DAF CF65, CF75, CF85 Service manual

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CF65/75/85 series

CONTENTS

TECHNICAL DATA

DIAGNOSTICS

COMPONENTS

WIRING REPAIR

BATTERIES

CONNECTION OF ACCESSORIES

READING DIAGRAMS

LOCATION OF COMPONENTS

LOCATION OF CONNECTORS

ELECTRICAL SYSTEM

CHANGES IN THE ELECTRICAL SYSTEM

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ELECTRICAL SYSTEM: OPTIONS AND SPECIAL APPLICATIONS

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CF65/75/85 series Contents

TECHNICAL DATA

CONTENTS

Page Date

1. COMPONENTS 1-1 200315........................................................ ....

1.1 General 1-1 200315......................................................... ....

1.2 Tightening torques 1-3 200315................................................ ....

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TECHNICAL DATA

Contents CF65/75/85 series

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TECHNICAL DATA

CF65/75/85 series Components

1. COMPONENTS

1.1 GENERAL

Bulbs

Headlight (main beam) halogen 70 W Headlight (dipped beam) halogen 70 W Parking light spherical bulb 5 W Rear light spherical bulb 2 x 5 W Rear fog lamp spherical bulb 21 W Reversing light spherical bulb 21 W Stop light spherical bulb 21 W Direction indicator lamp spherical bulb 21 W Marker light spherical bulb 5 W Side marker light special type 3 W Combilamp: fog lamp halogen 70 W

spotlight halogen 70 W Interior lighting spherical bulb 10 and 21 W Bunk light spherical bulb 10 W Stepwell lighting spherical bulb 5 W Marker light spherical bulb 5 W Work lamp: white halogen lamp 70 W

yellow spherical bulb 35 W

Max. current and wire diameter (mm

)

Wire diameter <2m 2-4m 4-8m >8m

1 9 5 4

1.5 22.5 13.5 7.5 6

2.5 37.5 22.5 12.5 10

4 60 36 20 16

6 90 54 30 24

10 150 90 50 40

16 240 144 80 64

25 375 225 125 100

35 525 315 175 140

50 750 450 250 200

70 1050 630 350 280

95 1425 855 475 380

120 1800 1080 600 480

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Maxi

TECHNICAL DATA

Components CF65/75/85 series

Alternator NCB1

Max. current 80 A Rated voltage 28 V

NCB2

Max. current 100 A Rated voltage 28 V

Micro relay

Maximum cut in current making connection between

points 3 and 5: Maximum cut out current breaking connection between points 3 and 4:

10 A

241

E500146

2 5

5 4

Mini relay

Maximum cut in current making connection between points 30 and 87:

20 A

mum cutoutcurren breaking connection between points 30 and 87a: 10 A

Handheld transmitter CDS

Battery type (2x) CR1620, 3 V

87a

E500147

87a 87

8586

E500169

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CF65/75/85 series Components

1.2 TIGHTENING TORQUES

TECHNICAL DATA

Tightening torques

Drive pulley 80 Nm  5Nm B+ connection 15 Nm Chassis earth connection 65 Nm

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TECHNICAL DATA

Components CF65/75/85 series

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CF65/75/85 series Contents

DIAGNOSTICS

CONTENTS

Page Date

1. BATTERIES 1-1 200315........................................................... ....

1.1 Fault-finding table 1-1 200315................................................. ....

1.2 Service life 1-4 200315....................................................... ....

2. ALTERNATOR 2-1 200315......................................................... ....

2.1 Fault-finding table 2-1 200315................................................. ....

3. FAULT FINDING 3-1 200315....................................................... ....

3.1 Short circuits 3-2 200315..................................................... ....

3.2 Open circuit 3-3 200315...................................................... ....

3.3 Earthing problems 3-4 200315................................................ ....

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DIAGNOSTICS

Contents CF65/75/85 series

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DIAGNOSTICS

CF65/75/85 series Batteries

1. BATTERIES

1.1 FAULT-FINDING TABLE

SYMPTOM: NEW BATTERY HEATS UP CONSIDERABLY DURING FILLING

Possible cause Remedy

Inadequate formation because of storage in unsuitable or damp conditions over a long period

SYMPTOM: BATTERY ACID LEAKING FROM THE PLUG HOLES

Possible cause Remedy

Battery overfilled Siphon off some of the fluid

Overcharging Check the charger and repair if necessary

SYMPTOM: ELECTROLYTE LEVEL TOO LOW

Possible cause Remedy

Leaking battery Replace the battery

Excessive gas development due to charging current being set too high

SYMPTOM: RELATIVE DENSITY TOO LOW (<1.240)

STARTING TROUBLE

Possible cause Remedy

Allow to cool Charge fully Check the relative density

Check/repair the charger

Power consumer left on by mistake Charge the battery

Insufficient charging Check/repair the charger

Short circuit in the charging circuit Check the charging circuit

SYMPTOM: RELATIVE DENSITY TOO HIGH (>1.290)

Possible cause Remedy

Topped up with acid instead of distilled water Siphon off some of the fluid and top up with

distilled water If necessary, repeat this after mixing (charging)

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DIAGNOSTICS

Batteries CF65/75/85 series

SYMPTOM: STARTING TROUBLE

POOR STARTING TEST RESULT

POWER FAILS UNDER LOAD

Possible cause Remedy

Discharged battery Charge the battery

Worn battery (plates corroded and worn away) Replace the battery

Defective battery (‘dead cell’) Replace the battery

Battery too small Replace with battery of a higher capacity

Battery sulphated (plates have hardened) Replace the battery

SYMPTOM: BURNT IN BATTERY POLES

Possible cause Remedy

Terminals not securely fitted, or poor contact Have the battery poles repaired, fit the terminals

properly and replace the terminals if necessary

SYMPTOM: 1 OR 2 CELLS BUBBLE EXCESSIVELY UNDER HIGH LOADS (STARTING OR

STARTING TEST)

Possible cause Remedy

Defective cells Replace the battery

Leaking cell partition Replace the battery

SYMPTOM: BATTERY DISCHARGES VERY FAST (DOES NOT RETAIN POWER)

Possible cause Remedy

Insufficient charging Check the charging. Is the charging time (driving

time) sufficient?

Short circuit in charging circuit Check the charging circuit

Major self discharging, for example due to contamination

Battery sulphated (on examining the plates, they are found to be hard and, in some cases, whitened)

Clean the battery

Replace the battery

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DIAGNOSTICS

CF65/75/85 series Batteries

SYMPTOM: SHORT BATTERY LIFE

Possible cause Remedy

Wrong type of battery chosen (for example, in the case of tail lifts)

Often too deeply discharged Intermediate charging with rectifier

No recharging after deep discharge (white deposits)

SYMPTOM: BATTERY HOT DURING OPERATION WITH EXCESSIVE WATER CONSUMPTION

Possible cause Remedy

Overloading, or charging voltage too high Check the charger (voltage regulator)

SYMPTOM: BATTERY HAS EXPLODED

Possible cause Remedy

Fire or sparks during or just after charging Ensure good ventilation and exercise due

Short-circuiting by tools Be careful where tools are put down

Internal defect (loose connection) Replace the battery

SYMPTOM: DEFECTIVE ALTERNATOR AND/OR DIODES (RADIO AND OTHER

POLARITY SENSITIVE EQUIPMENT NOT WORKING)

Install Super Heavy Duty or semi-traction battery

Always charge the battery after deep discharge

caution as regards fire and sparks

Possible cause Remedy

Reversed battery polarity, or incorrect charging Discharge the battery and charge in the correct

direction If necessary, replace the battery

SYMPTOM: BATTERY IS INACTIVE (NO VOLTAGE)

Possible cause Remedy

Internal open circuit Replace the battery

Battery very deeply discharged Charge the battery and test it; replace if

necessary

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DIAGNOSTICS

Batteries CF65/75/85 series

1.2 SERVICE LIFE

The service life of a battery is significantly shortened if it is used ‘cyclically’. This means that the batteries are used a lot without their being charged. For example when using a tail lift, cab heater, microwave oven and a cooler box. This is why batteries in commercial vehicles and vehicles used for international transport often fail prematurely (within 1.5 years).

The battery must be charged whenever the voltage measured across the battery falls below

12.5 V. If the battery is not charged, the ‘sulphating’ process will begin. This is a chemical reaction in the battery that produces lead sulphate. Lead sulphate adheres to the battery plates and can cause short circuiting between the plates, reducing the capacity of the battery. However, most lead sulphate breaks down when the battery is recharged. If a battery is used (discharged) while it is not being charged by the alternator, short circuiting between the battery plates will occur sooner. This reduces the capacity and consequently the service life of the battery.

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DIAGNOSTICS

CF65/75/85 series Alternator

2. ALTERNATOR

2.1 FAULT-FINDING TABLE

SYMPTOM: ALTERNATOR NOT PRODUCING POWER WHEN IDLING

Possible cause Remedy

Open circuit in connection 15 on alternator Repair connection 15

Connection 15 on alternator short circuited to earth

Internal defect Replace regulator

SYMPTOM: ALTERNATOR WARNING (YELLOW)

Possible cause Remedy

Open circuit in ‘S’ connection Measure the regulated alternator voltage with as

Open circuit in ‘L’ connection Check/repair wiring

Open circuit in connection 15 Increase the engine speed to approx. 1500 rpm.

Voltage difference between ‘B+’ and ‘S’ connections is greater than 2.5 V

Voltage too low <16 V Check alternator drive. Check wiring on contact

Repair connection 15

many consumers as possible switched on and with the engine turning above idling speed

If voltage is still present, check connection 15 on the alternator

Check all contacts between alternator and batteries (contact resistances). Internal battery resistance too high.

resistances Check regulated voltage

Open circuit in voltage regulator Replace voltage regulator

SYMPTOM: ALTERNATOR VOLTAGE HIGH (RED)

Possible cause Remedy

Voltage too high >31 V Measure voltage

Internal defect Replace regulator/alternator

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DIAGNOSTICS

Alternator CF65/75/85 series

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DIAGNOSTICS

CF65/75/85 series Fault finding

3. FAULT FINDING

The following test equipment and tools can be used to trace faults.

1. The best instrument for this is a digital multimeter. This instrument can be used to measure voltages, currents and resistances avoiding reading errors, and it can be used to trace virtually any faults.

2. Many, but not all, faults are easily traced by means of warning lamps. Failures caused by poor earthing cannot normally be detected by a warning lamp or buzzer.

The most frequently occurring faults are: a. short circuit b. open circuits c. earthing problems (poor earthing due to

corrosion).

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DIAGNOSTICS

Fault finding CF65/75/85 series

3.1 SHORT CIRCUITS

A short circuit is caused by a positive wire shorting to earth somewhere. In most cases this willcauseafusetoblow. To remedy this failure, use a test lamp of approximately 70 W. First check the diagram to see which consumers are connected to the fuse in question, and then switch them all off. Remove the fuse and connect the test lamp in its place. Now switch each of the consumers on and off one by one. If the lamp comes on very brightly when a consumer is switched on, the fault is almost certainly in the wiring of that consumer. Now check the diagram to see via which connectors the consumer is connected. Now disconnect the first wiring connection (as seen from the fuse). If the lamp is still bright, the fault is between the fuse and this wiring connection.

If, however, the lamp goes out, the fault is somewhere further on in the wiring. Now reconnect the connectors and disconnect the next wiring connection. If the lamp is still bright, the failure is between these two wiring connections. However, if the lamp goes out again, the fault-finding procedure must be continued. The faulty wiring section can be found in this way.

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DIAGNOSTICS

CF65/75/85 series Fault finding

3.2 OPEN CIRCUIT

Suppose a consumer is not functioning. The fault may be in the consumer itself, or there may be an open circuit in the wiring. First switch on the consumer. Then check the consumer for voltage using a test lamp. If no voltage is found, first check whether the fuse is still intact. If there is voltage at the fuse, check the wiring from the fuse to the consumer. This means every wiring connection must be checked. Stop at the first wiring connection that has no voltage. The open circuit will be between this connection and the previous one. However, if there was a voltage at the consumer, there may still be an open circuit in the negative (earth) wiring. Check this using a test lamp. Ensure that the relevant circuit is switched on. Connect one end of the test lamp to earth and the other end to the earth connection of the component to be checked. If the test lamp starts burning, the earth connection of the component is interrupted. If the test lamp does notlight up, the earth connection will in many cases be in good condition. If both the positive and negative connections are in good order, the consumer in question must be replaced.

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DIAGNOSTICS

Fault finding CF65/75/85 series

3.3 EARTHING PROBLEMS

Earthing problems are mainly caused by corrosion between the contact surfaces of electrical connections. Earthing problems can only be detected using a multimeter (preferably digital). A digital tester is preferable because usually only a few volts will be measured and an analogue meter is generally not precise enough for this purpose. To find out whether a specific earthing point has a good earth connection, use a voltmeter to measure the voltage between the negative battery pole and this earthing point. Switch on as many consumers as possible. If there is a correct earth connection, no voltage should be found. In practice, however, a loss of approx. 0.5 volts will often be measured. If the reading is higher, the earth connection must be checked carefully. In this way, the earth connections of all consumers can be checked and measured.

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COMPONENTS

CF65/75/85 series Contents

CONTENTS

Page Date

1. GENERAL 1-1 0202............................................................ ......

1.1 Multimeter 1-1 0202....................................................... ......

1.2 Scopemeter 1-2 0202...................................................... ......

1.3 Signal measurements 1-3 0202............................................. ......

2. DESCRIPTION OF COMPONENTS 2-1 0202....................................... ......

2.1 Inductive sensor 2-1 0202.................................................. ......

2.2 Vehicle speed sensor 2-2 0202.............................................. ......

2.3 Temperature sensors 2-4 0202.............................................. ......

2.4 Fluid level sensors 2-6 0202................................................ ......

2.5 Pressure sensors 2-7 0202................................................. ......

2.6 Alternator 2-8 0202........................................................ ......

2.7 Proximity sensors 2-10 0202................................................. .....

2.8 Steering column switch 2-11 0202............................................ .....

3. DIAGNOSTICS 3-1 0202........................................................ ......

3.1 Diagnostics in electrical systems 3-1 0202.................................... ......

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COMPONENTS

Contents CF65/75/85 series

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COMPONENTS

CF65/75/85 series General

1. GENERAL

1.1 MULTIMETER

Various measurement options can be selected on the Fluke 87 multimeter.

Units of measurement

The multimeter should be set to the range for the unit of measurement required. For example, voltage range, current range, or resistance range. The units of measurement are indicated by symbols on the meter. The following symbols are used:

1. DC voltage

2. AC voltage

3. DC current

4. AC current

5. Resistance

6. Duty cycle

7. Frequency

DCV - V

ACV - V

DCA - A

ACA -A

Ohm %

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COMPONENTS

General CF65/75/85 series

1.2 SCOPEMETER

Diagnostics in modern electronic systems is becoming steadily more complex. Usingamultimeteronitsownisnotalways sufficient to diagnose a fault.

The scopemeter allows complex signals to be measured.

Practical examples of complex signals are:

- PWM signals

- signal deformation

- CAN-bus-signals

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COMPONENTS

CF65/75/85 series General

1.3 SIGNAL MEASUREMENTS

Sine--wave signal (AC voltage)

This signal changes polarity regularly in relation to the “0” line.

Frequency The frequency is shown in Hertz (Hz). The number of complete sines per second is the frequency of the signal (3 Hz in the diagram).

Voltage If the number of sines per second increases, not just the frequency increases but also the voltage.

Measuring a sine wave signal

The sine wave signal can be measured in the following ways using a multimeter:

- Multimeter in the frequency position (Hz). This measures the number of complete sines per second.

- Multimeter in the AC voltage position. This measures the average value of the supplied voltage.

Sine wave signals in the vehicle

- Wheel speed sensor output signal.

- Engine speed sensor output signal.

123

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COMPONENTS

General CF65/75/85 series

Square wave signals

Square wave signals are signals with only two voltage levels, both of which have the same duration in principle (t1 is equal to t2).

If there is a difference between the duration for the two levels (t1 is not equal to t2), the signal is also called a ”pulse train“.

Duty cycle The duty cycle is the ratio between the two voltage levels, expressed as a percentage.

x 100%

The voltage level ratio of a “pulse train” may change (for example, when the vehicle speed increases). If the number of pulses per unit of time increases, the duty cycle reading will rise.

Voltage An increase in the number of pulses per unit of time will not only lead to a higher duty cycle ratio but also to a higher mean voltage.

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COMPONENTS

CF65/75/85 series General

Measuring a square wave signal

The square wave signal can be measured in the following ways using a multimeter:

- Multimeter in the duty cycle position (%). This measures the voltage level ratio.

- Multimeter in the DC voltage position. This measures the average value of the supplied voltage.

Square wave signals in the vehicle

- Speed sensor output signal

- Vehicle speed signal to electronic units

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COMPONENTS

General CF65/75/85 series

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COMPONENTS

CF65/75/85 series Description of components

2. DESCRIPTION OF COMPONENTS

2.1 INDUCTIVE SENSOR

The vehicle has a number of inductive sensors, such as:

- wheel speed sensor

- engine speed sensor

- camshaft sensor

Recording engine speed

The engine speed is recorded via the crankshaft position sensor. The crankshaft position sensor output signal is a sine wave signal with a frequency corresponding to the number of holes in the pulse disc and the crankshaft rotation frequency. The signal is converted in the electronic unit into a message that is sent via the CAN network. The VIC sends this message to the DIP, which then activates the rev counter.

Engine speed sensor operating principles

The inductive sensor consists of a permanent magnet (1), a core (2) and a coil (3). When the inductive sensor is situated between two teeth, the lines of force of the magnetic field will run directly from the north pole to the south pole via the housing.

The moment a tooth approaches the inductive sensor, the lines of force of the magnetic field will run from the north pole to the south pole via the housing, the teeth of the toothed wheel and the core. As more lines of force are now running through the core, a more powerful magnetic field is obtained. As a result of this change in the magnetic field, an AC voltage is generated in the coil.

1 2

i400442

The value of the AC voltage generated depends on the speed of +rotation of the toothed wheel and the air gap between sensor (core) and tooth.

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COMPONENTS

Description of components CF65/75/85 series

2.2 VEHICLE SPEED SENSOR

The vehicle speed sensor has two connections for output signals. The “real-time” speed signal, generated by a Hall IC, is sent via the first connection, A data signal (bi-directional signal) is sent via the other connection, data being exchanged between the MTCO and the speed sensor. The MTCO requests data from the sensor. The sensor sends the coded data to the MTCO in sequence, and the MTCO checks the accuracy of this data. The coded signal consists of the following data:

- Serial number of the sensor

- “Master key” (the same as that of the MTCO)

- Coded speed signal

The MTCO compares the coded speed signal to the “real-time” speed signal. The MTCO sends commands and data to the sensor at 10 second intervals.

1.-+

12M

E501055

Speed data for the CAN-system is sent via MTCO-outputs A6 and A7.

Speed data for the UPEC-system and ECAS-system is sent for UPEC via output B7 and for ECAS via output B6; these are duty-cycle signals.

Duty cycle speed signal

The speed signal sent via the vehicle speed sensor to the MTCO is processed by the MTCO and sent as a message via the CAN network. The speed signal is also converted into a duty cycle signal. This signal is used by electronic units that do not receive/read the vehicle speed signal message via the CAN network. This diagram shows the linear characteristic of the duty cycle (%) in relation to the vehicle speed (V). This graph applies to all vehicle models.

50 100

V(km/h)

E501057

2-2

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CF65/75/85 series Description of components

Inspection

The duty cycle signal (square wave voltage) can be checked using a multimeter that is set to the DC voltage or duty cycle range or using a scopemeter.

COMPONENTS

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COMPONENTS

Description of components CF65/75/85 series

2.3 TEMPERATURE SENSORS

The vehicle has a number of temperature sensors, such as:

- coolant temperature sensor

- inlet air temperature sensor

- fuel temperature sensor

- ambient air temperature sensor

These sensors are temperature-sensitive resistors. Large changes in the resistance of these sensors are perceptible when the temperature rises or drops.

There are two types of temperature sensor:

- NTC resistor (Negative Temperature Coefficient).

- PTC resistor (Positive Temperature Coefficient).

NTC resistor

In an NTC resistor, the resistance value reduces when the temperature rises.

Application:

- measuring coolant temperature.

PTC resistor

In a PTC resistor, the resistance value increases when the temperature rises.

In contrast to the NTC resistor, there will be a large change in resistance within a small temperature range in the PTC resistor.

Application:

- measuring air temperature when cab heater is on

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CF65/75/85 series Description of components

Inspection

The temperature sensors can be checked using a multimeter that is set to the resistance range.

COMPONENTS

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COMPONENTS

Description of components CF65/75/85 series

2.4 FLUID LEVEL SENSORS

The vehicle has a number of fluid level sensors, such as:

- cooling system fluid level sensor

- engine oil level sensor

Coolant level sensor

The coolant level sensor consists of two microswitches (reed switches), connected in parallel with two resistors. These microswitches are influenced by a magnetic field positioned outside the sensor. If the coolant level drops, the microswitches will be closed by a float fitted with a fixed magnet.

The “alarm switch” detects that the coolant level is too low and short circuits the parallel switched resistor. The “daily inspection” switch detects that the coolant needs to be topped up and short circuits the parallel switched resistor. The VIC uses the resistance value to detect the status of the microswitches. As a result the instrument display is activated by the VIC.

Note:

The VIC will only send a message to the instruments display during the startup phase if the “daily inspection” switch is closed during the startup phase.

Engine oil level sensor

The operation of the engine oil level sensor is based on a resistance measurement. When the contact is switched on, a current is sent through the sensor from the VIC control unit for a specific period of time. Applying this current briefly in this way ensures that the sensor is properly warmed up. When the level is being measured the resistance value is influenced by the quantity of oil in the sump.

E501433

E501434

2-6

E501146

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COMPONENTS

CF65/75/85 series Description of components

Inspection

The engine oil level sensor can be checked with a multimeter set to the resistance range. The resistance value is between 20.5 and 23.5 Ohms, measured at 20_C. The maximum current strength of 200mA may not be exceeded when the resistance value is measured.

2.5 PRESSURE SENSORS

The vehicle has a number of pressure sensors, such as:

- Pressure sensor to record bellows pressure for ECAS.

- Pressure sensor on the air supply unit.

There is a diaphragm made of semi-conducting material (silicon) in the pressure sensor. When pressure is applied to the diaphragm, it will be deflected. Deflection of the diaphragm leads to a change in the resistance of the semi-conducting material.

The diaphragm is part of a what is known as a bridge circuit. Deflection of the diaphragm unbalances the bridge circuit, which changes the output signal. The output voltage is in direct proportion to the pressure applied (deflection of the diaphragm).

Inspection

The output voltage can be checked using a multimeter set to the DC voltage range.

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COMPONENTS

Description of components CF65/75/85 series

Pressure sensor for monitoring boost pressure.

Apiëzo pressure sensor is used to check the boost pressure. This sensor consists of an electronic circuit and a pressure recording element. The pressure recording element records changes in pressure; these changes in pressure are converted into an electrical voltage. The electronic circuit amplifies this voltage to create a usable output signal.

Inspection

The output voltage can be checked using a multimeter set to the DC voltage range.

2.6 ALTERNATOR

The compact alternator is a lightweight alternator with two internal cooling fans. The electronic controller also controls pre-excitation of the alternator. The function of the exciter diodes has also been taken over by the controller. The alternator generates high currents in the lower speed range.

B connection to terminal 30 on the starter

motor 18 voltage after ignition S sens connection on the controller L connection to VIC

B connection

The alternator has two B+ connections that are connected to each other internally. B+1 is connected to terminal 30 on the starter motor. B+2 is NOT connected. B- (earth) is connected to the alternator housing.

i 400441

2-8

E501373

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COMPONENTS

CF65/75/85 series Description of components

Connection 15

When the ignition has been turned on (contact made), power is supplied to the alternator via connection 15 (1010). The controller uses this power to activate pre-excitation (self-energising). If there is an open circuit in this connection, the alternator will not produce any power until it reaches a speed of about 5000 rpm. This corresponds to an engine speed of around 1500 rpm. The alternator will energise itself when it reaches this speed.

Sens connection

The sens connection can be used to compensate for voltage losses in B+. There are voltage differences between the alternator and the battery. Voltage regulation can be improved if these voltage variations can be controlled. The sens connection is connected to terminal 30 on the starter motor.

L connection

The L connection is connected to the VIC electronic unit. This connection is used to activate a fault message in the master display via the VIC, if necessary.

L voltage high: no fault L voltage low: fault

The following faults can be detected via the “L” connection:

- Voltage too low (< 16V)

- Open circuit in connection 15 (1010)

- Open circuit in “S” connection

- Open circuit in “L” connection

These faults are indicated by the yellow “Alternator fault” warning.

Too high a voltage (red warning) can be recognised by too high a voltage (>31 V) on the VIC electronic unit.

L 15 S

E501129

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COMPONENTS

Description of components CF65/75/85 series

2.7 PROXIMITY SENSORS

The vehicle has a number of proximity sensors, such as:

- sensor under the clutch pedal for engine

management

- cab lock sensor

- mechanical rear axle lifting-gear

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Inductive proximity sensor

An alternating electromagnetic field is generated by a pulsating current in a coil (oscillation). If a metal object is introduced into the electromagnetic field, eddy currents will occur in that metal object. These eddy currents will “damp” the magnetic field in the coil, so that the current in the coil changes. This change results in an output voltage.

Inspection

Placing a metal object in front of the sensor (inductive sensor) makes it possible to check the output voltage using a multimeter set to the direct voltage range.

E500551

2-10

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COMPONENTS

CF65/75/85 series Description of components

2.8 STEERING COLUMN SWITCH

The steering column switches in the CF vehicle series have been re-designed. Both the design and the functionality have changed. The advantages of the new switches are:

- They are short-circuit proof

- Use of reed switches ensures a longer

service life

- The intarder function has been integrated

into the right hand switch; consequently there are two switches on the steering column

- All cruise-control and engine speed control

functions have been integrated into the right hand steering column switch

SET

2 1

OFF

LIM

SET

RES

E501135

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COMPONENTS

Description of components CF65/75/85 series

There are always two stalks on the steering column.

The left hand stalk has one model. Its functions are:

- Left/right direction indicator

- Main/dipped beam

- Horn

- Windscreen wiper speed/intermittent/wash

The right hand stalk has two models:

- With intarder function

- Without intarder function

The functions of the right hand stalk are as follows:

Model 1: Cruise control function (speed up/slow down/memory) Engine speed control (speed up/slow down/fixed speed PTO)

Model 2: Same functions as version 1 Intarder intarder/V-constant function

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COMPONENTS

3. DIAGNOSTICS

3.1 DIAGNOSTICS IN ELECTRICAL SYSTEMS

DAVIE XD is used to carry out diagnostics. This tool has a two-channel scope and a multimeter function. DAVIEXDisalsousedtoreaddatafrom electronic systems. When a fault arises, it offers the option of selecting a ”guided” diagnosis that goes through a series of measurement steps to help locate the cause of the problem.

Refer to the user manual for a full description of the operation and capabilities of DAVIE XD.

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Diagnostics CF65/75/85 series

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CF65/75/85 series Contents

CONTENTS

Page Date

1. GENERAL 1-1 200315............................................................ ....

1.1 Connector 1-1 200315....................................................... ....

1.2 Contact 1-2 200315.......................................................... ....

1.3 Contact kits 1-3 200315...................................................... ....

2. REMOVAL AND INSTALLATION 2-1 200315......................................... ....

2.1 Removal and installation, connectors 2-1 200315................................ ....

2.2 Removal and installation, contacts 2-2 200315................................... ....

2.3 Fitting contacts to electrical wires 2-8 200315................................... ....

2.4 Fitting a SCAT seal 2-15 200315................................................ ...

2.5 Fitting an electrical buffer connection 2-16 200315................................ ...

2.6 Removal and installation, earth wire 2-19 200315................................. ...

2.7 Repairing CAN network wiring 2-20 200315...................................... ...

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Contents CF65/75/85 series

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CF65/75/85 series General

1. GENERAL

The increasing application of electronics in vehicles means a much broader range of connectors, contacts and wiring is being used. Be sure to pay special attention to this during repairs, so as to avoid unnecessary faults.

1.1 CONNECTOR

A connector is a removable connection between two or more electrical wires or components. The female contacts are on one side and the male contacts on the other side. This way they can be connected and disconnected. The connector should protect the contacts against unwanted electrical connections and external influences. It also ensures the proper connection of the applicable contacts.

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1.2 CONTACT

A connector has one or more contacts. These contacts are available in various sizes and models. However, they all have the same design:

The mating part (1) enables the electrical connection between the contacts. The contact press part (2) is the electrical connection between the stripped part of the wire and the contact. The relief part (or pull relief) (3) relieves the contact press part from mechanical wear. The insulation relief is placed over the insulating sheath and/or the SCAT.

With contacts, three dimensions are important: the diameter (1) of the wire to be connected, the size of the contact press part (2), which is linked to the wire diameter, and the size of the mating part (3).

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1.3 CONTACT KITS

Contact kit A

Contact kit A (DAF No. 0694960) is available for the contacts, except SCAT contacts and micro-timer contacts.

There is a sticker on the inside of the kit to facilitate selection of the contact, contact crimping tool and ejector tool.

At the top the DAF no. of the contact is shown. Roman numerals I and II, shown below the illustrations, refer to the contact crimping tool to be used. The numeral or letter added to Roman numeral I or II indicates the hole in the contact crimping tool in which the contact is to be placed. Roman numerals III to VII refer to the type of ejector tool to be used for removing the contact from the connector. The information at the bottom refers to the core section suitable for the contact.

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General CF65/75/85 series

Contact kit B

Additional contact crimping and ejector tools are required for SCAT contacts and for micro-timer contacts. Contact kit B (DAF No. 1240065) is available for this purpose. There is a sticker on the inside of the kit to facilitate selection of the contact, contact crimping tool and ejector tool (to be used in the same way as for contact kit A).

Note:

The proper ejector and the proper contact crimping tool for each contact can also be found through ‘Parts Rapido’.

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CF65/75/85 series Removal and installation

2. REMOVAL AND INSTALLATION

2.1 REMOVAL AND INSTALLATION, CONNECTORS

Unlocking the connectors

The connectors can often be locked with one another or with a component. They can be divided into:

A. Active locking.

This means that the lock must be activated. With this type a lock must often be pressed.

B. Passive locking.

Opens when the parts are pulled apart with a certain force.

Two connectors in one housing

These connectors consist of two separate connectors. To remove the contacts first remove the connectors from the connector housing. Push the locking lip aside before removal. The connector can then be slid out of the connector housing.

E501480

Examples:

- Connector for VIC electronic unit

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2.2 REMOVAL AND INSTALLATION, CONTACTS

Contact lock

There are various types of contact locks. A few examples are given below. When a lock is applied, individually for each contact, this is called a primary lock. An extra general lock for several contacts in a connector is a secondary lock.

Primary contact lock

To keep an individual contact in the connector in place, a contact is often furnished with one or more locking bolts. This is a primary lock. These locking bolts should never be damaged, with a view to pressing and ejecting the contacts.

E501481

Secondary contact lock

This type of lock is normally used on 2 and 3-row connectors. For connectors (1) with a locking lip (2) first remove the lip before removing the contacts. This is a secondary lock. The locking lip is on the side of the connector and can usually be recognised from a colour that is different from the colour of the connector. The lip is removed entirely. Now the contacts can be removed using the proper ejector tool by unlocking the primary lock.

Examples:

- Cab connectors

- Electronic unit connectors

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The contacts may also be locked secondarily by the lower part of the connector. After tilting this lower part, the contacts can be removed by unlocking the primary lock using the proper ejector tool. This type of lock is used only on 2-row connectors.

Examples:

- MTCO connector

E501497

A different type of secondary lock is formed by two sliding parts of the connector. The upper half (on the wire insert side) and the lower half form the extra contact lock.

To unlock this secondary contact lock the upper half of the connector must be pushed away slightly in the direction of the arrows on the connector housing. The contacts can then be removed from the connector using the proper ejector tool.

After any installation of wires with contacts, the connector must be pressed into the lock again. If this is not done it will not fit into the counterpart.

1581471361251141039 1581471361251141039

2 1 2 1

E500475

Application examples:

- Connector, CDS electronic unit

- Connector, ECAS-2/3 electronic unit

- Connector for UPEC electronic unit

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Ejecting contacts

For repair or extension of the wiring a contact may have to be replaced or added. Using special ejector tools a contact can be removed from the connector without being damaged. For the proper ejector tools, see ‘Parts Rapido’.

1. Push the wire with contact forwards (1). The

locking bolt (2) is now free from the connector (3).

2. Push the proper ejector tool (4) into the

front of the connector. This will push the locking bolt (2) down.

3. The contact can now be removed by gently

pulling the wire.

Note:

If the wire is pulled before the ejector tool pushes the locking bolt down, the contact will only be fixed in the connector even more.

Contacts are also used in which the locking bolt (2) is on the rear of the connector (3).

1. Pull the wire and contact backwards (1).

The locking bolt (2) is now free from the connector (3).

2. Push the proper ejector tool (4) into the

back of the connector. This will push the locking bolt (2) up.

3. The contact can now be removed by gently

pushing the wire forwards.

Note:

Here the locking bolt works exactly the opposite to the usual connectors.

E501482

Application examples:

- EMAS pressure sensor connector

- Accelerator sensor connector, CF series /

XF series

For each contact a specific ejector tool is required. The proper ejector tool for each contact can be found through ‘Parts Rapido’.

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An MQS (Micro Quadlock System) contact lock

Before the contact can be removed, the lock must be unlocked with a needle-shaped object.

1. First press the lock at the end of the

connector (1). At the same time gently pull the wire (2) until resistance is felt.

2. Then press the second lock (3) and again

gently pull the wire (2).

3. The contact can now be removed from the

connector.

Note:

This type of contact is locked twice and must therefore be unlocked twice.

Application examples:

- Connector for VIC electronic unit

Removing contacts from the Bosch 89-pin connector

To remove a contact from this connector proceed as follows:

E501486

1. Fold the protective cover around the wiring

harness down by pushing the lock outwards.

2. Now push the two outer halves of the

protective cover outwards and then upwards. The protective cover can now be removed.

3. The pink secondary contact lock (1) must

be slid to the centre of the connector to enable the contacts to be removed.

4. The contacts can now be removed using

the proper ejection tool.

Note:

The larger contacts are locked with four locking bolts. The smaller contacts are locked with two locking bolts. Always unlock the locks when adding contacts!

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Fitting the Bosch 89-pin connector

When refitting the protective cover, ensure that the siphon and slide are both in the ‘unlocked’ position. If they are not, the connector, when fitted, will not be locked correctly on the electronic unit. As a result, the contact between the connector and the electronic unit may be bad.

Application examples:

- Connector, ECS-DC3 electronic unit

E501498

Removing 39-pin connector contacts

1. Loosen union G.

2. Push pressure ring H and seal K back

slightly over the wiring.

3. Then eject the contacts from connector

housing F using a special ejector tool from contact kit A or B.

Fitting 39-pin connector contacts

1. Fit union G, pressure ring H over the wiring.

2. Fit new contacts to the wires using the

correct tool.

3. Insert the wires and contacts through

seal K.

4. Press the contacts to their definitive

positions in connector housing F.

5. Press seal K against connector housing F.

6. Position pressure ring H so that the two

ridges on the side of connector housing F fall into the pressure ring recesses.

7. Tighten union G by hand.

Note:

- Pressure ring H has contact numbers (their

purpose is to enable the contacts to be positioned correctly). These contact numbers must be in the same position as the contact numbers on the connector housing.

- When an incorrectly positioned wire is

removed the seal will leak. If a new wire is not inserted a sealing plug should be fitted.

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Removing contacts from 39-pin connector counterpart

1. Loosen end union nut A and tapered

coupling nut B and push these as far as possible back over the insulation pipe.

2. Push pressure ring H and seal K as far as

possible back over the wiring harness.

3. Push union E back over the wiring harness.

4. Carefully remove the sealing ring (2).

5. Carefully loosen the locking lugs (3) in

connector housing F.

6. Remove centring sleeve D from connector

housing C.

7. Then eject the contacts from connector

housing C using a special ejector tool from contact kit A or B.

Fitting contacts in 39-pin connector counterpart

1. Push end union nut A and tapered coupling

nut B as far as possible back over the insulation pipe.

2. Fit the centring sleeve D in connector

housing C so that all openings are positioned opposite each another.

3. Check that all locking lugs (3) are

positioned in the lock openings (1).

4. Insert the wires without contacts through

pressure ring H and seal K.

5. Fit new contacts to the wires using the

correct tool.

6. Feed the cable harness through tapered

coupling nut B.

7. Press seal K against connector housing C.

8. Position pressure ring H so that the two

ridges on the side of connector housing C fall into the pressure ring recesses.

9. Press the connector pins into their correct

positions in connector housing C.

10. Fit sealing ring (2) around centring sleeve D

and press it until the stop of connector housing C.

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Note:

- When carrying out the last two steps it is

important not to twist the cable harness as this can lead to serious damage (wire breakage).

- Tighten the respective union nuts by hand.

Do not use tools (pliers) to do this.

11. Screw tapered coupling nut B onto

connector housing C.

12. Screw end union nut A (with insulation pipe)

onto tapered coupling nut B.

2.3 FITTING CONTACTS TO ELECTRICAL WIRES

The increasing application of electronics in vehicles means a much broader range of connectors, contacts and wiring is being used. The result of this is that more attention has to be paid to making and repairing connections. The following criteria should be taken into account:

1. Wires with a reduced insulation thickness,

with retention of the mechanical properties, for use with core sections from 0.5 to

2.5 mm

2. Wires with a normal insulation thickness, for

use with core sections from 4 to 120 mm

3. Wires for various temperature ranges:

T1: from --40_Cto+70_C (in cab and chassis) and T2: from --40_C to +100_C (in engine compartment and gearbox)

Note:

In view of the mechanical strength required, the minimum permissible core section is 1 mm with the exception of cab wiring. At certain points this may be 0.5 mm

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To ensure the reliability of systems and connections, the following points should be observed when repairs or extensions are made to the wiring:

A. Always choose the following:

- the correct type of contact

- the correct wire diameter for the contact used

- the correct type of contact material (tin-plated, silver-plated or gold-plated)

B. Use the right tool for the job. Wire ends are

always clamped to a contact. Special crimping tools have been developed for this purpose.

Note:

Connections will only be reliable if these crimping tools are used and the contact is fitted in the correct hole.

C. Strip the correct length of wire. Always use

stripping pliers. Theruleofthumbis: stripped length = length of shrink-sleeve + 1 mm.

Make sure that the core is not damaged during stripping or problems may occur after some time.

Note:

A good connection will only be obtained if points A, B and C are complied with. This implies that both the copper core and the insulation are firmly clamped in place.

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Crimping wire to a contact

Choose the right crimping tool and place the contact in the correct hole.

Note:

The proper crimping tool for each contact can be found through ‘Parts Rapido’.

The contact may never be in a twisted, slanting or slid position (X) in the press clamp opening.

E501500

1. Place the wire in the contact.

2. The stripped wire part, the copper conductor must be in the contact press part (1). The wire insulation must be in the relief part (2).

3. Check again whether the wire is in the correct position in the contact (1 and 2) and press the contact press part (3 and 4) together.

4. Do not interrupt the contact pressing before the tool is completely compressed in the end position. Only then is full contact pressure reached and the tool can be opened.

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Copper connection

1A. Wire diameter too large 1B. Wire diameter too small 2A. Crimp height too great (hole in crimping

tool too large)

2B. Crimp height too small (hole in crimping

tool too small) 3A. Asymmetric crimping 3B. Asymmetric crimping

4. Proper contact crimping

S = material thickness x = cracking

1A. There is a risk that copper

conductors could stick out, which would adversely affect the fixed position of the other copper conductors. This may result in a short circuit and loose contact.

1B. The contact may crack and the

copper conductors may not be sufficiently fixed in the contact.

Hmax=S

Bmax=1/2S

2A. Copper conductors are not

sufficiently fixed in the contact. The wire will come loose of the contact.

2B. The contact will be damaged. The

contact may crack after some time and the wire will then come loose from the contact.

3A and B The contact will be damaged and the

copper conductors are not fully fixed in the contact. The wire may come loose. The height of any bulge on the contact may not exceed the material thickness of the contact. The width of this bulge may not exceed half the material thickness.

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Insulation connection

Different types of crimping are allowed:

1. Normal crimping; the two sides of the relief part fully engage the insulation.

2. Double crimping; two wires are clamped in one contact.

3. Overlap crimping; the two sides of the relief part engage one another slightly.

4. Double overlap crimping; two wires are clamped in one contact, the two sides of the relief part engaging one another slightly.

A. If the insulation connection is correct, the

wire is clamped in the relief part with the correct pressure and the insulation is not broken.

B. If the contact pressure is too high the

insulation could break, possibly causing a short circuit. This may for instance be caused by:

- using the wrong crimping tool

- using an improper hole in the crimping

tool (too small)

- a defect in the crimping tool delaying

the interruption of the contact pressing.

C. If the contact pressure is not sufficient the

insulation may not be clamped and the wire may come loose. This will interrupt the electrical connection but may also result in a short circuit. This may for instance be caused by:

- using the wrong crimping tool

- using an improper hole in the crimping

tool (too big)

- interrupting the contact pressing

prematurely.

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BAC

E501511

1. Normal crimping A. Good insulation connection

2. Double crimping B. The insulation is broken

3. Overlap crimping C. The insulation is not secured

4. Double overlap crimping

With double crimping the thinnest wire is always at the bottom.

A connection can be checked by gently pulling thewireafterthecontactisplacedinthe connector. The lock of the locking bolt in the connector should then be felt.

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Examples of wire-contact connections

A. Wire not sufficiently slid forwards.

The wire is not sufficiently slid forwards to ensure a proper current transfer and pull relief.

B. Stripped part of the wire too short.

The stripped part of the wire is too short to ensure a proper current transfer whereas a part of the insulation is clamped underneath the contact press part.

C. Wire too far backwards.

If the stripped part of the wire is too long and the wire is placed correctly relative to the contact press part, the pull relief will cover too little of the wire.

D. Wire too far forwards.

If the stripped part of the wire is too long and the wire is placed correctly relative to the pull relief, the copper conductors at the front will stick out too far past the contact press part.

E. Copper conductors not clamped.

Copper conductors not clamped may cause a short circuit to other wires nearby.

F. This is a correct connection.

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2.4 FITTING A SCAT SEAL

SCATs are used in places where wires are exposed to heavy conditions (environment or application of the vehicle), with the risk of water entering the connector.

The SCAT seal, which is made of silicone, prevents corrosion inside the connector and keeps the seal properties intact in the event of temperature changes.

The SCAT seal is pressed around the wire with the relief part of the contact.

The SCATs are available in various colours and sizes.

1. Select the right SCAT for the wire, contact and connector.

2. Slide the SCAT onto an unstripped wire (A).

3. Slide the SCAT far enough onto the wire and strip the wire to the proper length (B).

4. Slide the SCAT back to the tip of the stripped wire so that the copper just sticks out of the SCAT (C).

5. Place the contact in the proper manner (D) around the SCAT (2) and the stripped wire (1).

6. Now crimp the contact around the SCAT and the wire using the proper crimping tool.

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2.5 FITTING AN ELECTRICAL BUFFER CONNECTION

A buffer connection is made when at least two wire ends must be connected to one another. This may be required because of a wire repair or if a wire is to be added to a connection.

Note:

When adding a new wire to an existing wire, both wires must be of the same thickness. If part of the existing wire is to be removed, try to make sure that the wire number can still easily be found on the wire.

The contact crimping part (1) is the electrical connection to the stripped wire part. The central stop (2) is a limiter, preventing the wire to be connected from being inserted too far. The insulation is a crimp insulating sleeve with glue layer (3), which, after heating by a blow drier, will offer protection against unwanted electrical contact and corrosion.

There are three different buffer connectors available: red, blue and yellow. Depending on the wire thicknesses to be connected (and possibly the number of wires to be connected) a specific colour must be used.

- red diameter 0.25 - 0.75 mm

- blue diameter 1.0 - 2.5 mm

- yellow diameter 4.0 - 6.0 mm

Connecting more than two wires to one another is not recommended. The glue layer of the crimping insulation is not sufficient to seal all resulting gaps. So this is certainly not permitted outside the cab.

2 2 2

11 32

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It is very important to carry out contact crimping in the correct way to prevent electrical faults. For cold fusion a contact crimping tool is required. This tool creates a cold fusion between wire and buffer connector.

E501491

Fitting the contact crimp connector

1. Select the right buffer connector for the wires to be connected.

Note:

Ifthreewiresofthesamediameterhavetobe connected after all, choose a buffer connector that is the same diameter as two of the wires. The single wire on the other side must be stripped to double length and folded double. Thesameapplieswhenawireisusedonone side that is twice the diameter of the other.

2. Strip the wire to a length of 4 to 5 mm.

Note:

The stripped wire end may not be twisted.

3. Choose the proper contact crimping tool on the basis of the buffer connector and wire diameter, and check the holes to be used.

4. Place the buffer connector in the hole of the tool and clamp it gently so the buffer connector will remain in the hole.

5. Slide the stripped wire ends into the side of the buffer connector that is engaged by the contact crimping tool.

Note:

The wire insulation may not be slid into the contact part of the buffer connector.

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6. Compress the contact crimping tool: Do not interrupt the contact crimping before the tool is completely compressed to the end position. Only then is full contact crimping completed and the tool can be opened.

7. Repeat this for the other ends of the buffer connector.

8. Check the contact crimping for damage and pull the wires to ensure they are properly fixed.

Note:

Improper contact crimping means a bad connection, which may cause failures.

Avoid breathing in the vapours produced when heating the crimping insulation.

9. Heat the crimping insulation to fix it properly to the wire insulation. Ensure that the insulation does not get burnt. If the insulation gets burnt it will become brittle and easily break or crack.

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2.6 REMOVAL AND INSTALLATION, EARTH WIRE

When a failure occurs in an electrical system, one of the first things to be checked is the earth connection, with particular attention being paid to earth connections on the chassis.

Points for special attention when checking earth connection on chassis

If an earth connection has been removed and is being re-installed, pay attention to the following:

- The bolt, nut, earth strip and washers must be cleaned (e.g. using a steel brush or sand paper). If a component is corroded, it must be replaced by a new one.

- Clean all dirt and paint from the area around the engine/chassis earth connection on both sides of the chassis member so that the bare metal is visible.

- Clean all dirt and paint from the area around the battery/chassis earth connection on the inside of the chassis member so that the bare metal is visible.

- On the earth strip side, the cleaned area must be larger than the contact area of the earth strip.

E501495

- On the nut side, the cleaned area must be larger than the contact surface of the nut.

- After fitting the earth connection, a protective zinc primer should be applied to both sides of it and it should be painted.

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2.7 REPAIRING CAN NETWORK WIRING

When repairing or replacing the CAN wiring, the original twisted lengths and diameters of the wiring must be taken into consideration. A 10% tolerance in the twisted length of the wiring is permitted. Winding density 40-50 turns/m.

When repairing the wiring, the winding density must be maintained, with the provision that it is permissible for the wiring at the point of repair to have no twists over a maximum length of 60 mm. When the wiring is being repaired, it must be secured in a wire tie at the end and in the middle.

Replacing CAN wire

1. Measure the length of the original wire when untwisted.

2. Measure the diameter of the original wire. Always take a wire of the same diameter or, if this is not available, of the next size.

3. Preferably choose a wire of the same colour as the original wire.

4. Follow the routing of the original wire and install the wire in the original way.

Max. 60mm

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BATTERIES

CF65/75/85 series Contents

CONTENTS

Page Date

1. SAFETY INSTRUCTIONS 1-1 0202............................................... ......

1.1 Batteries 1-1 0202......................................................... ......

1.2 Battery charging 1-2 0202.................................................. ......

2. CHARGING BATTERIES 2-1 0202................................................ ......

2.1 General 2-1 0202......................................................... ......

2.2 Methods of charging 2-3 0202............................................... ......

3. STORAGE OF BATTERIES 3-1 0202............................................. ......

3.1 General 3-1 0202......................................................... ......

3.2 Storage up to four weeks. 3-1 0202.......................................... ......

3.3 Storage for more than four weeks 3-2 0202................................... ......

4. CHECKING BATTERIES 4-1 0202................................................ ......

4.1 Visual inspection 4-1 0202.................................................. ......

4.2 Checking the charging condition 4-1 0202.................................... ......

4.3 Checking using a battery tester 4-3 0202..................................... ......

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Contents CF65/75/85 series

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BATTERIES

CF65/75/85 series Safety instructions

1. SAFETY INSTRUCTIONS

1.1 BATTERIES

- The sulphuric acid in the batteries is an aggressive and poisonous liquid. While working on batteries, wear protective clothing, gloves and safety goggles. In case of contact with clothes, skin or eyes, wash immediately with copious amounts of water. Consult a doctor in case of contact with the eyes or skin.

- Always remove the earth lead first before working on batteries. When connecting battery leads, always connect the earth lead last.

- Always handle batteries carefully and hold them upright.

- When topping up batteries, never allow the electrolyte level to rise more than 10 mm above the plates or above the level indicator.

- Never put tools or other materials, which could accidentally short circuit the battery poles, down on the batteries or in the vicinity of batteries. Short-circuited battery poles may cause the battery to explode.

- Secure the batteries well after completing the work, but not too tightly.

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Safety instructions CF65/75/85 series

1.2 BATTERY CHARGING

- An explosive gas mixture may be released during battery charging. Only charge batteries in a well-ventilated area.

- Never smoke or allow naked flames or sparks in the vicinity of the battery.

- Allow frozen batteries to thaw before charging.

- Switch the charger off before the leads to the battery are disconnected.

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BATTERIES

CF65/75/85 series Charging batteries

2. CHARGING BATTERIES

2.1 GENERAL

- A battery may only be charged using DC current. Connect the positive pole of the battery to the positive terminal (+) of the charger, and the negative pole of the battery to the negative terminal (--) of the charger. The cell sealing plugs may remain on the battery during charging (with the exception of fast charging). The cell voltage will rise during charging. This increase in voltage depends on the charging current applied and the temperature. During normal charging, the cell voltage will rise from about 2 volts/cell to about 2.65 volts/cell. If a charging voltage of about 2.35 to 2.4 volts/cell (about 14.2 volts in a 12V battery) is exceeded, this will initiate active gas development. As a consequence of the rise in voltage during charging, the charging current will gradually fall, as a rule. Overcharging will reduce the service life of a battery.

- If the charging of the battery is continued after it has been fully charged (even with a low current), this will lead to corrosion (corrosive attack) of the grids of the positive battery plates. This type of wear leads to premature redundancy of the battery. Depending on the capacity of the charger, the normal charging time is between 8 and 15 hours. If during charging, the temperature of the battery acid exceeds 55_C, charging should be stopped. High temperatures reduce the service life of the battery.

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Charging batteries CF65/75/85 series

- A battery should be considered to be charged when the charge voltage stops rising for a period 2 hours and the acid density (relative density) has reached the nominal value (for example 1.28 kg/dm and it rises no further.

- A charged battery must be used immediately. If this is not possible, maintain the battery as described in the “Storage of batteries” section.

- A discharged battery must be charged as soon as possible. If a discharged battery is not recharged, the battery plates may become sulphated (i.e. they may become hard), which will lead to permanent loss of capacity.

)

- Never disconnect the battery terminals when the engine is running to prevent damage to electronic components.

- Connect the positive lead (+) of the battery charger to the positive terminal (+) of the battery first and then the negative lead (--) to the negative terminal (--).

- Switch off the battery charger before disconnecting the battery charger leads, to avoid sparking and to eliminate the risk of explosion.

- To disconnect, release the negative terminal (--) first and then the positive terminal (+).

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BATTERIES

CF65/75/85 series Charging batteries

2.2 METHODS OF CHARGING

Always disconnect the battery terminals before charging.

Normal charging

- Normal charging is done to partially or fully restore discharged batteries to full capacity. In most cases, a charging current of

/10of the capacity is selected.

- It is important to reduce the charging current during gas development and to switch the charger off when the battery is charged.

Fast charging

- With this method, multiples of the normal charge current (approx. 3 to 5 times) are used to achieve an acceptable charge condition in the shortest possible time.

/20to

- Before fast charging, remove the battery leads to prevent damage to the electronic components.

- Remove the cell sealing plugs so that the released gases can easily escape.

- To prevent overcharging, switch to a lower charging current when the cell voltage is reached (2.35 to 2.4 volts/cell).

Note:

If possible, avoid fast charging. Only use it in exceptional cases. Fast charging causes battery overloading, which reduces the service life of the battery.

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BATTERIES

Charging batteries CF65/75/85 series

Buffer charging

- With this method, the consumer and the charger are both connected to the battery. The charger delivers sufficient current to ensure that the battery remains virtually fully charged. The battery will deliver peak currents to the consumer.

- Buffer charging is best done at a constant (stabilised) voltage.

Trickle charging

- A fully charged battery that is not used for some time, will start to discharge of its own accord. It may discharge at a rate of 0.1% to 1% per day. Trickle charging compensates for such discharges.

- The charging current for trickle charging should be around 0.1 A per 100 Ah.

2-4

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BATTERIES

CF65/75/85 series Storage of batteries

3. STORAGE OF BATTERIES

3.1 GENERAL

Before storing batteries, take the following steps:

1. Remove the battery terminals.

2. Clean the battery terminals and top of the batteries.

3. Grease the battery terminals with petroleum jelly.

4. Check the charging condition of the batteries, and charge them if necessary. See section “Checking batteries”.

5. Check the electrolyte level; this should be approx. 10 mm above the plates or up to the level indicator, if present. If necessary, top the batteries up with distilled water.

3.2 STORAGE UP TO FOUR WEEKS.

If batteries (whether as separate units or fitted in a vehicle) are not going to be used for an extended period of time not exceeding four weeks, the following measures should be taken:

1. Do not connect the battery leads to the batteries.

2. Check the charging condition of the batteries regularly, particularly if the batteries are stored in low temperature conditions. See section “Checking batteries”. If the voltage falls below 12.4 volts, or if the relative density of the electrolyte in one or more of the cells is less than 1.23 kg/dm the battery must be charged.

Note:

The lower the relative density of the electrolyte, the higher the risk of the battery freezing.

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BATTERIES

Storage of batteries CF65/75/85 series

3.3 STORAGE FOR MORE THAN FOUR WEEKS

If the batteries will not be used for more than four weeks, the following measures should be taken:

1. Remove the batteries from the vehicle and store them in a frost-free, dry, cool and well-ventilated room.

2. Check the charging of the batteries regularly, at least once every four weeks. See section “Checking batteries”. If the voltage falls below 12.4 volts, or if the relative density of the electrolyte in one or more of the cells is less than 1.23 kg/dm the battery must be charged.

3. Limit the storage period to a maximum of three months. The longer the period of storage, the greater the permanent loss of capacity.

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BATTERIES

CF65/75/85 series Checking batteries

4. CHECKING BATTERIES

4.1 VISUAL INSPECTION

- A white dividing line at1/3of the plate height (this can be seen through transparent battery boxes) indicates that the battery has been left in a deeply discharged condition.

- If the electrolyte is brown and the battery consumes a lot of fluid, this indicates that the battery is overcharged.

- If the electrolyte is turbid and milky and the cells have a white deposit, the battery has become damaged due to insufficient charging (deep discharge).

4.2 CHECKING THE CHARGING CONDITION

Relative density

- The charging and discharging of the battery leads to a chemical reaction in the battery, which involves sulphuric acid. The sulphuric acid concentration drops as the battery discharges. The concentration, measured as relative density (kg/dm determining the charging condition of the battery.

- An acidimeter can be used to check the charging condition.

Relative density at 27_C in kg/dm Charged battery : 1.28 Half-charged battery : 1.20 Discharged battery : 1.10

- Measurement corrections are necessary if temperatures are significantly lower or higher. For every 10_C lower temperature, subtract 0.007 points from the measured value. For every 10_C higher temperature, add 0.007 points. In batteries that are in good condition, the relative density should be the same in all the cells. The difference between the highest and lowest relative density must not exceed 0.03 kg/dm

) is a useful indicator in

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BATTERIES

Checking batteries CF65/75/85 series

Note:

If the relative density in one of the cells is much lower than in the other cells it may be caused by cell closure. If the relative relative density of two adjacent cells is much lower than in the other cells, this indicates a leakage in the cell partition. In both cases, the battery must be replaced.

Voltage

- The charging condition of the batteries can be measured using a sensitive, preferably digital voltmeter. This method can only be used 1 to 2 hours after full completion of charging or discharging. Measure the absolute rest voltage (the positive and negative terminals of the battery must be removed). The charging condition of the battery can be calculated using the formula: Voltage per cell = relative density (kg/dm

For example: For a fully charged battery, the relative density per cell is 1.28 kg/dm per cell is therefore 1.28 + 0.84 = 2.12 V. A 12V battery has 6 cells. The total voltage for a charged battery is 6 x 2.12 = 12.72 V. The voltage of a half-charged battery is approx. 12.24 V. The voltage of a discharged battery is approx. 11.75 V.

)+0.84.

. The voltage

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BATTERIES

CF65/75/85 series Checking batteries

4.3 CHECKING USING A BATTERY TESTER

- The general condition of the battery can be checked quickly using a battery tester. For this check, a load is applied to the battery, and then the discharge voltage at the battery terminals is measured. The load applied to the battery must be at least 3 times the capacity of the battery.

- As a rule, the test can be carried out when the battery is sufficiently charged (relative density 1.25 - 1.28 kg/dm At normal temperatures (10-20_C), the charging voltage for a properly charged battery must be 10 volts after 10 seconds. In the case of a partially discharged battery (relative density 1.25 kg/dm should be at least 9 volts. It is important that the voltage is measured directly at the battery poles.

), the reading

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BATTERIES

Checking batteries CF65/75/85 series

4-4

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CONNECTION OF ACCESSORIES

CF65/75/85 series Contents

CONTENTS

Page Date

1. CONNECTION OF ACCESSORIES 1-1 200332....................................... ....

1.1 Spare wires 1-1 200332...................................................... ....

1.2 Dashboard lead-through connectors, general 1-3 200332......................... ....

1.3 Overview of the dashboard lead-through connector functions 1-4 200332............ ....

1.4 Connection of accessories via the accessories connector 1-8 200332............... ....

1.5 Dashboard lead-through connector for superstructure functions

application connector 1-12 200332.............................................. ...

1.6 Dashboard lead-through connector for engine speed control

application connector 1-15 200332.............................................. ...

1.7 Dashboard lead-through connector for chassis wiring

application connector 1-17 200332.............................................. ...

1.8 Overview of connection points in roof console 1-20 200332......................... ...

1.9 40 A connector 1-22 200332................................................... ...

1.10 Connector for 12V connection in roof console 1-22 200332......................... ...

1.11 Connector for alarm/immobiliser LED in roof console 1-23 200332................... ...

1.12 Connector for cooler box 1-23 200332........................................... ...

1.13 Connectors for connecting the radio 1-24 200332................................. ...

1.14 Connector for connecting the telephone 1-26 200332.............................. ...

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CONNECTION OF ACCESSORIES

Contents CF65/75/85 series

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

1. CONNECTION OF ACCESSORIES

1.1 SPARE WIRES

Additional wiring

In the roof console on the driver’ssideisa 12-pin, black connector (connector no. 597) with two spare wires (spare 1 and spare 2) that are connected to connector 581.

The following signals are available there:

Pin pattern of connector no. 597:

Pin no.

2 1154 Power supply before contact

3 1258 Power supply after contact

4 2102 Left rear light signal

5 2103 Right rear light signal

Wire no. Description

6 2122 Main beam signal

7 2630 Instrument lighting

10 spare 1 Spare 1

11 spare 2 Spare 2

12 M Earth

NOTE: The power supply before contact is

fuse-protected via fuse E142. The power supply after contact is fuse-protected via fuse E163. Both 25 A. The power supply to the cooler box and connector 656 (if present) is also via fuse E142.

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CONNECTION OF ACCESSORIES

Connection of accessories CF65/75/85 series

A black 6-pin connector (connector 581) that is connected to connector no. 597 is fitted at the height of the top connector attachment partition on the driver’s side.

Pin pattern of connector no. 581:

Pin no.

1 3649 Ultrasonic/radar unit earth

2 3650 Ultrasonic/radar input signal

3 3651 Ultrasonic/radar power supply

4 3654 Ultrasonic/radar input signal

5 spare 1 Spare 1

6 spare 2 Spare 2

Wire no. Description

1-2

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

1.2 DASHBOARD LEAD-THROUGH CONNECTORS, GENERAL

A number of connectors are fitted in the dashboard connector lead-through at the front of the cab. A number of earth wires and the main power supply wire are also led through at this point.

2 3

ABC

4 5

8 9

E501059

Seen from the outside looking inwards, the dashboard connector lead-through appears as follows.

Seen from the inside looking outwards, the dashboard connector lead-through appears as follows.

ABC

4 5

8 9

E501060

8 9

ABC

In the descriptions of the various connectors in the dashboard connector lead-through, the view is always from the cab.

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E501093

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CONNECTION OF ACCESSORIES

Connection of accessories CF65/75/85 series

1.3 OVERVIEW OF THE DASHBOARD LEAD-THROUGH CONNECTOR

FUNCTIONS

The panel with the dashboard lead-through connectors is divided into four columns. Connectors of the same colour are in the same column.

Pattern for dashboard lead-through connectors: < 0E581142

Column A: Colour: yellow

Row

number

Function Number

of pins

1-2 Not in use 21

3 Not in use 6

4 Application connector,

engine speed control

5 Fuel filter 6

6 Cab heater 12

7 Not in use 6

8 Not in use 12

9 Thermoline 2

10 Power supply before

contact (1000)

Column B: Colour: grey

Row

number

Function Number

of pins

1-2 Allison gearbox 21

3-4 Engine wiring 21

5-6 ABS or EBS, rear axle 21

7 ECAS, front axle 6

8 ECAS, rear axle 12

9 ABS, drawn vehicle 2

10 Earth 1

ABC

4 5

8 9

E501435

4 5

8 9

E501436

1-4

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

Column C: Colour: green

Row

number

Function Number

of pins

1-2 Allison gearbox 21

1 AGS wiring 6

2 Allison gearbox 12

3-4 Engine wiring 21

5-6 Chassis wiring 21

7-8 ABS or EBS, front axle 21

9 Mechanical lifting axle,

FAS/FAG

10 Earth 1

Column D: Colour: blue

Row

number

1-2 Superstructure

Function Number

of pins

connector

3 Not in use 12

4 Main switch 6

5-6 Chassis/Gearbox 21

7 Not in use 6

8 Intarder 12

9 MTCO tachograph 6

ABC

4 5

8 9

E501437

4 5

8 9

E501438

10 Earth 1

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Connection of accessories CF65/75/85 series

Pattern for dashboard lead-through connectors: ≥ 0E581142

Column A: Colour: yellow

Row

number

Function Number

of pins

1-2 EMAS 21

3 Not in use

4 Application connector,

engine speed control

5 Fuel filter 6

6 Cab heater 12

7 Chassis wiring 6

8 Second PTO operation 12

9 Thermoline 6

10 Power supply before

contact (1000)

Column B: Colour: grey

Row

number

1-2 Allison or AS

Function Number

of pins

Tronic gearbox

3-4 Engine wiring 21

5-6 ABS or EBS, rear axle 21

7 ECAS, front axle 6

8 ECAS, rear axle 12

9 ABS, drawn vehicle 6

10 Earth 1

ABC

4 5

8 9

E501435

4 5

8 9

E501436

1-6

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

Column C: Colour: green

Row

number

Function Number

of pins

1 AGS wiring 6

2 Allison-gearbox or tilt

protection

3-4 Engine wiring 21

5-6 Chassis wiring 21

7-8 ABS or EBS, front axle 21

9 Mechanical lifting axle,

FAS/FAG

10 Earth 1

Column D: Colour: blue

Row

number

1-2 Superstructure

Function Number

of pins

connector

3 Not in use 12

4 Main switch 6

5-6 Chassis/MTCO wiring 21

7 Not in use

8 Intarder 12

9 Cab lock 6

ABC

4 5

8 9

E501437

4 5

8 9

E501438

10 Earth 1

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Connection of accessories CF65/75/85 series

1.4 CONNECTION OF ACCESSORIES VIA THE ACCESSORIES CONNECTOR

A 6-pin green accessories connector (connector no. 580 = A027) that is connected to the dashboard wiring harness has been fitted below the central PCB.

580

E501028

The following signals are available there: Pin pattern for wiring harness connector 580:

Pin no.

Wire no. Description

1 1154 Power supply before contact

2 1258 Power supply after contact

3 3412 Cab locking signal

4 3157 Engine running signal

5 M Earth

6 M Earth

NOTE: The power supply before contact is

fuse-protected via fuse E142. The power supply after contact is fuse-protected via fuse E163. Both 25 A. The power supply to the spotlights, rotating beam and cooler box (among others) is also via fuse E142.

1-8

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

Application connector 656 for superstructure functions (with 12 spare wires) is optional. Only if this option is selected is a wiring harness fitted from the connector under the PCB (connector no. 580) to the connector lead-through (connector no. 656) and to the connector behind the cover of the radio panel (connector no. 654) and the connector behind the heater panel cover (connector no. 655).

580

655

654

656

8 9

ABC

E501029

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CONNECTION OF ACCESSORIES

Connection of accessories CF65/75/85 series

Pin pattern for wiring harness connector 656:

Pin no.

1 M Earth

2 M Earth

4 3412 Cab locking signal

5 spare 1 Spare 1

6 spare 2 Spare 2

7 spare 3 Spare 3

8 spare 4 Spare 4

9 spare 5 Spare 5

10 spare 6 Spare 6

11 spare 7 Spare 7

12 spare 8 Spare 8

Wire no. Description

13 spare 9 Spare 9

14 spare 10 Spare 10

15 spare 11 Spare 11

16 spare 12 Spare 12

19 3157 Engine running signal

20 1154 Power supply before contact

21 1258 Power supply after contact

NOTE: The power supply before contact is

fuse-protected via fuse E142. The power supply after contact is fuse-protected via fuse E163. Both 25 A. The power supply to the cooler box and connector 597 (if present) is also via fuse E142. The power supply to connector 597 is also via fuse E163.

1-10

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

Pin pattern for wiring harness connector 654:

Pin no.

1 spare 1 Spare 1

2 spare 2 Spare 2

3 spare 3 Spare 3

4 spare 4 Spare 4

5 spare 5 Spare 5

6 spare 6 Spare 6

Pin pattern for wiring harness connector 655:

Pin no.

1 spare 7 Spare 7

Wire no. Description

2 spare 8 Spare 8

3 spare 9 Spare 9

4 spare 10 Spare 10

5 spare 11 Spare 11

6 spare 12 Spare 12

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CONNECTION OF ACCESSORIES

Connection of accessories CF65/75/85 series

1.5 DASHBOARD LEAD-THROUGH CONNECTOR FOR SUPERSTRUCTURE

FUNCTIONS APPLICATION CONNECTOR

Application connectors for superstructure functions are optional. Dashboard lead-through connector 656 is present only if this option has been selected.

Dashboard lead-through connector 656 is connected to a wiring harness outside the cab for application connectors 657 and 658.

657 658

656

ABC

656

4 5

8 9

E501063

1-12

E501030

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

Pin pattern for wiring harness connector 656:

Pin no.

1 M1 Earth

2 M2 Earth

4 3412 Cab locking signal

5 spare 1 Radio compartment spare wire 1

6 spare 2 Radio compartment spare wire 2

7 spare 3 Radio compartment spare wire 3

8 spare 4 Radio compartment spare wire 4

9 spare 5 Radio compartment spare wire 5

10 spare 6 Radio compartment spare wire 6

11 spare 7 Heater panel spare wire 7

12 spare 8 Heater panel spare wire 8

Wire no. Description

13 spare 9 Heater panel spare wire 9

14 spare 10 Heater panel spare wire 10

15 spare 11 Heater panel spare wire 11

16 spare 12 Heater panel spare wire 12

17 3700 CAN-L (leads to dashboard lead through )

18 3701 CAN-H (leads to dashboard lead through )

19 3157 Engine running signal

20 1154 Power supply before contact

21 1258 Power supply after contact

NOTE: The power supply before contact is

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CONNECTION OF ACCESSORIES

Connection of accessories CF65/75/85 series

Connectors 657 and 658 are under the cab on the co-driver’s side in SL and SH cabs or behind the cab on the co-driver’ssideinDcabs.

Pin pattern for wiring harness connector 657:

Pin no.

1 spare 1 Sparewire1

2 spare 2 Sparewire2

3 spare 3 Sparewire3

4 spare 4 Sparewire4

5 spare 5 Sparewire5

6 spare 6 Sparewire6

7 spare 7 Sparewire7

8 spare 8 Sparewire8

9 spare 9 Sparewire9

10 spare 10 Sparewire10

Wire no. Description

11 spare 11 Sparewire11

12 spare 12 Sparewire12

Pin pattern for wiring harness connector 658:

Pin no.

1 1154 Power supply before contact

2 1258 Power supply after contact

3 3157 Engine running signal

4 3412 Cab locking signal

5 3700 CAN - L

6 3701 CAN - H

7 M Earth

8 M Earth

NOTE: The power supply before contact is

fuse-protected via fuse E142. The power supply after contact is fuse-protected via fuse E163. Both 25 A. The power supply to the cooler box and to connector 597 is also via fuse E142. The power supply to connector 597 is also via fuse E163.

Wire no. Description

1-14

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CONNECTION OF ACCESSORIES

CF65/75/85 series Connection of accessories

1.6 DASHBOARD LEAD-THROUGH CONNECTOR FOR ENGINE SPEED

CONTROL APPLICATION CONNECTOR

The application connector for engine speed control is optional: (connector A068).

Dashboard lead-through connector 588 is connected to a wiring harness outside the cab for application connector A068.

A068

588

ABC

4 5

8 9

E501032

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E501031

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CONNECTION OF ACCESSORIES

Connection of accessories CF65/75/85 series

Connector A068 is under the cab on the co-driver’s side in SL and SH cabs or behind the cab on the co-driver’ssideinDcabs.

Pin pattern for wiring harness connector A068:

Pin no.

1 M Earth

2 9029 Earth

3 3003 Engine speed signal

4 3039 Vmax signal

5 3141 Signal ‘SET --’ (NOT for ECS-DC3)

6 3142 Signal ‘SET +’ (NOT for ECS-DC3)

7 3143 ‘Engine speed control permitted’ signal

8 3144 Signal ‘SET +’ (NOT for ECS-DC3)

9 3145 N2 signal

10 3146 N3 signal

Wire no. Description

11 4594 PTO remote control

12 1240 Power supply after contact

In the dashboard lead-through, the wiring harness coming from connector A068 is connected to the dashboard wiring harness via connector no. 588 at location A4.

Pin pattern for wiring harness connector 588:

Pin no.

1 M Earth

2 9029 Earth

3 3003 Engine speed signal

4 3039 Vmax signal

5 3141 Signal ‘SET --’ (NOT for ECS-DC3)

6 3142 Signal ‘SET +’ (NOT for ECS-DC3)

7 3143 ‘Engine speed control permitted’ signal

8 3144 Signal ‘N1 variable’ (NOT for ECS-DC3)

9 3145 N2 signal

Wire no. Description

1-16

10 3146 N3 signal

11 4594 PTO remote control

12 1240 Power supply after contact

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