950G Wheel Loader, 962G Wheel Loader and IT62G Integrated Toolcarrier Power Train Caterpillar

Power Train Electronic Control System

Usage:

950G 2JS

The main functions of the power train electronic control system follow: "Air Inlet Heater Function", "Neutral Start Function", "Manual Shift Function", "Dual Horsepower Function", "Transmission Neutralizer Function", "Parking Brake Function", "Backup Alarm Function", "Ride Control Function (If Equipped)" and "Diagnostic Operation".

Air Inlet Heater Function

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Illustration 1	g00329538
Air Inlet Heater Relay

The air inlet heater relay is an output of the power train electronic control module (ECM). The air inlet heater relay activates or the air inlet heater relay deactivates the air inlet heater. When the power train ECM determines that the operation of the air inlet heater is required, the power train ECM energizes the air inlet heater relay. The air inlet heater relay then activates the air inlet heater with a +battery voltage. When the power train ECM determines that the operation of the air inlet heater is not required, the power train ECM de-energizes the air inlet heater relay. If the air inlet heater relay is de-energized, the air inlet heater is deactivated.

The power train ECM sends a pulse width modulated signal in order to energize the air inlet heater relay. The signal is also used to de-energize the air inlet heater relay. The power train ECM energizes the air inlet heater relay with a pulse width modulated signal of sufficient duty cycle. The power train ECM de-energizes the air inlet heater relay with a pulse width modulated signal which has very little duty cycle. The air inlet heater relay has a connector with two contacts. One of the contacts receives the output signal from connector contact J2-19 of the power train ECM. The other contact returns the signal to the power train ECM at connector contact J2-3 of the power train ECM.

The contact terminal for the air inlet heater relay connects to the +battery at the starting motor. The other contact for the air inlet heater relay is connected to the air heater in the engine air inlet system. The air inlet heater relay is located in the engine compartment on the right side.

Reference: For more information on the power train electronic control module (ECM), refer to the Service Manual module Systems Operation, "Electronic Control Module (Power Train)" for the machine that is being serviced.

Neutral Start Function

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Illustration 2	g00329538
Start Relay

The start relay is an output of the power train electronic control module (ECM). The start relay turns the start solenoid on and off. The start solenoid controls the starting motor. When the operator turns the key start switch to the START position and the power train ECM decides that all the starting conditions are satisfied, the power train ECM energizes the start relay with a +battery signal. The power train ECM will not allow the engine to be started unless the transmission direction and speed control lever (if equipped) is in the NEUTRAL position. The power train ECM will not allow the engine to be started unless the transmission direction control switch (if equipped) is in the NEUTRAL position. If the transmission direction and speed control lever (if equipped) or the transmission direction control switch (if equipped) is in the NEUTRAL position, the power train ECM activates the start relay. The start relay allows the starting motor to turn. The power train ECM will not allow the starter to engage if the engine is running.

The start relay has a connector with two contacts. One contact receives power from connector contact J1-8 of the power train ECM. The other contact returns power to connector contact J2-3 of the power train ECM.

Terminal 3 of the start relay connects to a +battery source. Terminal 4 connects to the start solenoid.

Reference: For more information on the key start switch, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Manual Shift Function

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Table 1
Clutch Solenoid Modulating Valve Logic
Fourth Speed Forward	3 and 2
Third Speed Forward	4 and 2
Second Speed Forward	5 and 2
First Speed Forward	6 and 2
Neutral	3
First Speed Reverse	6 and 1
Second Speed Reverse	5 and 1
Third Speed Reverse	4 and 1
Fourth Speed Reverse	3 and 1

Conventional Steering

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Illustration 3	g00315967
Right Side of the Cab of a Machine that is Equipped with Conventional Steering, Overhead (1) Transmission auto/manual switch. (2) Manual mode position.

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Illustration 4	g00316043
Right Side of the Cab of a Machine that is Equipped with Conventional Steering (3) Transmission downshift switch.

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Illustration 5	g00496504
Transmission Direction and Speed Control of a Machine that is Equipped with Conventional Steering (4) Transmission direction and speed control lever.

In order to manually shift the transmission, auto/manual switch (1) must be in MANUAL position (2). Shifting the transmission is the main function of the power train electronic control module (ECM). The power train ECM interprets operator switch inputs. After the power train ECM interprets the operator switch inputs, the power train ECM shifts the transmission.

Transmission direction and speed control lever (4) is a sealed unit. Transmission direction and speed control lever (4) is mounted on the steering column. Transmission direction and speed control lever (4) allows the operator to select a speed range by rotating the control lever. Transmission direction and speed control lever (4) allows the operator to select a direction by moving the transmission direction and speed control lever forward or backward. The transmission will remain in the selected direction until the transmission direction and speed control lever (4) is moved forward or backward. The transmission will remain in the selected speed until transmission direction and speed control lever (4) is rotated to a different speed.

When transmission downshift switch (3) is depressed, the transmission downshift switch signals the power train ECM to downshift the transmission by one speed.

If second speed forward or second speed reverse are selected, the transmission will shift to first speed by depressing transmission downshift switch (3). The transmission will remain in first speed until transmission direction and speed control lever (4) is shifted into the opposite direction or to the NEUTRAL position.

When the key start switch is turned from the OFF position to ON position, the power train ECM is activated. When the power train ECM is first activated all of the clutch solenoid modulating valves are de-energized. The clutch solenoid modulating valves are de-energized regardless of the position of transmission direction and speed control lever (4) .

The power train ECM then determines if transmission direction and speed control lever (4) is in the NEUTRAL position. The power train ECM disables the transmission if the NEUTRAL position is NOT selected. If the NEUTRAL position is NOT selected, transmission direction and speed control lever (4) must be returned to the NEUTRAL position before a direction can be selected. The power train ECM activates the start relay and the power train ECM allows the engine to start if transmission direction and speed control lever (4) is in the NEUTRAL position.

The power train ECM energizes the clutch solenoid modulating valve of the maximum allowable speed when the engine starts. The maximum allowable speed is determined by the position of the speed selector of transmission direction and speed control lever (4) when the two-position auto/manual switch (1) is in the MANUAL position. If the speed selector of transmission direction and speed control lever (4) is in the THIRD SPEED position, the maximum allowable speed is third speed. The power train ECM allows the initial selected speed to be changed if transmission direction and speed control lever (4) is in the NEUTRAL position.

Note: Transmission direction and speed control lever (4) must be in the NEUTRAL position when the key start switch is turned to the START position. If transmission direction and speed control lever (4) is not in the NEUTRAL position, the start relay will not be activated when the key start switch is turned. For additional information on the neutral start function, refer to "Neutral Start Function".

Reference: For more information on the switches for the transmission direction and speed control lever, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Reference: For more information on the key start switch, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Command Control Steering

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Table 2
Normal Shifting Sequence
Speed Range and Direction	If REVERSE Is Selected, then The Transmission will Shift To.	If NEUTRAL Is Selected, Then The Transmission will Shift To:	If FORWARD Is Selected Then The Transmission Shifts To	If UPSHIFT Is Selected Then The Transmission Shifts To	If DOWNSHIFT Is Selected Then The Transmission Shifts To
4F	4R	Neutral ⁽¹⁾ (4N)	No Change	No Change	3F
3F	3R	Neutral ⁽¹⁾ (3N)	No Change	4F	2F
2F	2R	Neutral ⁽¹⁾ (2N)	No Change	3F	1F
1F	1R	Neutral ⁽¹⁾ (1N)	No Change	2F	No Change
Neutral ⁽¹⁾ (1N, 2N, 3N, 4N)	Last ⁽²⁾	No Change	Last ⁽²⁾	Next ⁽³⁾	Prior ⁽³⁾
1R	No Change	Neutral ⁽¹⁾ (1N)	1F	2R	No Change
2R	No Change	Neutral ⁽¹⁾ (2N)	2F	3R	1R
3R	No Change	Neutral ⁽¹⁾ (3N)	3F	4R	2R
4R	No Change	Neutral ⁽¹⁾ (4N)	4F	No Change	3R

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^( 1 )	The speed and the direction that is shown in bold print is the gear readout.
^( 2 )	A directional shift out of neutral will cause a speed shift to the last speed that was selected in either forward or reverse.
^( 3 )	Speed shifts are allowed when neutral is selected. The gear readout will change the speed that is shown when neutral is selected and a speed shift is made. However, none of the solenoids are activated until forward or reverse is selected.

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Illustration 6	g00496505
Transmission Direction and Speed Control of a Machine that is Equipped with Command Control Steering (5) Transmission direction control switch. (6) Transmission upshift switch. (7) Transmission downshift switch.

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Illustration 7	g00474409
Right Side of the Cab of a Machine that is Equipped with Command Control Steering, Overhead (8) Transmission auto/manual switch. (9) Manual mode position. (10) Fourth speed position. (11) Third speed position. (12) Second speed position.

The optional shift control logic input can be selected with the configuration screen of the Caterpillar Electronic Technician (ET). The optional shift control logic input can be selected with the calibration modes of the Caterpillar Monitoring System. The optional shift control logic input must be selected if the machine is equipped with Command Control Steering.

Transmission auto/manual switch (8) tells the power train ECM of the desired shift mode, AUTO mode or manual mode. The four-position switch is also used to select the top speed for the transmission when the transmission is in the AUTO mode. In order to manually shift the transmission, the four-position auto/manual switch (8) must be in the MANUAL position. Shifting the transmission is the main function of the power train electronic control module (ECM). The power train ECM interprets operator switch inputs. After the power train ECM interprets the operator switch inputs, the power train ECM shifts the transmission.

Transmission direction control switch (5) is located on the steering wheel. Transmission upshift switch (6) and transmission downshift switch (7) are located on the steering wheel. Transmission direction control switch (5) is a three-position switch that selects either forward, neutral, or reverse.

The operator selects a direction by moving transmission direction control switch (5) to one of three positions. Transmission direction control switch (5) tells the power train ECM of the desired direction of travel.

Transmission upshift switch (6) makes momentary contact in order to select the next higher speed. Transmission downshift switch (7) makes momentary contact in order to select the next lower speed. The operator selects a speed range by depressing transmission upshift switch (6) or by depressing transmission downshift switch (7). Transmission upshift switch (6) has two input connections at the power train ECM on connector J1. Transmission downshift switch (7) has two input connections to the power train ECM on connector J1.

Note: The power train ECM requires the correct status of the two transmission upshift switch inputs and of the two transmission downshift switch inputs in order to decide when the power train ECM should make each shift.

Note: The normally closed (N/C) circuit and normally open (N/O) circuit of the transmission downshift switch are used for diagnostic purposes. The normally closed (N/C) circuit and normally open (N/O) circuit of the transmission upshift switch are used for diagnostic purposes. If the normally closed (N/C) circuit and normally open (N/O) circuit are open at the same time, the power train ECM records a fault. If the normally closed (N/C) circuit and normally open (N/O) circuit are grounded at the same time, the power train ECM records a fault.

The power train ECM then determines if transmission direction control switch (5) is in the NEUTRAL position. The power train ECM disables the transmission if the NEUTRAL position is NOT selected. If transmission direction control switch (5) is in the NEUTRAL position, the power train ECM selects the current speed and the current direction as neutral. The power train ECM activates the start relay and the power train ECM allows the engine to start if transmission direction control switch (5) is in the NEUTRAL position.

The initial speed selection is fourth speed when the engine starts with four-position auto/manual switch (8) in the MANUAL position. The clutch solenoid modulating valve for fourth speed will remain energized until transmission downshift switch (7) is depressed.

Note: Transmission direction control switch (5) must be in the NEUTRAL position when the key is turned to the START position. If transmission direction control switch (5) is not in the NEUTRAL position, the start relay will not be activated. For additional information on the neutral start function, refer to "Neutral Start Function".

Reference: For more information on the Caterpillar Monitoring System, refer to the Service Manual module Systems Operation, "Caterpillar Monitoring System" for the machine that is being serviced.

Reference: For additional information on the transmission direction control switch, transmission upshift switch, and the transmission downshift switch, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Reference: For more information on the key start switch, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Dual Horsepower Function

The 962G Wheel Loader and the IT62G Integrated Toolcarrier are equipped with a dual horsepower function. The power train electronic control module (ECM) controls the dual horsepower function. When the transmission is in first speed and the engine speed is above 2100 rpm the power train ECM turns off the dual horsepower function. This selects the low horsepower. When the engine speed drops below 1900 rpm and the transmission is in first speed the dual horsepower function is turned on by the power train ECM. This selects the high horsepower.

Transmission Neutralizer Function Machines without the Integrated Braking System

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Illustration 8	g00774023
(13) Transmission Neutralizer Limit Switch

Transmission neutralizer limit switch (13) is located in the cab in the left brake pedal assembly. The neutralizer switch is a two-position limit switch. The neutralizer switch informs the power train ECM when the operator presses the left brake pedal. When the left brake pedal is depressed, the transmission neutralizer limit switch is actuated. When the transmission neutralizer limit switch is actuated, the transmission neutralizer limit switch signals the power train ECM to shift the transmission to neutral.

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Illustration 9	g00495628
(14) Transmission neutralizer override switch.

Transmission neutralizer override switch (14) is an input of the power train ECM. The transmission neutralizer override switch signals the power train ECM to enable the neutralizer function. Transmission neutralizer override switch (14) is a two-position rocker switch.

Transmission neutralizer limit switch (13) only operates when transmission neutralizer override switch (14) is in the UNLOCKED position. Press the bottom of the switch in order to activate transmission neutralizer limit switch (13). Press the top of the switch in order to deactivate transmission neutralizer limit switch (13).

The transmission is neutralized by de-energizing the selected direction clutch solenoid. The selected speed clutch solenoid is still energized. The engine rpm will increase when the transmission is neutralized due to the no-load condition from the transmission. This allows full hydraulic power for bucket operation.

Note: The gear/direction readout on the Caterpillar Monitoring System changes when the transmission is neutralized. The Caterpillar Monitoring System continues to show the speed that is selected but the direction will read neutral.

Reference: For more information on the transmission neutralizer limit switch, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Reference: For more information on the transmission neutralizer override switch, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Transmission Neutralizer Function Machines with Integrated Braking System

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Illustration 10	g00774015
(15) Left Pedal Position Sensor

Left pedal position sensor (15) is located in the cab in the left brake pedal assembly. The neutralizer is a 72° position sensor. The left pedal position sensor sends an input to the power train ECM when the operator pushes the left pedal past the calibrated neutralization point. The machine must be moving forward and less than 6 mph or the machine must be moving forward in first gear and less than 3 mph. When the auto/manual switch is in the 1-4position the machine will only neutralize in first speed. The transmission neutralizer override switch must be in the enabled state.

The maximum position of the left brake pedal will be retained in the power train ECM until the pedal is fully released. After the left pedal is fully released the power train ECM is prepared to receive the next maximum position of neutralization.

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Illustration 11	g00774032
Transmission Neutralizer Override Switch

Transmission neutralizer override switch (16) is a momentary switch. The transmission neutralizer override switch (16) signals the power train ECM to disable the neutralizer function. The neutralizer will remain off until the transmission neutralizer override switch is pushed again or the engine is restarted.

Reference: For more information on the Transmission neutralizer override switch, refer to the Service Manual moduleSystem Operations, "Switches" for the machine that is being serviced.

Reference: For more information on the left pedal position sensor, refer to the Service Manual moduleSystem Operations, "Sensors" for the machine that is being serviced.

Parking Brake Function

The parking brake function prevents the operator from operating the machine while the parking brake is engaged. Driving through the parking brake causes accelerated wear to the friction components of the parking brake.

When the parking brake control is disengaged, the transmission will shift normally. When the parking brake control is engaged, the transmission will not shift out of neutral to first speed forward or first speed reverse. If the transmission is in first speed forward or in first speed reverse and the parking brake is moved to the engaged position, the transmission will shift into neutral. All of the clutch solenoid modulating valves are de-energized. If the transmission is in second speed forward or in third speed forward, the transmission will remain engaged.

The parking brake function activates a warning category 1 or a warning category 3 on the Caterpillar Monitoring System.

Warning category 1 is activated whenever the parking brake is engaged. The parking brake indicator will flash.

While the parking brake is engaged, warning category 3 will be activated. This will occur if the operator places the transmission direction control lever (if equipped) or the transmission direction control switch (if equipped) in the FORWARD position or the REVERSE position. The parking brake indicator will flash and the action lamp will flash. The action alarm will sound.

When the parking brake is engaged and the transmission is in first speed, the power train ECM shifts the transmission to neutral. The power train ECM also sends the parking brake status to the Caterpillar Monitoring System via the CAT Data Link. When the parking brake is engaged, the alert indicator for the parking brake flashes on the Caterpillar Monitoring System. If the operator selects the FORWARD position or the REVERSE position and the parking brake is engaged, the Caterpillar Monitoring System initiates a Warning Category 3. A Warning Category 3 causes the parking brake indicator and the action lamp to flash. The action alarm will also sound.

Reference: For more information on the Caterpillar Monitoring System, refer to the Service Manual module Systems Operation, "Caterpillar Monitoring System" for the machine that is being serviced.

Reference: For more information on the parking brake pressure switch, refer to the Service Manual module Systems Operation, "Switches" for the machine that is being serviced.

Parking Brake Drive Through

The power train ECM will allow the operator to drive through the parking brake. The machine should be moved only for a short distance.

In order to drive through the parking brake, the operator must select first speed forward or first speed reverse. The operator must then move the transmission direction control lever (if equipped) or the transmission direction control switch (if equipped) to the NEUTRAL position. The operator must then move the transmission direction control lever (if equipped) or the transmission direction control switch (if equipped) to the previous direction that was selected.

Backup Alarm Function

The backup alarm function alerts surrounding personnel that the machine is backing up. The backup alarm is an output of the power train electronic control module (ECM). The power train ECM activates the backup alarm relay when the transmission direction control lever (if equipped) or the transmission direction control switch (if equipped) is in the REVERSE position. The backup alarm relay then activates the backup alarm. The backup alarm receives a +battery signal from the power train ECM when the backup alarm is activated.

The backup alarm has two terminals for electrical connections. One terminal receives power from connector contact J2-37 of the power train ECM. The other contact returns power to connector contact J2-3 and J1-7 of the power train ECM.

Ride Control Function (If Equipped)

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Illustration 12	g00473492
Ride Control Switch

Ride control is an optional function that is enabled by a programmable parameter via the Caterpillar Electronic Technician (ET). Ride control can also be enabled by the calibration mode of the Caterpillar Monitoring System. Ride control is enabled when the operator places the ride control switch in the ON position or the AUTO position. In the ON position, ride control is activated at all times and the power train ECM continuously energizes the ride control solenoid. In the AUTO position, ride control is activated and ride control is deactivated. Ride control is activated when the machine ground speed increases above approximately 6 mph. Ride control is deactivated when the machine ground speed is below approximately 5.5 mph. When the ride control switch is in the AUTO position, the default speed is set to 6 mph. The default speed can be changed with the configuration screen of the Caterpillar Electronic Technician (ET). As ride control is activated and deactivated the ride control solenoid is energized and de-energized.

Ride control is available in two versions, standard and improved. The standard version of ride control uses one ride control solenoid. The improved version of ride control uses two ride control solenoids.

The ride control solenoid for standard ride control is an output of the power train ECM. The ride control solenoid turns the ride control system on and off. When ride control is enabled, the ride control solenoid is energized. When ride control is disabled, the ride control solenoid is de-energized. The ride control solenoid has a connector with two contacts. One contact receives power from the connector contact J1-18 of the power train ECM. The other contact returns power to the connector contact J2-3 of the power train ECM.

The two ride control solenoids for improved ride control are outputs of the power train ECM. The ride control solenoids turn the ride control system on and off. When ride control is disabled, the number one ride control solenoid is de-energized and the number two ride control solenoid is energized. When ride control is enabled, the number one ride control solenoid is energized 5 seconds after the number two ride control solenoid is de-energized. The delay time can be changed with the ride control equalization pressure time parameter of the Caterpillar Electronic Technician (ET). Both of the ride control solenoids have a connector with two contacts. The number one ride control solenoid receives power from the connector contact J1-18 of the power train ECM. The number two ride control solenoid receives power from the connector contact J1-12 of the power train ECM. Both of the ride control solenoids return power to connector contact J2-3 of the power train ECM.

Reference: For more information on the Caterpillar Monitoring System, refer to the Service Manual module Systems Operation, "Caterpillar Monitoring System" for the machine that is being serviced.

Diagnostic Operation

The power train electronic control module (ECM) detects faults that occur in most of the input circuits and the output circuits. A fault is detected when the signal at the contact of the power train ECM is outside a valid range. The power train ECM then records the fault. If the fault goes away, the fault information remains stored for future reference.

The diagnostics of the power train ECM are available to assist with the troubleshooting of detected faults. A service code is used to specify each fault. These service codes are shown in the display area of the Caterpillar Monitoring System. Service codes consist of three identifiers: MID, CID and FMI.

Module Identifier (MID) - The MID is a three-digit code that is shown on the display area. The MID is shown for approximately one second before the service code that is shown in the same area. The power train ECM that has diagnosed the fault is logged by the MID. The following examples are of some MID.

Caterpillar Monitoring System ... 030

Power Train ECM ... 081

Implement ECM ... 082

Note: The MID of the power train control is 081. Make sure that the number 081 precedes the service code of the fault if you are troubleshooting the power train system. The Caterpillar Monitoring System also shows service codes of the faults that are not related to the power train system. MID 081 identifies the power train ECM as the source of the service code.

Component Identifier (CID) - The components that are faulty are noted by the CID. The following components are examples: start relay and reverse solenoid. The CID is a four digit code that is shown on the display area. The CID and the FMI are shown together after the MID has been displayed.

Reference: For a list of CID codes for the power train ECM, refer to the Service Manual module for Testing And Adjusting, "Troubleshooting Service Codes" for the machine that is being serviced.

Failure Mode Identifier (FMI) - The FMI tells the type of failure that has occurred. The following situations are examples: voltage above normal, current below normal and abnormal frequency. The FMI is a two digit code that is shown on the display area. The CID and the FMI are shown together after the MID has been displayed. A decimal point "." precedes the FMI.

Reference: For a list of the FMI for the power train ECM, refer to the Service Manual module Testing And Adjusting, "Troubleshooting Service Codes" for the machine that is being serviced.

The power train ECM does not have a display area for displaying diagnostic information to service personnel. Diagnostic information concerning the power train system is sent on the CAT Data Link to the Caterpillar Monitoring System. Service personnel must be familiar with the Caterpillar Monitoring System in order to troubleshoot the power train system.

The service mode of the Caterpillar Monitoring System allows service personnel to see the faults that were detected by the power train ECM. The service mode of the Caterpillar Monitoring System allows service personnel to troubleshoot the faults that were detected by the power train ECM. While the Caterpillar Monitoring System is in the service mode, the service code for any detected fault of the power train electronic control system is shown in the display area of the Caterpillar Monitoring System.

When the service mode is first entered, all service codes for any detected faults scroll in the display area. For troubleshooting and clearing, the particular service code must be placed on hold. The display area continuously alternates between showing the MID, and then showing both the CID and the FMI of the particular service code for the fault that is on hold.

The Caterpillar Monitoring System enters service mode when ground is removed from the service input and the clear input. The mode number 3 for service mode is shown in the display area of the Caterpillar Monitoring System. To place a service code for a fault on hold, ground the service input. To clear a service code for a fault on hold, ground the clear input. The Caterpillar Monitoring System exits service mode when the service inputs and clear inputs are grounded at the same time.

Note: The time that is needed to clear a fault and the time that is needed to set a fault can last less than 1 second up to 60 seconds.

Reference: For more information on the CAT Data Link, refer to the Service Manual module Systems Operation, "CAT Data Link" for the machine that is being serviced.

Reference: For more information on troubleshooting the power train ECM, refer to the Service Manual module Testing and Adjusting for the machine that is being serviced.

Reference: For more information on troubleshooting the power train electronic control system, refer to the Service Manual module Testing and Adjusting for the machine that is being serviced.

Reference: For more information on the Caterpillar Monitoring System, refer to the Service Manual module Systems Operation, "Caterpillar Monitoring System" for the machine that is being serviced.

Note: For more information on the display of the faults of the power train electronic control system, refer to the Service Manual module Systems Operation, Testing and Adjusting, SENR1394, "Caterpillar Monitoring System".

Note: For more information on troubleshooting the faults of the power train electronic control system, refer to the Service Manual module Testing and Adjusting for the machine that is being serviced.