 3 9 3 9 3 9 3 9 3 9 3 9
F1 x x x x x x x x x x x
SG102 x x x x x x x x x x
***Z35 PGP020 x x x x x x x x x x
PGP350 x x x x x x x x x x
Driveshaft x x x x x x x x x x
Chelsea
F1 x ok x ok x ok ok** ok
SG102 x ok x ok x ok ok** ok
272U PGP020 x ok x ok x ok ok** ok
PGP350 x ok x ok x ok x ok
Driveshaft x x x x x x x x
PH1 x x ok$ x ok$ x ok$$ x ok$ x ok$ x
$ $ $$ $ $
PK1 x x ok x ok x ok x ok x ok x
Muncie P58 S2LD x x x x ok$ x x x x x ok$ x
$ $
W17 x x x x ok x x x x x ok x
$ $
Driveshaft x x ok x x x ok x
*Supplier Requires a Bracket for PTO Support
** With FDA MX120 Transfer Case Only
*** Z35 not available per 6/30/22
$Requires High Route Exhaust
$$Requires Under Frame Exhaust

8
PTO MOUNTING CLEARANCE CHARTS – EATON TRANSMISSIONS
Single PTO's for Eaton Transmissions

LH, RH or Bottom Mounted
SAE #2 SAE #1
RT/RTO/RTLO Ultrashift + Endurant
FS/FSO FR/FRO RT/RTO/RTLO FR/FRO Adv Manual Adv AMT PACCAR AMT
PTO Left Right Bottom Right Bottom Right Bottom Right Bottom Right Bottom Right Bottom
V3 s s s s s s
272
V5 s
6-Bolt
340 V5 s s s s s s s
V3 s s s s s s
442
V5 s
660 V3 s s s s s
Chelsea
282 V3 s s s s s
348 V5 s s s s s
489 V5 s s s s s s
8-Bolt
680 V3 s s s s s
823 V3 s s s s s
880 V3 o o o o s s
885 V3 o o o o s
P1 s x x s s s
CS6
P3 s
RL6 A3 s s x s s s s
6-Bolt
P1 s x x s s s
SH6
P3 s
Muncie
P1 s x x s s s
TG6
P3 s
828 P1 s s s s s s
CS8 P1 s s s s s
8-Bolt
RL8 A3 s s s s s
SH8 P1 s s s s s s
TG8 P1 s s s s s s
s = Will package for this configuration w/

Standard Hydraulic Clutch Actuator
o = Will package for this configuration w/
Optional Hydraulic Clutch Actuator
ok = Will package for this configuration
x = Will not package for this configuration

8
s = Will package for this configuration w/

Standard Hydraulic Clutch Actuator
o = Will package for this configuration w/
Optional Hydraulic Clutch Actuator
ok = Will package for this configuration
x = Will not package for this configuration

8
HYDRAULIC CLUTCH ACTUATOR CONFIGURATIONS
(Only used with 2.1M models with Eaton transmissions)
Notes:
1. The actuator should never be flipped upside-down to achieve PTO clearance.
2. The bleed nipple must always be above the centerline.
3. The drain valve should always be below the centerline.
REAR ENGINE PTO

Rear Engine PTO (REPTO) is commonly used in cement mixer and feed lot applications. The REPTO is driven off the
rear gear train on the engine. There is a 1350/1410 flange on the bell housing in the 1 o’clock position that can be used to
attach a hydraulic pump or driveshaft. The REPTO flange will always be turning when the engine is running and the
output rotation is the same as the engine. The Cummins ISL9 and PX-9 REPTO turns at a rate of 1.15:1.

8
REMOTE PMC CONNECTIONS
There are options to control PTO functionality from the following locations.
• Engine Bay – Hardwired option only
• RP1226 Connection in the Cab – CAN bus connection only
• BOC/BOS – Hardwired and CAN bus connections
• EOF – Hardwired and CAN bus connections
There are options available for the body builder to specify controller speeds of 250 kbps or 500 kbps.
PTO CAN functionality may be accessed in the cab through the RP1226 connector and remotely through the
body connectors K-CAN (E-3375-021) and B-CAN (DTM06-2S-EP10) Connectors.
PTO hardwired functionality may be accessed in the engine bay or on the frame through optional the 12-Way
connector.
12-Way Deutsch RP1226 Delphi

Connector Connector
Pin-out information for the PTO connectors can be found in the Electrical Section

SECTION 9 AFTERTREATMENT
INTRODUCTION
The following section is designed to give you information regarding the aftertreatment systems on Peterbilt chassis.
All Peterbilts equipped with 2021 emission level engines will utilize Selective Catalyst Reduction (SCR). SCR is a process
in which Diesel Exhaust Fluid (DEF) is injected into the exhaust downstream of the engine. DEF is converted to ammonia
by the heat of the exhaust system. Inside of the SCR canister, a catalyst causes a chemical reaction to occur between the
ammonia and NOx, turning it into water and nitrogen. For more information on the specific details of how SCR works,
please contact your local Peterbilt dealer.
GENERAL GUIDELINES FOR DEF SYSTEM

The installation of the DEF tank is a critical component of the Aftertreatment system. While Peterbilt does not
recommend relocating the DEF tank, there are applications and body installations that will require it. The
guidelines below must be strictly followed by any entity relocating the tank. Failure to follow the guidelines
completely and accurately may result in engine shut-down situations.
PACCAR-approved DEF hoses are required when retrofitting for system to function properly. The use of
unapproved hoses for DEF lines will void warranty and may cause engine shut-down situations. The DEF pump (or
Supply Module) cannot be relocated from the DEF tank.
Peterbilt offers a variety of DEF tank sizes to meet every application. The DEF tank volume is regulated by the
EPA Peterbilt advises against modifying the tank volume after the truck has been delivered from the factory. These
are estimated nominal (published) maximum fuel capacities for various DEF tanks, engines, and fill ratios.
TABLE 9-1. DEF Fuel Ratios

AFTERTREATMENT
9
DEF SYSTEM SCHEMATICS
On most Peterbilt chassis, the DEF Supply Module (or pump) is integrated into the DEF tank assembly. See page 9-3 for
assembly relocation requirements.
FIGURE 9-1. DEF System Schematic
DEF will freeze at approximately 11° F. In order to keep DEF from freezing, all tanks will be heated with engine coolant.
The following schematic shows the routing of these lines. It is critical that the system is not compromised in any manner.
FIGURE 9-2. DEF Coolant Routing Schematic

AFTERTREATMENT
9
INSTALLATION REQUIREMENTS AND DIMENSIONS FOR DEF SYSTEM
When relocating any DEF system component, the locations must meet all guidelines described below. Failure to comply
may result in non-conformance to EPA standards and engine shutdown.
General clearances, routing guidelines, and installation requirements must be followed. See section 10 of this manual for
general routing guidelines and clearances. The maximum DEF hose line length is 5.5 meters (216.5").
If the DEF tank is relocated, the coolant lines will need to be modified. During this process if the tank is moved forward on
the chassis (closer to the engine) it is necessary to remove excess coolant lines and maintain the original routing path. If
the tank is moved rearward on the chassis the additional length of cooling line required to complete the installation must
be installed in a straight section of the existing coolant routing lines. This process minimizes the change in coolant flow
and mitigates the risk of increased flow restriction. Changes in flow restriction are added with excessive line length and
hose bends. Work with your local Peterbilt dealer if you are unsure about coolant line modifications.
DEF ASSEMBLY RELOCATION - SUPPLY MODULE REQUIREMENTS

The Supply Module (or Pump) standard mounting location is on the DEF tank assembly. The pump cannot be removed
from the DEF tank assembly. However, the assembly as a whole may be relocated. Body builders should follow the
location and length restrictions above. Additionally the supply module must be mounted with the filter cap oriented
downwards within +/-45⁰ of vertical (or a 90⁰ inverted cone as shown in figure 9-3). The supply module should be located
in a space that will minimize its vulnerability to road debris. Serviceability of the supply module filter should be considered,
and adequate space for filter access and removal should be given (at least 5”).
FIGURE 9-3. Supply Module Mounting Angle Limits

AFTERTREATMENT
9
ROUTING TO THE DOSING MODULE (INJECTOR)
A DEF pressure line “trap” is not required for EPA 2017 and later emissions level engines. The dosing module (injector)
no longer needs to be purged and relative heights of components are no longer critical. See Figure 9-4 below for typical
routing with RHUC exhaust and LH DEF tank shown. Figure below shows a typical coolant line routing.
FIGURE 9-4. Routing for DEF and Coolant Lines

SECTION 10 ROUTING
INTRODUCTION
This section specifies the general requirements for securing hoses and electrical wires to present an orderly appearance,
facilitate inspection and maintenance, and prevent potential damage to these lines.
DEFINITIONS
Bundle: Two or more air, electrical, fuel, or other lines tied together to form a unitized assembly.
Clamp: A cushioned rigid or semi-rigid, anti-chafing device for containing the bundle and securing it to the frame or other
structural support. Standard clamps have a black elastomer lining. High temperature clamps (e.g., those used with
compressor discharge hose) have a white or red elastomer lining (most applications for these are called out in the bills of
material). An assembly of two clamps fastened together to separate components is referred to as a “butterfly” clamp. Note:
the metal portion of clamps shall be stainless steel or otherwise made capable, through plating or other means, of passing
a 200 hour salt spray test per ASTM B117 without rusting.
FIGURE 10-1. Clamp and Butterfly Clamp
Butterfly Tie: A tough plastic (nylon or equivalent) locking dual clamp tie strap used to separate bundles or single lines,
hoses, etc. These straps must be UV stable. (Tyton DCT11)
FIGURE 10-2. Butterfly Tie
Tie Strap: A tough plastic (nylon, or equivalent) locking strap used to tie the lines in a bundle together between clamps or
to otherwise secure hoses and wires as noted below. Straps must be UV stable.
FIGURE 10-3. Tie Strap

ROUTING
10
Button Tie Strap: A tough plastic (nylon or equivalent) locking strap used to secure lines to the frame or other structural
support. Straps must be UV stable.
FIGURE 10-4. Button Tie Mount.
Fir Tree Mount: A tough plastic mount, inserted into a bracket or other intended support structure, used for securing
routed bundles via a tie strap. Mounts must be UV stable
FIGURE 10-5. Fir Tree Mount
Heavy Duty (HD) Mount: A black rigid device used for securing a tie strap to the frame or other structural support.
Mounts are made of impact modified, heat stabilized UV resistant nylon capable of continuous operation between
temperatures 220°F (150°) and -40°F (-40°).
FIGURE 10-6. Heavy Duty (HD) Mount.
NOTE: Heavy duty tie straps 0.50in (12.7mm) wide (Tyton T255ROHIR or similar) shall be used whenever HD
mounts are specified, although 0.25in (6.4mm) tie straps may be used in some specified applications.
Excess of material: More than 3 inches of slack for every 18 inch section of hose routing, except for air conditioner
hoses.
Shortness of material: Less than 1 inch of slack on an 18 inch section of hose routing.

ROUTING
10
ROUTING REQUIREMENTS
ELECTRICAL WIRING
• Electrical ground wire terminals must be securely attached, and the complete terminal surface must contact a
clean bare metal surface. See R414-558 for grounding wire connection practice. Apply electrical contact corrosion
inhibitor Nyogel 759G grease (made by William F. Nye, Inc., New Bedford, MA) per R414-558.
• Don’t bend wires or use tie straps within 75 mm (3 inches) of (connected) wire connectors or plugs
• Electrical wiring must be routed so that other components do not interfere with it
• Electrical wiring must be routed away from moving components so that at least 13.0 mm (0.5 in.) of clearance
exists when the component is in operation and at maximum limits of the component’s travel
• Electrical wiring must be protected in the locations they are routed
• Electrical wiring must be routed to avoid heat sources
• Electrical wiring must be secured to a crossmember when going from one frame rail to the other
• When crossing other components, electrical wiring must have a covering of convoluted tubing, PSA tape, or must
be separated from the component with a standoff or butterfly clamp
• Electrical wiring must not be routed directly over a sharp edge unless separated from the edge by a clip, standoff
bracket, or similar spacing feature that prevents any risk of chafing or cutting
o Alternatively, the installation of windlace applied to the edge along with PSA tape or convoluted tubing on
the harness is acceptable
• Electrical wiring must be routed in a way that will not place strain on connectors.
WIRES IN BUNDLES
Electrical wires (other than the exceptions covered below) running parallel with air or coolant hose bundles, may be
included in the bundle if they are isolated from the hoses with a covering of convoluted plastic tubing.
EXCEPTIONS:
Battery cables (including jump start cables) may be bundled with or tied to the charging wire harness. They shall
not be bundled with or tied directly to any other components, including hoses, wires, or bundles. They shall be
separated from other routed components using butterfly ties at intervals not exceeding 18 inches (356 mm).
Battery strap (W84-1000) tie down shall be used without exception to secure battery cables to frame mounted or
other major component (e.g. engine, transmission, etc.) mounted standoffs at intervals not exceeding 18 inches
(356 mm). The (positive) battery cable shall be covered with convoluted plastic tubing from terminal to terminal.
110/220 volt wires for engine heaters, oil pan heaters, transmission oil heaters, and battery pad warmers shall not
be included in any hose/wire bundle with a fuel hose. Individual heater wires not in a bundle shall be separated
from other components by using butterfly clamps or butterfly ties at intervals not exceeding 18 inches (356 mm).
Heater wires with a secondary covering shall be covered with convoluted tubing whether they are in bundles or
not.

ROUTING
10
WIRES CROSSING OTHER COMPONENTS
Electrical wires crossing over other components, such as lines, bolt heads, fittings, engine components lifting eyes, engine
block, cylinder head, etc., close enough to rub shall be isolated with a covering of convoluted tubing and separated from
the component by using butterfly clamps, butterfly ties, or plastic sheathing. 110/220 volt engine heater wiring shall be
installed with butterfly ties or butterfly clamps
PIPING
Use no street elbows in air brake, water, fuel, or hydraulic systems unless specified on the piping diagram and the build
instructions.
Use no elbows in the air brake system unless specified on the air piping diagram and the build instructions.
HOSES CROSSING COMPONENTS

Hoses crossing over other components close enough to rub shall be protected with a secured covering of convoluted
plastic tubing (part number K344-813), another section of hose, or plastic sheathing (part number K213-1312). The usage
of butterfly ties or butterfly clamps are also recommended.
AIR COMPRESSOR DISCHARGE HOSES

Wires or hoses shall not be tied to the high temperature air compressor discharge hose. Hoses and wires may be routed
across the air compressor discharge hose at a distance of 18 inches (457 mm) or greater from the compressor discharge
port. In this case, the crossing hoses and wires shall be “butterfly” clamped to the air compressor discharge hose and
covered with convoluted tubing at the clamp point (use high temperature clamps on the compressor hose).
BUNDLES
HD mount and tie strap or clamp shall be located at intervals not to exceed 18 inches (356 mm) along the bundle.
Regular tie straps shall be located at intervals not to exceed 7 inches (178 mm) between HD mount or clamps. Extra tie
straps may be used as needed to contain the hoses and wires in the bundle.
ROUTING OF WIRES AND HOSES NEAR MOVING COMPONENTS

Wires and hoses shall be routed away from moving components, such as fans, shackle links, drivelines, steering linkages,
etc. so that there is at least 0.5 inches (12.7 mm) clearance when the component is operating at its maximum travel limits.
A minimum clearance of 1.0 inch (25.4 mm) shall be maintained between steering axle tires (and associated rotating
parts) in all positions and routed components, such as hoses, oil lines, wires, pipes, etc.

ROUTING
10
ROUTING OF WIRES AND HOSES NEAR EXHAUST SYSTEM
TABLE 10-1. Exhaust – System Clearance
Description Shielded Unshielded

Coolant hoses (Silicone, colored) 1” minimum 2” minimum
DEF hose (EPDM) 6” minimum 7” minimum
HVAC hoses, tubing, and hard lines 5” minimum 7” minimum
Electrical wires 6” minimum 8” minimum
Fuel hoses
within 15” of the turbo n/a 4” minimum
over 15” from the turbo 2” minimum 3” minimum
Fuel tanks and hydraulic tanks
crossing tank n/a 2” minimum
parallel to tank n/a 2” minimum
end of tank n/a 1” minimum
aluminum/ceramic-coated exhaust pipe crossing tank n/a 1.5” minimum
Air hose
nylon 6” minimum 8” minimum
wire braid 6” minimum 7” minimum
FIGURE 10-7. Definition of measurements.

APPENDICES
Revision Log
Revision Log – Medium Duty Body Builder Manual

Revision Author Date of Publication Pages # Description of Changes
000 M. Evans 5/3/2021 n/a Initial Release
001 M. Evans 11/18/2022 2-8 Safety Related Systems and Components
3-12 & 3-13 Updated Front Frame Height Chart
3-23 & 3-24 Updated C Dimensions
7-39 – 7-43 Added Terminals and Pins for Body Builder
Connections
8-10 Updated TX-8 PTO Clearance Chart
Peterbilt Motors Company APPENDICES - 1

2.1m Medium Duty Body Builder Manual V2 - Compressed

Uploaded by

Copyright:

Available Formats

2.1m Medium Duty Body Builder Manual V2 - Compressed

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

2.1m Medium Duty Body Builder Manual V2 - Compressed

Uploaded by

Copyright:

Available Formats

Release Date 5/3/2021

This page is intentionally left blank.

SECTION 2: SAFETY AND COMPLIANCE

SECTION 4: BODY MOUNTING

SECTION 5: FRAME MODIFICATIONS

SECTION 6: CAN COMMUNICATIONS

Peterbilt Motors Company ii

TELLTALE ICONS 7-38

SECTION 8: POWER TAKE-OFF (PTO)

SECTION 10: ROUTING

Peterbilt Motors Company iii

Warnings, Cautions, and Notes

INCOMPLETE VEHICLE CERTIFICATION

FIGURE 2-1. Incomplete Vehicle

FIGURE 2-2. Locations of Information Labels - Driver’s

Peterbilt Motors Company 2-2

NOISE AND EMISSIONS REQUIREMENTS

Peterbilt Motors Company 2-3

COMPRESSED AIR SYSTEM

EXHAUST AND EXHAUST AFTERTREATMENT SYSTEM

Peterbilt Motors Company 2-5

AIR INTAKE SYSTEM

CHARGE AIR COOLER SYSTEM

Peterbilt Motors Company 2-6

Peterbilt Motors Company 2-7

SAFETY RELATED COMPONENTS AND SYSTEMS

Peterbilt Motors Company 2-8

TABLE 3-1. Abbreviations Used

FIGURE 3-1. Short Aero Hood (107” BBC) Overall Dimensions

Peterbilt Motors Company 3-2

FIGURE 3-2. Medium Aero Hood (109” BBC) Overall Dimensions

Peterbilt Motors Company 3-3

FIGURE 3-3. Vocational Hood (109” BBC) Overall Dimensions

Peterbilt Motors Company 3-4

Peterbilt Motors Company 3-5

FIGURE 3-5. Cab Dimensions 2.1m Medium Duty

Peterbilt Motors Company 3-6

FIGURE 3-6. Rear Window Dimensions

Peterbilt Motors Company 3-7

FIGURE 3-7. Cab Suspension Dimensions

Peterbilt Motors Company 3-8

FIGURE 3-8. Cab Step Height Dimensions (Table 3-2)

Table 3-2. Cab Step Height

Peterbilt Motors Company 3-9

FIGURE 3-9. Frame Rail Configurations

Peterbilt Motors Company 3-10

FIGURE 3-10. Frame Height

Peterbilt Motors Company 3-11

Peterbilt Motors Company 3-12

TABLE 3-3. Front Frame Ride Height “A” Continued

Peterbilt Motors Company 3-13

TABLE 3-4. Single Drive Rear Suspension Height “C”

Peterbilt Motors Company 3-14

Peterbilt Motors Company 3-15

TABLE 3-6. Bottom of Frame to Bottom of Component Dimension “Y”

Peterbilt Motors Company 3-16

FIGURE 3-11. Frame Space

BASIC FORMULA: BOC Frame Space = Wheelbase - Dimension A - Dimension C - Dimension B

Peterbilt Motors Company 3-17