INSTALLATION AND OPERATION

SX TRANSISTOR CONTROL Page 1

SEPARATELY EXCITED (SX) TRANSISTORIZED MOTOR CONTROLLERS

FOR NEIGHBORHOOD ELECTRIC VEHICLE APPLICATION
INSTALLATION AND OPERATION MANUAL
(Flight Systems MODEL 51-FX302GXXX)

Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric vehicles in the
application, installation and service of Flight Systems solid-state controllers. This manual does not purport to cover
all variations in OEM vehicle types. Nor does it provide for every possible contingency to be met involving vehicle
installation, operation or maintenance. For additional information and/or problem resolution, please refer the matter
to the OEM vehicle manufacturer through his normal field service channels. Do not contact Flight Systems directly
for this assistance.

March 2011

Table of Contents

Section 1.0 INTRODUCTION .................................................................................................................. 3

1.1 Motor Characteristics ........................................................................................ 3

1.2 Solid-State Reversing........................................................................................ 4
1.3 Flexible System Application............................................................................... 4
1.4 More Features with Fewer Components ........................................................... 4

Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS ............................................... 4

2.1 Performance...................................................................................................... 4
2.1.1 Oscillator Card Features ................................................................................... 4
2.1.1.a Standard Operation..................................................................................... 4
2.1.1.b Control Acceleration ................................................................................... 5
2.1.2 Current Limit ...................................................................................................... 5
2.1.3 Plug Braking ...................................................................................................... 5
2.1.4 Regenerative Braking to Base Speed ............................................................... 5
2.1.5 Auxiliary Speed Control ..................................................................................... 5
2.1.5.a Field Weakening ......................................................................................... 5
2.1.5.b Speed Limits .............................................................................................. 5
2.1.5.c Top Speed Regulation ................................................................................ 5

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INSTALLATION AND OPERATION
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Table of Contents ( Continued )
2.1.6 Ramp Start ........................................................................................................ 5
2.1.7 On-Board Coil Drivers and Internal Coil Suppression ...................................... 5
2.2 System Protective Override............................................................................... 6
2.2.1 Static Return to Off (SRO) ................................................................................ 6
2.2.2 Accelerator Volts Hold Off ................................................................................. 6
2.2.3 Pulse Monitor Trip (PMT) .................................................................................. 6
2.2.4 Thermal Protector (TP)...................................................................................... 6
2.2.5 Low Voltage ...................................................................................................... 6
2.3 Diagnostics................................................ ........................................................ 6
2.3.1 Status Codes............................................. ........................................................ 6
2.3.1.a Standard Status Codes............................................................................... 6
2.3.1.b Stored Status Codes .................................................................................. 6
2.3.2 Odometer Readings ...................................... ................................................... 6
2.3.3 RS-232 Communication Port ............................................................................ 6
2.3.4 Circuit Board Coil Driver Modules........................ ............................................. 7

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS....................... 8

3.1 Ordering Information for Separately Excited Controls....................................... 8

3.2 Outline: Gen IV Package Size ........................................................................... 9
3.3 Standard Elementary for Golf Car Application................................................... 10
3.4 Golf Car Application Input/Output List ............................................................... 11

Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES............................................ 12

4.1 General Maintenance Instructions ........................................................................... 12

4.2 Cable Routing and Separation ................................................................................ 12
4.2.1 Application Responsibility ........................................................................................ 12
4.2.2 Signal/Power Level Definitions................................................................................. 12
4.2.2.a Low Level Signals (Level L)............................................................................... 12
4.2.2.b High Level Signals (Level H) ............................................................................. 13
4.2.2.c Medium-Power Signals (Level MP) ................................................................... 13
4.2.2.d High-Power Signals (Level HP) ......................................................................... 13
4.2.3 Cable Spacing Guidelines........................................................................................ 13
4.2.3.a General Cable Spacing ..................................................................................... 13
4.2.4 Cabling for Vehicle Retrofits .................................................................................... 13
4.2.5 RF Interference ........................................................................................................ 13
4.2.6 Suppression ............................................................................................................. 13
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation ...................... 14
4.4 General Troubleshooting Instructions ...................................................................... 15
4.5 Traction Controller Status Codes............................................................................. 16-28

Section 5.0 SET UP FUNCTIONS FOR TRACTION CONTROLLER..................................................... 29-36

5.1 Summary of Current Limit Adjustments.... ............................................................... 37

Section 6.0 MEMORY MAP..................................................................................................................... 38-40

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Section 1. INTRODUCTION slows down, reducing the back EMF (which depends
on the speed, as well as the constant field strength).
Section 1.1 Motor Characteristics The reduced back EMF allows the armature current
to increase, providing the greater torque needed to
The level of sophistication in the controllability of drive the increased mechanical load. If the
traction motors has changed greatly over the past mechanical load is decreased, the process reverses.
several years. Vehicle manufacturers and users are The motor speed and the back EMF increase, while
continuing to expect more value and flexibility in the armature current and the torque developed
electric vehicle motor and control systems as they are decrease. Thus, whenever the load changes, the
applied today. In order to respond to these market speed changes also, until the motor is again in
demands, traction system designers have been electrical balance.
forced to develop new approaches to reduce cost and
improve functions and features of the overall system. In a shunt motor, the variation of speed from no load
Development is being done in a multi-generational to normal full load on level ground is less than 10%.
format that allows the market to take advantage of For this reason, shunt motors are considered to be
today’s technology, while looking forward to new constant speed motors (Figure 2).
advances on the horizon. Flight Systems has
introduced a second generation system using
separately excited DC shunt wound motors. The SPEED
separately excited DC motor system offers many of
the features that are generally found on the advanced
AC systems. Historically, most electric vehicles have
relied on series motor designs because of their ability

LOAD CURRENT

CURRENT
STARTING
FULL
NO LOAD CURRENT
to produce very high levels of torque at low speeds.
But, as the demand for high efficiency systems
increases, i.e., systems that are more closely applied
TORQUE
to customers’ specific torque requirements, shunt
motors are now often being considered over series
motors. In most applications, by independently
controlling the field and armature currents in the ARMATURE CURRENT
separately excited motor, the best attributes of both Figure 2
the series and the shunt wound motors can be
combined. In the separately excited motor, the motor is operated
as a fixed field shunt motor in the normal running
range. However, when additional torque is required,
for example, to climb non-level terrain, such as ramps
and the like, the field current is increased to provide
SPEED the higher level of torque. In most cases, the
armature to field ampere turn ratio can be very similar
to that of a comparable size series motor (Figure 3.)
NO LOAD CURRENT

LOAD CURRENT

CURRENT
STARTING
FULL

TORQUE SPEED

ARMATURE CURRENT
Figure 1
LOAD CURRENT
FULL
NO LOAD CURRENT

As shown in the typical performance curves of Figure

1, the high torque at low speed characteristic of the
CURRENT
STARTING

series motor is evident.

TORQUE
In a shunt motor, the field is connected directly across
the voltage source and is therefore independent of
variations in load and armature current. If field ARMATURE CURRENT
Figure 3
strength is held constant, the torque developed will
vary directly with the armature current. If the
mechanical load on the motor increases, the motor
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Aside from the constant horsepower characteristics Because the shunt motor controller has the ability to
described above, there are many other features that control both the armature and field circuits
provide increased performance and lower cost. The independently, the system can normally be adjusted
following description provides a brief introduction to for maximum system efficiencies at certain operating
some of these features. parameters. Generally speaking, with the ability to
Section 1. 2 Solid-State Reversing independently control the field and armature, the
motor performance curve can be maximized through
The direction of armature rotation on a shunt motor is proper control application.
determined by the direction in which current flows
through the field windings. Because of the shunt Section 1. 4 More Features with Fewer
motor field, typically only requires about 10% of the Components
armature current at full torque, it is normally cost
effective to replace the double-pole, double-throw Field weakening with a series wound motor is
reversing contactor with a low power transistor H- accomplished by placing a resistor in parallel with the
Bridge circuit (Figure 4). field winding of the motor. Bypassing some of the
current flowing in the field into the resistor causes
the field current to be less, or weakened. With the
LINE POS
field weakened, the motor speed will increase,
A1
FUSE giving the effect of “overdrive”. To change the
“overdrive speed”, it is necessary to change the
Q2 Q3
resistor value. In a separately excited motor,
independent control of the field current provides
F1 F2
CAP
3/4
REC
ARM for infinite adjustments of “overdrive” levels,
between the motor base speed and maximum
A2
Q4 Q5 weak field. The desirability of this feature is
Q1 enhanced by the elimination of the contactor and
resistor required for field weakening with a series
motor.

With a separately excited motor, overhauling

speed limit, or downhill speed, will also be more
NEG
Figure 4
constant. By its nature, the shunt motor will try to
maintain a constant speed downhill. This
characteristic can be enhanced by increasing the
field strength with the control. Overhauling load
By energizing the transistors in pairs, current can be control works in just the opposite way of field
made to flow in either direction in the field. The field weakening, as armature rotation slows with the
and armature control circuits typically operate at increase of current in the field. An extension of this
15KHZ, a frequency range normally above human feature is a zero-speed detect feature which prevents
hearing. This high frequency, coupled with the the vehicle from free-wheeling down an incline,
elimination of directional contactors, provides for very should the operator neglect to set the brake.
quiet vehicle operation.
For Flight Systems, the future is now, as we make
The line contactor is normally the only contactor available a new generation of electric traction motor
required for the shunt motor traction circuit. This systems for electric vehicles having separately
contactor is used for both pre-charge of the line excited DC shunt motors and controls. Features that
capacitors and for emergency shut down of the motor were once thought to be only available on future AC
circuit, in case of problems that would cause a full or brushless DC technology vehicles systems are
motor torque condition. The line can be energized now achievable and affordable.
and de-energized by the various logic combinations of
the vehicle, i.e. activate on key or start switch closure,
and de-energize on time out of idle vehicle. Again, Section 2. FEATURES OF SX FAMILY OF
these options add to the quiet operation of the TRANSISTOR MOTOR CONTROLLERS
vehicle.
Section 2.1 Performance
Section 1. 3 Flexible System Application
Section 2.1.1 Oscillator Card Features
Section 2.1.1.a Standard Operation
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Section 2.1.4 Regenerative Braking to Base

The oscillator section of the card has two adjustable Speed
features, creep speed and minimum field current.
The creep speed can be adjusted by Function 2 of Regenerative braking to base speed is a function of
the handset. The field control section allows the the vehicle motor design which slows the vehicle to a
adjustment of the field weakening level in order to set speed corresponding to the base speed of the motor
the top speed of the motor. This top speed function whenever the start switch is opened or the control
(Minimum Field Current) is enabled when the detects an overspeed condition. The field FETs
armature current is less than the value set by pulse on/off to regulate the armature current. During
Function 24. Top Speed can be adjusted by Function regen, armature current is allowed to flow from the
7 of the handset . armature through the current sensor, the battery, the
armature transistor and back to the armature. All
The % ON-time has a range of approximately 0 to regen current is returned to the battery. Regen
100 percent. The SX controllers operate at a constant current will continue to flow until the speed of the
frequency and the % ON-time is controlled by the motor drops below its base speed, at which point the
pulse width of the voltage applied to the motor vehicle will coast.
circuits. Section 2.1.5 Auxiliary Speed Control

Section 2.1.1.b Control Acceleration Section 2.1.5.a Field Weakening

This feature allows for adjustment of the rate of time it This function allows the adjustment of the field
takes for the control to accelerate to 100% applied weakening level in order to set the top speed of the
battery voltage to the motor on hard acceleration. motor. The function is enabled when the armature
Armature C/A is adjusted by Function 3 from 0.1 to 22 current is less than the value set by Function 24 and
seconds. the accelerator input voltage is greater than 2.9 volts.
It is important to note that this function is used to
Section 2.1.2 Current Limit optimize motor and control performance, and this
setting will be determined by Flight Systems and
This circuit monitors motor current by utilizing sensors OEM engineers at the time of vehicle development.
in series with the armature and field windings. The This setting must not be changed by field personnel
information detected by the sensor is fed back to the without the permission of the OEM.
card so that current may be limited to a preset value.
If heavy load currents are detected, this circuit Section 2.1.5.c Top Speed Regulation
overrides the oscillator and limits the average current
to a value set by Function 4 and Function 8 of the This feature requires a system tachometer. The
Handset. The C/L setting is based on the maximum standard Flight Systems system tach is built into the
thermal rating of the control. Because of the flyback motor and provides four pulses per armature
current through 3REC, the motor current is usually revolution. Once the control has been calibrated to
greater than battery current, except at 100% ON time. the vehicle parameters (gear ratio
and wheel rolling radius), using Function 1, speed can
Section 2.1.3 Plug Braking be measured with a resolution of +/- 0.1 mph. When
traveling down an incline, if the vehicle speed
Slow down is accomplished when reversing direction increases to the overspeed setting, the control
by providing a small amount of retarding torque for automatically transitions to the regen mode. The
deceleration. If the vehicle is moving, and the maximum incline on which the control will be able to
directional lever is moved from one direction to the maintain regulation is determined by the
other, the plug signal is initiated. Once the plug characteristics of the motor, the maximum regen
signal has been initiated, the field is reversed, and the armature current limit setting (Function 9), and the
armature current is regulated to the plug current limit maximum regen field current limit setting (Function
as set by Function 5. Armature current is regulated 10).
by increasing the field current as the vehicle slows
down. Once the field current reaches a preset value, When the vehicle reaches the bottom of the incline,
set by Function 10, and armature plug current can no and the vehicle speed decreases below the
longer be maintained, the braking function is overspeed setting on the level surface, the control
canceled, and the control reverts back to motoring. automatically transitions back to the normal running
All energy produced by the motor during plugging is mode.
dumped as heat in the motor in this braking mode.
Section 2.1.6 Ramp Start
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This feature provides maximum control torque to This temperature sensitive device is internal to the
restart a vehicle on an incline. The memory for this power transistor (Q1) module. If the transistor's
function is the directional switch. When stopping on temperature begins to exceed the design limits, the
an incline, the directional switch must be left in its thermal protector will lower the maximum current
original or neutral position to allow the control to limit, and maintain the transistors within their
initiate full power when restarted. The accelerator temperature limits. As the control cools, the thermal
potentiometer input will modulate ramp start current. protector will automatically reset, returning the control
to full power.
Section 2.1.7 On-Board Coil Drivers and Internal
Coil Suppression Section 2.2.5 Low Voltage

A coil driver for the LINE contactor is on-board the Batteries under load, particularly if undersized or
control card. This contactor must have a coil rated for more than 80 percent discharged, will produce low
the vehicle battery volts. voltages at the control terminals. The SX control is
designed for use down to 50 percent of a nominal
Section 2.2 System Protective Override battery voltage of 36-84 volts, and 75 percent of a
nominal battery voltage of 24 volts. Lower battery
Section 2.2.1 Static Return to Off (SRO) voltage may cause the control to operate improperly,
however, the resulting PMT should open the Line
This inherent safety feature of the control is designed contactor, in the event of a failure.
to prevent the driver from starting the vehicle with the
accelerator pedal depressed. If the pedal is Section 2.3 Diagnostics
depressed when the key is turned on, the control will
not operate until the accelerator pedal is no longer The control detects the system's present operating
depressed. status and this status can be displayed to either the
Dash Display or the Handset.
Section 2.2.2 Accelerator Volts Hold Off
Section 2.3.1 Status Codes
This feature checks the voltage level at the
accelerator input whenever the key switch is Section 2.3.1a Standard Status Codes
activated. If, at start-up, the voltage is greater than
0.9 volts, the control will not operate. This feature The SX control has a wide variety of Status Codes
assures that the control is calling for low speed that assist the service technician and operator in
operation at start up. trouble shooting the vehicle. If mis-operation of the
vehicle occurs, a status code will be displayed on the
Section 2.2.3 Pulse Monitor Trip (PMT) lap top personal computer, using Flight Systems
Sentry for Windows software, or on the PDA handset.
The PMT design contains three features which shut
down, or lock out, control operation if a fault With the status code number, follow the procedures
conditions occurs that would cause a disruption of outlined in DIAGNOSTIC STATUS CODES to
normal vehicle operation: determine the problem and appropriate corrective
action.
• Look ahead
• Look again Note: The Status Code Instruction Sheets do not
• Automatic look again and reset purport to cover all possible causes of a display of a
"status code ". They do provide instructions for
The PMT circuit will not allow the control to start checking the most direct inputs that can cause status
under the following conditions: codes to appear.

• The control monitors both armature and field Section 2.3.1.b Stored Status Codes
FET's at start-up and during running.
• The control will not allow the line contactor to This feature records the last 16 "Stored Status
close at start-up, or will drop it out during running, Codes" that have caused a PMT controller shut down
if either the armature or field FET's are defective, and/or disrupted normal vehicle operation. (PMT type
so as to cause uncontrolled truck movement. faults are reset by cycling the tow switch). These
status codes, along with the corresponding BDI and
Section 2.2.4 Thermal Protector (TP) hourmeter readings, can be accessed by using the
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SX TRANSISTOR CONTROL Page 7

RS 232 communications port and dumping the

information to a Personal Computer terminal., or by Section 2.3.4 Circuit Board Coil Driver Modules
the PDA with infra red communications.
A Coil driver is internal to the control card, and is the
Section 2.3.2 Odometer Readings power device that operate the Line contactor coil. On
command from the control card, these drivers initiate
This feature will display the recorded miles of use of opening and closing the contactor coils. All driver
the traction control to the PDA handset, whenever it is modules are equipped with reverse battery protection,
requested. such that, if the battery is connected incorrectly, the
Section 2.3.3 RS 232 Communication Port contactors can not be closed electrically.

This serial communication port can be used to control

operating information and settings via a personal
computer.

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SX TRANSISTOR CONTROL Page 8

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS

Section 3.1 Ordering Information for Separately Excited Controls

Part Number: 51 – FX 30 2 GXXX

Argument Number: 01 02 03 04 05

Argument 01: Basic Electric Vehicle Control Number

Argument 02: Control Type:

FX = Separately Excited Control

Argument 03: Armature Current:

30 = 300 amps
50 = 500 amps

Argument 04: Field Current:

2 = 20 amps
3 = 30 amps

Argument 05: Application Number:

(4 characters)
G014 = Club Car Regen 1 or 2, 48 Volt, Upgrade Speed Motor
G015 = Club Car IQ, 48 Volt, Upgrade Speed Motor
G016 = Club Car IQ, 48 Volt, Upgrade Torque Motor
G017 = Yamaha G19, G22, or Drive, 48 Volt, Upgrade Speed Motor
G018 = EZGo DCS, 36 Volt, Upgrade Motor
G019 = EZGo PDS, 36 Volt, Upgrade Motor
G020 = Club Car Regen 2, 48 Volt, Stock Motor
G021 = Club Car IQ, 48 Volt, Stock Motor
G022 = Yamaha G19 or G22, 48 Volt, Stock motor
G023 = EZGo DCS, 36 Volt, Stock Motor
G024 = EZGo PDS, 36 Volt, Stock Motor
G025 = EZGo DCS, 48 Volt, Stock motor
G026 = EZGo PDS, 48 Volt, Stock Motor
G027 = Yamaha Drive, 48 Volt, Stock Motor
G028 = Yamaha Drive, 48 Volt, Upgrade Motor

NOTE: Application numbers that reference an upgrade motor are GE motors.

If application is not listed above call the factory for assistance.

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SX TRANSISTOR CONTROL Page 9

Section 3.2 Outline: Gen IV Package Size

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 ELEMENTARY DRAWING FOR TYPICAL
MOTOR CONNECTIONS SEPARATELY EXCITED TRACTION
* CUSTOMER SUPPLIED MOTOR CONTROLLER FOR GOLF CAR
SX TRANSISTOR CONTROL

APPLICATIONS
TOW SWITCH *

FU3 *
10A
DIRECTIONAL

KEY
LINE * SWITCH *

FU1 *
BUZZER *

400A *
L

START
REVERSE

FORWARD

SWITCH * SWITCH *

Section 3.4 Golf Car Application Input/Output List

Section 3.3 Standard Elementary for Golf Car Application

A1
P13
+ P1 P2 P6 P3
P4 P5 P11 P10
F1 P22 PLUG (23 PIN)
P15 P14 P16 P7 P9 P8
P23
A1
POS A1 F1
-
OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS

POWER CONNECTIONS
TO CONTROL

FIELD
NEG A2 F2 A2

F2 ARMATURE
ACCEL POT *

RS232 RECEIVE
TACHOMETER *

A2
RS232 TRANSMIT
Page 10

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Connections to Main Plug (23 Pin)

PIN MAIN PLUG INPUT/OUTPUT DESCRIPTION

1 BATTERY VOLTS FROM TOW SWITCH
2 BATTERY VOLTS FROM TOW SWITCH
3 BATTERY VOLTS FROM ACCELERATOR START SWITCH
4 BATTERY VOLTS FROM FORWARD SWITCH
5 BATTERY VOLTS FROM REVERSE SWITCH
6 BATTERY VOLTS FROM KEY SWITCH
7 ACCELERATOR INPUT VOLTAGE SIGNAL
8 ACCELERATOR NEGATIVE
9 ACCELERATOR POT +5 VOLTS SUPPLY (3 WIRE POT)
10 BACK UP ALARM AND ZERO SPEED DETECT ALARM
11 LINE CONTACTOR COIL DRIVER
12 N/A
13 RS232/IrDa SWITCH
14 TACHOMETER INPUT SIGNAL
15 TACHOMETER 12 VOLT OUTPUT
16 NEGATIVE FOR TACH
17 N/A
18 IrDa RECEIVE
19 IrDa TRANSMIT
20 NEGATIVE IrDa SENSOR
21 +5V IrDa SENSOR
22 SERIAL RECEIVE
23 SERIAL TRANSMIT

1 2 3 4 5 6 6 8

9 10 11 12 13 14 15

16 17 18 19 20 21 22 23

WIRE END VIEW - MAIN PLUG

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Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES

Section 4.1 General Maintenance Instructions 80 percent discharged with periodic equalizing
charges.
The transistor control, like all electrical apparatus,
does have some thermal losses. The semiconductor
junctions have finite temperature limits, above which Visual inspection of Flight Systems contactors
these devices may be damaged. For these reasons, contained in the traction and pump systems is
normal maintenance should guard against any action recommended to occur during every 1000 hours of
which will expose the components to excessive heat vehicle operation. Inspection is recommended to
and/or those conditions which will reduce the heat verify that the contactors are not binding and that the
dissipating ability of the control, such as restricting air tips are intact and free of contaminants.
flow.
Flight Systems does not recommend that any type of
The following Do’s and Don’t’s should be welding be performed on the vehicle after the
observed: installation of the control(s) in the vehicle. Flight
Systems will not honor control failures during the
Any controls that will be applied in ambient warranty period when such failures are attributed to
temperatures over 100° F (40° C) should be brought welding while the control is installed in the vehicle.
to the attention of the vehicle manufacturer.
Section 4.2 Cable Routing and Separation
All external components having inductive coils must
be filtered. Refer to vehicle manufacturer for Electrical noise from cabling of various voltage levels
specifications. can interfere with a microprocessor-based control
system. To reduce this interference, Flight Systems
The wiring should not be directly steam cleaned. In recommends specific cable separation and routing
dusty areas, blow low-pressure air over the control to practices, consistent with industry standards.
remove dust. In oily or greasy areas, a mild solution
Section 4.2.1 Application Responsibility
of detergent or denatured alcohol can be used to
wash the control, and then low-pressure air should be
The customer and customer’s representative are
used to completely dry the control. responsible for the mechanical and environmental
locations of cables. They are also responsible for
For the control to be most effective, it must be applying the level rules and cabling practices defined
mounted against the frame of the vehicle. The metal in this section.
vehicle frame, acting as an additional heat sink, will To help ensure a lower cost, noise-free installation,
give improved vehicle performance by keeping the Flight Systems recommends early planning of cable
control package cooler. Apply a thin layer of routing that complies with these level separation
heat-transfer grease (such as Dow Corning 340) rules.
between the control heat sink and the vehicle frame.
On new installations, sufficient space should be
allowed to efficiently arrange mechanical and
Control wire plugs and other exposed transistor
electrical equipment.
control parts should be kept free of dirt and paint that
might change the effective resistance between points. On vehicle retrofits, level rules should be considered
during the planning stages to help ensure correct
CAUTION: The vehicle should not be plugged application and a more trouble-free installation.
when the vehicle is jacked up and the drive Section 4.2.2. Signal/Power Level Definitions
wheels are in a free wheeling position. The higher
motor speeds can create excessive voltages that The signal/power carrying cables are categorized into
can be harmful to the control. four defining levels: low, high, medium power, and
high power. Within those levels, signals can be
Do not hipot (or megger) the control. Refer to control further divided into classes.
manufacturer before hipotting. Sections 4.2.2.a through 4.2.2.d define these levels
and classes, with specific examples of each. Section
Use a lead-acid battery with the voltage and ampere 4.2.3 contains recommendations for separating the
hour rating specified for the vehicle. Follow normal levels.
battery maintenance procedures, recharging before
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DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 13
4.2.2.a Low-Level Signals (Level L) Power wiring is designated as level HP. This consists
of DC buses and motor wiring with currents greater
Low-level signals are designated as level L. These than 10 A.
consist of: The following are specific examples of level HP
• Analog signals 0 through ±15 V signals used in drive equipment cabling:
• Digital signals whose logic levels are less than 15 • Motor armature loops
V DC • DC outputs 10 A and above
• 4 – 20 mA current loops • Motor field loops 10 A and above
• DC busses less than 15 V and 250 mA
The following are specific examples of level L signals 4.2.3. Cable Spacing Guidelines
used in drive equipment cabling: Recommended spacing (or clearance) between
• Control common tie cables (or wires) is dependent on the level of the
• DC buses feeding sensitive analog or digital wiring inside them. For correct level separation when
hardware installing cable, the customer must apply the general
• All wiring connected to components associated guidelines (section 4.2.3.a), outlined below.
with sensitive analog hardware with less than 5V
signals (for example, potentiometers and 4.2.3.a General Cable Spacing
tachometers)
• Digital tachometers and resolvers The following general practices should be used for all
• Dash display cabling levels of cabling:
• RS-232 cabling
• All cables and wires of like signal levels and
Note: Signal inputs to analog and digital blocks power levels must be grouped together.
should be run as shielded twisted-pair (for example, • In general, different levels must run in separate
inputs from tachometers, potentiometers, and dash wire bundles, as defined in the different classes,
displays). identified above. Intermixing cannot be allowed,
unless noted by exception.
4.2.2.b High-Level Signals (Level H) • Interconnecting wire runs should carry a level
designation.
High-level signals are designated as level H. These • If wires are the same level and same type signal,
signals consist of: group those wires from one location to any other
location together in multiconductor cables or bind
• Analog and digital signals greater than 15 V DC them together with twine or zip-ties.
and less than 250 mA • When unlike signals must cross, cross them in
90° angles at a maximum spacing. Where it is not
For example, switch inputs connected to battery volts possible to maintain spacing, place a grounded
are examples of level H signals used in drive steel barrier between unlike levels at the
equipment cabling. crossover point.

4.2.2.c Medium-Power Signals (Level MP) 4.2.4 Cabling for Vehicle Retrofits

Medium power signals are designated as level MP. Reducing electrical noise on vehicle retrofits requires
These signals consist of: careful planning. Lower and higher levels should
never encircle each other or run parallel for long
• DC switching signals greater than 15 V distances.
It is practical to use existing wire runs or trays as long
• Signals with currents greater than 250 mA and
as the level spacing (see section 4.2.2) can be
less than 10A
maintained for the full length of the run.
The following are specific examples of level MP Existing cables are generally of high voltage potential
signals used in drive equipment cabling: and noise producing. Therefore, route levels L and H
in a path separate from existing cables, whenever
• DC busses less than 10 A possible.
• Contactor coils less than 10 A
For level L wiring, use barriers in existing wire runs to
• Machine fields less than 10 A minimize noise potential.
4.2.2.d. High Power Signals (Level HP) Do not loop level L signal wires around level H, level
MP, or HP wires.
March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 14

4.2.5 RF Interference New and re-manufactured control plugs are cleaned

and lubricated prior to shipment from the factory.
To prevent radio frequency (RF) interference, care However, in applications where severe vibration or
should be taken in routing power cables in the vicinity high temperature cycling and excessive humidity (
of radio-controlled devices. such as freezers ) are present, it is recommended
that the plug terminals be cleaned and lubricated
Section 4.2.6 Suppression every year, per this instructions. In normal
applications, plug maintenance should be performed
Unless specifically noted otherwise, suppression (for every two years, unless intermittent problems arise
example, a snubber) is required on all inductive with the plugs, requiring more immediate attention.
devices controlled by an output. This suppression Warning: Do not use any other cleaners or
minimizes noise and prevents damage caused by lubricants other than the ones specified.
electrical surges.
WARNING: Before conducting maintenance on
the vehicle, jack up the drive wheels, disconnect
the battery and discharge the capacitors. Consult
Section 4.3 Recommended Lubrication of Pins the Operation and Service Manual for your
and Sockets Prior to Installation particular vehicle for details on discharging the
capacitors; this procedure differs between SCR
and Transistor controls.
Beginning in January of 1999, Flight Systems
implemented the addition of a lubricant to all
1. Disconnect plug from controller or mating plug.
connections using pins and sockets on EV100/EV200
and Gen II products. Any connection made by Flight 2. Locate the plug that contains the socket (female)
Systems to the A, B, X, Y, or Z plugs, includes the terminals. Maintenance needs only to be
lubricant NYE 760G to prevent fretting of these performed on the plug containing the socket
connections during vehicle operation. (female) type terminals. Reconnecting the plugs
will lubricate the pin (male) terminals.
Fretting occurs during microscopic movement 3. Clean each terminal using Chemtronics contact
at the contact points of the connection. This cleaner “Pow-R-WasH CZ “ as shown in Figure 1.
movement exposes the base metal of the connector
pin which, when oxygen is present, allows oxidation to
occur. Sufficient build up of the oxidation can cause
intermittent contact and intermittent vehicle operation.
This can occur at any similar type of connection, nics
m t ro e r
whether at the control or in any associated vehicle Ch e cle
an
t
ta c
wiring, and the resultant intermittent contact can con
-R-CZ

provide the same fault indication as actual component

sH
failure.
w
Wa
o

The addition of the NYE 760G lubricant will

P

e
prevent the oxidation process by eliminating the ciro
zan

access of oxygen to the contact point. Flight

Systems recommends the addition of this lubricant to
the 12 pin and 23 pin plugs of all new Gen II controls Figure 1
at the time of their installation into a vehicle

When servicing existing vehicles exhibiting 4. Lubricate each terminal using Nye 760G
symptoms of intermittent mis-operation or shutdown lubricant as shown in figure 2. Apply enough
by the Flight Systems control, Flight Systems lubricant to each terminal opening to completely
recommends the addition of this lubricant to all 12 fill each opening to a depth of .125” maximum.
and 23 pin plugs, after proper cleaning of the
connectors, as a preventative measure to insure
fretting is not an issue before Flight Systems control
replacement. Also, for long term reliable control
operation, the plug terminals must be maintained per
these instructions with the recommended contact
cleaner and lubricant which provides a high degree of
environmental and fretting protection.
March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 15
With the status code number, follow the procedures
outlined in the status code instruction sheets to
determine the problem.

Important Note: Due to the interaction of the logic

N
LU

ye
card with all vehicle functions, almost any status code

B
R
IC
A
N
TS
or control fault could be caused by the logic card.
After all other status code procedures have been
followed and no problem is found, the controller
should then be replaced as the last option to correct
the problem.

The same device designations have been maintained

on different controls but the wire numbers may vary.
Refer to the elementary and wiring diagrams for your
Figure 2 specific control. The wire numbers shown on the
elementary diagram will have identical numbers on
5. Reconnect plugs. the corresponding wiring diagrams for a specific
vehicle, but these numbers may be different from the
numbers referenced in this publication.

WARNING: Before trouble-shooting, jack up the

drive wheels, disconnect the battery and
Reference discharge the capacitors. Reconnect the battery
Cleaner Chemtronics Pow-R-WasH CZ as needed for specific checks. Capacitors should
Contact Cleaner be discharged by connecting a 200 ohm 2 watt
resistor between the positive and negative
Lubricant Nye Lubricants NYOGEL 760G terminals on the control panel.
Flight Systems Lub Kit Contains both above
products: Check resistance on R x 1000 scale from frame to
328A1777G1 power and control terminals. A resistance of less than
20,000 ohms can cause misleading symptoms.
Resistance less than 1000 ohms should be corrected
Section 4.4 General Troubleshooting Instructions first.

Trouble-shooting the ZX family of controls should be Before proceeding, visually check for loose wiring,
quick and easy when following the instructions mis-aligned linkage to the accelerator switch, signs of
outlined in the following status code instruction overheating of components, etc.
sheets.
Tools and test equipment required are: clip leads,
If mis-operation of the vehicle occurs, a status code volt-ohm meter (20,000 ohms per volt) and basic
will be displayed on the Dash Display (for vehicles hand tools.
equipped with a Dash Display) or made available by
plugging a Handset into the plug "Y" location, and
then reading the status code.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 16

Section 4.5 Traction Control Codes

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Segments do not illuminate on the No input voltage to the control card or the display unit.
NONE Dash Display and/or the Handset.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
SYMPTOM
Display screen on Dash Display and/or
Circuits valid Handset is blank. KEY
for FU3 CHARGER SWITCH SWITCH

Traction POSSIBLE CAUSE

Positive or negative control voltage is not
Controller present.
• Insure that the tow switch is closed and
voltage is present between P1 & battery
+
negative (Power Terminal “NEG”). Also
check for voltage between P2 and control
negative.
-
Open circuit between control card Plug Y & P1 P2
NEG
the Dash Display or Handset.
• Check for an open circuit or loose
connection going from the “Y” plug and
the Dash Display or Handset.

Defective Dash Display or Handset.

• Replace Dash Display or Handset.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Start switch fails to close. This status code will be displayed when the
-05 accelerator voltage at P7 is >1.4V, with the start
switch open (P3< 50% of battery volts)
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
SWITCH * SWITCH *

Control will not operate.

Circuits valid
BUZZER *
KEY

DIRECTIONAL

for POSSIBLE CAUSE

SWITCH *
REVERSE
FORWARD

Traction Defective start switch circuit.

START

*
L
• Check start switch to insure closure when
Controller accelerator pedal is depressed.
• Check for open circuit or loose
connections in start switch wiring. P13
P1 P2 P3 P6 P5 P11 P10
P4
P22 PLUG (23 PIN)
P15 P14 P16 P7 P9 P8 P18
Defective accelerator switch. P23
• Check accelerator switch potentiometer
for proper operation and ohmic value
TACHOMETER *
RS232 RECEIVE
RS232 TRANSMIT

ACCEL POT *

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 17

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
The accelerator pedal is depressed with This status code will be displayed when the
-06 no direction selected. accelerator voltage, at P7>1.4V, and no direction is
selected (P4 and P5 are both less than 50% of
battery volts)
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM

SWITCH * SWITCH *
Circuits valid Control will not operate.

BUZZER *
KEY
DIRECTIONAL
for POSSIBLE CAUSE
SWITCH *

REVERSE
FORWARD
Traction Accelerator pedal is depressed before closing

START
*
forward or reverse directional switch. L
Controller
• Status code will disappear when
directional switch is closed or when
accelerator pedal is released. P13
P1 P2 P3 P6 P4 P5 P11 P10
P22 PLUG (23 PIN)
P15 P14 P16 P7 P9 P8 P18
Defective directional switch P23
• Check forward or reverse switch to insure
closure when direction is selected.

TACHOMETER *
RS232 RECEIVE
RS232 TRANSMIT

ACCEL POT *
Open circuit between directional switch(es)
and battery positive or between directional
switch(es) and P4 or P5.
• Check all control wires and connections
shown in trouble shooting diagram.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Accelerator voltage input is too high on This status code will be displayed when the
-08 power up after initial key switch accelerator input voltage at P7 >0.9V when the tow
closure. switch or key switch is opened and closed.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
SWITCH * SWITCH *

Control will not operate

BUZZER *

Circuits valid
KEY

DIRECTIONAL
SWITCH *

for
REVERSE
FORWARD

POSSIBLE CAUSE
START

*
Accelerator input is mis-adjusted or L
Traction
defective.
Controller • Input voltage at P7 should be less than
P13
0.9 volts. Adjust or replace accelerator P1 P2 P3 P6 P4 P5 P11 P10
P22 PLUG (23 PIN)
unit to insure that the voltage at P7 is P23
P15 P14 P16 P7 P9 P8 P18

less than 0.9 volts before depressing

pedal.
TACHOMETER *
RS232 RECEIVE
RS232 TRANSMIT

ACCEL POT *

Defective potentiometer. Verify correct

operation of potentiometer, and replace pot
assembly, if necessary.

Open circuit at P8 or open potentiometer

wiper at P7 – verify continuity of wiring at
both points.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 18

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Both the forward and reverse switches are This status code will be displayed when P4 and
-09 closed at the same time. P5 are greater than 50% of battery volts.

MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Control will not operate.
Circuits valid
for POSSIBLE CAUSE
Traction Forward or reverse directional switch welded
closed or mis-adjusted to be held closed.
Controller • Replace or adjust directional switches to
insure that they are open when directional
switch is returned to neutral.

Short circuit between battery positive and P4

and/or P5.
• Disconnect wires from P4 and P5 and check
wire for short circuit to positive side of
directional switch

Defective control.
• Disconnect wires and measure voltage at P4
and P5. Voltage should be less than 50% of
battery volts, if not, replace control.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Start switch closed on power up after initial This status code will be displayed when P3 is
-11 key switch closure. greater than 50% of battery volts when the key
switch is closed.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Control will not operate.
Circuits valid
for POSSIBLE CAUSE
Traction Start switch is mis-adjusted or defective.
• Input voltage at P3 should be less than 50%
Controller of battery volts at key or tow switch closure.
Adjust or replace accelerator unit to insure
that the voltage at P3 is less than 50% of
battery volts before closing the start switch.

Short circuit between battery positive and P3.

• Verify continuity of wiring at both points.

Defective control.
• Disconnect wire from P3. Measure voltage
from P3 to negative. Voltage should be zero.
If not, replace the control.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 19

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Battery voltage is too low at initial key switch This status code will be displayed when the
-15 closure. battery volts are less than 68.3 volts at initial key
switch on.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Control will not operate.
KEY
POSSIBLE CAUSE FU3 CHARGER SWITCH SWITCH

Circuits valid Discharged battery

for Check battery voltage to confirm that it is above
34 volts. Charge battery, if required.
Traction
Controller Defective battery
Check each battery cell for proper voltage +

(greater than 1.95 volts at cell). Replace or

repair battery.
-
Check “minimum” battery volts at P1 & NEG. P1 P2
NEG

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Battery voltage is too high at initial key This status code will be displayed when the
-16 switch closure. battery volts are greater than 86 volts at initial
key switch on.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Control will not operate.
KEY
FU3 CHARGER SWITCH
POSSIBLE CAUSE SWITCH

Circuits valid Discharged battery

for • Check battery voltage to confirm that it is a
Traction minimum of 68.3 volts. Charge battery, if
required.
Controller
+
Battery overcharged or incorrect battery used.
• Check each battery cell for proper voltage
(maximum 2.4 volts per cell). If voltage is
-
excessive, check battery charger for proper P1 P2
output voltage. NEG

Check “maximum” battery volts at P1 & NEG.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 20

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Accelerator voltage is too high. This status code will be displayed when the
-21 accelerator voltage at P7 is greater than 4.5
volts.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Control will not operate.

POSSIBLE CAUSE
Accelerator input is mis-adjusted or
defective.
Circuits valid ! Input voltage at P7 should be less than
for 4.5 volts after initial tow switch closure.
Traction ! Open wire exists between potentiometer
negative and P8.
Controller ! Open wire exists between P7 and
potentiometer wiper.
! Defective potentiometer in accelerator
pedal. Verify that potentiometer is
operating correctly, and replace
potentiometer unit, if necessary.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Motor field current is too high when the This status code will be displayed when the current
-23 key switch is turned on. draw in the motor field is too high on start up.

MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Traction Recalibration of field amplifiers may be
Controller required.
• Contact authorized Flight Systems
NO GRAPHIC FOR THIS
Servicenter for regarding repair. STATUS CODE
Defective control.
• Replace controller unit.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 21

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Motor field current is too high on when This status code will be displayed when the current
-24 the key switch is turned on. draw in the motor field is too high on start up.

MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Traction Recalibration of field amplifiers may be
Controller required.
• Contact authorized Flight
NO GRAPHIC FOR THIS
SystemsServicenter for regarding STATUS CODE
repair.

Defective control.
• Replace controller unit.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
12V buss is too low. This status code will be displayed when the internal
-27 power supply of the control dips below 9.35V.

MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Control will not operate.

POSSIBLE CAUSE
Discharged battery.
Circuits valid • Check battery to insure proper
for state of charge. Voltage may be
Traction dropping below 15V under load.
Controller Loose connection at P1.
• Insure that the wire connection at
P1 is tight.

Pin 15 is shorted to battery negative.

• Verify continuity and connections
at both points.

Defective control.
• Replace controller unit.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 22

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Shorted thermal protector (TP) or This status code will be displayed when the voltage at
-41 transistor over temperature. the thermal protector is too low.

MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Reduced or no power to traction motor in
control range.

Circuits valid POSSIBLE CAUSE

for Control is in thermal cut back.
• Allow control to cool, status code
Traction should disappear.
Controller
Defective control.
• Replace controller unit.
(Values of less than 1 V at the thermal
protector are typically indicative of a failed
control.)

Flight Systems Sentry for Windows

software can be used to monitor control
operation, and it will display a value for the
thermal protector that is greater than 84
(corresponding to 1.65V), triggering this
status code.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 23

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Motor armature offset voltage is too This status code will be displayed when the value of
-42 high. motor amps is greater than 138 (corresponding to 2.7
volts) with no current flowing in the motor circuit.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Traction Defective control.
Controller • Replace controller unit.

Flight Systems Sentry for Windows

software can be used to monitor
control operation, and it will display a
value for the motor amps that is
greater than 138, (corresponding to
2.7V), triggering this status code.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 24

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Motor armature offset voltage is too This status code will be displayed when the value of
-43 low. motor amps is less than 117 (corresponding to 2.3
volts) with no current flowing in the motor circuit.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Traction Defective control.
Controller • Replace controller unit.

Flight Systems Sentry for Windows

software can be used to monitor
control operation, and it will display a
value for the motor amps that is less
than 117 (corresponding to 2.3V),
triggering this status code.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 25

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Armature transistor did not turn off This status code will be displayed when, during
-44 properly. control operation, the armature transistor fails to turn
off. This will result in a PMT condition
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Traction Tow switch must be cycled to clear
Controller fault.
• Turn tow switch off for 20 seconds NO GRAPHIC FOR THIS
and then turn tow switch back on.
STATUS CODE
Defective control.
• Replace controller unit.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Armature transistor did not turn on This status code will be displayed when, during
-45 properly. control operation, the armature transistor fails to turn
on properly. This will result in a PMT condition
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Traction Tow switch must be cycled to clear
Controller fault.
• Turn tow switch off for 20 seconds NO GRAPHIC FOR THIS
and then turn tow switch back on.
STATUS CODE
Defective control.
• Replace controller unit.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 26

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
“Look Ahead” test for A2 volts is less This status code will be displayed when the voltage at
-46 than 12.5% of battery volts. A2 is less than 12.5% of battery volts and Im is greater
than 52 amps, when the control is in the neutral state,
with no start switch or direction selected.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Line contactor will not pickup.

POSSIBLE CAUSE
Check for short circuit from the motor
armature to the frame of the vehicle.
Circuits valid Tow switch must be cycled to clear
for fault.
Traction • Turn tow switch off for 20 seconds
Controller and then turn tow switch back on.

Defective control.
• Replace controller unit.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Motor field current is too low during the This status code will be displayed when the current
-49 run mode. draw in the motor field is less than 1.3 amps and
armature current is greater than 100 amps for more
than 1.27 seconds during the run mode.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Traction Check for open circuit in motor field
Controller winding.
NO GRAPHIC FOR THIS
Verify that all cable connections from
the control to the motor are tight. STATUS CODE
Defective control.
• Replace controller unit.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 27

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Capacitor volts are low before the line This status code will be displayed during “key on”
-51 contactor closes. when the capacitor volts is less than 85% of battery
volts at initial tow switch on.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Line contactor does not close when
capacitor does not pre-charge.

POSSIBLE CAUSE
Circuits valid Defective control fuse.
• Check control fuse for open circuit
for condition. Replace fuse, if
Traction necessary.
Controller
Another load has been placed on the
switched side of the line contactor.

Defective control.
• Replace controller unit.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Controller “motor current sensor” input This status code will be displayed when the voltage
-57 is too low during running. input from the current sensor is too low (less than
1.0V, 416 amps) during running.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Control will not operate.
Circuits valid
for POSSIBLE CAUSE
Traction Line contactor did not physically close
power tips.
Controller • Visually inspect tips, clean them with a
solvent. NO GRAPHIC FOR THIS
Check all power connections at motor and
STATUS CODE
control to verify that they are tight.

Confirm that power fuse is in good

condition, or replace fuse.

Line contactor tips bounce or are not fully

picked up.

Defective control.
• Replace controller unit.

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 28

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
This status code will be displayed when
-64
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Control will not operate.

POSSIBLE CAUSES
Shorted contactor driver.
Circuits valid
No contactor coil connected to the line
for contactor driver.
Traction
Controller

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
This status code will be displayed
-65
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Circuits valid Control will not operate.
for POSSIBLE CAUSES
Traction Line contactor coil is shorted.
Controller •

March 2011
DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 29

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
The field current exceeds the current limit This status code will be displayed when the field
-66 of the field transistor. transistor exceeds its current limit. The line
contactor will drop out and the tow switch will have
to be recycled to restart the control.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Control will not operate or is sluggish on
start up. Line contactor opens.

POSSIBLE CAUSES
Circuits valid • Shorted field F1 to F2 in the motor.
for • F1 or F2 terminals shorted to battery
positive (B+).
Traction • Noise
Controller • Confirm that all inductive
loads/accessories are suppressed.

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Capacitor (1C) voltage too high during This status code will be displayed when the voltage at
-76 pedal up regen braking. 1C exceeds 79 volts during the regenerative braking
cycle.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
YES
SYMPTOM
Circuits valid During regen braking, the control will
suddenly stop regen braking.
for
Traction POSSIBLE CAUSE
Controller Batteries are overcharged.

Wrong voltage battery pack is installed

in vehicle.

Tow switch must be cycled to clear

fault.
• Turn tow switch off for 20 seconds
and then turn tow switch back on.

March 2011
ADJUSTABLE FEATURES
SX TRANSISTOR CONTROLS Page 30

Section 5.0 SETUP FUNCTIONS FOR TRACTION

CONTROLLER FUNCTION 3 ARMATURE ACCELERATION
RATE
FUNCTION 1 MPH SCALING
This function allows for the adjustment of the rate of
This function allows for the pulses from the time it takes for the control to accelerate to 100%
tachometer to be scaled to miles per hour, based on applied battery voltage to the motor on hard
the number of pulses received by the control in a acceleration.
given time. For example, if you were scaling to 8
MPH, it would correspond to the length of time that it Range 0.165 to 42.07 seconds
took to capture 8 tachometer pulses when the vehicle Set 1 to 255
is traveling at 8 MPH. Note: This function should Resolution 0.165 seconds per set unit
always be calculated using MPH. Example: Setting of 20 = 20 x 0.165=3.3
seconds
Range 0 to 1.28 seconds
Set 0 to 255 FUNCTION 4 MAX ARMATURE CURRENT LIMIT
Resolution 0.005 seconds per set unit
Example Setting of 18 = 0.09 seconds This function allows for the adjustment of the
armature current limit of the control during motoring.
Example to determine sitting:
Range 0 to 260 amps at 48 volts
RR = Rolling Radius (Inches) 0 to 320 amps at 36 volts
Pi = 3.14159265 at 50% on-time
GR = Gear Ratio Set 0 to 255
PPR = Pulses per rotation of motor Resolution 1.02 amps per unit
Example:
Setting = 3600 X 2 X Pi X RR
5280 X 12 X GR X PPR X .005 FUNCTION 5 PLUG CURRENT LIMIT

Setting = 3600 X 2 X 3.14159265 X 9 This function allows for the adjustment of the
5280 X 12 X 8.91 X 4 X .005 maximum current allowed during plug braking.

Setting = 203575 Range 32 to 338 amps

11290 Set 24 to 255
Resolution 1.33 amps per unit
Setting = 18 Example Setting of 40 = 40 X 1.33 =
53.2 Amps
FUNCTION 2 CREEP SPEED
FUNCTION 6 ODOMETER CALIBRATION
This function allows for the adjustment of the creep
speed of the vehicle when the start switch is closed. This function is used to adjust the number of
tachometer pulses (divided by 64) that are equivalent
Range 0% to 12.5% on time to 0.1 MPH.
Set 0 to 255
Resolution 0.049% per set unit Range 0 to 255
Example Setting of 205=(205x0.049)+2 Set 0 to 255
= 10% on time Example:
RR = rolling radius
Important Note: The function is used to optimize GR = gear ratio
motor and control performance and this setting will be PPR = pulses per rotation of motor
determined by Flight Systems and OEM engineers at
the time of vehicle development. This setting must not Setting = 6336 x GR x PPR
be changed by field personnel without the permission 6.28 x RR x 64
of the OEM.
FUNCTION 7 MIN. FIELD CURRENT

This function allows the adjustment of the field

weakening level in order to set the top speed of the
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motor. This function is used only when Mode 0 is This function allows for the adjustment of the
selected. maximum field current limit during regenerative
braking.

Range 0 to 20 amps
Range 0 to 20 amps Set 51 to 195
Set 51 to 195 Resolution 0.15 amps per set unit
Resolution 0.15 amps per set unit Example Setting of 180 = (180-51) x 0.15
Example Setting of 73 = (73-51) x 0.15 = 19.35 amps
= 3.3 amps
CAUTION: Do not set this function to a value less
CAUTION: Do not set this function to a value less than 51.
than 51. Important Note: The function is used to optimize
Important Note: The function is used to optimize motor and control performance and this setting will be
motor and control performance and this setting will be determined by Flight Systems and OEM engineers at
determined by Flight Systems and OEM engineers at the time of vehicle development. This setting must not
the time of vehicle development. This setting must not be changed by field personnel without the permission
be changed by field personnel without the permission of the OEM.
of the OEM.

FUNCTION 11 NOT APPLICABLE

FUNCTION 8 MAX FIELD CURRENT
This function is not applicable to this control type.
This function allows for the adjustment of the
maximum field current in order to obtain the
maximum torque of the motor. FUNCTION 12 REVERSE SPEED LIMIT

Range 0 to 20 amps at 48 volts This function allows for the adjustment of the top
0 to 25 amps at 36 volts speed of the vehicle (maximum battery volts to the
Set 51 to 195 motor) when it is being operated in the reverse
Resolution 0.15 amps per set unit direction.
Example Setting of 170=(170–51) x 0.15
= 17.85 amps Range 100% to 0% of battery volts
Set 0 to 255
CAUTION: Do not set this function to a value less Resolution 0.392% per set unit
than 51. Example: Setting of 0 = no speed limit
Important Note: The function is used to optimize Setting of 255 = maximum speed
motor and control performance and this setting will be reduction
determined by Flight Systems and OEM engineers at Setting of 100 = 100 x .392
the time of vehicle development. This setting must = 32.9% speed reduction
not be changed by field personnel without the
permission of the OEM. FUNCTION 13 NOT APPLICABLE

FUNCTION 9 REGEN ARMATURE CURRENT This function is not applicable to this control type.
LIMIT

This function allows for the adjustment of the FUNCTION 14 INTERNAL RESISTANCE
maximum armature current limit during regenerative COMPENSATION
braking.
This function is used when the Battery Discharge
Range 32 to 250 amps Indicator is present. Adjustment of this function will
Set 32 to 255 improve the accuracy of the BDI. In order to
Resolution 1.0 amps per set unit determine this setting, the voltage drop of the battery
Example Setting of 221 = 221 amps under load must first be calculated by the following
method:
FUNCTION 10 REGEN FIELD CURRENT LIMIT 1. Record open circuit voltage (Vo) by measuring the
voltage at the control positive and negative power
terminals.
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2. Load the traction motor to 100 amps in 1A and

record the voltage (VL) at the control positive and
negative power terminals. FUNCTION 17 NOT APPLICABLE
3. Calculate voltage drop (VDrop) as follows:
VDrop = VO - VL This function is not applicable to this control type.
4. Use the table below to determine the appropriate
setting using the calculated VDrop as a reference.

FUNCTION 18 FIELD GAIN 2

This function adjusts the gain on the filed ramp rate

when the speed error is greater than 1 MPH . This
INTERNAL RESISTANCE COMPENSATION function is used only when Mode 0 is selected.
TABLE
Important Note: The function is used to optimize
Setting VDrop Setting VDrop motor and control performance and this setting will be
2 11.44 17 1.34 determined by Flight Systems and OEM engineers at
3 7.60 18 1.27 the time of vehicle development. This setting must not
4 5.72 19 1.20 be changed by field personnel without the permission
5 4.57 20 1.14 of the OEM.
6 3.81 21 1.09
7 3.27 22 1.04 FUNCTION 19 FIELD GAIN 1
8 2.86 23 0.99
This function adjusts the gain on the filed ramp rate
9 2.54 24 0.95
when the speed error is less than 1 MPH. This
10 2.28 25 0.91
function is used only when Mode 0 is selected.
11 2.08 26 0.88
12 1.90 27 0.85 Important Note: The function is used to optimize
13 1.76 28 0.82 motor and control performance and this setting will be
14 1.63 29 0.79 determined by Flight Systems and OEM engineers at
15 1.52 30 0.76 the time of vehicle development. This setting must not
16 1.43 31 0.74 be changed by field personnel without the permission
of the OEM.

FUNCTION 15 BATTERY VOLTS

FUNCTION 20 TOP SPEED REGULATION SPEED
Setting 30 - 40 for 36 volts
Setting 41 - 55 for 48 volts This function adjusts the value of the top speed point
of the control around which speed regulation occurs.
FUNCTION 16 ACCELERATOR SLOPE
Resolution 0.1MPH per set unit
Settin 0% 100% Accelerator Example: Setting of 100 = 10.0 MPH
g Slope
0-9 3.5 1.0 Vo Linear Important Note: The function is used to optimize
Volt lt motor and control performance and this setting will be
5K 0 Ohm determined by Flight Systems and OEM engineers at
Ohm the time of vehicle development. This setting must not
10-19 3.5 1.0 Vo Non Linear be changed by field personnel without the permission
Volt lt of the OEM.
5K 0 Ohm
Ohm
20-29 .5 Volt 3.5 Volt Linear FUNCTION 21 FIELD CURRENT RAMP DURING
0 Ohm 5K PEDAL UP REGEN
Ohm
30-39 .5 Volt 3.5 Volt Non Linear This function adjusts the rate at which the field
0 Ohm 5K current ramps when the start switch is opened. This
Ohm function is used only when Mode 0 is selected.
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need to be known, this function should not be used

Range .001 to 0.255 seconds without detailed instructions from the Flight Systems
Setting 0 to 255 application engineer.
Resolution 0.8 seconds per set unit
Example: Setting of 12 = 0.012 To ensure optimum operation of the control, this
seconds function must be left with zero stored in this register.

Important Note: The function is used to optimize FUNCTION 26 RATIO OF FIELD TO ARMATURE
motor and control performance and this setting will be AMPS
determined by Flight Systems and OEM engineers at
the time of vehicle development. This setting must not This function sets the ratio between armature and
be changed by field personnel without the permission field current when transitioning from minimum field to
of the OEM. maximum field current. The setting represents the
quantity of field current changed for each 1 amp of
armature current changed.
FUNCTION 22 NOT APPLICABLE
Max Resolution Example
This function is not applicable to this control type. Chang Set Per unit If set at
e value 100
.18 0 to 0.00072 0.072 amps
255 amps
FUNCTION 23 ERROR COMPENSATION

This function is used to reduce the ripple in field

current due to the interaction between motor field FUNCTION 27 HOUR METER MINUTES
design and the digital field current regulation circuit.
The value for this function should be set to 0. This function adjusts the number of 30 second
intervals registering in the hour meter. This function
Important Note: The function is used to optimize is typically not set by an OEM, it is usually only read
motor and control performance and this setting will be from the register.
determined by Flight Systems and OEM engineers at
the time of vehicle development. This setting must not Range 0 to 60 minutes
be changed by field personnel without the permission Resolution 0.5 minutes per set unit
of the OEM. Setting 0 to 120
FUNCTION 24 FIELD WEAKENING START (or Example Setting of 60 = 60 x 0.5 = 30
MOTOR KNEE POINT) minutes
This function allows for setting the armature current
at which minimum field current will be achieved.
FUNCTION 28 STORED STATUS CODE COUNT
POINTER
Range 0 to 350 Amps
Setting 0 to 255
Resolution 1.625 per set unit This register contains the location of the last stored
Example: Setting of 26 = 42 amps. status code recorded of the 16 stored status codes.
These stored status codes have caused a PMT
Important Note: The function is used to optimize controller shutdown and/or disruption of normal
motor and control performance and this setting will be vehicle operation.
determined by Flight Systems and OEM engineers at
the time of vehicle development. This setting must not To determine which stored status code was the last
be changed by field personnel without the permission one recorded, read the number stored in Function 28.
of the OEM. Using the Memory Map for your logic card, match the
"stored status code pointer number" [the number
shown in (bold italics) in the HS (Handset) number
FUNCTION 25 MONITOR column] on the memory map, with the number
obtained from Function 28. This will be the last stored
This function allows the monitoring of certain control status code recorded.
functions by looking directly at the RAM of the
microprocessor. Because absolute memory locations
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ADJUSTABLE FEATURES
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Note: When scrolling through the stored status code FUNCTION 49 ODOMETER TENS AND UNITS OF
register, the register always starts at status code 1 MILES OR KILOMETERS SET
and scrolls to status code 16.
This function allows for the adjustment of the tens
FUNCTION 29 HOUR METER TENS AND UNITS and units of miles or kilometers on the odometer.
HOURS SET Range 0 to 99
Set 0 to 99
This function allows for the adjustment of the tens Example 999999.9 Miles or KM
and units hours of the hour meter.

Range 0 to 99
Set 0 to 99
Example 9999 Hours FUNCTION 50 ODOMETER THOUSANDS AND
HUNREDS OF MILES OR KILOMETERS SET

FUNCTION 30 HOUR METER THOUSANDS This function allows for the adjustment of the
AND HUNDREDS HOURS SET thousands and hundreds of miles or kilometers on the
( Push CONT 15) odometer.
Range 0 to 99
This function allows for the adjustment of the Set 0 to 99
thousands and hundreds hours of the hour meter. Example 999999.9 Miles or
Range 0 to 99 Kilometers
Set 0 to 99
Example 9999 Hours
FUNCTION 51 ODOMETER HUNDRED
THOUSANDS AND TEN
THOUSANDS OF MILES OR
KILOMETERS SET
FUNCTION 48 ODOMETER TENTH OF MILE OR
KILOMETER SET This function allows for the adjustment of the
thousands and hundreds of miles or
This function allows for the adjustment of the tenth of kilometers on the odometer.
a mile or kilometer on the odometer. Range 0 to 99
Range 0 to 9 Set 0 to 99
Set 0 to 9 Example 999999.9 Miles or
Example 999999.9 Miles or Kilometers
Kilometers

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Section 5.1 Summary of Current Limit Adjustments

The " maximum field current"

setting is adjusted by Function 8.
This function, along with the
"maximum armature current"
(Function 4), sets the maximum
torque of the motor.

MAXIMUM

The " ratio" setting is adjusted by Function

26. This function sets the ratio between
armature and field current when transitioning
from minimum field to maximum field current.
Setting is the value of field current changed for
each 100 amps of armature current changed.

The " error compensation " setting is adjusted by

FIELD CURRENT

Function 23. This function is used to reduce the

ripple in field current due to the interaction between
motor field design and the digital field current
regulation circuit. The value for this function will be
defined by the GE application engineer.

The " minimum field

current" setting is
adjusted by Function 7. The
function sets the top speed
of the motor.

The " field weakening start "

setting is adjusted by Function 24.
This function sets the armature
current at which minimum field
current will achieved .

ZERO
238
ARMATURE CURRENT amps
MAXIMUM
ZERO

The "full load transition point"

is calculated by the control. This
function sets the maximum field
current transition point at 238
amps.

The " maximum armature

current" setting is adjusted by
Function 4. The function along
with the "maximum field
current" (Function 8) sets the
maximum torque of the motor.

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Section 6.0 MEMORY MAP

2
E Func Traction Control Access By Restrictions
No. Function
0 1 MPH Scaling PC Only None
1 2 Creep Speed PC Only None
2 3 Armature Acceleration Rate Forward PC Only None
3 4 Max Armature Current Limit PC Only None
4 5 Plug Current Limit PC Only None
5 6 Odometer Calibration PC Only None
6 7 Min Field Current PC Only None
7 8 Max Field Current PC Only None
8 9 Regen Armature Current Limit PC Only None
9 10 Regen Field Current Limit PC Only None
10 11 Not Applicable PC Only None
11 12 Reverse Speed Limit PC Only None
12 13 Not Applicable PC Only None
13 14 IR Compensation PC Only None
14 15 Battery Volts Select PC Only None
15 16 Not Applicable PC Only None
16 17 Not Applicable PC Only None
17 18 Field Gain 2 PC Only None
18 19 Field Gain 1 PC Only None
19 20 Top Speed Regulation Speed PC Only None
20 21 Field Current Ramp During Pedal Up Regen PC Only None
21 22 Not Applicable PC Only For DD on power up
22 23 Error Compensation PC Only None
23 24 Field Weakening Start (or Motor Knee Point) PC Only None
24 25 Monitor PC Only GE Temporary Storage
25 26 Ratio of Field to Armature Amps PC Only None
26 27 Hour Meter Minutes PC Only None
27 28 Stored Status Code Count Pointer PC Only None
28 29 Hour Meter Tens and Units PC Only None
29 30 Hour Meter Thousands and Hundreds PC Only None
30 31 Aux HM (Tens/Ones) PC Only None
31 32 Aux HM (Thou/Hun) PC Only None
32 33 Stored Status Code #1 PC Only Reset to Zero Only
33 34 BDI 1 PC Only Reset to Zero Only
34 35 Hours (Tens/Ones) 1 PC Only Reset to Zero Only
35 36 Hours (Thou/Hun) 1 PC Only Reset to Zero Only
36 37 Stored Status Code #2 PC Only Reset to Zero Only
37 38 BDI 2 PC Only Reset to Zero Only
38 39 Hours (Tens/Ones) 2 PC Only Reset to Zero Only
39 40 Hours (Thou/Hun) 2 PC Only Reset to Zero Only
40 41 Stored Status Code #3 PC Only Reset to Zero Only
41 42 BDI 3 PC Only Reset to Zero Only
42 43 Hours (Tens/Ones) 3 PC Only Reset to Zero Only
43 44 Hours (Thou/Hun) 2 PC Only Reset to Zero Only
44 45 Stored Status Code #4 PC Only Reset to Zero Only
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2
E Func Traction Control Access By Restrictions
No. Function
45 46 BDI 4 PC Only Reset to Zero Only
46 47 Hours (Tens/Ones) 4 PC Only Reset to Zero Only
47 48 Hours (Thou/Hun) 4 PC Only Reset to Zero Only
48 49 Stored Status Code #5 PC Only Reset to Zero Only
49 50 BDI 5 PC Only Reset to Zero Only
50 51 Hours (Tens/Ones) 5 PC Only Reset to Zero Only
51 52 Hours (Thou/Hun) 5 PC Only Reset to Zero Only
52 53 Stored Status Code #6 PC Only Reset to Zero Only
53 54 BDI 6 PC Only Reset to Zero Only
54 55 Hours(Tens/Ones) 6 PC Only Reset to Zero Only
55 56 Hours(Thou/Hun) 6 PC Only Reset to Zero Only
56 57 Stored Status Code #7 PC Only Reset to Zero Only
57 58 BDI 7 PC Only Reset to Zero Only
58 59 Hours(Tens/Ones) 7 PC Only Reset to Zero Only
59 60 Hours(Thou/Hun) 7 PC Only Reset to Zero Only
60 61 Stored Status Code #8 PC Only Reset to Zero Only
61 62 BDI 8 PC Only Reset to Zero Only
62 63 Hours(Tens/Ones) 8 PC Only Reset to Zero Only
63 64 Hours(Thou/Hun) 8 PC Only Reset to Zero Only
64 65 Stored Status Code #9 PC Only Reset to Zero Only
65 66 BDI 9 PC Only Reset to Zero Only
66 67 Hours(Tens/Ones) 9 PC Only Reset to Zero Only
67 68 Hours(Thou/Hun) 9 PC Only Reset to Zero Only
68 69 Stored Status Code #10 PC Only Reset to Zero Only
69 70 BDI 10 PC Only Reset to Zero Only
70 71 Hours(Tens/Ones) 10 PC Only Reset to Zero Only
71 72 Hours(Thou/Hun) 10 PC Only Reset to Zero Only
72 73 Stored Status Code #11 PC Only Reset to Zero Only
73 ; 74 BDI 11 PC Only Reset to Zero Only
74 75 Hours(Tens/Ones) 11 PC Only Reset to Zero Only
75 76 Hours(Thou/Hun) 11 PC Only Reset to Zero Only
76 77 Stored Status Code #12 PC Only Reset to Zero Only
77 78 BDI 12 PC Only Reset to Zero Only
78 79 Hours(Tens/Ones) 12 PC Only Reset to Zero Only
79 80 Hours(Thou/Hun) 12 PC Only Reset to Zero Only
80 81 Stored Status Code #13 PC Only Reset to Zero Only
81 82 BDI 13 PC Only Reset to Zero Only
82 83 Hours(Tens/Ones) 13 PC Only Reset to Zero Only
83 84 Hours(Thou/Hun) 13 PC Only Reset to Zero Only
84 85 Stored Status Code # 14 PC Only Reset to Zero Only
85 86 BDI 14 PC Only Reset to Zero Only
86 87 Hours(Tens/Ones) 14 PC Only Reset to Zero Only
87 88 Hours(Thou/Hun) 14 PC Only Reset to Zero Only
88 89 Stored Status Code # 15 PC Only Reset to Zero Only
89 90 BDI 15 PC Only Reset to Zero Only
90 91 Hours (Tens/Ones) 15 PC Only Reset to Zero Only
91 92 Hours (Thou/Hun) 15 PC Only Reset to Zero Only
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2
E Func Traction Control Access By Restrictions
No. Function
92 93 Stored Status Code #16 PC Only Reset to Zero Only
94 95 Hours (Tens/Ones) 16 PC Only Reset to Zero Only
95 96 Hours (Thou/Hun) 16 PC Only Reset to Zero Only
96 97 Odometer Tenth of Mile or Kilometer Set PC Only None
97 98 Odometer Tens and Units of Miles or Kilometers PC Only None
Set
98 99 Odometer Thousands and Hundreds of Miles or PC Only None
KM
99 100 Odometer Hundred Thousands and Tens PC Only None
Thousands
100 101 Not applicable PC Only None
101 102 Not applicable PC Only None
102 103 Not applicable PC Only None
103 104 Not applicable PC Only None
104 105 Not applicable PC Only None
105 106 Not applicable PC Only None
106 107 Not applicable PC Only None
107 108 Not applicable PC Only None
108 109 Not applicable PC Only None
109 110 Not applicable PC Only None
110 111 Not applicable PC Only None
111 112 Not applicable PC Only None
112 113 Secure HM (Tens/Ones) PC Only OEM Read Only
113 114 Secure HM (Thou/Hun) PC Only OEM Read Only
114 115 Secure Aux HM (Tens/Ones) PC Only OEM Read Only
115 116 Secure Aux HM (Thou/Hun) PC Only OEM Read Only
116 117 Reserved PC Only GE Future Use
117 118 Reserved PC Only GE Future Use
118 119 Reserved PC Only GE Future Use
119 120 Reserved PC Only GE Future Use
120 121 OEM Use PC Only None
121 122 OEM Use PC Only None
122 123 OEM Use PC Only None
123 124 OEM Use PC Only None
124 125 OEM Use PC Only None
125 126 OEM Use PC Only None
126 127 OEM Use PC Only None
127 128 OEM Use PC Only None
Numbers in (bold italics) are Stored Status Code pointers.

March 2011