Systems Operation

Vital Information Management System (VIMS)

General Information

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VIMS display components.

(1) Gauge cluster module
(2) Speedometer/tachometer module
(3) Message center module
(4) Alert indicator
(5) Data logging indicator

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(6) Gauges
(7) Tachometer
(8) Ground speed readout
(9) Actual gear indicator
(10) Message area
(11) Universal gauge
(12) Gauge warning area

The VIMS keypad module that is used on the Off-Highway Trucks and the Large Hydraulic Excavators
(13) "Gauge" Key
(14) Key pressed indicator
(15) Backward arrow key
(16) Forward arrow key

The VIMS keypad module that is used on the Large Wheel Loaders
(13) "Gauge" Key
(14) Key pressed indicator
(15) Backward arrow key
(16) Forward arrow Key

The Vital Information Management System (VIMS) is a state-of-the-art onboard system with the following
features:
• Machine systems are monitored for the operator.
• Payload productivity information is measured by the system and stored in onboard memory. This
information can be downloaded later for analysis.
• Abnormal machine conditions and/or incorrect operation of the machine are identified. The
diagnosis of these abnormal conditions will allow the operator to modify the operation of the
machine in order to correct the problem. The service technician is able to schedule maintenance
for the machine if the condition is not related to the operation of the machine.
• Prognostic information that can help predict potential problems before failures can occur. This
allows the maintenance of the machine to be scheduled during the preventive maintenance
servicing interval.

The components of the typical VIMS are listed here:

• Up to eight interface modules
• The main module
• VIMS keypad
• Display components
• Switches
• Sensors
• Solenoids
• Warning lamps
• Warning alarms

Data Links
All VIMS modules communicate with each other, with other electronic controls on the machine and with
systems off the machine through data links. The five VIMS data links are listed here:

CAT Data Link - This two wire serial data link allows communication between the VIMS modules and
other machine control systems.

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Display Data Link - This four wire data link allows communication between the VIMS main module and
all display components except the keypad.

Keypad Data Link - This two wire data link allows communication between the VIMS main module and
the keypad.

RS-232 Data Link (Service Tool) - This three wire serial data link allows communication between the
VIMS main module and the service tool (laptop computer).

RS-232 Data Link (Broadcast) - This three-wire serial data link allows communication between the
VIMS main module and other off-board systems (non service tool). Onboard data can be passed from the
machine hands free if a user supplied system such as radio telemetry is connected to this port. This port can
be configured by the configuration software on the large wheel loaders as a payload printer port instead.

Data
The Vital Information Management System uses four types of data. The four types of data are listed here:

Sensed - Data is read from the sensors and the switches. The sensors and the switches communicate with
the interface modules.

Internal - The data is generated within the VIMS main module. The date and time are examples of internal
data.

Communicated - The data is received through the CAT data link from other machine systems. For
example, the engine speed is received through the CAT data link from the electronic engine control.

Calculated - Data mathematically determined by the VIMS main module. For example, the event duration
is calculated and stored in the event list.

Events
Table 1
VIMS EVENTS
Data Event (1) Maintenance Event (2)
Filters Open Sensor Circuits, etc.
Temperature Calibration
Possible Machine Damage
Performance (Payload)
Location (GPS)
(1)
This term was formerly referred to as a machine event.
(2)
This term was formerly referred to as a system event.

The operator is alerted to the existence of all abnormal machine conditions by VIMS. All abnormal
machine conditions are called data (machine) events. A high engine coolant temperature is an example of
a data event. The operator is alerted to problems in the VIMS modules and other electronic modules on the
machine. The electronic system failures are called a diagnostic type of maintenance (system) events. The
signal voltage of the coolant temperature sensor that is above normal is an example of a maintenance event.
Stored VIMS event (data and maintenance) information is used to assist service personnel with machine
maintenance and troubleshooting.
DATA (MACHINE) events are related to a machine system. The operator needs to RESPOND to this event
in most cases. For example, the operator needs to modify operation in order to cool the converter oil
temperature when the temperature is too high. When such an event is present, pressing the "F1" key will

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show more information. The operator is shown additional information on the second line of the message
center. During temperature warnings, the "F1" key will cause the display to show the actual temperature of
the machine system.
MAINTENANCE (SYSTEM) events are related to an electrical system problem that requires a service
technician to PERFORM SERVICE or MAKE A REPAIR. When a diagnostic code is present, pressing the
"F1" key will display the diagnostic codes for the MID, the CID and the FMI. When a MID for a different
system is displayed in place of a MID for VIMS, refer to the applicable Service Manual for that electronic
control.
Note: Multiple events (data and maintenance) for a single machine condition may occur. The Vital
Information Management System can determine if the actual cause of a stored event is due to a faulty
component or a true abnormal condition.

Feature Variations
The same VIMS operates on a variety of different machines. All the possible VIMS functions are not
performed on every machine. Configuration software is used in order to identify the type of VIMS
machine. The configuration software also identifies the available VIMS functions. The number of VIMS
modules and the type of VIMS modules may vary in different applications.
The quantity of VIMS display components and the type of available indications are listed here:
• Quad gauge modules (1) are used in order to show changing machine conditions.
Speedometer/tachometer modules (2) are used to show changing machine conditions. Tachometer
gauge (7) shows engine speed (RPM) information. Gauges (6) are used to display information
such as temperature, pressure and level.
• One two-digit gear readout (9) per speedometer/tachometer module shows the actual transmission
gear and the direction information.
• One three-digit speed readout (8) per speedometer/tachometer module shows the ground speed
information ("[MPH (km/h)]").
• One alert indicator (4) per message center module shows that an event has been detected and the
event is present.
• One data logging indicator (5) per message center module shows that the data logging function is
active. The data logging indicator indicates that the data logger was activated via the keypad.
• One universal gauge (11) per message center module (3). The value of the parameter that is
displayed on message area (10) will be indicated by the universal gauge.
• One message area (10) per message center module. The parameter name, status and operator
instructions are information that is displayed on the message area.
The type of indications and the quantity of indications that are used in the VIMS display area will vary
according to the application. All the indications that are used in the VIMS display area may not be used on
every machine. A machine may use one or two of the message center modules. In addition to the above
indications, the action lamp and the action alarm indicate the severity (warning category) of a problem. The
service indicator lamp alerts the service technician of an event that has occurred. The service indicator lamp
indicates that the event is present.
Diagnostic information is stored for all maintenance (system) events even if the event is not present at the
time of troubleshooting. A lap top personal computer (PC) is used as the VIMS service tool. Refer to the
Testing and Adjusting, "Off-Board Service Tool" section for more information.

Stored Data
The occurrence of certain VIMS events and real time machine conditions are recorded in on board VIMS
memory. The information is organized into seven categories. This information is used to analyze machine
problems and forecast machine problems. The information is typically used at a later date by service
technicians or management. The seven categories of information are listed here:

Event List/Summary List - The event list is a record of stored events (what happened and when) that have
occurred on the machine. Not all events are stored. The record contains the last 500 events (data or

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maintenance) that are listed in chronological order. This means that the events are listed in the order of
occurrence. The newest events appear at the top of the list. The event list transfers the oldest data into the
event summary list when the event list exceeds 500 records. The event summary list is composed of the
first five occurrences, the last five occurrences and the worst five occurrences that are recorded for any of
the data events. The event summary list is limited to storing only 500 records. Maintenance events can be
identified by the diagnostic codes (MID, CID and FMI).
All other events are data events. The event list is accessible from the message center or with the service
tool.
Note: All events that contain the MID, the CID and the FMI information are the diagnostic type of
maintenance event. Not all events without the MID, the CID and the FMI information are data events. An
example of a maintenance event without diagnostic codes is an open wire in the "hydraulic oil level
circuit". Remember that a "2-wire" switch circuit (open switch) can report a true condition that relates to a
parameter. This same "2-wire" switch circuit can indicate a system failure (open wire) but the failure is
reported as low hydraulic oil level.

Snapshot (Event Recorder) - The Snapshot (event recorder) stores a segment of history in real time for all
parameters (channels) at a one second interval. The snapshot relates to a set of "predefined events". A
snapshot is triggered automatically for a severe event. The snapshot is then stored in memory. The
configuration software designates the events that are considered to be severe events. The keypad can be
used to initiate a snapshot manually. A snapshot consists of a "flight recording" of all parameters that
describe system conditions that happened from five minutes before the event to one minute after the event.
This strategy is applied to snapshots that are triggered immediately after key ON. However, a portion of the
five minutes of data that occurred prior to the event that triggered this snapshot was actually captured prior
to turning the key start switch OFF. This data may have been stored hours or days before the event that
triggered the snapshot.
The VIMS has the capability of storing two sets of snapshot information. If a snapshot is in the process of
being recorded and a second snapshot is triggered the second snapshot is ignored.
The snapshot is accessible only with the service tool.

Data Logger - The data logger captures all the machine parameters (channels) that are monitored by
"VIMS". The data logger is recorded in real time at "one second intervals". The operation of the data logger
is similar to the snapshot (event recorder). However, the data logger can not be triggered automatically. The
manual triggering of the data logger can only be done by the service tool or the keypad. The logger can be
started and stopped with a total recording time of 30 minutes.
The data logger is accessible only with the service tool. The data logger can be reset by the service tool or
the keypad.
Note: Truck payload cycle data (time and date) can be used as data logger basic information in place of this
data logger.

Trends - Trend information consists of the minimums, maximums and averages of parameter data over
time. Trend information is viewed with VIMS-PC software. The trend information is displayed as a graph
or the trend information is tabulated as columns of data. An example of trend information is the average
brake temperature per hour. Trend information is recorded for predefined parameters for each machine.
Trend information is recorded under the specified guidelines that are listed here:
• All one hour continuous trends begin when the key start switch is turned to the ON position.
• Trend data that is collected during a period less than one hour when the key start switch is turned
to the OFF position is discarded.
• Trend points are the average of each trend that was captured during the past hour. Each trend must
meet the conditions that are set for that trend. For example, a boost trend is captured each time that
the coolant temperature and the engine load have exceeded the "trap "conditions. A single trend
point for the designated hour is calculated and stored when the measured trends are averaged over
one hour.

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The trend data point or the responsible failure mode identifier are stored according to the guidelines that are
listed below:
1. At least one Trend condition was met during at least one continuous hour.
2. FMI 19 conditions not met is stored or the actual FMI that was responsible for the conditions that
were not met for the entire store.
Trends are accessible only with the service tool.
Note: Refer to table 3 for the recommended download information for trends and the recommended reset
information for trends. This should help prevent the loss of data or the corruption of data. Machines that
were built after June 1996 use the 9.X class of onboard configurations. The 9.X class of onboard
configurations will not damage the data. The configuration simply drops off oldest data.

Table 2
Recommended Service Meter Hour Download and Reset Times for Trends
On Board "OHT" "LWL" "LHEX"
Software
6.8X Reset before 500 hours (1) N/A Reset before 500 hours (1)
(1)
7.0X Reset before 500 hours N/A N/A
9.0X Reset before 1000 hours (2) Reset before 500 hours (2) N/A
9.3X Reset before 1000 hours (2) Reset before 500 hours (2) Reset before 3500 hours (2)
9.4X Reset before 1000 hours (2) Reset before 500 hours (2) N/A
(2)
9.5X Reset before 1000 hours Reset before 500 hours (2) Reset before 3500 hours (2)
9.6X Reset before 1000 hours (2) Reset before 3500 hours (2) N/A
(1)
The Trends are not correctly time stamped. The "Trend data" will be incorrect if the data is not downloaded and
then reset in less than 500 hours. The roll over point is determined by the configuration software.
(2)
The trends are time stamped while being collected onboard. This ensures that the trend is correct any time that
the trends are downloaded. Roll over is determined by the configuration software. At roll over, the oldest
Trends are covered up with new trend data.

Cumulative - Cumulative information is the number of occurrences (counts) of specific events. An

example of cumulative information is total engine revolutions or total fuel consumption over the life of the
machine or component. Cumulative information is recorded for a standard set of parameters. The
parameters are defined in the configuration software for each machine. The "9.5X" class of source software
uses the "configuration type" in order to determine that a new machine's software has been flashed into
memory. Stored cumulative information is retained during flashing of 9.5X or later classes of source and
configuration software. The on board system collects life-time cumulatives with no need to reset. The
situations that will cause an automatic resetting of the cumulatives are listed here:
• A new "configuration type" is flashed into the onboard memory. A VIDS 992G configuration that
is replaced by a VIMS 992G configuration is a typical example of changing the configuration
type.
Note: The term configuration type describes the system (VIMS or VIDS) and the model of the machine.
• A configuration is loaded with any changes to the methods of calculating and storing cumulative
data. The change indicates that a correction has actually been made to the configuration or the
VIMS main module has just been installed from a different VIMS application. The new VIMS
main module may not recognize the methods of calculating and storing cumulative data that is
used by the configuration.
• The VIMS internal backup battery is removed while the disconnect switch is in the OPEN
position.
Resetting of cumulatives manually is not required. If the user desires, the cumulatives may be reset
manually. The reset process clears all cumulatives. Because there is only one choice, cumulatives can not
be reset individually. If a reset of cumulatives is requested, all the cumulatives will be reset.
Cumulatives are accessible only with the service tool.
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Table 3
Recommended Service Meter Hour Download and Reset Times for Cumulatives
On board "OHT" "LWL" "LHEX"
Software
6.8X Reset before 750 hours (1) N/A Reset before 750 hours. (1)
7.0X Reset before 750 hours. (1) N/A N/A
9.0X Reset before 750 hours. (1) Reset before 750 hours. (1) N/A
9.3X Reset before 750 hours. (1) Reset before 750 hours. (1) Reset before 750 hours. (1)
(1) (1)
9.4X Reset before 750 hours. Reset before 750 hours. N/A
(2) (2)
9.5X No reset is necessary. No reset is necessary. No reset is necessary. (2)
(2) (2)
9.6X No reset is necessary. No reset is necessary. N/A
(1)
Cumulative data will begin to saturate at approximately 1000 hours. This means that a maximum number will
be reached and then increase no further.
(2)
The 9.5X or later on board software allows for the collection of lifetime cumulative records.

Histograms - Histogram information records the history of a parameter since last reset. For example, a
histogram of the engine speed would indicate the percentage of time that the engine operated within a
defined speed limit (example 0-699, 700-1299, 1300-1699, 1700-2199, 2200-up) and the time interval
(example 25 to 475 SMH or 1January 1996 to 2February 1996) of the data gathered. Histograms can be
used to evaluate the range of operation for a parameter.
Histograms are accessible only with the service tool.

Table 4
Recommended Service Meter Hour Download and Reset Times for Histograms
On Board "OHT" "LWL" "HEX"
Software
6.8X DO NOT RESET. (1) N/A DO NOT RESET (1).
(2)
7.0X Reset before 750 hours N/A N/A
(2) (2)
9.0X Reset before 750 hours Reset before 750 hours N/A
9.3X Reset before 750 hours (2) Reset before 750 hours (2) Reset before 750 hours (2)
9.4X Reset before 750 hours (2) Reset before 750 hours (2) N/A
(2)
9.5X Reset before 750 hours Reset before 750 hours (2) Reset before 750 hours (2)
(2) (2)
9.6X Reset before 750 hours Reset before 750 hours N/A
(1)
Never Reset, the data will be permanently corrupted.
(2)
Saturation could occur, meaning a maximum number will be reached and increase no further, between 1000
and 2000 hours for some parameters.

VIMS History
Hardware
This manual describes the V2.0 and V3.0 versions of VIMS hardware. The original V2.0 VIMS hardware
(main and interface modules) went into production in the third quarter of 1994. In the third quarter of 1996,
V3.0 hardware began production. The interface modules have the same physical appearance. Part numbers
are the only way to tell the difference. V2.0 main modules have the backup battery holder for stored data on
the side of the module. In order to access the battery, a black "knob" needs to be unscrewed. V3.0 main
modules have an "egg shaped" cover on the top of the module. In order to gain access to the battery, two
screws must be removed. The battery is flat with four pin type contacts on the bottom. An L-shaped tool is
required to pry the battery out.

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VIMS onboard features are based on the hardware and the source software. This chart lists the
combinations of the production hardware and the software classes.

Table 1
VIMS Hardwareand Software Class History
Software Class Model Usage Hardware Version
6.X LHEX/OHT 2.0
7.X OHT 2.0
8.X (1) LWL 3.0
9.X LHEX/LWL 3.0
9.3X LHEX/LWL/OHT 3.0
9.4X LWL 3.0
9.5X OHT/LHEX/LWL 3.0
9.6X LWL/OHT 3.0
9.62X LWL/OHT 3.0
(1)
8.X was used in a limited field test.

Table 2
VIMS Hardware Part Numbers
Version Main Interface Battery
2.0 3E-3666 3E-3667 9X-5402
115-0648 118-9634
118-9636 123-8164
124-6134
3.0 130-5131 138-1756 101-1785
165-8682 144-7172

All modules are backward compatible. However, the modules are not usually forward compatible. Refer to
the product support group of the business unit for more information. However, 9.X software must be used
with V3.0 modules to gain full benefits and features. As an example, a V3.0 main module can be used on a
machine that was built with the V2.0 module. This combination of hardware will work. However, not all of
the features that are available with the V3.0 hardware will not work.

Software
The VIMS main module is a dedicated computer. The computer is dedicated to the task that is described in
this manual. The main module must be loaded with two basic sets of software:
• An operating system (similar to MS-DOS on a PC).
• An application program (similar to a word processing program on a PC)
The operating system software that is required by the main module is called source or source software. This
software file may be identified on a PC with the file extension of "src". Features are determined by the on
board class. The version of source software is considered to be generic because the same version of source
software will eventually be used for most applications of VIMS.
The application program is called a configuration. Configuration software provides the main module with
the specific parameters that are used by the machine. Some examples of the information that is provided in
the configuration software are listed here: the engine speed which is considered as an overspeed, the system
voltage that is considered too low and the basic guidelines for operator warnings.

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VIMS Onboard Software Class History
VIMS on board features are based upon hardware and source software. A complete history of the VIMS
source software classes ("change levels") that have been used are listed in Table 3. The 9.X class of
software is the focus of this document. The 9.X class of software is also called later software (9.3X, 9.4X,
ect.). The source software that was used prior to the 9.X class of source software is called earlier. THE
CONFIGURATION SOFTWARE IS DESIGNED TO BE USED WITH A PARTICULAR PART
NUMBER OF THE SOURCE SOFTWARE (CLASS) AND THE CONFIGURATION MUST BE USED
WITH ONLY THAT PART NUMBER.

VIMS Hardware, Software, and Service Tool History

Total VIMS features are based upon onboard hardware, onboard software and the VIMS-PC software in the
service tool. Table 3 lists the serviceable combinations of the hardware and software.

Table 3
VIMS Approx. Production Software Model Hardwar VIMS-PC ISB
Source Pt. No. Usage e Version Version
Software Version
Class
6.X 7/93 122-4810 LHEX 2.0/3.0 1.2/2.0/2.1/2.2/2.3/2.4 1.0/1.1
9/94 OHT
7.X 11/95 130-1345 OHT 2.0/3.0 1.2/2.0/2.1/2.2/2.3/2.4 1.0/1.1
(1)
8.X 6/95 132-1968 LWL 3.0 2.0/2.1/2.2/2.3/2.4 1.0/1.1
9.X 7/96 133-4304 LHEX 2.0/3.0 2.0/2.1/2.2/2.3/2.4 1.0/1.1
3/96 LWL
9.3X 12/96 140-9474 LHEX 2.0/3.0 2.1/2.2/2.3/2.4 1.0/1.1
OHT
LWL
9.4X 5/97 147-2046 LWL 2.0/3.0 2.3 or later 1.1
9.5X 3/98 151-1293 OHT 2.0/3.0 2.3 or later 1.2
LHEX
LWL
9.6X 3/99 157-2892 LWL 2.0/3.0 VIMSpc99 N/A (4)
OHT
LWL
9.62X 12/00 199-6528 2.0/3.0 VIMSpc99 (V2.0.3) N/A (4)
OHT
(1)
This version of software was used in limited field test only.
(4)
VIMSpc99 is used to modify VIMS configuration software.

Normal Operation

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Gauge Cluster Module
(1) Gauge warning area
(2) Pictograph symbol

Speedometer/Tachometer Module
(3) Tachometer
(4) Pictograph symbol
(5) Ground speed readout
(6) Transmission actual gear readout

Message Center Module

(9) Alert indicator
(10) Data logging indicator
(11) Message area
(12) Universal gauge
(13) Gauge warning area

During normal operation, the VIMS display components provide the operator and the service technician
with the information that is listed here:
• The display components indicate whether the Vital Information Management System is operating
properly. Whenever the key start switch is turned to the ON position, some of the VIMS outputs
(gauges and message center module) briefly operate. This is a system self-test of the display
components. See the Systems Operation, "System Self Test" topic for the complete test of the
VIMS outputs.
• The measured value of present system conditions are shown on the display components. The
machine systems are continuously monitored. The normal range value of the gauges in the quad
gauge module are shown in the central region.
• The display components will indicate whether an abnormal machine system condition (data event)
exists. The machine systems are continuously monitored. When an abnormal condition (problem)
exists, alert indicator (9) FLASHES. Message area (11) shows the system parameter with the
abnormal condition and the value of the parameter. Universal gauge (12) also shows the relative
value of the abnormal parameter. The service indicator lamp is turned ON and the event may be
stored in the memory of the main module. A problem that is more severe requires the action lamp
to FLASH and the action alarm is required to SOUND. See the Systems Operation, "Warning
Operation" section.
• The display components will indicate when a VIMS failure (maintenance event) exists.
Continuous checks are made for the existence of electrical failures in the VIMS modules and in
the other electronic control modules (engine, transmission, etc) installed on the machine. When the
Vital Information Management System detects a diagnostic type of maintenance event (system
event), the service indicator lamp is activated. The event is shown on the message area. The event
is also stored in the main module memory. See the Systems Operation, "Service Operations"
section.
The Vital Information Management System enters the normal mode when the key start switch is turned to
the ON position. This is the mode of "normal" operation. The system will enter the normal mode after the
installation of valid source software and configuration software. Refer to the Systems Operation, "Main
Module" section of this manual for additional information on the modes of operation.

Service Operations
Numerous VIMS service operations can be initiated by the operator or a service technician. A unique
service program code (SPC) is assigned to each of the service operations. The service program codes are
entered through the VIMS keypad module. Entering the service program code starts the corresponding
service operation. The service operations are listed in Table 1.

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Table 1
VIMS Service Operations
Service Operation Service Program Code Service Program Code No.
Attachment Code – Configure "ATTACH" 288224
Calibration Modes – Enter "SERV" 7378
Data Logger - Reset "DLRES" 35737
Data Logger - Start/Stop "DLOG" 3564
Display Backlighting - Set "BLT" 258
Display Contrast – Set "CON" 266
Display Language – Set "LA" 52
Display Units - Set UN 86
Event - Configure (9.6X or later) "ESET" (1) 3738
Events Acknowledged - Show "EACK" 3225
Event List - Show "ELIST" 35478
Event Recorder – Start "EREC" 3732
Events Statistics – Show "ESTAT" 37828
Lubrication Cycle Times - Set "LUBSET" 582738
Lubrication Manual - Start "LUBMAN" 582626
Machine Status – Show "MSTAT" 67828
Odometer - Set "ODO" (1) 636
Resettable Totals – Reset (LHEX/OHT) "RESET" 73738
Resettable Totals – Show (LHEX/OHT) "TOT" 868
Service Lamp – Reset "SVCLIT" 782548
Service Lamp - Set (9.5X or later) "SVCSET" (1) 782738
Snapshot Trigger- Configure (9.5X or later) "ERSET" (1) 37738
System Self Test "TEST" 8378
(1)
Truck Payload – Calibrate "PAYCAL" 729225
Truck Payload – Configure "PAYCONF" (1) 7292663
(1)
The service tool is required to be connected and communicating with the machine before this SPC is active.

Each service program code is a unique number of one to ten digits that abbreviates this operation. The
service program codes have a letter equivalent that describes the service operation. This letter equivalent
makes remembering the service program code for each operation easier. The English letter equivalent for
each service program code is shown in parentheses. The same service program codes are used regardless of
the onboard language.
After entering the service program code on the keypad, this request will begin after the "OK" key is
pressed. This command must be activated within five seconds of entering the last SPC character. The
maximum delay that is allowed between the entry of the SPC characters is five seconds.

Attachment Code - Configure

The following information describes the service program code: 288224 (ATTACH)
This service program allows the operator to configure the attachment code for large wheel loaders and the
5230 (S/N: 7LL99-UP) Large Hydraulic Excavators. The Attachment Code is the software version of the
Harness Code. The harness code is a hard wired configuration of jumper wires that ground certain circuits
in a harness code plug. The VIMS broadcasts the attachment code via the CAT data link to other electronic
control modules on the machine that need this code.

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Note: Applicable attachment codes are listed on the back of machine Electrical Schematic and in the
Operations and Maintenance Manual.
After "ATTACH" is entered from the keypad, the operator presses the "OK" key. The message center will
show:

The desired attachment code can then be entered from the keypad by entering the desired attachment code.
Then press the "OK" key. If a valid attachment code has been entered, the message center will prompt the
operator to re-enter the attachment code. The message center will show:

If the same code is entered again, this code will be accepted as the new attachment code. If the same code is
not entered at the second prompt, the new attachment code will not be accepted. The old attachment code
remains valid. A new attachment code will not be accepted, if an invalid code is entered at either prompt.
The old attachment code remains valid. If the "OK" key was pressed at either prompt prior to entering a
number, the old attachment code remains valid.
Note: The Machine Status (MSTAT) (67828) code can be used to view the present, active attachment code.

Calibration Mode - Enter

The following information describes the service program code: 7378 (SERV)
The service program code (SERV) is used to enter the calibration modes and the calibration procedures.
The Vital Information Management System's configuration software defines the calibration modes and the
calibration procedures. The arrow keys can be used to scroll through the various calibration modes. The
message center will show:

Other calibration display messages are listed here:

• LIFT ARM SNSR - CAL
• IMPL RLF - VARIABLE PUMP
• LINKAGE SENSORS - SET
• TC PDL POS SENSORS - CAL
• TC IMPLR SOL - CAL
• TILT ARM SNSR - CAL

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 • IMPL VALVE SOL - CAL
• IMPL RLF - FIX PUMP
• LEFT PEDAL - CAL
• IC HOLD PRES - CAL
• REDUCED RIMPULL - CAL
Note: If the "[OK]" key is pressed, the message stays on the display for 15 seconds. The message will stay
even if the "[OK]" key is pressed again.

Data Logger - Reset

The following information describes the service program code: 35737 (DLRES)
This service program code resets the available data logger storage time to 30 minutes. Use the keypad to
enter the service code 35737 (DLRES) and press the "OK" key in order to reset the data logger. Resetting
the data logger erases any presently stored information. The message area will show:

Note: The Data Logger is the only "downloadable on board file" that can be reset through the keypad
("VIMS-PC software is not needed").

Data Logger - Start/Stop

The following information describes the service program code: 3564 (DLOG)
This service program code starts or stops data logging (storage of data) until 30 minutes of information is
stored. (If the data logger data is being downloaded from the machine, the data logger can not be started.)
The data logger can be started and the data logger can stopped any number of times over any period of time
(minutes, hours or days) until the "data logging" time totals 30 minutes and eight seconds. The dots of the
data logger indicator are in the upper right hand corner of the universal gauge. The dots of the data logger
indicator will stop scrolling when the data logger is no longer recording data. The dots of the data logger do
not scroll when the service tool starts the data logger. The remaining storage time of the data logger is
shown on the message area for five seconds after entering this SPC on the keypad. The format of the time is
shown in "minutes:seconds". An example is shown here:

The information that is shown in illustration 12 is displayed in the message area. The message area will
display the remaining storage time prior to starting the data logger. When data logging is in operation a
series of dots scroll in the upper right hand corner of the universal gauge.
Note: The dots in the upper right corner of the universal gauge scroll only if data logging is started from
the keypad.

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Display Backlighting - Set
The following information describes the service program code: 258 (BLT)
This service program code allows the backlight intensity of the message area to be changed. After the
service program code is entered, the actions that are listed here will occur in the following order:
• The intensity will automatically decrease from the original setting to 0%.
• The setting will automatically jump from 0% to 100%. The intensity will then decrease to the
original value.
• Pressing the arrow keys will manually scroll through the intensity settings.
As the message area scrolls in intensity, the corresponding percentage of backlight intensity is displayed in
the message area. The arrow keys are used in the scrolling procedure in order to select a new backlight
intensity setting. Press the "OK" key in order to accept the new setting. Backlight Intensity adjustment
requires the use of VIMS V3.0 hardware and 9.X class or later on board software.

Display Contrast - Set

The following information describes the Service Program Code: 266 (CON)
This service program code allows the contrast of the message center to be changed. After the service
program code is entered, the actions that are listed here will occur in the following order:
• The contrast will automatically decrease from the original setting to 0%.
• The setting will automatically jump from 0% to 100%. The contrast will then decrease to the
original value.
• Pressing the arrow keys will manually scroll through the intensity settings.
As the message area scrolls in contrast, the corresponding percentage of contrast is displayed in the
message area. The arrow keys are used in the scrolling procedure in order to select a new contrast setting.
Press the"OK"key in order to accept the new selection.
Message center contrast adjustment requires the use of VIMS: V3.0 hardware, 9.X class or later on board
software and the 133-1840 or later VIMS Message Center Module.

Display Language - Set

The following information describes the service program code: 52 (LA)
This service program code toggles the information that is shown on the message area. The information is
toggled between the two available languages. Information is shown in the selected language until the other
language is selected. This setting may be performed when the key start switch is in the OFF position.
The primary language for a given VIMS configuration is the language that will be active after a new
upload. English will always be one of the two available onboard languages.

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Display Units - Set
The following information describes the service program code: 86 (UN)
The service program code toggles the data that is shown on the display. The data is toggled between the
"English" or "Metric" units of measurement. Data is shown in the selected unit until the other unit is
selected. The new setting will remain until the setting is changed by repeating this procedure. The setting
will not be changed when the key start switch is in the OFF position.

Event - Configure
The following information describes the service program code: 3738 ("ESET")
This service program code is available with the 9.6X class of source software or later.
The event - configure (ESET) command allows the service technician to modify a configuration with the
Information System Builder software program in order to turn off the functions that are listed here:
• Event Storage
• Event Display
• Service Lamp
• Broadcast (Radio Telemetry System)
Note: The "Event - Configure" command is not available for all events. The parameter must be designated
as user configured in the configuration software.

Security
1. The service program code only functions while the service tool (VIMS-PC) is connected.
2. After the service tool (VIMS-PC) is disconnected for 30 seconds, this service program code will
no longer be active.
Note: This command can only be viewed when VIMS-PC is not connected.
Setup
1. Connect the service tool to the machine and establish communications with VIMS-PC.
2. The message center should be in the background mode. background mode displays the following
items on the message center: time, date, service hours and odometer reading (9.3X or later class of
on board software). Use the keypad to enter the command "ESET" (3738). Then press the "OK"
key. The message center will show the following message:

3. The service technician can select the desired "ESET" configured event by scrolling through the list
of events. The service technician uses the "<" and ">" arrow keys on the keypad in order to scroll.
Note: The Master Event Number is a unique number that is assigned to an event. The "Master Event
Number" is listed in the "Data Event Report" for a given configuration. The "Master Event Number" is
viewed with the Information System Builder software application. This report can be generated by
selecting the "data event report option" under the "Navigate Menu" of the Information System Builder
software application. The numbers are listed in the "MST EVNT (Master Event)" column of the report.

15
(1) Master event number
(2) Event Storage function
(3) Event display function
(4) Service lamp function
(5) Telemetry (broadcast) function
(6) Factory default function
(7) Status of the function
(8) Name of event

The service technician can select the desired function from the following list by pressing the corresponding
"number" key. The "X" indicates that the function has been enabled. The "-" indicates that the function has
been disabled.
The definitions of the functions are listed below:
Event Storage Function (2) toggles the status of the function from an "X" to a "-" in order to indicate that
the function has been disabled (OFF).
The Event Display Function (3) toggles the status of the function from an "X" to a "-" in order to indicate
that the function has been disabled (OFF).
Service Lamp Function (4) toggles the status of the function from an "X" to a "-" in order to indicate that
the function has been disabled (OFF).
Telemetry (Broadcast)Function (5) toggles the status of the function from an "X" to a "-" in order to
indicate that the Telemetry (Broadcast) function has been disabled (OFF).
"Factory Default" function (6) toggles the status of the function. The status is either an "X" or a "-". This is
done in order to indicate that the "Factory Default" has been enabled (ON) or that the "Factory Default" has
been disabled (OFF). See the Notes.
Note: All configurable events are set to the factory defaults that are designated in the configuration
software until the default is changed by performing this procedure.
Note: The "ESET" command references the functions as the function has been setup in the configuration.
The "ESET" command can turn OFF a function ONLY when the function is turned ON in the configuration
software. The "ESET" command will NOT allow a function that is disabled from the factory in the
configuration software to be turned ON.

Procedure
a. To set the "EVENT DISPLAY" function, press the "2" key. The following message will be
displayed on the message center.

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 b. The ">" arrow key is used to toggle the status ("ON or OFF") of the "EVENT DISPLAY". Press
the "OK" key in order to accept the change. The message center will then display the current
"Master Event Number message". Refer to illustration 18.
If the "X" is selected then the message center will display the event. If the "-" is selected the
message center will NOT display the event.
Use this procedure to modify the functions that are listed here: EVENT STORAGE, SERVICE LAMP and
RADIO TELEMETRY SYSTEM (BROADCAST).

Event Acknowledged - Show

The following information describes the service program code: 3225 (EACK)
This service program code shows all active events that have been acknowledged by the operator with the
keypad.

Event List - Show

The following information describes the service program code: 35478 ("ELIST")
This service program code shows the event list in an abbreviated form. The entries of the event list are
displayed: "last event in - first event out". The "first event out" represents the INACTIVE time of the
event. Some events may appear out of order based on the start times of the events. Use the "BACKWARD"
and "FORWARD" arrow keys to scroll through the list. The message "END OF LIST" is shown when the
oldest event in the list is reached.
• This list contains only inactive EVENTS. An inactive event has a defined "start time and end
time". Active events will not appear in this list.
• While the "ELIST" is displayed, any new event that becomes inactive will be added to the
beginning of the "ELIST". The new entry to the "ELIST" may be viewed by pressing the
backward arrow key in order to move to the beginning of the new "ELIST".

Data (Machine) Events

The following information is shown in the VIMS message area for each data (machine) event in the event
list:
• The name of the parameter
• The status of the parameter ("LO", "HI", etc.)
• Service meter reading at the start of the event.
• The event duration
• The warning category
An example of a machine event with sensor information is shown here:

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An example of a data event with switch information is shown here:

245.2 is the service meter reading at the start of the event. 000:04:13 is the duration of the event in
HHH:MM:SS format. The 2 that follows the "event duration" represents the warning category 2.
Press the "F1" key while you view a data event. This function will replace the information that is shown on
the second line of the message area. The new information that is shown contains information about the
maximum values that were measured for the parameter such as "2266 RPM" or "LO (switch)". Pressing the
"OK" key puts the message center back into the previous mode. See the Systems Operation, "Keypad" topic
for additional information. Pressing the "OK" key puts the message center back into the original mode.

Maintenance/Diagnostic (System) Events

The following information is shown in the VIMS message area for each system event in the event list.
• The name of the parameter
• The status of the parameter (ERR, etc.)
• Service meter reading at the start of the event.
• The event duration
• The event category
An example of a maintenance type of service event with information about the sensor:

245.2 is the service meter reading at the start of the event. 000:04:13 is the duration of the event in
HHH:MM:SS format. The "2" is the warning category.
When you view a diagnostic event, press the "F1" key in order to replace the information that is shown on
the second line of the message area. The information in the message area is replaced with the "MID-CID-
FMI". The message center can be returned to the original mode by pressing the "OK" key. The FORWARD
and BACKWARD arrow keys are used to scroll through the event list.
See the Systems Operation, "Keypad" topic for additional information.

Event Recorder - Start

The following information describes the service program code: 3732 (EREC)
This service program code manually latches a snapshot that stores all parameter values for the previous five
minutes and the following one minute. Each machine has the capability of storing two sets of snapshot
information. Automatic latching is determined by the specified event. The event is specified in the
configuration software and/or the event is enabled with the "ERSET" command. When a manual snapshot
is started, one of the following three messages will be shown on the message area.

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The above message indicates that the request was accepted and the snapshot is latched.

The above message indicates that the request was denied. The request was denied because the memory was
not available.

The above message indicates that the request was denied. The request was denied because the previous
snapshot was still in the storage process.
The Operations Manual contains an explanation of the five minute snapshot. See the Operation Manual,
JERD2136, "VIMS User Procedure Manual".

Event Statistics - Show

The following information describes the service program code: 37828 (ESTAT)
This service program code shows the number of maintenance events and data events since the main module
memory was last cleared of all events (event list). An example is shown here:

Lubrication Interval - Set

The following information describes the service program code: 582738 (LUBSET)
This service program code is used to set the time between each lubrication and the duration of each
lubrication. The duration of lubrication for individual machines are listed here.

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 • The duration of lubrication for off-highway trucks is adjustable from 30 to 120 seconds. The
factory default is 75 seconds.
• The duration of lubrication for large hydraulic excavators is adjustable from 90 to 120 seconds.
The factory default for 9.5X configuration and later VIMS software is 90 seconds. The factory
default was fixed at 75 seconds in the VIMS software that was released prior to 9.5X.
• The duration of lubrication for large wheel loaders is set for 60 seconds. The duration is not
adjustable.
When this code is entered the display will first show:

Use the arrow keys to adjust the time of the lubrication intraval. This is the time in minutes between the
automatic lubrication interval.
• The time interval for the off-highway trucks is adjustable from 5 to 120 minutes. The factory
default setting is 60 minutes.
• The time interval for the excavators is adjustable from 5 to 30 minutes. The factory default setting
is 10 minutes (9.5Xor later configuration software).
• The time interval for the wheel loaders is adjustable from 5 to 15 minutes. The factory default
setting is 15 minutes.
After the proper time is set press the "OK" key.
Use the arrow keys to adjust the lubrication duration time. After the proper time is set press the "OK" key.
The message center will now show:

Press the "OK" key again to exit LUBSET.

Off Highway Trucks - The elapsed time (minutes) between each of the lubrication intervals is counted
only when the ground speed is greater than 2.0 mph. Idle time under the shovel will not be counted against
the next lubrication interval.
Lubrication will continue for the programmed duration, once the lubrication has begun.

Large Hydraulic Excavators - The elapsed time (minutes) between the "lubrication interval" is counted
only when the speed of the engine is operating at a speed that is greater than 1400 rpm. If engine speed
decreases to less than 1400 rpm during a lubrication, lubrication (duration) stops and the "lube pending"
state is begun. The lubrication (duration) is reset at this time to the full programmed period. The default
duration is 90 minutes.
When the engine speed returns to a value that is greater than 1400 rpm, the lubrication process restarts. The
period of lubrication duration begins again.

20
Large Wheel Loaders - The elapsed time (minutes) between each of the lubrication intervals is counted
only when the engine speed is greater than 1000 rpm.
Lubrication will continue for the programmed duration, once the lubrication has begun.

Lubrication Manual - Start

The following information describes the service program code: 582626 (LUBMAN)
This service program code is used to manually start lubrication. This operation overrides the OFF time set
under the service program code of Lubrication Cycle Time (LUBSET). The duration of lubrication is the
length of time that was programmed during "Autolube Cycle Time".
The following message will be shown:

Machine Status - Show

The following information describes the Service program code: 67828 ("MSTAT")
Note: All screens are English only.

This service program code is used to view various sections of the machine status. The message area will
show:
• The version of the source software
• The version of the configuration software
• The version of the experimental source software that is installed for factory development
Note: The "change level" of the production software (source software and the configuration software) is
always zero. The version number of the configuration software is changed when the configuration is
revised by Information System Builder (ISB).

Pressing the ">" key will allow other aspects of the machine status to be displayed in the following order.
The machine status and corresponding message area display are shown here:
• The CAT part number and the Hardware Version (Main Module)

21
 • Model Number
This message will display the model number of the machine.

• Serial Number (Product Identification Number)

• Equipment Number
Note: The Equipment Number is assigned by the customer.

• Attachment Code
Attachment codes are used on large wheel loaders. Attachment codes are also used on the 5230 7LL99-UP
Excavators. The attachment code will be "00" for most applications.

22
 • Choice of Language

• Configuration Type
This message will display "VIMS" or "VIDS":

• Operator ID
The Operator ID will be used with all stored onboard information. The Operator ID may be up to 7
characters (numbers and letters) in length.

Odometer - Set
The following information describes the service program code: 636 (ODO)
This service program code allows the service technician to alter the reading of the machine odometer. The
following list describes aspects of this service program code:

Security
1. This service program code will only function if the service tool ("VIMS-PC") is connected.
2. If the service tool ("VIMS-PC") becomes disconnected for 30 seconds or longer, this command
will no longer be allowed to change the setting of the odometer .
The following message is shown on the message area after "ODO" (636) and "OK" are entered from the
keypad.

23
The desired setting of the machine odometer can be entered from the keypad.

Press the "OK" key in order to accept the setting.

The following list contains the functions of the Input keys:
OK - This command accepts the setting of the machine odometer.
F2 - This command cancels the operation without changing the present setting.
Left Arrow - This command deletes the last character or characters that were entered.

Resettable Totals - Reset

The following information describes the service program code: 73738 (RESET)
This service program code is applicable to all resettable totals in the off-highway trucks and the large
hydraulic excavators.
Enter the following service code: 73738 ("RESET"). Press the "OK" key in order to clear all the totals.
Press the "OK" key again in order to return the message area to the previous mode. The RESET service
program code is active only while the service program code TOT is being viewed.

Resettable Totals - Show

Large Hydraulic Excavators
The following information describes the service program code: 868 (TOT)
This service program code allows the operator to view the following information:
• TRAVEL TIME
• FUEL USED
The operator can then reset all resettable totals since the last reset. The message area will show:

Off-Highway Trucks
The following information describes the service program code: 868 (TOT)
This service program code allows the operator to view information. The operator can then reset the
information of the total payload activity since the last reset. Refer to the Systems Operation, "TPS Service
Operation" section of this manual for the procedure to show resettable totals.

Service Lamp - Reset

The following information describes the service program code: 782548 ("SVCLIT")

24
This service program code turns OFF the service indicator lamp for most active events (data or
maintenance) that are presently shown on the display area.
Note: Not all active events can be acknowledged.
First, all of the active events must be turned OFF via the keypad. Enter the "EACK" command in order to
show all the acknowledged events. Use the arrow keys in order to scroll through the event list. A "#" sign is
located at the right of the display beside the warning category. The "#" sign indicates that the service
indicator lamp is illuminated for the displayed event.

The number 2 represents the category of event.

Use the keypad to enter "SVCLIT". Press the "OK" key in order to turn off the lamp. The "#" sign will
disappear. The service indicator lamp will turn OFF after this procedure has been completed for ALL active
events.

With the 9.X and later classes of onboard software, the service indicator lamp will stay OFF under the
following conditions:
1. The key start switch is turned to the OFF position and then back to the ON position.
2. Events that are associated with the reset procedure that are still active at the time that you turn the
key start switch to the OFF position.
3. Events that are still active when the key start switch is turned back to the ON position.
4. There are no additional active events since the "SVCLIT" reset procedure.
With source software prior to 9.X, the service indicator lamp will turn ON again when the key start switch
is turned to the OFF position and then back to the ON position. This is true provided that the "reset events"
are still active.

Service Lamp - Set

The following information describes the service program code: 782738 (SVCSET)
This service program code allows the service technician to choose the display mode that controls the
service lamp. The service lamp setting can be selected for the entire system. This includes completely
turning OFF the service lamp.
Note: This feature is a characteristic of the 9.5X and later class of on board software.

Security
1. This service program code only functions while the service tool (VIMS-PC) is connected.
2. After the service tool (VIMS-PC) is disconnected for 30 seconds, this service program code will
no longer be active.
The service technician may choose from any of the five display modes of the service lamp:

25
 1. 1-2 SNAPSHOTS FULL: The possible actions of the service lamp for this mode are listed below
after either one or both of the snapshots are stored:
• The service lamp flashes at ten minutes intervals: "two seconds on and two seconds off".
The sequence repeats ten times when the memory of snapshot No. 1 is full.
• The service lamp flashes at five minute intervals: "four seconds on and two seconds off".
The sequence repeats ten times when the memory of both snapshots are full.
• The service lamp is illuminated steadily when any event is present.
• The service lamp will flash at an interval: "one second on/one second off". The service
lamp will flash when an event that could cause damage to the machine is detected.
2. 2 SNAPSHOTS FULL: The possible actions of the service lamp for this mode are listed below
only after the second snapshot is stored:
• The service lamp flashes at five minute intervals: "four seconds on and two seconds off".
This sequence is repeated ten times. The sequence is then repeated after a five minute
pause.
• The service lamp is illuminated steadily when any event is present.
• The service lamp will flash: "one second on and one second off". The service lamp will
flash when an event that could cause damage to the machine is detected.
Note: The operator does not receive a notification in this mode if the memory for snapshot "No. 1"
is full.
3. NO SNAPSHOT NOTICE: The possible actions of the service lamp in this mode are listed below:
• There is no indication of the number of snapshots that are stored in memory.
• The service lamp is illuminated steadily when an event is present.
• The service lamp will flash at an interval: "one second on and one second off". The
service lamp will flash when an event that could cause damage to the machine is
detected.
Note: The operator does not receive a notification in this mode if the memory for either snapshot
is full.
4. DAMAGE EVENTS ONLY: The possible actions of the service lamp for this mode are listed
below:
• The service lamp will flash at an interval: "one second on and one second off". The
service lamp will flash when any event that could cause damage to the machine is
detected.
• There is no indication regarding other events.
Note: The operator does not receive a notification in this mode if the memory for either snapshot
is full.
5. "NEVER ON": The service lamp is disabled in this mode for all cases. The service lamp will
never illuminate.
Note: "Snapshot" is a new term that has replaced "Event Recorder". Snapshot data that is collected
by the on board system is viewed with VIMS-PC. Files with ".evr, ev1, ev2, etc." extensions are
the snapshot files. VIMS-PC uses these files in order to display snapshot data.

Procedure
Note: This service program code is in a "view only mode" when VIMS-PC is not connected.
1. Connect the service tool ("VIMS-PC") to the RS-232 connector. The message center should be in
the background mode. The following items should be displayed on the message center: time, date
and service hours. Enter the SVCSET (782738) command via the keypad. The message center will
show:

26
 Note: The display first shows the present setting. The default setting is displayed on the message
center when a new source has been loaded or a new configuration has been loaded. The previous
example reflects the default setting of "1.1-2 SNAPSHOT FULL".

2. The arrow keys are used to move through the list of available settings. The "OK" key selects the
desired setting.

Press the right arrow key in order to advance to next setting.

Press the right arrow key in order to advance to next setting.

Press the right arrow key in order to advance to next setting.

Note: If the right arrow key is pressed again the list remains at the last setting. Press the left arrow key
in order to move back through the settings.

27
 3. Press the "OK" key in order to accept the setting when the desired "Service Lamp Setting" is
displayed on the message center. The option that was selected is now the new service lamp mode.

Note: The setting of the service lamp is set to option 4. The title of option 4 is "DAMAGE EVENTS
ONLY". This setting will be used for all operations until one of the following events occur:
• New source software is loaded.
• New configuration software is loaded.
• The backup battery is replaced while the disconnect switch is in the OFF position.
• The user selects a new setting with VIMS-PC. The service tool (VIMS-PC) must be connected to
the machine.
The following table summarizes the service lamp behavior in the five lamp setting modes.

Table 1
Service Lamp Behavior
"Choice Lamp Setting "Damage "Active "2nd Snapsot Full" "1st Snapshot Full"
No." Mode Event" Event"
1 "1-2 Snapshot Flashing ON "Flashes Every Five "Flashes Every 10
Full" Minutes " Minutes"
2 "2 Snapshots Flashing ON "Flashes Every Five OFF
Full" Minutes "
3 "No Snapshot Flashing ON OFF OFF
Notice"
4 "Damage Events Flashing OFF OFF OFF
Only"
5 "Never On" OFF OFF OFF OFF

Snapshot Trigger - Configure

The following information describes the service program code: 37738 (ERSET)
This feature is a characteristic of the 9.5X or later class of on board software.
This snapshot trigger ("or event recorder trigger") allows the service technician to enter an event in order to
program an "autotriggered" snapshot. This snapshot will be in addition to the snapshots that are already
programmed into the configuration. The configured snapshot will remain active until the snapshot is
cancelled by entering a different selection. The selection can be also cleared by reinstalling the
configuration software.

Security
1. This service program code only functions while the service tool ("VIMS-PC") is connected.
2. After the service tool ("VIMS-PC") is disconnected for 30 seconds, the service program code will
no longer be allowed to change.
Note: This command may only be viewed when the service tool is not connected to the machine. No
changes will be allowed.

28
Procedure: Service Tool Connection
Connect "VIMS-PC" to the machine. The message center should be in the background mode. This means
that the following items should be displayed on the message center: time, date, service hours and the
odometer reading. Use the keypad in order to enter the command "ERSET" (37738). Then press "OK". If a
previous trigger has been set, the message center will show the following text in order to indicate the event
that had been previously selected.

The message will then alternate to the "confirmation mode".

When a trigger has not been defined, the following message is shown on the message center:

These messages will alternate at three second intervals.

Press the "OK" key in order to exit the menu with no changes. Press the "right arrow" key in order to enter
the snapshot trigger select mode.

Procedure to Program
The "entry mode display" always begins with the trigger that was entered last. The "entry mode" is blank, if
no "trigger event" was originally set. Data that was input incorrectly can be corrected in the "edit mode". A
"blinking cursor" indicates the "input position" for the data within the "entry field".
The following display is the "starting entry screen" with no "event trigger" set:

29
The following display is the "starting entry screen" with a previously set "event trigger":

The "Master Event trigger number" is entered from the keypad in the "entry mode". Use the left arrow key
in order to erase incorrect entries and press the "OK" key in order to set the trigger.
Note: The Master Event Number ID is a unique number that is assigned to each event. The Master Event
Number is listed in the "Data Event Report" for a given configuration. The Master Event Number is viewed
with the "Information System Builder software application". This report can be generated by selecting the
"data event report option" under the "Navigate Menu" of the "Information System Builder software
application". The numbers are listed in the "MST EVNT (Master Event)" column of the report.

The left arrow key will back up the cursor in order to remove the "last digit" that was entered. The extra "5"
that is shown in illustration 55 was erased with the left arrow key.

Press the "OK" key in order to set the "trigger event" when the number is correct. The "confirmation"
message is displayed when the trigger has been set. The display will then show the name and the "status
message" for the selected event. This is done in order to confirm the choice.

The display will return to the "confirmation mode". This allows the user to confirm the present entry or a
new "trigger event" may be entered.
The "event trigger" in this example is set to "Master Event 25" ("ENG COOL TEMP HI"). The setting is
retained in "battery backed onboard memory". This setting will be used for all operations until one of the
following events occur:
• New source software is flashed.

30
 • New configuration software is flashed.
• The backup battery is replaced.
• The user selects a new trigger event or different trigger event. VIMS-PC must be connected to the
machine before any changes can be made.
If an "undefined" number has been entered, any existing setting will be cleared and the following message
will be displayed for three seconds prior to returning to the "confirmation" mode.

When the "OK" key is pressed with a zero or the field is left blank, the following message will be displayed
for three seconds prior to returning to the "confirmation" mode.

The message in illustration 61 is shown when no trigger has been set. The message will be displayed for
any of the situations that are listed here:
• No trigger was originally set.
• The "event ID (Master Event Number)" that was entered was zero.
• An invalid "event ID (Master Event Number)" was entered.
• The "OK" key is pressed with a blank input line.

At this point, the trigger is not set. The service technician must press the "OK" key in order to confirm the
desired setting.

Disconnecting "VIMS-PC"
When "VIMS-PC" is disconnected during the "event ID" entry, this service program code is terminated.
If "VIMS-PC" is disconnected during the "confirmation" prompt, the setting is not affected. If the prompt
indicated "TRIGGER NOT SET", then no trigger is set. The trigger will be set if VIMS was verifying the
"event ID".

31
System Self Test
The following information describes the service program code: 8378 (TEST)

VIMS Display Components

(1) Gauge cluster module. (2) Speedometer/tachometer module. (3) Message center module. (4) Alert
indicator. (5) Data logging indicator. (6) Gauges. (7) Tachometer. (8) Ground speed readout. (9)
Transmission actual gear readout. (10) Message area. (11) Universal gauge. (12) Gauge warning area.

This service program code causes a self test of the outputs of VIMS. The outputs for the VIMS are listed
here: display modules, the action lamp, service lamp and the action alarm. This test is also initiated when
the key start switch is turned from the OFF to the ON position. The length of time for a self test is
approximately six seconds.

This test will not prevent the operator from cranking and starting the engine. However, allowing the
self-test to run completely is recommended prior to cranking the engine.
Note: The only situation that can cause an internal calibration of the gauges (6) and the tachometer (7) is a
Key ON self test. The Key ON self test is initiated by turning the key start switch from the OFF position to
ON position. When the key start switch is turned ON the gauge indicators (6) and the tachometer indicator
(7) jump to the mid-scale position. The gauges will then sweep to zero. The gauges are now ready for the
system test to begin.
Note: A better description of the self test is available for the serviced machine. Refer to the Operation and
Maintenance Manual.
The following items are indications of the system test.
• Alert indicator (4) FLASHES.
• Data logging indicator (5) scrolls.
• Universal gauge (11) sweeps from zero (left) to full scale (right). The gauge sweeps back to the
actual condition of the machine for the selected parameter or the parameter that is associated with
an "active event".
• Gauge warning area (12) at each end of the universal gauge is turned ON.
• Message area (10) illuminates every dot on the readout. Self test with the key ON shows the
following items: the part number of the source software, the part number of the configuration
software and the version of configuration hardware. The following example is for early systems:
S - Source
C - Configuration
H - Hardware

32
 • The following example is for later systems (9.X or later class of on board software):

• Tachometer indicator (7) drops to zero from the present engine speed and the indicator sweeps to
full scale. After the indicator reaches full scale, the tachometer indicator (7) returns to the present
engine speed.
• Ground speed readout (8) turns ON every segment of the readout. The readout looks like 188.
• Transmission gear readout (9) turns ON every segment of the readout.
• The action lamp illuminates.
• The action alarm turns ON and OFF as if a "category 3 warning" is present.
• Gauge indicators (6) drop from the present reading to near zero. The indicators then sweep to full
scale. The indicators return to the values that were shown prior to the test.
• "MPH" indicator and "KM/H" indicator turn ON.
• The background mode shows the time of day and the machine hours are shown on the message
area if there are no active events. The payload data is shown instead of the background display
during the payload cycle.
• The payload lamps flash (OHT)
• The service lamp will flash.
The following example is a message center display prior to the 9.X class of on board software.

The following example is a message center display for a off highway truck (9.3X or later class of on board
software).

33
 • The following display is shown on the message area if the VIMS main module has a missing
source software and/or configuration software:
Note: These messages are the result of "limited mode operation". Refer to the Systems Operation, "Main
Module" section of this manual.
The following message center display is for the V2.0 hardware.

The following message center display is for the V3.0 hardware. The display includes a full category 3
warning.

Truck Payload - Calibrate

The following information describes the need for using the service program code: 729225 (PAYCAL)
Payload calibration is necessary when one or more of the following items are replaced: VIMS backup
battery ("only if the disconnect switch is in the OPEN position"), VIMS main module, source software
("prior to 9.5X or later class of on board software"), configuration software ("prior to 9.5X or later class of
on board software"), suspension cylinders and suspension cylinder pressure sensors.
Refer to the Systems Operation, "TPS Service Operation" section of this manual for the truck payload
calibration procedure.

Truck Payload - Configure

The following information describes the need for the service program code: 7292663 (PAYCONF)
This service program code configures the truck payload monitoring system for maximum machine payload
(weight) and the last pass indicator (ON/OFF).
Note: The PAYCONF service program code is not applicable to large hydraulic excavators or large wheel
loaders.
Refer to the Systems Operation, "TPS Service Operation" section of this manual for the truck payload
configuration procedure.

34
Warning Operation
Table 1
WARNING OPERATION
Warning Indications (1)
Warning "Alert "Action "Action "Operator Action
"Possible Result " (2)
Category Indicator Lamp Alarm Required"
Flashes " (3) Flashes" (4) Sounds "
No immediate action is
No harmful effects or no
1 X required. The system needs
damaging effects.
attention soon.
Change machine operation
Severe damage to
2 X X (4) or perform maintenance to
components can occur.
the system.
Immediately change the Severe damage to machine
2-S X X (4) X (5)
machine operation. components
Injury to the operator or
Immediately perform a safe
3 X X (4) X (6) severe damage to
engine shutdown.
components can occur.
(1)
The active warning indications are marked with an X.
(2)
This is the possible result, if the operator takes no action.
(3)
The alert indicator flashes at a 10 Hz rate.
(4)
The action lamp will flash at a 1 Hz rate (1 second ON, 1 second Off).
(5)
Steady
(6)
The action alarm sounds at a 1 Hz rate (1 second ON, 1 second Off).

Gauge Cluster Module

(1) Gauge warning area
(2) Pictograph symbol

35
Speedometer/Tachometer Module
(3) Tachometer
(4) Pictograph symbol for engine speed
(5) Ground speed readout
(6) Readout of the actual Transmission gear

Message Center Module

(7) Alert indicator.
(8) Data logging indicator.
(9) Message area.
(10) Universal gauge
(11) Gauge warning area

The operator will be warned of immediate problems with a machine system or impending problems with a
machine system by VIMS.
Warning operations are activated when the VIMS module detects a problem with a signal. The problem
signal reflects an abnormal condition of the machine (machine events). Warning operations are also
activated when the VIMS module detects a problem with the control system (system event). Switches,
sensors and other electronic control modules send electronic signals to the VIMS modules. The problem
signals are listed here:
• When a condition exceeds the trip point of the switch, the switch opens.
• When a condition exceeds the trip point of the switch, the switch closes.
• Any abnormal sensor signal that is detected by the main module

36
The main module analyzes the problem signals. The main module then notifies the operator by activating
the appropriate warning indications on the display components. The warning indications are listed here:
• FLASHING of the alert indicator on the message center. (The alert indicator flashes
approximately ten times per second.)
• The action lamp FLASHES. (The action lamp is ON for one second and OFF for one second.)
• The action alarm is SOUNDED. The action alarm is ON for one second and OFF for one second
during a category 3. The action alarm is ON continuously for category 2-S.
Note: More than one input is required in order to activate some warning indications. The warning
indications that are activated will be determined by the main module.
Data events and maintenance events are classified into multiple warning categories. There are four warning
categories that are shown to the operator. The categories are based on the severity of the problem and this
dictates the response that is required by the operator. Warning category 1 represents the least severe
problem and warning category 3 represents the most severe problem. The warning categories are identified
for the operator according to the combination of warning indications that are active. Refer to table 1 for
additional information on Warning Operations. When multiple events are present, the message area will
scroll through all the events in three second intervals. When a category 3 event is active, scrolling through
the category 1 and 2 events is not permitted.
The warning category of an event may be raised to a higher warning category automatically. Event duration
is used in order to determine if a change in the category is necessary. An example of an event that would
require a category change: The warning category 2 for the transmission lube temperature (off-highway
truck) changes to a warning category 3 after 150 seconds.
When a category 1 or category 2 event occurs, the operator may acknowledge the event. The operator
acknowledges the events by pressing the "OK" key on the keypad. The following information is recorded in
the event list for each event:
• The time of occurrence
• The number of times that an event is acknowledged by the operator.
After an event is acknowledged, the warning indications may disappear for a specified time period. The
warning indications will reappear for an event that is still active after the time period elapses. These
warnings may be acknowledged again.
The Category 2-S is a conventional Category 2 with a continuous action alarm. A Category 2 that is
considered to be a severe condition will cause a category 2-S to be logged. A Category 2 instructs the
operator to change the operation of the machine in order to correct the condition that is responsible for the
warning. The operator is instructed to IMMEDIATELY change operation of the machine that relates to
certain Category 2-S events.
Note: Most category 3 events cannot be acknowledged by the operator.

37
Loader Payload System (LPS) General Information

Block Diagram of the VIMS Loader Payload System

The VIMS Loader Payload System (VIMS/LPS) is used on the large wheel loaders. The Loader Payload
System is a subsystem of the standard VIMS. The keypad is used by the operator to interface with the
system. The message center provides a visual display of payload system menus and functions. The main
module receives lift cylinder pressure information over the CAT data link. The main module receives lift
cylinder position information over the CAT data link. Additional hardware is a "Payload Store" button and
an optional printer in the cab.
The VIMS/LPS configurations are flashed to the onboard system from the service tool through a standard
VIMS RS-232 interface. The standard VIMS RS-232 off board systems interface will also be used to
download machine productivity information to the Service Tool (laptop computer) for later analysis.
Note: The printer and broadcast interfaces share an output from the VIMS main module. This one output
will have both a printer and broadcast port. Information System Builder is used to configure this port in the
VIMS configuration software. Only one of the functions will be active, because both functions cannot be
supported simultaneously.
Reference the following publications for more information on the Loader Payload System:
• System Operation, RENR2517, "Large Wheel Loader VIMS Payload Users Manual"
• VIMS User Procedures Manual, JERD2136
• 992G, 994 and 994D Wheel Loader Operation and Maintenance Manuals

38
LPS Menu Functions Summary
The following table is a summary of the VIMS/LPS supported functions. The keypad command is listed in
the first column. The second column is a brief description.
Table 1
Command Description
"F1/Menu" "0" Enter a new truck ID.
"F1/MENU" "1" "0" Enter a new material.
"F1/MENU" "1" "1" Enter a new load site.
"F1/MENU" "1" "2" Enter a new blast number.
"F1/MENU " "1" "3" Enter a new target truck weight.
"F1/MENU" "1" "4" Enter a new truck counter value.
"F1/MENU" "1" "5" Enter a new operator.
"F1/MENU" "1" " 6" This command allows the operator to toggle the payload horn ON and OFF via the
keypad.
"F1/MENU" "2" "Reweighs the current bucket load. "
"F1/MENU" "3" "Selects the display mode of the message center. "
"F1/MENU " "4" View/print productivity report information
"F1/MENU" "5" "0" "Executes a list viewer in order to check the calibration information.(Date,Time and
etc.)"
"F1/MENU " "5" "1" "Executes a mode to check the weigh range."
"F1/MENU " "5" "2" "Executes a mode to set the weigh range."
"F1/MENU" "5" "3" Enter a carryback weight.
"F1/MENU " "5" "4" Enter a calibration weight.
"F1/MENU" "5" "5" "Executes a calibration mode for a new or revised calibration."
"F1/MENU" "5" "6" Enter the bucket volume.
"F1/MENU" "6" "Executes a sub-menu used to turn Loader Payload ON or OFF."
"STORE" "Permanently stores truck/cycle/delay information for download, later."
"F3/DELAY" "Allows the selection of a new loader delay code."
"F2/CLEAR" "Clears the last non stored bucket load from memory."
"GAUGE" "Sets the virtual gauge to view a VIMS parameters."
"ID" Enter an operator ID.

LPS Calibration
The calibration functions are accessed through the VIMS/LPS menus. The calibration functions are
grouped under a single sub-menu. This allows the operator to perform the following tasks:
• Check the calibration weight of the present calibration.
• Check the carryback weight in the present calibration.
• Check the date of the last modification.
• Set the present weigh range.
• Check the present weigh range. Pressures are sampled over a portion of the lift arc in order to
calculate a payload weight.
• Enter the present carryback weight value or modify the present carryback weight value.
• Enter the present calibration weight value or modify the present calibration weight value.
• Start a new calibration. This calibration completely replaces any previous calibrations.
• Enter the present bucket volume value or modify the present bucket volume value.

39
Check Calibration Information
Access to the calibration information is gained through the VIMS/LPS menus.
The Check Calibration Information function allows the operator to check five pieces of information about
the currently active calibration.
• The date and time of the last complete calibration was performed.
• The present calibration weight.
• The date and time of the last modification to the calibration weight.
• The present carryback weight.
• The date and time of the last modification to the carryback weight.
Performing a complete calibration also requires modifying the calibration values and the present carryback
weight value. The values of the date/time clock stamp are reset with the same information.
The calibration information is shown as a scrollable list of items on the message center. The contents of the
list are displayed one value at a time. The description of each item is shown on the first line. The present
value is shown on the second line. Message center displays of calibration information are shown below.

Press the ">" key.

Press the ">" key.

Press the ">" key.

40
Press the ">" key.

To view the first item again, press the ">" key.

Note: The format of the time/date information is listed here:
HH:MM - Hours:Minutes
MM:DD:YY - Month/Day/Year

Check the Weigh Range

Access to the check weigh range function is gained through the VIMS/LPS menus. The weighing range of
the lift arc is adjustable. The operator can check the present weigh range setting. The operator can check
the location of the lift arm relative to the present weigh range. All of the values are displayed as
percentages in the range from 0 percent "bucket on the ground" to 100 percent "bucket at max lift".
For example, the weighing range is currently set between 30 percent and 80 percent. The lift arm angle is
currently at 65 percent. The message center shows the following information:

The "LIFT POS" percentage on the second line is updated automatically as the lift arm is moved. Pressing
the "OK" key will return the message center to the calibration sub-menu.

Set the Weigh Range

Access to the set weigh range function is gained through the VIMS/LPS menus. The weighing range of the
lift arc is adjustable. If necessary, the operator can modify the present weigh range. The lift height is
measured as a percentage in the range from 0 percent "bucket on the ground" to 100 percent "bucket at max
lift". The weigh range sub-menu gives the operator a choice of two options. The operator can choose to
adjust the weigh range top or the operator can adjust the weigh range bottom:

The operator presses the "0" key in order to adjust the top of the weigh range or the operator presses the "1"
key in order to adjust the bottom of the weigh range. Press the "OK" in order to return to the calibration

41
menu. After choosing to adjust the top of the weigh range, the following three alternating message screens
are displayed:

The "LIFT POS" percentage on the second line is updated automatically as the lift arm is moved. The
weigh range bottom adjustment procedure is identical with one exception. The word "TOP" is replaced by
the word "BTM" in the messages. Press the "F2" key in order to return to the weigh range menu without
any changes. Press the "OK" key in order to accept the new top/bottom weigh range. The system
determines if the value is acceptable. The new weighing range will be temporarily displayed as
percentages:

Three rules govern the modification of the weigh range:

1. The top of the weigh range must fall between 50 and 80 percent.
2. The bottom of the weigh range must fall between 30 percent and 60 percent.
3. The difference between the weight range top and weight range bottom must be at least 20 percent.
The weigh range must conform to the rules or one of three error messages are temporarily displayed after
pressing the "OK" key:

42
To exit the weigh range sub-menu, the operator must set the range to a value that does not violate any of
the three rules. The operator may cancel the mode with no changes by pressing "F2".
Few limitations are placed on setting the weigh range. The person that adjusts the range setting must
understand the possible effects of an improper setup. The weighing range must be set to an area of smooth
operation in order to be effective.

Setting the range too low - The system may cause excessive reweigh indications. The system weighing
accuracy may be degraded. Material breakout and rapid reverse transmission shifting to forward
transmission shifting may cause the problem.

Setting the range too high - Setting the weigh point at the maximum lift high causes excessive reweigh
indication.

Setting a narrow range - A narrow range limits the number of pressure sensor samples. Limited sample
readings reduce the accuracy of the system.

Enter the Carryback Weight

Carryback weight is a weight correction value that is subtracted from each subsequent bucket weight in
order to account for material which is stuck in the bucket. Carryback material is weighed and the carryback
is never placed into the truck. For example, if the load in the bucket was 30 tons and the carryback weight
was currently set to two tons, the calculated bucket weight would be 28 tons.
Note: The carryback weight cannot cause the calculated bucket weight to be a negative value. If the
carryback weight were set to 10 tons and a weight of 6 tons were weighed, the calculated bucket weight
would be zero tons. The value cannot be minus four tons.
Access to the enter carryback weight function is gained through the VIMS/LPS menus. At the beginning of
the enter carryback weight function, the operator is shown three alternating help messages that describe the
function of the carryback weight value:

43
The help messages display four times or the operator can stop the messages by pressing the "OK" key. A
two line menu display appears after the help messages:

Press the "0" key in order to proceed with the calibration. To exit the VIMS/LPS menu mode, press the "1"
key. To return to the calibration menu, press the "OK" key. Proceeding with the change prompts the
operator to enter a new carryback weight:

The operator uses the standard LPS method for entering data to input the new carryback weight. The new
carryback weight value is subtracted from all future calculations of the bucket weight.
Note: The value of the present carryback weight and the date/time of the last modification can be viewed
on the message center. Refer to the System Operations, "Check the Calibration Information" section of this
manual for details about viewing data.

Enter the Calibration Weight

The calibration weight is the weight of material in the bucket during the last calibration. The calibration
weight is merely used as a multiplier. The load in the bucket during calibration relates mathematically to
the calculated bucket weight and the displayed bucket weights. For example, increasing the present
calibration weight by 10 percent increases all subsequent weight calculations by 10 percent and decreasing
the present calibration weight by 10 percent decreases all subsequent weight calculations. The
mathematical relationship makes fine tuning of the payload system possible. For example, the operator
loads a truck with 110 tons of material "verified on a scale". However, VIMS/LPS measures the truck
weight as only 100 tons. This may be caused by an improper calibration. The measurement can be

44
corrected by making the calibration weight 10 percent heavier. For example, the present calibration weight
is 20 tons. Increase the calibration weight by 10 percent up to 22.0 tons. This will apply the desired
correction.
Access to the enter calibration weight mode is entered through the VIMS/LPS menus. A two line menu is
displayed after selection of enter calibration weight:

Press the "0" key in order to proceed with the calibration. To exit the VIMS/LPS menu mode, press the "1"
key. To return to the calibration menu, press the "OK" key. Proceeding with the change prompts the
operator to enter a new cailbration weight:

The operator uses the standard LPS method for entering data to input the new calibration weight. The new
calibration weight value is used for all future calculations of thebucket weight.
Note: The value of the present calibration weight and the date/time of the last modification can be viewed
on the message center. Refer to the System Operations, "Check the Calibration Information" section of this
manual for details about viewing data.

Start a New Calibration

VIMS/LPS requires calibration before accurate payload measurements can be made. Calibration involves
lifting the empty bucket several times and lifting a calibration weight several times. Calibration instructions
for the operator are displayed on the message center. The calibration can be broken into seven overall steps.
The steps define seven pieces of information to VIMS/LPS:
1. Define the lift range of the boom.
2. Empty bucket "10 point lift"
3. Empty bucket "continuous lift".
4. Enter the calibration weight.
5. Loaded bucket "10 point lift"
6. Loaded bucket "continuous lift"
7. Velocity compensation "5 lifts"
Although the calibrated weight is not needed until Step 4 the calibrated weight should be readily available.
Turning OFF the machine in the middle of the calibration routine cancels the calibration. The operator must
start the calibration from the beginning, if the machine is shut OFF. The system will return to using the
values from the previously completed calibration.
There is no need to have a known calibration weight while the initial calibration is performed. However,
the calibration weight will need to be measured after the initial calibration is completed. The measured
weight of the calibration weight will need to be entered through the "update calibration menu" or inaccurate
payloads will result.

45
Press the "F1" key in order to bring up the payload menu. Use the ">" key to scroll forward through the
menu items. Press the "5" key for the "CALIBRATE PAYLOAD" menu.

Press the "5" key for the "START NEW CALIB":

Press the "0" key for the "START NEW CALB" sub-menu:

1. Defining the Lift Range of the Boom

The following position points will be defined in Step 1:
• Upper position of the boom during normal operation
• Lower position of the boom during normal operation
The position points are used to determine a smaller range. The smaller range is defined as the lift
zone. The initial calibration actually starts at this point.
a. The calibration should begin with an empty bucket. The operator is instructed to empty
the bucket of all materials. Then press the "OK" key.

b. The VIMS/LPS needs to verify the 0 percent "bucket on the ground" and 100 percent
"bucket at max lift" points. The operator is instructed to lift the arm to the highest point in
order to obtain the information. Then press the "OK" key.

46
 c. The operator is then instructed to lower the lift arm to the ground. Then press the "OK"
key.

2. Empty Bucket "10 Point Lift"

During Step 2, the VIMS LPS collects data at 10 stationary empty bucket pressure position points
that are required in order to calculate the empty bucket stationary calibration curve. The operator
is asked to tilt the bucket back. The operator is then asked to slowly lift the bucket. The system
will ask the operator to stop the bucket at ten different points. The procedure is listed here:
a. The operator is instructed to tilt the bucket back fully:

b. Next, the operator is instructed to raise the bucket slowly:

c. The operator will be instructed to stop lifting:

d. Steps 2.a through 2.d will be repeated ten times at ten different lift heights.

47
3. Empty Bucket "Continuous Lift"
In Step 3, a collection of empty bucket pressure samples are taken over the full lift in order to
calculate the empty bucket lifting calibration curve.
a. The operator is instructed to lower the bucket fully to the ground:

b. The operator is then instructed to tilt the bucket back fully:

c. Next, the operator is instructed to lift the load. The operator is then instructed to pull back
the lift lever fully until the "STOP LIFTING" message appears. The procedure is listed
here:

d. Maintain engine RPM at high idle. Throttle lock may be used to set the speed. Lift the
load smoothly. Pull back the lift lever fully:

e. Stop lifting when the "STOP LIFTING" message appears.

Note: Stop BEFORE the lift arm hits the physical stops.

48
 f. Repeat Steps 3.a through 3.e until the following message is displayed:

4. Enter the Value Of the Calibrated Weight.

In Step 4, the calibration weight is required to be in the bucket. The calibration weight may be
fabricated from a concrete or a steel tube of the specified diameter for the given model and filled
with concrete. The calibration weight must be weighed on a certified scale in order to determine
the exact weight. Alternately, a load of dirt or rock of unknown weight may be used for the
calibration.
a. The operator is instructed to load the calibration weight. Then press the "[OK]" key.
Table 1
Approximate Calibration Pipe Weights
Model Diameter and Length Weight
"
992G "1.83 m Ø × 3.05 m (6 ft Ø × 10 ft)"
18704 kg (41235 lb) 20.6 Ton"
994 " "
994D 1.83 Ø × 3.05 m (6 ft Ø × 16 ft)" 28150 kg (62060 lb) 31 Ton"

Refer to the Approximate Calibration Weight Table for dimensions.

(A) Diameter. (B) Length

49
Removing the calibration weight from the holder

Calibration weight in the bucket

b. VIMS/LPS will ask the operator if the calibration weight is known or unknown.

c. When the value of the calibration weight is known the operator presses the "0" key. The
operator uses the "Enter Calibration Weight" function in order to enter the known
calibration weight value.
In this example, the operator enters the value 217. Then press the "OK" key.

d. If the calibration weight value is unknown the operator presses the "1" key. A value of 20
English tons is assumed as the calibration weight. The operator is instructed to weigh the
calibration load after the calibration is complete. The "Enter Calibration Weight" function
is then used in order to enter the correct value of the calibration weight. A series of
messages are used to inform the operator. The messages are repeated four times. The
operator can also stop the messages by pressing the "OK" key. The messages are listed
here:

50
Note: The VIMS/LPS calibration will be unaffected if an unknown calibration weight is used.
5. Loaded Bucket "10 Point Lift "
In Step 5, VIMS LPS will sample ten stationary pressure position points in order to calculate the
loaded bucket calibration curve.
a. The operator is asked to tilt the bucket back fully:

b. The operator is then instructed to slowly raise the bucket:

c. The system will instruct the operator to stop lifting:

d. Steps 5.a through 5.c will be repeated ten times.

51
6. Loaded Bucket "Continuous Lift"
In Step 6, VIMS/LPS collects bucket pressures samples over the full lift in order to calculate the
loaded bucket lifting calibration curve.
a. The operator is instructed to lower the bucket fully to the ground:

b. The operator is then instructed to tilt the bucket back fully:

c. Next, the operator is instructed to lift the load. Then pull back the lift lever fully until the
"STOP LIFTING" message appears. The load lift is repeated in order to ensure
consistency. The process is listed here:

d. Maintain engine RPM at high idle. Lift the load smoothly. The operator is then instructed
to pull back the lift lever fully.

e. Stop lifting when the "STOP LIFTING" message appears.

Note: Stop BEFORE the lift arm hits the physical stops.

52
 f. Repeat Step 6.a through Step 6.e until the following message is displayed.

7. Velocity Compensation "5 lifts"

In Step 7, the lifting velocity compensation calibration curve is calculated. The operator is
instructed to perform five additional loaded lifts. The loaded lifts are performed at the following
engine speeds: 1650 RPM, 1550 RPM, 1450 RPM, 1350 RPM and 1250 RPM. Again, throttle
lock may be used to set the engine speed.
a. The operator is instructed to lower the bucket fully to the ground:

b. Next, the operator is instructed to lift the load. The operator is then instructed to pull the
lift lever fully until the "STOP LIFTING" message appears. In order to ensure
consistency, the loaded lift is repeated. The process is listed here:

c. Maintain the engine RPM at the specified value. lift the load smoothly. The operator is
then instructed to pull back the lift lever fully.

d. Stop lifting when the "STOP LIFTING" message appears.

Note: Stop BEFORE the lift arm hits the physical stops.

53
 e. Repeat Step 7.a through Step 7.d until the following message is displayed.

f. Repeat Step 7. Using the five previously stated engine speeds.

The following message will be shown on the message center after completing the five
loaded lifts.

The calibration is now complete. The previous calibration has been replaced. The carryback weight is set to
zero. The date/time stamps under the "Check Calibration Info" function are all set to the present time. The
VIMS/LPS calibration sub-menu is displayed on the message center.
Recalibration should not be required for 6 to 12 months.
Recalibration is required when one of the following events occurs:
• Replacement of the VIMS main module
• A position sensor is adjusted.
• A position sensor is replaced.
• A lift cylinder pressure sensor is replaced.
• Replacement of the bucket
• Replacement of the lift arms

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Truck Payload System (TPS) General Information

Block Diagram of the VIMS Off Highway Truck Payload System

The Truck Payload System is a subsystem of the Vital Information Management System (VIMS). The
Truck Payload System performs the functions that are listed below:
• Calculate payload information.
• Store payload information.
• Display payload information.
The data that is stored by the Truck Payload System for each payload cycle is listed below:
• Payload weight
• Start time of the cycle
• Start date of the cycle
Note: This data serves as a continuous data logger. The data can often be used to indicate the truck's
operation when a data logger file does not exist. This provides the information that is listed below:
• Loading time
• Empty time
• Loaded time
• Loaded travel time
• Empty travel distance
• Loaded travel distance
Onboard memory can store information from 2400 payload cycles ("9.0X or later classes of onboard
software and 1200 cycles with onboard software prior to 9.0X"). The onboard payload data can be

55
downloaded to the service tool with VIMS-PC for further analysis. After a successful download, the
onboard payload data can be reset.
Payload weight data can also be broadcast via a user supplied radio telemetry system. If telemetry has been
enabled, the calculated payload weight will be broadcast under the following conditions:
• Each detected loader pass
• A truck has travelled "loaded" for a distance that is greater than .16 km (0.1 miles).
• Information about the complete cycle is also available to broadcast at the end of the "payload
cycle".
Present load cycle information is displayed on the message center. The calculated payload weight is
displayed automatically during loading. The operator is instructed via the message center to perform one of
the following actions that is listed here:
• Continue loading loading the truck. (The loader operator should apply additional loader passes.)
• The truck is fully loaded.
The operator can access various payload parameters via the "gauge" key on the keypad at any time during
the load cycle.
Payload status lamps provide feedback to the loader operator during the loading operation. The lamps
indicate whether loading should continue, or that the truck is fully loaded. The payload status lamps tend to
minimize the amount of under-loading and overloading that is done in the truck fleet.
Whenever the "physical configuration" of the truck has been changed, the manual calibration procedure
that represents an empty truck must be used. The replacement of the suspension cylinders is an example of
a condition that would require the manual calibration procedure.
"Automatic recalibration" of an empty truck occurs when an empty truck has stopped in order to
compensate for a condition that affects the empty weight of the truck. Conditions that can affect the empty
weight of a truck are listed here: carryback and the amount of fuel that is on board.
Some parameters can be modified with the service tool in order to support a wide range of machine
configurations.
Information such as "total number of loads hauled" and "total weight hauled" can be displayed on the
message center. The totals can be reset by the operator via the keypad. Resetting the totals prior to "shift
change" is an example of this function.

TPS Component Function

The VIMS Truck Payload System is composed of the following components. A functional description is
included for each component.

VIMS Main Module - The VIMS main module is the brain of the Truck Payload System. All computing
and storage of the cycle data takes place in the VIMS main module.

Message Center Module - The Truck Payload System uses the message center to display the calculated
weight of the payload. Text messages on the message center tell the truck operator when the target payload
weight has been reached.

Keypad Module - The keypad is the operator interface with VIMS. The operator can perform the
following VIMS Truck Payload System functions with the keypad:
• Change the display units. The payload information can be displayed in English units or Metric
units.
• Modify the target payload weight of the truck.
• Turn ON the last pass indication.
• Turn OFF the last pass indication.
• Enter an operator identification number or a pit identifier of the load.
• Calibrate the system.
• Clear resettable totals.

56
VIMS Interface Modules - The VIMS interface modules receive input signals and processes input signals
from the four suspension cylinder pressure sensors. The interface module converts the payload signals into
a digital equivalent value. The interface module then passes the information to the VIMS main module. The
VIMS main module uses the information in the Truck Payload System.

Suspension Cylinder Pressure Sensors - The four suspension cylinder pressure sensors converts the
payload into a signal that is proportional to weight. This signal is then passed to the interface modules.

Payload Status Lamps - The payload status lamps are located on both sides of the truck. The payload
status lamps show the loader operator when the target payload weight has been reached. The VIMS Truck
Payload System allows the operator to configure the payload status lamps to indicate the last pass. The
payload status lamps will illuminate the following colors.
• A green lamp signals the "loading tool" to continue loading the truck.
• A flashing red lamp tells the "loader operator" that one additional pass is required to load the truck
to capacity.
• A steady red lamp signals that the target payload weight has been reached.

External Payload Display - The external payload display is a 356 mm × 686 mm (14 inch × 27 inch)
screen. The external payload display is mounted on the side of the truck. The external payload display
provides the operator of the loading tool with the measured weight of the material that is currently in the
body of the truck. The payload information is displayed in 254 mm (10 inch) red digital numbers. There are
three configurations of the external payload display that are available. These configurations are listed
below:
• Dual Displays (right hand and left hand displays)
• Right Display (right hand display)
• Left Display (left hand display)
The external payload display receives data through the VIMS broadcast (system telemetry) port. There are
two modes of operation. The modes of operation are listed below:

Single Mode - This mode is for machines that are not equipped with a radio telemetry system.

57
Passive Mode - This mode is for machines that are equipped with a radio telemetry system. This mode
allows the display to access data for the payload weight without interfering with the operation of the radio
telemetry system.

Transmission Control Module - The transmission control module converts the following conditions into a
digital equivalent value: body position, ground speed, transmission gear and parking brake. The
transmission control module then passes the information to the VIMS main module over the CAT data link
for use by the VIMS payload system.

Engine Control Module - The engine control module calculates fuel flow. The control converts this data
into a digital equivalent value. The engine control module then passes the information to the VIMS main
module over the CAT data link for use by the VIMS payload system.

TPS On-Board Features

1. Calculate payload cycle information and store the payload cycle information.
a. "Time stamp": The "Date/time" that marks the start of the payload cycle.
b. "Payload": The weight of the material that is being moved
c. "Loading Time": The amount of time that is required to load the truck
d. "Loading Time": The amount of time that is required to load the truck
e. "Stopped Empty Time": The "total time" that is recorded for a truck that is "stopped
while empty"during the payload cycle
f. "Traveling Empty Time": The "total time" that is recorded for a truck that is "travelling
while empty"during the payload cycle
g. "Travel Empty Distance": The "total distance" travelled by the truck while the truck was
empty.
h. "Stopped Loaded Time": This is the time that is recorded when a truck with a full load is
not moving during the payload cycle.
i. "Traveling Loaded Time": This is the time that is recorded when a truck with a full load
is moving during the payload cycle.
j. "Transmission Shifts": This is the total number of transmission shifts "up or down" that
were made during the payload cycle.
k. "Fuel Used": This is the total fuel that is used during the payload cycle.
l. "Operator ID": This is the identification number of the operator that had dumped the load
for that payload cycle. The operator must enter this number into the VIMS via the VIMS
keypad module.
2. Calculate resettable totals and store resettable totals.
a. The total number of loads that were hauled since the last reset
b. The total weight that was hauled since the last reset
c. Total travel distance since the last reset
d. Total travel time since the last reset
3. Provide a way to download onboard information to the off-board system for analysis.
4. Provide a way to calibrate the system via the VIMS keypad module.
5. Provide a way to configure the system to specific requirements of the user.
a. Set the maximum payload weight.
b. Turn on/off last pass indicators.
c. Turn on the Maximum Payload Speed Manager. Turn off the Maximum Payload Speed
Manager.
d. Set the event limits for the Road Analysis Control (RAC).
6. Display payload information on the message center as the truck is being loaded.
a. Payload weight
b. Loading status messages

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 7. Display loading status information with the payload status lamps as the truck is being loaded.
a. Loading
b. Last pass
c. Fully loaded
8. The following payload information is made available to broadcast:
a. Loader pass count
b. Last pass indicator
c. Cycle data
9. Calculate the parameters (per payload cycle) and then display the parameters that are listed here:
a. Payload weight
b. Payload status ("travelling, empty, etc.")
c. Haul distance.
10. Automatically adjust for the weight of an empty truck as operating conditions change.
a. Fuel level
b. Carryback that is in the body of the truck or carryback that is stuck to the underside of the
machine
11. Detect incorrect suspension cylinder charge (collapse) and cause an appropriate event.

TPS Off-Board Features

The features that are listed here take place with VIMSpc99.
1. Provide a way to download the data that is stored in the onboard system.
2. Provide a way to calibrate the onboard system.
3. Provide a way to view "payload related information" in real time.
4. Provide a way to later analyze the data that is downloaded from the onboard system:
a. VIMSpc99
b. VIMS Supervisor
c. Data may be exported to a commercial spreadsheet of the user's choice.

TPS Normal Operation

General Description of the Payload Cycle
A new payload cycle starts when the truck finishes dumping the previous payload and the body is fully
down.
1. After the previous payload has been dumped the truck travels back to the loading area. The truck
is considered to be "travelling empty" during this time. The truck may need to wait if the "loading
area" is blocked by other trucks that are being loaded. The truck is considered to be "stopped
empty" in this case. When the loader is ready, the truck is positioned under the loader. The truck is
still considered to be "travelling empty" during this positioning.
2. The truck is considered to be in the "Loading state" after the truck has come to a complete stop
under the loader and the first load hits the body. The truck remains in the "Loading state" until the
truck has shifted into second gear.
3. The loader will begin loading material onto the truck. As the loader passes are applied, the truck
continues to be in the "loading state".
4. When all of the loader passes have been applied, the truck pulls away from the loading area. When
the truck reaches the speed of 5 km/h (2 mph) or travels 0.16 km (0.1 miles) the truck is
considered to be in the "travelling loaded state".
5. As the truck reaches the "dumping area" the truck may need to wait because the "dumping area"
may be blocked by other trucks that are dumping loads. The truck is considered to be "stopped
loaded" during this time. The "dumping area" will eventually be clear. The truck will then be
positioned for dumping. The truck is again considered to be "travelling loaded" during this
positioning. The truck is considered to be in the "dumping state" when the body is raised in order

59
 to start dumping. The truck stays in the "dumping state" until the truck body is completely
lowered. During this phase of the "dumping cycle", the VIMS considers the truck to be "stopped
loaded".
6. Once the body is lowered the present payload cycle ends and a new cycle begins.

Basic Loading and Weighing

Calculating the weight of the payload begins as material is being loaded onto the truck. The truck must be
ready to load for the weighing process to begin. The following conditions must be met in order to provide
optimum accuracy:
• The minimum weight of the loader pass must be greater than 10 tons.
• The truck must not be moving.
• The transmission should be in neutral.
• Setting the parking brake is recommended.
The message center will be in the background mode and the external payload status lamps are off. The
external payload display (if equipped) will display the current payload weight.
When the loader dumps the first pass onto the truck body, the suspension cylinder pressure increases
sharply. The sharp increase in pressure starts the "loading state". The following information is shown on the
message center which replaces the background mode:
• A payload weight of zero
• The status of "LOADING"
The external payload status lamps signal the loader operator with a green light to continue loading.

The pressure within the suspension cylinders is not stable for a few seconds after the loader pass. The
suspension cylinders are still recoiling from the sudden application of a large mass. After the pressure in
the suspension cylinders has stabilized, the first pass weight is calculated. The pass weight is then displayed
on the message center. The message is shown below. The external payload status lamps continue to signal
the loader operator with a green light.

Note: NNN.N represent the present payload weight.

With each additional loader pass, more material is loaded onto the truck. This causes the suspension
cylinder pressures to increase sharply. Each sharp increase in suspension cylinder pressure adds another
loader pass. The pressure within the suspension cylinders must stabilize before the calculation of the
payload weight is completed. The new payload weight is displayed on the message center. This message is
shown below.

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Note: NNN.N represent the present payload weight.

If the last pass indicator is enabled the VIMS Truck Payload System calculates a running total of the weight
for all passes. The red payload status lampsbegin to flash in order to warn the loader operator when the
system has determined that one additional pass will result in a payload of at least 95 percent of the target
payload. This is the present payload weight plus the weight of the most recent pass. The following message
is shown on the message center:

Note: NNN.N represents the present payload weight.

After the final loader pass (the last pass) has been completed, the red payload status lamps are turned ON
solid in order to inform the loader operator that the present payload weight is greater than 95% of the target
payload weight. The following message is shown on the message center:

Note: NNN.N represents a value that is greater than 95% of the target payload weight that was
programmed into VIMS with the service program code PAYCONF.

When the truck begins to travel away from the loading site after being loaded the following message is
shown on the message center:

Note: NNN.N represents the last calculated payload weight.

The payload measurement system measures the weight of the load again once the truck has exited the load
site. The measurement is made when the truck has shifted into second gear. The payload information

61
automatically disappears from the message center after the load has been measured. The message center
then returns to the background mode. This indicates that the "loading state" is complete. The truck is now
"travelling loaded".

Automatic Calibration Adjustment

Whenever the truck is "stopped empty" the VIMS truck Payload System will automatically adjust the
calibration. The calibration is adjusted for weight variations such as fuel load and carryback weight that
may affect accuracy. The Carryback weight includes any material that is stuck to the body and under the
body. The amount of adjustment that can take place is limited to a relatively small range around the original
calibration value that was established with the service program code PAYCAL.

Collapsed Suspension Cylinder Detection

Whenever the truck is "travelling empty" at a speed less than 12 km/h (7 mph) the system will continuously
monitor the suspension cylinder pressure. The front and rear suspension cylinders are monitored in pairs.
An event is displayed when the pair of suspension cylinders do not respond to the changes in pressure
equally for an accumulated time of two minutes. The event indicates that the suspension cylinder may be
charged incorrectly or the suspension cylinder is collapsed. For example, when the VIMS detects a problem
with the left front suspension cylinder, the following message is shown:

Press the "F1" key for more information. For example, the second line of the message center will display
additional diagnostic information:

Automatic Payload Communication

When the VIMS RS-232 Broadcast port is connected to a telemetry system, the VIMS Truck Payload
System will send the payload weight via wireless communications to an off-board site. The payload weight
is sent at the following key points in the payload cycle:
• Immediately after the VIMS has successfully weighed each loader pass. This is true only if the last
pass indicator is on.
• Immediately after the VIMS has estimated the weight of each loader pass.
• The truck travels in the loaded state for a distance that is greater than .16 km (0.1 miles) or the
truck has shifted to "2nd" gear.
• Immediately after the truck has finished the loading cycle.

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Off-Board Communication
The payload information is stored in the VIMS electronic control module during operation of the truck. The
payload information that is stored in the on board memory can be analyzed after the information is
downloaded. The process of moving data from the onboard memory to the off-board service tool is called
downloading.
A service tool (laptop computer) that is running the VIMSpc99 off-board software is used in order to
download the payload information. The service tool is connected to the onboard system via a RS-232
service port. The downloaded payload information can be analyzed with the VIMSpc99 off-board software.
Note: Refer to the VIMSpc99 User Manual, FEBJ0047 for additional information on the VIMSpc99 off-
board software.
While the service tool is connected to the onboard system, VIMSpc99 can display payload information in
real-time. Payload information such as payload weight, suspension cylinder pressures, payload status and
more can be displayed at the same time. The payload information is updated once per second.
Additionally, VIMSpc99 can be used to initiate a calibration (the service program code PAYCAL) of the
VIMS Truck Payload System while the service tool is connected.

TPS Service Operation

Payload Calibration
The payload system must be calibrated if the "VIMS-PC" software is used to assign a new serial number to
the main module. The payload system must also be calibrated after the replacement of the VIMS backup
battery (disconnect switch open), the VIMS main module, the interface module, the suspension cylinders,
the suspension cylinder pressure sensors, etc.
Security
1. This service program code only functions while the service tool (VIMSpc99) is connected.
2. After the service tool (VIMSpc99) is disconnected for 30 seconds, this service program code will
no longer be active.
Calibrate the pre-9.5X onboard software after replacing the VIMS main module software. The 9.5X and/or
later onboard software will alert the user through the message center if the software loses the calibration
data for any reason. The following message display is shown on the message center.

Press the "F1" key in order to access additional information.

The VIMS Truck Payload System will not operate until a successful payload calibration has been
completed.

63
The following information describes the service program code 729225 (PAYCAL). The PAYCAL service
program code uses the following procedure in order to calibrate the VIMS Truck Payload System:
1. Ensure that the truck body is empty. Carryback will affect payload measurement.
2. Operate the empty truck to a minimum ground speed of four mph on hard level ground.
3. Move the transmission gear selector to the neutral position and allow the truck to coast to a stop.
DO NOT use the service brakes or the retarder.
4. Manually calibrate the payload system by entering the service program code 729225 (PAYCAL).
One of the following two messages will now show on the message area:

If the above message is shown, put the truck back into service.

If the above message is shown, repeat the procedure again. Begin at Step 1. Make sure that the ground
speed is at a minimum of four mph. DO NOT use the service brakes and/or the retarder.

Payload Configuration
The following information describes the service program code: 7292663 (PAYCONF)
The service program code 7292663 (PAYCONF) is used in order to configure the maximum weight of the
truck payload and the last pass indicator.
Security
1. This service program code only functions while the service tool (VIMSpc99) is connected.
2. After the service tool (VIMSpc99) is disconnected for 30 seconds, this service program code will
no longer be active.
Procedure
1. Stop the truck and verify that the body is empty. Then, enter 7292663 (PAYCONF) and press the
"OK" key. The message area will show the target payload weight.

Note: NNN is the maximum payload weight. The weight is displayed in the selected units of measure
("English/Metric").

2. Use the right/left arrows keys in order to set the desired weight.
64
 3. Press the "OK" key in order to accept the value that is shown on the message center. The message
area will now show:

Note: "YES" might also show as a "NO". To enable the LAST PASS indication, use the left/right
arrow keys to toggle the LAST PASS indicator to "YES". The continuous flashing of the RED payload
status lamps indicates that the truck is waiting for the last pass of the loading tool. The last pass
indicates that the VIMS loader payload system has estimated that the next pass is greater than 90
percent of the selected target weight.

4. Press the "OK" key in order to accept the selection. This returns the message center to the previous
mode.

Payload Show/Reset Resettable Totals

The following information describes the service program code: 868 (TOT)
This service program code 868 (TOT) allows the operator to view information. The service program code
allows the operator to reset the total payload activity information since the last reset.
Procedure
1. Enter the service program code 868. Press the "OK" key. The message area will show:

Note: NNNNN represents the number of loads that were hauled since the previous reset.

2. Press the right arrow key. The message area will show:

Note: NNNNN is the total weight of all loads that were hauled since the previous reset.

65
 3. Press the right arrow key. The message area will show:

Note: NNNNN.N is the total miles (kilometers) that were travelled since the previous reset.

4. Press the right arrow key. The message area will show:

Note: NNN.N represents the total travel time that has accumulated since the last reset. Travel time
accumulates when the truck has been travelling at a speed that is greater than 5 km/h (3 mph).

5. Press the left arrow key in order to scroll back through the previous screens or press the "OK" key
in order to return the message area to the previous mode without clearing the totals. Proceed to
Step 6 to clear the totals.
6. Enter the service program code 73738 (RESET). Press the "OK" key in order to clear all the totals.
Press the "OK" key again in order to return the message area to the previous mode.

TPS Maximum Payload Speed Manager

Caterpillar's 10/10/20 rule states "that no more than 10 percent of the payloads may exceed 1.1 times the
target payload of the truck and no single payload shall exceed 1.2 times the target payload of the truck".
The Maximum Payload Speed Manager provides the customer with a way to comply with the 10/10/20
rule. This method limits the performance of the machine. The performance of the machine is limited when
the weight of the payload is greater than 1.2 times the target payload. When the weight of the payload is 1.2
times the target payload, the brakes and steering are at the maximum certifiable levels. Limiting the
performance of a machine that is overload protects the machine and the operator. The operator of the
loading tool is also forced to load the machine correctly.

Operation of the Maximum Payload Speed Manager

The Maximum Payload Speed Manager compares the actual payload weight on the machine to an overload
setting. When the VIMS has determined that the machine is overloaded, the machine is slowed down by
limiting the shift range of the transmission and the engine speed is reduced at the limited gear. The payload
weight is monitored as the machine shifts to second gear.

66
Machine Response to the Weight of the Payload
Table 1
Conditions and the Corresponding Response of the Machine
Condition Response
The weight of the payload is within the specified No action is taken. The machine will continue normal
limit for the target payload. operation.
A machine overload event is recorded.

A machine overload event is broadcast via a radio telemetry

The weight of the payload is greater than the
system.
specified Target Payload Setting but less than the
specified Percent Above Payload target.
The VIMS displays messages to the operator. These messages
warn the operator that the machine is overloaded and the
messages instruct the operator to proceed carefully.
An event is recorded for the machine overload limit.

The event for the machine overload limit is broadcast via a

radio telemetry system.

The VIMS displays warning messages to the operator that the

machine is overloaded.

A category 2-S warning sounds if the operator proceeds

Weight of the payload is greater than the specified without correcting the overload condition.
Percent Above Payload Overload Limit.
The VIMS displays warning messages to the operator that
machine operation has been limited and the VIMS instructs
the operator to resolve the overload condition.

The shift range of the transmission is limited.

High idle of the engine is limited.

The point for automatic retarding is reduced.

The Maximum Payload Speed Manager will activate the overload events when the weight of the payload
exceeds the set limit regardless of the location of the truck. The speed limiting of the machine is activated
when the weight of the payload exceeds the set limit regardless of the location of the truck. This behavior
will remain active until the payload is dumped and the weight of the payload is cleared. The limiting of the
machine speed and the VIMS messages cease automatically after the payload has been dumped. The
machine is then returned to normal operation.
The weight of the payload is calculated when the truck is shifted into second gear (second gear weighing).
The new weight of the payload that is determined during the second gear weighing is then used to
determine if limiting the speed of the machine is necessary.

67
Once the Maximum Payload Speed Manager has determined that the truck is overload, the following
actions are initiated:
• The shift range of the transmission is limited to second gear.
• High idle of the engine is limited to 1750 rpm.
• The point for automatic retarding is reduced to 1750 rpm.
The settings that are listed above are not adjustable.

Example of the Operation of the Maximum Payload Speed Manager

The Project Manager of a site has decided that the normal haul weight for a 793C is 240 tons. The Project
Manager has decided that the 793C should never exceed a limit of 288 tons. In order to achieve these
objectives the Project Manager would set the parameters of Maximum Payload Speed Manager to the
values that are listed below:
Target Payload Setting - 240 tons
Payload Overload Limit Setting - 120% (288/240=120%)
With these settings the Maximum Payload Speed Manager will function in the manner that is listed below:
• The payload loading lamps will load to 240 tons.
• The overload warnings will occur above 264 tons.
• The engine speed will be limited to 1750 rpm in second gear above 288 tons.
• The external payload display will show the current payload weight.

Maximum Payload Speed Manager setup for a 793C Off-Highway Truck

Setup of the Maximum Payload Speed Manager

The Maximum Payload Speed Manager requires the user to enter information into the system. This
information is used to define the system behaviors that are listed below:

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 • Overload speed limiting
• Overload events
• Overload warnings

Target payload
The "target payload setting" is used during payload operations in order to control the operation of the
external payload lamps. The "target payload setting" is adjustable from zero to the target weight of the
truck that is being setup. The target weight is the maximum weight of payload that is determined from the
GMW of the machine. The "target payload setting" is stored in the onboard memory of the VIMS ECM.
The "target payload setting" is programmed via the keypad.
The service operation of Payload Configuration (PAYCONF) is used to set this value. Refer to the Systems
Operation, "Truck Payload - Configure" section of this manual for instruction on entering this information
into the system.

Payload Overload Limit

The "payload overload limit" is the maximum payload weight that is allowed before the VIMS will display
warning messages to the operator. The VIMS will also limit the speed of the machine, if the payload weight
is too high. The "payload overload limit" is adjustable from 105 percent to 120 percent in increments of one
percent. The "payload overload limit" is stored in the onboard memory of the VIMS ECM. The "payload
overload limit" will allow the user to set the percentage to zero. The system will be disabled when the
percentage is set to zero. The default setting is zero percent. The service operation of Payload
Configuration (PAYCONF) is used to set this value. Refer to the Systems Operation, "Truck Payload -
Configure" section of this manual for instruction on entering this information into the system.

Setup Of The System

There are two methods available to enter the values for the Target Payload Weight and the Payload
Overload Limit.
The first method utilizes the Service Program Code (SPC) of PAYCONF (7292663). Refer to the Systems
Operation, "Truck Payload - Configure" section of this manual for instruction on entering this information
into the system.
The second method is to use the Electronic Technician software. Use the procedure that is listed below to
enter the desire values.
Electronic Technician (ET) Procedure
1. Connect the 160-0142 Data Link Cable between the 7X-4401 Communication Adapter and the
Service Tool (ET).
2. Connect the 139-4166 Data Link Cable between the 7X-4401 Communication Adapter and the
diagnostic connector on the machine.
3. Turn ON the service tool and open the Electronic Technician application.
4. Turn the disconnect switch and the key start switch to the ON position.

69
5. Click on the "Connect" icon (1) in the tool bar of ET. This will establish communication with the
machine and the ET as shown in Illustration 152.

6. Select "VIMS main" from the "ECM Selector" dialog box and click on the OK button. This is
shown in Illustration 153. This will display the "ECM Summary" screen.

1. Select the "Service" menu.

2. Select "Configuration" from the "Service" menu. This will display the "Configuration" screen.

70
 3. Double click on the parameter that you want to change. This will display the "Change Parameter
Value" dialog box.

4. Enter the new value of the parameter into the "New Value" text box and then click on the "OK"
button. ET will prompt the user with a confirmation message that asks "Are you sure you want to
program this parameter?". Click the "Yes" button if you wish to accept the change.
Note: Repeat this procedure for both Maximum Payload Speed Manager Parameters.

Event - Configure (ESET)

The Service program Code ESET (3738) allows the user to modify the behavior of the payload data events
that are listed below.
• 2915
• 2916
• 2917
Refer to the Systems Operation, "Event - Configure" section of this manual for instruction on modifying
the payload data events.

TPS Accuracy
Weight Measurements
The accuracy of the data that is stored by the VIMS Truck Payload System will be within "± 5% on 95% of
the payloads". There are some conditions that could affect the accuracy of the VIMS truck payload system
weighing process. Some of these conditions are listed here:
• A truck is loaded on a sloped surface that is greater than "5 percent". Accuracy will become
progressively worse as the slope becomes greater.
• A suspension cylinder is not properly charged. The suspension cylinders may not cause an event
even if the charge is incorrect. However, the "weighing accuracy" will be affected.

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Note: Refer to the Special Instruction, SEHS9411-01, "Suspension Cylinder Servicing" for information on
servicing the suspension cylinders.

• Pushing down on the load with the "loading tool" during the "weighing process" (packing the
load)
• Moving the truck more than a distance of ".16 km (0.1 miles)" in any direction between "loader
passes"
• Actuating the "body raise lever" during loading
• A failure to have the VIMS Truck Payload System calibrated after replacing system components.
• A failure to have the VIMS Truck Payload System calibrated after any "substantial changes" to the
empty weight of the truck.
• Using a conveyor or a "continuous feed system" for loading
• A truck leaves the loading site before cylinder pressures have stabilized and the final weight has
been displayed. This will cause the VIMS Truck Payload System to estimate the payload weight
instead of weighing the payload.
• Failures that are detected by VIMS may cause the payload weight to become inaccurate. These
failed events will be shown in the "VIMS event list".
Note: TPS accuracy is not affected by placing the first loader pass into the truck body before the truck
comes to a complete stop under the loading tool. This relates to the 9.3X or later classes of on board
software. The truck can be repositioned during loading. The truck must not travel a distance that is greater
than .16 km (0.1 miles). The VIMS Truck Payload System will consider the loading phase of the cycle
complete, when the truck has moved a distance that is greater than .16 km (0.1 miles) in any direction.

Time Measurements
The smallest increment of the real time clock measurements are 1 second. The recorded times and dates of
the real time clock will aid in identifying the causes of any unusual cycle data.

Distance Measurements
The accuracy of the "distance measurement" will depend on the actual effective rolling radius of the tires.
The VIMS Truck Payload System does not distinguish between tires of different sizes, manufacturers or
tread depth. The VIMS Truck Payload System distance measurements are calculated on the average tire
size for each model of truck. Distance measurements are recorded to the nearest .16 km (0.1 miles).

Component Descriptions
The Vital Information Management System (VIMS) operates on a variety of different machines. Some of
the following electrical components may not be installed on every machine. Configuration software
provides the VIMS main module with the following information: type of machine and installed onboard
components. Refer to the Electrical System Schematic in the machine Service Manual for component
locations. The Electrical System Schematic may be used to verify the components that are used by VIMS.
Hardware
This manual describes the version 2.0 and version 3.0 of VIMS hardware. The version 2.0 hardware relates
to the original VIMS modules (main module and interface modules) that went into production in the third
quarter 1994. In the third quarter of 1996, version 3.0 hardware began production. The version 2.0 Interface
modules and version 3.0 interface modules have the same physical appearance. Part numbers are the only
way to tell the difference. The backup battery holder for the V2.0 main modules are located on the side of
the module. In order to access the battery, a black "knob" needs to be unscrewed. V3.0 main modules have
an "egg shaped" cover on the top of the module. In order to gain access to the battery, two screws must be
removed. This battery is flat with four pin-type contacts on the bottom. An L-shaped tool is required to pry
the battery out.

72
All modules can be mixed and matched with the exception of the 144-7172 VIMS Interface Module. The
9.X or later class of onboard software must be used with version 3.0 modules to gain all benefits and
features. The new interface modules should not be mixed with the former interface modules on machines
that use 9.X or later class of onboard configuration software. If an 144-7172 VIMS Interface Module is
replaced by a older version of interface module, the interface module will function. However, this interface
module could also cause the diagnostic type of maintenance events to be incorrectly displayed by using old
diagnostic codes or incorrect diagnostic codes.

Main Module

73
Limited Mode/Application Mode (V3.0 Hardware)
The VIMS main module operates in one of two modes:
• limited
• application
The VIMS operates in the LIMITED MODE when no source software and/or configuration software is
installed in the VIMS main module. VIMS functionality is limited until the installation of all necessary
software. Any error messages in this mode come from a list that is contained in the main module (ROM)
regardless of software. The main module is programmed to recognize internal problems before installing
the software. The main module generates the error messages in order to aid the service technician in
troubleshooting problems with the software installation process.
APPLICATION MODE is operation of the main module after installing the source software and
configuration software. APPLICATION MODE is the normal VIMS operating mode which follows the self
test after the key start switch is turned to the ON position.

Machine Information Stored in the Main Module (V3.0)

The version 3.0 main module stores the following basic machine information in a semi-permanent
(EEPROM) type of memory. The semi-permanent (EEPROM) memory is unchanged by flashing the
CONFIGURATION software with the exceptions that are noted in Table 1. The configuration software will
allow some keypad commands and the service tool to change this information.
• Product Identification Number (PIN) or Serial Number
• Machine equipment or unit number
• Machine hours (SMH)
• Attachment code (Large Wheel Loaders and 5230 Excavator7LL99-UP)
• Type of configuration
• Odometer
Note: Refer to Table 1 for the status of machine information after installing new onboard software.
The following items are stored in battery-backed memory:
• Date
• Time
• Payload calibration (OHT and Large Wheel Loaders)
• All data files that can be downloaded
• Setting of the display unit
• Setting of the desired language
• Active events (when the key start switch is turned to the OFF position)

Table 1
VIMS Machine Information that is Changed by the Installation of New Source Software or New
Configuration Software
Machine Information Information that is Changed by Information that is Changed by the
the Installation of the Source Installation of the Configuration
Software (.SRC). Software (.CNF).
Machine Serial Number (Product NO NO
Identification Number PIN)
Machine Equipment Number (Unit NO NO
Number)
Machine Hours (SMH) NO NO
Attachment Code (Large Wheel NO NO (1)
loader and 5230 Excavator7LL99-

74
 UP)
Configuration Type YES (2) YES (3)
Odometer NO NO
Date NO NO
Time NO NO
Payload Calibration NO (4) NO (4) (YES for OHT)
Data Files Available for Download YES YES (5)
Language Setting YES YES
Unit Setting YES YES
Active Events At The Time The YES YES
Key Start Switch is turned To The
OFF Position.
Autolube Setting YES YES
(1)
Installation of a new configuration does not change the attachment code unless there is a special code given in
a configuration that is required by that configuration.
(2)
Installation of configuration software (new or the same one) clears the configuration type.
(3)
First configuration installation after a new source software update determines the the configuration type for
future uploads.
(4)
Valid with 9.5X or later classes of onboard software
(5)
Except cumulative data in 9.5X or later classes of onboard software

Table 2
Component Description of Main Module Connector (1)
No. Function Type
1 +Battery - Unswitched (+24 DCV) (2) Power Input (Memory)
2 Frame Ground Ground (3)
3 Display Back Light Return Output
4 CAT Data Link (Left) + Input/Ouput
5 CAT Data Link (Left) - Input/Ouput
6 CAT Data Link (Right) + Input/Ouput
7 CAT Data Link (Right) - Input/Ouput
8 +Battery - Key Switch (+24 DCV) Input (4)
9 Dash Light Sensor Sensor (5)
16 RS-232 Data Link 1 - Trans. (Broadcast) Output
17 RS-232 Data Link 1 - Rec. (Broadcast) Input
18 RS-232 Data Link 2 - Rec. (Service) Input
19 RS-232 Data Link 2 - Trans. (Service) Output
20 Action Lamp Output
21 Service Lamp Output
22 Payload Lamp (Green) Output
23 Payload Lamp (Red) Output
24 Action Alarm Output
25 Display Power (9 DCV) Output
26 Display Clock Output
27 Display Data Output

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28 Display Load Output
29 Keypad Data Input
37 Display Modules Ground Ground (6)
(1)
The Main Module connector is a 37 contact connector. Contacts not listed are unused.
(2)
This voltage is turned OFF only when the disconnect switch is in the OFF position.
(3)
(+battery return)
(4)
This input turns ON the main module. The power is provided via contact 1.
(5)
This is the input that is used for backlight dimming.
(6)
Return for 9 volt power.

The VIMS main module monitors the status of the machine systems continuously. The main module makes
decisions based upon the input from the following components:
• VIMS interface modules
• VIMS keypad module
• Other electronic control modules
• Internal calculations
The main module sends information to VIMS interface modules and other electronic control modules on
the machine. The input and output of this information takes place over the CAT data link. The outputs of
the main module notify the operator and the service technician of the status of the machine systems. The
VIMS machine system information is shown on the display modules that are listed here:
• Quad gauge module
• Speedometer/tachometer module
• Message center module
• Action lamp
• Action alarm
• Service lamp
The service indicator lamp is used by the service technician and on-site maintenance personnel. The service
indicator lamp is not visible from the cab. The main module uses two RS-232 data link outputs to
communicate data to off-board systems. A 37 contact connector is located on the VIMS main module. The
connector is used to connect the necessary harness wiring to all the system components. The module
identifier (MID) for the VIMS main module is listed here:
49 - VIMS Main Module

Input/Output
CAT Data Link
The connector contacts of the CAT data link 4, 5, 6 and 7 on the VIMS main module, provide a
communication link with the other electronic control modules on the machine. The CAT data link is
bidirectional. This bidirectional functionality allows the input/output of data between electronic control
modules. The CAT data link permits the sharing of information such as engine oil pressure, machine codes
and diagnostics. The VIMS main module can communicate with two identical CAT data links. The two
data links are identified as the right or the left CAT data link. The identical data links work independently
of each other. This connects the main module in a loop with the other VIMS modules. The loop allows the
VIMS modules two possible paths of communication. Two communication paths allow the VIMS modules
to communicate even if the loop is broken by harness failures.
RS-232 Data Link
The connector contacts of the VIMS main module (16, 17, 18 and 19) provide two RS-232 serial ports. The
two serial ports allow the VIMS main module to communicate with the off-board systems. The RS-232
data links are bidirectional. The bidirectional function allows the main module to input/output information.
One port is used to communicate with an off-board service tool. The second port is used in order to
broadcast data to off-board systems, as required.
Display Data Link

76
The VIMS main module contacts 26, 27, 28 and 37 provide a serial port for the Display Data Link. The
main module uses the display data link to communicate with the display modules. Power for these modules
(connector contact 25) is 9 Volts relative to ground (connector 37). The 6-contact connectors in the
machine harness for any of the display modules can be interchanged with any other display module. This is
especially helpful for troubleshooting.
Keypad Data Link
The keypad data link (connector contact 29 and 37) is used to provide a serial port for communicating
keypad data to the VIMS main module.

Inputs
Switch Input - Key Start Switch
The input from the key start switch (connector contact 8) provides information about the status of the key
start switch (ON or OFF). The input signal from the key start switch is used to turn on the main module.
When the key start switch is in the ON position, this input is connected to +battery. When the key start
switch is in the OFF position, the input is open (floating).
Sensing Input - System Voltage
The sensing input for system voltage (connector contact 1) tells the main module the voltage of the
machine electrical system. harness wiring connects the VIMS circuit breaker to this input (connector
contact 1). This voltage information helps determine the condition of the electrical system. This input is
also the +battery supply for the VIMS main module. This input provides power to the battery backed up
memory in the event of a failure to the internal backup battery (3 volt) or the internal backup battery is
removed.
Sensing Input - Lighting
The sensing input for lighting (connector contact 9) tells the main module when the machine panel dash
lamps are ON. Harness wiring connects the panel lamp circuits to the sensing input for lighting. The
sensing input for lighting is used to determine when the back lighting of the message center module should
be dimmed in V2.0 hardware. The V3.0 hardware allows the operator to control backlighting through the
keypad. 9.X class of on board software is required to adjust backlighting through the keypad. Refer to the
Systems Operation, "Service Operations" section of this manual for additional information.
Keypad Input
The keypad input (connector contact 29) receives information from the keypad.

Outputs
Service Lamp
When a VIMS event is detected, the main module activates the service lamp output (connector contact 21)
and the service lamp is turned ON. The service lamp remains ON whenever the event is active. If an event
could be damaging to the machine, the service lamp is FLASHED. The service lamp can be turned OFF
with the keypad. Events are not cleared from the main module memory when the service lamp is turned
OFF. If the event becomes inactive, the service lamp is turned OFF. When power is applied to the Vital
Information Management System, the main module memory is checked for any inactive events that have
not been cleared. If any inactive events are found, the service lamp is FLASHED three times. If no events
are found, the service lamp is FLASHED once as a lamp test during the VIMS self test.
If an event is acknowledged via the keypad, the service lamp will not turn OFF. Refer to the Systems
Operation, "Service Operations" section of this manual for additional information on turning off the service
lamp with the service program code "SVCLIT".
Action Lamp
The action lamp output of the main module (connector contact 20) is activated when a category 2 or 3
warning is present and this will cause the action lamp to FLASH. For more information, see the Systems
Operation, "Warning Operation" section.
Action Alarm

77
The action alarm output of the main module (connector contact 24) is activated when a critical abnormal
condition category 3 is present and this will cause the action alarm to SOUND. For more information, see
the Systems Operation, "Warning Operation" section.
Display Power Supply
The display power output of the main module (connector contact 25) provides 9 volts DC power to the
following display modules:the quad gauge module, the message center module and the
speedometer/tachometer module. The other display outputs of the main module connector contacts 26
through 28 provide the information that is shown on the display modules via the Display Data Link. These
outputs are connected to all display modules.
VIMS Internal Battery

VIMS Internal Memory Backup Battery

A long life three volt lithium battery is contained in the VIMS main module. The battery allows the
memory of the main module to hold data when power is removed from the main module (OPEN disconnect
switch). The time/date functions are also powered by the battery.
All on board stored data in V3.0 hardware (not source or configuration software) is retained in battery-
backed memory (volatile). This type of memory will lose data if power is removed. When the disconnect
switch is in the ON position, the machine electrical system will power the main module. This allows the
stored data to be retained. The backup battery takes over when the disconnect switch is open. The backup
battery retains only the stored data.
The backup battery also powers the date/time function in the main module when the key start switch is in
the OFF position. This is true whether the disconnect switch is ON or OFF.
For machines in service, the backup battery is expected to have a life of approximately two years V2.0
hardware and the V3.0 hardware has an expected life of approximately 5 years. Refer to the following table
for the recommended battery replacement interval.

Table 3
Internal Battery Replacement

78
Hardware Recommended Battery
Version Replacement
(1)
V2.0 Every two years

V3.0 Every five years (2)

(1)
Battery replacement should be performed annually in climates with ambient temperatures in the range of 0 to -
40 °C (32 to -40 °F).
(2)
Battery replacement should be performed at a 2 to 3 year interval in climates with ambient temperatures of 0
to -40 °C (32 to -40 °F).

The failure of the backup battery causes an operator warning and a resulting diagnostic code to be stored in
the event list. After the event for the failure of the battery, if the key start switch is put in the OFF
position and the disconnect switch is OPEN, loss of the stored data can occur within several hours or
less. When this warning occurs, download the stored data immediately. Then replace the backup
battery. DO NOT turn the key start switch to the OFF position. DO NOT turn the disconnect switch
to the OFF position.
The reason that the potential loss of data is so sudden after the initial operator warning is due to the
discharge characteristics of the lithium battery. The lithium battery holds a constant voltage throughout the
life of the battery. Then due to the chemical breakdown (maturing) of the battery, the battery dies very
quickly. This is in contrast to the discharge characteristics of the average flashlight battery. The flashlight
battery discharges slowly over time, until the battery is dead.
Note: When the 9X-5402 Battery is being replaced, ensure that the insulating sleeve is removed from the
battery (if present). See the Testing and Adjusting, "Battery Replace" section of this manual for more
information.
Note: The 9X-5402 Battery is used in V2.0 main modules ( 3E-3666 Electronic Control, 115-0648
Electronic Control, 118-9636 Electronic Control and 124-6134 VIMS Electronic Control Group ). The 101-
1785 Battery is used in V3.0 main modules ( 130-5131 VIDS/VIMS Electronic Control Group 165-8682
VIDS/VIMS Electronic Control Group ).

Interface Module

79
Table 1
Contact Description of Interface Module Connector (1)
No. Function Type
1 +Battery (+24 DCV) Power Input
2 Ground Ground
3 PWM 1 Sensor Input (PWM)
4 PWM 2 Sensor Input (PWM)
5 PWM 3 Sensor Input (PWM)
6 Switch 1 Uncommitted Switch Input
8 Switch 2 Uncommitted Switch Input
9 Unused -
10 PWM 4 Sensor Input (PWM)
11 PWM 5 Sensor Input (PWM)
12 Switch 3 Uncommitted Switch Input
13 Frequency 3 Sensor Input (Frequency)
Programmable
14 PWM 6 Sensor Input (PWM)
15 PWM 7 Sensor Input (PWM)
16 PWM 8 Sensor Input (PWM)
17 Switch 4 Uncommitted Switch Input
18 Switch 5 Uncommitted Switch Input
19 Switch 6 Uncommitted Switch Input
20 Switch 7 Uncommitted Switch Input
21 CAT Data Link Input/Output
Left +
22 CAT Data Link Input /Output
Left -
23 CAT Data Link Input/Output
Right +
24 CAT Data Link Input/Output
Right -
25 Switch 8 Uncommitted Switch Input
26 Sensor Power (8 DCV) Output
27 Sensor Power (5 DCV) Output

80
28 Frequency 1 Sensor Input (Frequency)
29 Frequency 2 Sensor Input (Frequency)
Programmable
31 Solenoid 1 Driver
Output
32 Switch 9 Switch Input
24 VDC
33 Solenoid 2 Driver
Output
37 Harness Code 0 Switch Input (programming)
38 Harness Code 1 Switch Input (programming)
39 Harness Code 2 Switch Input (programming)
40 Harness Code 3 Switch Input (programming)
(1)
This connector is a 40 contact connector. Contacts not listed are unused.

There may be several interface modules on one machine. Each of these modules operate in a similar way.
Different Module Identifiers (MID) are assigned to each module. This code is determined by the harness
code connections. The Module Identifier (MID) for each interface module is listed here:
57 - VIMS Interface Module No. 1
58 - VIMS Interface Module No. 2
59 - VIMS Interface Module No. 3
60 - VIMS Interface Module No. 4
65 - VIMS Interface Module No. 5
66 - VIMS Interface Module No. 6
67 - VIMS Interface Module No. 7
68 - VIMS Interface Module No. 8
Note: The Module Identifier (MID) for the VIMS main module is No. 49.

Inputs/Outputs
CAT Data Link
The connector contacts of the CAT data link 21, 22, 23 and 24 provide a communication link with the other
electronic control modules on the machine. The CAT data link is bidirectional. The bidirectional
functionality allows the input/output of data between electronic control modules. The CAT data link
permits the sharing of information such as engine oil pressure, machine codes and diagnostics. The
interface module contains two identical CAT data links. The identical data links work independently of
each other. The two data links are identified as the right or the left CAT data link. The interface module is
connected in a loop with the VIMS main module. The loop provides two paths of communication for the
VIMS modules. Two communication paths allow the VIMS modules to communicate even if the loop is
broken by harness failures.

Inputs
The inputs describe the status of the machine systems. Switch inputs and sensor inputs are used by the
interface module. Switches and harness wiring provide an open or ground to the switch inputs of the
interface module. Sensors (frequency or PWM) and harness wiring provide a changing signal to the sensor
inputs of the interface module.
Switch Input (+24 DCV)
The +24 DCV switch input (connector contact 32) monitors a +24 DCV circuit. The switch input will be
either +24 DCV or the switch input will be open or floating. If the input is floating, a pull-down resistor in
the interface module will pull this input to ground and the voltage will be at 0 volts.
Uncommitted Switch Inputs

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The uncommitted switch inputs (connector contacts 6, 8, 12, 17, 18, 19, 20 and 25) provide the information
about the machine systems. These inputs become dedicated to a specific function by the configuration
software. The machine's Electrical System Schematic may be used to verify the function. The status of the
switch input indicates a normal or abnormal system condition. The switch inputs receive machine system
information from the following types of switches:
• Pressure Switches
• Temperature Switches
• Flow Switches
• Level Switches
• Position Switches
The input of the interface module is either open (floating) or the input is connected to ground through the
switch.
Switch Inputs (Harness Code)
The connector contacts 37 through 40 are the harness code inputs. The Harness code inputs can be used to
assign a unique module identification code to the individual interface modules. This is necessary because
there can be multiple interface modules on one machine. The module identification code identifies the
interface module that is currently communicating with the VIMS main module. The combination of
grounded harness code inputs and open harness code inputsdetermine the unique module identification
code for the interface module.
Sensor Inputs (Frequency)
An AC signal that usually represents the rotational speed of a machine component is present at each
frequency sensor input, connector contacts 13, 28 and 29. The suspension cylinder pressure sensor is the
exception. The suspension cylinder pressure sensor generates a frequency that is proportional to the
pressure in the suspension cylinder. For example, the ground speed, the engine speed sensor and the
suspension cylinder pressure sensors provide an AC signal of varying frequency to the interface module.
The interface module measures the frequency (Hz) of the AC signals. The resulting speeds are sent to the
main module over the CAT data link. The main module shows this information on the
speedometer/tachometer module. The main module may also show this information on the message center
display. Connector contact 28 (frequency 1) is used only with a magnetic type sensor. The pull-up voltage
is zero. The functionality of connector contacts 29 ("frequency 2") and 13 ("frequency 3") are
programmable in the VIMS configuration software. The configuration software can be programmed for
either magnetic sensors (sine wave) or powered sensors (square wave). The pull-up voltage is 7 ± 1 DCV
on frequency inputs that are used with suspension cylinder pressure sensors.
Sensor Inputs (PWM)
The PWM sensor inputs at connector contacts 3, 4, 5, 10, 11, 14, 15 and 16 receive PWM signals that are
representing the present condition of a machine system. PWM sensors provide temperature, pressure and
level information of machine systems. The interface module measures the duty cycle of the PWM signal,
which represents the measured information. This PWM information can be sent to the main module over
the CAT data link. The main module uses this information to monitor machine systems. Then alert the
operator of any abnormal conditions.

Outputs
Solenoid Output
The solenoid (driver) outputs connector contacts 31 and 33 allow the interface module to cause action. An
example of this action could be energizing a solenoid or sounding the action alarm.
Voltage Output (Sensor Power)
This output provides a regulated power source to the PWM sensors. There are two voltage outputs on this
module. A regulated +8 DCV sensor power source connector contact 26 and a regulated +5 DCV sensor
power source connector contact 27.

Display Modules
The contact description for all display modules are listed in the following table.

82
Table 1
Contact Description of Display Module Connector
No. Function Type
1 +9 DCV Input - Power
2 Ground Ground - Power/Signal
3 Display Clock Input - Signal
4 Display Data Input - Signal
5 Display Load Input - Signal
6 Harness Code Input (1)
(1)
The harness code is used to give two display modules of the same type a unique component number. This is
needed so the VIMS main module can send unique information to each identical module. The module number 1
is assigned to the component with a grounded harness code input. The module number 2 is assigned to the
component with an ungrounded harness code input.

The display modules receive information from the main module. The operator and the service technician
are notified of machine system status by the display modules. The display modules are listed here:
• Quad gauge module
• Speedometer/tachometer module
• Message center module
Note: The Electrical Schematic in the machine Service Manual and the Operation and Maintenance
Manuals are helpful in identifying the display modules that are used on a given machine.

Quad Gauge Module

Quad Gauge Module

(1) Harness Connector
(2) Gauge warning area
(3) Pictograph symbol

This module contains four gauges. The gauge receives the information from sensor inputs from The VIMS
or other electronic controls over the CAT data link. The VIMS main module uses the information from the
sensor inputs in order to calculate the values that are shown on the gauges.

83
Each gauge is dedicated to a parameter within a machine system. Some examples of the possible machine
system parameters are listed here: engine oil pressure, power train oil temperature, brake oil temperature,
brake air pressure, system air pressure, hydraulic oil temperature and fuel level. Pictograph symbol (3)
identifies the machine system parameter which is shown on each gauge. Abnormal range values are shown
by the gauge warning area (2).

Speedometer/Tachometer Module

Speedometer/Tachometer module
(1) Tachometer
(2) Pictograph symbol
(3) Ground speed readout
(4) Actual gear readout
(5) Harness Connector

Ground speed readout (3) consists of three digits that may be used in order to show the machine ground
speed in "MPH (km/h)". The service program code of "UN" is used to change the unit of measure. The unit
of measure is English or metric. The VIMS calculates speed by using the information from the output of a
frequency sensor. The VIMS may also calculate speed by using information that is obtained from a
different electronic control over the CAT data link.
Actual gear readout (4) consists of two digits that show the transmission actual gear which is engaged. The
left digit shows the actual gear that is selected, "1", "2", "3", etc. The right digit shows the direction that is
selected, "F", "N" or "R".

84
Tachometer (1) shows the engine speed in RPM. The VIMS calculates speed by using the information from
the output of a frequency sensor. The VIMS may also calculate speed by using information that is obtained
from a different electronic control over the CAT data link.

Message Center Module

Message Center Module

(7) Alert Indicator
(8) Data logging indicator
(9) Message area
(10) Universal gauge
(11) Gauge warning area
(12) Harness connector
(13) Backlight harness connector

Alert indicator (7) notifies the operator of an abnormal condition in a machine system. The main module
uses information from the interface modules and any other electronic control modules on the machine to
determine when an abnormal condition is present. The main module then FLASHES alert indicator (7).
When alert indicator (7) FLASHES, an abnormal condition exists. For more information, refer to the
Systems Operation, "Warning Operation" section in this manual.
Data logging indicator (8) is a series of dots that scroll when data logging is turned on. The dots only scroll
when data logging is turned on from the keypad.
Message area (9) identifies the machine system parameter with an abnormal condition. The first line shows
the parameter and the parameter status. The second line prompts the operator for a reaction. When alert
indicator (7) is FLASHED, the machine system parameter with the abnormal condition is shown in the
message area. For more information, refer to the Systems Operation, "Warning Operation" section in this
manual. Message area (9) is also used to show the event lists, active diagnostic events (MID, CID, and FMI
format) and other requested information.
The system default information is shown on the message area during normal operation. The default
information is referred to as the background mode. Information that is shown in the background mode is
listed here:
• Time of day
• Odometer (9.3X class of software or later)
• Total machine hours. The total machine hours are based on engine running time.
• On trucks, the payload weight is the information that is shown in the background mode when the
truck is being loaded.
• On loaders, the payload weight is also the information that is shown in the background mode when
the payload system is ON.
Universal gauge (10) shows a relative value of the parameter in message area (9). For sensor type
parameters, universal gauge (10) shows the relative value of the event parameter. Switch type parameters

85
are not shown on universal gauge (10). Universal gauge (10) can also show the RELATIVE value of any
valid machine system parameter. The ACTUAL value can be viewed by entering the desired parameter
number on the keypad and pressing the "GAUGE" key or pressing the "F1" key while the event is present.
Gauge warning area (1) is a bar that can be located at either end of universal gauge (10). The bar that is
used is determined by the parameter that is being displayed. Gauge warning areas (11) may be illuminated
in order to indicate an abnormal condition. In illustration 164, gauge warning area (11) is illuminated in
order to show the abnormal condition: "TRN TEMP HI". The lower end of the gauge would have
illuminated if there was an abnormal condition: "ENG OIL PRES LO"
The 133-1840 VIMS Message Center Module or later can be adjusted for the best viewing angle and the
best backlighting intensity. However, the machine must be equipped with the V3.0 hardware and the 9.X
class or later of onboard software to use these advanced features. Message centers prior to the 133-1840
VIMS Message Center Modules allow backlight adjustment. However, 9.X software is required. The
viewing angle (contrast) cannot be adjusted. Refer to Table 1 for additional information on features of the
message center module.

Table 1
Features of the Message Center
Hardware Onboard Software Prior to 9.X 9.X or Later Onboard Software
V2.0 No contrast or backlight adjustment Adjustable backlighting only
V3.0 No contrast or backlight adjustment Adjustable backlighting and contrast

Message Center Abbreviations

The Message Center Abbreviations Table provides the abbreviation for VIMS basic words.
Table 2
Message Center Abbreviations
Basic Word Abbreviation
A A
AESC AESC
Absolute AB
Accept ACCEPT
Accumulator ACUM
Action ACTION
Actuator ACTR
Actual ACT
Adv Diesel Eng Mmgt ADEM
After AFTR
Aftercooler AFTCLR
Air AIR
Air Horn AIR HORN
Alarm ALARM
Ambient AMB
Amperes AMPS
And AND
Angle ANGLE
Arm ARM

86
Attachment ATTACH
Atmospheric ATMOS
Automatic AUTO
Auto Lube AUTO LUBE
AUTO Retarder Control ARC
Auxiliary AUX
Available AVAILABLE
Average AVG
Average No. 1 AVG1
Average No. 3 AVG3
Average No. 5 AVG5
Axle AXLE
Bevel BVL
Back BACK
Backup BKUP
Battery BATT
Between BETWEEN
Body BODY
Boom BM
Boost BOOST
Bottom BTM
Bottom-Front BTM F
Bottom-Right BTM R
Box BOX
Brake BRK
Brake Cooler BRKC
Broadcast BROADCAST
Blocker BLKR
Bucket BKT
Cab CAB
Calibrate CAL
Calibrated CALIBRATED
Calibration CAL
Call CALL
Cancel CNCL
Carry Back CARRYBK
Case CASE
Case Drain CDRN
CAT CAT
Center CTR
Change CHNG
Channel CHNL
Charge CHRG
Chassis Control CC

87
Check CHECK
Chip CHIP
Circuit CRT
Clear CLR
Close CLOSE
Closed CLSD
Cluster CLUSTR
Clutch CLTCH
Code CODE
Collapsed CLPSD
Command CMD
Communicate COMM
Completed COMPLETED
Component ID CIDs
Conditions CONDITIONS
Console CONSOLE
Continue CONTINUE
Control CTRL
Coolant COOL
Cooler COOLR
Count COUNT
Cumulative CUM
Current CUR
Crank CRANK
Crankcase CNKCASE
Cylinder CYL
Cylinder Rod CYLRD
Data DATA
Data Link DATA LINK
Data Logger DLOGR
Dead DEAD
Decelerator DECEL
Degress Celcius DEG C
Degrees Fahrenheit DEG F
Derate DERATE
Deviation DEV
Differ DIFFER
Differential DIFF
Digital DIGITAL
Direction DIR
Directional DIRECTIONAL
Disabled DISABLD
Display DISP
Distance DISTANCE

88
Down DWN
Downshift DOWNSHIFT
Drain DRN
Drag DRAG
Drive DRIVE
Dual DUAL
Dump DUMP
Electric Horn ELEC HORN
Electronic ELEK
Electronic Control Module ECM
Elect Trans Control EPTC
Empty EMPTY
Enable ENABL
Engine ENG
English ENGLISH
Enter ENTER
Error ERR
Event Recorder EREC
Ether ETHER
Event EVENT
Event Configure ESET
Exhaust EXH
Exit EXIT
Factor FACTOR
Fan FAN
Filter FLTR
Filtered FLTRD
Final FNL
Fixed FIXED
Float FLOAT
Flow FLOW
Front F
Frame Equivalent Life Average FELA
From FROM
Fuel FUEL
Fully FULLY
Function FUNCTION
Gauge GAUGE
Gate GATE
Gear GEAR
Good GOOD
Green GN
Ground GND
Harness HRNES

89
Haul HAUL
Head HD
High HI
High Pressure HIPRES
High Pilot (pressure) HIPLT
Hoist HOIST
Hold HOLD
Hour HOUR
Hydraulic HYD
Identification ID
Impeller IMPLR
Idle IDLE
Implement IMPL
Incorrect INCORRECT
Indicator INDICATOR
Inhibit INHIB
Injector INJ
Injection INJEC
Inlet IN
Inputs INPUTS
Interface Module I/M
Intermittent INTM
Invalid INVALID
Junk JUNK
Key KEY
Keypad KPAD
Kickout KO
Known KNOWN
Ladder LADDER
Latch LATCH
Lamp LAMP
Last LAST
Left LT
Left - Front LTF
Left - Rear LTR
Level LVL
Lever LVR
Lift LFT
Lighting LIGHTING
Limit LIMIT
Limited LIMITED
Link LINK
Linkage LNKG
List LIST

90
Load LOAD
Loaded LOADED
Loading LOADING
Lock LCK
Lockout LCKOUT
Lockdown LOCKDN
Lockup LCKUP
Loss LOSS
Low LO
Lower LOWER
Lubrication LUBE
Machine MACH
Machine Control M/C
Main MAIN
Manual MANUAL
Maximum MAX
Measure MEASURE
Message MSG
Mile MILE
Mismatch MISMATCH
Mode MODE
Modified MODIFIED
Modulate MODULATE
Module MODUL
Motor MTR
Moving MOV
Movement MVMT
Must MUST
Neutral NTRL
Neutralizer NTLRZR
New NEW
No NO
Nominal NOM
Not NOT
Off OFF
Oil OIL
On ON
Open OPEN
Operator OPERATOR
Operating OPRG
Out OUT
Outlet OUT
Output OUTPUT
Over OVER

91
Overstroke STROKE
Parameters PARAMETERS
Park PRK
Parking PRKG
Parking Brake PARKBK
Pass PASS
Payload PAYLOAD
Peak PEAK
Pedal PDL
Percent %
Perform PERFORM
Personality PRSNALTY
Pilot PLT
Pitch PITCH
Pitch Per Second PITCH/SEC
Plugged PLGD
Port PORT
Position POS
Power POWER
Power Shift PS
Power train PT
Prepare PREPARE
Press PRESS
Pressure PRES
Pressure-Front PRESF
Pressure-Rear PRESR
Previous PREVIOUS
Primary PRI
Print PRINT
Programmable PROG
Proportional PROP
Pull PULL
Pump PMP
Purge PURGE
Quickshift QUICKSHIFT
RPM SPD
Rack RACK
Rack Per Second RACK/SEC
Rackback RKBCK
Raise RAISE
Range RANGE
Rate RATE
Rated RATED
Rear R

92
Rear Inside RI
Recorder RECORDER
Red RD
Reel REEL
Relay RELAY
Relief RLF
Renewal RENEWAL
Remote REMOTE
Report REPORT
Request REQ
Required REQD
Resolver RESOLVER
Response RESPONSE
Restart RESTART
Restrictor RESTR
Retarder RETRDR
Retarder RETARDER
Return RTN
Review REVIEW
Ride RIDE
Right RT
Right-Front RTF
Right-Rear RTR
Rimpull RIMPULL
Rod RO
Run RUN
Scale SCALE
Screen SCREEN
Second SEC
Secondary SEC
Select SELECT
Sensor SNSR
Service SERV
Set SET
Shift SHIFT
Shop SHOP
Short SHORT
Shorted SHORTED
Shutdown SHUTDN
Signal SIG
Slip SLIP
Slowly SLOWLY
Snapshot SNAPSHOT
Solenoid SOL

93
Speed SPD
Speedometer/Tachometer SPDOM/TACH
Start START
Starter STARTER
Status STATUS
Steer STR
Steering STRG
Steering Pump STRPMP
Stop STOP
Stroke STROKE
Subtracted SUBTRACTED
Supply SUPPLY
Suspension SUSP
Swing/Implement SWG/IMP
Swing SWG
Switch SW
System SYS
TPMS TPMS
Tank TANK
Temperature TEMP
This THIS
The THE
Then THEN
Throttle THROTTL
Tilt TLT
Time TIME
Timing TIMING
Tire TIRE
Ton TON
To TO
Too TOO
Top TOP
Top - Front TOP F
Top - Left TOP LT
Top - Rear TOP R
Top - Right TOP RT
Torque Converter TC
Torque TORQ
Trailer TRL
Trailer Brake Cooler TRLBRKC
Transmission TRN
Travel TRVL
Truck Payload Meas Sys TPMS
Turbo TRBO

94
Uncalibrated UNCALIBRATED
Unfiltered UF
Unknown UNKNOWN
Update UPD
Upshift UPSHIFT
User USER
Valve VLV
Variable VAR
Vital Info Dsply System VIDS
Vital Info Mgmt System VIMS
Voltage VOLTAGE
Wastegate WASTEGATE
Weigh WT
Weight WT
Without W/O
Yes YES

Keypad
Table 1
Contact Description of the Keypad Connector
No. Function Type
1 +9 DCV Input
2 Ground Ground
3 Keypad Data Output
4 Unused -

Keypad
(1) Gauge key
(2) Key pressed indicator
(3) Backward arrow key

95
(4) Forward arrow key
(5) F1 key
(6) Harness connector

The keypad allows the operator or the service technician to communicate with the VIMS main module. The
user can select the information that will be shown on the message center display. The operator or the
service technician can initiate service procedures. The keypad also allows the operator to enter an
identification number and the keypad also allows the operator to acknowledge events.
Pressing any key on the keypad causes key pressed Indicator (2) to FLASH once. This tells the operator or
the service technician that the keystroke was accepted.
When a series of related keystrokes (operator ID or service program code) must be entered, each keystroke
must be completed in less than five seconds. Periods that last longer than five seconds will cancel any
previous keystroke (s). The message center will then return to the previous display mode.

Numeric Keys (0 - 9)
These keys are used to enter numeric information. Some example of numeric information is listed here:
operator identification number, service program codes, requested operator responses and selection of
individual gauge parameters.

OK Key
The OK key is used to complete keypad entries and the "OK" key is used to acknowledge events. Examples
of the operations of the "OK" key are listed below:
• Responses to system prompts
• Entering an operator identification number
• Stopping the requested gauge parameter
• Return the message center to the background display.

"ID" Key
This key is used by the operator to enter a identification number. This number is stored with all event
information that may follow, until a new identification number is entered. Printed reports show this number
with each event. The "Operator ID" is not required to operate the machine. This is the same "Operator ID"
that may be entered via the menu of the loader payload system. Refer to the Systems Operation, "LPS
Menu Functions Summary" section of this manual for additional information.
The following message is displayed on the message area after the ID key is first pressed.

The operator enters an identification number up to seven digits. Then press the OK key. The numbers that
are entered are shown on the second line of the message area.

96
Input Key Functions
OK - Accept the desired operator ID.
ID - Clear the entry line in order to enter an additional operator ID.
GAUGE - Abort the entry mode.
LEFT ARROW - Delete the last character.
Press the "OK" key within five seconds of entering the last keystroke of the operator ID. Otherwise, the
operator ID function will be aborted and the message center will return to the previous display mode.
Note: If an event occurs during the operator ID function, the operator ID function is aborted and replaced
with event information.

"GAUGE" Key
The "GAUGE" key is used to request parameter information. The information will be displayed on the
universal gauge and the message area of the message center module. The key may be used in two different
ways.
First method: Press the "GAUGE" key once in order to display the first available gauge parameter on the
first line of the message area. The second line of the message area displays the values of the gauge
parameter. The parameter's relative values are displayed on the universal gauge. An example of the
message area is shown here:

This information is shown for one parameter at a time. The FORWARD and BACKWARD arrow keys are
used to scroll through the available parameters.

Second method: Enter the number of the parameter via the keypad. Then press the "GAUGE"key. This
method saves time by accessing a specific parameter directly. Otherwise scrolling through the entire
parameter list would be necessary.
Requested data remains on the message center module until the OK key is pressed. The background
information (time of day and total machine hours) then reappears. During the loading cycle, payload weight
is shown for off-highway trucks and large wheel loaders.
Any previously selected gauge function or default data is overridden when an abnormal condition exists.
The occurrence of an abnormal condition will cause the event information to be displayed on the message
area. After the abnormal condition is corrected or the abnormal condition is acknowledged, the original
gauge parameter information will be displayed on the message area.
Use the Parameter Table for a complete list of VIMS parameter names and corresponding numbers. Not all
the parameters in the table are used with every machine. If an invalid parameter number (XXX) is entered,
the message area shows:

97
An example of the message area display for a requested parameter with a failure is shown here:

Pressing the "F1" key toggles the message center display in order to show service information. This mode
replaces the ERR text with a meaningful description of the problem. An example of the message center is
shown here:

Note: For a listing of message center text and FMI codes, refer to the Testing and Adjusting, "Failure Mode
Identifier" section of this manual.

FORWARD and BACKWARD Arrow Keys

The arrow keys gives the operator a way to scroll through message area information.

"F1" Key
The "F1" key (5) is used by the operator to request additional information about maintenance (system) and
data (machine) events. The "F1" key also has special use with LWL payload. Refer to the Systems
Operation, "LPS Operating Functions Summary" section of this manual.
• DIAGNOSTIC EVENTS
When a diagnostic type of maintenance event is displayed on the message center, pressing the "F1" key will
access additional diagnostic information. The diagnostic information is shown on the second line of the
message area.

The additional diagnostic information is listed here: MID, CID and FMI. An example of the diagnostic
information is shown here:
98
Pressing the "F1" key again would show the information that was previously shown on the second line.
• DATA EVENTS
When a data event is displayed on the message center, pressing the "F1" key will access additional
parameter information.

The parameter value and units will be displayed on the second line of the message center. An example of
the parameter information is shown here:

Pressing the "F1" key again would show the information that was previously shown on the second line of
the message area.
Note: Single Pole Single Throw (SPST) switches are either OPEN or switches are CLOSED, so these
switches do not have CID or FMI diagnostic information. Diagnostics for switches will be displayed as the
switch status: OK, OPEN, NEUTRAL, UP, etc. An example of the status display is shown here:

Note: Double Pole Single Throw (DPST) switches can have diagnostic codes.

"F2" Key
The "F2" key is not used with applications prior to 9.X software on any VIMS machines. The "F2" key is
used with wheel loader payload. Refer to the Systems Operation, "LPS Menu Function Summary" section
of this manual.

99
"F3" Key
The "F3" key is not used with applications prior to 9.X software on any VIMS machines. For 9.X or later
class of on board software and LWL payload, refer to the Systems Operation, "LPS Menu Function
Summary" section of this manual.

Switches
Note: The switches that are listed in this section may NOT be used on all machines.
Switches provide an open, a ground or a +battery signal to the switch inputs of the VIMS modules. A
switch can be open or a switch can be closed.
• When a switch is open, no signal is provided to the corresponding input of the VIMS modules.
The condition of no signal is also called "floating".
• When a switch is closed, the ground or +battery signals are provided to the corresponding inputs
of the VIMS modules.

Oil Level Switch

Oil Level Switch ("Engine, Hydraulic")

(1) Switch
(2) Schematic symbol

Oil level switch (1) is closed to ground during normal operation. The switch opens when the oil level is less
than the minimum level. When the switch opens the VIMS module warns the machine operator of the low
oil level. When the switch is tested on the bench, the switch is open. The float is in the DOWN position.

Pump Inlet Valve Switch (LHEX)

100
Pump Inlet Valve Limit Switch
(1) Switch
(2) Schematic symbol

Switch (1) is attached to the control handle of the inlet suction line valve for each pump. The valves are
located at the hydraulic tank. When the inlet valve of the pump is open the switch is closed. The closed
switch grounds the signal circuit. When the inlet valve of the pump is closed, the switch opens the signal
circuit. A machine could use multiple pump inlet valve switches that are wired in series. If any of the pump
inlet valve switches are open, the VIMS module warns the operator that the inlet valve of the pump is
closed. When the switch is tested on the bench, the switch is open. The normally closed contacts are not
used in this application.
Chip Detector Switch (LHEX)

Chip Detector Switch

(1) Schematic symbol. (2) Switch.

During normal operation, switch (2) is open. The switch contacts are magnetic in order to attract metal
particles. The switch closes the signal circuit to ground, when enough metal chips cover the switch contacts
in order to complete the circuit. The VIMS module warns the operator that chips have been detected when
the switch is closed. When the switch is tested on the bench, the switch is open. No metal objects are
covering the contacts of the switch. The switch is considered closed, when the resistance is between
approximately 0 and 2000 ohms.

101
Steering Flow Switches

Steering Flow Switches

(1) Schematic symbol
(2) Switch
During normal operation, steering flow switch (2) is closed to ground. The switch opens when the oil flow
in the steering system is less than the specified limit. The VIMS module warns the operator that the oil flow
of the steering systems is low when the switch is open. Switch (2) is used in the primary steering systems
and the supplemental steering systems. When the switch is tested on the bench, the switch is open.

Filter Indicator Switches

Plunger Type

Filter Bypass Switch

(1) Switch
(2) Schematic symbol

Filter bypass switch (1) has a plunger within the switch that closes the contacts with an acceptable pressure
drop across the filter. The switch closes the signal circuit to ground during normal operation. When the
pressure across the filter is greater than the specified limit the switch plunger moves in order to allow the
switch contacts to open. The VIMS module will warn the operator that the filter is restricted when the
switch is open. When the switch is tested on the bench, the switch is open.
Note: The VIMS module takes the fluid temperature into consideration before warning the operator. Cold
fluid has a higher viscosity which causes a higher differential pressure across the filter than fluid at normal

102
operating temperature. When the fluid temperature is below a specified limit, the filter bypass event is
ignored by the VIMS module. The temperature inhibit is not used with the fuel filter.

Differential Pressure Type

Differential Pressure Switch

(1) Switch
(2) Typical schematic symbol
(3) Filter inlet port
(4) Filter outlet port

Differential pressure switch (1) is activated by a pressure difference between the filter inlet port (3) and
filter outlet port (4). The switch contacts are held closed by a spring inside the switch during normal
operation. When the pressure at filter inlet port (3) exceeds the pressure at filter outlet port (4) by a
specified amount, the force of the spring is overcome and the switch contacts are opened. The VIMS
module will warn the operator that the filter is restricted when the switch is open. When the switch is tested
on the bench, the switch is closed because there is no pressure difference between ports (3) and (4).

Coolant Flow Switch

Coolant Flow Switch

(1) Switch
(2) Schematic symbol

103
During normal operation, coolant flow switch (1) is closed to ground as coolant flows against the paddle.
The switch opens when coolant flow is less than the specified limit. The VIMS module warns the operator
of the low coolant flow in the engine cooling system when the switch is open. When the switch is tested on
the bench, the switch is open.

Steering Pressure Switch

Steering Pressure Switch

(1) Schematic symbol
(2) Switch

During normal operation, steering pressure switch (1) is closed to ground. When the pressure of the
steering system is less than the specified limit, the switch is open. When the pressure of the steering system
is greater than the specified limit, the switch is closed. When the switch is being tested on the bench,
contact B and contact C of the switch are closed. When the switch is tested on the bench, the switch
contacts A and Bare open. The normally closed contacts (B and C) are not used in this application.

Automatic Lubrication Grease Level Switch (LWL)

104
Automatic Lubrication Grease Level Switch
(1) Switch
(2) Schematic Symbol

The level of the auto lube lubricant is monitored by the VIMS on the 994D. When the level of lubricant in
the tank becomes low, level switch (1) will open. This causes the VIMS to display a warning on the
message center.

Sensors
Note: The sensors that are listed in this section may NOT be used on all machines.
Sensors provide the VIMS modules with input information about changing conditions. The sensors provide
information such as speed and temperature. The sensor signal changes in a proportional manner in order to
reflect the changing condition. The types of sensor signals that are recognized by the VIMS modules are
listed here:
Frequency - The sensor produces an AC signal that varies in frequency (Hz) as the condition changes.
Pulse width modulated (PWM) - The sensor produces a digital signal with a duty cycle that varies as the
condition changes. The frequency of this signal is relatively constant and the frequency contains no
information.

Frequency Sensors
Frequency sensors produce a sine wave signal or square wave signal that varies in frequency (Hz) as the
condition changes.

Suspension Cylinder Pressure Sensor

105
Suspension Cylinder Pressure Sensor
(1) Schematic symbol
(2) Sensor

Suspension cylinder pressure sensor (2) reacts to the pressure in a suspension cylinder. The sensor receives
operating power from the machine electrical system. The sensor sends a square wave signal that increases
in frequency as the suspension cylinder pressure increase to the VIMS interface module. The signal voltage
is relatively constant and the voltage contains no information. In order to determine the suspension cylinder
pressure, the VIMS module measures the frequency of the signal. Calibration of the VIMS truck payload
system is required after replacement of the suspension cylinder pressure sensor.

Speed Sensor

Speed Sensor

The speed sensor sends a signal that is proportional to the engine speed of the 994 to the VIMS module.
Because this is a powered sensor, the output voltage is relatively constant and the output voltage does not
contain information.

Lift and Tilt Cylinder Oil Pressure Sensor

106
Lift and Tilt Cylinder Oil Pressure Sensor
(1) Schematic symbol
(2) Sensor

Lift and tilt cylinders oil pressure sensor (2) reacts to the pressure that is in the lift cylinder or tilt cylinder.
One Lift and tilt cylinders oil pressure sensor is used in each oil circuit. The sensor receives operating
power from the machine electrical system. The sensor sends a square wave signal to the VIMS. The square
wave signal increases in frequency as the pressure in the suspension cylinders increases. The signal voltage
is relatively constant and the voltage does not contain information. The VIMS measures the frequency in
order to determine the pressure in the lift cylinders or tilt cylinders. Calibration of the VIMS loader payload
system is required after replacement of the lift cylinder oil pressure sensor and tilt cylinder oil pressure
sensor.

Resistive Sensors
Fuel Level Sensor - Resistive Type

Fuel Level Sender

(1) Sender
(2) Schematic symbol
(3) Pictograph symbol

107
Buffer (Fuel Level)
(4) Schematic symbol
(5) Buffer

Fuel level sender (1) and buffer (5) provide a way of sensing the level of the fuel. A resistive signal which
corresponds to the depth of the fuel within the fuel tank is sent from sender (1) to buffer (5). Buffer (5)
receives operating power from the machine electrical system. The buffer converts the resistive sender
signal into a PWM signal which is sent to the VIMS. The VIMS measures the duty cycle of the signal from
the buffer in order to determine the level of fuel on large wheel loaders (LWL).

Pulse Width Modulated Sensors (PWM)

Pulse Width Modulated Signal

108
Typical Schematic of a PWM Sensor

Pulse width modulated sensors (PWM) produce a digital signal with a duty cycle that varies as the
condition changes. The frequency remains constant.

Temperature Sensor - Fluids And Ambient Air

Fluid Temperature Sensor

(1) Schematic symbol
(2) Sensor

Temperature sensor (2) reacts to the temperature of fluids such as hydraulic oil, power train oil, or engine
coolant. The sensor receives operating power from the VIMS interface module. The sensor sends a signal
that changes as the fluid temperature changes to the main module. The VIMS measures the duty cycle of
the sensor signal in order to determine the fluid temperature.

Temperature Sensor - Engine Exhaust Gas

109
Engine Exhaust Gas Temperature Sensor
(1) Schematic symbol
(2) Sensor

Temperature sensor (2) reacts to the temperature of engine exhaust gas. The sensor receives operating
power from the VIMS interface module. The sensor sends a PWM signal which changes as the temperature
of the engine exhaust gas changes to the main module. The control measures the duty cycle of the sensor
signal in order to determine the temperature.

Pressure Sensor

Pressure Sensor
(1) Schematic symbol
(2) Sensor

Pressure sensor (2) reacts to system pressure such as system air pressure. The sensor receives operating
power from the appropriate interface module. The sensor sends a PWM signal to the VIMS that changes in
proportion to the air pressure. The VIMS measures the duty cycle of the sensor signal in order to determine
the pressure.

Coolant Loss Sensor

110
Coolant Loss Sensor
(1) Sensor
(2) Schematic symbol
(3) Plastic sleeve

The coolant loss sensor is an electronic switch that is activated by coolant. During normal operation,
coolant loss sensor (1) is closed to ground. The switch opens when the coolant level is too low. The VIMS
module warns the operator of a very low coolant condition in the cooling system when the switch opens.
The sensor has a connector with three contacts. Contact "A" connects to the +8 DCV sensor power from the
interface module. Contact "B" connects to ground and contact "C" (switch output) connects to the input of
the interface module. When the sensor is tested on the bench, the switch is open when power and ground
are disconnected. The sensor cannot be tested in this state.
Note: DO NOT remove plastic sleeve (3) from the probe. This plastic sleeve is required for proper switch
operation.
The internal electronic switch that is in this sensor functions as a mechanical switch. The switch is either
open or the switch is closed to ground. Contact C is closed to contact B. This sensor works with ONLY
water or water/glycol solutions (antifreeze). The sensor will not work with oils, fuels, etc. A pull-up voltage
must be present at the signal lead. The pull-up voltage is used in order to pull up the open circuit voltage,
when a loss of coolant has caused the switch to open. This pull-up voltage (5 VDC) is supplied by the
interface module. The pull-up voltage can only be measured with a multimeter when the switch is open.
When 5 volts are present on the signal lead during normal operation, the switch is open.

Lift Arm Angle Position Sensor

Lift Arm Angle Position Sensor

(1) Schematic symbol
(2) Sensor

The angle position sensor of the lift arm is an input to an interface module (994). The position sensor is
mounted near the pivot center of the machines lift arm. This is a Pulse Width Modulated Sensor (PWM).
The sensor receives operating power from the machine electrical system. The sensor has an output
frequency of 600 Hz. The frequency will remain constant. This sensor continuously generates a PWM
signal. The duty cycle varies in proportion to the angle of the lift arm. The interface module receives the

111
duty cycle of the PWM signal. The interface module then measures the duty cycle of the PWM signal in
order to determine the angle of the lift arm. the VIMS module uses this information in order to determine
the location of the lift arms for use with the loader payload system.
Note: The position angle sensor of the lift arm must be calibrated after replacement. See the Testing and
Adjusting, "LPS Calibration" section of this manual for the calibration procedure and see the Testing and
Adjusting, "Position Sensor (Lift Arm) - Adjust" section for the adjustment procedure. Be careful not to
force rotation of the sensor beyond the mechanical limits. Forcing the rotation of the sensor may cause
permanent damage.

Fuel Level Sensor - Ultrasonic Type

Fuel Level Sensor - Ultrasonic Type

(1) Schematic symbol
(2) Float
(3) Guide tube
(4) Sensor

Fuel level sensor (4) reacts to the level of the fuel in the fuel tank. Sensor (4) emits an ultrasonic signal up
guide tube (3). The ultrasonic signal is reflected off a metal disk on the bottom of float (2) and the signal
returns to the sensor. The sensor measures the travel time of the ultrasonic signal. The travel time includes
the time to the float and the time back to the sensor. The sensor also measures the temperature of the fuel in
order to compensate accordingly. The status of contact 3of the sensor indicates whether the sensor is used
in a deep tank or a shallow tank. Contact 3 should be open for a deep tank that has a maximum depth of
2300 mm (90 inch). Contact 3 should be grounded for a shallow tank that has a maximum depth of 1150
mm (45 inch). The sensor receives operating power from the machine electrical system. The VIMS
interface module receives a PWM signal from the sensor that changes as the fuel level changes. The VIMS
module measures the duty cycle of the sensor signal in order to determine the fuel level.
Note: The fuel level sensor cannot be bench tested. The sensor must have fuel in guide tube (3) in order to
operate properly. The sensor can be tested only while the sensor is installed on a machine. For
specifications and test procedures, see the Testing and Adjusting, "PWM Sensor Tests" section.

Data Connectors

112
RS-232 Port For Downloading
9D-3374 Connector

Mating Connector For Downloading Cable

8C-6313 Connector

8D-9537 Cap

Action Lamp

113
Action Lamp Symbol

The action lamp connects to connector contact 20 of the VIMS main module. The action lamp is an
incandescent lamp ("most C-series OHT use an LED") that is located within the operator's viewing area.
The FLASHING of the action lamp tells the operator that a condition exists. The condition will require
changing the operation of the machine. The main module FLASHES the action lamp whenever a warning
category 2, 2S or 3 problem exists.

Action Alarm

Action Alarm
(1) Schematic symbol
(2) Action alarm

The action alarm always connects to connector contact 24 of the VIMS main module. The intermittent
SOUNDING of the action alarm (category 3) tells the operator to shutdown the machine immediately. The
VIMS main module will SOUND the action alarm, whenever a category 3 warning exists.
A category 2 special warning will sound this alarm continuously. This indicates an urgent need to modify
machine operation.
The action alarm does not operate when the engine is stopped. The VIMS main module gets information
from the engine control in order to determine that the engine is running. The action alarm SOUNDS, as
required. The action alarm SOUNDS when the engine is running and a category 2 special warning or a
category 3 warning is present.

Payload Lamps

114
Truck Payload Lamp
(1) Truck Payload Lamp
(2) Schematic

The red payload lamp output connector contact 22 and green payload lamp output connector contact 23 of
the VIMS main module are connected to the truck payload lamps. The payload lamps are located outside of
the cab. The lamps are in an area that is easily seen by the loader operator that is loading the truck. The
payload lamps can be turned ON by the VIMS module at various stages of the truck loading process.

Service Lamp

Service Lamp
(1) Service Lamp
(2) Schematic

The service indicator lamp connects to the output of the service indicator lamp (contact 21) of the VIMS
main module. The service indicator lamp has a blue lens. The service indicator lamp is located outside the
cab in an area that is easily seen by someone that is a distance away from the machine. The service
indicator lamp is turned ON in order to warn the service personnel that the VIMS module has detected an
active event (data or machine). A flashing service indicator lamp indicates that the event could be
damaging to the machine. If the event becomes inactive, the service indicator lamp is turned OFF.
However, the event is stored in the main module memory.

115
When power is applied to the VIMS module (key start switch to the ON position), the main module
memory is checked for any inactive events. If any events are found, the service indicator lamp is
FLASHED three times. If no events are found, the service indicator lamp is FLASHED once. The service
indicator lamp can be reset via the keypad or the off-board service tool even if the event is still active. For
more information, see the Systems Operation, "Service Operations" section of this manual.

Related Components
Machine Batteries, Alternator And Electrical System
The main module monitors the voltage of the machine electrical system. The control measures the system
voltage. The control then determines whether the system voltage is within specified limits. The voltage is
measured at contact 1 (+battery) of the main module.
Other Electrical Components
Some machines have electronic control modules that are not part of the VIMS, but the electronic control
modules communicate with the VIMS. The CAT data link connects these electronic controls together. This
allows the sharing of information such as engine oil pressure, engine speed, harness codes and diagnostic
information. For example, an engine control sends engine speed information to the main module over the
CAT data link. In this situation, the engine speed sensor is not part of the VIMS.

Solenoids

(1) Solenoid
(2) Schematic symbol

The solenoid is used in order to allow "VIMS" to cause action. This action could be activating a lube
system or stopping the engine.
Warm Up Solenoid Valves
Warm up solenoid valves are used by the large hydraulic excavators in order to ensure that the hydraulic
controls work smoothly. Hydraulic oil is allowed to flow through the main control valve spool for each
implement during periods of hydraulic inactivity. The solenoid is de-energized during this time. When
hydraulic activity is resumed the VIMS module energizes the solenoid in order to close the warm up valve.

116
This stops the warm up oil flow through the main control valves. The VIMS module uses the information
that is received from the electronic engine control in order to regulate the operation of the solenoids.

Diode Assemblies

(1) Schematic symbol of the type A diode assembly

(2) Schematic symbol of the type B diode assembly
(3) Diode assembly

Diode assembly (3) is installed at all solenoids that are NOT activated by an electronic control module. The
assembly is installed between the machine harness and the solenoid. These solenoids could include various
hydraulic solenoid valves and the horn solenoid. Using the diode assemblies reduces the amount of
electrical noise that is created by the operation of these solenoids. Electrical noise can cause erratic
operation of the VIMS. The type A diode assembly is used on most solenoids. The type B diode assembly
is used on the air conditioner clutch solenoid.

Service Key Switch

Service Key Switch

(1) Key switch
(2) Schematic symbol

The service key switch is used in order to access the VIMS without turning the key start switch of the
machine to the ON position.

Parameters

117
Table 1
VIMS Parameter Description List
VIMS VIMS
Parameter Source Signal
Abbreviated Full Parameter Description
Number Module(s) Type
Name Name
Throttle 36 Calculated This indicates the position of the throttle lock
"THROTTL Lock enable switch. The switch is either ON or OFF.
LCK Enable
99 ENABL" Switch
100 "ENG SPD" Engine 36/57/58 Frequency This is the actual rotational speed of the
Speed crankshaft. The sensor is mounted on the
flywheel housing ( 994) or on the camshaft
(engine ECM). The sensor generates a signal
that varies in frequency as the teeth on the gear
pass. The signal is sent to an ECM. The ECM
uses the signal in order to determine the speed
of the engine.
101 "TRBO IN Turbo 36 Analog The pressure sensor for the turbocharger air
PRES" Inlet inlet sends a signal that varies in voltage to the
Pressure engine ECM. The engine ECM then calculates
the pressure according to the voltage that is
received.
102 "LT TRBO Left 36 Analog The left turbocharger inlet pressure sensor
IN PRES" Turboch sends a signal that varies in voltage to the
arger engine ECM. The engine ECM then calculates
Inlet the pressure according to the voltage that is
Pressure received.
103 "RT TRBO Right 36 Analog The right turbocharger inlet pressure sensor
IN PRES" Turboch sends a signal that varies in voltage to the
arger engine ECM. The engine ECM then calculates
Inlet the pressure according to the voltage that is
Pressure received.
104 "PEAK AIR Peak Air 36 Calculated This is used to show the peak or maximum air
FLTR" Filter filter restriction for a given period of time. The
(Restricti engine ECM calculates this value by
on) subtracting the value of the atmospheric
pressure from the value of the turbocharger
inlet pressure.
104 "AIR FLTR" Air Filter 36 Calculated This indicates the degree of restriction of the
(Restricti engine air filter. The engine ECM uses the
on) atmospheric air pressure and the turbocharger
air inlet pressure in order to calculate the
amount of restriction across the engine air
filter. The engine power is derated 2 percent
per kPa of pressure difference above 6.5 kPa,
up to a maximum total engine derate of 20
percent. The engine power is derated up to 20
percent, if the engine ECM senses a
malfunction of either of these pressure sensors.
105 "BOOST Boost 36 Analog The turbocharger outlet pressure sensor sends a
PRES" Pressure signal that varies in voltage to the engine

118
 ECM. The engine ECM then calculates boost
according to the voltage that is received by
subtracting atmospheric pressure.
106 "LT EXH Left 36/57/58 PWM This is the temperature within the left exhaust
TEMP" Exhaust manifold of the engine. An ECM receives a
Tempera signal that changes in pulse width as the
ture exhaust within the left exhaust manifold
changes temperature. The ECM uses the pulse
width that is received in order to determine the
temperature.
107 "RT-LT EXH Right 49 Calculated The VIMS calculates this value by subtracting
TEMP" Minus the left manifold exhaust temperature from the
Left right manifold exhaust temperature.
Exhaust
Tempera
ture
108 "RT EXH Right 36/57/58 PWM This is the temperature within the right exhaust
TEMP" Exhaust manifold of the engine. An ECM receives a
Tempera signal that changes in pulse width as the
ture exhaust within the right exhaust manifold
changes temperature. The ECM then uses the
pulse width that is received to determine the
temperature.
109 "TRBO OUT Turboch 36 Analog The turbocharger outlet pressure sensor sends a
PRES" arger signal that varies in voltage to the engine
Outlet ECM. The engine ECM then calculates the
Pressure pressure according to the voltage that is
received.
110 "AFTCLR Aftercoo 36/57 PWM This is the temperature of the coolant outlet of
TEMP" ler the engine aftercooler. The sensor sends a
Tempera signal that changes in pulse width to an ECM.
ture The ECM then uses the pulse width that is
(Coolant received to determine the temperature.
)
111 "F Front 36/57 PWM This is the temperature in the front section of
AFTRCLR Aftercoo the engine aftercooler. The sensor sends a
TEMP" ler signal that changes in pulse width to an ECM.
Tempera The ECM uses the pulse width that is received
ture to determine the temperature.
(Coolant
)
112 "R Rear 36/57 PWM This is the temperature in the rear section of
AFTRCLR Aftercoo or the engine aftercooler. The sensor sends a
TEMP" ler Analog signal that changes in pulse width to an ECM.
Tempera The ECM uses the pulse width that is received
ture to determine the temperature.
(Coolant
)
113 "START Start Aid 36 Switch This indicates the status of the start aid switch.
AID SW" Switch The start aid switch is either ON or OFF.
114 "WASTEGA Position 36 Analog This is the position of the wastegate valve on

119
 TE POS" of the the outlet of the turbocharger. The position
Wastegat sensor for the wastegate has an output that
e Valve changes in voltage as the position of the
wastegate valve changes. The engine ECM
calculates the position of the wastegate from
the voltage that is received.
115 "COOL FAN Speed of 36 Frequency This is the speed of the shaft of the engine
SPD" the cooling fan. The sensor that is mounted on this
Cooling shaft generates a signal that varies in
Fan frequency. The signal changes as the speed of
the cooling fan changes. The engine ECM
calculates the speed of the engine cooling fan
from the signal that is received.
116 "ENG Cold 36 Calculated This indicates the cold mode status. The status
COLD Mode is calculated by the engine ECM. The status is
MODE" Status either ON or OFF.
117 "ENG Engine 36 Calculated This is used to read the present engine power
DERATE" Power derate percentage. Zero indicates that the
Derate engine power is NOT derated.
Percenta
ge
118 "AIR Peak Air 36 Calculated This indicates the restriction of the peak air
FLTR" Filter filter. The amount of restriction is calculated
Restricti by the engine ECM.
on
119 "ETHER Ether 36 Calculated This indicates when ether is being injected into
INJEC" Injection an engine as a starting aid.
120 "FUEL POS" Fuel 36 Calculated This is calculated by the engine ECM after
Position considering the desired engine speed, fuel ratio
control (FRC), and actual engine speed.
121 "ENG Engine 36 Calculated This is calculated by the engine ECM. The
LOAD" Load engine ECM considers the data that is listed
below for this calculation:
Engine speed
Position of the throttle switch
Throttle position
Boost pressure
Atmospheric pressure
This is shown as a percent of a full load.
122 "FUEL Fuel 36/57/58 Switch This is the status of the fuel filter. The status is
FLTR" Filter PLUGGED or OK. When the pressure across
(Bypass) the filter is greater than the specified pressure,
the plunger of the switch moves. This allows
the switch contacts to open. This tells the ECM
that the filter is PLUGGED. With normal
operation, the switch is closed to ground.
123 "FUEL LVL" Fuel 57/58/50 PWM This is the level of fuel in the fuel tank. The
Level fuel level is measured by a fuel level sensor
that is mounted in the bottom of the fuel tank
(Off-highway trucks/Large excavators). This
sensor sends an ECM a pulse that varies in

120
 width as the fuel level changes. The fuel level
is then calculated according to the pulse width
that is received. The sensor also takes the
temperature of the fuel into consideration, and
changes the pulse width accordingly. Large
wheel loaders use a resistive sensor and float
that connects to a PWM buffer.
124 "THROTTL Throttle 36 Switch This is the present setting of the ten position
SW POS" Switch throttle switch. (Large excavtors only)
Position
125 "THROTTL Throttle 36 PWM The is the position of the throttle foot pedal.
POS" Position The throttle position sensor has a pulse output
that changes in width as the foot position of the
pedal changes. The engine ECM uses the pulse
width that is received to determine the position
of the throttle.
126 "FUEL Fuel 36 Calculated This is calculated by the VIMS from the Fuel
FLOW" Flow Flow Engl parameter received from the engine
ECM. The Fuel Flow Engl value (parameter
127, in gal/sec), is converted to this fuel flow
(parameter 126). This represents the rate at
which fuel is used by the engine. The units for
this parameter are gallons per hour.
127 "FUEL Fuel 36 Calculated This value is calculated by the engine ECM.
FLOW Flow The value is used to show the rate at which
ENGL" (English fuel is used by the engine (English units). This
Units) value is used on older machines. The units are
gallons per second.
128 "FUEL Fuel 57/58 PWM This is the fuel pressure that is present after the
PRES" Pressure fuel filter.
Filtered
(Primary
)
129 "ENG FUEL Engine 36 Calculated This value is calculated by the engine ECM
RATE" Fuel This is the rate at which fuel is used by the
Rate engine. The units are liters per hour.
130 "ENG OIL Engine 36/57/58 Switch This is used to tell the engine ECM when the
LVL" Oil engine oil level is less than the minimum level
Level that is desired., The switch is open when the oil
level is low. In normal operation, the switch is
closed to ground.
131 "ENG OIL Engine 36/58 Analog This is the oil pressure inside of the the engine
PRES" Oil after the oil filter. The sensor sends a signal
Pressure that varies in voltage to an ECM. The ECM
then calculates the pressure according to the
voltage that is received. Actual warning
pressure depends upon the engine speed.
132 "ENG OIL Engine 36 Analog The oil pressure (absolute) inside the engine.
PRES AB" Oil The sensor sends to an ECM an voltage that
Pressure varies as the pressure changes. The ECM then
(Absolut calculates the pressure according to the voltage

121
 e) that it receives. Actual warning pressure
depends upon the engine speed. Atmospheric
pressure is taken into account for this
calculation.
133 "CNKCASE Crankcas 36 Analog The pressure inside the crankcase. The sensor
PRES" e sends the engine ECM a voltage that varies as
Pressure the pressure changes. The engine ECM then
calculates the pressure according to the voltage
that it receives.
134 "ENG COOL Engine 57/58 Switch This switch notifies the VIMS of the status of
FLOW" Coolant coolant flow in the engine cooling system
Flow (water jacket). During normal operation, the
coolant flow switch is closed to ground. The
switch opens when coolant flow is less than
specified.
135 "ENG COOL Engine 36/58 PWM This is the coolant temperature in the engine
TEMP" Coolant cooling system. An ECM receives a signal that
Tempera changes in voltage or pulse width as the engine
ture coolant temperature changes. The ECM then
determines the temperature from the signal that
is received.
136 "HYD Hydrauli 49 Switch This is the state of the Hydraulic Oil Cooler
COOLR c Cooler Blocker. The status is either ON or OFF. ON
BLKR" Blocker means that the hydraulic oil is blocked from
passing through the oil cooler assembly while
the machine is warming up.
137 "AFTRCLR Aftercoo 57/58/50 Switch This switch notifies the VIMS of the status of
LVL" ler the coolant level of the aftercooler. The switch
(Coolant (sensor) opens when the coolant level is low.
) Level During normal operation the switch is closed to
ground. This switch (sensor) is an capacitive
type switch that is activated only by water or
anti-freeze.
138 "ENG COOL Engine 57/58 Switch This switch notifies the VIMS of the status of
LVL" Coolant the engine coolant level. The switch (sensor)
Level opens when the coolant level is low. During
normal operation the switch is closed to
ground. This switch (sensor) is an capacitive
type switch that is activated only by water or
anti-freeze.
140 "SYS System 49 Calculated This is the actual voltage that exists between
VOLTAGE" Voltage the positive battery terminal of the machine
and frame ground measured at the main
module.
141 "MAIN Main 49 PWM This is the main pilot pressure of the hydraulic
PILOT Pilot system. This pilot pressure includes the swing,
PRES" Pressure implement and travel pilot pressures. An ECM
receives a signal that varies in pulse width as
the pressure changes.
142 "IMPL Impleme 58 PWM This indicates that the pressure of the pilot oil
PRES" nt Pilot for the implements. An ECM receives a signal

122
 Oil that varies in pulse width as the pressure
Pressure changes.
143 "IMPL PRES Impleme 58 Switch This is the implement pressure switch status.
SW" nt The status of this switch indicates when the
Pressure boom, bucket or stick function are active or
Switch inactive.
144 "UNFLTR Unfiltere 36 Analog This is the absolute pressure (inlcudes
OIL PRES" d Oil atmospheric pressure) of the engine oil before
Pressure the engine oil filter. The engine ECM receives
a voltage that changes as the pressure changes.
145 "HI BOOST Boost 49 Calculated This parameter monitors the warning status
PRES " Pressure from the engine ECM to determine if the front
Front or or rear boost pressure is high.
Rear
High
146 "LO Boost 49 Calculated This parameter monitors the warning status
BOOST Pressure parameter from the engine ECM to determine
PRES" Front or if the front boost pressure is low or the rear
Rear boost pressure is low.
Low
147 "CNKCASE Crankcas 36 PWM The air pressure that is present inside of the
PRES" e Air crankcase.
Pressure
(Gauge)
149 "COLD Cold 36 Calculated This is used to read and program the Cold
CYL Cylinder Cylinder Cutout Strategy status.
CUTOUT" Cutout
150 "AVE CYL Engine 36 Analog The temperature of the exhaust of the No. 1
TEMP" Cylinder engine cylinder.
No. 1
Exhaust
Tempera
ture
151 "INJ-CYL 1 Engine 36 Analog The temperature of the exhaust of the No. 1
TEMP" Cylinder engine cylinder.
No. 1
Exhaust
Tempera
ture
152 "INJ-CYL 2 Engine 36 Analog The temperature of the exhaust of the No. 2
TEMP" Cylinder engine cylinder.
No. 2
Exhaust
Tempera
ture
153 "INJ-CYL 3 Engine 36 Analog The temperature of the exhaust of the No. 3
TEMP" Cylinder engine cylinder.
No. 3
Exhaust
Tempera

123
 ture
154 "INJ-CYL 4 Engine 36 Analog The temperature of the exhaust of the No. 4
TEMP" Cylinder engine cylinder.
No. 4
Exhaust
Tempera
ture
155 "INJ-CYL 5 Engine 36 Analog The temperature of the exhaust of the No. 5
TEMP" Cylinder engine cylinder.
No. 5
Exhaust
Tempera
ture
156 "INJ-CYL 6 Engine 36 Analog The temperature of the exhaust of the No. 6
TEMP" Cylinder engine cylinder.
No. 6
Exhaust
Tempera
ture
157 "INJ-CYL 7 Engine 36 Analog The temperature of the exhaust of the No. 7
TEMP" Cylinder engine cylinder.
No. 7
Exhaust
Tempera
ture
158 "INJ-CYL 8 Engine 36 Analog The temperature of the exhaust of the No. 8
TEMP" Cylinder engine cylinder.
No. 8
Exhaust
Tempera
ture
159 "INJ-CYL 9 Engine 36 Analog The temperature of the No. 9 engine cylinder.
TEMP" Cylinder
No. 9
Exhaust
Tempera
ture
160 "INJ-CYL Engine 36 Analog The temperature of the exhaust of the No. 10
10 TEMP" Cylinder engine cylinder.
No. 10
Exhaust
Tempera
ture
161 "INJ-CYL Engine 36 Analog The temperature of the exhaust of the No. 11
11 TEMP" Cylinder engine cylinder.
No. 11
Exhaust
Tempera
ture
162 "INJ-CYL Engine 36 Analog The temperature of the exhaust of the No. 12
12 TEMP" Cylinder engine cylinder.

124
 No. 12
Exhaust
Tempera
ture
163 "INJ-CYL Engine 36 Analog TThe temperature of the exhaust of the No. 13
13 TEMP" Cylinder engine cylinder.
No. 13
Exhaust
Tempera
ture
164 "INJ-CYL Engine 36 Analog The temperature of the exhaust of the No. 14
14 TEMP" Cylinder engine cylinder.
No. 14
Exhaust
Tempera
ture
165 "INJ-CYL Engine 36 Analog The temperature of the exhaust of the No. 15
15 TEMP" Cylinder engine cylinder.
No. 15
Exhaust
Tempera
ture
166 "INJ-CYL Engine 36 Analog The temperature of the exhaust of the No. 16
16 TEMP" Cylinder engine cylinder.
No. 16
Exhaust
Tempera
ture
167 "ENG Engine 36 Calculated This indicates the current mode of the engine
PRELUBE" Pre-Lube pre-lube system. The engine prelube modes are
Mode as follows:
Pre-Lube is OFF
Pre-Lube is ON
Pre-Lube is DISABLED
Pre-Lube is COMPLETED
168 "LT AIR Left Air 36 Calculated This is the pressure drop across the left air
FLTR RES" Filter filter. The pressure is calculated by subtracting
Restricti the left turbocharger inlet pressure from the
on atmospheric pressure.
169 "RT AIR Right 36 Calculated This is the pressure drop across the right air
FLTR RES" Air Filter filter. The pressure is calculated by subtracting
Restricti the right turbocharger inlet pressure from the
on atmospheric pressure.
171 "ENG OIL Engine 36/34/33 Calculated This is the status of the engine oil pressure.
PRES ST" Oil The status of the engine oil pressure is OK, LO
Pressure or HI.
Status
172 "CRNK WO Crank 36/34/33 Switch This reads the crank without injection status.
INJ ST" Without The crank without injection status is either ON
Injection or OFF.
Status

125
173 "THROTTL Throttle 36 Switch This indicates the status of the No. 1 throttle
SW1 ST" Switch switch. The switch contacts are closed
No. 1 (grounded) when the the status switch is ON.
Status
174 "THROTTL Throttle 36 Switch This indicates the status of the No. 2 throttle
SW2 ST" Switch switch. The switch contacts are closed
No. 2 (grounded) when the the status switch is ON.
Status
175 "THROTTL Throttle 36 Switch This indicates the status of the No. 3 throttle
SW3 ST" Switch switch. The switch contacts are closed
No. 3 (grounded) when the the status switch is ON.
Status
176 "THROTTL Throttle 36 Switch This indicates the status of the No. 4 throttle
SW4 ST" Switch switch. The switch contacts are closed
No. 4 (grounded) when the the status switch is ON.
Status
177 "RT AIR Right 36 Switch This is the pressure drop across the right air
FLTR" Air Filter filter. An open switch means a plugged filter.
Restricti
on
178 "LT AIR Left Air 36 Switch This is the pressure drop across the left air
FLTR" Filter filter. An open switch means a plugged filter.
Restricti
on
179 "AIR FLTR Air Filter 36 Switch This is the status of the air filter. The air filter
STATUS" Restricti is either PLUGGED or OK. When the pressure
on Status across the filter is greater than the specified
pressure, the plunger of the switch moves and
allows the switch contacts to open telling the
ECM that the filter is PLUGGED. With normal
operation the switch is closed to ground.
180 "ENG Overall 36 Calculated This indicates the status of the engine. This
STATUS" Truck parameter provides the status (enabled or
Engine disabled) of the features that are listed below:
Status. Altitude Derate
Cold Mode
Cell Throttle
Elevated Idle
Engine Derate
Engine Speed
Cold Cylinder Cutout
Low FUel Pressure
Emergency Stop Shutdown
Fuel Injection
High Hydraulic Oil Temperature
High Coolant Temperature
Low Oil Pressure
181 "ALTERNA Alternat 50 Frequency This is the speed as indicated by the signal
TOR #1" or No.1 from the alternator R terminal. The R terminal
signal is affected by belt slip and the health of
the alternator.

126
182 "ALTERNA Alternat 87 Frequency This is the speed as indicated by the signal
TOR #2" or No.2 from the alternator R terminal. The R terminal
signal is affected by belt slip and tthe health of
the alternator.
184 "THROTTL Throttle 36 Switch This is the throttle override status. The status is
BYPASS" Bypass either OFF or ON.
188 "TURBO Turbo 36 Analog The temperature of the turbo inlet air to the
INLET Inlet engine.
TEMP" Tempera
ture
230 "FNL LUBE Final 116 Switch The status (OK, LOW or HIGH) of the final
PRES" Drive drive (differential) pump pressure, as indicated
Lube by a switch or sensor.
Low
Pressure
231 "BVL DIFF Diferenti 116 Switch The status of the differential (bevel gear) filter
FLTR" al (Bevel as indicataed by a switch or sensor. The status
Gear) is either PLUGGED or OK.
Filter
Status
232 "BVL PMP Different 116 PWM This is the differential (bevel gear) lube
PRES" ial pressure. The ECM reads the pulse width of
(Bevel the signal and determines the pressure from the
Gear) signal that is received.
Lube
Pressure
233 "FNL LUBE Final 116 Switch This is the status of the final drive (differential)
FLTR" Drive filter switch. The status is either PLUGGED or
Filter OK.
Switch
234 "DIFF OIL Different 116 Switch This is the position of the differential (drive
LVL" ial Oil axle) oil level switch.
Level
235 "DIFF Different 116 PWM This is the temperature of the oil in the
TEMP" ial Oil differential (axle). The ECM reads the pulse
Tempera width of the signal and determines the pressure
ture from the signal that is received.
240 "GND LVL Ground 36 Switch This is the status of the rear ground level
SHUTDN Level shutdown switch. The status is either ON or
R" Shutdow OFF.
n Signal
Rear
250 "GND LVL Ground 33 Switch This is the status of the front ground level
SHUTDN Level shutdown switch. The status is either ON or
F" Shutdow OFF.
n Signal
Front
251 "ENG Engine 33 Analog This indicates the present front engine power
DERATE Derate percentage. Zero indicates the engine is not
F" Percenta derated

127
 ge Front
252 "GOV Slave 34 Calculated This indicates the governing status (ALONE or
STATUS F" Governi SLAVE) of the front engine slave ECM.
ng Status
Front
Engine
253 "F Front 33 PWM This is the temperature of the coolant in the
AFTRCLR Aftercoo engine front aftercooler system. ON
TEMP" ler MACHINES WITH TWO ENGINE
Tempera AFTERCOOLER COOLANT
ture TEMPERATURE SENSORS THIS REFERS
(Coolant TO THE FRONT ENGINE AFTERCOOLER
) COOLANT TEMPERATURE.
255 "BOOST Engine 33 Analog This is the pressure downstream on the
PRES F" Outlet compressor discharge side of the turbocharger
(Boost) on the front engine.
Pressure
Front
256 "CNKCASE Engine 33 PWM This is the pressure inside the crankcase of the
PRES F" Crankcas front engine.
e
Pressure
Front
258 "F ENG Engine 33 Analog This is the actual percentage of engine load.
LOAD" Load
Front
259 "ENG OIL Engine 33 PWM This is the pressure drop across the engine oil
FLTR F" Oil Filter filter for the front engine.
Different
ial
Pressure
(Gauge)
Front
260 "ENG OIL Engine 33 Switch This is the level of the oil in the crankcase for
LVL F" Oil the front engine.
Level
Front
261 "ENG OIL Engine 33 Analog This is the oil pressure inside the front engine.
PRES F" Oil The sensor sends to an ECM a voltage that
Pressure varies as the pressure changes. The ECM then
Front calculates the pressure according to the voltage
that it receives. Actual warning pressure
depends upon the engine speed.
262 "F ENG Engine 33 Calculated This is the front engine status. This parameter
STATUS" Status provides the status (enabled or disabled) of the
Front features that are listed below:
Altitude Derate
Cold Mode
Cell Throttle
Elevated Idle
Engine Derate

128
 Engine Speed
Cold Cylinder Cutout
Low FUel Pressure
Emergency Stop Shutdown
Fuel Injection
High Hydraulic Oil Temperature
High Coolant Temperature
Low Oil Pressure
263 "F Front 33 Analog This is the position of the wastegate valve on
WASTEGA Wastegat the front engine turbocharger (outlet). The
TE POS" e wastegate position sensor has an output that
Position changes in voltage as the wastegate valve
position changes From this voltage the front
eng ECM calculates the waste gate position.
264 "F FUEL Engine 33 Switch This is the status of the front engine fuel filter.
FLTR" Fuel The status is PLUGGED or OK. When the
Filter pressure across the filter is greater than the
Status specified pressure, the plunger of the switch
Front moves and allows the switch contacts to open
telling the ECM that the filter is PLUGGED.
With normal operation, the switch is closed to
ground.
265 "BOOST High 49 Analog This is the front turbocharger outlet pressure.
PRES HI F" Boost The sensor sends a voltage that varies as the
Pressure pressure changes to the engine ECM. The
Front engine ECM then calculates boost according to
the voltage that is received by subtracting
atmospheric pressure.
266 "OIL PRES Low Oil 49 Calculated This parameter monitors the engine status
F LO" Pressure parameter to see if the front engine oil pressure
Front is low.
267 "EXH Engine 33 PWM This is the temperature of the exhaust on the
TEMP Left left bank of the front engine.
LTF" Front
Turbo
Exhaust
Tempera
ture
268 "EXH Engine 33 PWM This is the temperature of the exhaust on the
TEMP Right right bank of the front engine.
RTF" Front
Turbo
Exhaust
Tempera
ture
269 "F RT- F Front 49,50 Calculated This is calculated by an ECM, The ECM
LT EXH Right subtracts the front engine right manifold
TEMP" Minus exhaust temperature from the front engine left
Front manifold exhaust temperature.
Left
Exhaust

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 Tempera
ture
270 "ENG Engine 33 Calculated This is the rate at which fuel is being used by
FUEL Fuel the front engine.
RATE F" Rate
Front
271 "ENG SPD Engine 33 Frequency The actual rotational speed of the crankshaft on
F" Speed the front engine.
Front
273 "F TRBO Engine 33 Analog This is the pressure (absolute) of the air
IN PRES" Turbo coming into the right turbocharger for the front
Inlet engine.
Pressure
Front
274 "F LO Low 49 Calculated This parameter monitors the warning status
BOOST Boost parameter of the engine ECM to see if the
PRES " Pressure boost pressure is low.
Front
275 "ENG Rear 34 Analog This indicates the percentage of the present
DERATE Engine derate of the rear engine. Zero indicates the
R" Power engine is not derated.
Derate
percenta
ge
276 "GOV Slave 34 Calculated Indicates the governing status (ALONE or
STAT R" Governi SLAVE) of the rear engine slave ECM.
ng Status
Rear
Engine
277 "R Rear 34 PWM This is the temperature of the coolant in the
AFTRCLR Aftercoo rear engine aftercooler system.
TEMP" ler
Tempera
ture
278 "BOOST Engine 34 Analog This is the pressure on the compressor
PRES R " Turbo discharge side of the turbocharger of the rear
Outlet engine.
(Boost)
Pressure
Rear
279 "ENG Engine 34 Analog This is the actual percentage value of rear
LOAD R" Load engine load.
Rear
280 "ENG OIL Engine 34 Analog This is the oil pressure in the rear engine
PRES R" Oil lubrication system.
Pressure
Rear
281 "ENG Engine 34 Calculated This is the rear engine status. This determines
STATUS R" Status the priority of engine status messages
Rear displayed on service tools.

130
282 "WASTEG Wastegat 34 Analog This is the position of the wastegate valve on
ATE POS e the rear engine turbocharger (outlet). The
R" Position wastegate position sensor has an output that
Rear changes in voltage as the wastegate valve
position changes. From this voltage, the engine
ECM calculates the position of he wastegate
valve.
283 "FUEL Engine 34 Switch This is the status of the rear engine fuel filter.
FLTR R " Fuel The status is either PLUGGED or OK.
Filter
Status
Rear
300 "GEAR BOX Gear 36/58 PWM This is the oil temperature in the machine
TEMP" Box (large excavators) gearbox. An ECM receives a
Tempera signal that changes in pulse width as the gear
ture box oil temperature changes. The ECM then
determines the temperature from the pulse
width that is received.
301 "GEAR BOX Gear 57/58 PWM This is the oil pressure measured in the gear
PRES" Box box. The sensor sends the VIMS a pulse that
Pressure varies in width as the oil pressure changes. The
VIMS then calculates the pressure according to
the pulse width that is received.
302 "GEAR BOX Gear 58 Switch This switch notifies the VIMS if chips have
CHIP" Box been detected in the gearbox oil. As metal
Chip chips collect on the magnetic contacts of the
(Detecto switch, a short circuit is made from one
r) terminal to the other causing the switch to
close, and thus making a short circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
303 "PT OIL Power 57/58 Switch This is the status of the Power Train Oil Filter.
FLTR" Train Oil The status is either PLUGGED or OK. When
Filter the pressure across the filter is greater than the
specified pressure, the switch plunger moves
and allows the switch contacts to open telling
the VIMS that the filter is PLUGGED. With
normal operation, meaning acceptable pressure
drop, the switch contacts are closed and the
circuit is grounded. Cold oils often cause a
known filter restriction, so the VIMS ignores
warnings (open switch) when oil temperature
is below approximately 125 degrees F.
305 "TRN Transmis 81 Switch This is calculated by the transmission ECM
GEAR" sion and indicates the actual gear that the
Gear transmission is in.Indicates the actual
transmission gear of the machine.
306 "GEAR Transmis 81 Calculated This is the gear that the operator has selected in

131
 SELECT" sion the machine cab. A switch on the gear select
Cane lever converts lever position into digital code
Select for use by the transmission ECM.
310 "TC FLTR" Torque 58/81 Switch This is the status of the torque converter inlet
Converte oil filter. The status is PLUGGED or OK.
r Filter When the pressure across the filter is greater
(Bypass) than the specified pressure, the switch plunger
moves and allows the switch contacts to open
telling the VIMS that the filter is plugged.
With normal operation, the switch contacts are
closed and the circuit is grounded. Cold oils
often cause a known filter restriction, so the
VIMS ignores warnings (open switch) when
oil temperature is below approximately 125
degrees F.
311 "TC OUT Torque 27/57/81 Frequency This is the speed of the torque converter output
SPD" Converte shaft. The sensor sends a signal to an ECM that
r Output is proportional in frequency depending on the
Speed torque converter output shaft speed. The ECM
then calculates the speed based upon the
frequency that is received.
312 "TC Torque 57/58/ 81 Switch This is the status of the torque converter outlet
SCREEN" Converte screen (filter). The status is PLUGGED or OK.
r Screen As the torque converter screen becomes
PLUGGED, the pressure across the screen
causes the torque converter screen to be
bypassed. When this bypass occurs, this switch
opens telling the VIMS that the torque
converter screen needs to be replaced or
cleaned.
313 "TC OUT Torque 57/81 PWM This is the oil temperature on the outlet side of
TEMP" Converte the torque converter. The VIMS receives a
r Outlet signal that changes in pulse width as the torque
Tempera converter outlet oil temperature changes. The
ture VIMS then determines the temperature from
the pulse width that is received.
314 "TC TEMP" Torque 57 PWM This is the oil temperature on the outlet of the
Converte torque converter. The VIMS receives a signal
r that varies in pulse width as the torque
Tempera converter oil temperature changes. The VIMS
ture then determines the temperature from the pulse
width that is received.
315 "TC OUT Torque 58 PWM This is the oil pressure on the outlet side of the
PRES" Converte torque converter. The VIMS receives a signal
r Outlet that changes in pulse width as the pressure
Pressure changes. The VIMS then calculates the
pressure according to the pulse width that is
received.
316 "TC PDL Torque 81 Calculated This is the position of the torque converter foot
POS" Converte pedal (large wheel loaders). The torque
r Pedal converter position sensor has an pulse output

132
 Position that changes in width as the torque converter
foot pedal position changes. The ECM then
uses this signal to determine the torque
converter position. As the torque converter
pedal is depressed, torque converter power to
the wheels is decreased. After an approximate
half way point, the brakes begin to be applied.
320 "TC CTRL" Torque 58 CDL This indicates if the torque converter has
Converte detected a failure. Refer to the torque converter
r Control ECM service manual for further information
(994).
322 "QUICKSH Quickshi 81 Calculated This is the position of the quickshift switch.
IFT SW" ft Switch The switch is either ON or OFF.
Position
323 "LUC Lockup 81 Switch This is the position of the lockup clutch enable
ENABLE" Clutch switch. The switch is either ON or OFF.
Enable
Switch
Position
324 "PMP Pump 81 PWM This is the actual temperature of the implement
DRIVE Drive pump oil. The VIMS receives a signal that
TEMP" Oil varies in pulse width as the pump oil
Tempera temperature changes. The VIMS then
ture determines the temperature from the pulse
width that is received.
325 "DIFF Different 58 PWM This is the oil temperature inside of the
TEMP" ial differential axle. The VIMS receives a signal
Tempera that varies in pulse width as the differential oil
ture (Oil) temperature changes. The VIMS then
determines the temperature from the pulse
width that is received.
326 "DIFF CHIP" Different 59 Switch This switch notifies the VIMS if chips have
ial Chip been detected in the differential. As metal
(Detecto chips collect on the magnetic contacts of the
r) switch, a short circuit is made from one
terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
327 "DIFF FLTR Different 30/58/116 Switch This is the status of the differential axle oil
SW" ial Filter filter. The status is either PLUGGED or OK.
Switch When the pressure across the filter is greater
(Bypass) than the specified pressure, the switch plunger
moves and allows the switch contacts to open
telling the VIMS that the differential filter is
PLUGGED. With normal operation, meaning
acceptable pressure drop, the switch contacts
are closed to ground.
328 "DIFF LUBE Different 30/58/116 PWM This is the lubrication pressure within the

133
 PRES" ial Lube differential axle housing. The sensor sends an
Pressure ECM a pulse that varies in width as pressure
changes. The ECM then calculates the pressure
according to the pulse width that is received.
329 "TRN P1 Transmis 81 PWM This is the transmission P1 (control system)
PRES" sion pressure.
Pressure
P1
330 "TRN P2 Transmis 81 PWM This is the transmission P2 (clutch-fill)
PRES" sion pressure.
Pressure
P2
331 "IMPLR Impeller 81 PWM This is the impeller clutch pressure. The sensor
CLTCH Clutch sends an ECM a pulse that varies in width as
PRES" Pressure the pressure changes. The ECM then calculates
the pressure according to the pulse width that
is received.
332 "LUC SOL Lockup 81 Calculated This is the solenoid command (or current) as a
CMD" Clutch percentage of maximum that is being delivered
Current to the lockup clutch solenoid.
(Amp)
Percenta
ge
333 "RIMPULL Reduced 81 Switch This is the status of the reduced rimpull
STATUS" Rimpull feature. The status is either ACTIVE or
Status INACTIVE.
337 "TRN IN Transmis 81 Frequency This is the actual rotational speed of the output
SPD" sion shaft of the torque converter which is the input
Input to the transmission.
Speed
338 "TRN Transmis 81 Frequency This is the actual rotational speed of the
INTRMED sion intermediate shaft of the transmission as seen
SPD" Intermed by speed sensor No.1.
iate
Speed
339 "TRN Transmis 81 Frequency This is th etransmission latching pressure. The
LATCH sion transmission ECM receives a signal to
PRES" Latching determine if the transmission is latched or
Pressure unlatced.
340 "TRN Transmis 81 Calculated This is the status of the transmission lock. The
LCKOUT sion transmission lock inhibits the transmission
ST" Lockout from going into gear while the service
Status technician is working on the machine.
341 "TRN OIL Transmis 81 PWM This is the status of the transmission oil level.
LVL" sion Oil
Level
342 "TRN OIL Transmis 81 PWM This is the transmission lube oil pressure.
PRES" sion Oil
Pressure
343 "TRN Transmis 81 Calculated This is the position of the transmission control

134
 LCKOUT sion lever in the cab:
SW" Lockout REVERSE
Switch FORWARD
NEUTRAL
NOT-IN-REVERSE
346 "TRN Transmis 81 Calculated This indicates the cold mode status as
COLD sion calculated by the transmission ECM. The
MODE" Cold status is either active or inactive.
Mode
347 "TRN OUT Transmis 81 Frequency This is the speed of the transmission output
SPD 2" sion shaft. This signal comes through the
Output transmission speed distributor and is sent to the
Speed 2 transmission ECM. The transmission output
speed is directly proportional to ground speed.
349 "TRN Transmis 27/81 Switch This is calculated by EPTC (electronic
GEAR" sion programmable transmission ECM) or
Gear transmission ECM and indicates the actual
gear that the transmission is in.
350 "TRN LUBE Transmis 58/81 PWM This is the temperature of the transmission
TEMP" sion lubrication oil. The VIMS receives a signal
Lube that changes in pulse width as the temperature
Tempera of the transmission lubrication oil changes. The
ture VIMS uses the pulse width that it receives to
determine the oil temperature.
351 "GEAR Gear 27/81 Switch This is the gear that the operator has selected in
SELECT" Select the machine cab. A switch on the gear select
(By lever converts lever position into digital code
Operator for use by the transmission ECM.
)
352 "ACT Gear 31 Calculated This is the actual gear that the transmission is
GEAR" Code in at the present time. This is being phased out
Actual and replaced with parameter 349 in 9.X or later
Gear class of onboard software.
(Transmi
ssion)
353 "GEAR Transmis 27/81 Switch This is calculated by EPTC (electronic
CODE" sion programmable transmission ECM) or
Gear transmission ECM and indicates the actual
gear that the transmission is in. Being phased
out and replaced with parameter 349 in 9.X or
later of onboard software.
354 "PREVIOUS Previous 27 Calculated No longer used.
GEAR" Gear
355 "TRN OUT Transmis 81 Frequency This is the speed of the transmission output
SPD" sion Out shaft. This signal goes through the
Speed transmission speed distributor (OHT) and is
sent to the transmission ECM. The
transmission output speed is directly
proportional to ground speed.
355 "TRN OUT Transmis 81 Frequency This is the speed of the transmission output

135
 SPD1" sion shaft. This signal goes through the
Output transmission speed distributor (OHT) and is
Speed 1 sent to the transmission ECM. The
transmission output speed is directly
proportional to ground speed.
356 "TRN CHRG Transmis 57/58/81 Switch This is the status of the transmission charge
FLTR" sion filter. the status is either PLUGGED or OK.
Charge The transmission charge line supplies oil to the
Filter hydraulic control valves of the transmission.
(Bypass) When the pressure across the filter is greater
than the specified pressure, the switch plunger
moves and allows the switch contacts to open,
telling the VIMS that the filter is PLUGGED.
357 "TRN LUBE Transmis 58 Switch This is the status of the transmission
FLTR" sion lubrication filter. The status is either
Lube PLUGGED or OK. When the pressure across
Filter the filter is greater than the specified pressure,
(Bypass) the switch plunger moves and allows the
switch contacts to open telling the VIMS that
the filter is plugged. With normal operation,
meaning acceptable pressure drop, the switch
contacts are closed to ground. The transmission
lube circuit provides lubrication to the clutch
disks, bearings, etc.
358 "TRN SLIP" Transmis 27 Calculated The degree to which the transmission is
sion Slip slipping at the completion of a shift. This is
(OHT) calculated by the transmission ECM. In this
calculation, the transmission input and output
speeds are compared. This time is the
summation of time for the transmission control
solenoids (up/dowm), actuator the up/down
solenoid control, clutch fill, and actual slippage
of the transmission plates/disk.
359 "LCKUP Lockup 27 Calculated This is the degree to which the torque
SLIP" Slip converter lockup clutch is slipping when
entering the lockup state. This is calculated by
the transmission ECM. In this calculation, the
torque converter input speeds and the output
speeds are compared. Total sliptime is made up
of the individual actuation times much like
parameter 358.
360 "GEAR Gear 31 Calculated No longer used in 9.X-up except in trends.
CHNG Change Reads the gear change code of the slip packet.
CODE" Code Calibrated by the transmission control.
361 "GEAR Gear 31 Calculated This is no longer used in 9.X-up except in
MVMT Moveme trends. This reads the gear movement time of
TIME" nt Time the slip packet. Calibrated is done throught the
transmission ECMl.
362 "TRN LUBE Transmis 58 PWM This is the temperature of the transmission
TEMP" sion lubrication oil. The VIMS receives a signal
Lube that changes in pulse width as the transmission

136
 Tempera lubrication oil temperature changes. The VIMS
ture then uses the pulse width that is received to
determine the temperature of the transmission
lubrication oil.
364 "TRN PMP Transmis 58 PWM This is the lube oil pressure within the
PRES" sion transmission. The pressure sensor sends the
(Oil) VIMS a pulse that varies in width as the
Pump pressure changes. The VIMS then calculates
Pressure the pressure according to the pulse width that
is received.
365 "TRN FLTR" Transmis 58 Switch This is the status of the transmission oil filter.
sion The status is either PLUGGED or OK. When
Filter the pressure across the filter is greater than the
(Bypass) specified pressure, the switch plunger moves
allowing the switch contacts to open telling the
VIMS that the filter is PLUGGED. With
normal operation the switch contacts are closed
and the circuit is grounded. Cold oils often
cause a known filter restriction, so the VIMS
ignores warnings (open switch) when oil
temperature is below approximately 125
degrees F.
366 "NTRL SW" Neutral 57 Switch This tells the transmission ECM whether the
Switch transmission shift linkage is in the neutral
position. When the switch is in the neutral
position, the operator is allowed to crank the
engine.
369 "NTLRZR Neutraliz 81 Switch This reads the position of the neutralizer
SW" er pressure switch. The switch is either in the
Pressure RUN or NEUTRAL position.
Switch
Position
370 "RIMPULL Controll 81 Calculated This is used to read percent of maximum
%" ed rimpull that is controlled by the transmission
Rimpull ECM. This is based on the reduced rimpull
Percenta setting and the torque converter pedal
ge modulation. This is not the actual or available
rimpull, which is affected by the operation of
the equipment.
371 "IMPLR Impeller 81 Calculated This is the current as a percentage of maximum
CLCH Clutch that is delivered to the impeller clutch solenoid
CUR" Current from the transmission ECM.
(Amp)
Percenta
ge
372 "RIMPULL Reduced 81 Switch ThIs is the position of the reduced rimpull
SELECT2" Rimpull selection switch.
Selection LOW
Switch MEDIUM LOW
Position MEDIUM HIGH
HIGH

137
373 "RIMPULL Reduced 81 Switch This is the position of the reduced rimpull
STATUS 2" Rimpull ON/OFF switch.
ON/OFF
Switch
Position
374 "PARKBK" Parking 81 Switch This is used to read the status of the parking
Brake brake pressure switch. The parking brake is
Pressure engaged when the pressure is LOW (open).
Switch The parking brake is disengaged when the
Status pressure is HIGH (closed).
376 "BRK PRES Braking 116 Switch This is the present state of the service brake.
SW" System ON (switch is closed) or OFF (switch is open).
Pressure
Switch
377 "BRK Braking 116 Sensor This is the speed of the brake cooling pump.
PUMP Cooling The speed is from 0 to 2000 RPM.
SPD" Pump
Speed
378 "BRK Front 87 Switch This is the status of the front brake cooling
COOL Brake filter. The status is either OK or PLUGGED.
FLTR F" Cooling
Filter
Bypass
379 "PARKBK Parking 116 Calculated This is the dragging status of the parking
DR Brake brakes. Dragging brake means the brake
STATUS" Draggin pressure sensor indicates the the the parking
g Status brake is engaged, however the operator is not
asking to engage the brake and the brake ECM
is not trying to engage the brake.
380 "RETRDR" Retarder 83/116 Switch This is the status of the retarder system. This
parameter will display either an ON or OFF
state.
381 "BRK Brake 116 Switch This is the status of the rear brake cooling
COOL Cooling filter. The status is either OK or PLUGGED.
FLTR R" Filter
Bypass
Rear
382 "BRK Remote 116 Switch This is the status of the parking brake lock.
LOCKDN" Park The active (ON) status indicates the parking
Brake brake is engaged. The inactive (OFF) status
Set indicates the parking brake is disengaged.
400 "LT DRIVE Left 59 Switch This switch notifies the VIMS if chips have
CHIP" Drive been detected in the left drive motor. As metal
Chip chips collect on the magnetic contacts of the
(Detecto switch, a short circuit is made from one
r) terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K Ohms.

138
401 "RT DRIVE Right 58 Switch This switch notifies VIMS if chips have been
CHIP" Drive detected in the right drive motor. As metal
Chip chips collect on the magnetic contacts of the
(Detecto switch, a short circuit is made from one
r) terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
415 "SERV Service 36 Switch This reads the position of the service brake
BRK Brake pedal as released (OFF) or depressed (ON).
PEDAL" Pedal
Position
Status
416 "PARKBK Left 116 PWM This is the oil pressure for the left rear parking
PRES LTR" Rear brake. The sensor sends the VIMS a pulse that
Parking varies in width as the pressure changes. the
Brake VIMS then calculates the pressure according to
Oil the pulse width that is received.
Pressure
417 "PARKBK Right 116 PWM The oil pressure for the right rear parking
PRES RTR" Rear brake. The pressure sensor sends to VIMS a
Parking pulse that varies in width as the pressure
Brake changes. VIMS then calculates the pressure
Oil according to the pulse width that it receives.
Pressure
418 "LTR Left 27/116 Frequency This is used to read the actual rotational speed
WHEEL Rear of the left rear axle in RPM.
SPD" Wheel
Speed
419 "RTR Right 27/116 Frequency This is used to read the actual rotational speed
WHEEL Rear of the right rear axle in RPM.
SPD" Wheel
Speed
436 "RTR-RTF Right 49 Calculated This is calculated by the VIMS. The value is
BRK Rear determined by subtracting the temperature of
TEMP" Minus the right front brake from the temperature of
Right the right rear brake.
Front
Brake
Tempera
ture
437 "LTR-LTF Left 49 Calculated This is calculated by the VIMS. The value is
BRK Rear determined by subtracting the temperature of
TEMP" Minus the the left front brake from the temperatur of
Left the left rear brake.
Front
Brake
Tempera
ture

139
438 "STRG OIL Steering 58 PWM This is the steering oil pressure at the pump
PRES" Pump outlet. The VIMS receives a signal that
Oil changes in pulse width as the steering oil
Pressure pressure changes. The VIMS then determines
Sensor the pressure from the pulse width that is
received.
440 "STRG OIL Steering 57 Switch Notifies VIMS of low steering oil pressure.
PRES" Pump With low pressure the switch would be open.
Pressure In normal operation, the switch is closed to
ground.
441 "LO STRG Low 50/57/58 Switch This notifies the VIMS of a conditon of low oil
PRES" Steering pressure at the pump outlet in the steering
Pressure system. With low pressure, the switch will be
open. In normal operation, the switch is closed
to ground.
442 "HI STRG High 57/50 Switch This notifies the VIMS that a condition of low
PRES" Steering oil pressure in the steering system. With low
Pressure pressure, the switch should be open to ground.
In normal operation, the switch is closed to
ground.
444 "STRG OIL Steering 50/57 PWM This is the temperature of the main steering
TEMP" Oil system oil. The VIMS receives a signal that
Tempera varies in pulse width as the temperature of the
ture main steering system oil changes. The VIMS
then determines the oil temperature from the
pulse width that is received.
445 "STRG OIL Steering 57 Switch This is the status of the main steering system
FLTR" Oil Filter oil filter. The status is either PLUGGED or
OK. When the pressure across the filter is
greater than the specified pressure, the switch
plunger moves and allows the switch contacts
to open telling the VIMS that the filter is
plugged. With normal operation, the switch
contacts are closed and the circuit is grounded.
Cold oils often cause a known filter restriction,
so the VIMS ignores warnings (open switch)
when oil temperature is below approxinately
125 degrees F.
446 "STRG Steering 39 PWM This is the oil pressure in the steering pilot oil
PILOT Pilot system. An ECM receives a signal that varies
PRES" Pressure in pulse width as the steering pilot pressure
changes. The ECM then determines the
pressure from the pulse width that is received.
447 "STRG OIL Steering 58/50 Switch This switch notifies the VIMS of the status of
LEVEL" Oil oil level in the main steering system. The status
Level is either LO or OK. The switch opens when
steering oil level is less than the specified.
During normal operation, the switch is closed
to ground.
448 "STRG/TRN Steering/ 51 Switch This is the status of the steering and
LCK" Transmis transmission lockout systems. A switch with

140
 sion two outputs (normally closed and normally
Lock open) is used as inputs to notify the
transmission ECM of the lockout condition. At
any given time one input must always be
connected to ground and the other must be
open. If this case is not so, the transmission
ECM knows that there is a failure in the
system. When steering/transmission lockout is
active, the steering and transmission systems
are not allowed to function.
449 "PRI STRG Primary 57 Switch This is the status of the oil pressure on the
PRES" Steering primary side of the steering system. The status
Pressure is either LO or OK. This pressure switch is
normally connected to ground. When the
pressure becomes lower than a specified level,
the switch opens notifying the VIMS that there
is low oil pressure.
450 "F BRK OIL Front 58 PWM This is the temperature of the cooling oil from
TEMP" Brake both front brakes. The VIMS receives a signal
Oil that varies in pulse width as the front brake
Tempera system cooling oil changes temperature. The
ture VIMS then determines the temperature from
the pulse width that is received.
451 "R BRK OIL Rear 58 PWM This is the temperature of the cooling oil from
TEMP" Brake both rear brakes. The VIMS receives a signal
Oil that changes in pulse width as the rear brake
Tempera system cooling oil changes temperature. The
ture VIMS then determines the temperature from
the pulse width that is received.
452 "BRK/AIR Brake 39 PWM This is the air pressure in the braking system.
PRES" Air The pressure sensor sends the VIMS a signal
Pressure that varies in width as the brake air system
pressure changes. VIMS then calculates the
pressure according to the pulse width that is
received.
453 "PARKBK" Parking 57/59/81/ Switch This is the status of the parking brake. The
Brake 116 status is either ON or OFF. With the parking
brake off, the switch is open, but when the
parking brake is on, a ground signal is sent to
an ECM. A warning message will be generated
if the parking brake is engaged while the
machine is not in neutral.
454 "BRK Brake 57 Switch This is the status of the filter in the oil cooling
FLTR" Filter line for the brakes. The status is either OK or
PLUGGED. When the pressure across the filter
is greater than the specified pressure, the
switch plunger moves and allows the switch
contacts to open telling the VIMS that the filter
is PLUGGED.
455 "BRK Brake 58 PWM This is the temperature of the brake oil. The
TEMP" Tempera VIMS receives a signal that varies in pulse

141
 ture width as the brake oil temperature changes.
The VIMS then determines the temperature
from the pulse width that is received.
456 "BRK Brake 58 Switch This is a switch(s) that tells VIMS if the brake
STROKE" Stroke master oil line pressure is too low or if one of
the master brake cylinders (there can be more
than one brake stroke switch, in which case
they would be wired in a series circuit) has
overstroked. In a failed state, the normal switch
path to ground will be opened, notifying VIMS
that there is a problem with at least one of the
brake master cylinders.
457 "PRI BRK Primary 57/58 Switch This is the status of the primary brake pressure
PRES" Brake switch. In normal operation the switch is
Pressure closed to ground, but when the brake is applied
the switch is open.
458 "SEC BRK Secondar 57/58 Switch This is the status of the secondary brake lever
PRES" y Brake pressure switch. The status of the secondary
Pressure brake pressure switch is closed when the
secondary brake lever has been applied
(parking brake).
460 "LTF BRK Left 58/116 PWM This is the temperature of the cooling oil from
TEMP" Front the left front brake. The VIMS receives a
Brake signal that changes in pulse width as the
Tempera temperature of the oil coming from the left
ture front brake changes. The VIMS then
determines the temperature from the pulse
width that is received.
461 "LTR BRK Left 58/116 PWM This is the temperature of the cooling oil from
TEMP" Rear the left rear brake. The VIMS receives a signal
Brake that varies in pulse width as the temperature of
Tempera the oil coming from the left rear brake changes.
ture The VIMS then determines the temperature
from the pulse width that is received.
462 "RTF BRK Right 58/116 PWM This is oil temperature from the right front
TEMP" Front brake. The VIMS receives a signal that varies
Brake in pulse width as the temperature of the oil
Tempera coming from the right front brake changes. The
ture VIMS then determines the temperature from
the pulse width that is received.
463 "RTR BRK Right 58/116 PWM This is the temperature of the cooling oil from
TEMP" Rear the right rear brake. The VIMS receives a
Brake signal that varies in pulse width as the
Tempera temperature of the oil coming from the right
ture rear brake changes. The VIMS then determines
the temperature from the pulse width that is
received.
464 "RTF-LTF Right 49 Calculated This is calculated by VIMS. The value is
BRK TEMP" Front determined by subtracting the temperature of
Minus the left front brake from the temperature of the
Left right front brake.

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 Front
Brake
Tempera
ture
465 "RTR-LTR Right 49 Calculated This calculated by the VIMS. The value
BRK TEMP" Rear determined by subtracting the tempeature of
Minus the left rear brake from the temperature of the
Left right rear brake.
Rear
Brake
Tempera
ture
466 "PARKBK Parking 57 Switch ThIs the status of the parking brake filter. The
PRES SW" Brake status is either OK or PLUGGED. When the
Filter pressure across the filter is greater than the
Switch specified pressure, the switch plunger moves
and allows the switch contacts to open telling
the VIMS that the filter is PLUGGED. With
normal operation, the switch contacts are
closed and the circuit is grounded.
467 "BRK Front 59 Switch This is the status of the front brake cooling
COOL Brake filter. The status is either OK or PLUGGED.
FLTR F" Cooling When the pressure across the filter is greater
Filter than the specified pressure, the switch plunger
Status moves and allows the switch contacts to open
telling the VIMS that the filter is PLUGGED.
With normal operation, the switch contacts are
closed and the circuit is grounded.
468 "BRK Rear 59 Switch This is the status of the rear brake cooling
COOL Brake filter. The status is either OK or PLUGGED.
FLTR R " Cooling When the pressure across the filter is greater
Filter than the specified pressure, the switch plunger
Status moves and allows the switch contacts to open
telling VIMS that the filter is PLUGGED.
With normal operation, the switch contacts are
closed and the circuit is grounded.
470 "F BRK OIL Front 58 PWM This is the oil pressure at the inlet of the front
PRES" Brake brakes. The sensor sends the VIMS a pulse that
Oil varies in width as the pressure changes. The
Pressure VIMS then calculates the pressure according to
the pulse width that is received.
471 "R BRK OIL Rear 58 PWM This sis the oil pressure at the inlet of the rear
PRES" Brake brakes. The sensor sends the VIMS a pulse that
Oil varies in width as the pressure changes. The
Pressure VIMS then calculates the pressure according to
the pulse width that is received.
472 "F BRK Front 57 Switch This is the pressure of the front brake
ACUM Brake accumulator. This pressure switch is normally
PRES" Accumul connected to ground. When the pressure
ator becomes lower than the desired level, the
Pressure pressure switch opens, notifying the VIMS that

143
 there is low pressure in the front brake
accumulator system.
473 R BRK Rear 57 Switch This is the pressure of the rear brake
ACUM Brake accumulator. This pressure switch is normally
PRES Accumul connected to ground. When the pressure
ator becomes lower than the desired level, the
Pressure pressure switch opens, notifying the VIMS that
there is low pressure in the rear brake
accumulator system.
474 "F AXLE Front 57 PWM This sis the temperature of the oil within the
OIL TEMP" Axle Oil front axle. The VIMS receives a signal that
Tempera varies in pulse width as the front axle oil
ture temperature changes. The VIMS then
determines the temperature from the pulse
width that is received.
475 "R AXLE Rear 57 PWM This is the temperature of the oil within the
OIL TEMP" Axle Oil rear axle. The VIMS receives a signal that
Tempera changes in pulse width as the rear axle oil
ture temperature changes. The VIMS then
determines the temperature from the pulse
width that is received.
476 "PARKBK Parking 81 Switch This is the status of the switch in the cab that is
CAB SW" Brake used to engage or disengage the parking brake.
Cab The switch is either in the parking brake
Switch engaged position (OPEN) or the parking brake
disengaged position (CLOSED).
477 "BRK Brake 57 Switch This is thepressure of the brake accumulator.
ACUM Accumul This pressure switch is normally closed to
PRES" ator ground. When the pressure becomes lower than
Pressure the desired level, the switch opens notifying
the VIMS that there is low pressure in the
brake accumulator system.
478 "RT TRL Right 59 PWM This is the temperature within the right trailer
BRK TEMP" Trailer brake oil. The sensor sends the VIMS a pulse
Brake that varies in width as the temperature changes.
(Oil) The VIMS then calculates the temperature
Tempert according to the pulse width that is received.
ure
479 "LT TRL Left 59 PWM This is the temperature of the left trailer brake
BRK TEMP" Trailer oil. The sensor sends the VIMS a pulse that
Brake varies in width as the temperature changes.
(Oil) The VIMS then calculates the temperature
Tempera according to the pulse width that is received.
ture
480 "TRLBRKC Trailer 59 PWM This is the temperature of the trailer brake oil
IN TEMP" Brake at the inlet side of the trailer brake oil cooler.
Cooler The VIMS receives a signal that changes in
(Oil) pulse width as the cooler inlet oil temperature
Inlet changes. VIMS then determines the
Tempera temperature from the pulse width that iis
ture received.

144
481 "TRLBRKC Trailer 59 PWM This is the temperature of the trailer brake oil
OUT TEMP" Brake at the outlet side of the trailer brake oil cooler.
Cooler The VIMS receives a signal that changes in
(Oil) pulse width as the cooler outlet oil temperature
Outlet changes. The VIMS then determines the
Tempera temperature from the pulse width that is
ture received.
482 "TRL FLTR" Trailer 59 Switch The status of the trailer brake oil filter. The
Filter switch will open in the case of a plugged filter.
Plug
483 "TRL BRK Trailer 59 Switch This is a switch(s) that tells the VIMS if the
STROKE" Brake trailer brake master oil line pressure is to low,
Stroke or if one of the trailer brake master cylinders
(There can be more than one brake stroke
switch, in which case they would be wired in a
series circuit) has overstroked. If one of these
conditions are met the VIMS would be notified
that there is a problem with at least one of the
master trailer brake cylinders.
484 "STRG Steering 58 Switch The steering oil temperature status. If the
TEMP SW" Oil temperature gets above a predetermined level,
Tempera the switch will open to indicate steering oil
ture temperature is too high.
Switch
485 "ENG OIL Engine 36 Switch This is the status of the pressure drop across
FLTR" Oil Filter the engine oil filter. The status is either OK or
Different PLUGGED. When the pressure across the filter
ial is greater than the specified pressure, the
Pressure switch plunger moves and allows the switch
contacts to open telling the VIMS that the filter
is PLUGGED. With normal operation, the
switch contacts are closed and the circuit is
grounded.
486 "RT Right 58 PWM This indicates the right steering pump oil
STRPMP Steering pressure.
PRES" Pump
Pressure
487 "LT Left 58 PWM This indicates the left steering pump oil
STRPMP Steering pressure.
PRES" Pump
Pressure
488 "STG Steering 57 Switch This is the status of the steering cooling filter.
COOL Cooling The status is either OK or PLUGGED. When
FLTR" Filter the pressure across the filter is greater than the
Status specified pressure, the switch plunger moves
and allows the switch contacts to open telling
the VIMS that the filter is PLUGGED. With
normal operation, the switch contacts are
closed and the circuit is grounded.
490 "STRG Steering 58 Switch The status of the steering return to tank filter
RTRN Return to (OK or PLUGGED). When the pressure across

145
 FLTR" Tank the filter is greater than the specified pressure,
Filter the switch plunger moves and allows the
Status switch contacts to open telling VIMS that the
filter is PLUGGED. With normal operation,
the switch contacts are closed and the circuit is
grounded.
491 "LT STRG Left 58 PWM This is the temperature of the oil within the left
CASEDRN" Steering steering case drain pump. The VIMS receives a
Case signal that varies in pulse width as the oil
Drain temperature of the left steering case drain
Pump pump changes. The VIMS then determines the
Tempera temperature from the pulse width that is
ture received.
492 "RT STRG Right 58 PWM This is the temperature of the right steering
CDRN" Steering case drain oil.
Case
Drain
Pump
Tempera
ture
493 "PARKBK Parking 116 Switch This is the status of the parking brake oil filter.
FLTR" Brake The status is either OK or PLUGGED. When
Oil Filter the pressure across the filter is greater than the
Status specified pressure, the switch plunger moves
and allows the switch contacts to open telling
the VIMS that the filter is PLUGGED. With
normal operation, the switch contacts are
closed and the circuit is grounded.
494 "LT STRG Left 58 Switch This is the status of the oil filter on the left
CDRN" Steering steering case drain.The status is either OK or
Case PLUGGED. When the pressure across the filter
Drain is greater than the specified pressure, the
Oil Filter switch plunger moves and allows the switch
Status contacts to open telling the VIMS that the filter
is PLUGGED. With normal operation, the
switch contacts are closed and the circuit is
grounded.
495 "RT STRG Right 58 Switch This is the status of the oil filter on the right
CDRN" Steering steering case drain. The status is either OK or
Case PLUGGED. When the pressure across the filter
Drain is greater than the specified pressure, the
Oil Filter switch plunger moves and allows the switch
Status contacts to open telling the VIMS that the filter
is PLUGGED. With normal operation, the
switch contacts are closed and the circuit is
grounded.
This indicates which of the parking brakes are
Park dragging. The switch statuses are listed below:
PARKBK
496 Brake 27 Switch OK
DRAG
Drag LT R
RT R

146
 BOTH R
498 "F HI PRES Front 58 Switch The status of the front implement high pressure
FLTR" High hydraulic oil filter. When the pressure across
Pressure the filter is greater than the specified pressure,
Filter the switch plunger moves and allows the
switch contacts to open telling VIMS that the
filter is PLUGGED. With normal operation,
the switch contacts are closed and the circuit is
grounded.
499 "R HI PRES Rear 58 Switch This is the status of the rear implement high
FLTR" High pressure hydraulic oil filter. The status is either
Pressure PLUGGED or OK. When the pressure across
Switch the filter is greater than the specified pressure,
the switch plunger moves and allows the
switch contacts to open telling the VIMS that
the filter is PLUGGED. With normal
operation, the switch contacts are closed and
the circuit is grounded.
500 "HYD OIL Hydrauli 36/39/58 PWM The hydraulic oil temperature. An ECM
TEMP" c Oil receives a signal that changes in pulse width as
Tempera the hydraulic oil temperature changes. The
ture ECM then determines the temperature from the
pulse width that is received.
501 "PMP IN Pump 57 Switch These switches are attached to the inlet suction
VALVE" Inlet line for each hydraulic oil pump. They are
Valve located at the hydraulic oil tank. When the
pump inlet valve is open, meaning that oil can
flow, the switch is closed, and the circuit is
grounded. There could be multiple switches
wired in series on one particular machine, after
which a switch(s) opens (meaning no oil flow),
the ECM would know there is no oil flow in
one or more circuits.
502 "HYD OIL Hydrauli 57 Switch This is the status of the hydraulic oil level. The
LVL" c Oil status is either LO or OK. With low hydraulic
Level oil level, the switch will open. In normal
operation, the switch is closed to ground.
503 "CASE DRN Case 57 Switch This is the status of the case drain filter. The
FLTR" Drain status is either PLUGGED or OK. As the case
Filter drain filter becomes PLUGGED, the machine
mechanically bypasses the oil filter. When this
filter is bypassed, the flow of oil in the bypass
route opens a switch that tells the VIMS that
the filter is plugged. In normal operation the
switch is closed to ground.
504 "HI PRES High 58 Switch This is a result obtained from up to eight high
FLTR" Pressure pressure filters. These high pressure filters are
Filter wired in a series circuit to ground. If any one
of the filters becomes PLUGGED, the
corresponding switch (circuit) opens,
indicating that at least one of the high pressure

147
 filters is PLUGGED.
505 "HOIST Hoist 58 Switch This is the status of the hoist screen. The status
SCREEN" Screen is PLUGGED or OK. As the hoist screen
becomes PLUGGED, the machine
mechanically bypasses the hoist screen. When
the bypass occurs, the flow of oil in the bypass
route opens a switch that tells the VIMS that
the hoist screen needs to be replaced or
cleaned. In normal operation the switch is
closed to ground.
506 "HYD RTN Hydrauli 57 Switch This is the status of the hydraulic oil return line
FLTR" c Return filter (PLUGGED or OK). As the hydraulic oil
Filter return line filter becomes PLUGGED,
mechanically the machine causes the hydraulic
oil return line filter to be bypassed. When this
bypass occurs, the flow of oil in the bypass
route opens a switch that tells VIMS that the
hydraulic oil return filter needs to be replaced
or cleaned.
507 "LT F PMP Left 58 Switch This switch notifies the VIMS if chips have
CHIP" Front been detected in the left front pump. As metal
Pump chips collect on the magnetic contacts of the
Chip switch, a short circuit is made from one
terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
508 "LT R PMP Left 58 Switch This switch notifies VIMS if chips have been
CHIP" Rear detected in the left rear pump. As metal chips
Pump collect on the magnetic contacts of the switch,
Chip a short circuit is made from one terminal to the
other causing a closed circuit to ground.
During normal operation, the switch is in the
open position. The switch is considered closed
when the resistance between the two switch
terminals is between zero and approximately
2K ohms.
509 "RT F PMP Right 58 Switch This switch notifies the VIMS if chips have
CHIP" Front been detected in the right front pump. As metal
Pump chips collect on the magnetic contacts of the
Chip switch, a short circuit is made from one
terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
510 "RT R PMP Right 58 Switch This switch notifies VIMS if chips have been
CHIP" Rear detected in the right rear pump. As a large

148
 Pump number of metal chips collect on the magnetic
Chip contacts of the switch, a short circuit is made
from one terminal to the other causing a closed
circuit to ground. During normal operation, the
switch is in the open position. The switch is
considered closed when the resistance between
the two switch terminals is between zero and
approximately 2K ohms.
511 "HYD SYS Hydrauli 58 Switch This is the present pressure of the hydraulic
PRES" c System system.
Pressure
513 "DIFF OIL Different 58 Switch This is the status of the differential oil level.
LVL" ial Oil The status is either LO or OK. With a low oil
Level level the switch will open. In normal operation
the switch is closed to ground.
515 "HYD OIL Hydrauli 58 Switch This is the status of the hydraulic oil level. The
LVL" c Oil status is either LO or OK. With a low oil level,
Level the switch will open. In normal operation, the
switch is closed to ground.
516 "HYD OIL Hydrauli 36/57 PWM This is the temperature of the hydraulic oil. An
TEMP" c Oil ECM receives a signal that varies in pulse
Tempera width as the hydraulic oil temperature changes.
ture The ECM then determines the temperature
from the pulse width that is received.
517 "HYD OIL Hydrauli 57/58 Switch This is the status of the hydraulic oil filter. The
FLTR" c Oil status is either PLUGGED or OK. When the
Filter pressure across the filter is greater than the
specified pressure, the switches plunger moves
and allows the switch contacts to open telling
the VIMS that the filter is plugged. With
normal operation, the switch contacts are
closed and the circuit is grounded. Cold oils
often cause a known filter restriction, so the
VIMS ignores warnings (open switch) when
the temperature of the oil is below
approximately 125 degrees F.
518 "HYD Hydrauli 58 PWM This is the oil pressure in the hydraulic pilot oil
PILOT c Oil line. The machine ECM receives a signal that
PRES" Pilot varies in pulse width as the hydraulic pilot oil
Pressure pressure changes. The machine ECM then
determines the pressure from the pulse width
that is received.
519 "ENG FAN Engine 36/49 Calculated This is used to read and override the bypass
BYPASS" Fan valve position of the engine cooling fan.
Bypass Override is accomplished through a PC that is
running the Electronic Technician software
only.
520 "ENG FAN Engine 36/39 Frequency This is the speed of the engine cooling fan
SPD" Fan shaft. The sensor mounted on the engine fan
Speed shaft generates an signal that varies in
frequency as the cooling fan shaft varies in

149
 speed.This signal is sent to an ECM that uses
the signal to determine the speed of the engine
cooling fan.
521 "HYD FAN Hydrauli 36/39 Frequency This is the speed of the hydraulic oil cooling
SPD" c Fan fan shaft. The sensor mounted on the hydraulic
Speed oil cooling fan shaft generates a signal that
varies in frequency. This signal is sent to an
ECM that uses the signal to determine the
speed of the hydraulic oil cooling fan.
524 "DIFF FAN" Different 30 Calculated This is the status of the fan that is used to cool
ial Fan the differential axle oil. The status is either ON
or OFF. This value is received from the
Caterpillar Monitoring System over the CAT
Data Link.
525 "HYD FAN Hydrauli 36/49 Calculated This is used to read and override the bypass
BYPASS" c Fan valve position of the cooling fan for the
Bypass hydraulic oil. Override is accomplished
through a PC that is running the Electronic
Technician software only.
526 "LT HYD Left 59 PWM This is the oil temperature from the case drain
CDRN" Hydrauli of the left hydraulic pump.
c Case
Drain
Tempera
ture
527 "CTR HYD Center 59 PWM This is the oil temperature from the case drain
CDRN" Hydrauli of the center hydraulic pump.
c Case
Drain
Tempera
ture
528 "RT HYD Right 59 PWM This is the oil temperature from the case drain
CDRN" Hydrauli of the right hydraulic pump.
c Case
Drain
Tempera
ture
529 "HYD Hydrauli 59 Switch This is the status of the hydraulic lube pump
LUBE c Lube filter. The status is either OK or PLUGGED.
FLTR" Pump
Filter
530 "F SWG OIL Front 39 Switch This indicates the status of the oil level of the
LVL" Swing front swing motor. The status is either LO or
Oil OK. In a situation of low oil level the switch is
Level in the open state, whereas in normal operation
the switch is closed to ground.
531 "LT R SWG Left 39 Switch This indicates the status of the oil level of the
OIL LVL" Rear left rear swing motor. The status is either LO
Swing or OK. In the situation of low oil level the
Oil switch should be in the open state, whereas in
Level normal operation the switch is closed to

150
 ground.
532 "RT R SWG Right 39 Switch This indicates the status of the right rear swing
OIL LVL" Rear motor.The status is either LO or OK. In a
Swing situation of low oil level the switch should be
Oil in the open state, whereas in normal operation
Level the switch is closed to ground.
533 "LT SWG Left 57 Switch This is the oil level in the left swing drive
OIL LVL" Swing motor.
Oil
Level
534 "RT SWG Right 57 Switch This is used to read the oil level in the right
OIL LVL" Swing swing drive motor.
Oil
Level
535 "DUAL Dual 39 Switch This is used to read the status of the dual
PRES RLF" Pressure pressure relief function. This status reflects the
Relief status based on the command from the ECM.
Solenoid
540 "SWG OIL Swing 39 Switch This indicates the status of the swing oil level.
LVL" Drive The status is either LO or OK. In a situation of
Motor low oil level the switch is in the open state,
Oil whereas in normal operation the switch is
Level closed to ground.
541 "SWG PMP Swing 58 Switch This switch notifies the VIMS if chips have
CHIP" Pump been detected in the swing pump. As a large
Chip number of metal chips collect on the magnetic
contacts of the switch, a short circuit is made
from one terminal to the other causing a closed
circuit to ground. During normal operation, the
switch is in the open position. The switch is
considered closed when the resistance between
the two switch terminals is between zero and
approximately 2K ohms.
542 "LT SWG Left 57 Switch This switch notifies VIMS if chips have been
MTR CHIP" Swing detected in the left swing motor. As a large
Motor number of metal chips collect on the magnetic
Chip contacts of the switch, a short circuit is made
from one terminal to the other causing a closed
circuit to ground. During normal operation, the
switch is in the open position. The switch is
considered closed when the resistance between
the two switch terminals is between zero and
approximately 2K ohms.
543 "RT SWG Right 57 Switch This switch notifies the VIMS if chips have
MTR CHIP" Swing been detected in the right swing motor. As a
Motor large number of metal chips collect on the
Chip magnetic contacts of the switch, a short circuit
is made from one terminal to the other causing
a closed circuit to ground. During normal
operation, the switch is in the open position.
The switch is considered closed when the

151
 resistance between the two switch terminals is
between zero and approximately 2K Ohms.
544 "IMPL Impleme 39 Switch This is the status of a switch that is open when
PILOT nt Pilot the implement pilot filter becomes PLUGGED.
FLTR" Filter As the implement pilot filter becomes
PLUGGED, mechanically the machine causes
the oil filter to be bypassed. Which opens a
switch that tells an ECM that the filter is
PLUGGED. Over the CAT data link, VIMS is
made aware of the condition.
545 "LT HYD Left 58 Switch This is the status of the oil filter on the left
CDRN ST" Hydrauli hydraulic case drain. The status is either OK or
c Case PLUGGED.
Drain
Oil Filter
Status
546 "CTR HYD Center 58 Switch This is the status of the oil filter on the center
CDRN ST" Hydrauli hydraulic case drain. The status is either OK or
c Case PLUGGED.
Drain
Oil Filter
Status
547 "HYD Right 58 Switch This is the status of the oil filter on the right
CDRN ST Hydrauli hydraulic case drain. The status is either OK or
RT " c Case PLUGGED.
Drain
Oil Filter
Status
550 "SYS AIR System 50/57/58 PWM This is a measure of the air pressure in the
PRES" Air main supply line for the machine. The sensor
Pressure sends the VIMS a pulse that varies in width as
the pressure changes. The VIMS then
calculates the pressure according to the signal
that is received.
555 "HYD Hydrauli 58 Switch This is used to read the status of the hydraulic
LOOP c Circuit circuit filter. The staus is either OK or
FLTR" Filter PLUGGED.
Status
560 "LT Left 39 Switch This is the position of the left ladder (or the
LADDER Ladder only ladder) that is used for access to the
POS" Position machine. The two states of the ladder position
are up or down. The switch is closed with the
ladder up.
561 "SWG BRK" Swing 39 Solenoid The status of the swing brake command
Brake (output from ECM). The status is either ON
(solenoid energized) or OFF (solenoid de-
energized).
562 "TRVL Travel 39 Solenoid This is the status of the travel brake command
BRK" Brake (output from ECM). The status is either ON
(solenoid energized) or OFF (solenoid de-
energized).

152
563 "AUTO Auto 39 Calculated This reads the status of auto lube system and is
LUBE Lube used to turn auto lube ON or OFF. Auto lube is
(CDL)" CAT used to apply grease to the joints of the
data link machine.
564 "HYD PMP Hydrauli 58 Switch This is the status of the case drain hydraulic oil
CDRN" c Pump filter. The status is either PLUGGED or OK.
Case The switch is open whe the status is plugged.
Drain
Filter
Switch
565 "RT Right 39 Switch This is the position of the right ladder that is
LADDER Ladder used for access to the machine. The two states
POS" Position of the ladder position are up or down. The
switch is closed when the ladder is in the up
position.
570 "LFT Lift 57 Frequency This is the oil pressure on the head end of the
CYLHD Cylinder hydraulic lift cylinder. The VIMS receives a
PRES" Head square wave signal that varies in frequency as
Pressure the oil pressure of the hydraulic lift cylinder
head end changes. The VIMS then determines
the pressure by the frequency that is received
from the sensor and uses this to calculate
payload. Only positive pressures will display.
571 "TLT Tilt 58 Frequency The oil pressure on the rod end of the hydraulic
CYLRD Cylinder tilt cylinder. VIMS receives an square wave
PRES" Rod signal from the sensor that changes in
Pressure frequency as the hydraulic tilt cylinder rod end
oil pressure changes. VIMS then determines
the pressure by the frequency that it receives
from the sensor. Only positive pressures will
display.
572 "LFT LINK Lift 57/58/82 PWM This is an angle in degrees that represents the
POS" Linkage position of the bucket lift arms (LINKAGE).
Position An ECM receives a signal that varies in pulse
width as the position of the lift arms change.
The ECM then calculates the position from the
pulse width that is received.
573 "TLT LINK Tilt 57/82 PWM An angle in degrees that represents the position
POS" Linkage of the bucket tilt (LINKAGE). An ECM
Position receives a signal that changes in pulse width as
the bucket changes position. The ECM then
calculates the position from the pulse width
that it receives.
574 "LFT LVR Lift 82 PWM Thsi is a percentage value that represents the
POS" Lever position of the bucket hydraulic lift lever
Position within the cab (within the full calibrated range
of the lever). This should be a value from 0%
to 100%. An ECM receives this signal that
changes in pulse width as the lift lever position
changes. The ECM then calculates the lift lever
position from the pulse width that it receives.

153
575 "TLT LVR Tilt 82 PWM A percentage value that represents the position
POS" Lever of the bucket hydraulic tilt lever within the cab
Position, (within the full calibrated range of the lever).
This should be a value from 0% to 100%. An
ECM receives this signal that changes in pulse
width as the lift lever position changes. The
ECM then calculates the tilt lever position
from the pulse width that is received.
576 "LFT RAISE Lift 82 Solenoid Thsi is the status of the number one pilot lift-
SOL1" Raise raise solenoid that is used to control the lift
Solenoid cylinders. The two states for this solenoid are
Number ON or OFF.
1
577 "LFT Lift 82 Solenoid This is the status of the number one pilot lift-
LOWER Lower lower solenoid that is used to control the lift
SOL1" Solenoid cylinders. The two states for this solenoid are
Number ON or OFF.
1
578 "TLT DMP Tilt 82 Solenoid This is the status of the number one pilot tilt-
SOL1 " Dump dump solenoid that is used to control the tilt
Solenoid cylinders. The two states for this solenoid are
Number ON or OFF.
1
579 "TLT RACK Tilt Rack 82 Solenoid This is the status of the number one pilot tilt-
SOL1" Solenoid rack solenoid that is used to rack backthe
Number bucket cylinders. The two states for this
1 solenoid are ON or OFF.
580 "VAR PMP Variable 82 Calculated This value is calculated by the implement
TORQ" Pump ECM, and represents the variable pump torque.
Torque
581 "HYD LCK" Hydrauli 82 Switch This is the status of the hydraulic lock
c Lock function. When this is active, no hydraulic
functions will operate.
582 "VAR PMP Variable 82 PWM This is the oil pressure at the outlet of the
PRES" Hydrauli variable hydraulic oil pump. The implement
c Pump ECM receives a signal that varies in pulse
Pressure width as the pressure of the variable pump
changes. The ECM then determines the
variable pump pressure from the pulse width
that is received.
583 "FIXED Hydrauli 57/82 PWM This is the hydraulic oil pressure at the outlet
PMP PRES" c Pump of the hydraulic oil pump. An ECM receives a
Pressure signal that varies in frequency as the hydraulic
oil pressure changes. From this signal, the
ECM then calculates the hydraulic oil pump
outlet pressure.
584 "LFT LINK Lift 82 PWM This a percentage value that represents the duty
SNSR" Linkage cycle of the lift arm (linkage) sensor of the
Sensor bucket. This number may or may not go from
0% to 100% depending on the allowable lift
range for the machine. An ECM receives a

154
 signal that changes in pulse width as the bucket
lift arms moves.
585 "TLT LINK Tilt 82 PWM This is a percentage value that represents the
SNSR" Linkage duty cycle of the tilt (linkage) sensor for the
Sensor bucket. This number may or may not go from
0% to 100% depending on the allowable tilt
movement of the bucket. An ECM receives a
signal that varies in pulse width as the bucket
tilt linkage moves.
586 "LFT LVR Lift 82 PWM This is a percentage value that represents the
SNSR" Lever duty cycle of the hydraulic lift lever sensor for
Sensor the bucket that is located in the cab. This
number may or may not go from 0% to 100%
depending on where the stops for the lever are
set. An ECM receives a signal that changes in
pulse width (within the PWM limits of the
sensor) as the bucket hydraulic lift lever is
moved.
587 "TLT LVR Tilt 82 PWM This is a percentage value that represents the
SNSR" Lever duty cycle of the hydraulic tilt lever sensor for
Sensor the bucket located in the cab. This number may
or may not go from 0% to 100% depending on
where the stops for the lever are set. An ECM
receives a signal that varies in pulse width
(within the PWM limits of the sensor) as the
hydraulic tilt lever for the bucket is moved.
588 "TOP F PMP Top 59 Switch This switch notifies VIMS if chips have been
CHIP" Front detected in the top front pump. As metal chips
Pump collect on the magnetic contacts of the switch,
Chip a short circuit is made from one terminal to the
other causing a closed circuit to ground.
During normal operation, the switch is in the
open position. The switch is considered closed
when the resistance between the two switch
terminals is between zero and approximately
2K ohms.
589 "TOP R PMP Top Rear 59 Switch This switch notifies VIMS if chips have been
CHIP" Pump detected in the top rear pump. As metal chips
Chip collect on the magnetic contacts of the switch,
a short circuit is made from one terminal to the
other causing a closed circuit to ground.
During normal operation, the switch is in the
open position. The switch is considered closed
when the resistance between the two switch
terminals is between zero and approximately
2K ohms.
590 "RTF SWG Right 59 Switch This switch notifies VIMS if chips have been
CHIP" Front detected in the right front swing motor. As
Swing metal chips collect on the magnetic contacts of
(Motor) the switch, a short circuit is made from one
Chip terminal to the other causing a closed circuit to

155
 ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
591 "RTR SWG Right 59 Switch This switch notifies VIMS if chips have been
CHIP" Rear detected in the right rear swing motor. As
Swing metal chips collect on the magnetic contacts of
(Motor) the switch, a short circuit is made from one
Chip terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
592 "BTM F Bottom 59 Switch This switch notifies VIMS if chips have been
PMP CHIP" Front detected in the bottom front pump. As metal
Pump chips collect on the magnetic contacts of the
Chip switch, a short circuit is made from one
terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
593 "BTM R Bottom 59 Switch This switch notifies VIMS if chips have been
PMP CHIP" Rear detected in the bottom rear pump. As metal
Pump chips collect on the magnetic contacts of the
Chip switch, a short circuit is made from one
terminal to the other causing a closed circuit to
ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
595 "LFT Lift 57/58 Frequency This is the oil pressure on the head end of the
CYLHD Cylinder hydraulic lift cylinder. An ECM receives a
PRES" Head signal from the sensor that changes in
Pressure frequency as the hydraulic lift cylinder head
end oil pressure changes. The ECM then
calculates the pressure from the frequency that
it receives. Negative pressures cannot be
displayed.
596 "TLT Tilt 58 Frequency This is the oil pressure on the rod end of the
CYLRD Cylinder hydraulic tilt cylinder. An ECM receives a
PRES" Rod signal from the sensor that varies in frequency
Pressure as the tilt cylinder rod end oil pressure
changes. The ECM then calculates the pressure
from the frequency that is received. Negative
pressures cannot be displayed.
598 "BOOM UP Boom 49 Switch This is the status of the boom raise pilot

156
 PLT" Raise pressure based on the pressure switch. The
Pilot status is either HI or LO.
Pressure
Switch
599 "SWG Swing 39 Switch This is used to read the status of the swing high
HIPLT" High pilot pressure. The status is either HI or LO.
Pilot
Pressure
600 "IMPL Impleme 58 Switch This is the status of the implement high
HIPRES nt High pressure hydraulic oil filter. The status is either
FLTR" Pressure PLUGGED or OK.
Filter
601 "PMP Front 57 Switch This is the status of the front pump drive filter.
DRIVE Pump The status is either OK or PLUGGED.
FLTR" Drive
Filter
Different The status of the relay that is used to drive the
DIF FAN
704 ial Fan 49 Switch fan that cools the defferential axle oil. The
RELAY
Relay status is either ON or OFF.
705 "ATMOS Atmosph 34 Analog This is the atmospheric (barometric) pressure
PRES R" eric on the outside of the machine. The atmospheric
Pressure pressure sensor sends to the engine ECM a
Rear voltage that varies as the pressure changes. The
Engine engine ECM then calculates the pressure
according to the voltage that is received.
706 "HOIST Hoist 87 PWM The oil pressure on the rod end of the hydraulic
ROD Rod End tilt cylinder. An ECM receives a square wave
PRES" Pressure signal from the sensor that changes in
frequency as the hydraulic tilt cylinder rod end
oil pressure changes. The ECM then calculates
the pressure from the frequency that is
received.
707 "HOIST HD Hoist 87 PWM This is the oil pressure on the head end of the
PRES" Head hydraulic tilt cylinder. An ECM receives a
End square wave signal from the sensor that varies
Pressure in frequency as the hydraulic tilt cylinder head
end oil pressure changes. The ECM then
calculates the pressure from the frequency that
is received.
708 "BODY Body 87 PWM This is the angle that represents the body
ANGLE" Position position. The angle is measured in reference
Sensor from the down position (on the rail).
709 "TLT Tilt 58 Frequency The oil pressure on the head end of the
CYLHD Cylinder hydraulic tilt cylinder. An ECM receives a
PRES" Head square wave signal from the sensor that
Pressure changes in frequency as the hydraulic tilt
cylinder head end oil pressure changes. The
ECM then calculates the pressure from the
frequency that is received.
710 "RTF-LTF Right 49 Calculated The VIMS calculates this value by subtracting

157
 SUSP CYL" Front the left front suspension cylinder pressure from
Minus the right front suspension cylinder pressure.
Left
Front
Suspensi
on
Cylinder
711 "RTR-LTR Right 49 Calculated The VIMS calculates this value by subtracting
SUSP CYL" Rear the left rear suspension cylinder pressure from
Minus the right rear suspension cylinder pressure.
Left
Rear
Suspensi
on
Cylinder
712 "HOIST Hoist 87 Switch This is the status of the hydraulic hoist screen
SCREEN" Screen filter. The status is either PLUGGED or OK.
Bypass
720 "LTF SUSP Left 57 Frequency This is the pressure in the left front suspension
CYL" Front cylinder. The VIMS receives a square wave
Suspensi signal from the sensor that varies in frequency
on with respect to the change in pressure within
Cylinder the suspension cylinder. The VIMS then
determines the pressure in the cylinder from
the frequency that is received.
721 "LTR SUSP Left 58 Frequency This is the pressure in the left rear suspension
CYL" Rear cylinder. The VIMS receives a square wave
Suspensi signal from the sensor that varies in frequency
on with respect to the change in pressure within
Cylinder the suspension cylinder. The VIMS then
determines the pressure in the cylinder from
the frequency that is received.
722 "RTF SUSP Right 50/57 Frequency This is the pressure in the right front
CYL" Front suspension cylinder. The VIMS receives a
Suspensi square wave signal from the sensor that varies
on in frequency with respect to the change in
Cylinder pressure within the suspension cylinder. The
VIMS then determines the pressure in the
cylinder from the frequency that is received.
723 "RTR SUSP Right 58/50 Frequency This is the pressure in the right rear suspension
CYL" Rear cylinder. The VIMS receives a square wave
Suspensi signal from the sensor that varies in frequency
on with respect to the change in pressure within
Cylinder the suspension cylinder. The VIMS then
determines the pressure in the cylinder from
the frequency that is received.
724 "BODY Body 27 PWM Used to read the angle of the body position.
ANGLE" Position The angle is measured in reference from the
Angle down position (on the rail).
725 "GND SPD" Ground 27/81 Frequency The speed of the machine relative to the
Speed ground. The sensor sends a signal to the

158
 transmission ECM that varies in frequency
depending on the transmission output shaft
speed. Then based on the frequency that the
transmission ECM receives, the ground speed
is determined.
726 "BODY Body 27 Switch This is the position of the body (up or down).
POS" Position One use of this sensor (switch) is to relay the
position of the body to the transmission ECM.
This information is used to limit the ground
speed when the body is in the up position.
727 "BODY Body 27 Switch This is the status of the body raise/lower lever
LVR" Lever within the cab. The state of the body lever is
UP, DOWN OR FLOAT.
728 "PAYLOAD Payload 49 Calculated The payload weight is calculated by the VIMS.
" The weight is based on the pressures that are
measured by the four suspension cylinders
pressure sensors. The payload can change
throughout a cycle, but the payload value
returns to zero at the end of the payload cycle
when the body raise/lower routine is performed
(dumping of the load). (Off-higway trucks)
729 "PAYLOAD Payload 49 Calculated This is the status of the truck in a payload
STATUS" Status cycle. Examples of payload status are listed
below:
STOPPED EMPTY
STOPPED LOADING
TRAVELING LOADED
DUMPING
TRAVELING EMPTY
730 "HAUL Haul 49 Calculated This is the distance that has been traveled by
DISTANCE" Distance the truck up to a present point in a payload
cycle. Haul distance is calculated based on
ground speed and travel time.
731 "RT TRL Right 59 Frequency This is the oil pressure within the right trailer
SUSP CYL" Trailer suspension cylinder. The VIMS receives a
Suspensi square wave signal from the sensor that
on changes in frequency as the the pressure in the
Cylinder left trailer suspension cylinder changes. The
Pressure VIMS then determines the pressure in the
cylinder from the frequency that is received.
732 "LT TRL Left 59 Frequency This is the oil pressure at the left trailer
SUSP CYL" Trailer suspension cylinder. The VIMS receives a
Suspensi square wave signal from the sensor that
on changes in frequency as the the pressure in the
Cylinder left trailer suspension cylinder changes. The
Pressure VIMS then determines the pressure in the
cylinder from the frequency that is received.
733 "TRL DOOR Trailer 59 PWM This is the status of the trailer door. The status
POS" Door is ether open or closed. This is the door that is
Position loacated on the bottom of the trailer that is
used for dumping. The VIMS receives a signal

159
 that changes in pulse width as the trailer door
position changes. The VIMS then determines
the position from the pulse width that is
received.
734 "TLT Tilt 58 Frequency This is the oil pressure on the head end of the
CYLHD Cylinder bucket tilt cylinder. The sensor sends a ECM a
PRES" Head square wave signal that varies in frequency in
Pressure respect to the change in the cylinder pressure.
The ECM then determines the pressure within
the cylinder from the frequency that iis
received. Negative pressures are not displayed.
737 "GND SPD" Ground 81 Calculated This is used to read the ground speed of the
Speed machine with a directional indication. The
signed data indicates the direction of travel:
Negative (-) is reverse
Positve (+) is forward
742 "USER User 36 Switch This tells the status of the user shutdown input.
SHUTDN" Shutdow There are two states, on and off. When in the
n shutdown (ON) position (resulting from
grounding this input) the engine ECM stops the
engine.
743 "SHUTDN Shutdow 36 Switch This is the status of the machine remote
SW" n Switch shutdown switch. To activate this switch the
red guard on the machine must be lifted and
the switch placed in the ON position. The
engine ECM reads the switch, and after one
second fuel injection will be stopped if the
engine is running, or the engine will not be
allowed to start if not running. Once the switch
has been on, the key start switch must be
turned OFF momentarily and then back on
before the engine ECM will allow the engine
to run again.
747 "SWG Swing 58 Switch This is the status of the swing high pressure
HIPRES High hydraulic oil filter. The status is either
FLTR " Pressure PLUGGED or OK.
Filter
749 "AUTO Auto 57/58 PWM This is the pressure in the lubrication line that
LUBE Lube feeds grease to the grease injectors of the
PRES" Pressure lubrication system. The sensor that measures
the pressure sends a pulse to VIMS that varies
in width depending on the line pressure. The
VIMS then uses this signal to calculate the
lube pressure. (Large wheel loaders)
750 "AUTO Auto 39/57/58 PWM This is the pressure in the lubrication line that
LUBE Lube feeds grease to the grease injectors of the
PRES" Pressure lubrication system. The sensor that measures
the pressure sends a pulse that varies in width
depending on the line pressure to the VIMS.
The VIMS then uses this signal to calculate the
lube pressure. (large hydraulic excavators)

160
751 "AUTO Auto 49 Calculated This is the operating status of the auto lube
LUBE" Lube solenoid. There are several possible states. The
(Status) possible states are listed below:
ACTIVE,
PENDING
WARNING
INACTIVE
TERMINATE
(Off-highway trucks and Large excavators)
752 "ENG FAN Engine 36 Analog This is the oil pressure in the hydraulic oil line
PMP PRES" Fan to the engine cooling fan hydraulic motor. The
Pump sensor sensd a signal that varies in voltage as
Pressure the oil pressure cahanges to the engine ECM.
The engine ECM then determines the pressure
from the voltage that is received.
753 "HORN SW" Horn 39 Switch This is the status of the forward warning horn
Switch switch. The status is either ON or OFF.
754 "SYS System 49 Calculated This the actual voltage that exists between the
VOLTAGE" Voltage positive side of the electrical system and frame
ground.
755 "BUCKET Bucket 49 Calculated This is the weight of the payload in the loader
WT" Weight bucket. The pressure in the lift cylinder and the
position of the lift arm are used to calculate
this value.
756 "TRUCK Truck 49 Calculated This is the accumulated weight of the material
WT" Weight that was loaded into the truck during the
present loading cycle. This value continues to
accumulate until the loader store bottom is
pressed. At this point, the value would be
stored and cleared to zero. (Large wheel
loaders)
757 "SWG PLT Swing 39 Switch This is the status of the swing pressure switch.
PRES" Pilot
Pressure
758 "SWG PMP Swing 39 PWM This is the outlet pressure from the swing
PRES" Pump pump.
Pressure
759 "HYD OIL Hydrauli 39/57 PWM This is the oil pressure in the outlet line of the
PRES" c Oil hydraulic oil pump. This sensor sends a signal
Pressure that varies in pulse width that to an ECM. This
signal depends on the hydraulic oil pump outlet
line pressure. The ECM then uses this signal to
calculate the hydraulic oil pressure.
760 "SWG/IMP Swing/I 39 Switch This is the status of the swing/implement pilot
PRES SW" mplemen oil pressure switch. The status is high when
t Pilot swinging or moving an implement and low
Pressure when not swinging and not moving an
implement. The switch is open or closed
depending on the pressure.
761 "TRVL PLT Travel 39 Switch This is the status of the travel pilot oil pressure

161
 PRES" Pilot switch. Status is high when traveling and low
Pressure when not traveling.
763 "TRVL Travel 39 Switch This is the status of the travel alarm cancel
ALRM Alarm switch. The switch is normally open.
CNCL" Cancel
764 "BOOM Boom 39 Switch This is the status of the boom float oil pressure
FLOAT Float switch. The status is either low or high.
PRES" Pressure
765 "BOOM Boom 39 Switch This is the status of the cab switch used to
FLOAT SW" Float enable or disable the boom float function.
Switch
766 "BKT OPEN Bucket 39 Switch This is the status of the cab switch (trigger
SW" Open switch) used to open the bucket.
Switch
767 "BKT Bucket 39 Switch This is the status of the cab switch (trigger
CLOSE SW" Close switch) used to close the bucket.
Switch
768 "HORN SW" Horn 39 Switch This is the status of the horn switch. The status
Switch is either ON or OFF.
770 "SERVICE Service 39 Switch This is the status of the service console door.
CONSOLE" Console When the service console door is closed, the
switch is closed to ground. The service console
door is an option and is not standard on all of
the shovels. The state is either open or closed.
(large excavator)
771 "HORN" Horn 39 Solenoid This is the status of the horn command (output
from ECM). The status is either ON or OFF.
772 "BOOM Boom 39 Solenoid This is the status of the boom float command
FLOAT" Float (output from ECM). The status is either ON or
OFF.
773 "BKT Bucket 39 Solenoid This is the status of the bucket open command
OPEN" Open (output from ECM). The status is either ON or
OFF.
774 "BKT Bucket 39 Solenoid This is the status of the bucket close command
CLOSE" Close (output from ECM). The status is either ON or
OFF.
775 "TRVL Travel 39 Switch This is the status of the travel alarm. The status
ALARM" Alarm is either ON or OFF.
776 "BOOM Boom 39 Solenoid This is the status of the engine off lower
LOWER" Lower command (output from ECM). The status is
either ON or OFF.
777 "BOOM Boom 39 Switch This is the status of the cab switch that is used
LOWER Lower to lower the boom when the engine is not
SW" Switch running.
778 "ETHER Ether 36 Switch The position of the ether injection switch in the
INJECT SW" Injection cab. This is the switch which the operator uses
Switch to manually inject ether for starting. The
switch is either OFF or ON (manual injection).
779 "AESC" Automat 36 Switch This is the status of the AESC pressure switch.

162
 ic If the engine ECM receives an signal from
Engine AESC pressure switch notifying that the
Speed hydraulics are being used, then no action is
Control taken. But, if the hydraulics are not being used,
the engine ECM idles the engine down to a
specified speed to save fuel and reduce engine
wear. As soon as the hydraulics begin to be
used again, the engine speed is again elevated.
AESC state is either ON or OFF.
780 "START Start 51 Switch This is the status of the start relay. When the
RELAY" Relay engine is cranking, the start relay is engaged.
781 "KEY Key 51 Switch The status of the key start switch. The status is
START SW" Start either ON, OFF or CRANK.
Switch
782 "AESC Automat 36/49 Switch This is the status (ACTIVE or INACTIVE) of
ENABL SW" ic the Engine Speed Control Automatic Enable
"AESC Engine switch.
ENABLE Speed
SW"(HEX) Control
Enable
Switch
783 "AESC Automat 36/39 Switch This is the status of the AESC output line from
CTRL LINE" ic the macine ECM to the engine ECM.
Engine
Speed
Control
Line
785 "PAYLOAD Payload 39 Switch This is the status of the payload store switch.
SW" Switch The switch is normally in the open position.
When the switch is pressed, a grounded signal
is received, telling the VIMS to store the
payload data that has been collected since the
last store and to clear the present payload data.
The switch is either ON or OFF.
786 "HOIST Hoist 87 Calculated This the status of the hoist overrunning load
OVER Over control. This indicates when the ECM is trying
CTR" center to control the body so an overrunning load will
not damage the machine.
787 "HOIST Hoist 87 Analog This is used to read the hoist lever mode and
POS CC" Lever the mode drive command percentage. The
Position drive percentage, used by the RAISE, FLOAT,
from and LOWER modes, indicates the position of
Chassis the lever within the range of travel for the
Control particular mode.
788 "HOIST Hoist 87 Analog Used to read the actual hoist output status and
STATUS Status drive command percentage. The drive
CC" from percentage, used by the RAISE, FLOAT,
Chassis LOWER and SNUB modes, indicates the
Control position of the lever within the range of travel
for the particular mode.
790 "ATMOS Atmosph 36 Analog This is the atmospheric (barometric) pressure

163
 PRES" eric on the outside of the machine. The atmospheric
Pressure pressure sensor sends a voltage that varies as
the pressure changes to the engine ECM. The
engine ECM then calculates the pressure
according to the voltage that is received.
791 "AMB AIR Ambient 57 PWM This is the temperature of the air outside the
TEMP" Air machine. The VIMS receives a signal that
Tempera changes in pulse width as the outside or
ture ambient air temperature changes. The VIMS
then uses the pulse width that is received to
determine the ambient air temperature.
792 "MACHINE Machine 49 Calculated This is calculated from the pressures that are
PITCH" Pitch measured by the four machine suspension
cylinder pressure sensors. The VIMS takes the
sum of the two front suspension cylinder
pressures minus the sum of the two rear
suspension cylinder pressures.
793 "MACHINE Machine 49 Calculated This is calculated from the pressures that are
RACK" Rack measured by the four machine suspension
cylinder pressure sensors. The VIMS takes the
sum of the two diagonal suspension cylinder
pressures (left front plus right rear or right
front plus left rear) minus the sum of the two
other diagonal suspension cylinder pressures.
794 "ATMOS Engine 33 Analog This is the air pressure at the inlet to the intake
PRES F" Atmosph manifold of the front engine. (see parameter
eric 790)
Pressure
Front
795 "REEL Reel 57 Switch The status of the reel lube switch (ON or OFF).
LUBE SW" Lube The reel lube switch will turn the lubrication
Switch system on to actuate the manual lube reel.This
is an alternate lubrication system from the auto
lube system. This system overrides the auto
lube system. While this switch is on, the auto
lube status will be pending.
This indicates the hoist lever modes. The hoist
lever modes are listed below:
Hoist
HOIST LVR RAISE
798 Level 49 Calculated
POS LOWER
Position
HOLD
FLOAT
799 "HOIST Desired 27 Calculated The desired mode and drive percentage of the
STATUS" Hoist hoist for operation. The drive percentage, used
Status by the RAISE, FLOAT, and LOWER modes,
indicates the desired lever position within the
range of travel for the particular mode.
800 "VIMS VIMS 49 Calculated This is a percentage value that represents the
EVENT Event amount of memory space (out of the total) that
LIST" List is left for the VIMS Event List.
801 "PAYLOAD Payload 49 Calculated This is a percentage value that represents the

164
 DATA" Data amount of memory space (out of the total) that
is left for storing of payload data. This is
calculated by VIMS on off highway trucks.
802 "VIMS VIMS 49 Calculated This is a percentage value that represents the
SNAPSHOT Snapshot amount of memory space (out of the total) that
" is left for storing of the VIMS Snapshot data
(previously named event recorder data). This
value will either be 100, 50, or 0 percent.
Every time a snapshot is activated (manually or
automatically), the VIMS snapshot value
should be reduced by 50 percent. This value
can only be reset by downloading the VIMS
snapshot data.
803 "PAYLOAD Payload 49 Calculated This is a percentage value that represents the
MEMORY" Memory amount of memory space (out of the total) that
is left for storing of the payload data. This is
calculated by VIMS on large wheel loaders.
804 "PWR Power 36 PWM This is the power shift pressure that is used to
SHIFT Shift control the swash plates on the hydraulic oil
PRES" Pressure pumps. The engine ECM receives a signal that
changes in pulse width as the power shift
pressure changes. The engine ECM then uses
the pulse width that is received to determine
the power shift pressure.
805 "VIDS VIDS 49 Calculated This is a percentage value that represents the
EVENT Event amount of memory space (out of the total) that
LIST" List is left for the VIDS Event List data.
806 "PWR Power 36 Calculated This is the current as a percentage of maximum
SHIFT" Shift that is delivered to the power shift solenoid.
850 "MAX Maximu 49 Calculated This is used with Chassis electronic control
PITCH/SEC"m Pitch module.
Per
Second
851 "MAX Maximu 49 Calculated This is used with Chassis electronic control
RACK/SEC" m Rack module.
Per
Second
852 "CURRENT Current 49 Calculated This is used with Chassis electronic control
FELA" FELA module.
853 "MOV Moving 49 Calculated This is used with Chassis electronic control
AVG1 Average module.
FELA" Number
1 FELA
854 "MOV Moving 49 Calculated This is used with Chassis electronic control
AVG2 Average module.
FELA" Number
2 FELA
855 "MOV AVG Moving 49 Calculated This is used with Chassis electronic control
3 FELA" Average module.
Number

165
 3 FELA
856 "RUN AVG Running 49 Calculated This is used with Chassis electronic control
FELA" Average module.
FELA
857 "CUM FELA Cumulati 49 Calculated This is used with Chassis electronic control
UPD" ve FELA module.
Update
860 "MANUAL Manual 49 Switch This is the status of the manual event recorder.
EREC" Event The status is either OFF or RECORDING.
Recorder
862 "CUR R Current 87 Calculated This is used with Chassis electronic control
FELA" Rear module.
FELA
863 "MOV Moving 87 Calculated This is used with Chassis electronic control
AVG1 R Average module.
FELA" Number
1 Rear
FELA
864 "MOV Moving 87 Calculated This is used with Chassis electronic control
AVG3 R Average module.
FELA" Number
3 Rear
FELA
865 "MOV Moving 87 Calculated This is used with Chassis electronic control
AVG5 R Average module.
FELA" Number
5 Rear
FELA
866 "RUN AVG Running 87 Calculated This is used with Chassis electronic control
R FELA" Average module.
Rear
FELA
875 "ATTACH Attachm 39 Calculated This reads the machine attachment code.
CODE" ent Code
876 "EXH Exhaust 49 Calculated This is the difference between the left front
TEMP DEV Tempera exhaust and the three remaning exhaust banks.
LTF" ture
Deviatio
n Left
Front
877 "EXH Exhaust 49 Calculated The difference between left rear exhaust and
TEMP DEV Tempera the three remaning exhaust banks.
LTR" ture
Deviatio
n Left
Rear
878 "EXH Exhaust 49 calculated The difference between right front exhaust and
TEMP DEV Tempera the three remaning exhaust banks.
RTF" ture
Deviatio

166
 n Right
Front
879 "EXH Exhaust 49 Calculated The difference between right rear exhaust and
TEMP DEV Tempera the three remaning exhaust banks.
RTR" ture
Deviatio
n Right
Rear
900 "LOADING Loading 49 Calculated This is the total time that the machine has spent
TIME" Time loading in a given payload cycle.
901 "STOP Stopped 49 Calculated This is the total time that the machine has been
EMPTY Empty stopped while empty in a given payload cycle.
TIME" Time
902 "TRVL Travel 49 Calculated This is the total time that the machine has been
EMPTY Empty traveling while empty in a given payload cycle.
TIME" Time
903 "STOP Stop 49 Calculated This is the total time that the machine has been
LOADED Loaded stopped while loaded in a given payload cycle.
TIME" Time
904 "TRVL Travel 49 Calculated This is the total amount of time that a machine
LOADED Loaded has been traveling while loaded in a given
TIME" Time payload cycle.
905 "THROTTL Throttle 36 Calculated This is the throttle lock speed that was set by
LCK SPD" Lock the operator with the throttle lock set switch.
Speed This is only valid if the throttle lock ON/OFF
switch is in the ON position.
907 "LOW OIL Low Oil 36 Switch This notifies the VIMS when engine oil
PRES" Pressure pressure is low. The switch is isolated from
ground when the oil pressure is low. In normal
operation, the switch is grounded.
910 "LT FNL Left 50 Switch This switch notifies the VIMS if chips have
DRV CHIP" Final been detected in the left final drive. As metal
Drive chips collect on the magnetic contacts of the
Chip switch, a short circuit is made from one
Detector terminal to the other causing a closed circuit to
Level ground. During normal operation, the switch is
in the open position. The switch is considered
closed when the resistance between the two
switch terminals is between zero and
approximately 2K ohms.
912 "RT FNL Right 50 Switch This switch notifies VIMS if chips have been
DR CHIP" Final detected in the right final drive. As metal chips
Drive collect on the magnetic contacts of the switch,
Chip a short circuit is made from one terminal to the
Detector other causing a closed circuit to ground.
Level During normal operation, the switch is in the
open position. The switch is considered closed
when the resistance between the two switch
terminals is between zero and approximately
2K ohms.

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913 "LT FNL Left 49/50 PWM This is the temperature in the left final drive.
DRV Final
TEMP" Drive
Oil
Tempera
ture
914 "RT FNL Right 49/50 PWM This is the temperature in the right final drive.
DRV Final
TEMP" Drive
Tempera
ture
7107 "INJ Engine 36 Calculated The engine status parameter is monitored in
DISABLD" Injection order to see if the injectors have been disabled.
Disalble
d
7108 "OIL PRES Oil 33 Calculated This parameter senses if the front engine has
F SHTDN" Pressure been shutdown due to low oil pressure. The
Front engine ECM will turn off the Rear Low Oil
Shutdow Pressure status immediatly when the rear
n Status engine is shutdown. This parameter looks for a
change of state in the low oil pressure status
from LO to OK and the injection disabled from
OFF to ON.
7109 "TRN OIL Transmis 116 Calculated Monoitors the low region of the transmission
PRES LO" sion Oil oil pressure.
Pressure
Low
7110 "TRN OIL Transmis 116 Calculated This monitors the region of high transmission
PRES HI" sion Oil oil pressure.
Pressure
High
7112 "OIL PRES Oil 34 Calculated This parameter senses if the rear engine has
R Pressure been shutdown due to low oil pressure. The
SHUTDN" Rear engine ECM will turn off the Rear Low Oil
Shutdow Pressure status immediatly when the rear
n Status engine is shutdown. This parameter looks for a
change of state in the low oil pressure status
from LO to OK and the status of injection
disabled from OFF to ON.
7701 "RETRDR Retarder 116 PWM This reads the position of the auto retarder
LVR" Lever lever. This signal is a percentage of full travel.
Position
7738 "AUTO Automat 116 Switch This shows the state of the ARC pressure
RETRDR ic switch. The ARC pressure is either HI or LO.
SW" Retarder
Pressure
Switch
Status

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