BENDIX EC-60 ABS, EC-60 ATC Introduction Manual

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Bendix® EC-60™ ABS / ATC Controllers (Standard & Premium Models)

Frame and Cab Mount

SD-13-4863

Standard Frame

Premium Frame

INTRODUCTION

Bendix® EC-60™ controllers are members of a family of electronic Antilock Braking System (ABS) devices designed to help improve the braking characteristics of air braked vehicles - including heavy and medium duty buses, trucks, and tractors. ABS controllers are also known as Electronic Control Units (ECUs).

Bendix ABS uses wheel speed sensors, ABS modulator valves, and an ECU to control either four or six wheels of a vehicle. By monitoring individual wheel turning motion during braking, and adjusting or pulsing the brake pressure at each wheel, the EC-60 controller is able to optimize slip between the tire and the road surface. When excessive wheel slip, or wheel lock-up, is detected, the EC-60™ controller will activate the Pressure Modulator V alves to simulate a driver pumping the brakes. However, the EC-60™ controller is able to pump the brakes on individual wheels (or pairs of wheels), independently , and with greater speed and accuracy than a driver.

In addition to the ABS function, premium models of the EC-60 controller provide an Automatic Traction Control (ATC) feature. Bendix ATC can improve vehicle traction during acceleration, and lateral stability while driving through curves. ATC utilizes Engine Torque Limiting (ETL) where the ECU communicates with the engine’s controller and/or Differential Braking (DB) where individual wheel brake applications are used to improve vehicle traction.

Premium EC-60™ controllers have a drag torque control feature which reduces driven-axle wheel slip (due to driveline inertia) by communicating with the engine’s controller and increasing the engine torque.

Standard Cab

Premium Cab

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FIGURE 1 - EC-60™ CONTROLLERS

TABLE OF CONTENTS P A GE General System Information

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

ECU Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

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EC-60

EC-60™ Controllers with PLC . . . . . . . . . . . . . . . . .3

EC-60

ABS Off-Road Switch and Indicator Lamp . . . . . . . 4

EC-60

Power-Up Sequence . . . . . . . . . . . . . . . . . . . . . . . .5

ABS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

ATC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Dynamometer Test Mode . . . . . . . . . . . . . . . . . . . .8

Automatic Tire Size Calibration . . . . . . . . . . . . . . .8

ABS Partial Shutdown . . . . . . . . . . . . . . . . . . . . . . .9

System Reconfiguration

EC-60™ Controller System Reconfiguration . . . .10

Troubleshooting

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Diagnostic Trouble Codes . . . . . . . . . . . . . . . . . .12

Using Hand-Held or PC-based Diagnostics . . . 13 Diagnostic Trouble Code Troubleshooting Index . 1 6

Trouble Code Tests . . . . . . . . . . . . . 18 - 27

Connector and Harnesses . . . . . . . . . . . . . . . 28-31

Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-34

Wiring Schematics . . . . . . . . . . . . . . . . . . . . . 28-31

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Controller Hardware Configurations . . . .2

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Controller Inputs . . . . . . . . . . . . . . . . . . . .3

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Controller Outputs . . . . . . . . . . . . . . . . . . .4

90° Speed

Sensors

Sensor

Clamping

Sleeve

Straight Speed

Sensors

FIGURE 2 - BENDIX® WS-24™ WHEEL SPEED SENSORS

Delivery

(Port 2)

Supply

(Port 1)

Electrical

M-32QR

Modulator

FIGURE 3 - M-32™ AND M-32QR™ MODULATORS

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Connector

Exhaust (Port 3)

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M-32

Modulator

COMPONENTS

The EC-60™ controller’s ABS function utilizes the following components:

• Bendix® WS-24™ wheel speed sensors (4 or 6, depending on ECU model and configuration). Each sensor is installed with a Bendix Sensor Clamping Sleeve

• Bendix® M-32™ or M-32QR™ Pressure Modulator V alves (4, 5, or 6 depending on ECU model and configuration)

• Dash-mounted tractor ABS Indicator Lamp

• Service brake relay valve

• Dash-mounted trailer ABS Indicator Lamp (used on all towing vehicles manufactured after March 1, 2001)

• Optional blink code activation switch

• Optional ABS of f-road switch. (Off-road feature is not available on all models - See Chart 1.)

The EC-60™ controller ATC function utilizes the following additional components:

• Traction control valve (may be integral to the service brake relay valve or a stand-alone device)

• Dash-mounted A TC status/indicator lamp

• J1939 serial communication to engine control module

• Stop lamp switch input (may be provided using the ECU hardware input or J1939)

• Optional A TC off-road switch

FIGURE 4 - POWER LINE WITHOUT PLC SIGNAL

FIGURE 5 - POWER LINE WITH PLC SIGNAL

ECU MOUNTING

Cab ECUs

Cab-mounted EC-60™ controllers are not protected against moisture, and must be mounted in an environmentally protected area.

All wire harness connectors must be properly seated. The use of secondary locks is strongly recommended.

CAUTION: All unused ECU connectors must be covered and receive any necessary protection from moisture, etc.

Cab ECUs utilize connectors from the AMP MCP 2.8 product family.

Frame ECUs

Frame-mounted EC-60™ controllers may be mounted on the vehicle frame, but only in locations where they will not be subjected to direct tire spray . ECU mounting bolts must be torqued to 7.5 to 9 Nm.

CAUTION: The frame wire harness connectors must be properly seated with the seals intact (undamaged). All unused connector terminals must be plugged with the appropriate sealing plugs. Failure to properly seat or seal the connectors could result in moisture or corrosion damage to the connector terminals. ECUs damaged by moisture and/or corrosion are not covered under the Bendix warranty .

Frame ECUs utilize Deutsch connectors.

EC U Mounting Input Sensors PMVs ATC Blink PLC ABS ATC Retarder Model Voltage Codes J1587 J1939 Off-Road Off-Road Relay

Standard Cab 12 4 4

Frame Standard Cab 12 4 4 PLC Frame Premium Cab 12 4/6 4/5/6

Frame Premium Cab 24 4/6 4/5/6

Serial Communication

CHART 1 - EC-60™ CONTROLLERS AVAILABLE

HARDWARE CONFIGURATIONS

Standard Models

Standard model EC-60™ controllers support four sensor/ four modulator (4S/4M) applications. Certain models support Power Line Carrier (PLC) communications, with all models supporting 12 volt installations. See Chart 1 for

more details.

Premium Models

Premium model EC-60™ controllers support applications up to six sensor/six modulator (6S/6M) installations with ATC and drag torque control. All 12 volt models support PLC. 24 volt models do not support PLC. See Chart 1 for

more details.

EC-60™ CONTROLLERS WITH PLC

Since March 1, 2001, all towing vehicles must have an in-cab trailer ABS Indicator Lamp. Trailers transmit the status of the trailer ABS over the power line (the blue wire of the J560 connector) to the tractor using a Power Line Carrier (PLC) signal. See Figures 4 and 5. Typically the signal is broadcast by the trailer ABS ECU. The application of PLC technology for the heavy vehicle industry is known as “PLC4Trucks.” The Standard PLC EC-60™ controller and the Premium EC-60™ controller (12 volt versions) support PLC communications in accordance with SAE J2497.

Identifying an EC-60™ Controller with PLC

Refer to the information panel on the ECU label to see if the controller provides PLC.

An oscilloscope can be used to measure or identify the presence of a PLC signal on the power line. The PLC signal is an amplitude and frequency modulated signal. Depending on the filtering and load on the power line, the PLC signal amplitude can range from 5.0mVp-p to 7.0 Vp-p. Suggested oscilloscope settings are AC coupling, 1 volt/div , 100 µsec/ div. The signal should be measured at the ignition power input of the EC-60™ controller.

Note: An ABS trailer equipped with PLC, or a PLC diagnostic tool, must be connected to the vehicle in order to generate a PLC signal on the power line.

Alternatively , the part number shown on the ECU label can be identified as a PLC or non-PLC model by calling the Bendix T echTeam at 1-800-AIR-BRAKE (1-800-247-2725).

EC-60™ CONTROLLER INPUTS

Battery and Ignition Inputs

The ECU operates at a nominal supply voltage of 12 or 24 volts, depending on the model of the ECU. The battery input is connected through a 30 amp fuse directly to the battery.

The ignition input is applied by the ignition switch through a 5 amp fuse.

Ground Input

The EC-60™ controller supports one ground input. See pages 35 to 40 for system schematics.

ABS Indicator Lamp Ground Input (Cab ECUs Only)

EC-60™ cab ECUs require a second ground input (X1-12) for the ABS indicator lamp. The X1 wire harness connector contains an ABS indicator lamp interlock (X1-15), which shorts the ABS indicator lamp circuit (X1-18) to ground if the connector is removed from the ECU.

Bendix® WS-24™ Wheel Speed Sensors

Wheel speed data is provided to the EC-60™ controller from the WS-24™ wheel speed sensor (see Figure 2). Vehicles have an exciter ring (or “tone ring”) as part of the wheel assembly, and as the wheel turns, the teeth of the exciter ring pass the wheel speed sensor, generating an AC signal. The EC-60™ controller receives the AC signal, which varies in voltage and frequency as the wheel speed changes.

Vehicle axle configurations and A TC features determine the number of WS-24™ wheel speed sensors that must be used. A vehicle with a single rear axle requires four wheel speed sensors. Vehicles with two rear axles can utilize six wheel speed sensors for optimal ABS and A TC performance.

Diagnostic Blink Code Switch

A momentary switch that grounds the ABS Indicator Lamp output is used to place the ECU into the diagnostic blink code mode and is typically located on the vehicle’s dash panel.

ABS Off-Road Switch and Indicator Lamp Operation

WARNING: The ABS off-road mode should not be used on

normal, paved road surfaces because vehicle stability and steerability may be affected. When the ECU is placed in the ABS off-road mode, the ABS Indicator Lamp will flash constantly to notify the vehicle operator that the off-road mode is active.

Premium EC-60™ controllers use a dash-mounted switch to place the ECU into the ABS off-road mode. In some cases, ECUs may also be put into the ABS off-road mode by one of the other vehicle control modules, using a J1939 message to the EC-60™ controller.

(If you need to know if your EC-60™ controller uses a J1939 message to operate the lamp, e-mail ABS@bendix.com, specifying the ECU part number, or call 1-800-AIR-BRAKE and speak to the Bendix TechT eam.)

Stop Lamp Switch (SLS)

The Premium EC-60™ controller monitors the vehicle stop lamp status. Certain vehicle functions, such as ATC and All-Wheel Drive (AWD), use the status of the stop lamp to know the driver’s intention. This can be provided to the ECU via J1939 communications, or hardware input.

EC-60™ CONTROLLER OUTPUTS

Bendix® M-32™ and M-32QR™ Pressure Modulator Valves (PMV)

The Bendix® M-32™ and M-32QR™ pressure modulator valves (PMV) are operated by the EC-60™ controller to modify driver applied air pressure to the service brakes during ABS or ATC activation (See pages 6-8). The PMV is an electropneumatic control valve and is the last valve that air passes through on its way to the brake chamber. The modulator hold and release solenoids are activated to precisely modify the brake pressure during an antilock braking event. The hold solenoid is normally open and the release solenoid is normally closed.

Traction Control Valve (TCV)

Premium EC-60™ controllers will activate the TCV during differential braking A TC event s. The TCV may be a separate valve or integrated into the rear axle relay valve.

ABS Indicator Lamp Control with Optional Diagnostic Blink Code Switch (Cab and Frame ECUs)

Cab and frame-mount EC-60™ controllers have internal circuitry to control the ABS Indicator Lamp on the dash panel.

The ABS Lamp Illuminates:

1. During power up (e.g. when the vehicle is started) and turns off after the self test is completed, providing no Diagnostic Trouble Codes (DTCs) are present on the tractor.

2. If the ECU is unplugged or has no power.

3. When the ECU is placed into the ABS off-road mode (the lamp flashes rapidly).

4. T o display blink codes for diagnostic purposes after the external diagnostic switch is activated.

Certain models of the EC-60™ controller communicate with other vehicle control modules to operate the ABS Indicator Lamp using serial communications. (If you need to know if your EC-60™ controller uses serial communications to operate the lamp, e-mail ABS@bendix.com, specifying the ECU part number , or call 1-800-AIR-BRAKE and speak to the Bendix T echTeam.)

Indicator Lamp Control Using Serial Communications Links

As mentioned above, depending on the vehicle manufacturer, the dash indicator lamps (ABS, ATC, and trailer ABS) may be controlled using serial communications links. In these cases, the EC-60™ controller will send a serial communications message over the J1939 or J1587 links indicating the required status of the lamp(s). Another vehicle control module receives the message and controls the indicator lamp(s).

Retarder Relay Disable Output

The retarder relay disable output may be used to control a retarder disable relay .

When configured to use this output, the ECU will energize the retarder disable relay and inhibit the use of the retarder as needed.

SAE J1939 Serial Communications

A Controller Area Network (CAN) data link (SAE J1939) is provided for communication. This link is used for various functions, such as:

• T o disable retarding devices during ABS operation

• T o request torque converter lock-up during ABS operation

• To share information such as wheel speed and ECU

status with other vehicle control modules

Premium EC-60™ controllers utilize the J1939 data link for A TC and drag torque control functions.

ABS System

Status Indicators

Powered Vehicle ABS

Indicator Light

Trailer ABS

Indicator Light

(PLC Detected)*

ON OFF

0.5

Power

Application

2.5

2.0

ATC System

Power

Application

Status Indicator

0.5

3.0 (sec.)1.5

Engine torque limiting

and differential braking

enabled

No A TC

ON OFF

2.0

2.5

3.0 (sec.)1.5

Trailer ABS

Indicator Light

(PLC Not Detected)

*Some vehicle manufacturers may illuminate the trailer ABS indicator lamp at power-up regardless of whether a PLC signal is detected from the trailer or not. Consult the vehicle manufacturer’s documentation for more details.

FIGURE 6 - ABS DASH LIGHTS START UP SEQUENCE

ON OFF

Trailer ABS Indicator Lamp Control

Certain models of the EC-60™ controller activate a trailer ABS Indicator Lamp (located on the dash panel) that indicates the status of the trailer ABS unit on one, or more trailers, or dollies. T ypically , the EC-60™ controller directly controls the trailer ABS Indicator Lamp based on the information it receives from the trailer ABS.

Alternatively , some vehicles require the EC-60™ controller to activate the trailer ABS Indicator Lamp by communicating with other vehicle controllers using serial communications. (If you need to know if your EC-60™ controller uses a serial communications message to operate the lamp, e-mail ABS@bendix.com, specifying the ECU part number, or call 1-800-AIR-BRAKE and speak to the Bendix T echTeam.)

SAE J1708/J1587 Serial Communications

An SAE J1708 data link, implemented according to SAE J1587 recommended practice, is available for diagnostic purposes, as well as ECU status messages.

ATC Lamp Output/ATC Off-Road Switch Input

Premium ECUs control the ATC dash lamp. The A TC Lamp Illuminates:

1. During power up (e.g. when the vehicle is started) and turns off after the self test is completed, providing no diagnostic trouble codes are present.

2. When A TC is disabled for any reason.

3. During an A TC event (the lamp will flash rapidly).

4. When the ECU is placed in the A TC off-road mode (the lamp will flash slowly at a rate of 1.0 seconds on, 1.5 seconds off). This notifies the vehicle operator that the off-road mode is active.

FIGURE 7 - ATC INDICATOR LIGHT START UP SEQUENCE

Interaxle Differential Lock Control (AWD T ransfer Case)

Premium ECUs can control the interaxle differential lock (AWD transfer case). This is recommended on AWD vehicles, but the ECU must be specially configured to provide this feature. E-mail to ABS@bendix.com for more details.

POWER-UP SEQUENCE

WARNING: The vehicle operator should verify proper

operation of all installed indicator lamps (ABS, ATC, and trailer ABS) when applying ignition power and during vehicle operation.

Lamps that do not illuminate as required when ignition power is applied, or remain illuminated after ignition power is applied, indicate the need for maintenance.

ABS Indicator Lamp Operation

The ECU will illuminate the ABS Indicator Lamp for approximately three seconds when ignition power is applied, after which the lamp will extinguish if no diagnostic trouble codes are detected.

The ECU will illuminate the ABS Indicator Lamp whenever full ABS operation is not available due to a diagnostic trouble code. In most cases, partial ABS is still available.

ATC Status/Indicator Lamp Operation

The ECU will illuminate the A TC lamp for approximately 2.5 seconds when ignition power is applied, after which the lamp will extinguish, if no diagnostic trouble codes are detected.

The ECU will illuminate the ATC Indicator Lamp whenever A TC is disabled due to a diagnostic trouble code.

Trailer ABS Indicator Lamp Operation

Certain models of the ECU will control the Trailer ABS Indicator Lamp when a PLC signal (SAE J2497) from a trailer ABS ECU is detected.

Right Steer

Driver

Left Steer

Right Drive

Left Drive

Additional

Left

Additional

Right

FIGURE 8 - VEHICLE ORIENTATION (TYPICAL)

ECU Configuration Test

Within two seconds of the application of ignition power, the ECU will perform a test to detect system configuration with regards to the number of wheel speed sensors and PMVs. This can be audibly detected by a rapid cycling of the PMVs. (Note: The ECU will not perform the configuration test when wheel speed sensors show that the vehicle is in motion.)

Pressure Modulator Valve Chuff Test

After the performance of the configuration test, the EC-60 controller will perform a Bendix-patented PMV Chuff Test. The Chuff Test is an electrical and pneumatic PMV test that can assist maintenance personnel in verifying proper PMV wiring and installation.

With brake pressure applied, a properly installed PMV will perform one sharp audible exhaust of air by activating the hold solenoid twice and the release solenoid once. If the PMV is wired incorrectly , it will produce two exhausts of air or none at all.

The EC-60™ controller will perform a PMV chuff test on all installed modulators in the following order:

• Steer Axle Right PMV

• Steer Axle Left PMV

• Drive Axle Right PMV

• Drive Axle Left PMV

• Additional Axle Right PMV

• Additional Axle Left PMV The pattern will then repeat itself. The ECU will not perform the PMV Chuff Test when wheel

speed sensors show that the vehicle is in motion.

ABS OPERATION

Bendix ABS uses wheel speed sensors, ABS modulator valves, and an ECU to control either four or six wheels of a vehicle. By monitoring individual wheel turning motion during braking, and adjusting or pulsing the brake pressure at each wheel, the EC-60 the tire and the road surface. When excessive wheel slip, or wheel lock-up, is detected, the EC-60 activate the Pressure Modulator V alves to simulate a driver pumping the brakes. However, the EC-60™ controller is able to pump the brakes on individual wheels (or pairs of wheels), independently, and with greater speed and accuracy than a driver.

Steer Axle Control

Although both wheels of the steer axle have their own wheel speed sensor and pressure modulator valve, the EC-60 controller blends the applied braking force between the two steering axle brakes. This Bendix patented brake application control, called Modified Individual Regulation (MIR), is designed to help reduce steering wheel pull during an ABS event on road surfaces with poor traction (or areas of poor

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traction, e.g. asphalt road surfaces with patches of ice).

Single Drive Axle Control (4x2 Vehicle)

For vehicles with a single rear drive axle (4x2), the brakes are operated independently by the EC-60™ controller, based on the individual wheel behavior.

Dual Drive Axle Control (4S/4M Configuration)

For vehicles with dual drive axles (6x4) using a 4S/4M configuration, one ABS modulator controls both right-side rear wheels and the other modulator controls both left-side rear wheels. Both wheels on each side receive equal brake pressure during an ABS stop. The rear wheel speed sensors must be installed on the axle with the lightest load.

Dual Rear Axle Control (6S/6M Configuration)

For vehicles with dual rear axles (6x4, 6x2) using a 6S/6M configuration, the rear wheels are controlled independently . Therefore, brake application pressure at each wheel is adjusted according to the individual wheel behavior on the road surface.

6x2 Vehicles with 6S/5M Configuration

6x2 vehicles can utilize a 6S/5M configuration, with the additional axle (a non-driven rear axle) having two sensors, but only one Pressure Modulator Valve. In this case, the PMV controls both wheels on the additional axle. The additional axle wheels would receive equal brake pressure, based on the wheel that is currently experiencing the most wheel slip.

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controller is able to optimize slip between

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controller will

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Normal Braking

During normal braking, brake pressure is delivered through the ABS PMV and into the brake chamber. If the ECU does not detect excessive wheel slip, it will not activate ABS control, and the vehicle stops with normal braking.

Retarder Brake System Control

On surfaces with low traction, application of the retarder can lead to high levels of wheel slip at the drive axle wheels, which can adversely affect vehicle stability .

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T o avoid this, the EC-60 as soon as a lock-up is detected at one (or more) of the drive axle wheels.

When the ECU is placed in the ABS off-road mode, it will switch off the retarder only when ABS is active on a steer axle wheel and a drive axle wheel.

controller switches off the retarder

Optional ABS Off-Road Mode

On some road conditions, particularly when the driving surface is soft, the stopping distance with ABS may be longer than without ABS. This can occur when a locked wheel on soft ground plows up the road surface in front of the tire, changing the rolling friction value. Although vehicle stopping distance with a locked wheel may be shorter than corresponding stopping distance with ABS control, vehicle steerability and stability is reduced.

Premium EC-60™ controllers have an optional control mode that more effectively accommodates these soft road conditions to shorten stopping distance while maintaining optimal vehicle steerability and stability .

WARNING: The ABS off-road mode should not be used on normal, paved road surfaces because vehicle stability and steerability may be reduced. The flashing ABS Indicator Lamp communicates the status of this mode to the driver.

The vehicle manufacturer should provide the optional ABS off-road function only for vehicles that operate on unpaved surfaces or that are used in off-road applications, and is responsible for insuring that vehicles equipped with the ABS off-road function meet all FMVSS-121 requirements and have adequate operator indicators and instructions.

The vehicle operator activates the off-road function with a switch on the dash panel. A flashing ABS Indicator Lamp indicates to the driver that the ABS off-road function is engaged. To exit the ABS off-road mode, depress and release the switch.

All-Wheel Drive (AWD) Vehicles

AWD vehicles with an engaged interaxle differential (steer axle to rear axle)/AWD transfer case may have negative effects on ABS performance. Optimum ABS performance is achieved when the lockable differentials are disengaged, allowing individual wheel control.

Premium EC-60™ controllers can be programmed specifically for this configuration to control the differential

lock/unlock solenoid in the AWD transfer case. When programmed to do so, the ECU will disengage the locked interaxle/AWD transfer case during an ABS event and reengage it once the ABS event has ended.

ATC OPERATION

ATC Functional Overview

Just as ABS improves vehicle stability during braking, A T C improves vehicle stability and traction during vehicle acceleration. The EC-60™ controller A TC function uses the same wheel speed information and modulator control as the ABS function. The EC-60™ controller detects excessive drive wheel speed, compares the speed of the front, nondriven wheels, and reacts to help bring the wheel spin under control. The EC-60™ controller can be configured to use engine torque limiting and/or differential braking to control wheel spin. For optimal ATC performance, both methods are recommended.

ATC Lamp Operation

The A TC Lamp Illuminates:

1. During power up (e.g. when the vehicle is started) and turns off after the self test is completed, providing no diagnostic trouble codes are present.

2. When A TC is disabled for any reason.

3. During an A TC event (the lamp will flash rapidly). When A TC is no longer active, the ATC active/indicator lamp turns off.

4. When the ECU is placed in the A TC off-road mode (the lamp will flash at a rate of 1.0 seconds on, 1.5 seconds off). This notifies the vehicle operator that the off-road mode is active.

Differential Braking

Differential braking is automatically activated when drive wheel(s) on one side of the vehicle are spinning, which typically occur on asphalt road surfaces with patches of ice. The traction system will then lightly apply the brake to the drive wheel(s) that are spinning. The vehicle differential will then drive the wheels on the other side of the vehicle.

Differential braking is available at vehicle speeds up to 25 MPH.

Disabling ATC Differential Braking

ATC differential braking is disabled under the following conditions:

1. During power up (e.g. when the vehicle is started), until the ECU detects a service brake application.

2. If the ECU receives a J1939 message indicating that the vehicle is parked.

3. When the dynamometer test mode is active. The dynamometer test mode is entered using the diagnostic blink code switch or by using a diagnostic tool (such as Bendix® ACom™ Diagnostics).

4. In response to a serial communications request from a diagnostic tool.

5. During brake torque limiting to avoid overheating of the brakes.

6. When certain diagnostic trouble code conditions are detected.

Engine Torque Limiting (ETL) with Smart ATC

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Traction Control

The EC-60™ controller uses Engine T orque Limiting to control drive axle wheel slip. This is communicated to the engine control module (using J1939), and is available at all vehicle speeds.

Bendix® Smart ATC™ Traction Control

The EC-60™ controller has an additional feature known as

Smart A TC

monitors the accelerator pedal position (using J1939) to help provide optimum traction and vehicle stability. By knowing the driver’s intention and adapting the target slip of the drive wheels to the driving situation, the Smart ATC traction control allows higher wheel slip when the accelerator pedal is applied above a preset level.

The target wheel slip is decreased when driving through a curve for improved stability .

Disabling A TC Engine Control and Smart A TC™ Traction Control

ATC Engine Control and Smart ATC™ traction control will be disabled under the following conditions:

1. In response to a serial communications request from an off-board tool.

2. At power-up until the ECU detects a service brake application.

3. If the ECU receives a J1939 message indicating that the vehicle is parked.

4. If the dynamometer test mode is active. This may be accomplished via an off-board tool or the diagnostic blink code switch.

5. When certain diagnostic trouble code conditions are detected.

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traction control. Smart A T C™ traction control

Optional ATC Off-Road Mode

In some road conditions, the vehicle operator may desire additional drive wheel slip when A TC is active. The Premium EC-60™ controller has an optional control mode to permit this desired performance.

The vehicle operator can activate the off-road function with a switch on the dash panel. Alternately, a J1939 message may be used to place the vehicle in this mode. The ATC Indicator Lamp will flash continually to confirm that the offroad A TC function is engaged.

To exit the ATC off-road mode, depress and release the A TC off-road switch.

Drag Torque Control Functional Overview

Premium EC-60™ controllers have a feature referred to as drag torque control which reduces wheel slip on a driven axle due to driveline inertia. This condition is addressed by increasing the engine torque to overcome the inertia.

Drag torque control increases vehicle stability on low-traction road surfaces during down-shifting or retarder braking.

Dynamometer Test Mode

WARNING: A TC must be disabled prior to conducting any

dynamometer testing. When the Dynamometer T est Mode is enabled, A TC brake control and engine control along with drag torque control are turned off. This test mode is used to avoid torque reduction or torque increase and brake control activation when the vehicle is operated on a dynamometer for testing purpose.

The Dynamometer T est Mode may be activated by pressing and releasing the diagnostic blink code switch five times or by using a hand-held or PC-based diagnostic tool.

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The Dynamometer T est Mode will remain active even if power to the ECU is removed and re-applied. Press and release the blink code switch three times, or use a hand-held or PC-based diagnostic tool to exit the test mode.

Automatic Tire Size Calibration

The ECU requires a precise rolling circumference ratio between steer axle and drive axle tires in order for ABS and ATC to perform in an optimal manner. For this reason, a learning process continuously takes place in which the precise ratio is calculated. This calculated value is stored in the ECU memory provided the following conditions are met:

1. Rolling-circumference ratio is within the permissible range.

2. Vehicle speed is greater than approximately 12 MPH.

3. No acceleration or deceleration is taking place.

4. There are no active speed sensor diagnostic trouble codes.

The ECU is provided with a ratio value of 1.00 as a default setting. If the automatic tire size alignment calculates a different value, this is used to overwrite the original figure in the memory . This process adapts the ABS and A TC function to the vehicle.

Acceptable Tire Sizes

The speed calculation for an exciter ring with 100 teeth is based on a default tire size of 510 revolutions per mile. This figure is based on the actual rolling circumference of the tires, which varies with tire size, tire wear, tire pressure, vehicle loading, etc.

The ABS response sensitivity is reduced when the actual rolling circumference is excessive on all wheels. For a 100 tooth exciter ring, the minimum number of tire revolutions

per mile is 426, and the maximum is 567. The ECU will set diagnostic trouble codes if the number or revolutions are out of this range.

In addition, the size of the steer axle tires compared to the drive axle tires also has to be within the ABS system design. T o avoid diagnostic trouble codes, the ratio of the ef fective rolling circumference of the steer axle, divided by the effective rolling circumference of the drive axle, must be between

0.85 to 1.15.

ABS PARTIAL SHUTDOWN

Depending which component the trouble code is detected on, the ABS and ATC functions may be fully or partially disabled. Even with the ABS indicator lamp on, the EC-

™

controller may still provide ABS function on wheels

60 that are not affected. The EC-60 serviced as soon as possible.

Steer Axle ABS Modulator Diagnostic Trouble Code

ABS on the affected wheel is disabled. ABS and A TC on all other wheels remains active.

Drive Axle/Additional Axle ABS Modulator Diagnostic Trouble Code

ATC is disabled. ABS on the affected wheel is disabled. ABS on all other wheels remains active.

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controller should be

Drive Axle/Additional Axle Wheel Speed Sensor Diagnostic Trouble Code

ATC is disabled. In a four sensor system, ABS on the affected wheel is disabled, but ABS on all other wheels remains active.

In a six sensor system, ABS remains active by using input from the remaining rear wheel speed sensor on the same side.

ATC Modulator Diagnostic Trouble Code

A TC is disabled. ABS remains active.

J1939 Communication Diagnostic Trouble Code

A TC is disabled. ABS remains active.

ECU Diagnostic Trouble Code

ABS and ATC are disabled. The system reverts to normal braking.

Voltage Diagnostic Trouble Code

While voltage is out of range, ABS and ATC are disabled. The system reverts to normal braking. When the correct voltage level is restored, full ABS and ATC function is available. Operating voltage range is 9.0 to 17.0 VDC.

Steer Axle Wheel Speed Sensor Diagnostic Trouble Code

The wheel with the diagnostic trouble code is still controlled by using input from the remaining wheel speed sensor on the front axle. ABS remains active on the rear wheels. A TC is disabled.

Reconfiguring EC-60™ Controllers

SYSTEM CONFIGURATION

The EC-60™ controller is designed to allow the technician to change the default system settings (chosen by the vehicle OEM) to provide additional or customized features. When replacing an ECU, be sure to use an equivalent Bendix replacement part number so that the standard default settings are provided.

Depending on the model, the customizable features include ABS control settings, engine module communication etc. Many of these settings can be reconfigured using a handheld or PC-based software, such as the Bendix® ACom Diagnostics program.

ECU RECONFIGURATION

Reconfiguring Standard ECUs

Reconfigurating an EC-60™ controller may be carried out by using the Blink Code Switch or by using a hand-held or PC-based diagnostic tool.

Note: During the reconfiguration process, and independently from any reconfiguration being carried out by the technician, standard ECUs automatically check the J1939 serial link and communicate with other vehicle modules. In particular, if the serial link shows that the vehicle has a retarder device present, the ECU will configure itself to communicate with the retarder device for improved ABS performance. For example, if the ECU detects the presence of a retarder disable relay during a reconfiguration, it will configure itself to control the relay to disable the retarding device as needed.

Reconfiguring Premium ECUs

As with standard ECUs, the Premium EC-60™ controller also carries out, independently from any reconfiguration being carried out by the technician, an automatic check of the J1939 serial link and communicate with other vehicle modules. This includes checking for ATC and retarder disable relay operation. In addition, premium EC-60 controllers will determine the number of wheel speed sensors and PMVs installed and configure itself accordingly .

6S/5M Configuration

™

Premium EC-60™ controllers will configure for 6S/5M operation when a reconfiguration event is initiated and the ECU detects that an additional axle PMV is wired as follows:

PMV Connector ECU Connector

Hold Right Additional Axle Hold Release Left Additional Axle Release Common Right Additional Axle Common

See 6S/5M System Schematics (pages 37 & 40) for details.

Reconfiguration Using the Blink Code Switch

The reconfiguration event is the same for both Standard and Premium ECUs. With ignition power removed from the EC-60™ controller, depress the blink code switch. After the ignition power is activated, depress and release the switch seven times to initiate a reconfiguration event.

Diagnostic T ool

A reconfiguration event may be initiated using a hand-held or PC-based diagnostic tool to communicate with the ECU over the SAE J1587 diagnostic link.

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Troubleshooting: General

SAFE MAINTENANCE PRACTICES

WARNING! PLEASE READ AND FOLLOW THESE INSTRUCTIONS TO AVOID PERSONAL INJURY OR DEATH:

When working on or around a vehicle, the following general precautions should be observed at all times:

1. Park the vehicle on a level surface, apply the parking brakes, and always block the wheels. Always wear safety glasses.

2. Stop the engine and remove ignition key when working under or around the vehicle. When working in the engine compartment, the engine should be shut off and the ignition key should be removed. Where circumstances require that the engine be in operation, EXTREME CAUTION should be used to prevent personal injury resulting from contact with moving, rotating, leaking, heated or electrically charged components.

3. Do not attempt to install, remove, disassemble or assemble a component until you have read and thoroughly understand the recommended procedures. Use only the proper tools and observe all precautions pertaining to use of those tools.

4. If the work is being performed on the vehicle’s air brake system, or any auxiliary pressurized air systems, make certain to drain the air pressure from all reservoirs before beginning ANY work on the vehicle. If the vehicle is equipped with an AD-IS air dryer system or a dryer reservoir module, be sure to drain the purge reservoir.

5. Following the vehicle manufacturer’s recommended procedures, deactivate the electrical system in a manner that safely removes all electrical power from the vehicle.

6. Never exceed manufacturer’s recommended pressures.

7. Never connect or disconnect a hose or line containing pressure; it may whip. Never remove a component or plug unless you are certain all system pressure has been depleted.

8. Use only genuine Bendix® replacement parts, components and kits. Replacement hardware, tubing, hose, fittings, etc. must be of equivalent size, type and strength as original equipment and be designed specifically for such applications and systems.

9. Components with stripped threads or damaged parts should be replaced rather than repaired. Do not attempt repairs requiring machining or welding unless specifically stated and approved by the vehicle and component manufacturer.

10. Prior to returning the vehicle to service, make certain all components and systems are restored to their proper operating condition.

11. For vehicles with Antilock Traction Control (ATC), the ATC function must be disabled (ATC indicator lamp should be ON) prior to performing any vehicle maintenance where one or more wheels on a drive axle are lifted off the ground and moving.

REMOVING THE EC-60™ CONTROLLER ASSEMBLY

1. Turn vehicle ignition off.

2. Remove as much contamination as possible prior to

disconnecting air lines and electrical connections.

3. Note the EC-60™ controller assembly mounting position

on the vehicle.

4. Disconnect the electrical connectors from the EC-60

controller.

5. Remove and retain the mounting bolts that secure the

EC-60™ controller.

INSTALLING A NEW EC-60™ CONTROLLER

CAUTION! When replacing the EC-60™ controller, verify

that the unit you are installing has the correct default settings. Failure to do so could result in a loss of features, such as ATC and PLC, or noncompliance with U.S. regulations such as FMVSS 121. It is recommended to use only the correct replacement part number. However,

most configuration settings can be altered using the Bendix ACom™ ABS Diagnostic Software program.

Verify correct operation of the EC-60™ controller system and indicator lamps prior to putting the vehicle back into service. T owing vehicles manufactured af ter March 1, 2001 must support the trailer ABS indicator lamp located on the dash.

For further information, contact either the vehicle manufacturer, Bendix or your local authorized Bendix dealer .

1. Position and secure the EC-60™ controller in the original

mounting orientation using the mounting bolts retained during removal. On frame-mount ECUs, torque the mounting bolts to 7.5 to 9 NM (66-80 in. Ibs). For cabmount units use no more torque than is necessary to firmly secure the ECU into position. Over-tightening the mounting hardware can cause damage to the EC-60 controller.

2. Reconnect the electrical connectors to the EC-60

controller.

3. Apply power and monitor the EC-60™ controller power-

up sequence to verify proper system operation.

See Troubleshooting: Wiring section beginning on page 32 for more information on wire harnesses.

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Troubleshooting: Blink Codes and Diagnostic Modes

ECU DIAGNOSTICS

The EC-60™ controller contains self-testing diagnostic circuitry that continuously checks for the normal operation of internal components and circuitry, as well as external ABS components and wiring.

Active Diagnostic Trouble Codes

When an erroneous system condition is detected, the EC-60™ controller:

1. Illuminates the appropriate indicator lamp(s) and disengages part or all of the ABS and ATC functions. (See page 9.)

2. Places the appropriate trouble code information in the ECU memory.

3. Communicates the appropriate trouble code information over the serial communications diagnostic link as required. Hand-held or PC-based diagnostic tools attach to the vehicle diagnostic connector, typically located on or under the dash (see Figure 9).

Located on Dash Panel

FIGURE 9 - TYPICAL VEHICLE DIAGNOSTIC CONNECTOR LOCATIONS (J1708/J1587, J1939)

Located Under

Dash Panel

BLINK CODES

Blink codes allow a technician to troubleshoot ABS problems without using a hand-held or PC-based diagnostic tool. Instead, information about the ABS system is communicated by the ECU using the ABS indicator lamp to display sequences of blinks.

Note: The ECU will not enter the diagnostic blink code mode if the wheel speed sensors show that the vehicle is in motion. If the ECU is in the diagnostic blink code mode and then detects vehicle motion, it will exit the blink code mode.

In addition, by operating the blink code switch as described below, one of several diagnostic modes can be entered. See Diagnostic Modes below.

Blink Code Switch Activation

When activating the blink code switch:

1. Wait at least two seconds after “ignition on.” (Except when entering Reconfiguration Mode - see Reconfiguration section on page 10)

2. For the ECU to recognize that the switch is activated “on,” the technician must press for at least 0.1 seconds, but less than 5 seconds. (If the switch is held for more than 5 seconds, the ECU will register a malfunctioning switch.)

3. Pauses between pressing the switch when a sequence is required, (e.g. when changing mode) must not be longer than 2 seconds.

4. After a pause of 3.5 seconds, the ECU will begin responding with output information blinks. See Figure 10 for an example.

FIGURE 10 - EXAMPLE OF BLINK CODE MESSAGE

Blink Code Timing

The ECU responds with a sequence of blink codes. The overall blink code response from the ECU is called a “message.” Each message includes, depending on the

mode selected by the technician, a sequence of one or more groups of blinks. Simply record the number of blinks for each sequence and then use the troubleshooting index on page 17 for active or inactive trouble codes and you will be directed to the page that provides troubleshooting information.

NOTE:

1. Sequences of blinks illuminate the ABS indicator lamp for half a second, with half-second pauses between them.

2. Pauses between blink code digits are 1.5 seconds.

3. Pauses between blink code messages are 2.5 seconds.

4. The lamp remains on for 5 seconds at the end of messages.

Once the ABS indicator lamp begins displaying a sequence of codes, it continues until all blink code messages have been displayed and then returns to the normal operating mode. During this time, the ECU will ignore any additional blink code switch activation.

All trouble codes, with the exception of voltage and J1939 trouble codes, will remain in an active state for the remainder of the power cycle.

Voltage trouble codes will clear automatically when the voltage returns within the required limits. All ABS functions will be re-engaged.

J1939 trouble codes will clear automatically when communications are re-established.

DIAGNOSTIC MODES

In order to communicate with the ECU, the controller has several modes that the technician can select, allowing information to be retrieved, or other ECU functions to be accessed.

Diagnostic Modes

T o enter the various diagnostic modes:

No. of Times to Press the Blink System Mode Entered Code Switch

1 Active diagnostic trouble code retrieval 2 Inactive diagnostic trouble code retrieval 3 Clear active diagnostic trouble codes 4 System configuration check 5 Dynamometer Test Mode

7* Reconfigure ECU

* To enter the Reconfiguration Mode, the switch must

be held in before the application of ignition power. Once the power is supplied, the switch is released and then pressed seven times.

CHART 2 - DIAGNOSTIC MODES

Active Diagnostic Trouble Code Mode

For troubleshooting, typically the Active and Inactive Diagnostic Trouble Retrieval Modes are used. The technician presses the blink code switch once and the ABS indicator lamp flashes a first group of two codes, and if there are more trouble codes recorded, this is followed by a second set of codes, etc. (See page 17 for a directory of these codes.) All active trouble codes may also be retrieved using a hand-held or PC-based diagnostic tool, such as the Bendix® ACom™ Diagnostics software.

To clear active diagnostic trouble codes (as problems are fixed), simply clear (or “self-heal”) by removing and re-applying ignition power. The only exception is for wheel speed sensor trouble codes, which clear when power is removed, re-applied, and the ECU detects valid wheel speed from all wheel speed sensors. Alternately, codes may be cleared by pressing the diagnostic blink code switch 3 times (to enter the Clear Active Diagnostic Trouble Code Mode) or by using a hand-held or PC-based diagnostic tool. Handheld or PC-based diagnostic tools are able to clear wheel speed sensor trouble codes without the vehicle being driven.

Inactive Diagnostic Trouble Code Mode

The ECU stores past trouble codes and comments (such as configuration changes) in its memory. This record is commonly referred to as “event history.” When an active trouble code is cleared, the ECU stores it in the event history memory as an inactive trouble code.

Using blink codes, the technician may review all inactive trouble codes stored on the ECU.

The ABS indicator lamp

will display inactive diagnostic blink codes when the diagnostic blink code switch is depressed and released two times. See page 17 for the index showing trouble codes and the troubleshooting guide page to read for help.

Inactive trouble codes, and event history, may be retrieved and cleared by using a hand-held or PC-based diagnostic tool, such as the Bendix® ACom™ Diagnostics software.

Clearing Active Diagnostic Trouble Codes

The ECU will clear active trouble codes when the diagnostic blink code switch is depressed and released three times.

System Configuration Check Mode

The ABS indicator lamp will display system configuration information when the diagnostic blink code switch is depressed and released four times. The lamp will blink out configuration information codes using the following patterns. (See Chart 3). In this mode the ECU tells the technician, by means of a series of six blink codes, the type of ABS system that the ECU has been set up to expect. For example, if the fourth blink code is a three, the technician knows that a 6S/5M sensor/modulator configuration has been set.

Dynamometer Test Mode

The Dynamometer T est Mode is used to disable A TC when needed (e.g. when performing any vehicle maintenance where the wheels are lifted off the ground and moving, including dyno testing). This mode is not reset by power off, power on, cycling. Instead a hand-held or PC-based diagnostic tool must be used to change the setting. Alternatively , depressing and releasing the blink code switch three times will cause the ECU to exit the blink code mode.

1st Number System Power 1 12 Volts 2 24 Volts 2nd Number Wheel Speed Sensors 4 4 Sensors 6 6 Sensors 3rd Number Pressure Modulator Valves 4 4 Modulators 5 5 Modulators 6 6 Modulators 4th Number ABS Configuration 1 4S/4M or 6S/6M 2 6S/4M 3 6S/5M 5th Number Traction Control Configuration 2 No A TC 3 ATC Engine Control Only 4 ATC Brake Control Only 5 Full ATC (Engine Control & Brake Control) 6th Number Retarder Configuration 1 No Retarder 2 J1939 Retarder 3 Retarder Relay

4 J1939 Retarder, Retarder Relay

CHART 3 - SYSTEM CONFIGURATION CHECK

Reconfigure ECU Mode

Vehicle reconfiguration is carried out by using the Reconfigure ECU Mode. (See page 10.) Note: T o enter the Reconfiguration Mode, the blink code switch must be held in before the application of ignition power. Once the power is supplied, the switch is released and then pressed seven times.

Troubleshooting: Using Hand-Held or

PC-Based Diagnostic Tools

USING HAND-HELD OR PC-BASED DIAGNOSTICS

Troubleshooting and diagnostic trouble code clearing (as well as reconfiguration) may also be carried out using handheld or PC-based diagnostic tools such as the Bendix Remote Diagnostic Unit (RDU™), Bendix® ACom Diagnostics software, or the ProLink tool.

LED lights

illuminate

Diagnostic

Trouble

Codes

(10 locations

in total)

FIGURE 11 - THE BENDIX® REMOTE DIAGNOSTIC UNIT

Bendix® RDU™ (Remote Diagnostic Unit)

The Bendix® RDU™ tool provides the technician with a visual indication of Antilock Braking System (ABS) component Diagnostic Trouble Code (DTC) information. The RDU tool is specifically designed for use with Bendix® ABS systems and Bendix makes no claims for its operation and/or usability with other brands of ABS systems.

Features of the Bendix® RDU™ Tool

The RDU™ tool attaches to the 9 pin diagnostic connector in the cab of the vehicle. An adapter cable (Bendix part number 5012793) is available to connect the RDU to vehicles with a 6-pin diagnostic connector. (See Figure 11.)

The RDU™ tool allows the technician to:

• Troubleshoot ABS system component problems using

Diagnostic Trouble Code reporting via LEDs.

• Reset Diagnostic T rouble Codes on Bendix

by holding a magnet over the reset in center of RDU tool for less than 6 seconds.

• Enter the Self-Configuration Mode used by Bendix

ECUs by holding a magnet over the reset area for greater than 6 seconds but less than 30 seconds.

How the Bendix® RDU™ Operates

See Figure 9 for typical vehicle connector locations. When the RDU™ tool is plugged into the diagnostic

connector, all the LEDs will illuminate, and the green LED will flash 4 times to indicate communications have been established.

ABS ECUs

ABS

If the ABS ECU has no active Diagnostic Trouble Codes, only the green LED will remain illuminated.

If the ABS ECU has at least one active Diagnostic Trouble Code the RDU™ tool displays the first diagnostic trouble code by illuminating the red LEDs, indicating the

malfunctioning ABS component and its location on the

™

vehicle. (See Figure 11.) If there are multiple diagnostic trouble codes on the ABS system, the RDU™ tool will display one diagnostic trouble code first, then once that Diagnostic Trouble Code has been repaired and cleared, the next code will be displayed.

Typical Combination Diagnostic T rouble Codes are:

• Right steer sensor

• Left steer sensor

• Right drive sensor

• Left drive sensor

• Right additional sensor

• Left additional sensor

• Right steer modulator

• Left steer modulator

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• Right drive modulator

• Left drive modulator

• Right additional

modulator

• Left additional modulator

• Traction modulator

• ECU

• Engine serial

communication

• MOD red LED illuminated, shows the "Common"

connection of one or more modulators is shorted to battery or ground

• VLT (Flashing indicates either over- or under-voltage

condition)

To pinpoint the root cause and to ensure the system diagnostic trouble code is properly corrected the first time, additional troubleshooting may be necessary .

Bendix® RDU™ Reset Function

The magnetic reset switch is located in the center top of the RDU™ tool. Activation requires a magnet with 30 gauss minimum.

The reset operations are:

™

1. If the magnet is held over the switch for less than 6 seconds the "clear diagnostic trouble codes" command is sent.

2. If the magnet is held over the switch for more than 6 seconds, but less than 30 seconds, the Bendix® ABS "self-configuration command" is sent.

Additionally , it is recommended at the end of any inspection that the user switches off and restores the power to the ABS ECU, then check the ABS Indicator Lamp operation and RDU™ tool to see if they indicate any remaining Diagnostic Trouble Codes.

LED Diagnostic Trouble Codes

LFT - Left RHT - Right DRV - Drive Axle ADD - Additional STR - Steer Axle VL T - Power

Example: If the Diagnostic Trouble Code is "Right Steer Axle Sensor", the RDU™ unit will display one green and three red LEDs

ECU - ABS Controller SEN - Wheel Speed

Sensor

MOD - Pressure Modulator

Valve

TRC - Traction Control

LEDs

Green

VLT

Red

SEN

STR

RHT

FIGURE 12 - DIAGNOSTIC TROUBLE CODES

Bendix® RDU™ Communication Problems

If the ABS ECU does not respond to the RDU™ tool’s request for diagnostic trouble codes, the RDU™ tool will illuminate each red LED in a clockwise pattern. This pattern indicates the loss of communication and will continue until the ABS ECU responds and communication has been established.

Possible sources of communication problems are:

1. A problem with the J1587 link at the in-cab off-board diagnostic connector (9 or 6 Pin).

2. The ECU does not support PID194.

3. No power is being supplied to the ECU and/or the diagnostic connector.

4. The J1587 bus is overloaded with information and the RDU can not arbitrate access.

5. A malfunctioning RDU™ tool.

Nexiq Bendix Application Card

Nexiq provides a Bendix application card for use with the ProLink tool. It can also be used to diagnose the EC-30™, EC-17™, Gen 4™ and Gen 5™, and MC-30™ ABS Controllers. For more information on the Bendix application card visit www.bendix.com, Nexiq at www.nexiq.com, or your local authorized Bendix parts outlet.

FIGURE 14 - BENDIX

ACOM™ DIAGNOSTICS

Bendix® ACom™ Diagnostics 3.0 Software

Bendix® ACom™ Diagnostics is a PC-based software program and is designed to meet RP-1210 industry standards. This software provides the technician with access to all the available ECU diagnostic information and configuration capability , including:

• ECU information

• Diagnostic trouble codes and repair information

• Configuration (ABS, A TC, and more)

• Wheel speed information

• Perform component tests

• Save and print information

When using ACom™ Diagnostics software to diagnose the EC-60 ABS ECU, the computer’s serial or parallel port needs to be connected to the vehicle’s diagnostic connector .

For more information on ACom™ Diagnostics software or RP1210 compliant tools, go to www.bendix.com or visit your local authorized Bendix parts outlet.

See Page 42 for Appendix A: J1587 SID and FMI codes and their Bendix blink code equivalents

www.bendix.com

Visit Bendix online for the latest information, and ways to find the Bendix contacts you need. Contact technical support, service engineers, Bendix account managers, and more — www.bendix.com is your complete Bendix resource.

Pro-Link

FIGURE 13 - NEXIQ (MPSI) PRO-LINK TOOL

Heavy Duty Multi Protocol Cartridge

PC Card MPSI Part Number 805013

Bendix Technical Assistance Team

For direct telephone technical support, call the Bendix technical assistance team at:

1-800-AIR-BRAKE (1-800-247-2725), Monday through Friday, 8:00 A.M. to 6:00 P.M. EST, and

follow the instructions in the recorded message. Or, you may e-mail the Bendix technical assistance team

at: tbs.techteam@bendix.com.

Active or Inactive Diagnostic Trouble Codes:

INDEX

How to interpret the first digit of messages received when Active or Inactive Diagnostic Trouble Code Mode is entered.

1st Blink Code

Number

1 ............................................... No faults (1,1)

2 ............... Wheel Speed Sensors - page 18

3 ............... Wheel Speed Sensors - page 18

4 ............... Wheel Speed Sensors - page 18

5 ............... Wheel Speed Sensors - page 18

6 .............................. Power Supply - page 23

7 ........ Pressure Modulator Valves - page 20

8 ........ Pressure Modulator Valves - page 20

9 ........ Pressure Modulator Valves - page 20

10 ....... Pressure Modulator Valves - page 20

11 .......................................... J1939 - page 24

12 ............................ Miscellaneous - page 26

13 .............................................ECU - page 25

14 .............. Wheel Speed Sensors - page 18

15 .............. Wheel Speed Sensors - page 18

16 ....... Pressure Modulator Valves - page 20

17 ....... Pressure Modulator Valves - page 20

18 ................ Traction Control Valve - page 22

Go Here for Troubleshooting T ests

Example: For a message sequence of:

3, 2 12, 4

For the first sequence go to page 18 and for the second sequence go to page 26.

See Page 42 for Appendix A: J1587 SID and FMI Codes and Their Bendix Blink Code Equivalents

Troubleshooting Diagnostic Trouble Codes:

Wheel Speed Sensors

1st. Blink

Code

2 Left Steer Axle Sensor 3 Right Steer Axle Sensor 4 Left Drive Axle Sensor

5 Right Drive Axle Sensor 14 Left Additional Axle Sensor 15 Right Additional Axle Sensor

Location

2nd. Diagnostic

Blink Trouble Code Code Description

1 Excessive

Air Gap

2 Output Low

at Drive-off

Repair Information

Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of 0.25 VAC sensor output at ~ 0.5 RPS. Verify condition of sensor head. Verify mounting of exciter ring and condition of teeth. Verify proper bearing endplay . V erify condition and retention of clamping sleeve. Verify sensor lead routing and clamping.

Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of 0.25 VAC sensor output at ~ 0.5 RPS. V erify condition of sensor head. V erify mounting of exciter ring and condition of teeth. Verify proper bearing end-play. Verify condition and retention of clamping sleeve. Verify sensor lead routing and clamping.

3 Open or

Shorted

4 Loss of

Sensor Signal

5 Wheel End

6 Erratic Sensor

Signal

7 Tire Size

Calibration

8 Configuration

Error

Verify 1500 – 2500 ohms across sensor leads. Verify no continuity between sensor leads and ground or voltage. Verify no continuity between sensor leads and other sensors. Check for corroded/damaged wiring or connectors between the ECU and the wheel speed sensor.

Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of 0.25 VAC sensor output at ~ 0.5 RPS. V erify condition of sensor head. V erify mounting of exciter ring and condition of teeth. Verify proper bearing end-play. Verify condition and retention of clamping sleeve. Verify sensor lead routing and clamping. Check for corroded/damaged wiring or connectors between the ECU and the wheel speed sensor.

Verify mounting of exciter ring and condition of teeth. Verify proper bearing endplay. Verify condition and retention of clamping sleeve. Verify sensor lead routing and clamping. Check mechanical function of brake. Check for kinked or restricted air lines.

Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of 0.25 VAC sensor output at ~ 0.5 RPS. V erify condition of sensor head. V erify mounting of exciter ring and condition of teeth. Verify proper bearing end-play. Verify condition and retention of clamping sleeve. Verify sensor lead routing and clamping. Check for corroded/damaged wiring or connectors between the ECU and the wheel speed sensor.

Verify correct tire size as desired. V erify proper tire inflation. V erify correct number of exciter ring teeth.

ECU is configured for four sensors, but has detected the presence of additional sensors. Verify sensor wiring and ECU configuration.

Speed Sensor Repair Tests:

1. T ake all measurements at ECU harness connector pins in order to check wire harness and sensor. Probe the connector carefully so that the terminals are not damaged.

2. Wheel speed sensor measurements should read:

Location Measurement

Sensor 1500 - 2500 Ohms Sensor to voltage or ground Open Circuit (no continuity) Sensor output voltage >0.25 of V AC sensor output at ~ 0.5 revs/sec.

3. Clear DTC after issue is corrected. The sensor DTC will remain until the power is cycled to the ABS ECU and vehicle is driven above 15 MPH or DTC was cleared using either the diagnostic blink code switch or diagnostic tool.

Cab-mount ECU: Looking into wire harness connector

Frame-mount ECU: Looking into wire harness connector

Connector Pin Wheel Speed Sensor Location

X1 10 Right Drive Axle (+)

18 Way 1 1 Right Drive Axle (-)

5 Left Steer Axle (+)

X 2 8 Left Steer Axle (-)

18 Way 1 1 Right Steer Axle (+)

1 4 Right Steer Axle (-) 15 Left Drive Axle (+) 1 8 Left Drive Axle (-)

X 3 1 1 Left Additional Axle (+)

15 Way (if Premium 14 Left Additional Axle (-)

ECU is configured 12 Right Additional Axle (+)

for 6 sensors) 1 5 Right Additional Axle (-)

Connector Pin Wheel Speed Sensor Location

3 Left Steer Axle (+)

X 1 7 Left Steer Axle (-)

15 Way 4 Right Steer Axle (+)

8 Right Steer Axle (-) 1 Left Drive Axle (+)

X2 2 Left Drive Axle (-)

18 Way 3 Right Drive Axle (+)

4 Right Drive Axle (-)

X 3 3 Left Additional Axle (+)

18 Way (if Premium 4 Left Additional Axle (-)

ECU is configured 5 Right Additional Axle (+)

for 6 sensors) 6 Right Additional Axle (-)

Troubleshooting Diagnostic Trouble Codes:

Pressure Modulator Valves

1st. Blink

Code

7 Left Steer Axle 8 Right Steer Axle

9 Left Drive Axle 10 Right Drive Axle 16 Left Additional Axle 17 Right Additional Axle

Location

2nd. Diagnostic

Blink Trouble Code

Code Description

1 Release

Solenoid Shorted to Ground

2 Release

Solenoid Shorted to Voltage

3 Release

Solenoid Open Circuit

Repair Information

Verify no continuity between PMV leads and ground. Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/damaged wiring or connectors between ECU and PMV.

Verify no continuity between PMV leads and voltage. Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/damaged wiring or connectors between ECU and PMV.

Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/damaged wiring or connectors between ECU and PMV .

4 Hold

Solenoid Shorted to Ground

5 Hold

Solenoid Shorted to Voltage

6 Hold

Solenoid Open Circuit

7 CMN Open

Circuit

8 Configuration

Error

Verify no continuity between PMV leads and voltage. Verify 4.9 to 5.5 ohms from REL to CMN & HLD CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/damaged wiring or connectors between ECU and PMV.

Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/damaged wiring or connectors between the ECU and PMV.

A mis-match exists between the ECU configuration and the modulator installation and wiring. Verify PMV wiring and installation. Verify ECU configuration.

Pressure Modulator Valve Repair Tests:

1. T ake all measurement s at ECU harness connector pins in order to check wire harness and PMV . Probe the connector carefully so that the terminals are not damaged.

2. Pressure modulator resistance should read:

Location Measurement

Release to Common 4.9 to 5.5 Ohms Hold to Common 4.9 to 5.5 Ohms Release to Hold 9.8 to 11.0 Ohms Release, Hold, Common Open Circuit (no continuity)

to Voltage or Ground

Caution: When troubleshooting modulator trouble codes, check inactive trouble codes and event history for over-voltage or excessive noise trouble codes. If one of these is found, troubleshoot these trouble codes first before the PMV .

Cab-mount ECU: Looking into wire harness connector

Connector Pin PMV Location

1 Left Steer Axle Hold 2 Left Steer Axle Release 3 Left Steer Axle Common

X 2 4 Right Steer Axle Hold

18 Way 6 Right Steer Axle Common

7 Right Steer Axle Release

9 Right Drive Axle Common 10 Right Drive Axle Hold 1 3 Right Drive Axle Release 1 2 Left Drive Axle Common 16 Left Drive Axle Hold 1 7 Left Drive Axle Release

4 Left Additional Axle Hold

X3 6 Left Additional Axle Common

15 Way (if Premium 7 Left Additional Axle Release

ECU is configured 9 Right Additional Axle Common

for 6 sensors) 10 Right Additional Axle Hold

1 3 Right Additional Axle Release

Frame-mount ECU: Looking into wire harness connector

Connector Pin PMV Location

7 Left Steer Axle Hold 8 Left Steer Axle Release

1 3 Left Steer Axle Common

X 2 9 Right Steer Axle Hold

18 Way 10 Right Steer Axle Release

1 4 Right Steer Axle Common 11 Left Drive Axle Hold 1 2 Left Drive Axle Release 1 5 Left Drive Axle Common 16 Right Drive Axle Common 17 Right Drive Axle Hold 1 8 Right Drive Axle Release

9 Left Additional Axle Hold

X 3 10 Left Additional Axle Release

15 Way (if Premium 15 Left Additional Axle Common

ECU is configured 16 Right Additional Axle Common

for 6 sensors) 17 Right Additional Axle Hold

1 8 Right Additional Axle Release

Troubleshooting Diagnostic Trouble Codes:

Traction Control Valves

1st. Blink

Code

18 Traction Control Valve

Location

2nd. Diagnostic

Blink Trouble Code

Code Description

1 TCV Solenoid

Shorted to Ground

2 TCV Solenoid

Shorted to Voltage

3 TCV Solenoid

Open Circuit

Repair Information

Verify 7 to 19 ohms between TCV and TCV common. Verify no continuity between TCV leads and ground. Check for corroded/damaged wiring or connectors between ECU and TCV.

Verify 7 to 19 ohms between TCV and TCV common. Verify no continuity between TCV leads and voltage. Check for corroded/damaged wiring or connectors between ECU and TCV.

Verify 7 to 19 ohms between TCV and TCV common. Check for corroded/ damaged wiring or connectors between ECU and TCV.

4 TCV

Configuration Error

The ECU is not configured for ATC, but has detected the presence of a TCV. Verify TCV wiring. Inspect for the presence of a TCV. Verify ECU configuration.

Traction Control Valve Repair Tests:

1. T ake all measurement s at ECU harness connector pins in order to check wire harness and traction control valve. Probe the connector carefully so that the terminals are not damaged.

2. Tractor Control V alve resistance measurements should read:

Location Measurement

TCV to TCV Common 7 to 19 Ohms Release, Hold, Common Open Circuit (no continuity)

to Voltage or Ground

Cab-mount ECU: Looking into wire harness connector

Frame-mount ECU: Looking into wire harness connector

Connector Pin Traction Control Test

X 1 4 Traction Control V alve Common

18 Way 5 Traction Control V alve

Connector Pin Traction Control Test

X 3 7 Traction Control Valve

18 Way 13 Traction Control Valve Common

Troubleshooting Diagnostic Trouble Codes: Power Supply

1st. Blink

Code

6 Power Supply

2nd. Diagnostic

Blink Trouble Code Code Description

1 Battery V olt age

2 Battery V olt age

3 Battery V olt age

4 Battery V olt age

5 Ignition Voltage

6 Ignition Voltage

Location

Too Low

Too High

Too Low During ABS

Open Circuit

Too Low

Too High

Repair Information

Measure battery voltage under load. Check vehicle battery and associated components. Check for damaged wiring. Check for damaged or corroded connectors and connections.

Measure battery voltage under load. Insure that battery voltage is correct for the model of ECU. Check vehicle battery and associated components. Check for damaged wiring. Check for damaged or corroded connectors and connections.

Measure battery voltage under load. Check vehicle battery and associated components. Check for damaged wiring. Check for damaged or corroded connectors and connections.

Measure battery voltage under load. Check condition of fuse. Check vehicle battery and associated components. Check for damaged wiring. Check for damaged or corroded connectors and connections.

Measure ignition voltage under load. Check vehicle battery and associated components. Check for damaged wiring. Check for damaged or corroded connectors and connections. Check condition of fuse.

Measure ignition voltage. Insure that ignition voltage is correct for the model of ECU. Check vehicle battery and associated components. Check for damaged wiring. Check for damaged or corroded connectors and connections.

7 Ignition Vo ltage Too

Low During ABS

8 Input Voltage Has

Excessive Noise (Temporary)

9 Input Voltage Has

Excessive Noise

Measure ignition voltage under load. Check vehicle battery and associated components. Check for damaged wiring. Check for damaged or corroded connectors and connections.

Check alternator output for excessive noise. Check for other devices causing excessive noise.

Power Supply Tests:

1. T ake all measurements at ECU harness connector.

2. Place a load (e.g. an 1157 stop lamp) across battery or ignition and ground connection, measure ignition and battery voltage with the load. Ignition to Ground should measure between 9 to 17 VDC. Battery to Ground should also measure between 9 to 17 VDC.

Cab-mount ECU: Looking into wire harness connector

3. Check for damaged wiring, damaged or corroded connectors and connections.

4. Check condition of vehicle battery and associated components, ground connection good and tight.

5. Check alternator output for excessive noise.

Frame-mount ECU: Looking into wire harness connector

Connector Pin Power Supply Test

X1 1 Ground

18 Way 3 Ignition

16 Battery

Connector Pin Power Supply Test

X1 9 Ignition

15 Way 14 Battery

15 Ground

Troubleshooting Diagnostic Trouble Codes:

J1939 Serial Communications

1st. Blink

Code

11 J1939

2nd. Diagnostic

Blink Trouble Code

Code Description

1 J1939 Serial Link

2 J1939 Retarder

3 J1939 Engine

Location

Communications

Loss of communications between the EC-60 the J1939 link. Check for damaged or reversed J1939 wiring. Check for corroded or damaged connectors. Verify ECU Configuration. Check for other devices inhibiting J1939 communications.

Loss of communications between the EC-60 the J1939 link. Check for damaged or reversed J1939 wiring. Check for corroded or damaged connectors. Verify presence of retarder on the J1939 link. Verify ECU Configuration. Check for other devices inhibiting J1939 communications.

Loss of communications between the EC-60 J1939 link. Check for damaged or reversed J1939 wiring. Check for corroded or damaged connectors. Verify presence of engine ECU on the J1939 link. Verify ECU Configuration. Check for other devices inhibiting J1939 communications.

J1939 Troubleshooting Tests:

1. Take all measurements at ECU harness connector

2. Check for damaged or reversed J1939 wiring

Repair Information

™

controller and other devices connected to

™

controller and other devices connected to

™

controller and the engine ECU over the

3. Check for corroded or damaged wiring connector problems such as (opens or shorts to voltage or ground)

4. Check for other J1939 devices which may be loading down (inhibiting) J1939 communication

Cab-mount ECU: Looking into wire harness connector

Connector Pin J1939

X 1 7 J1939 Low

18 Way 8 J1939 High

Frame-mount ECU: Looking into wire harness connector

Connector Pin J1939

X 1 2 J1939 Low

18 Way 6 J1939 High

Troubleshooting Diagnostic Trouble Codes:

ECU

1st. Blink

Code

13 ECU

Location

2nd. Diagnostic

Blink Trouble Code

Code Description

2 ECU (10) 3 ECU (11) 4 ECU (12) 5 ECU (13) 6 ECU (14) 7 ECU (15) 8 ECU (16)

9 ECU (17) 10 ECU (18) 11 ECU (1A) 12 ECU (1B) 13 ECU (80)

Repair Information

ALL: Check for damaged or corroded connectors. Check for damaged wiring. Clear trouble codes. If diagnostic trouble codes return, replace the ECU.

Troubleshooting Diagnostic Trouble Codes: Miscellaneous

1st. Blink

Code

Location

12 Miscellaneous

2nd. Diagnostic

Blink Trouble Code Code Description

1 Stop Lamp Switch

Not Detected

2 Stop Lamp Switch

Defective

Repair Information

ECU has not detected the presence of the stop lamp switch since ignition power was applied (note that stop lamp switch input may be applied to the EC-60

™

controller using either hardwire input or J1939). Apply and release service brake. Check for brake switch input into ECU (see system wiring schematic). With service brake released, check for presence of the stop lamp bulb. With service brake applied, verify system voltage is now present at the stop lamp switch input to the ECU. Check for damaged wiring between ECU, stop lamp switch and bulb. Check for corroded or damaged connectors. Check for damaged or reversed J1939 wiring. Check for corroded or damaged connectors on J1939 link. Verify presence of engine ECU on the J1939 link. Verify ECU configuration.

Apply and release service brake. Check for brake switch input into ECU (see system wiring schematic). With service brake released, check for presence of the stop lamp bulb. With service brake applied, verify system voltage is now present at the stop lamp switch input to the ECU. Check for damaged wiring between ECU, stop lamp switch and bulb. Check for corroded or damaged connectors. Check for damaged or reversed J1939 wiring. Check for corroded or damaged connectors on J1939 link. Verify presence of engine ECU on the J1939 link. Verify ECU configuration.

3 Dynamometer

Test Mode

4 Retarder Relay Open

Circuit or Shorted to Ground

5 Retarder Relay Circuit

Shorted to Voltage

6 ABS Indicator Lamp

Circuit Fault

7 PMV Common

Shorted to Ground

8 PMV Common

Shorted to Voltage

9 ATC Disabled to

Prevent Brake Fade

10 Tire Size Out of Range

(Front to Rear)

ECU has been placed in the Dynamometer Test Mode by either the diagnostic blink code switch or a hand-held or PC-based diagnostic tool. ATC is disabled.

Verify vehicle contains a ret arder relay . V erify ECU configuration. Check wiring between ECU and retarder relay. Verify no continuity between retarder disable output of EC-60 controller and ground. Verify condition and wiring of the retarder relay.

Check wiring between ECU and retarder relay. Verify no continuity between retarder disable output of EC-60

™

controller and voltage. Verify condition and wiring of the

retarder relay. Check operation of diagnostic blink code switch. Check wiring of diagnostic blink

code switch, ABS WL, and ABS WL relay (frame ECUs only). Verify ABS WL ground input (cab ECUs only).

Verify no continuity between the CMN of all PMVs, TCV, and Diff Lock Solenoid and ground. Check for corroded/damaged wiring or connectors between the ECU and CMN of all PMVs, TCV, and Diff Lock Solenoid.

Verify no continuity between the CMN of all PMVs, TCV, and Diff Lock Solenoid and voltage. Check for corroded/damaged wiring or connectors between the ECU and CMN of all PMVs, TCV, and Diff Lock Solenoid.

ATC is temporarily disabled to prevent excessive heating of the foundation brakes.

Verify correct tire size as desired. Verify proper tire inflation. Verify correct number of exciter ring teeth. Verify that the ECU has the proper tire size settings.

™

11 Wheel Speed Sensors

Reversed on an Axle

12 Diff. Lock Solenoid Shorted

to Ground or Open Circuit

13 Diff. Lock Solenoid

Shorted to Voltage

Sensors are reversed (left to right) on one of the axles. Verify proper installation, connection, and wiring of the sensors.

Verify no continuity between the Diff Lock Solenoid and ground. Check for corroded/ damaged wiring or connectors between the ECU and Diff Lock Solenoid.

Verify no continuity between the Diff Lock Solenoid and voltage. Check for corroded/ damaged wiring or connectors between the ECU and Diff Lock Solenoid.

Miscellaneous Troubleshooting

For all tests below, take all measurements at ECU harness connector pins in order to check wire harness and sensor. Probe the connector carefully so that the terminals are not damaged.

Stop Lamp Switch Test

1. With the service brake applied, measure the system voltage (9 to 17 VDC) stop lamp switch input to ECU.

Test Measurement

Stop Lamp Switch to Ground 9 to 17 VDC

2. Apply and release service brake, does lamp extinguish?

3. Verify brake lamp switch is connected to ECU via hard wire or J1939.

4. With service brake released, check for presence of stop lamp bulb.

Dynamometer Test Mode (ATC Indicator Lamp Continuously Illuminated)

1. Clear the dynamometer test mode by depressing and releasing the blink code switch three times (or use an off-board diagnostic tool).

ABS Indicator Lamp

1. Verify diagnostic blink code switch is open when not

activated.

Retarder Relay

1. Measure resistance between retarder disable output of

™

EC-60

Test Measurement

Retarder disable to Voltage Open Circuit (no continuity) or Ground

controller and voltage / ground.

2. Verify vehicle has retarder relay .

3. Verify proper wiring from ECU to retarder relay .

PMV Commons

1. Measure resistance between any common (PMV, TCV , and Diff.) and voltage or ground.

Test Measurement

Any PMV, TCV , or Diff. Open Circuit (no continuity) Common to Voltage or Ground

Differential Lock Solenoid

1. Measure resistance between Diff lock solenoid and voltage or ground.

Test Measurement

Diff. Lock Solenoid to Voltage Open Circuit (no continuity) or Ground

Cab-mount ECU: Looking into wire harness connector

Connector Pin PMV Location

4 TCV Common

X 1 9 Stop Lamp Switch

18 Way 12 ABS WL Ground

1 5 ABS WL Interlock 17 Retarder 18 ABS WL

3 PMV Left Steer Axle Common

X2 6 PMV Right Steer Axle Common

18 Way 9 PMV Right Drive Axle Common

12 PMV Left Drive Axle Common

2 Diff Lock Solenoid

X 3 3 Diff Lock Solenoid Common

15 Way 6 PMV Left Additional Axle Common

9 PMV Right Additional Axle Common

Frame-mount ECU: Looking into wire harness connector

Connector Pin PMV Location

X1 10 Retarder

18 Way 1 2 ABS WL

5 Stop Lamp Switch

X 2 13 PMV Left Steer Axle Common

18 Way 14 PMV Right Steer Axle Common

15 PMV Left Drive Axle Common 16 PMV Right Drive Axle Common

8 Diff. Lock Solenoid

X3 13 TCV Common

15 Way 14 Diff. Lock Solenoid Common

1 5 PMV Left Additional Axle Common 1 6 PMV Right Additional Axle Common

EC-60™ Controller Wire Harness Connector Part Numbers and Pin Assignments: ST ANDARD CAB

X1 X2

Standard Cab EC-60™ Controller

Connectors

not used

Standard cab models utilize two AMP connectors for wire harness connections.

Connector Designation Number of Contacts AMP Part Number

X1 17 1718091-1 X2 18 8-968974-1

Standard Cab X1 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 Ground 7 J1939 Low 1 3 J1587 (B) 2 Trailer ABS WL 8 J1939 High 1 4 J1587 (A) 3 Ignition 9 Not Used 1 5 ABS WL Interlock

4 Not Used 10 WSS DA Right (+) 16 Battery 5 Not Used 11 WSS DA Right (-) 1 7 Retarder 6 Not Used 12 ABS WL Ground 18 ABS WL

Standard Cab X2 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 PMV SA Left HLD 7 PMV SA Right REL 13 PMV DA Right REL 2 PMV SA Left REL 8 WSS SA Left (-) 14 WSS SA Right (-) 3 PMV SA Left CMN 9 PMV DA Right CMN 15 WSS DA Left (+) 4 PMV SA Right HLD 10 PMV DA Right HLD 16 PMV DA Left HLD 5 WSS SA Left (+) 11 WSS SA Right (+) 17 PMV DA Left REL 6 PMV SA Right CMN 12 PMV DA Left CMN 18 WSS DA Left (-)

EC-60™ Controller Wire Harness Connector Part Numbers and Pin Assignments: STANDARD FRAME

Standard Frame EC-60™ Controller Standard frame models utilize two Deutsch

connectors for wire harness connections.

X1 X2

Connector Designation Number of Contacts Deutsch Part Number

X1 15 DT16-15SA-K003 X2 18 DT16-18SB-K004

Standard Frame X1 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 J1587 (B) 6 J1939 High 1 1 Trailer ABS WL 2 J1939 Low 7 WSS SA Left (-) 12 ABS WL 3 WSS SA Left (+) 8 WSS SA Right (-) 1 3 Not Used 4 WSS SA Right (+) 9 Ignition 14 Battery 5 J1587 (A) 10 Retarder 15 Ground

Standard Frame X2 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 WSS DA Left (+) 7 PMV SA Left HLD 13 PMV SA Left CMN 2 WSS DA Left (-) 8 PMV SA Left REL 14 PMV SA Right CMN 3 WSS DA Right (+) 9 PMV SA Right HLD 1 5 PMV DA Left CMN 4 WSS DA Right (-) 10 PMV SA Right REL 1 6 PMV DA Right CMN

5 Not Used 11 PMV DA Left HLD 17 PMV DA Right HLD 6 Not Used 12 PMV DA Left REL 18 PMV DA Right REL

EC-60

™

Controller Wire Harness Connector

Part Numbers and Pin Assignments: PREMIUM CAB

X1 X2 X3

Premium Cab Model EC-60™ Controller

Premium cab models utilize three AMP connectors for wire harness connections.

Connector Designation Number of Contacts AMP Part Number

X1 17 1718091-1 X2 18 8-968974-1 X3 15 8-968973-1

Connector

not used

Premium Cab X1 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 Ground 7 J1939 Low 1 3 J1587 (B) 2 Trailer ABS WL 8 J1939 High 14 J1587 (A) 3 Ignition 9 SLS 15 ABS WL Interlock 4 TCV CMN 10 WSS DA Right (+) 16 Battery 5 TCV 11 WSS DA Right (-) 1 7 Retarder 6 ATC Lamp/ATC ORS 12 ABS WL Ground 18 ABS WL

Premium Cab X2 Connector Pin Assignments

Premium Cab X3 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 ABS ORS 6 PMV AA Left CMN 11 WSS AA Left (+) 2 Diff. Lock SOL 3 Diff. Lock SOL CMN 4 PMV AA Left HLD 9 PMV AA Right CMN 14 WSS AA Left (-) 5 Reserved 10 PMV AA Right HLD 15 WSS AA Right (-) 1AWD vehicles only. (AWD Transfer Case)

7 PMV AA Left REL 12 WSS AA Right (+)

8 Reserved 13 PMV AA Right REL

EC-60™ Controller Wire Harness Connector Part Numbers and Pin Assignments:

PREMIUM FRAME

Premium Frame Model EC-60™ Controller

Premium frame models utilize three Deutsch enactors for wire harness connections.

Connector Designation Number of Contacts Deutsch Part Number

X1 15 DT16-15SA-K003 X2 18 DT16-18SB-K004 X3 18 DT16-18SC-K004

Connector

not used

X1 X2

Premium Frame X1 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 J1587 (B) 6 J1939 High 1 1 Trailer ABS WL 2 J1939 Low 7 WSS SA Left (-) 12 ABS WL 3 WSS SA Left (+) 8 WSS SA Right (-) 1 3 A TC Lamp/ATC ORS 4 WSS SA Right (+) 9 Ignition 14 Battery 5 J1587 (A) 10 Retarder 15 Ground

Premium Frame X2 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 WSS DA Left (+) 7 PMV SA Left HLD 13 PMV SA Left CMN 2 WSS DA Left (-) 8 PMV SA Left REL 14 PMV SA Right CMN 3 WSS DA Right (+) 9 PMV SA Right HLD 15 PMV DA Left CMN 4 WSS DA Right (-) 10 PMV SA Right REL 1 6 PMV DA Right CMN 5 SLS 11 PMV DA Left HLD 17 PMV DA Right HLD 6 ABS ORS 12 PMV DA Left REL 18 PMV DA Right REL

Premium Frame X3 Connector Pin Assignments

Pin Designation Pin Designation Pin Designation 1 Reserved 7 TCV 13 TCV CMN 2 Not Used 8 Diff. Lock SOL 3 WSS AA Left (+) 9 PMV AA Left HLD 15 PMV AA Left CMN 4 WSS AA Left (-) 1 0 PMV AA Left REL 16 PMV AA Right CMN 5 WSS AA Right (+) 11 Reserved 17 PMV AA Right HLD 6 WSS AA Right (-) 12 Reserved 18 PMV AA Right REL

AWD vehicles only. (AWD Transfer Case)

14 Diff. Lock SOL CMN

Troubleshooting: Wiring

ABS/ATC WIRING

CAB ECU Wiring Harness Connectors

The in-cab EC-60™ controllers are designed to interface with AMP MCP 2.8 connectors as referenced in Chart 4. Follow all AMP requirement s for the repair of wire harnesses.

All wire harness connectors must be properly seated. The use of secondary locks is strongly advised.

CAUTION: All unused ECU connectors must be covered and receive proper environmental protection.

Frame ECU Wiring Harness Connectors

Frame-mount EC-60™ controllers are designed to interface with Deutsch connectors as referenced in Chart 4.

Follow all Deutsch requirements for the repair of wire harnesses.

CAUTION: All unused connector terminals must be plugged with the appropriate sealing plugs.

Frame ECU Connector Covers

Frame ECUs are provided with covers that must be removed to permit connection of the vehicle wiring harness. The cover can be removed by sliding the slide lock mechanism to the unlock position.

The covers provide strain relief and connector protection of the vehicle wire harness and will accept round convoluted conduit with an I.D. of 19 mm.

ABS Wiring Requirements

As a matter of good practice and to insure maximum system robustness, always use the maximum size wire supported by the wire harness connectors for battery , ignition, ground, PMV, TCV, Interaxle Differential Lock and indicator lamp circuits.

All sensor and serial communications circuits (J1587 and J1939) must use twisted pair wiring (one to two twists per inch). See the appropriate SAE document for additional details.

WARNING: All wires must be carefully routed to avoid contact with rotating elements. Wiring must be properly secured approximately every 6 to 12 inches using UV stabilized, non-metallic hose clamps or bow-tie cable ties to prevent pinching, binding or fraying.

It is recommended that wires be routed straight out of a connector for a minimum of three inches before the wire is allowed to bend.

Battery and ground wires should be kept to a minimum length.

If convoluted tubing is used, its I.D. must match the size of the wire bundle as closely as possible.

CAUTION: Wire harness lengths must be carefully selected for the vehicle. Harnesses that are too long increase the possibility of electrical interference and wire damage. Excess lengths of wire are not to be wound to form coils, instead re-route, repair or replace wire harness. Do not attempt to stretch harnesses that are too short, since mechanical strain can result in wire breakage.

ABS Component Connector Wire Wire Seal/ Terminal Terminal

Terminal Plug Lock Crimp Tool

In-Cab Controller

Harness

17-Way AMP MCP 2.8 (X1)

1718091-1

927768-9

1 - 2.5 mm

X1-12 & 18

N/A

967634

In-Cab Controller

Harness

18-Way AMP MCP 2.8 (X2)

8-968974-1

968874

2.5 - 4 mm

N/A

In-Cab Controller

Harness

15-Way AMP MCP 2.8 (X3)

8-968973-1

968873

1.0 - 2.5 mm

N/A

539723-2

Frame Controller

Harness

15-Way

Deutsch

(X1)

Frame Controller

Harness

18-Way

Deutsch (X2)

Frame Controller

Harness

18-Way

Deutsch (X3)

ABS Modulator

Harness

AMP Twist-Lock

(Bayonet)

A TC Modulator

Harness

AMP T wist-Lock

(Bayonet)

ABS Modulator

Harness

3-pin Packard

Metri-Pack 280 Series

DT16-15SA-K003

DT16-18SB-K004

DT16-18SC-K004

1-967325-2

1-967325-3

12040977

0462-203-12XX

(Solid)

(or alternatively use

1062-12-01)

12 AWG

X1- 14 & 15

0462-201-16XX

(Solid)

(or alternatively use a

stamped and formed

version: 1062-16-06)

16-18 AWG

929975-1

1207741 1

N/A

12015323

N/A

12034145

HDT -48-00

539635-1

12155975

WS-24™ Wheel Speed Sensor Connectors

Packard GT

150 series

CHART 4 - EC-60™ CONTROLLER COMPONENT CONNECTORS

Packard Metripack

150.2 series

Deutsch DTM06

series

Packard Metripack 280 series (female)

Packard Metripack

280 series (male)

Deutsch DT04

series

Standard round

two pin

WS-24™ Speed

Sensor (90 Deg.)

Troubleshooting: Wiring (Continued)

Speed Sensor

Mounting Block

100 Tooth (typical)

Speed Sensor

Exciter Ring

Hub Assembly

Mounting

Block

Brake Drum

Max. Gap

(Sensor to Exciter)

.015 Inches

WS-24™ speed

sensor

90° Speed

Sensors

100 Tooth

Exciter

Ring

FIGURE 15 - WS-24™ WHEEL SPEED SENSOR INSTALLATION

Wheel Speed Sensor Wiring

Route sensor wiring coming out of the wheel ends away from moving brake components. Sensor wiring needs to be secured to the axle to prevent excess cable length and wiring damage. It is required that cable ties be installed to the sensor wire within 3 inches (76.2 mm) of the sensor head to provide strain relief.

Following the axle, the sensor wires must be attached along the length of the service brake hoses using cable ties with ultraviolet protection and secured every 6 to 8 inches (152 to 203 mm). Sufficient – but not excessive – cable length must be provided to permit full suspension travel and steering axle movement. Install wires so that they cannot touch rotating elements such as wheels, brake discs or drive shafts. Radiation protection may be necessary in the area of brake discs.

Sensor

Clamping

Sleeve

Straight Speed

Sensors

Bendix does not recommend using standard tie-wraps to secure wiring harnesses directly to rubber air lines. This may cause premature wiring failure from the pressure exerted on the wiring when air pressure is applied through the air line. Non-metallic hose clamps or bow-tie tie-wraps are preferred.

The use of grommets or other suitable protection is required whenever the cable must pass through metallic frame members.

All sensor wiring must utilize twisted pair wire, with approximately one to two twists per inch.

It is recommended that wires be routed straight out of a connector for a minimum of three inches before the wire is allowed to bend.

Troubleshooting: Standard Cab Wiring Schematic (4S/4M)

BATTERY

J1939_HI

30A

RETARDER

GROUND

IGNITION

TRAILER ABS WL

ABS WL

WL_INTERLOCK

ABS WL GND

NOT USED

WSS_DR+

WSS_DR-

WSS_DL+

WSS_DL-

PMV_DR_REL

PMV_DR_HLD

PMV_DR_CMN

PMV_DL_REL

PMV_DL_HLD

PMV_DL_CMN

PMV_SR_REL

PMV_SR_HLD

PMV_SR_CMN

PMV_SL_HLD

PMV_SL_REL

PMV_SL_CMN

WSS_SR+

WSS_SR-

WSS_SL+

WSS_SL-

15 18

10 13

476

NOT USED

J1587 B

J1939_LO

J1587 A

(OPTIONAL) RETARDER RELAY

+12V IGNITION

TRAILER ABS

INDICATOR LAMP

WSS DRIVE AXLE RIGHT

** **

WSS DRIVE AXLE LEFT

DRIVE AXLE RIGHT PMV

DRIVE AXLE LEFT PMV

STEER AXLE RIGHT PMV

DRIVE AXLE STEER AXLE

ABS INDICATOR LAMP

STEER AXLE LEFT PMV

WSS STEER AXLE RIGHT

WSS STEER AXLE LEFT

+12V BATTERY

FIGURE 16 - STANDARD CAB WIRING SCHEMATIC (4S/4M)

* Pressure Modulator V alves Connector Twist-Lock Packard Common (CMN) Pin 2 Pin B Hold (HLD) Pin 3 Pin C Release (REL) Pin 1 Pin A

Troubleshooting: Premium Cab Wiring Schematic (6S/6M)

PMV_AL_REL

PMV_AL_CMN

PMV_AL_HLD

PMV_AR_REL

PMV_AR_CMN

PMV_AR_HLD

WSS_ALWSS_AL+

11 1 4

WSS_AR-

WSS_AR+

DIFF_CMN

DIFF

RESERVED

ABS ORS

WSS_SL-

WSS_SL+

WSS_SR-

WSS_SR+

PMV_SL_REL

PMV_SL_CMN

PMV_SL_HLD

PMV_SR_REL PMV_SR_CMN PMV_SR_HLD

476

PMV_DL_REL

PMV_DL_CMN

PMV_DL_HLD

PMV_DR_REL PMV_DR_CMN

PMV_DR_HLD

10 13

WSS_DLWSS_DL+

15 18

WSS_DRWSS_DR+

SLS ABS WL GND WL_INTERLOCK ABS WL

TRAILER ABS WL

IGNITION

GROUND

RETARDER

BATTERY

J1939_HI

J1939_LO

J1587_A J1587_B

11 10

12 15 18

8 7

30A

21 3

DIFF

21 3

WSS

ADD

WSS

ADD

LOCK

SOL

WSS

STEER

WSS

STEER

** ** **

WSS

DRIVE

WSS

DRIVE

ADD

AXLE

STEER

DRIVE

AXLE

LEFT

AXLE

RIGHT

LEFT

RIGHT

LEFT

RIGHT

AXLE

LEFT

STEER

AXLE

LEFT

DRIVE

AXLE

LEFT

RIGHT

PMV

RIGHT

PMV

RIGHT

PMV

ADDITIONAL AXLE

STEER AXLE

DRIVE AXLE

ABS

(OPTIONAL)

RETARDER

RELAY

OFF-ROAD

SWITCH

(ORS)

ABS INDICATOR

LAMP

TRAILER ABS

INDICATOR LAMP

* Pressure Modulator V alves

Connector Twist-Lock Packard

Common (CMN) Pin 2 Pin B

Hold (HLD) Pin 3 Pin C

Release (REL) Pin 1 Pin A

STOP LAMP

(SLS)

STOP LAMP SWITCH

+12V BATTERY

+12 IGNITION

TCV_DA_CMN

TCV_DA

ATC LAMP/ATC ORS

VALV E

(TCV)

TRACTION

CONTROL

FIGURE 17 - PREMIUM CAB WIRING SCHEMATIC (6S/6M)

ATC

OFF-ROAD

SWITCH

(ORS)

ATC LAMP

Troubleshooting: Premium Cab Wiring Schematic (6S/5M)

NOT USED

PMV_AA_REL

PMV_AA_CMN

PMV_AA_HLD

WSS_ALWSS_AL+

11 1 4

WSS_AR-

WSS_AR+

DIFF_CMN

DIFF

RESERVED

ABS ORS

WSS_SL-

WSS_SL+

WSS_SR-

WSS_SR+

PMV_SL_REL

PMV_SL_CMN

PMV_SL_HLD

PMV_SR_REL PMV_SR_CMN PMV_SR_HLD

476

PMV_DL_REL

PMV_DL_CMN

PMV_DL_HLD

PMV_DR_REL PMV_DR_CMN

PMV_DR_HLD

10 13

WSS_DL-

WSS_DL+

15 18

WSS_DR-

WSS_DR+

SLS

ABS WL GND

WL_INTERLOCK

ABS WL

TRAILER ABS WL

IGNITION

GROUND

RETARDER

BATTERY

J1939_HI

J1939_LO

J1587_A J1587_B

8 7

30A

ADD

AXLE

PMV

WSS

ADD

AXLE

LEFT

AXLE

RIGHT

LEFT

RIGHT

STEER

AXLE

STEER

AXLE

DRIVE

AXLE

DRIVE

AXLE

LEFT

RIGHT

LEFT

PMV

RIGHT

LEFT

PMV

RIGHT

PMV

ADDITIONAL AXLE

STEER AXLE

DRIVE AXLE

ABS

(OPTIONAL)

RETARDER

RELAY

OFF-ROAD

(ORS)

SWITCH

ABS INDICATOR LAMP

TRAILER ABS

INDICATOR LAMP

* Pressure Modulator V alves

Connector Twist-Lock Packard

Common (CMN) Pin 2 Pin B

Hold (HLD) Pin 3 Pin C

Release (REL) Pin 1 Pin A

STOP LAMP

(SLS)

STOP LAMP SWITCH

+12V BATTERY

+12 IGNITION

WSS

ADD

DIFF

LOCK

SOL

WSS

STEER

WSS

STEER

21 3

****

21 3

WSS

DRIVE

WSS

DRIVE

TCV_DA_CMN TCV_DA

ATC LAMP/ATC ORS

VALV E

(TCV)

TRACTION

CONTROL

ATC

OFF-ROAD

FIGURE 18 - PREMIUM CAB WIRING SCHEMATIC (6S/5M)

SWITCH

(ORS)

ATC LAMP

Troubleshooting: Standard Frame Wiring Schematic (4S/4M)

BATTERY

J1587 B

J1939_HI

J1939_LO

J1587 A

30A

RETARDER

GROUND

IGNITION

TRAILER ABS WL

ABS WL

NOT USED

WSS_SL+

WSS_SL-

WSS_SR+

WSS_SR-

PMV_SL_REL

PMV_SL_HLD

PMV_SL_CMN

PMV_SR_REL

PMV_SR_HLD

PMV_SR_CMN

PMV_DL_REL

PMV_DL_HLD

PMV_DL_CMN

PMV_DR_HLD

PMV_DR_REL

PMV_DR_CMN

WSS_DL+

WSS_DL-

WSS_DR+

WSS_DR-

NOT USED

10 15

11 12

7813

9101411 1 2

1816

612

(OPTIONAL) RETARDER RELAY

+12V IGNITION

TRAILER ABS INDICATOR LAMP

WSS STEER AXLE LEFT

** **

WSS STEER AXLE RIGHT

STEER AXLE LEFT PMV

STEER AXLE RIGHT PMV

DRIVE AXLE LEFT PMV

STEER AXLE DRIVE AXLE

ABS WL RELAY

ABS INDICATOR LAMP

* Pressure Modulator V alves Connector Twist-Lock Packard Common (CMN) Pin 2 Pin B Hold (HLD) Pin 3 Pin C Release (REL) Pin 1 Pin A

DRIVE AXLE RIGHT PMV

WSS DRIVE AXLE LEFT

WSS DRIVE AXLE RIGHT

+12V BATTERY

FIGURE 19 - STANDARD FRAME WIRING SCHEMATIC (4S/4M)

Troubleshooting: Premium Frame Wiring Schematic (6S/6M)

* Pressure Modulator V alves

Connector Twist-Lock Packard

Common (CMN) Pin 2 Pin B

Hold (HLD) Pin 3 Pin C

Release (REL) Pin 1 Pin A

******

FIGURE 17 - PREMIUM FRAME WIRING SCHEMATIC (6S/6M)

Troubleshooting: Premium Frame Wiring Schematic (6S/5M)

PMV_AA_REL

PMV_AA_CMN

PMV_AA_HLD

NOT USED NOT USED

NOT USED

918

WSS_ARWSS_AR+

WSS_ALWSS_AL+

DIFF_CMN DIFF

814

TCV_DA_CMN TCV_DA

713

RESERVED

NOT USED

RESERVED

ABS ORS

612

SLS

WSS_DR-

WSS_DR+

WSS_DLWSS_DL+

PMV_DR_REL

1816

PMV_DR_CMN PMV_DR_HLD

PMV_DL_REL PMV_DL_CMN

PMV_DL_HLD

11 12

PMV_SR_REL PMV_SR_CMN

PMV_SR_HLD

910

PMV_SL_REL PMV_SL_CMN PMV_SL_HLD

7813

WSS_SR-

WSS_SR+

WSS_SL-

WSS_SL+

21 3

DIFF

*****

LOCK

SOL

WSS

ADD

AXLE

ADD

AXLE

DRIVE

AXLE

DRIVE

AXLE

STEER

AXLE

STEER

AXLE

ADD

AXLE

PMV

RIGHT

LEFT

TRACTION

CONTROL

VALV E

RIGHT

LEFT

DRIVE

AXLE

RIGHT

PMV

DRIVE

AXLE

LEFT

PMV

STEER

AXLE

RIGHT

PMV

STEER

AXLE

LEFT

PMV

RIGHT

LEFT

(TCV)

ADDITIONAL AXLE

ATC

STEER AXLE DRIVE AXLE

OFF ROAD

SWITCH

(ORS)

ATC

OFF ROAD

SWITCH

(ORS)

ABS WL RELAY

ABS INDICATING LAMP

ATC LAMP

* Pressure Modulator V alves

Connector Twist-Lock Packard

Common (CMN) Pin 2 Pin B

Hold (HLD) Pin 3 Pin C

Release (REL) Pin 1 Pin A

STOP LAMP

(SLS)

STOP LAMP SWITCH

ATC LAMP/ATC ORS

ABS WL

TRAILER ABS WL

11 1 2

IGNITION

GROUND

RETARDER

BATTERY

J1939_HI

J1939_LO

J1587 A J1587 B

10 15

6 2

30A

(OPTIONAL)

RELAY

RETARDER

FIGURE 21 - PREMIUM FRAME WIRING SCHEMATIC (6S/5M)

TRAILER ABS

INDICATING LAMP

+12 IGNITION

+12V BATTERY

Glossary

ABS — Antilock Brake System. ABS Event — Impending wheel lock situation that causes the

ABS controller to activate the modulator valve(s). ABS Indicator Light — An amber light which indicates the

operating status of an antilock system. When the indicator lamp is on, ABS is disabled and the vehicle reverts to normal brake operation.

Air Gap — Distance between the Sensor and tone ring. ASR — Automatic Slip Regulation. Another name for traction

control. ATC — Automatic Traction Control. An additional ABS function

in which engine torque is controlled and brakes are applied differentially to enhance vehicle traction.

ATC Light — A light that indicates when traction control is operating.

Channel — A controlled wheel site. CAN — Controller Area Network. J1939 is an SAE version of

the CAN link. Clear Codes — System to erase historical diagnostic trouble

codes from the ECU, from either the Diagnostic Switch or from a hand-held diagnostic tool (only repaired diagnostic trouble codes may be cleared).

Configuration — The primary objective is to identify a “normal” set of sensors and modulators for the Electronic Control Unit, so that it will identify future missing sensors and modulators.

Diagnostic Connector — Diagnostic receptacle in vehicle cab for connection of J1587 hand-held or PC based test equipment. The tester can initiate test sequences, and can also read system parameters.

Diagnostic Switch — A switch used to activate blinks codes. Differential Braking — Application of brake force to a spinning

wheel so that torque can be applied to wheels which are not slipping.

ECU — Electronic Control Unit. Diagnostic Trouble Code — A condition that interferes with the

generation or transmission of response or control signals in the vehicle's ABS system that could lead to the functionality of the ABS system becoming inoperable in whole or in part.

FMVSS-121 — Federal Motor Vehicle Safety Standard which regulates air brake systems.

IR — Independent Regulation. A control method in which a wheel is controlled at optimum slip, a point where retardation and stability are maximized. The brake pressure that is best for the wheel in question is directed individually into each brake chamber.

J1587 — The SAE heavy duty standard diagnostic data link. J1708 — An SAE standard which defines the hardware and

software protocol for implementing 9600 baud heavy vehicle data links. J1587 version of a J1708 data link.

J1939 — A high speed 250,000 baud data link used for communications between the ABS ECU engine, transmission and retarders.

MIR — Modified Independent Regulation. A method of controlling the opposite sides of a steer axle during ABS operation so that torque steer and stopping distance are minimized.

PLC — Power Line Carrier. The serial communication protocol used to communicate with the trailer over the blue full time power wire.

PMV — Pressure Modulator V alve. An air valve which is used to vent or block air to the brake chambers to limit or reduce brake torque.

QR — Quick Release. Quick release valves allow faster release of air from the brake chamber after a brake application. To balance the system, quick release valves have hold off springs that produce higher crack pressures (when the valves open).

Relay Valve — Increases the application speed of the service brake. Installed near brakes with larger air chambers (type 24 or 30). The treadle valve activates the relay valve with an air signal. The relay valve then connects its supply port to its delivery ports. Equal length air hose must connect the delivery ports of the relay valve to the brake chambers.

Retarder Relay — A relay which is used to disable a retarder when ABS is triggered.

Sensor Clamping Sleeve — A beryllium copper sleeve which has fingers cut into it. It is pressed between an ABS sensor and mounting hole to hold the sensor in place.

Stored Diagnostic Trouble Codes — A diagnostic trouble code that occurred.

TCS — T raction Control System, another name for ATC or ASR. Tone Ring —

that has a series of teeth (usually 100) and provides actuation for the speed sensor. Note maximum run out is .008.

A ring that is usually pressed into a wheel hub

Appendix A: J1587 SID and FMI Codes and Their Bendix Blink Code Equivalents

SID FMI General Bendix Blink Code Diagnostic Trouble Code Description (J1587) (J1587) Equivalent(s)

1 . . . . . . 1 . . . . . Wheel Speed Sensor . . . . . . . . .2 . . . . . . . . . . . .1 . . . . . . . . . . . . SA Left WSS Excessive Air Gap

1 . . . . . . 2 . . . . . Wheel Speed Sensor . . . . . . . . .2 . . . . . . . . . . . .3 . . . . . . . . . . . . SA Left WSS Open or Shorted

1 . . . . . . 7 . . . . . Wheel Speed Sensor . . . . . . . . .2 . . . . . . . . . . . .5 . . . . . . . . . . . . SA Left WSS Wheel End

1 . . . . . . 8 . . . . . Wheel Speed Sensor . . . . . . . . .2 . . . . . . . . . . . .6 . . . . . . . . . . . . SA Left WSS Erratic Sensor Signal

1 . . . . . .10 . . . . . Wheel Speed Sensor . . . . . . . . .2 . . . . . . . . . . . .4 . . . . . . . . . . . . SA Left WSS Loss of Sensor Signal

1 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . .2 . . . . . . . . . . . .7 . . . . . . . . . . . . SA Left WSS Tire Size Calibration

1 . . . . . .14 . . . . . Wheel Speed Sensor . . . . . . . . .2 . . . . . . . . . . . . 2 . . . . . . . . . . . . SA Left WSS Output Low @ Drive-Off

2 . . . . . . 1 . . . . . Wheel Speed Sensor . . . . . . . . .3 . . . . . . . . . . . .1 . . . . . . . . . . . . SA Right WSS Excessive Air Gap

2 . . . . . . 2 . . . . . Wheel Speed Sensor . . . . . . . . .3 . . . . . . . . . . . .3 . . . . . . . . . . . . SA Right WSS Open or Shorted

2 . . . . . . 7 . . . . . Wheel Speed Sensor . . . . . . . . .3 . . . . . . . . . . . .5 . . . . . . . . . . . . SA Right WSS Wheel End

2 . . . . . . 8 . . . . . Wheel Speed Sensor . . . . . . . . .3 . . . . . . . . . . . .6 . . . . . . . . . . . . SA Right WSS Erratic Sensor Signal

2 . . . . . .10 . . . . . Wheel Speed Sensor . . . . . . . . .3 . . . . . . . . . . . .4 . . . . . . . . . . . . SA Right WSS Loss of Sensor Signal

2 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . .3 . . . . . . . . . . . .7 . . . . . . . . . . . . SA Right WSS Tire Size Calibration

2 . . . . . .14 . . . . . Wheel Speed Sensor . . . . . . . . .3 . . . . . . . . . . . .2 . . . . . . . . . . . . SA Right WSS Output Low @ Drive-Off

3 . . . . . . 1 . . . . . Wheel Speed Sensor . . . . . . . . .4 . . . . . . . . . . . .1 . . . . . . . . . . . . DA Left WSS Excessive Air Gap

3 . . . . . . 2 . . . . . Wheel Speed Sensor . . . . . . . . .4 . . . . . . . . . . . .3 . . . . . . . . . . . . DA Left WSS Open or Shorted

3 . . . . . . 7 . . . . . Wheel Speed Sensor . . . . . . . . .4 . . . . . . . . . . . .5 . . . . . . . . . . . . DA Left WSS Wheel End

3 . . . . . . 8 . . . . . Wheel Speed Sensor . . . . . . . . .4 . . . . . . . . . . . .6 . . . . . . . . . . . . DA Left WSS Erratic Sensor Signal

3 . . . . . .10 . . . . . Wheel Speed Sensor . . . . . . . . .4 . . . . . . . . . . . .4 . . . . . . . . . . . . DA Left WSS Loss of Sensor Signal

3 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . .4 . . . . . . . . . . . .7 . . . . . . . . . . . . DA Left WSS Tire Size Calibration

3 . . . . . .14 . . . . . Wheel Speed Sensor . . . . . . . . .4 . . . . . . . . . . . . 2 . . . . . . . . . . . . DA Left WSS Output Low @ Drive-Off

4 . . . . . . 1 . . . . . Wheel Speed Sensor . . . . . . . . .5 . . . . . . . . . . . .1 . . . . . . . . . . . . DA Right WSS Excessive Air Gap

4 . . . . . . 2 . . . . . Wheel Speed Sensor . . . . . . . . .5 . . . . . . . . . . . .3 . . . . . . . . . . . . DA Right WSS Open or Shorted

4 . . . . . . 7 . . . . . Wheel Speed Sensor . . . . . . . . .5 . . . . . . . . . . . .5 . . . . . . . . . . . . DA Right WSS Wheel End

4 . . . . . . 8 . . . . . Wheel Speed Sensor . . . . . . . . .5 . . . . . . . . . . . .6 . . . . . . . . . . . . DA Right WSS Erratic Sensor Signal

4 . . . . . .10 . . . . . Wheel Speed Sensor . . . . . . . . .5 . . . . . . . . . . . .4 . . . . . . . . . . . . DA Right WSS Loss of Sensor Signal

4 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . .5 . . . . . . . . . . . .7 . . . . . . . . . . . . DA Right WSS Tire Size Calibration

4 . . . . . .14 . . . . . Wheel Speed Sensor . . . . . . . . .5 . . . . . . . . . . . . 2 . . . . . . . . . . . . DA Right WSS Output Low @ Drive-Off

5 . . . . . . 1 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . .1 . . . . . . . . . . . . AA Left WSS Excessive Air Gap

5 . . . . . . 2 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . .3 . . . . . . . . . . . . AA Left WSS Open or Shorted

5 . . . . . . 7 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . .5 . . . . . . . . . . . . AA Left WSS Wheel En d

5 . . . . . . 8 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . .6 . . . . . . . . . . . . AA Left WSS Erratic Sensor Signal

5 . . . . . .10 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . .4 . . . . . . . . . . . . AA Left WSS Loss of Sensor Signal

5 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . .7 . . . . . . . . . . . . AA Left WSS Tire Size Calibration

5 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . 10 . . . . . . . . . . . AA Left WSS Configuration Error

5 . . . . . .14 . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . .2 . . . . . . . . . . . . AA Left WSS Output Low @ Drive-Off

6 . . . . . . 1 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . .1 . . . . . . . . . . . . AA Right WSS Excessive Air Gap

6 . . . . . . 2 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . .3 . . . . . . . . . . . . AA Right WSS Open or Shorted

6 . . . . . . 7 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . .5 . . . . . . . . . . . . AA Right WSS Wheel End

6 . . . . . . 8 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . .6 . . . . . . . . . . . . AA Right WSS Erratic Sensor Signal

6 . . . . . .10 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . .4 . . . . . . . . . . . . AA Right WSS Loss of Sensor Signal

6 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . .7 . . . . . . . . . . . . AA Right WSS Tire Size Calibration

6 . . . . . .13 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . 10 . . . . . . . . . . . AA Right WSS Configuration Error

6 . . . . . .14 . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . .2 . . . . . . . . . . . . AA Right WSS Output Low @ Drive-Off

7 . . . . . . 5 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . .7 . . . . . . . . . . . . SA Left PMV CMN Open Circuit

7 . . . . . .13 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . . 8 . . . . . . . . . . . . SA Left PMV Configuration Error

8 . . . . . . 5 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .7 . . . . . . . . . . . . SA Right PMV CMN Open Circuit

8 . . . . . .13 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .8 . . . . . . . . . . . . SA Right PMV Configuration Error

9 . . . . . . 5 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . .7 . . . . . . . . . . . . DA Left PMV CMN Open Circuit

9 . . . . . .13 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . . 8 . . . . . . . . . . . . DA Left PMV Configuration Error

10 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .7 . . . . . . . . . . . . DA Right PMV CMN Open C

0 . . . . .13 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .8 . . . . . . . . . . . . DA Right PMV Configuration Error

11 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .7 . . . . . . . . . . . . AA Left PMV CMN Open Circuit

11 . . . . .13 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .8 . . . . . . . . . . . . AA Left PMV Configuration Error

12 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .7 . . . . . . . . . . . . AA Right PMV CMN Open Circuit

12 . . . . .13 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .8 . . . . . . . . . . . . AA Right PMV Configuration Error

13 . . . . . 2 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .4 . . . . . . . . . . . . Retarder Relay Open Circuit or Shorted to Ground

13 . . . . . 3 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .5 . . . . . . . . . . . . Retarder Relay Circuit Shorted to Voltage

17 . . . . .14 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .3 . . . . . . . . . . . . Dynamometer Test Mode

17 . . . . .14 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . 9 . . . . . . . . . . . . ATC Disabled to Prevent Brake Fade

18 . . . . .13 . . . . . TCV . . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . 4 . . . . . . . . . . . . TCV Configuration Error

18 . . . . . 3 . . . . . TCV . . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . .2 . . . . . . . . . . . . TCV Solenoid Shorted to Voltage

18 . . . . . 4 . . . . . TCV . . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . 1 . . . . . . . . . . . . TCV Solenoid Shorted to Ground

18 . . . . . 5 . . . . . TCV . . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . 3 . . . . . . . . . . . . TCV Solenoid Open Circuit

22 . . . . . 7 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . 11 . . . . . . . . . . . Wheel Speed Sensors Reversed on an Axle

23 . . . . . 2 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .6 . . . . . . . . . . . . ABS Warning Lamp Circuit

(1st Digit) (2nd Digit)

ircuit

SID FMI General Bendix Blink Code Diagnostic Trouble Code Description (J1587) (J1587) Equivalent(s)

(1st Digit) (2nd Digit)

42 . . . . . 3 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . .5 . . . . . . . . . . . . SA Left PMV HLD Solenoid Shorted to Voltage

42 . . . . . 4 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . .4 . . . . . . . . . . . . SA Left PMV HLD Solenoid Shorted to Ground

42 . . . . . 5 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . .6 . . . . . . . . . . . . SA Left PMV HLD Solenoid Open Circuit

43 . . . . . 3 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .5 . . . . . . . . . . . . SA Right PMV HLD Solenoid Shorted to Voltage

43 . . . . . 4 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .4 . . . . . . . . . . . . SA Right PMV HLD Solenoid Shorted to Ground

43 . . . . . 5 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .6 . . . . . . . . . . . . SA Right PMV HLD Solenoid Open Circuit

44 . . . . . 3 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . .5 . . . . . . . . . . . . DA Left PMV HLD Solenoid Shorted to Voltage

44 . . . . . 4 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . .4 . . . . . . . . . . . . DA Left PMV HLD Solenoid Shorted to Ground

44 . . . . . 5 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . .6 . . . . . . . . . . . . DA Left PMV HLD Solenoid Open Circuit

45 . . . . . 3 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .5 . . . . . . . . . . . . DA Right PMV HLD Solenoid Shorted to Voltage

45 . . . . . 4 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .4 . . . . . . . . . . . . DA Right PMV HLD Solenoid Shorted to Ground

45 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .6 . . . . . . . . . . . . DA Right PMV HLD Solenoid Open Circuit

46 . . . . . 3 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .5 . . . . . . . . . . . . AA Left PMV HLD Solenoid Shorted to Voltage

46 . . . . . 4 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .4 . . . . . . . . . . . . AA Left PMV HLD Solenoid Shorted to Ground

46 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .6 . . . . . . . . . . . . AA Left PMV HLD Solenoid Open Circuit

47 . . . . . 3 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .5 . . . . . . . . . . . . AA Right PMV HLD Solenoid Shorted to Voltage

47 . . . . . 4 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .4 . . . . . . . . . . . . AA Right PMV HLD Solenoid Shorted to Ground

47 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .6 . . . . . . . . . . . . AA Right PMV HLD Solenoid Open Circuit

48 . . . . . 3 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . .2 . . . . . . . . . . . . SA Left PMV REL Solenoid Shorted to Voltage

48 . . . . . 4 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . .1 . . . . . . . . . . . . SA Left PMV REL Solenoid Shorted to Ground

48 . . . . . 5 . . . . . Pressure Modulator Valve . . . . .7 . . . . . . . . . . . .3 . . . . . . . . . . . . SA Left PMV REL Solenoid Open Circuit

49 . . . . . 3 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .2 . . . . . . . . . . . . SA Right PMV REL Solenoid Shorted to Voltage

49 . . . . . 4 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .1 . . . . . . . . . . . . SA Right PMV REL Solenoid Shorted to Ground

49 . . . . . 5 . . . . . Pressure Modulator Valve . . . . .8 . . . . . . . . . . . .3 . . . . . . . . . . . . SA Right PMV REL Solenoid Open Circuit

50 . . . . . 3 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . .2 . . . . . . . . . . . . DA Left PMV REL Solenoid Shorted to Voltage

50 . . . . . 4 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . .1 . . . . . . . . . . . . DA Left PMV REL Solenoid Shorted to Ground

50 . . . . . 5 . . . . . Pressure Modulator Valve . . . . .9 . . . . . . . . . . . .3 . . . . . . . . . . . . DA Left PMV REL Solenoid Open Circuit

51 . . . . . 3 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .2 . . . . . . . . . . . . DA Right PMV REL Solenoid Shorted to Voltage

51 . . . . . 4 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .1 . . . . . . . . . . . . DA Right PMV REL Solenoid Shorted to Ground

51 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . .3 . . . . . . . . . . . . DA Right PMV REL Solenoid Open Circuit

52 . . . . . 3 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .2 . . . . . . . . . . . . AA Left PMV REL Solenoid Shorted to Voltage

52 . . . . . 4 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .1 . . . . . . . . . . . . AA Left PMV REL Solenoid Shorted to Ground

52 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . .3 . . . . . . . . . . . . AA Left PMV REL Solenoid Open Circuit

53 . . . . . 3 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .2 . . . . . . . . . . . . AA Right PMV REL Solenoid Shorted to Voltage

53 . . . . . 4 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .1 . . . . . . . . . . . . AA Right PMV REL Solenoid Shorted to Ground

53 . . . . . 5 . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . .3 . . . . . . . . . . . . AA Right PMV REL Solenoid Open Circuit

55 . . . . . 2 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .2 . . . . . . . . . . . . Stop Lamp Switch Defective

55 . . . . . 7 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .1 . . . . . . . . . . . . Stop Lamp Switch Not Detected

79 . . . . .13 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . 10 . . . . . . . . . . . Tire Size Out of Range (Front to Rear)

93 . . . . . 3 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .8 . . . . . . . . . . . . PMV/TCV/Diff Lock Common Shorted to Voltage

93 . . . . . 4 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . .7 . . . . . . . . . . . . PMV/TCV/Diff Lock Common Shorted to Ground

102 . . . . . 3 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . 13 . . . . . . . . . . . Diff Lock Solenoid Shorted to Voltage

102 . . . . . 5 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . 12 . . . . . . . . . . . Diff Lock Solenoid Shorted to Ground or Open Circuit

231 . . . . . 2 . . . . . J1939 . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . .3 . . . . . . . . . . . . J1939 Engine Communications

231 . . . . .12 . . . . . J1939 . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . . 1 . . . . . . . . . . . . J1939 Serial Link

231 . . . . .14 . . . . . J1939 . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . . 2 . . . . . . . . . . . . J1939 Retarder

251 . . . . . 2 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .8 . . . . . . . . . . . . Input Voltage

51 . . . . . 3 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .2 . . . . . . . . . . . . Battery Voltage Too High

251 . . . . . 3 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .6 . . . . . . . . . . . . Ignition V oltage Too High

251 . . . . . 4 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .1 . . . . . . . . . . . . Battery Voltage Too Low

251 . . . . . 4 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .3 . . . . . . . . . . . . Battery Voltage Too Low During ABS

251 . . . . . 4 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .5 . . . . . . . . . . . . Ignition Voltage Too Low

251 . . . . . 4 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .7 . . . . . . . . . . . . Ignition Voltage Too Low During ABS

251 . . . . . 5 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . . 4 . . . . . . . . . . . . Battery Voltage Input Open Circuit

251 . . . . .14 . . . . . Power Supply . . . . . . . . . . . . . .6 . . . . . . . . . . . .9 . . . . . . . . . . . . Input Voltage Has Excessive Noise

254 . . . . . 2 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .4 . . . . . . . . . . . . ECU (12)

254 . . . . . 2 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .5 . . . . . . . . . . . . ECU (13)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .2 . . . . . . . . . . . . ECU (10)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .3 . . . . . . . . . . . . ECU (11)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .6 . . . . . . . . . . . . ECU (14)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .7 . . . . . . . . . . . . ECU (15)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . 10 . . . . . . . . . . . ECU (18)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . 11 . . . . . . . . . . . ECU (1A)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . 12 . . . . . . . . . . . ECU (1B)

254 . . . . .12 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . 13 . . . . . . . . . . . ECU (80)

254 . . . . .13 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .8 . . . . . . . . . . . . ECU (16)

254 . . . . .13 . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . .9 . . . . . . . . . . . . ECU (17)

Has Excessive Noise (Temp)

BENDIX EC-60 ABS, EC-60 ATC Introduction Manual

Specifications and Main Features

Frequently Asked Questions

User Manual