Case IH Puma - NH T7. Service Training Manual

Case IH Puma & New Holland T7.
Tractors
Service Training Manual
Case IH Puma
&
New Holland T7.
Service Training Manual
STM-5303b
Sept. 2017 STM-5303b September 2017
i - General
T7 Puma Overview
The T7 Puma tractor platform (Cash Crop Medium CCM) is divided into two classes of tractors, the
standard wheel base (CCM SWB) and the long wheel base (CCM LWB). The CCM SWB tractors are the
150 to 165 engine horse power (125 – 140 PTO horse power). The CCM LWB tractors are 180 – 240
engine flywheel horse power (155 – 205 PTO horse power).
Page 1
T7 Puma Overview
CASE IH CCM SWB
CCM SWB Puma 150 Puma 165

Engine H P 150 165
Max Engine H P 165 180
Max Engine 190 210
Boosted H P
PTO Rated H P 125 140
Engine 6 cyl 6.7 L 6 cyl 6.7L
Aspiration Turbocharged Air Turbocharged Air
to Air Cooled to Air Cooled
Up to an addition 25 flywheel horse power at full engine boosted power.
CASE IH CCM LWB
CCM LWB Puma 185 Puma 200 Puma 220 Puma 240 CVT**
Engine H P 180 200 220 240
Max Engine 200 220 240 260
HP
Max Engine 225 245 260 270
Boosted
HP
PTO Rated 155 170 185 205
HP
Engine 6 cyl 6.7 L 6 cyl 6.7L 6 cyl 6.7L 6 cyl 6.7L
Aspiration Turbo Air to Turbo Air to Turbo Air to Turbo Air to Air
Air Cooled Air Cooled Air Cooled Cooled
**CVT transmission only
Page 2
T7 Puma Overview
NEW HOLLAND CCM SWB
CCM SWB T7.175 T7.190 T7.210

Engine H P 140 150 165
Max Engine H P 155 165 180
Max Engine 175 190 210
Boosted H P
PTO Rated H P 110 125 139
Engine 6 cyl 6.7 L 6 cyl 6.7L 6 cyl 6.7L
Aspiration Turbocharged Air Turbocharged Air Turbocharged Air
to Air Cooled to Air Cooled to Air Cooled
NEW HOLLAND CCM LWB
CCM LWB T7.230 T7.245 T7.260 T7.270 Auto

Command**
Engine H P 180 200 220 240
Max Engine H P 200 220 240 260
Max Engine 225 245 260 270
Boosted H P
PTO Rated H P 150 170 190 210
Engine 6 cyl 6.7 L 6 cyl 6.7L 6 cyl 6.7L 6 cyl 6.7 L
Aspiration Turbocharged Air Turbocharged Air Turbocharged Air Turbocharged Air
to Air Cooled to Air Cooled to Air Cooled to Air Cooled
**Auto Command (CVT) transmission only
Page 3
T7 Puma Overview
FEATURES :
 Multi-control Armrests
 Case IH “Global Armrest” with Multi-Control Handle
 New Holland “SideWinderTM” II Armrest with CommandGripTM
 Optional Power adjust armrest
 Many Tractor functions performed from ergonomic armrest
 Some New Holland Range Command (semi-power Shift) and Power Command
(Power Shift) come standard with the “Classic” armrest. (T7.175, T7.190, T7.210,
T7.230)
 New Holland Tractors with Auto Command (CVT) transmission come with
SideWinder II Armrest.
NEW HOLLAND TRANSMISSION OPTIONS
 Semi-Power Shift Transmission (Range Command)

 Available as 18 x 6, 25 mph; 19 x 6, 25 mph ECO; or 19 x 6, 30 mph
 T7.175, T7.190, and T7.210 available with all above options
 Classic armrest is standard for these tractors, SideWinder II is an option
 Mechanical remotes are standard with electronic hydraulic remotes are optional
 Power Shift Transmission (Power command)

 Available on all New Holland models except T7.270
 Available as 18 x 6, 25 mph; 19 x 6, 25 mph ECO; or 19 x 6, 30 mph
 T7.175, T7.190, T7.210, and T7.230 Classic armrest standard, SideWinder II armrest
optional; T7.245 and T7.260 available only with the SideWinder II armrest
 Mechanical or Electronic Hydraulic Remotes (EHR) available for all models except
T7.260 EHR only
 CVT Transmission (Auto Command) Standard Wheel Base.

 New Holland Models T7.175, T7.190, T7.210 use 2 x 1 CVT same as the T6 Auto
Command
 SideWinder II armrest with color display (IntelliView IV) Standard
 CVT Transmission (Auto Command) Long Wheel Base

 New Holland Models T7.230, T7.245, T7.260, T7.270 use 4 X 2 Auto Command
 SideWinder II armrest with color display (IntelliView IV) Standard
**All New Holland Auto Command Tractors come with EHRs only.
Page 4
T7 Puma Overview
CASE IH TRANSMISSION OPTIONS
 Power Shift Transmission

 Available on all Puma models except the Puma 240
 Power shift options include 18 x 6, 25 mph; 19 x 6, 25 mph ECO; and 19 x 6, 30 mph
 Power shift Puma tractors are available with mechanical or Electronic Hydraulic
Remote (EHR) valves.
 CVT Transmission (CCM SWB)

 Puma 150 and Puma 165 (CCM SWB) CVT is 2 x 1 Transmission – same CVT used
on the Maxxum CVT tractors.
 CCM SWB CVT Tractors come with either Mechanical Remote Valves or Electronic
Hydraulic Remote valves
 CVT Transmission (CCM LWB)

 Puma 185, Puma 200, Puma 220, and Puma 240 (CCM LWB) have the 4 x 2 CVT
Transmission
 CCM LWB Tractors come with Electronic Hydraulic Remotes valves only
All CVT transmissions come as either 24 mph ECO or as 30 mph. 30 mph option for all tractors require
the class 4 suspended front axle with front axle brakes.
All Range Command, Power Command, and Power Shift transmission have option Creeper Speed.
INSTRUMENT CLUSTER
 Case IH ICU3 (A Post)

 New Holland ADIC with enhanced key pad
POWERFUL 6.7 LITER FPT BOSCH HIGH PRESSURE COMMON RAIL NEF ENGINES
 Tier 4 final eSCR (Enhanced Selective Catalytic Reduction) Exhaust treatment

 Engine exhaust brake option
 Reversible Engine Cooling Fan Option
 Up to 25 horsepower (engine flywheel) Power Boost for Transport, Moving PTO, and
Moving Hydraulic operation.
Page 5
T7 Puma Overview
AUTO GUIDANCE READY
 Factory Auto Guidance Ready

 Optional Factory Auto Guidance Complete
 Turn Assist – Fast Steer option

 Suspended Cab and Positive response Seat
 Smart Suspension front axle option
 Racine Remote Valve (RMO) on Long Wheel Base (CCM LWB) models (Standard on
CVT – Auto Command )
 Hydraulic Power Boost when moving
ALTERNATORS
 150 amp Standard

 200 amp Optional
REAR AXLE
 Flange type axle standard, Optional 98 inch or 112 inch bar axles All CCM SWB and All
New Holland CCM LWB
 Case IH CCM LWB 98 inch, optional 112 inch and 119 inch Bar Axle
 New Holland CCM LWB Optional 119 inch bar axle
FRONT AXLE
 Class 4
 New Holland Super steer Option
Page 6
T7 Puma Overview
HYDRAULIC SYSTEM
 PFC CCLS Hydraulic Pump CCM SWB 29 gpm (110 lpm) Range Command, Power
Command New Holland Power Shift Case IH
 PFC CCLS Hydraulic Pump CCM SWB 37 gpm (140 lpm) Standard optional 42 gpm
(160 lpm) New Holland Auto Command and Case IH CVT
 PFC CCLS Hydraulic Pump CCM LWB 32 gpm (120 lpm) Standard optional 39.5 gpm
(150 lpm) Power Command New Holland and Power Shift Case IH
 PFC CCLS Hydraulic Pump CCM LWB 39.5 gpm (150lpm) optional 44.9 gpm (170 lpm)
New Holland Auto Command and Case IH CCM LWB CVT
 2, 3, or 4 rear Mechanical New Holland CCM SWB Classic Armrest; Standard for Case
IH CCM SWB Multi-controller Armrest Power Shift and CVT, Optional for CCM LWB
Case IH
 3, 4, or 5 rear EHR CCM SWB New Holland Sidewinder II all transmission options and
optional for CCM SWB Case IH
 2 or 3 EHR mid mount valves all models
 3 or 4 Mechanical rear remotes CCM LWB Classic armrest
 3, 4, or 5 Racine rear remotes CCM LWB Sidewinder II Armrest and Case IH CVT
optional for CCM LWB Power shift
 Power Beyond slice optional with flat face IOS couplings
 Optional zero pressure return
 Electro Hydraulic Joystick optional
Page 7
T7 Puma Overview
MULTI-CONTROL ARMRESTS (CVT MODELS SHOWN)
Global Armrest (Case IH)

Multi-Control
2- or 3 function
Handle
electro–hydraulic
joystick
Integrated Control
Panel
EHR Levers
Main Throttle Front PTO
Rear PTO
Droop Throttle
Armrest Fore-Aft
Page 8
T7 Puma Overview
Multi-Control Handle (Case IH)

Right Hand Shuttle Upshift
Forward / Reverse Downshift
Rear Hitch
Electronic Remote
Extend / Retract
R1 if no 5th remote
installed, 5th if 5th
remote installed (in
effect, buttons are
either R1 or R5)
Electronic End-
of-Row
Rotating Wheel
Adjustment Travelling
Speeds Ranges
The button on the front of the Multi-Control Handle is used for float on remotes 1 and 5 when using the
remote switch on the MCH.
Page 9
T7 Puma Overview
Sidewinder II Armrest (New Holland)
EDC Control
2- or 3 function
Intelliview IV electro–
Performance hydraulic
Monitor joystick
Intuitive
CommandGrip Command
Console
Remote
PTO Speed
Paddles
Droop Throttle
Main Throttle Armrest Fore-Aft Front PTO Rear PTO
Page 10
T7 Puma Overview
CommandGrip (New Holland)
(Quad Switch)
Electronic Remote
Extend / Retract
R1 if no 5th remote
installed, 5th if 5th
remote installed (See
page 14 for further
explanation) Electronic End-
of-Row
Auto Guidance Active

Rear Hitch
Right Hand Shuttle
Forward / Reverse
Cruise Mode
Rotating Wheel
Adjustment Travelling
Speeds Ranges
Upshift / Downshift
The button on the front of the CommandGrip is used for float on the Quad Switch.
Page 11
T7 Puma Overview
CONTROL TOUCH-PANELS (CVT MODELS SHOWN)
ICP Buttons (Case IH)
CVT Acceleration Level Manual Auto Manual Auto Slip Hydraulic Top Link
MFD MFD Difflock Difflock Control
CVT Manual Mode RH Hydraulic

Side Link
Rear Hitch Front Axle

Position Suspension Lock
Rear Hitch Status

Ride
Control
Rear Hitch
Joystick
Draft
Assignment
Rear Hitch Raise

Reversible
Fan
Rear Hitch Lower

End-of-Row
Manual
Auto– EHR/Hitch Lock Constant Engine End-of-Row Record End-of-Row Auto

Guidance Light RPM Auto PTO
Page 12
T7 Puma Overview
ICC Buttons (New Holland)
Reversible Constant Engine End-of-Row End-of-Row End-of-Row Auto Hydraulic Top

Fan RPM Record Manual Link
CVT Manual Mode
RH Hydraulic
Side Link
CVT Acceleration (Europe)
Level
Joystick
Assignment Rear Hitch Raise
Front Axle Rear Hitch Lower

Suspension Lock
Manual Auto Manual Auto Difflock Slip Auto Rear Hitch

MFD MFD Difflock Control PTO Status
NOTE: For both panels, some functions are shown which are options not currently available in North America.
Page 13
T7 Puma Overview
Quad Switch (New Holland)
On the New Holland CommandGrip, the Electronic Remote Extend/Retract switch is also called the EHR
Quad Switch. This is a spring-centered toggle switch, which can be used to operate two electro-
hydraulic remote valves.
NOTE: The Quad Switch operates only in

Raise, Neutral and Lower modes. Float can be
achieved by depressing the float button on
front side of the CommandGrip.
NOTICE: The Quad Switch will automatically

operate in five different options, based on
how the tractor is configured with electro-
hydraulic remotes and mid-mount valve
options. These modes of operation can be
edited using the Intelliview IV in the remote
edit section.
Option A (up to 3 or 4 rear valves only) Vertical axis 1, Operates rear EHR valve 1
Horizontal axis 2, Operates rear EHR valve 2
Option B (with 5th rear remote valve) Vertical axis 1, Operates rear EHR valve 1
Horizontal axis 2, Operates rear EHR valve 5
Option C (with mid-mount valves and Vertical axis 1, Operates rear EHR valve 1
3 or 4 rear EHR valves) Horizontal axis 2, Operates mid-mount valve 1
Option D (with mid-mount valves and Vertical axis 1, Operates mid-mount valve 1
5th rear EHR valve) Horizontal axis 2, Operates rear EHR valve 5
Option E (with loader, mid-mounts and Vertical axis 1, Operates rear EHR valve 1
5th EHR valves) Horizontal axis 2, Operates rear EHR valve 5
Page 14
T7 Puma Overview
INSTRUMENTATION
Case-IH Integrated Control Unit (ICU3)
CVT ICU3 Display FPS ICU3 Display

ICU3
Page 15
T7 Puma Overview
New Holland ADIC Instrument Cluster
NOTE: The clock display has been replaced with DEF-level read-out on Tier 4 units.
Page 16
T7 Puma Overview
POWER MANAGEMENT – ENGINE BOOST
Electronically-controlled engine power boost function increases power levels where high loads may
compromise tractor performance.
Power Management (Boost) is a totally-automated function, requiring no input from the operator.
Engine power boost can be activated during PTO operations, road transport applications, and when
operating with externally-powered hydraulic equipment.
 Using electronic engine mapping, we are able to vary the power curves to deliver the power
where it is needed most.
 Engine Power Management (Boost) works by delivering extra fuel, dependent on work
conditions and engine load.
 When the system is activated, the PM light in the instrument cluster will illuminate.
 As the power requirement reduces and PM is de-activated, the light will extinguish.
 PM boost levels are variable depending on engine load, driveline torque, and tractor speed.
 The available power increase is between 1 and 25hp, and will vary as the load on the engine
changes.
Case-IH New Holland
Page 17
T7 Puma Overview
POWER MANAGEMENT – PTO OPERATION
Power Management (PTO) will only function when the following criteria are met:
Engine speed above 1300 rpm
PTO fully-engaged
Tractor forward speed above 0.5 kph (0.3 mph)
PTO power output is above 27 kW (36.2 hp)
Engine coolant temperature below 105°C (221°F)
Power Management will operate at all PTO speeds
POWER MANAGEMENT - ROAD TRANSPORT (FPS/CVT COMPARED)
Power Shift Transmission
Power Management will only function when the following criteria are met:
• Auto Shift is activated.

• 16th gear or above is engaged.
• Engine speed is above 1300 rpm.
• Engine coolant temperature below 105°C (221° F).
• PM will be de-activated if one or more of the following occurs:
• Tractor downshifts below 16th gear.
• Engine speed falls below 1300 rpm.
CVT Transmission
• Engine speed is above 1300 rpm.

• CCM SWB in second mechanical range; CCM LWB in third or fourth mechanical range
• Engine coolant temperature below 105°C (221° F).
Page 18
T7 Puma Overview
POWER MANAGEMENT - HYDRAULIC DEMAND
Power Management monitors the load on the main hydraulic pump and in situations where there is
significant increase in horsepower requirements to operate external hydraulic requirements, PM will
respond by boosting engine power.
PM gradually increases engine power to maintain tractor performance.
As the load on the hydraulic system decreases, then the level of power boost will also be reduced.
 Engine speed above 1300 rpm

 Tractor forward speed above 0.5 kph (0.3 mph)
 Engine coolant temperature below 105°C (221°F)
 Hydraulic system power output 27 kw (36.2 hp)
Page 19
T7 Puma Overview
DRIVELINE FEATURES
‘Smart’ Front Axle Suspension (LWB Models)

 Optional ‘Smart Suspension’ MFD axle technology reacts based on speed and severity of drop or
bump.
 Sensor (accelerometer) measures the vertical acceleration of the axle and varies the deflection and
damping to offer the ultimate in ride and comfort.
 Smoother ride and even better traction than conventional suspended axles
 Improved field/road ride quality:
o running across furrows Sensor located inside
o heavy front loads in bucket bolster on front side of
o roading manure haulers, grain carts axle
 Faster Operating Speeds, e.g. Hay Work, Spraying

 Traction efficiency gain of up to 18%
 Automatically disabled below
1.5 kph (0.9 mph)
 Potentiometer linkage settings, not easily-located in the

repair manual, are provided here.
Page 20
T7 Puma Overview
Adjusting the Suspension Setting
The front suspension on the tractor can be adjusted to increase or decrease the level of
damping. This allows the operator to select the most comfortable ride to suit the
prevailing conditions or to compensate for the weight of mounted equipment.
 Three damping levels are available. To adjust the setting depress and hold the
lockout switch for more than 2 seconds, the current setting will appear in the
instrument panel. Release the switch.
 Press/release the lockout switch again to cycle through the settings, HArd, SOFt
and NOr. With the appropriate setting displayed depress/hold the switch for 2
seconds to save the setting.
o Note that earlier instrument panels (e.g.: Case-IH ICU2) will display 0 for
Soft, 1 for Normal, and 2 for Hard
 When the screen reverts to its original display the setting will have been saved,
release the switch.
Super Steer™
SuperSteer™ Front Axle Available on T7 models
 65° of Turn Angle for Maneuverability
Page 21
T7 Puma Overview
AMENITIES
Climate Control
 Auto-climate control (ATC) option
Power Mirrors
 Remote-adjustable electric mirror option
“Positive Response” Seat

 Incorporates an accelerometer, which
allows the system to react with an
appropriate response depending on the
severity of the bump or drop.
 Same suspension system as Positive

Response seat in Magnum and T8.
Page 22
T7 Puma Overview
Cab Suspension System

 Simple effective system
 Front cab mounts vertically positioned
 Two spring damper units mounted beneath
cab frame
 Large rubber bushings used on all linkages
 Panhard rod for lateral stability
 Permanently active
 Reduced vibration
Vertical front
Panhard mounts
Unlike front axle suspension
Stabilizing Rod
alone, cab suspension
significantly reduces vibration
from the rear wheels 100 mm Travel
60/40
 Greatly enhances operator
comfort
 25% reduction in shock
loads to the operator
 Effective for field and road Conical
work Isolators
Acceleration ms2
at seat base
Page 23
T7 Puma Overview
MAINTENANCE CHART
Grease Adjust
Cleaning Change fluid
Check Bleed
Drain fluid Charging
Replace
Service_Points Page
Nb.
WHEN THE WARNING LAMP LIGHTS
Change the x Change the engine
engine air cleaner air cleaner outer
outer element element
Drain the fuel x Drain the fuel
system water system water
separator separator
Check the brake x Check the brake
fluid level fluid level
EVERY 10 HOURS OR EACH DAY
Check the engine x Check the engine
coolant level coolant level
Checking the x Checking the
engine oil level engine oil level
Check the remote x Check the remote
control valve drain control valve drain
bottles bottles
Check windscreen x Check windscreen
washer reservoir washer reservoir
Drain air reservoir x Drain air reservoir
on air operated on air operated
trailer brake trailer brake
FIRST 50 HOURS
Service operations x Service operations
EVERY 50 HOURS
Clean the cab air x Clean the cab air
filter filter
Clean the SCR x Clean the SCR
cover air ducts cover air ducts
Page 24
T7 Puma Overview
Grease Adjust
Check Bleed
Replace
Service_Points Page
Nb.
Clean the cooler x Clean the cooler
section section
All grease fittings x All grease fittings
Check the front x Check the front
and the rear wheel and the rear wheel
nuts nuts
Check the tire x Check the tire
pressures and the pressures and the
tire condition tire condition
EVERY 100 HOURS
Inspect the poly V- x Inspect the poly V-
belt belt
Inspect the x Inspect the
compressor drive compressor drive
belt belt
EVERY 300 HOURS
Check the battery x Check the battery
fluid level fluid level
Adjust the hand x Adjust the hand
brake brake
Check the x Check the
transmission oil transmission oil
level, the rear axle level, the rear axle
oil level and the oil level and the
hydraulic oil level hydraulic oil level
Check the 4WD x Check the 4WD
front axle front axle
differential oil level differential oil level
and the hubs oil and the hubs oil
level level
Check the front x Check the front
Page 25
T7 Puma Overview
Grease Adjust
Check Bleed
Replace
Service_Points Page
Nb.
PTO gearbox oil PTO gearbox oil
level level
EVERY 600 HOURS
Change engine oil x Change engine oil
and filter and filter
Change the first x Change the first
stage fuel filter stage fuel filter
and the fuel filter and the fuel filter
element element
engine air cleaner air cleaner outer
outer element element
Change the x Change the charge
charge pump oil pump oil filter
filter
Check the engine x Check the engine
air intake air intake
connections connections
Check the x Check the
transmission oil transmission oil
cooler pipe cooler pipe
couplings couplings
Clean the x Clean the
DEF/AdBlue in- DEF/AdBlue in-line
line filter filter
EVERY 1200 HOURS OR ANNUALLY
Change the cab x Change the cab air
air filters filters
Change the main x Change the main
oil filter cartridge oil filter cartridge
Change the 4WD x Change the 4WD
Page 26
T7 Puma Overview
Grease Adjust
Check Bleed
Replace
Service_Points Page
Nb.
differential oil differential oil
Change the 4WD x Change the 4WD
planetary hub oil planetary hub oil
Change the front x Change the front
PTO gearbox oil PTO gearbox oil
Grease the rear x Grease the rear
axle shaft bearing axle shaft bearing
EVERY 1200 HOURS OR EVERY 2 YEARS
Change the x Change the
DEF/AdBlue in- DEF/AdBlue in-line
line filter filter
engine air cleaner air cleaner inner
inner element element
Check the valve x Check the valve
tappet clearance tappet clearance
Change the air x Change the air
brake drier brake drier
reservoir reservoir
Change the poly x Change the poly V-
V-belts belts
transmission oil, transmission oil,
the rear axle oil the rear axle oil
and the hydraulic and the hydraulic
oil oil
engine breather breather filter
filter
Page 27
T7 Puma Overview
Grease Adjust
Check Bleed
Replace
Service_Points Page
Nb.
DEF/AdBlue main DEF/AdBlue main
filter filter
engine coolant coolant fluid - OAT
fluid - OAT type type coolant
coolant
EVERY 36 MONTHS
Check the air x Check the air
conditioning conditioning
system system
GENERAL MAINTENANCE
Cleaning the x Cleaning the
tractor tractor
Check first stage x Check first stage
fuel filter and fuel filter and
water trap water trap
Bleeding the fuel x Bleeding the fuel
system system
Hydraulic system x Hydraulic system
hoses hoses
Check the brake x Check the brake
pedal pedal
latching/unlatching latching/unlatching
Adjust the cab x Adjust the cab
suspension suspension (where
(where fitted) fitted)
Headlight and x Headlight and
work light work light
adjustment adjustment
Page 28
T7 Puma Overview
Grease Adjust
Check Bleed
Replace
Service_Points Page
Nb.
Bulb replacement x Bulb replacement
Fuses and relays x Fuses and relays
Protecting the x Protecting the
electronic and electronic and
electrical systems electrical systems
during battery during battery
charging or charging or
welding welding
Battery removal x Battery removal
and installation and installation
Page 29
T7 Puma Overview
Page 30
T7 Puma Overview
Page 31
T7 Puma Overview
Page 32
T7 Puma Overview
Page 33
T7 Puma Overview
INDEX
Puma Models……………………………………………………………………………………………………………………………………..2
T7. Models………………………………………………………………………………………………………………………………………….3
Transmission Options………………………………………………………………………………………………………………………….4
Hydraulic Options………………………………………………………………………………..……………………………………………..6
Controls…………………………………………………………………………………………………………………..………………………….8
Instrumentation…………………………………………………………………………………………………………………..…………..15
Power Managemant………………………………………………………………………………………………………………..……….17
Driveline Features…………………………………………………………………………………………………………………………….20
Amenities (Cab)………………………………………………………………………………………………………………………….…….22
Maintenance Chart……………………………………………………………………………………………………………………………24
Specifications…………………………………………………………………………………………………………………………………….30
Page 34
10 - Engine & Emissions
10-CCM Tier 4 final Engine & Emissions
Note: This section of your Service Training manual on Engines is meant to be merely an overview on the
engines used in this family of Case-IH and New Holland tractors. For a more in-depth foray into
engines, it is suggested that you enroll in one of our dedicated CNH engine classes, where the engines,
control systems, and fuel systems are discussed in much more depth and detail.
TIER 4 A & B SIMILARITIES
The T4B SCR system remains similar in theory to T4A but is essentially a refined, tightly controlled and more
efficient Tier 4A system.
How Tier 4A SCR System

works
For in-depth information on the T4A SCR systems, view Web
Courses
Exhaust gases leave the turbo
outlet and travel s to the Diesel • “Tier 4 SCR Fundamentals”
Exhaust Fluid (DEF) Injector. • “Tier 4 DEF Fundamentals”
• “UDST Test Fundamentals”
The Supply Module maintains • “The WEMA Sensor System”
constant supply of diesel
• “SCR Temperature Sensor Diagnosis”
exhaust fluid to the DEF
injector.
Tech-Coms
The DEF injector supplies a light • Introduction to CNH Tier 4 Emission Solutions
mist of diesel exhaust fluid
• SCR Failure Resolution
(DEF) into the exhaust stream.
• Enhanced ASIST Knowledge Search
DEF vaporizes in exhaust • Tier 4B Final Emissions Systems
stream and converts to
ammonia and carbon dioxide.
Exhaust, ammonia, & carbon

dioxide pass into the SCR
chamber.
In the SCR Chamber, ammonia

reacts with NOx and the
washcoat of the catalyst.
During the reaction harmless

nitrogen vapor and water vapor
is released thorough the
exhaust pipe.
Page 1
HOW TIER 4B FINAL SCR WORKS
x Exhaust gases leave the turbo outlet, flows through the exhaust flap, and into the Diesel Oxidation Catalyst
(DOC).
x The DOC oxidizing various emissions such as Carbon Monoxide (CO) to Carbon dioxide (CO2), Nitric Oxide
(NO) to Nitrogen dioxide (NO2) and breaks down any hydrocarbons (HC) in the exhaust stream and the by-
product of this reaction is heat and odor reduction.
x The heat created in the DOC helps to quickly warm up the SCR catalyst.
o The exhaust flap is used during cold temperature, light load, and for other protective conditions.
o Proper SCR catalyst temperature is important in order to reach the efficient high NOx reduction level.
x The DEF injector injects (based on engine controller calculations from various sensor reading) a light mist of
DEF into the exhaust stream where it is mixed into the exhaust stream and converts to ammonia gas.
x NOx is reduced as it travels through the SCR chamber and reacts with the ammonia and washcoat of the
catalyst.
x Any excessive Ammonia slipping by the SCR Catalyst is reduced as it travels through the Clean Up Catalyst
(CUC).
Page 2
EMISSION TARGET COMPARISON
Requirements for Tier 4A Interim strategy:
x Target NOx = 2 gram/kilowatt-hour (g/kWh)

x Target NOx concentration = 180 – 360 parts per million (ppm )
x Target NOx efficiency = 75%
x NO defined limitation of NH3 tailpipe
PM burned in Engine cylinders. NOx controlled in the SCR Catalyst.
Requirements for Tier 4B Final strategy:
x Target NOx = 0.4 g/kWh

x Target NOx concentration = 20 – 40 ppm
x Target NOx efficiency = 95%
x Max allowed average = 10 ppm NH3 (Ammonia) limit
PM burned in Engine cylinders. NOx and NH3 controlled in the SCR and Clean Up Catalyst.
*In order to reach low emission standards during full rpm / full load range, a robust closed loop
system with additional sensors and catalysts are necessary.
Page 3
TIER 4B SYSTEM COMPONENTS : NEW OR UPGRADED
New Clean Up New Ammonia (NH3)

Catalyst Sensor
New additional
NOx & Exhaust
Temperature
New Exhaust Flap
Sensors Upgraded SCR
Catalyst
Material
New Engine
Control Unit New Diesel Oxidation Catalyst
(EDC17) (DOC)
Updated injector and mixer in DOC
New DEF
Quality Updated Coolant Control Valve
Sensor
Updated DEF Supply Module
1) ECU / Engine Upgraded 8) Dosing Module (Injector) Upgraded

2) Exhaust Flap New 9) Temperature Sensor Upgraded
3) NOx Sensor New 10) SCR Catalyst Upgraded
4) Temp Sensor New 11) Clean Up Catalyst (CUC) New
5) Supply Module Upgraded 12) Temperature Sensor Upgraded
6) Diesel Oxidation Catalyst New 13) NH3 Ammonia Sensor New
7) DEF Quality Sensor New 14) Electrical harness (not tagged) Upgraded
Page 4
Components in the above diagram that are blue are carryover from Tier 4 interim, Components in purple are
upgraded, and components in red are new for tier 4 final
¾ The T4B system integrates the engine and after-treatment system into one engine control module (ECU) that
manages all engine and SCR functions.
¾ It monitors various engine and SCR performance paramaters to constantly optimize engine and SCR
performance.
¾ Communicates with other vehicle controllers via CAN Bus.
¾ Runs on 12 volts with two 96 pin connectors and 3 CAN Bus interfaces.
Page 5
Tier 4 interim Tier 4 final

Intake air humidity and temperature sensor Sensor is same as tier 4 interim
This is the only component that truly is unchanged

between Tier 4 interim and Tier 4 final.
Pin Description
Monitors relative humidity and temperature of
incoming air (2 sensors in one). 1 5v dc supply
¾ The incoming air humidity value is used 2 Humidity signal
to correct the estimation of raw engine
3 Ground
NOx production, in order to adjust DEF
injection. 4 Temp signal
¾ Humidity plays a part in the amount of
NOx produced. Generally, the more
humid the incoming air, the less DEF is
needed to be injected.
% Humidity vdc TEMP °C (°F) Ω

10 1.05 -40 (-40) 42172
15 1.355 -30 (-22) 24760
20 1.500 -20 (-4) 14995
25 1.640 -10 (14) 9348
30 1.770 0 (2) 5988
35 1.905 10 (50) 3933
40 2.030 20 (68) 2644
45 2.155 30 (86) 1817
50 2.275 40 (104) 1274
55 2.400 50 (122) 910
60 2.520 60 (40) 662
65 2.640 70 (158) 489
70 2.770 80 (176) 367
75 2.895 90 (194) 279
80 3.020
85 3.150
90 3.285
95 3.410
Page 6

WEMA (DEF level & temperature) sensor WEMA (DEF level & temperature) sensor
Temperature 65°F~1.3KΩ
Change between interim and final was from single

bushing to double bushing.
Page 7

Exhaust temperature sensor (2 used) Exhaust temperature sensor (3 used)
Temperature sensor for tier 4 interim was open tip Tier 4 final temperature sensor is closed tip design,
design. more robust.
9 For test purposes, the temperature sensor interface harness connector from the NEF 6.7 L Engine Kit part number
TWX 4147 can be used.
9 5 volts supplied on the pin 1 of each connector to its sensor. The sensors share a common ground to the ECM.
9 If viewing the parameter in the CNH base EST program, it will be an excessively high number “65279” if the circuit
between the sensor and the ECM is open.
Page 8

Coolant control valve (WABCO) Coolant control valve (WABCO)
DEF used to cool DEF injector, no engine coolant

to DEF injector.
Valve is directional Third port added, engine coolant used to cool DEF
injector.
24 volt unit
Valve is directional
12 volt unit
Note: Valve is directional, if the coolant flow through the valve is reverse, the valve will be damaged.
9 Verify the coolant is flowing the correct direction as indicated by the arrow on the valve.
Fault code 19325 is logged when DEF temperature is excessive. Ensure the coolant control valve is not allowing engine
coolant to flow to the tank during warm temperatures.
9 Common cause is coolant lines are installed incorrectly or the coolant control valve is not sealing correctly causing the
DEF to overheat.
9 Test by blowing through the inlet while holding the bottom port closed. Air should not be flowing through the side
port.
Page 9

Supply Module Supply Module
3 5
4
1. Main DEF filter Cover

2. Denox 2.2 harness connection
1. DEF Filter
2. Backflow outlet to tank 3. Blue – Inlet with serviceable screen
3. Backflow inlet from dosing module 4. Green – Coolant “in”
4. Supply to dosing module 5. White – Backflow with Check valve
5. Inlet from tank with screen inside
6. DCU 15 35 pin connector 6. Coolant “out”
7. Black – Outlet to injector
*DEF Hose connections are different sizes
Do Not remove the cover from the supply module. There are no serviceable parts inside. If the cover is
removed the warranty is VOID.
Page 10

Supply Module (continued) Supply Module (continued)
8
9
7
5
6
1
4
5
2
2 3
3 1. Reverting Valve
2. Pump
3. Main Filter
4. Temperature Sensor
1. Reverting Valve 5. Pressure sensor
2. Pump 6. DEF Outlet to Dosing Module
3. Heater for main filter 7. DEF Backflow to tank (throttle valve)
4. Temperature sensor 8. DEF Inlet from Tank
5. Pressure sensor 9. Coolant connector
Electrical Troubleshooting: The Supply Module cannot Electrical Troubleshooting: The Supply Module cannot
be open for diagnosing. Testing is only possible by be open for diagnosing. Testing is only possible
testing for Power, Ground, and CAN communication. between the engine controller and supply module
Rarely is a supply module defective electrically. connector (above). Rarely is a supply module defective
electrically.
Tier 4 interim SCR system is controlled by the

DCU15 which is part of the Supply Module. Part of Tier 4 final SCR system is controlled by the engine
the system is controlled by the engine controller controller, the EDC17.
EDC7.
Page 11

Dosing Module Dosing Module
Cooing line
Pressure line (return to

Supply
(from Supply
Module)
Module)
Elect. Connector to
dosing valve
Dosing Module has no throttle valve. Pressure is

regulated to 9 bar (130 psi). This dosing module
Dosing module contains the throttle valve the aids has 3 holes 120° apart.
in pressure regulation. This system operates at 5
bar (72 psi). This dosing module has one spray
hole. Dosing Module is cooled with engine coolant
Dosing Module is cooled with DEF.
Page 12

Mixing Chamber DOC (Diesel Oxidation Catalyst)
The DOC is a Diesel Oxidation Catalyst that

oxidizes several of the exhaust components. CO is
oxidized to CO2, NO is oxidized to NO2, as well as
some other compounds.
Dosing Module is installed at the exit of the DOC

with a mixing chamber just past the Dosing Module.
Mixing chamber is located in the exhaust pipe after
the Dosing Module. Mixing chamber aids in mixing
DEF with exhaust.
Page 13

SCR Catalyst SCR Catalyst and Clean up Catalyst
Catalyst is a ceramic material that has a wash coat Catalyst is a ceramic material that has been up
of catalytic material that will support the conversion graded from Tier 4 interim. The wash coat has also
of NO and NO2 to N2 and H2O. been up graded to be more efficient, it still supports
the conversion of NO and NO2 to N2 and H2O.
Catalyst must be at 240°C (465°F) for the reaction

to occur. If the temperature rises above 540°C Catalyst must be at 240°C (465°F) for the reaction
(1005°F) the catalyst will be damaged to occur. If the temperature rises above 600°C
(1115°F) the catalyst will be damaged
The CUC (Clean up Catalyst) is the small area at

the exit of the catalyst. The CUC is included to
clean up and NH3 that is not used in the catalytic
reaction and control ammonia slip into the
atmosphere.
Page 14
The rest of the sensors used on the emissions system are considered Smart Sensors. Smart Sensors are
sensors (and actuators) that have their own controller built in. They are programed to self-calibrate and self-
test. Since they have built in controllers they operate on a CAN system.
The software is loaded when the Smart Sensor is built; no software updates or reloading of software is possible.
The circuits in the smart sensors work at very low voltages, are highly sensitive, therefore field repairs are not
possible.
When troubleshooting a Smart Sensor check for the same things as for a controller. Check Power, Ground, and
CAN Commutation. If the Smart Sensor has fail it must be replaced.
Page 15
Tier 4 interim
The NOx Module and the Engine Controller EDC7 are the only controllers on the emissions CAN
Page 16
Tier 4 final
The emissions CAN have the 2 NOx sensors, NH3 Sensor, Urea Quality Sensor, Exhaust Flap (eFlap), and the
engine controller (EDC17).
Page 17

NOx Sensor NOx Sensor
NOx sensor pin out
1 – 24 volts
2 – Ground
3 – CAN Low
4 – CAN High
This is a 24 volt sensor
This is a 12 volt sensor
The rest of the Smart Sensors are new for Tier 4 final.
Page 18
Tier 4 final Smart Sensors

NH3 Sensor
Pin Description
1 Power
2 Engine CAN HI
3 Engine CAN LO
4 Ground
The NH3 sensor is a 12 volt sensor
Urea Quality Sensor
Pin Description
1 Power
2 Ground
3 CAN Low
4 CAN High
The Urea Quality Sensor is a 12 volt sensor.
Page 19
Tier 4 final
eFlap (Exhaust Flap
The eFlap is cooled with engine coolant.
The eFlap is 12 volts, it is spring loaded to fail safe (open). At key on it will self-check by closing about 5%,
open fully, and close about 5%. After engine startup it moves to the correct position to aid in engine and
catalyst warm up.
When the unit is cold it can be closed by hand to check function (not stuck).
Page 20
Engine Exhaust Brake Option for Tier 4 final – uses eFlap

Engine exhaust brake requires the MultiController or SideWinder II Armrest.
Engine exhaust brake makes use of the existing eFlap for increased braking, which will give increased stopping
power when hauling heavy loads.
Exhaust brake is actuated by foot pedal to the

left of the clutch pedal.
When exhaust brake is activated fueling is cut off

to the injectors.
Indicator on instrument
panel will illuminate when
exhaust brake is active.
Page 21
Tier 4 final
Page 22
MAINTENANCE CHART:
SYSTEM OPERATION
Start up
At key on, the Supply Module is powered up.
x The ECU verifies the temperatures of Diesel Exhaust Fluid (DEF) per tank sensor, ambient air temperature per
humidity sensor, & Supply Pump module.
x If the DEF is frozen or ambient temperatures are cold, the heater valve is actuated to start the de-thawing
process.
x When the DEF is thawed or the temperature rises above the freezing point and the downstream SCR
temperature is 150°C (302°F), the diaphragm pump starts pumping to build pressure in the DEF system.
o After 15 minutes, the pump is actuated to see if DEF will flow.
o The defrosting session will continue checking for DEF flow every 15 minutes for up to 8 hours (based on
temperature below -18C) continuing to reinitiate a 15 minute defrosting cycle until DEF flow is achieved.
x The reverting valve is cycled to purge the air out of the line.
x The Supply Module continually builds and maintains SCR system pressure of 130 psi (9 bar) to the DEF injector.
Page 23
Normal Operation
The Supply Module then maintains SCR system pressure until the SCR catalyst has warmed to operating temperature of
approximately 240°C (428 – 464°F) and engine load indicates a need to start DEF dosing.
x DEF is injected per engine controller software model (Open loop dosing).
x After approximately 10 -12 minutes of initial engine startup operation, the NOx & NH3 sensors are dried of
moisture and then heated enough to sample the NOx level in the exhaust.
9 The 10-12 minute delay to remove moisure is called “Dew Point”. The amount of Dew point timing is
different for both NOX and the NH3 sensors.
x DEF injection is now based upon the NOx sensors actual reading at the tailpipe (Closed Loop dosing).
x Closed loop dosing is more accurate then open loop dosing due to sensor monitoring.
After Run
At key off, the reverting valve shifts to line purge and the diaphragm pump in the supply module continues to run for a
timed period (approximately 90 seconds).
x This evacuates the SCR system and returns the DEF to the tank.
x This is done to prevent damage to the SCR system should it freeze and also for DEF not to crystalize within the
system.
Page 24
DE-RATES & INDUCEMENTS
Low DEF Level Inducements
Driver Warning Second Step Final Step
High Idle
Engine
commanded
to low idle
within 30
minutes
65% Torque Reduction

60% ERPM Reduction
No engine power loss
Ramped in within
Low Idle
< 10% < 5% (~ 1.8% considered empty) .
NOTE: In the graph above: 0% denotes ERPM at low idle typically 850 to 900 erpm, this may vary for different
applications. 100% denotes high idle typically 2000 to 2200 erpm, this may vary for different applications.
Final inducement step is a limit of 50% of maximum torque at machine idle.

Warning starts @ 10% remaining DEF approximately 2 hours before depletion of DEF in tank.
Page 25
DEF Quality
x DEF concentrations outside the allowed range of 32.5%±4% are now detected (too low and too high DEF
concentration will be detected)
x DEF quality sensor is always active (except when DEF is frozen) sampling every 20 seconds.
o Primary issue is intentional dilution or substitution of DEF with water.
o Secondary issue is attempting to make DEF with agricultural-grade urea and tap water.
x Final inducement (machine idle, with 50% max torque limitation) after 4hrs after detection of poor DEF quality. This
should provide enough advance warning to avoid unsafe conditions and allow for diagnostics and restart after
replacement of DEF.
DEF Quality Inducements
If poor quality DEF is detected again within 40 hours from the initial detection, the final inducement will apply within
30 minutes.
Page 26
Poor DEF Quality Inducement

High Idle
Engine
commanded
Poor DEF Quality Detected
to low idle
within 30
minutes

60% ERPM Reduction
Ramped in within
Low Idle
Time 50 min 40 minutes 120 minutes 30 min
*Overall there is a reduction in engine torque.

The initial reduction was a 65% torque reduction, once the engine is at low idle the torque reduction is actually decreased
from 65% to 50%. However this is 50% of what the engine is capable of producing at low idle, therefore the overall
reduction is greater than the low idle torque increase.
Page 27
Technical Fault Inducements

High Idle
Engine
commanded
to low idle
System Failure Detected
25% Torque Reduction within 30

minutes
Within 25 minutes

60% ERPM Reduction
Ramped in within
Low Idle
Time 90 minutes 60 minutes 30 min
With technical faults power reduction starts immediately reducing torque 25% in 25 minutes. Engine rpm is not affected
for 90 minutes when the second step starts.
*Overall there is a reduction in engine torque.

The initial reduction was a 65% torque reduction, once the engine is at low idle, the torque reduction is actually
decreased from 65% to 50%. However this is 50% of what the engine is capable of producing at low idle, therefore the
overall reduction is greater than the low idle torque increase.
Page 28
TIER 4 ENGINES – FUEL SYSTEM OVERVIEW
Page 29
COMMON-RAIL FUEL SYSTEM
Page 30
SYSTEM OPERATION
Fuel from the tank is drawn up by the gear supply pump (or hand primer for bleeding of air purposes), then
passes through the primary filter and hand primer assembly (primer has check valves for when operating - not
shown) into the gear supply pump via a stabilizing orifice.
The gear supply pump provides fuel through the 5 micron secondary filter to the high pressure pump (CP3), via
the pressure regulating valve. The regulating valve (normally-open) acts as a throttling device, controlling
effectively the rail pressure (signal from control module) by regulating the fuel quantity available to the high
pressure plungers. In parallel to the regulator intake is a 5 bar (72.5 psi) limiter valve.
Gear supply pump pressures:
x Cranking – 0.69 bar (10 psi)
x Normal operating range – 4.8 – 6.2 bar (70 - 90 psi)
x Maximum pressure – 8.9 bar (130 psi)
Fuel pressure is increased at the plungers of the high pressure pump and delivered to the rail (accumulator). A
pressure sensor in the rail provides the control module with the current status of pressure. An over-pressure
relief valve (dual stage) controls the maximum pressure and will limit pressure in the event of pressure sensor
failure or if the normally-open pressure regulating valve has no current to operate the PWM control spool. The
common-rail supplies fuel to all of the injectors.
Fuel metering is defined by the opening time of injector and rail pressure.
Capacitors are used to get to 80volts to initially fire the injectors.
Main injection delivery will vary depending on load and status of the engine.
A pilot injection 300ms before the main injection takes place, reducing noise and increasing combustion
efficiency.
Rail pressure:
x at idle 250 bar (3625 psi)
x at maximum load 1450 bar (22,025 psi)
x over-pressure 2000 bar / 1000 bar (29,000 psi / 14,500 psi).
A “zero delivery drain” orifice exists within the CP3 pump so as to discharge excess fuel as the fuel regulating
valve (Mprop) does not close completely - the orifice keeps the rail pressure at a desired low value when at zero
injection when the engine is motored downhill.
FUEL SYSTEM PUMPS AND REGULATORS

Fuel System Gear Supply Pump – ZP18
Fuel is drawn from the tank into the pump at A
Pressure increase is achieved by gear pump assembly
and delivered to the CP3 high pressure pump from outlet
B.
1 - Bypass valve opens if over-pressure occurs in outlet B.
2 - Bypass valve for priming pump delivery.
Page 31
OVER - SUPPLY BYPASS
HAND PRIMING BYPASS
Fuel system gear supply pump

Shows the two by-pass valve conditions.
Over-pressure condition
Bypass valve 1 opens if over-pressure at the outlet occurs. Pressure of the fuel overcomes the spring force,
allowing fuel to return to the inlet passage.
Fuel bleed condition
The by-pass valve 2 opens when, with the engine stopped, the fuel circuit must be filled using the hand priming
pump.
By-pass valve 2 opens due to the effect of pressure build-up at the inlet (gear pump not turning). Fuel flows via
valve to the outlet side B.
Fuel Pumps and Connections
Pump connections.
x Timing reference is not by pump gear.
x Pump supplies fuel pressure to the common-rail.
x Pressure regulator acts as a throttling device.
Note: Bosch CP3 Pump does not need timing
Page 32
PRESSURE REGULATOR AND 5 BAR (72.5 PSI) LIMITER VALVE WITH ENGINE AT
MAXIMUM SPEED
Regulator coil is not energized, so core is at rest position
due to the effect of the preload spring. The poppet is in
the maximum delivery position.
Regulator feeds the high pressure pump with the
maximum available flow rate.
The 5 bar pressure limiter discharge passage is closed. A
small flow of fuel to lubricate the pump is allowed.
1 - Coil
2 - Core
3 - Pre-load spring
4 - Poppet
5 - High-pressure feed pump
6 - Fuel inlet from filter
7 - Fuel return from high-pressure pump
8 - Cylinder for opening discharge port
9 - Fuel discharge
10 - Fuel delivery
PRESSURE REGULATOR AND 5 BAR (72.5 PSI) LIMITER VALVE WITH ENGINE AT IDLE
SPEED
Regulator coil is energized with a PWM signal and then
the coil core is displaced against the preload spring. The
coil core movement causes the poppet to assume the
maximum closed position, and therefore minimize the
flow of fuel to the high pressure pump.
This limits the common-rail pressure to approx. 350 –
400 bar (5075 – 5800 psi).
The 5 bar limiter valve, responsible for controlling the
opening and closing of the discharge port, will be in its
maximum opening position to allow excess fuel to decay
through the discharge outlet.
Page 33
COMMON-RAIL ACCUMULATOR
Note: High pressure supply pipes are tuned to prevent vibration.
Never loosen or disconnect any fuel system components while
cranking or with the engine running.
A
Up to 2000 bar (29,000 psi) rail pressure! B
Pressure in rail varies depending on engine load, from 300 bar (4350 psi) at idle to 1400 bar (20,305 psi) at full
load.
A - Rail pressure sensor
B - Rail over-pressure valve (Dual stage)
High pressure pipes are all the same length, as with conventional fuel injection systems. The colors of the pipes
show that the same pipe is used on some cylinders others are of different shape for alignment reasons. The
rubber grommets on the high pressure pipes help reduce failure by adding weight to the pipe, and thereby
changing the frequency of vibration to a limit that avoids fracture.
COMMON-RAIL DUAL-STAGE O VER-PRESSURE VALVE
Positioned on the rear end of the rail (accumulator)

Protects the system from excessive pressure in case of failure of the rail pressure sensor or pump pressure
regulator.
Mechanical valve, has a dual stage.
2000 bar (29,000 psi) as a safety valve, then mechanically adjusts the pressure in the rail to approximately 1000
bar (14,500 psi).
Page 34
This valve allows the engine to work at limited performance, as rail pressure can reach 1000 bar maximum.
When the valve is tripped, the control unit stops operation of the pressure regulator. Therefore de-energized
and in the maximum delivery position.
Fuel over-spill then returns by pipe-work to the feed pump and filter.
An orifice within the dual-stage relief valve controls the return pressure.
ELECTRONIC INJECTORS
High Pressure Injector and Connectors
Injector High-Pressure Connector

Electronic Injector Operation
Main components are the nozzle and solenoid valve.

Constantly supplied with fuel at injection pressure from the common-rail, this varies depending on demand.
Solenoid valve and therefore injector operation is controlled by the ECM.
At rest with the coil de-energized, the ball valve (6) is in the closed position.
Same pressure in both pressure chamber (8) and control area (7), needle cannot be lifted.
Spring is only used to position the needle and control tolerances, and is not part of the closing mechanism.
Page 35
Coil energized, the ball (6) moves up

Fuel flows from the controlled area to the back-flow pipe, causing a drop in pressure above the rod. At the
same time, fuel in the pressure chamber (8) causes the needle to rise, allowing injection into the engine
cylinder.
Once injection quantity is met, (ECM - map) the ECM de-energizes the coil.
Ball valve (6) returns to the closed position, recreating the balance of forces and therefore the needle closes,
terminating the injection cycle.
The difference in surface areas dictates a downward force.
A pilot injection (advance) takes place 300 micro-seconds before the main injection for a duration of 170 micro-
seconds. The main injection varies to meet demand. Opening time is dependent on the actual rail pressure.
Timing of injection is defined by actuation of injector by ECM. This leads to a quieter engine and increased
combustion performance.
High pressure pipes and transfer tube have to be changed after each removal.
BOSCH ELECTRO-INJECTOR
The injector has a 2/2 electromagnetic servo-valve. It is a high-
precision component which has been manufactured to extremely tight
tolerances. The valve, the nozzle, and the electro-magnet are located
in the injector body. Fuel flows from the high pressure connection and
through an input throttle into the valve control chamber. There is the
same pressure inside the injector as there is in the rail, and the fuel is
injected through the nozzle into the combustion chamber. Excess fuel
flows back to the tank through the return line.
FUEL INLET AND RETURN

Fuel Inlet Connector
1 - Electro injector solenoid
2 - Fuel inlet connector.
3 - O-ring.
4 - Locating ball seat on cylinder head.
5 - Locating ball.
The fuel inlet transfer tube must be replaced each
time it is disassembled, so as to maintain a perfect
seal with the injector by way of face contact.
NOTE: Follow the proper installation/torquing
procedure as shown in the TIDB Repair
Manual.
Page 36
FUEL RETURN GALLERY

Cylinder head, showing fuel return gallery for injector
overspill.
FUEL RETURN
RAIL OVER-PRESSURE
VALVE
Rail over-pressure valve.

Injector overspill via cylinder
head gallery and fuel return
pressure limiter.
5 bar (72.5 psi) limiter regulation FUEL RETURN
at inlet to CP3 high-pressure PRESSURE LIMITER
pump.
PRESSURE LIMITER FOR FUEL RETURN

Fitted into the rear of cylinder
head.
Maintains a control pressure
within the injector.
Regulates the pressure of fuel
returning from the injectors to a
pressure of between 1.3 – 2.0bar
(abs) (19 - 29 psi)
A larger pipe bore on the return side reduces the line pressure.
If injector back-pressure is out of specification, will cause the injection quantity to be out of tolerance.
x Injection shot / shot stability out of tolerance.
x Too much back-flow results in system pressure deterioration.
Page 37
PRESSURE REGULATING VALVE

A proportional valve controlled by the electronic control module as a
throttling device to control the rail pressure. This is done by pulse
width modulation of the electromagnetic spool’s power supply.
The valve is normally open (at maximum with no current).
ENGINE SENSORS
Crankshaft Speed and TDC Sensor
The crankshaft sensor is an increment sensor. It works together with the camshaft segment sensor. The
electronic system takes information from the crankshaft increment sensor and the camshaft segment sensor.
The crankshaft increment sensor picks up a magnetic signal from the crankshaft-mounted tone wheel (60 - 2
slots), and provides precise information about the engine’s crank position for TDC and engine speed. The 2
missing slots on the tone wheel serve as a reference for a complete revolution
With this information, the ECM actuates fuel delivery to the cylinders.
Camshaft Sensor
The camshaft speed and timing sensor
is a segment sensor and works together
with the crankshaft increment sensor. It
is used for engine synchronization and
TDC reference with regard to camshaft
position, and is installed into the rear
engine cover plate on the rear left hand
side of engine.
A signal is generated from notches
machined into the back of the camshaft
gear. 6 cylinder engines have 6 + 1
notches.
This signal is used by the ECM to establish the position of Number 1 cylinder on starting.
Page 38
Common-Rail Pressure Sensor

The electrical resistance of the semiconductor layers on the
sensor’s membrane varies with its deformation. The membrane is
in direct contact with the rail pressure.
Coolant Temperature Sensor

Installed into the thermostat housing, at the front of the engine,
engine temperature status is registered by the electronic control
module to determine correct fuelling to match engine state.
Air Pressure and Temperature Sensor (combined)

Installed on the air intake manifold, it allows the ECM to determine
the mass of air introduced to the cylinders and calculate the
required fuel quantity.
The resistance changes depending on temperature. The pressure
device contains a pressure membrane which acts on a piezo-
resistant element. This element (crystal) changes its internal
resistance according to the applied pressure.
Fuel Temperature Sensor

The sensor is installed on the fuel filter head, in the gallery
supplying the high-pressure (CP3) pump on the left hand side of
engine.
Page 39
Engine Oil Pressure and Temperature Sensor

1 - Oil Filter
2 - Engine oil pressure and temperature sensor
The sensor is supplied with 5 volts.

The signal detected is transmitted to the ECM, which in turn
controls the relative device on the instrument panel (gauge
and low pressure warning light).
The oil temperature is not displayed, the value being used
exclusively by the Electronic Control Module.
Cold-Start Grid Heater

Intake manifold (1) top housing is fitted with grid heater installed.
Apply Loctite 5999 to mating surfaces.
Grid heater (2) controlled by the ECM via the coolant sensor, fuel
temperature and oil temperature
Grid heater relay and 125 amp fuse.
Activated by key-on for pre-heat.
If battery voltage is below 9 volts, it will not activate.
Manifold pressure and temperature sensor fitted into this housing.
Working conditions
Temperature -30.04 °C -25.04 °C -20.04 °C -15.04 °C -7.04 °C -3.14 °C -3.04 °C
(-22.07 °F) (-13.07 °F) (-4.07 °F) (4.93 °F) (19.33 °F) (26.35 °F) (26.53 °F)
Pre-heating 30 s 30 s 20 s 16 s 12 s 8s 0s
Post-heating 120 s 120 s 120 s 90 s 60 s 30 s 0s
Specifications
Voltage 12 V
Ground Isolated
Resistance 0.5 Ω
Page 40
ENGINE SENSOR LOCATION :
(1) Coolant temperature sensor (7) fuel temperature sensor

(2) Electro-injector (8) EDC17 CV41 electronic control module
(3) Starter (9) Crankshaft speed sensor
(4) Fuel pressure sensor (10) Engine oil pressure/temperature sensor
(5) Air pressure/temperature sensor (11) Pre-post heating resistor
(6) Timing sensor
Page 41
I NDEX
Emissions………………………………………………………………………………………………………..…1
Tier 4 final…………………………………………………………………………………………………2
Components……………………………………………………………………………………………....4
Wiring Diagram……………………………………………………………………………………….…22
Filter Service………………………………………………………………………………………….…23
De-rates and Inducements…………………………………………………………………………….25
NEF Engine……………………………………………………………………………………………………….29
Fuel System……………………………………………………………………………………………..30
Engine sensors………………………………………………………………………………………….38
Engine Sensor Location……………………………………………………………………………….41
Page 42
21 - Transmissions
21 - CCM Tier 4 final Transmissions
SWB – SPS – RANGE COMMAND

Components – SPS
Page 1
1. Damper coupler 17. Clutch E driven discs

2. Clutch housing 18. Clutch E housing
3. Clutch "A" drive discs 19. Clutch E drive discs
4. Clutch "A" driven discs 20. Belleville springs, clutches D and E
5. Cover plate 21. Clutch D housing
6. Transmission input shaft adjust shim 22. Clutch C driven discs
7. Transmission input shaft 23. Clutch C drive discs
8. Clutch "D" driven discs 24. Clutch C housing
9. Clutch "D" drive discs 25. Clutch C Belleville springs
10. Range gear input shaft 26. Transmission driven gear end play adjust shim
11. Reverse idler gear 27. Transmission driven shaft
12. Range input shaft adjust shim 28. Clutch B Belleville springs
13. Range output shaft 29. Clutch A Belleville springs
14. Range output shaft adjust shim 30. Range gear and transmission lubrication control line
15. Medium range and reverse control synchronizer 31. Valve spring
16. Low and high range control synchronizer 32. Lubrication pressure regulation valve
Page 2
General Specifications – SPS

Transmission 18/19 forward and 6 reverse speeds.
Gear type helical toothed
Range gears 3 forward ranges and 1 reverse range for a total of 18 forward and 6
reverse speeds on 40 kph models. 19 forward and 6 reverse speeds for
50 kph models
Reduction ratios:
Low (24 x 15) : (46 x 55) = 1 : 7.03
Normal (24 x 25) : (46 x 37) = 1 : 2.84
High 1
Shift and range gear lubrication forced-fed by a gear pump (same as the power steering circuit pump)
Number of discs - Clutch A 7
Number of discs - Clutch B 7
Number of discs - Clutch C 8
Number of discs - Clutches D & E 6
Low pressure setting, bar (psi) 16.7 - 17.6 (242 - 255)
Lubrication pressure, bar (psi) 2.7 - 3.4 (39.2 - 49.3)
SPECIFICATIONS - CREEPER GEARS
Type epicyclic spur gear set

Reduction ratio: 20 : (20+100) = 1:6
Control type through a lever on the left-hand side of the driver's seat
Page 3
OPERATION - SPS
POWER FLOW - SPS

5 major groups of components transfer drive from the engine to the rear axle.
x Drive is transferred from the input shaft to the blue components either directly (if clutch A is engaged ) or
via the yellow components (if clutch B is engaged ).
x The blue components are coupled to the green components via clutches C, D or E. When either A or B
plus C, D or E are engaged, all the green components will be rotating.
x The green components are linked to the purple components through the 2 synchronizers.
x Feathering of drive is controlled by the A and B clutches
A Clutch C Clutch E Clutch M+R Synchro
B Clutch D Clutch F+S Synchro
Page 4
SWB – 50 KPH
50 kph Clutch
1. Bevel pinion shaft 7. PTO Clutch

2. Tapered roller bearing 8. Ring gear
3. Bevel pinion bearing adjusting shim 9. Differential gear hub
4. 50 kph clutch (if equipped) 10. Differential gear
5. Bearing 11. Pinion shaft position pin
6. PTO driveshaft 12. Four wheel drive clutch
Page 5
POWER-FLOW – SPS 50 KPH
5 major groups of components transfer drive from the engine to the rear axle.
The addition of 19th Gear adds a 6th clutch to the transmission.
Drive to 19th speed is through a single clutch, drive is from the PTO and Pump drive shaft to the Pinion Shaft
(ONLY ONE CLUTCH IS USED).
The other transmission clutches are released, providing the most efficient power flow in this gear.
RANGE SYNCHRONIZERS
S M F R
AC 1 7 13 R1
CLU
SPE
ED
BC 2 8 14 R2
Page 6
AD 3 9 15 R3
BD 4 10 16 R4
AE 5 11 17 R5
BE 6 12 18 R6
DIRECT DRIVE (50 kph) 19
Page 7
DRIVE MATRIX - SPS

x 5 electro-hydraulically operated clutches
x A, B clutches – Provide high and low output ratios to “speed” section of gearbox.
x C, D, E clutches – Provide 6 speeds in conjunction with A and B clutches.
x S (slow), M (medium), F (fast), and R (reverse) are synchro-operated range gears.
x 19th clutch provides direct drive for 50 kph
19
50
0
(A & B range gears have an overlap)
Page 8
COMPONENT LAYOUT - SPS
Page 9
Page 10
SPS TRANSMISSION CONTROL VALVE (FRONT RIGHT SIDE)
Transmission control
x Electro-Hydraulic
x Controlled by micro-processors via PWM manifold and transmission side cover.
PWM manifold
x PWM manifold - controls A, B, C, D, E clutches.
x The above illustration shows PWM valves A and E being energized (6th, 12th, 18th or R6 gear
engaged, depending on Range clutch which is engaged).
x PWM valves have common supply gallery
x Low pressure oil supply from steering pump = 16-18 bar (controlled by low pressure regulating valve)
x Leak off oil from PWM valves is returned to sump
x When PWM is not activated, blue part of circuit is open to sump and should have no pressure.
x (A or B) + (C or D or E) may be engaged. Never more than 2 clutches engaged at one time
Page 11
SIDE VALVE (RIGHT SIDE COVER)

x 4 solenoids control the range synchronizers (R, M, L, H) via the 2 “binocular valves”.
x 4 solenoids control the PTO brake, PTO, Differential lock (with differential lock status switch) and 4WD
functions (with 4WD status switch). Differential lock status switch is normally closed, 4WD status switch
is normally open.
x Low pressure oil from the PFC/CCLS pump enters side cover and supplies oil to the solenoids via a
common gallery.
x Oil from the steering pump supplies priority to the steering system, the return oil from steering provides
lube oil to the transmission side cover, where the cooler bypass valve is located. Normally the oil will
flow through the oil cooler and continue to pressure lubricate (max 7 bar) the transmission components.
x If there is excessive restriction in the oil cooler, the oil cooler bypass valve is pushed off its seat and the
lubrication oil is fed straight into the lubrication circuit.
Page 12
Side Valve Front View
switchLube from
cooler
Slow range
Reverse range
Medium range
PTO 4WD
High range
4WD pressure switch
Note: All solenoid connectors are black, all are ON/OFF, no PWM used for these functions
Side Valve Lower View

4WD
4WD engage
PTO brake Diff-lock rear
Diff-lock front
Supply to clutch
pack solenoid Diff-lock switch
PTO supply
17-18 bar
system feed
Note: Underside of the valve has connections as shown, plus switches for 4WD, diff-lock, and system pressure
Page 13
Side Valve Rear View
Lube for
steering pump
PTO engage
Diff-lock
Front diff-lock feed
18 bar system
Rear diff-lock feed supply
4WD feed PTO control
Page 14
Binocular Valve Operation (M+R Valve Shown)
Medium range engagement

x Low pressure oil (16 - 18 bar) sent from Medium range solenoid in side cover.
x Pressure forces inner piston assembly (1), left hand outer piston, and operating rod to the left, engaging
the medium synchronizer. The right hand outer piston (4) remains in the same position due to the outer
circlip (3).
x Once the synchronizer has been engaged, the shift rail detent balls in the gearbox hold the synchronizer
in position. The Medium solenoid is then deactivated by the processor and the pressure returned to 0.
(The processor receives a signal from transmission potentiometers identifying the position of the shift
rails).
Reverse range engagement
As above, except Reverse solenoid is activated by the processor.
Neutral
x Low pressure oil (16 - 18 bar) simultaneously sent from both the Medium and Reverse range solenoids
in side cover
x Same pressure on both sides of the piston assembly, but a larger surface area (B) on the right hand
side. (A) is a smaller area because the left hand outer piston (5) cannot move due to the outer circlip (6).
x The piston is therefore pushed back into the central neutral position.
Page 15
Binocular Valve – Components
Operating rod (1), Outer circlip (2), Inner circlip (3), End plate (4), Retaining circlip (5), Outer pistons (6), Inner
piston assembly (7), Piston seal (8), Circlip (9)
2 Binocular valves (only one shown here):

x operated by low pressure oil (16-18 bar) controlled by solenoids in the side cover. Solenoids controlled
by transmission controller.
x 3 positions for each binocular valve:
o neutral
o left to engage Medium or Slow range (depends on binocular valve)
o right to engage Fast or Reverse range (depends on binocular valve)
Page 16
Binocular Valves
Synchro Potentiometers
Operating rod, acting on the potentiometer,

transmits the position of the syncronizer to the
controller.
Page 17
TRANSMISSION LUBRICATION - SPS
Transmission lubrication circuit

x Oil supplied by low pressure regulating valve.
x Pressure controlled by lubrication relief valve (1).
x Supplied to moving components via manifolds and internal galleries within the gearbox shafts.
Lube Pressure check.
1. Pull out oil cooler
2. Remove top hose
3. Connect Tee fitting 38020006 and hose – gauge via coupler 38000543
Specification - Oil at 65°C
3.0 bar @ 1000 rpm
4.5 bar @ 1500 rpm
5.5 bar @ 2000 rpm
Page 18
Page left Blank
Page 19
SWB – FPS – POWER COMMAND

Components - FPS
Page 20
1. Input shaft seal 13. Transmission output shaft

2. Flywheel 14. Output shaft end-float adjustment shims
3. Flywheel to transmission damper 15. Slow (S) clutch
16. Medium range clutch assembly, end-float adjustment
4. Clutch housing cover
shims
5. Clutch "A" 17. Medium clutch hub bearing preload shims
6. Clutch "B" 18. Medium (M) clutch
19. Medium clutch driven gear (meshes with reverse
7. Top shaft adjustment shim
clutch driven gear)
8. Reverse clutch driven gear (meshes with medium clutch
20. Clutch "E"
driven gear)
9. Reverse (R) clutch 21. Clutches "C" and "D"
10. Transmission end housing 22. Clutch "C" hub bearing preload shims
11. Slow speed idler gear 23. Four wheel drive shaft
12. PTO driveshaft 24. Lube oil transfer tube
Page 21
General Specifications - FPS

Transmission 18/19 forward and 6 reverse gears, controlled by nine hydraulically
engaged clutches via processor driven PWM valves
Gear type helical toothed, constant mesh
Reduction ratios:
Forward 1 (F1) (62/28) : (53/14) = 1 : 8.383
Forward 2 (F2) (65/28) : (51/41) = 1 : 2.888
Forward 3 (F3) 1
Transmission lubrication Via the main hydraulic pump
Number of discs - Clutch A 5
Number of discs - Clutch B 5
Number of discs - Clutch C 8
Number of discs - Clutches D-E 6
Number of discs - Fast Clutch 10
Number of discs - Slow Clutch 14
Number of discs - Clutches Medium & Reverse 12
Low pressure setting, bar (psi) 16.7 - 17.6 (242 - 255)
Lubrication pressure, bar (psi) 3.0 - 3.7 (43.5 - 53.7)
SPECIFICATIONS - CREEPER GEARS

Type epicyclic spur gear set
Reduction ratio: 20 : (20+100) = 1:6
Control type Hydraulically operated linkage via solenoid.
Page 22
OPERATION - FPS
M
A B
F S
C D E
BSB0241A R
POWER FLOW - FPS

5 major groups of components transfer drive from the engine to the rear axle. This diagram shows the R clutch
assembly and idler gear on top of the gearbox for clarity, although in reality these are on the right hand side in
the gearbox.
x Drive is transferred from the input shaft to the blue components either directly (if clutch A is engaged) or
via the yellow components (if clutch B is engaged).
x The blue components are coupled to the green components via clutches C, D or E. When either A or B
plus C, D or E are engaged, all the green components will be rotating. Note that the M clutch assembly
is permanently meshed to the R clutch assembly so when reverse is engaged, the M clutch assembly is
being used as an idler gear.
x The green components are linked to the purple components through clutches S, M, F and R. Note that
when S (slow) is engaged, the drive is transferred through the M and R clutch assemblies and back
through an idler gear to achieve forwards.
x Feathering of drive is controlled by the Range clutches (S, M, F, R)
Page 23
Power Flow - FPS - 1st Gear Example
A B
F S
C D E
BSB0243A
Engage A clutch
Engage C clutch
Through M clutch assembly
Through R clutch assembly
Through idler gear
Engage S clutch
Output shaft to rear axle
Page 24
Power Flow - FPS - Reverse 5th Gear Example
A B
F S
C D E
BSB0246A
Engage A clutch
Engage E clutch
Through M clutch assembly which acts as an idler gear
Engage R clutch
Page 25
FPS – 50 KPH
Power-Flow – FPS 50 kph
The 50 kph speed is obtained by driving the pinion shaft from the PTO drive shaft.
The 50 kph clutch, situated at the rear of the transmission, will be engaged electro-hydraulically. The two
solenoids are found in the transmission top cover and 50k manifold to the rear of the transmission.
ALL other clutches in the transmission will be pressure free, this provides the most direct drive path with minimal
power consumption.
Page 26
COMPONENT LAYOUT - FPS
Page 27
FPS RH S IDE TRANSMISSION CONTROL VALVE
Transmission control
x Electro-Hydraulic
x Controlled by micro-processors via PWM manifold and transmission side cover.
PWM manifold
x PWM manifold - controls A, B, C, D, E clutches.
x The following illustration shows PWM valves A and E being energized (6th, 12th, 18th or R6 gear
engaged, depending on Range clutch which is engaged).
x PWM valves have common supply gallery
x Low pressure oil supply from steering pump = 16-18 bar (controlled by low pressure regulating valve)
x Leak off oil from PWM valves is returned to sump
x When PWM is not activated, blue part of circuit is open to sump and should have no pressure.
x (A or B) + (C or D or E) may be engaged. Never more than 2 clutches engaged at one time
Page 28
FPS TOP COVER TRANSMISSION CONTROL VALVE
The remaining transmission control solenoids are located on the top of the transmission.
x 4 PWM valves control the range clutches. 4 pressure sensors next to the PWM valves send signal to
microprocessor, which
issues an error code if the
pressure is low. They do
not affect the operation of
the transmission.
x 4 solenoids control the
PTO brake, PTO, diff-lock
(with differential lock
status switch) and 4WD
functions (with 4WD
status switch). PTO
brake, PTO and diff-lock
are activated only when
solenoids are energized,
4WD is activated only
when solenoid is de-
energized (spring
engaged, hydraulically
disengaged).
x If there is excessive restriction in the oil cooler, the oil cooler bypass valve is pushed off its seat and the
lubrication oil is fed straight into the lubrication circuit.
Page 29
DRIVE MATRIX - FPS

RANGE CLUTCHES
S M F R
AC 1 7 13 R1
SPEED CLUTCHES
BC 2 8 14 R2
AD 3 9 15 R3
BD 4 10 16 R4
AE 5 11 17 R5
BE 6 12 18 R6
DIRECT DRIVE (50 kph) 19
x 9 electro-hydraulically operated clutches

x A, B clutches – Provide high and low “splitter” output ratios to “speed” section of gearbox.
x C, D, E clutches – Provide 6 speeds in conjunction with A and B clutches.
x 4 electro-hydraulically operated clutches are used to select the 4 ranges, S (slow), M (medium), F (fast),
and R (reverse)
x 19th clutch provides direct drive for 50 kph
Page 30
TRANSMISSION CLUTCH OIL SUPPLY - FPS
A B
F S
C D E
BSB0287A
x Clutches A, E, M (11th gear) supplied with low pressure oil (16 - 18 bar) via manifolds. Oil-ways in
manifolds separated by sealing rings
x All other clutch oil-ways open to sump and have no residual pressure
NOTE: In neutral, approx. 4 bar of pressure is supplied to the C, D and E clutches. This locks the gearbox to
prevent spin / creep
Page 31
TRANSMISSION LUBRICATION CIRCUIT - FPS
Lubrication relief valve (1)

• Oil is supplied by the low pressure regulating valve
• Pressure is controlled by the lubrication relief valve (1)
• Lubrication is supplied to moving components via manifolds and internal galleries within the gearbox
shafts
Page 32
TORQUE SENSING DAMPER DISC

(Shown looking backwards towards the transmission)
No load:
• The damping springs will transfer drive without being compressed
• The short signals produced by the torque / rpm sensor will be half way between the long signal
produced by the lugs
5
2
(1) Flywheel lug

(2) Torque / rpm sensor
(3) Transmission input shaft
(4) Damper disc finger
(5) Damper disc spring
• Drive from the engine is transferred to the flywheel (1), which has 4 lugs on its outer edge
• Drive between the flywheel and damper disc is transferred through the damping springs (5), through the
damper disc to the transmission input shaft (3)
• The damper disc has 4 fingers (4), which are riveted to its rearward side
• As the transmission spins, the torque / rpm sensor (2) emits a signal every time a damper disc finger or
flywheel lug passes it
Page 33
Maximum Torque
• The damping springs will be compressed as the engine “pushes” the transmission around
• The short signals produced by the torque / rpm sensor will be shortly before the long signal produced by
the flywheel
• As the torque increases, there will be less time between the damper disc signal and the flywheel signal
• In this way, the processor knows the amount of torque being transferred through the transmission
Page 34
Overspeed / Overrun
• The damping springs will be compressed as the transmission is “pushing” the engine to go faster, e.g.
when driving down a hill with a heavily-loaded trailer
• The short signals produced by the torque / rpm sensor will be shortly after the long signal produced by
the flywheel
• As the torque increases, there will be less time between the flywheel signal and the damper disc signal
• In this way, the processor knows the amount of torque being transferred back to the engine
Page 35
Page left blank
Page 36
LWB -- FULL POWERSHIFT TRANSMISSION – POWER COMMAND

Main Features
• Helical gears
• 9 clutch packs
• Pressure lubrication
• Tapered bearings
• Quiet
• Durable
• Power-efficient
• Closed-loop monitoring of input and output speed by the
transmission controller. Clutch pack piston design
prevents piston cocking.
• 17 forward gears if 2WD
• 18 forward gears (40k MFD)
o Becomes 28 x 12 when specified with creeper
• 19 forward gears (40k EconoGear)
o 40kph at reduced 1732 rpm with 710/60 R42 tires
o 40kph at reduced 1839 rpm with 710/60 R42 tires
o Requires radar to regulate 40 kph in 19th gear
o Becomes 29 x 12 when specified with creeper
o Ideal for users operating on the road for large time periods
• 19 forward gears (50k)
o 50 kph at full governed engine speed
o Requires suspended front axles with power brakes and radar
• 6 reverse gears
• CREEPER (10 x 6) - can be fitted to all transmissions
o 6:1 reduction ratio, electro-hydraulically engaged in cab
o 10 extra forward speeds ranging from 225 meters/h - 1.60 kph
o 6 extra reverse speeds ranging from 630 meters/h - 1.80 kph
• Left-hand power shuttle
• Auto modes
• Automatic adaptive shifting
• Programmable Features:
o Programmable reverse
o Pre-select gear
o Speed-matching
o Auto up-shift
• Seven working speeds in the 4-12 kph range
Page 37
•
Economy or Productivity
• Fuel usage varies depending on the type of transmission
• Engineering testing shows this system provides up to 10% fuel-saving on a typical road transport
application using direct-drive efficiency
• Choose the 40kph EconoGear option if running costs are a concern
Speed Progression (kph)
SPEED
Full Powershift Speed Progression
45
35
25
15
GEAR
-7 -5 -3 -1 1 3 5 7 9 11 13 15 17 19
-5
REVERSE FORWARD
-1 5
Page 38
Direct Drive (50 kph)

• Direct drive from engine flywheel into transmission and PTO
• Direct drive from transmission to front axle
• Simple design transfers power efficiently from the engine, to the ground and PTO via the transmission
To Front
Axle
FULL POWERSHIFT FEATURES

o Transmission automatically selects 7th gear on start-up
o When in neutral, the operator can select any gear using the toggle switch (Puma) or push-buttons (T7)
o Operator can select any start-gear up 12th
o Gears above 12th can be selected and the selected gear will flash
o When forward is engaged, the tractor will automatically change gear depending on engine rpm until the pre-
selected gear is reached
Two Automatic Transmission Modes
o For field and transport applications, selected by the ICP buttons or the CommandGrip button
o Adapts to the operator’s driving style,

implement, and soil conditions
o Display informs the operator of the selection
Case-IH New Holland
Page 39
POWERSHIFT TRANSMISSION OPERATIONAL MODES

Auto Shifting in Field Range
While traveling or operating in any forward gear between 1 and 11, press and release the AUTO switch to enter
the auto shift mode. The transmission is now able to make automatic shifts within a span of 5 gears, dependent
on load and speed.
The gear ratio currently selected will already be shown in the Display of Gears with the appropriate LCD
segment. When AUTO shift is engaged, a plow symbol will appear in the lower display and the segments for the
two gears higher and the two gears lower than the current gear will flash to indicate that automatic changing can
occur within this range of gears.
Example: While operating in 7th gear, “7” is displayed along with the 7th gear segment. If the AUTO switch is
pressed, the segments for 5th to 9th gear will flash to indicate that automatic changing will occur between 5th
and 9th gears.
Automatic Transport Mode
A patented torque sensing system is used to ensure smooth gear changes, regardless of load
A switch on the right hand ‘B’ pillar turns on the automatic feature
Auto transport mode operates between gears 12 - 19
A microprocessor looks at current engine RPM, gear selected and transmission torque loading (+/-) and brake
pedal position, then sets the shift parameters
• NOTE: Auto Transport Mode is selected when traveling in the lowest auto transport gear or above.
• While traveling forward in 12th gear or higher, press and release the AUTO switch. This will provide
Auto shifting from the lowest auto transport gear upwards.
• When traveling forward in a gear between lowest auto transport gear and the 11th one, it is necessary
to press and release the AUTO switch twice within one second to enter Auto transport mode (If pressed
and released just once, auto field would be selected).
The gear ratio currently selected will already be displayed with the appropriate LCD segment. When Auto shift in
transport mode is engaged, a trailer symbol will appear in the upper display. The transmission is now able to
automatically make upshifts or downshifts within the selected range of gears, as dictated by engine torque and
speed, and the use of brakes and foot throttle. In Auto Transport mode, with the clutch pedal depressed or
shuttle lever in neutral, Auto shift will automatically select the lowest auto transport gear (from 7th to 12th ) in
preparation to move off again.
When tractor is completely stopped, the driver can, if required, manually change lowest auto transport gear to
move off (i.e. on a downhill slope). Lowering or increasing this move-off gear will reset the lowest auto transport
gear, providing the gear is within the sequence 7 – 12.
A gear can be selected below 7th by holding the downshift button. This will allow the tractor to move off from
this gear and Auto shift upwards into the auto transport range. If the gear selected while stopped is above 12th,
Auto transport Mode will be disabled and Normal mode will be engaged.
To disengage the Auto shift function and return to manual shifting, press and release the AUTO switch.
Alternatively, Auto Transport may be cancelled by using the shuttle lever to select reverse.
Speed Matching
When traveling in the road range of gears, the transmission automatically matches engine speed to road speed.
When the clutch is depressed or the shuttle lever is in neutral, the display shows the optimum gear. This will not
be below 12th (or the LAG in Auto mode).
The current gear, if higher than the speed matched gear, will be stored as the ’target’ gear identified by its
flashing LCD segment. To engage the speed matched gear, release the clutch pedal or shift into forward.
Normally, speed matching only selects lower gears, not higher gears. However, if the current ground speed
would cause an engine overspeed, speed matching will select a higher gear.
Page 40
Auto-Lugging Percentage Function

To set the lugging percentage, press and hold the auto-shift switch for at least 1 second until the DOG changes
to display the percentage. Then press and release the auto-shift switch repeatedly to cycle through the
selections. Adjustment mode will exit and the display will return to normal when the auto-shift switch has been
released for 2 seconds.
The amount of engine lugging before a downshift occurs can be adjusted. There are 5 settings: 5%, 10%, 15%,
20%, 25% and 30%. The default is 30%. These percentages are relative and do not necessarily represent
accurate indications of the range of engine speed, as this will depend on field condition variability and whether
the constant erpm feature is on.
Lowest Auto Transport Gear (LAG) Setting
Lowest auto transport gear is stored in EEPROM so that at the next key-on, the last value will be used. It can be
changed by operator by means of a shortcut, between 7th and 12th gear. The Shortcut is:
• shuttle lever forward and auto shift switch depressed before key-on
• turn the key on (but do not start the engine),
• select option 2 through the Up and Down (ICU2) buttons or the H and M buttons (ADIC).
• when the display shows the present LAG setting, use the buttons to adjust (between 7th and 12th gear).
Key off to store the value.
Headland Gear Select
Programmable downshift when the hitch is raised at the headland
Reduction in operator workload at the headland
Faster overall turn-around times
Transmission automatically shifts down to a pre -selected gear when the three point linkage
is raised
If auto field is also selected, the transmission will upshift when the hitch is lowered
Page 41
“Go To” Mode

The “Go To” feature can be programmed to downshift to a gear lower than the working gear whenever the
implement is raised. This feature can be further enhanced by selecting the field AUTO shift function, allowing
the tractor to automatically upshift again on lowering the implement.
To program “Go To” mode, proceed as follows:
With the engine running, press the autoshift switch momentarily, followed by a quick press of the fast
raise switch to raise the implement. The auto field LCD will appear on the transmission display. To
program the required “Go To” gear, hold in the autoshift switch and use the upshift button or downshift
button to choose the required “Go To” gear. The segment for “Go To” gear selected will flash. Release
the autoshift switch.
NOTE: Auto shift in the field range is disengaged every time the implement is raised and re-engaged when it is
lowered.
NOTE: If the transmission is already in “Go To” mode when the Field Auto Function is selected, the lowest “Go
To” gear will become the lowest gear of the AUTO span unless the current operating gear is lower. If the
currently selected gear is lower, then it will become the lowest “Go To” gear. With both AUTO Field Shift and
“Go To” modes selected, the lowest limit gear for both functions will always be the same.
Increasing and Reducing the Gear Span
The range of plus or minus two gears may be expanded both up and down on the move, using the downshift
and upshift buttons.
If necessary, the number of gears available in the field AUTO range may be reduced by using the upshift and
downshift buttons:
Example 1 – Upshift gears: When operating in AUTO mode in 7th gear, as described previously, the segments
for 5th and 9th gear will flash. On reaching 9th gear, press the upshift button once to select 10th gear. When the
tractor has upshifted to 10th, press the button again to select 11th gear. AUTO shifting will now be provided
between 5th and 11th gears. The segment for 5th will continue to flash identifying the lowest automatic gear
selected.
Example 2 - Downshift gears: Assuming 5th has been selected as the lowest AUTO ratio, slow the tractor until
this gear has been engaged. Then, using the downshift button, select 4th gear and further reduce speed until
4th gear engages. 3rd gear may now be selected if required. Applying this technique it is possible to select
gears 1 to 11 in the AUTO range.
Changing Gear Shift Threshold
The point at which the gears change is established by the original throttle setting and torque applied to the
engine at the time the AUTO function switch was depressed. It is possible to alter the upshift or downshift point
to a higher or lower erpm, if required.
Higher ERPM: Move the hand throttle, to a higher erpm setting than originally set. The parameters for the
upshift will update and gear shifts will occur at a higher engine speed.
Lower ERPM: Reset the hand throttle to provide a lower engine speed than previously set and depress the
upshift button. The transmission will upshift and the shift parameters will be updated. Auto gear shifting will now
occur at a lower engine speed
NOTE: Changing gear shift parameters may cause the shift point for one or more gears to fall outside the
original 5 gear span. If this occurs, widen the gear span using the procedure outlined.
Page 42
Programming Reverse Gear Ratios

• With the key off, move the shuttle lever to the forward position.
• While depressing the auto shift button, turn the key on (but do not start the engine).
• Select option 1 through the arrow Up and Down buttons (ICU2) or the “h” and “m” buttons (ADIC)
• The digital display should show ‘0’ (unless previously programmed)
• Use the up/down shift buttons to perform the adjustment by offsetting the reverse gear by up to three
ratios in either direction
• Key off to store the settings
When changing from forward to reverse, the controller computes the gear to be used in the opposite direction. If
not previously programmed reverse gears are selected incrementally from the forward ratio: F7=R1 up to
F12=R6. The transmission offers the advantage of automatically changing the reverse gear ratio up to three
ratios higher or lower than the currently engaged forward gear ratio using the procedure:
GEARBOX OVERVIEW
Gears and Clutches
Range Clutches
S M F R
AC 1 7 13 R1
Speed Clutches
BC 2 8 14 R2
AD 3 9 15 R3
BD 4 10 16 R4
AE 5 11 17 R5
BE 6 12 18 R6
9 Electro-hydraulically operated clutches

• A, B clutches – Provide high and low output ratios to “speed” section of gearbox.
• C, D, E clutches – Provide 6 speeds in conjunction with A and B clutches.
• S (slow), M (medium), F (fast) and R (reverse) are Range clutches.
• Gear clutches: A-B-C-D-E

• Range clutches: F1-F2- F3-R
• Clutch: 50Km
• Clutch: FWD
• Clutch: PTO
Page 43
POWER FLOW
A B
F S
C D E
BSB0241A R
5 major groups of components transfer drive from the engine to the rear axle. This diagram shows the R clutch
assembly and idler gear on top of the gearbox for clarity, although in reality these are on the right hand side in
the gearbox.
• Drive is transferred from the input shaft to the blue components either directly (if clutch A is engaged) or
via the yellow components (if clutch B is engaged).
• The blue components are coupled to the green components via clutches C, D or E. When either A or B
plus C, D or E are engaged, all the green components will be rotating. Note that the M clutch assembly
is permanently meshed to the R clutch assembly so when reverse is engaged, the M clutch assembly is
being used as an idler gear.
• The green components are linked to the purple components through clutches S, M, F and R. Note that
when S (slow) is engaged, the drive is transferred through the M and R clutch assemblies and back
through an idler gear to achieve forwards.
• Feathering of drive is controlled by the Range clutches (S, M, F, R)
Page 44
Power Flow - 1st Gear
A B
F S
C D E
BSB0243A
Engage A clutch
Engage C clutch
Through M clutch assembly
Through R clutch assembly
Through idler gear
Engage S clutch
Page 45
Power Flow - Reverse 5th Gear
A B
F S
C D E
BSB0246A
Engage A clutch
Engage E clutch
Through M clutch assembly which acts as an idler gear
Engage R clutch
Page 46
Speed Gears
Range Gears
Page 47
TRANSMISSION TOP COVER
Power Brake
Return
(front of tractor)
Transmission Oil Low
Temperature Pressure
Sensor Warning
Switch
• Revised pipe routing and connections
• Switches have changed position
Page 48
TRANSMISSION OIL FLOWS
A B
F S
C D E
BSB0287A
• Clutches A, E, M (11th gear) supplied with low pressure oil (16 - 18 bar) via manifolds. Oil-ways in
manifolds separated by sealing rings
• All other clutch oil-ways open to sump and have no residual pressure
NOTE: In neutral, approx. 4 bar of pressure is supplied to the C, D and E clutches. This locks the gearbox to
prevent spin / creep
Page 49
TRANSMISSION LUBRICATION CIRCUIT
Lubrication relief valve (1)

• Oil is supplied by the low pressure regulating valve
• Pressure is controlled by the lubrication relief valve (1)*
• Lubrication is supplied to moving components via manifolds and internal galleries within the gearbox
shafts
*Note: Relief Valve (1) is shown in the bottom of the transmission case for illistration purposes only. Relief valve
for the LWB FPS is located on the bottom (transmission side) of the transmission top cover. See Below.
When the oil is cold and pressure differential across the oil
cooler is higher than 6 bar (87 psi) the cooler by-pass valve
(1) located in the transmission top cover will operate to ensure
that adequate flow to the lubrication circuit is maintained. This
feature of diverting oil from the cooler assists in aiding a rapid
warm up of oil in cold weather conditions.
The steering pump / steering return oil is directed through the
oil cooler at the front of the tractor and is limited to a
maximum pressure of 5 bar (73 psi) by the lubrication relief
valve (2) located in the transmission top cover. Components
lubricated by this oil are transmission shafts and clutches,
hydraulic pump drive gear and PTO clutch.
Page 50
Page Left Blank
Page 51
SWB – CVT – AUTO COMMAND
TRANSMISSION RATIOS FOR THE MECHANICAL GEARS

F1 (forward) 1 : 1.625
F2 (forward) 1 : 1.696
R1 (reverse) 1 : 1.148
TRANSMISSION SPEEDS
Nominal input speed 2100 RPM
Output shaft speed in forward 40 kph (24.9 mph) 0 – 3800 RPM
Output shaft speed in forward 50 kph (31.1 mph) 0 – 4760 RPM
Output shaft speed in reverse 20 kph (12.4 mph) 0 – 1900 RPM
TRANSMISSION RATIO FOR THE HYDROSTAT
Input 1:1
Output 1 : 1.192
CLUTCHES
Construction Wet disc clutch
Actuation Electro-hydraulic (PWM)
Clutch A (number of discs) 9
Clutch B (number of discs) 11
Disc thickness (each) 2.2 mm (0.09 in)
Wear limit 1.8 mm (0.07 in)
MAXIMUM PERMITTED OPERATING ANGLE
(Tractor tilted rearward, forward, left, or right) 35°
SYNCHRONIZATION
Wear limit – synchronizer rings 1 mm (0.04 in)
(measured between synchronizer ring and cone)
Page 52
GENERAL DESCRIPTION OF TRANSMISSION
The CVT transmission is a hydro-mechanical, electronically controlled, continuously-variable transmission. The

transmission consists of 2 forward and 1 reverse transmission ratio levels that are shifted using the synchronizer
unit F2/R1 (1). The transmission input speed is continuously changed in the summing planetary gear (2), that is
coupled with a hydrostatic motor (4). The driving power is delivered alternately via clutch (A) and clutch (B)
according to the transmission ratio level.
A 50 km/h transmission and a 40 km/h (ECO) transmission are optionally available.
Some of the main advantages of the CVT transmission are:
x Variable power transmission instead of fixed transmission ratios
x Engine speed and vehicle speed are decoupled. This allows the engine and power transmission to work
as efficiently as possible according to the current conditions (e.g. with partial loads).
A stationary control mode (“powered zero“) is available.
Page 53
GEARBOX OVERVIEW
1 2 3 4 5 6 7 8 9 10
11 A B 12 13 14 15
A Clutch A 8 Drive gear R1

B Clutch B 9 Drive gear F2
1 Gear (ring gear drive) 10 PTO shaft
2 Sun gear 11 Driven gear F1
3 Planetary gear 12 Driven gear R1
4 Planetary carrier 13 Synchronizer R1/F2
5 Ring gear 14 Driven gear F2
6 Sun gear 15 Output shaft
7 Drive gear F1
Page 54
SUMMING PLANETARY GEAR
The summing planetary gear is a “4 shaft planetary transmission“ with two input shafts and two output shafts.
The sun gear (2) and the ring gear (1) are in a figurative sense the two input shafts. The planetary carrier (6)
and the sun gear (5) are each permanently connected to an output shaft. The ring gear (1) is powered directly
by the hydrostatic motor via a spur wheel. The sun gear (2) is powered directly by the motor. Via the three twin
planetary gears (3) the driving power is transferred to the relevant output shaft either via the planetary carrier (6)
or via the sun gear (5). Using these two output options at the summing planetary gear, together with the
downstream synchronizer units and clutches, the four forward transmission ratio ranges and the two reverse
transmission ratio ranges can be attained continuously variably.
As a result, all the requirements such as high degree of tractive force high final speed, the necessary
transmission – ratio spread and an excellent degree of efficiency are attained.
Page 55
Summing Planetary Gear – Functional Principle
x Stationary control mode (A)

The speed of the sun gear (2) is 1500 rpm. The rotational direction of the ring gear (1) is opposite to that of
the sun gear and is maintained at 1626 rpm via the hydrostatic motor. In this transmission ratio range the
output shafts on the summing planetary gear come to a halt.
x Hydrostatic portion is 0% (B)
The speed of the sun gear (2) is 1500 rpm. The adjustment angle of the swash plate in the hydrostatic pump
is 0°, which causes the ring gear (1) to come to a halt. In this transmission ratio range there is a speed of
780 rpm at the planetary carrier (6).
x Hydrostatic portion is 100 % (C)
The speed of the sun gear (2) is 1500 rpm. The rotational direction of the ring gear (1) is the same as that of
the sun gear and is maintained at 1472 rpm via the hydrostatic motor. In this transmission ratio range there
is a speed of 1478 rpm at the planetary carrier (6).
Page 56
POWER FLOW
Function - Neutral
Hydrostat output - ring gear summing

Transmission input
planetary gears
Power train summing planetary gear / Power train summing planetary gear /
planetary carrier sun gear
Power flow Gear Box output
In the neutral position and the park position, the transmission is not engaged. No mechanical gear is engaged
and clutches A and B are open. If the tractor rolls off inadvertently in the neutral position, the speed differences
arising as a result are equalized by the hydrostat. This means that when shifting out of the neutral position the
relevant gear can be engaged again at the synchronous speed.
Page 57
Function – Stationary Control
This diagram shows the stationary control (powered zero) at gear level F1. Gear F1 is engaged and clutch A is
closed. (Transmission is engaged) The transmission control holds the tractor in a stationary position via the
hydrostat. The stationary control mode is possible in gears F1 and R1. This depends on which direction of travel
is selected.
Function – Gear F1
Gear F1 is engaged. The power train of the summing planetary gear / planetary carrier via gear F1 to clutch B is
engaged. The swivel angle of the swash plate in the hydrostat is adjusted toward positive (+) in order to
increase the travelling speed.
Page 58
Function – Shifting from F1 to F2
Gear F2 is engaged during acceleration at a defined swivel angle, shortly before the shift point F1 – F2 is
reached. This creates the pre-conditions that by opening clutch B and closing clutch A the power train is
engaged via gear F2.
Function – Gear F2
Gear F2 is engaged. The power train of the summing planetary gear / sun gear via gear F2 to clutch A is
engaged. The swivel angel of the swash plate in the hydrostat is adjusted toward negative (-) in order to
Page 59
Function – Gear R1
Gear R1 is engaged. The power train of the summing planetary gear / planetary carrier via gear R1 to clutch A is
engaged. The swivel angle of the swash plate in the hydrostat is adjusted toward positive (+) in order to
Page 60
Relationship of swash plate swivel angle to traveling speed for Puma 145 New Holland T7.175 & T7.190 at 2100
engine RPM with 700/70R38 tires.
***Note: Speed shown on x axis is in kph; tractor max speed id 50 kph. Chart shows what speed would be if
transmission was not limited by engine rpm.
Page 61
Relationship of swash plate swivel angle to traveling speed for Puma 160 New Holland T7.210 at 2100 engine
RPM with 700/70R38 tires.
***Note: Speed shown on x axis is in kph; tractor max speed id 50 kph. Chart shows what speed would be if
transmission was not limited by engine rpm.
Page 62
HYDROSTAT UNIT
Hydrostat General Specifications

HYDROSTAT PUMP
Construction Variable displacement
Control Electro-hydraulic solenoid valve
(proportionally-controlled)
Maximum displacement 145 cm³ (8.8 in³)
Minimum displacement 0 cm³ (0 in³)
Direction of rotation (as seen when looking at pump shaft) Right (clockwise)
Number of pistons 9
Maximum transmission oil viscosity at input 1000 cSt
Minimum transmission oil viscosity at input 10 cSt
“Nominal” feed pressure from system supply pump at 22 bar (319 psi)
hydrostat inlet
“Minimum” feed pressure from system supply pump at 18 bar (261 psi)
hydrostat inlet
“Maximum” feed pressure from system supply pump at 50 bar (725 psi)
hydrostat inlet
Maximum oil flow at input at “nominal” fed pressure, an oil 34 lpm (9 US gpm)
viscosity of 10 cSt, nominal flushing oil volume,
maximum flow rate, 1000 rpm pump speed, and a high
pressure of 4350 bar (6525 psi)
HYDROSTAT MOTOR
Construction Fixed displacement
Maximum displacement 107 cm³/rev (6.5 in³/rev)
Direction of rotation (as seen when looking at motor shaft) Left and right
Number of pistons 7
RELIEF VALVE
Opening pressure 440 bar (6380 psi)
Page 63
Pressure relief valve setting 145 lpm (38.3 US gpm) at 480 bar (6960
psi) (Δp)
FLUSHING VALVE
Opening pressure 14 bar ± 1 (203 psi ± 14.5)
Oil flow at inlet for flushing at 200 bar (2900 psi) 26 – 29 lpm (6.9 – 7.7 US gpm)
SOLENOID VALVE, HYDROSTAT
Nominal (clocked) supply 12V ± 20%
Clock frequency 1000 Hz
Coil resistance at 20 °C (68 °F) 5.5 Ω ± 0.4
Resistance > 100 kΩ
Maximum current 1.35 A
HYDROSTAT COMPONENTS
Outputs
Output to PTO Shaft Output to Summing

Planetary Ring Gear
Page 64
Page Left Blank
Page 65
LWB – CVT – AUTO COMMAND

CVT Cartridge Important Notice
IMPORTANT NOTE: The CVT cartridge portion of the CVT tractor’s drivetrain is NOT serviceable. If it
is determined to be not functioning properly due to internal cartridge problems, the CVT cartridge is to be
removed as a unit and replaced, with the removed cartridge sent back to CNH. Removal and installation
procedures as shown in the repair manual are to be followed.
The information on the CVT transmission in this section is intended to provide the Technician with a technical
overview of how it works, and is NOT intended to be instructions for, nor authorization for, repair of the CVT
cartridge.
CVT Transmission CVT Transmission

Cartridge Housing Hydrostatic Pump Drive
Page 66
CVT TRANSMISSION – INTERNAL VIEW
Page 67
CVT TRANSMISSION - GENERAL DESCRIPTION

The CVT transmission is a hydro-mechanical, electronically-controlled, continuously-variable transmission. The
transmission consists of 4 Forward and 2 reverse transmission ratio levels that are shifted using the
synchronizer units F1/F3 (1) F4/R2 (2) F2/R1 (3). The transmission input speed is continuously changed in the
summing planetary gear (4), that is coupled with a hydrostatic motor (5). The driving power is delivered
alternately via clutch (A) and clutch (B) according to the transmission ratio level. A 50 km/h transmission and a
40 km/h transmission are optionally available.
Some of the main advantages of the CVT transmission are:
x Variable power transmission instead of fixed transmission ratios
x Engine speed and vehicle speed are decoupled. This allows the engine and power transmission to work
as efficiently as possible according to the current conditions (e.g. with partial loads)
x A stationary control mode ("powered zero") is available
Motor Pump
Sectional view of the transmission
Page 68
A Clutch A 8 Gear wheel, F1 17 Separator plate

B Clutch B 9 Synchronizer unit F1/F3 18 PTO shaft
1 Flywheel with hydro-damper 10 Gear wheel, F3 19 Output sleeve shaft F2/R1 (clutch B)
2 Planetary carrier 11 Input sleeve shaft F1/F3 20 Output shaft (clutch A)
3 Sun gear 12 Input sleeve shaft F4/R2 21 Gear wheel, F2
4 Planetary gear 13 Gear wheel, R2 22 Synchronizer unit F2/R1
5 Sun gear 14 Synchronizer unit F4/R2 23 Gear wheel, R1
6 Ring gear 15 Gear wheel, F4
7 Gear wheel 16 Cover
Page 69
CVT TRANSMISSION – OPERATIONAL FUNCTIONS (SAME FOR THE CCM SWB)

Display Showing Power Transmission, Case-IH
Display showing power transmission
SS10E233 1
1 Display showing the set “reverse” 2 Direction of travel indicator

travelling speed
3 Cruising ranges, forwards (F1, F2, F3) 4 Engine speed
5 Display showing the set “forwards” 6 Display showing the selected cruising
nominal speed range
7 Travelling speed 8 AdBlue tank error display
The display for the continuously variable transmission is located in the upper dot matrix display.
(Transmission display) When using this transmission the driver does not need to select any gears, but
does however need to specify nominal speeds (5) for the vehicle which are shown in the transmission
display. In this section the details of the selection options are described.
The direction of travel is indicated by a tractor symbol (2) and an arrow. An arrow that is shown
continuously indicates that the vehicle is moving in the direction indicated. A flashing arrow indicates the
selected direction. Both can also be shown at the same time, e.g. if the vehicle is travelling in one direction
at high speed and the "shuttle lever" is placed in the opposite direction. In this case the permanently shown
arrow points in the current direction of travel and the flashing one indicates the selected direction of travel.
When the vehicle has changed direction of travel the flashing arrow changes into an arrow that is shown
permanently. In stationary control mode (powered zero) (transmission is engaged, but vehicle is stationary)
the selected direction of travel is indicated by a flashing arrow. If the transmission is in the neutral position
(transmission is not engaged), the tractor symbol and the arrow are replaced by an "N". When "Park" is
set, a "P" is shown.
Page 70
Display Showing Power Transmission, New Holland
1 Display showing forward target speed 6 Reverse target speed

2 Current range and speed 7 Reverse drive engaged (displays )
3 Control position bar graph 8 Transmission status
4 Actual ground speed 9 Forward drive engaged (displays )
5 Transmission mode display (M, A, C)
Page 71
The transmission display provides the operator with information on tractor speed, direction, and transmission
modes.
1. Forward Target Speed Where the tractor is being driven in a reverse direction, the maximum speed
attainable when selecting forward drive is displayed here, i.e., 20 mph. When reverse is selected, the
display will change to show the target speed for reverse.
The operator is able to set the target speed for each “speed range” using the thumbwheel on the Multi-
Control Handle / CommandGrip.
2. Current Range and Speed. The illustration depicts that speed range F3 is engaged and the maximum
attainable speed in that range is 7 mph (11.2 kph). When an alternate range is selected, the frame
surrounding the figures will move to highlight the new range. When reverse is selected, the display will
show R1, R2, and R3.
3. Control Position Bar Graph. The bar graph displays the position of the transmission controls as a
percentage of total movement available on the control currently being used to operate the transmission.
When the fill line in the graph reaches mid-point, the tractor will be travelling at 50% of the target speed in
the currently-selected range.
NOTICE: If at any time a fill line is shown in the graph, 3, then one of the transmission controls is active and the
tractor will move if the brakes are released. When the bar graph is empty, the transmission is not active.
4. Actual Ground Speed in kph or mph.
5. Transmission Mode Display.
M = Manual Mode
A = Auto Mode
C = Cruise Mode
= PTO Active (Auto and Cruise modes only)
6. Reverse Target Speed. Where the tractor is being driven in a forward direction, the maximum speed
attainable when selecting reverse drive is displayed here, i.e., 12 mph.
7. = Reverse Drive Engaged. This will appear below the tractor symbol in transmission status.
8. Transmission Status. The symbol will change to display the current transmission operating mode.
N = Transmission in neutral.
P = Electronic park brake engaged.
= Transmission in travel mode, this will be accompanied by one of the direction arrows, 7 and 9.
9. = Forward Drive Engaged. This will appear above the tractor symbol in transmission status.
The direction arrows, 7 and 9, are also used to confirm a change of direction (shuttling) while the tractor is
moving. Where the tractor is travelling in the forward direction and reverse is selected, the arrow for reverse will
appear flashing in the display. The forward arrow will continue to be shown in a solid state.
When the tractor has changed direction, the reverse arrow will cease to flash and change to a solid state and
the forward arrow will disappear.
Start-Up
While the shuttle lever is in the "Park position", (following illustration), fully actuate the clutch pedal and start the
engine. The engine only starts when both of the prerequisites are fulfilled. The speed range can be set prior to
start-up. The clutch pedal can be released either before or after selecting the direction of travel, depending on
whether the start-up is to be slow or automatic.
Page 72
Shuttle Lever
The initial selection of forward or reverse travel is made using the shuttle lever, which is located on the left side
of the steering wheel column. It is not necessary to actuate the clutch pedal if Forward or Reverse is selected.
Pull the shuttle lever out of the rest position towards the steering wheel against a light spring pressure and then
move it away from the driver to select the forward direction of travel, or move the lever towards the driver to
select the Reverse direction of travel. "Forward" or "Reverse" are each shown on the transmission display. If the
clutch pedal has already been released, selecting "Forward" or "Reverse" can cause the tractor to move (also
depending on the status of the transmission). The lever positions "Forward" and "Reverse" are not locked into
place. If the lever is released, it automatically returns to the rest position "PZ". This is not "neutral". "Neutral" is
activated by pressing the button (2) on the shuttle lever. The corresponding position on the transmission display
then shows "N".
IMPORTANT: If the "NEUTRAL" position is selected the transmission is not engaged!
F -- Forward R -- Reverse
PL -- Park position PZ -- Rest position ("powered zero")
NOTE: When the tractor is started up or whenever the tractor determines that the driver has left the seat for
more than five seconds (criteria: clutch pedal released, brake pedal not actuated, vehicle is not moving), the
Forward and the Reverse directions of travel cannot be set. ("Cp" appears in the transmission display) This lock
remains in place until either:
x the clutch pedal is actuated and released again and the driver remains on the seat.
x the clutch pedal is actuated, then "Forward" or "Reverse" is selected and the clutch pedal is released.
NOTE: If the transmission is in the neutral position and the shuttle lever is moved to "Forward" or "Reverse"
while the handbrake is actuated, the transmission remains in the neutral position. The handbrake must be
released (this will be indicated to the driver), before the transmission moves to the Forward or Reverse position.
After a direction has been selected, the opposite direction can be selected using either the shuttle lever or the
shuttle push button on the multi-function knob. This is also allowed while traveling. It is not necessary to use the
clutch pedal.
If the driver attempts to actuate the shuttle lever when he is not sitting on the seat, the tractor becomes slower
until the stationary control mode (powered zero) has been reached. The tractor remains stationary until
"Forward", "Reverse" or "Neutral" has been selected and the usual prerequisites are also been met. These are
that the driver is sitting on the seat and uses the clutch pedal to drive off. If the vehicle is in stationary control
mode (powered zero) for 5 seconds, the park lock is activated.
The park position is a secure position. If the shuttle lever is moved to this position the park lock is activated. If
the tractor moves while the lever is being moved into the park position the transmission ratio is reduced until the
vehicle is stationary. After this the park lock is activated. The park lock can be released by selecting "Forward"
or "Reverse"; or if the shuttle lever is moved to the rest position, or both brake pedals are pressed and the
neutral switch is pressed.
Page 73
ATTENTION: To prevent the tractor from moving unintentionally, always actuate the handbrake before
switching off the engine and leaving the tractor.
Clutch Pedal
There is a clutch pedal, but it is not needed for shifting gears or changing the direction of travel. The clutch
pedal is only required for starting the tractor and, if necessary, as a support when positioning if auxiliary
implements are attached or if narrow points require precise control. If required the clutch pedal can be used in
the usual manner for controlling the movement of the tractor.
NOTE: When the seat switch intermittently checks whether the driver has left the seat, the clutch pedal must be
actuated and released again before "Drive" can be re-set.
IMPORTANT: To prevent undue wear, do not use the clutch pedal as a footrest.
Multi-Control Handle & CommandGrip (Propulsion Control Lever)

The multi-control handle (including propulsion control lever) is the main operating device used to control the
continuously-variable transmission. It allows the operator to define, adjust and select one of three traveling
speed ranges. In addition it provides the possibility of working in only one sub-range of an entire working range.
The knob has a pushbutton for changing the direction of travel and for actuating the electronic hitch control, an
electrical auxiliary implement and the headland management control system.
1 "Forward / Reverse" pushbutton 5 Pushbutton for rapid Raise/Lower of the rear

hitch
2 "Traveling Speed Ranges" pushbutton 6 Pushbutton for actuating an electro-hydraulic
auxiliary control valve
3 Rotating wheel for adjusting the "Traveling Speed 7 Pushbutton for controlling the headland
Ranges" (nominal value) management control "HMC"
4 Propulsion control lever
"FORWARD / REVERSE" PUSHBUTTON (1)

To change the direction of travel the pushbutton with the opposite direction of travel must be actuated. It is not
possible to drive off using these buttons. This can only be carried out using the shuttle lever on the steering
column. The pushbuttons are also used for other control functions for driving operation.
"TRAVELING SPEED RANGES" PUSHBUTTON (2)
The driver can use two pushbuttons to select one of three traveling speed ranges. The confirmation about the
range selected and its set nominal value takes place via the transmission display.
ADJUSTING THE TRAVELING SPEED RANGES (NOMINAL VALUE)
The rotary switch (3) is used to set the nominal value speed of any speed range. The ranges can be adjusted to
any required speeds and can also be the same if so desired. There is however a logic to ensure that each
higher range is allocated at least the same or a higher speed than the previous one. (e.g. F2 ≥ F1) This means
that if F1 is set higher than the nominal value of F2, F2 is automatically also increased. If the nominal value of
Page 74
F3 has been attained and the driver further increases the value for F1, all three speeds are simultaneously
increased.
Useable speed ranges in km/h:
From 0.03 to 0.10 in steps of 0.01 km/h
From 15.0 to 50.0* in steps of 1.00 km/h
An additional speed set with similar steps in mph is available, if non-metric specifications have been selected for
the displays:
From 0.02 to 0.10 in steps of 0.01 mph
From 15.0 to 31.0* in steps of 1.00 mph
* or the maximum permitted highest speed of each respective sales market.
The nominal speed can be changed more quickly using the rotating wheel by turning it quickly for at least 3
clicks. If the nominal value is reduced, it decreases by 1/3. If the nominal value is increased, it increases by 1/2
or by 2 km/h, depending on which is currently the larger value.
PROPULSION CONTROL LEVER (4)
The propulsion control lever is used for setting the traveling speed. The lever can be moved forward or
backward, leading to a traveling speed in the selected traveling speed range that is in accordance with the lever
position and the set nominal value. If the lever is completely forward, the requested speed corresponds with the
nominal value that is shown on the display. (only in normal operating mode, not in manual mode) If the lever is
completely pushed back, the vehicle pauses regardless of the nominal value set or the engine speed when
stationary (powered zero), as long as the accelerator pedal is not pressed.
The rear 8% of the lever stroke always controls the low traveling speeds that are suited to very slow locomotion,
independent of the nominal value shown in the display. In combination with the brake pedals this device can be
very useful for slow approaches on slopes as the wheels do not turn freely.
The propulsion control lever has an additional braking function. When the propulsion control lever is quickly
moved back to slow the tractor, the all-wheel drive switches on automatically. As a result the engine braking
action when the vehicle slows is also transferred to the front wheels.
CONTROL ELEMENTS THAT DO NOT AFFECT ANY TRANSMISSION FUNCTIONS
Pushbutton for rapid Raise/Lower of the rear hitch (5)
Pushbutton for actuating an electro-hydraulic auxiliary control valve (6)
Pushbutton for controlling the headland management control "HMC" (7)
Page 75
Accelerator Pedal
The accelerator pedal controls the vehicle speed by adjusting the pedal in proportion to the set nominal speed.
This means that it works in the same way as the propulsion control lever. When the accelerator pedal is pressed
to the floor the tractor attempts to attain or maintain the set nominal speed. The control logic takes into account
the higher respective required value for the nominal speed between the propulsion control lever and the
accelerator pedal. This means that when the current position of the propulsion control lever requires 50% of the
nominal value, but the position of the accelerator pedal requires 65%, the traveling speed is increased to the
higher requirement (65%).
The first 8% of the pedal lever travel always controls the slow traveling speeds. (e.g.: for connecting attached
implements)
The accelerator pedal becomes a simple accelerator pedal in the "manual mode" operating mode, in the
"Neutral position" or if "Park" is selected. (in such case only the engine speed is controlled)
NOTE: The all-wheel drive is not automatically switched on (such as when the propulsion control lever is rapidly
pulled back) if the accelerator pedal is released.
Controlling the Engine Speed (Case-IH)

In normal use the engine speed should be controlled by the vehicle controller in order to maximize efficiency. To
ensure this, the accelerator levers (1/2) should be set under (A) as in the following example. That is, in such a
way that the lever (1) is in the minimal position and the lever (2) on the other hand is in the maximum position.
This setting allows the vehicle control system the largest possible range of possible engine speeds. The control
logic of the vehicle control system sets up the engine speed to be as low as possible. However, if additional
power is required, the engine can be driven to its maximum output without restriction. Fuel consumption is
minimized if the lever (2) is pushed back. This prevents high engine speeds.
Setting (A) can be used for many kinds of work, including tillage and transport. If necessary, the minimum
engine speed can be increased in order to support hydraulic auxiliary devices using the lever (1).
Setting (B) can e.g.: be used together with a trailer with a loading facility, when maintaining the engine speed is
crucial. In such case there is a minimal deviation from the engine speed. A required change in the vehicle speed
is carried out using the continuously variable transmission ratio. If necessary, the "constant engine speed control
mode" can be used to maintain the engine speed more precisely.
Setting (C) is used when working with rotary hoes or baling presses, when the cyclical loads are best
assimilated by changing the engine speed without continually changing the transmission ratio of the
transmission in the process. The desired engine speed is set using the lever (1). The engine can however be
"pressed" to the speed set using the lever (2) before the transmission automatically changes the transmission
ratio.
The engine speed can also be controlled using the "constant engine speed control mode" which overrides the
hand lever settings and holds the engine speed constant.
Page 76
Controlling the Engine Speed (New Holland)

Two hand-operated throttle levers mounted on the armrest, the main throttle (1) near the CommandGrip, the
droop throttle (2) to the right and aft of the Sidewinder II armrest controller.
In normal use the engine speed should be controlled by the vehicle controller in order to maximize efficiency. To
ensure this, the accelerators (1/2) should be set under (A) as in the following example. That is, in such a way
that the lever (1) is in the minimal position and the droop throttle (2) on the other hand is in the maximum
position. This setting allows the vehicle control system the largest possible range of possible engine speeds.
The control logic of the vehicle control system sets up the engine speed to be as low as possible. However, if
additional power is required, the engine can be driven to its maximum output without restriction. Fuel
consumption is minimized if the droop throttle (2) is turned down. This prevents high engine speeds.
Setting (A) can be used for many kinds of work, including tillage and transport. If necessary, the minimum
engine speed can be increased in order to support hydraulic auxiliary devices using the lever (1).
Setting (B) can e.g.: be used together with a trailer with a loading facility, when maintaining the engine speed is
crucial. In such case there is a minimal deviation from the engine speed. A required change in the vehicle speed
is carried out using the continuously variable transmission ratio. If necessary, the "constant engine speed control
mode" can be used to maintain the engine speed more precisely.
Setting (C) is used when working with rotary hoes or baling presses, when the cyclical loads are best
assimilated by changing the engine speed without continually changing the transmission ratio of the
transmission in the process. The desired engine speed is set using the lever (1). The engine can however be
"pressed" to the speed set using the droop throttle (2) before the transmission automatically changes the
transmission ratio.
The engine speed can also be controlled using the "constant engine speed control mode" which overrides the
hand lever settings and holds the engine speed constant.
Control Logic of the Vehicle Speed - General

In normal driving operation, the vehicle control system operates in cruise control mode. This means that, within
the specifications set by the driver, the control system attempts to find the optimum engine speed and the
optimum transmission ratio at which the set speed is most efficiently attained and maintained. Typically this is
attained by decreasing the engine speed and increasing the transmission ratio.
If the vehicle is loaded and the engine speed lowers as a result, the control logic (speed fluctuation control)
limits the acceleration or lowers the transmission ratio accordingly such that an optimum engine load is
maintained. The engine speed is regulated according to the requirements in order to maintain the nominal
traveling speed within the specifications set by the driver.
In the "constant engine speed control mode" the control algorithm switches to controlling the engine speed
based on the torque (instead of speed fluctuation control). As a result the gear transmission ratio is changed as
required while the engine speed is held constant.
Page 77
Manual Mode
If it is necessary to obtain a fixed gear transmission ratio and only vary the engine speed in order to achieve
various speeds, the tractor can be switched to manual operating mode (manual mode). This is done by pressing
the pushbutton (1) on the control panel of the armrest. Confirmation is given by way of the light in the switch.
In this operating mode the accelerator pedal directly controls the engine speed. This mode can be cancelled by
pressing the pushbutton (1) in order to return to the normal operating mode. (the light goes out) If the manual
operating mode was set when the vehicle was switched off this is retained unchanged when the vehicle is next
switched on.
In the manual operating mode the accelerator pedal and the accelerator lever (1) work together exactly as for a
conventional foot throttle and hand throttle. This means that the higher set value of the two determines the
engine speed.
Stationary Control Mode (Powered-Zero)
The CVT transmission is able to pause in a stationary position when a gear is engaged (F1 or R1). This stops
the tractor on a slope without having to actuate the brakes. The stationary control mode is attained simply by
releasing the accelerator pedal and fully pulling back the propulsion control lever.
If the transmission remains in stationary control mode for 90 seconds the park lock is automatically activated
and drive shaft is disabled. To re-select a direction of travel the shuttle lever must be used again. The control
logic is such that the park lock is switched on and off in stationary control mode, as a result of which the vehicle
cannot roll freely.
Acceleration / Deceleration Levels
Press the pushbutton (2) on the control panel of the armrest to select three acceleration levels. The selected
acceleration level is displayed using one, two or three illuminated lamp(s). These acceleration levels control the
reactions of the transmission if the driver requests a change in the traveling speed, including a change in
direction. This allows the driver to select a more gentle or a more aggressive acceleration or deceleration.
ATTENTION: When the ground is slippery (snow on road surface, dirty road surface, gravel road, ,...) a low
acceleration level / deceleration level must be selected. (Level 1 or maximum level 2)
NOTE: If the acceleration is limited due to the engine power, selecting a higher acceleration level has no effect.
This can be the case if the accelerator lever (2) is set with restrictions.
Page 78
Brake Logic
If both brake pedals are pressed, the gear transmission ratio is automatically adjusted in order to decrease the
traveling speed. The gear transmission ratio increases at a greater rate if the pedals are pressed more firmly. If
the engine is not providing any braking power the clutch pressure is decreased by way of the engine load and
the gear transmission ratio. In this way the brake can easily override the clutch if the gear transmission ratio
does not change quickly enough. Then the clutch pressure is lowered until the clutch has disengaged. As a
result a more even change-over from driving to braking is achieved. When the brakes are released the control
returns to the normal condition.
A logic against stalling the engine opens the clutch in the event of a full application of the brake in order to
prevent a stall.
As for tractors with powershift transmission, the all-wheel drive is activated when the brake is actuated.
Logic of Brake Lubrication
The brake lube logic control ensures the brakes are continually lubricated during normal operation.
The solenoid (1) is normally open but when the ignition is turned on a the solenoids are de-energized and
lubrication oil is supplied to the brakes. During normal operation if the brake pedals are depressed, the
lube on solenoids are de-energized. When the brake pedals are released the lubrication is maintained for a
controlled time of 60 seconds.
If the brake pedals are not depressed the lubrication system is turned on for 60 seconds every 5 minutes.
Tractor speed is not relevant for this operation.
The brake lubrication flow is 8 l/min, at 60 - 70 °C (140 - 158 °F) each side. There is an orifice (4) installed
in the housing on the left hand side under the 3 way connector that balances the lube flow.
Overview of the brake lubrication circuit
BAIL08CVT356FVA 2
Item Description Item Description

1. Solenoid 2. Manifold valve
3. Feed pipe 4. Balance valve
NOTE: The balancing valve must be installed as shown
above
5. Tee piece
Page 79
Trailer Safety Braking

In certain situations, e.g. when traveling with a trailer on a slope, it can be desirable to actuate only the brakes of
the trailer without activating the brakes of the tractor at the same time.
If the "Forward" direction (when traveling forward) pushbutton on the multi-function knob is pressed and held,
the brake pedals can be actuated without activating the tractor’s brake control function at the same time. The
brake pedals must be actuated within 5 seconds of pressing the "Forward" direction of travel pushbutton.
Otherwise the control function continues using the normal logic. This logic is only ever used if the accelerator
pedal has been released in order to actuate the brake. The same control logic applies to the Reverse direction
of travel in connection with the "Reverse" direction of travel pushbutton.
The normal control logic is resumed when the pushbutton is released while braking. Provided that the "Forward"
direction of travel pushbutton continues to be depressed, the driver likewise has a period of 5 seconds between
releasing the brake and re-actuating the accelerator pedal before the vehicle decelerates.
Aligning the Speed
Always, when the wheels turn and the transmission is in the neutral position or the clutch is fully depressed the
gear transmission ratio is automatically adjusted in order to align the current engine speed with the wheel
speed. If the transmission clutch has re-engaged, the control system continues with normal control via the
transmission ratio. The speed selection ranges shown do not change.
Protective Devices
The tractor offers a multitude of controls to protect against damage. The following situations can lead to
automatic reactions from the vehicle:
x Over-revving the engine.
The gear transmission ratio is automatically increased if the engine speed exceeds 2,375 rpm.
x Excess pressure in hydrostat unit.
The gear transmission ratio is automatically reduced if the hydrostat unit is overloaded.
x Low system pressure.
If the system pressure becomes too low the engine speed can be automatically increased to up to
1,300 rpm in order to increase the hydraulic flow.
x Low transmission oil temperature [below -10°C (14°F)].
An automatic heating process controls the engine speed and the hydrostat unit in
order to heat the transmission oil without damaging the hydrostat unit in the
process. (the drive shafts are not disengaged at this time) A symbol for low
temperature is shown on the control display during the heating process. The
clutch pedal can be used to drive the tractor before the heating process is
complete. The transmission is set to a fixed transmission ratio (F1 / R1) at this
time and the engine speed is limited. As a result the maximum speed is only 3 km/h.
Page 80
CVT COLD TEMPERATURE PROTECTION LOGIC

Two logics exist:
1) Warm-Up
2) Restricted Performance
Warm-Up
The warm-up cycle is activated below -10°C (14°F), mainly to protect the hydrostat unit and is a requirement
coming directly from and Bosch Rexroth AG and agreed with CNH Engineering Testing. During this warm-up
cycle, the driveline is not available to the driver. The typical warm-up time is just below 5 minutes, with an initial
oil temperature of -20°C (-4°F). This is in line with CNH competitors’ equipment.
Displayed to the operator – the gear display area is completely replaced with
the warm-up icon:
The procedure will commence automatically when the engine is started, and
will not require a user input. The recommendation is to not try and engage
drive, leave the shuttle lever in park. In any case, the command to drive will
be ignored and warm-up will continue. Note: during warm-up there is also a
restriction on engine speed. Minimum engine speed will be 1100 rpm.
Maximum will be a function of temperature, starting from -20 to -10°C (-4 to
14°F) it is limited to 1300,rpm. Above -10 to 0°C (-4 to 32°F) the maximum
possible engine speed increases by 100 rpm per degree C. Once the warm-
up is complete the warm-up symbol is removed, and the display reverts to
the standard gear display. It is then possible to engage the driveline.
Restricted Performance
Between -10°C and +12°C (14°F and 54°F) the driveline is available to the drive with speed limitations due to
engine and ratio limitation according to the following table (NOTE: tire size may further restrict the actual
achievable vehicle speed):
Trans. Oil Temp. Range Gear Ranges Allowed Max Speed @ Rated engine rpm
Forward Reverse
Below 0°C (below 32°F) F1 / R1 12 kph (7.5 mph) 15 kph (9.3 mph)
0°C to 6°C (32°F to 43°F) F1, F2 and R1, R2 18 kph (11.2 mph) 30 kph (18.6 mph)
6°C to 12°C (43°F to 54°F) F1, F2, F3 and R1, R2 38* kph (23.6 mph) 30 kph (18.6 mph)
Above 12°C (above 54°F) F1, F2, F3, F4 and R1, R2 50 kph (31.1 mph) 30 kph (18.6 mph)
* Applies for a 4x2 transmission, for a 3x1 transmission, maximum vehicle rated speed is still achievable in 3 rd
range.
Displayed to the operator – the kph/mph is replaced with a small snowflake for the
duration the vehicle speed is restricted:
Once the temperature reaches 12°C (54°F) and the restrictions end, the small
snowflake is removed from the display.
Page 81
SUMMING PLANETARY GEAR

The summing planetary gear is a "4 shaft planetary transmission" with two input shafts and two output shafts.
The sun gear (2) and the ring gear (1) are in a figurative sense the two input shafts. The planetary carrier (6)
and the sun gear (5) are each permanently connected to an output shaft. The ring gear (1) is powered directly
by the hydrostatic motor via a spur wheel. The sun gear (2) is powered directly by the motor. Via the three twin
planetary gears (3) the driving power is transferred to the relevant output shaft either via the planetary carrier (6)
or via the sun gear (5). Using these two output options at the summing planetary gear, together with the
downstream synchronizer units and clutches, the four forward transmission ratio ranges and the two reverse
transmission ratio ranges can attain continuous variability.
As a result, all of the requirements such as high degree of tractive force, high final speed, the necessary
transmission ratio spread and an excellent degree of efficiency are attained.
View of summing planetary gear
Page 82
Summing Planetary Gear - Functional Principle

The following diagrams illustrate the functional principle of the summing planetary gear using three distinctive
transmission ratio ranges for driving operation. (Stationary control mode ("powered zero"), driving operation with
0% hydrostatic portion and driving operation with 100% hydrostatic portion) The speeds given correspond to the
mechanical shifting position F1 at an engine speed of 1500 rpm.
x Stationary control mode (A)
The speed of the sun gear (2) is 1500 rpm. The rotational direction of the ring gear (1) is opposite to that
of the sun gear and is maintained at 1048 rpm via the hydrostatic motor. In this transmission ratio range
the output shafts on the summing planetary gear come to a halt.
x Hydrostatic portion is 0% (B)
The speed of the sun gear (2) is 1500 rpm. The adjustment angle of the swash plate in the hydrostatic
pump is 0°, which causes the ring gear (1) to come to a halt. In this transmission ratio range there is a
speed of 616 rpm at the planetary carrier (6).
x Hydrostatic portion is 100% (C)
The speed of the sun gear (2) is 1500 rpm. The rotational direction of the ring gear (1) is the same as
that of the sun gear and is maintained at 929 rpm via the hydrostatic motor. In this transmission ratio
range there is a speed of 1164 rpm at the planetary carrier (6).
Summing planetary gear - functional principle
Page 83
CVT TRANSMISSION - POWER FLOWS

The following diagrams show the power flow of the transmission in the individual mechanical gears and in the
stationary control (powered zero) and neutral position / park position operating modes.
Color Coding
Transmission input and hydrostat drive Hydrostat output - ring gear summing planetary gears
Power train summing planetary gear / planetary carrier - clutch A Power train summing planetary gear / sun gear -clutch B
Power flow
4x2 Transmissions
“A” Clutch:
Synchros F1, F3, R2
“B” Clutch:
Synchros F2, F4, R1
3x1 Transmissions
“A” Clutch:
Synchros F1,F3
“B” Clutch:
Synchros F2,R1
Neutral position / park position
In the neutral position and the park position the transmission is not engaged. No mechanical gear is engaged
and the clutches A / B are open.
Page 84
Stationary control mode (powered zero)
This diagram shows the stationary control (powered zero). The F1 gear is engaged and the clutch A is closed.
(Transmission is engaged) The transmission control holds the tractor in a stationary position via the hydrostat.
The stationary control mode is possible in gears F1 and R1. This depends on which direction of travel is
selected.
Page 85
Gear level F1
The F1 gear is engaged. The power flow is transferred to the planetary gear / planetary carrier through the F1
gear to clutch A. The swash plate in the hydrostat pump is rotated to the positive side (+) in order to increase the
traveling speed.
Page 86
Preparing to shift gear from F1 to F2
The F2 gear is engaged during acceleration based on the swash plate angle in the hydrostat pump, shortly
before the shift point from F1 - F2 is reached. This allows the opening of clutch A and the closing of clutch B
and the power train is engaged via the F2 gear.
Page 87
Gear level F2
The F2 gear is engaged. The power flow is transferred to the planetary gear / sun gear through the F2 gear to
clutch B. The swash plate in the hydrostat pump is rotated to the negative side (-) in order to increase the
traveling speed.
Page 88
Preparing to shift gear from F2 to F3
The F3 gear is engaged during acceleration based on the swash plate angle in the hydrostat pump, shortly
before the shift point from F2 – F3 is reached. This allows the opening of clutch B and the closing of clutch A
and the power train is engaged via the F3 gear.
Page 89
Gear level F3
The F3 gear is engaged. The power flow is transferred to the planetary gear / planetary carrier through the F3
gear to clutch A. The swash plate in the hydrostat pump is rotated to the positive side (+) in order to increase the
traveling speed.
Page 90
Gear level F4
The F4 gear is engaged. The power flow is transferred to the planetary gear / sun gear via the F4 gear to clutch
B. The swash plate in the hydrostat pump is adjusted is rotated to the negative side (-) in order to increase the
traveling speed.
Page 91
Gear level R1
The R1 gear is engaged. The power flow is transferred to the planetary gear / planetary carrier via the R1 gear
to clutch B. The swash plate in the hydrostat pump is rotated to the positive side (+) in order to increase the
traveling speed.
Page 92
Gear level R2
The R2 gear is engaged. The power flow is transferred to the planetary gear / sun gear via the R2 gear to clutch
A. The swash plate in the hydrostat pump is rotated to the negative side (-) in order to increase the traveling
speed
Page 93
Diagram showing swing angle of hydro swash plate in relationship to transmission ratio
Page 94
Diagram showing swing angle of hydro swash plate in relationship to traveling speed
Page 95
I NDEX
SWB SPS………………………………………………………………………………………………………………….1
Components……………………………………………………………………………………………………..1
Operation & Power Flow……………………………………………………………………………………..…3
Drive Matrix………………………………………………………………………………………………………6
Component layout………………………………………………………………………………………….……7
Control Valves………………………………………………………………………………………………..…..8
Lube……………………………………………………………………………………………………………...15
SWB FPS…………………………………………………………………………………………………………………17
Components………………………………………………………………………………………………….…17
Operation & Power Flow……………………………………………………………………………………….19
Component Layout……………………………………………………………………………………………...23
Control Valves…………………………………………………………………………………………………...24
Drive Matrix……………………………………………………………………………………………………...26
Lube………………………………………………………………………………………………………………27
Torque Sensing Damper Disc……………………………………………………………………………..….29
LWB FPS………………………………………………………………………………………………………………….33
Features………………………………………………………………………………………………………....33
Operation………………………………………………………………………………………………………..36
Drive Matrix………………………………………………………………………………………………….….39
Power Flow……………………………………………………………………………………………………..40
Component Layout……………………………………………………………………………………………..43
Control Valve…………………………………………………………………………………………………...44
Lube……………………………………………………………………………………………………………..46
SWB CVT………………………………………………………………………………………………………………....48
Description……………………………………………………………………………………………………....49
Summing Planetary Gear……………………………………………………………………………………...51
Power Flow……………………………………………………………………………………………………...53
Hydrostat Unit…………………………………………………………………………………………………...59
LWB CVT………………………………………………………………………………………………………………….62
Description………………………………………………………………………………………………………64
Operational Function……………………………………………………………………………………………66
Summing Planetary Gear……………………………………………………………………………………...78
Power Flow………………………………………………………………………………………………………80
Page 96
31 - PTO
31 - CCM Tier 4 final PTO
REAR ELECTRO-HYDRAULIC CONTROL
BAIL08CVT366FVA 1
1 Bevel Pinion Shaft 2 Tapered Roller Bearing
3 Bevel Pinion Bearing Adjusting Shim 4 Hydrostat Input Speed Sensor
5 PTO Drive Shaft 6 PTO Clutch
7 PTO Shield 8 PTO Shaft Guard
9 PTO Output Shaft 10 Crown Wheel
11 Differential Gear Hub 11 Differential Gear Hub
13 Tapered Bearing 14 Four Wheel Drive Clutch

DESCRIPTION AND OPERATION
The power take-off (PTO) transfers engine power directly to mounted, semi-mounted or trailed equipment
via a splined shaft at the rear of the tractor.
Drive to the PTO is achieved via a splined shaft which runs from the engine flywheel through the
transmission upper shafts to the main PTO drive shaft (5) and through to the PTO clutch (6), located at the
rear of the transmission. When the PTO clutch is engaged drive to the PTO output shaft (9) is engaged via
the relevant gears.
The PTO is engaged and disengaged by means of a switch (1) on the armrest console. Lift the knob and
move the switch forward to engage PTO drive. The switch will lock in the engaged position and the
adjacent warning light (2) will illuminate when the PTO is engaged.
To disengage PTO drive move the switch rearwards to the off (central) position. It is not necessary to lift
the knob when disengaging the PTO.
Page 1
TRANSMISSION -- LWB CVT PUMA / T7 CVT TRACTORS
Two types of rear PTO system are available, dependent upon vehicle model and country of destination.
These two types of PTO system are available in either a mechanical lever or an electronic shiftable
version:
a) 1000 / 1000E Two-speed shiftable PTO with inter-changeable output shafts and the option of fender
mounted switches.
b) 540E / 1000 Two-speed, shiftable PTO with inter-changeable output shafts and the option of fender
mounted switches.
BAIL08CVT368AVA 2
On models fitted with mechanical lever mounted shiftable PTO, a range lever is provided. The lever (1) is
used to select one of two PTO speed ranges and is located at the rear of the right-hand console.
With the tractor stationary and the PTO control knob in the disengaged position, select the required speed
by means of the range lever. Depress button (1) and move the lever to engage the required PTO speed.
Depressing button (1) automatically releases the PTO brake providing a smoother engagement of the PTO
ratio.
Page 2
BAIL08CVT376AVA 3
On tractors fitted with electronic shiftable PTO speed selection the electronic shift system replaces the
PTO speed selecting lever with a rotary three position switch (2) to select the required PTO speed. The
speed change switch is located near the right hand side C pillar of the tractor cab. The electric speed
selecting system replaces the control lever in the cab with a switch and motor coupled via a gearbox and
worm drive system. The worm drive moves a carriage that has the Bowden cable attached to it, the motor
can be driven in either direction using a H configuration relay drive system, so the PTO speed may be
changed from low speed to N to high speed or vice versa as required. The motor drive system senses the
current through the motor and has a Hall effect position sensor that is connected to the moving carriage
within the electric shift unit.
With the tractor stationary and the PTO control switch in the disengaged position, select the required
speed by means of the rotary control (2). When the PTO is subsequently engaged the shift will
automatically be made. The shift will be confirmed in the PTO display. When selecting neutral from 540 or
1000 speeds, the shift will be immediate as the control is rotated.
BAIL08CVT374AVA 5
NOTICE: Attempting to shift between speeds or from neutral to a speed position while the PTO is engaged
will disable the system. Disconnect the PTO drive by moving the switch to neutral then re-select the
required PTO speed.
NOTICE: An automatic PTO brake is installed to stop shaft rotation quickly when the PTO is disengaged.
To avoid overstressing the PTO brake, slow down the implement by reducing engine speed before
disengaging the PTO. This is particularly important with implements having a high inertia. Such implements
should, ideally, be fitted with an overrun clutch. To avoid damage to the brake when operating high inertia
implements, hold down the switch (1), to disengage the brake and allow the implement to come to rest
naturally.
Page 3
External PTO Controls

(Where Fitted)
An optional, fender-mounted PTO switch (1), may be installed on the outer surface of both rear fenders to
aid alignment of the PTO shaft splines with equipment and facilitate stationary PTO operations.
With the engine running, touch the switch momentarily to cause the PTO shaft to index round to align the
shaft splines. If the switch is pressed for less than 5 seconds, the shaft will stop turning when the switch is
released.
Press and hold in the switch for more than 5 seconds and the PTO will operate continuously. Press the
switch again to stop the PTO. Alternatively, the PTO may be stopped by means of the in-cab controls, as
previously described.
NOTE: The warning light, on the armrest, will illuminate when the PTO is engaged, momentarily or
permanently.
NOTE: The PTO may be engaged or disengaged from the fender switch, whether the in-cab control is in
the on or off position.
NOTE: Simultaneous operation, within two seconds, of in-cab and external PTO controls will result in an
error code showing. A 10 second delay will also occur before PTO control operation will recommence.
BAIL08CVT373AVA 6
The operator must only activate the external PTO switches (1) while standing to the side of the vehicle
(outboard of the rear tires). To avoid damage to implement or vehicle, operation of the in-cab and external
PTO switches should not be carried out simultaneously.
NOTE: Before using the external PTO switches, make sure that no person or object is in the area of the
implement, 3-point linkage or PTO shaft.
Never operate the external switches while standing:
- Directly behind the tractor or tires.
- Between the lower links.
- On or near the implement.
- Never extend arms, legs, any part of the body or any object into the area near the 3-point linkage, PTO
shaft or implement while operating the external switch.
- Never have an assistant working the opposite set of controls.
- When moving to the opposite set of controls, move around the vehicle or implement.
- Do not cross between the implement and the vehicle.
Page 4
BRE1727B 8
(Where Fitted)
The rear PTO is controlled by the Central Controller - (UCM) located behind the seat.
SS10G160 9
The processor receives input from the PTO ON/OFF switches, (in-cab and fender), PTO speed sensor,
brake, soft start and engine controller. These signals are then used to provide the output signals to the
PTO clutch engagement solenoid, PTO brake solenoid and the PTO ON/OFF overspeed warning lamp.
If the correct conditions are met, i.e., speed parameters and switch engagements then the PTO is allowed
to start. The PTO speed sensor is located below the PTO output shaft
Page 5
BAIL07APH545AVA 10
The `soft start' facility provides easy startup of heavy, high inertia, PTO driven equipment. Soft start is a
fully automatic system controlled by electronic sensors on the engine and within the PTO driveline.
Soft start `feathers' the PTO clutch engagement to provide a slower, gradual take up of the drive over the
first 5 seconds.
The engines are equipped with a power management system that monitors and boosts engine power when
using the PTO under certain load conditions or using the vehicle in high road gears providing certain
criteria are met. As load on the engine increases the engine power management will provide up to 35
additional horsepower to maintain vehicle performance by electronically changing the characteristics of the
engine power curve which is programmed into the vehicle and engine control modules.
The indicator light on the instrument panel will illuminate when power management is activated during PTO
Operations.
Page 6
BAIL07CCM275ASA 12
Auto PTO
This facility provides an automatic starting and stopping of the PTO in relation to the raising or lowering of
the lift arms. The height at which this occurs is pre-programmed by the operator.
To activate the Auto function, engage the PTO as previously described and then depress and hold the
switch (1), for more than one second. The Auto PTO lamp on the switch will illuminate to confirm
activation. With the 3 point hitch in the lowered position and the PTO engaged, the Auto lamp will remain
on. Raising the implement will disconnect PTO drive and cause both PTO and Auto lamps to flash.
Lowering the implement will re-engage PTO drive, both lamps will cease to flash and will remain
illuminated. Depressing the Auto PTO switch again will de-activate the function and the Auto lamp will
extinguish.
NOTICE: If the PTO is operating when the Auto function is de-activated, the PTO will continue to rotate
until switched off using the main PTO control.
NOTE: The Auto PTO function is de-activated every time the key start is switched off but the current
programmed on/off values will be stored in the memory.
BAIL08CVT369AVA 13
To configure the Auto PTO refer to Universal controller - H1 - Calibration procedures
Page 7
The PTO brake (1) and engagement solenoid (2), Figure 15 are housed in the low pressure distribution
block on top of the rear axle.
When the PTO is not in use the PTO brake solenoid is energised and the PTO engagement solenoid is de-
energised.
BSE2357A 15
Page 8
REAR ELECTRO-HYDRAULIC CONTROL
BAIL08CVT423GVA 1
PTO CONTROL CLUTCH-DISENGAGED
Lubrication Circuit Oil Return to Reservoir
Reduced Flow Lubrication Circuit Oil
1 Clutch Plates 2 Washer
3 Piston 4 PTO Output Shaft
5 Belleville Springs
PTO Engaged (initial engagement)
Engagement of the PTO is considered as a two phase operation.
When the PTO is operated the engagement solenoid is energised and the brake solenoid disengaged.
Low pressure hydraulic circuit oil flows from the solenoid and past the end of the lubrication valve to the
rear of the clutch piston. As pressure increases the PTO clutch piston moves forward against the washer
(2) and Belleville springs (5) to compress the clutch plates (1). The action of the piston moving forward
increases the gap between the rear of the washer and the clutch piston housing allowing an increased flow
of lubricating oil to the clutch plates. This increased flow of up to 15 l/min (3.96 US gpm) makes sure that
the clutch plates are adequately lubricated during the initial stages of engagement.
Page 9
PTO Soft Start

The automatic PTO clutch softstart system ensures the load applied to the PTO is controlled in a
predictable manner without putting undue stresses on the tractor engine, the PTO shaft and the connecting
implement. The soft start feedback system senses engine deceleration and PTO shaft acceleration. Limits
for these two parameters are set in the XCM central controller and if the system detects that either
parameter is going above the set threshold limits, the rise in PTO clutch pressure is held until they return
within the preset limit at which time the clutch pressure again increases to continue engaging the PTO. If
the soft start parameters are again exceeded the pressure held process is repeated until full engagement
is achieved. If engagement is not achieved after 5 seconds the clutch pressure is released and the PTO
system is turned off.
BAIL08CVT424GVA 2
PTO CONTROL CLUTCH-INITIAL ENGAGEMENT
Low Pressure Clutch Lubrication Circuit Oil

Engagement Oil < 14 bar (203.00 psi)
3 Piston 4 PTO Output Shaft
5 Belleville Springs
Page 10
BAIL08CVT425GVA 3
PTO CONTROL CLUTCH-FINAL ENGAGEMENT
Low Pressure Clutch Reduced Flow Lubrication Circuit Oil

Engagement Oil > 14 bar (203.00 psi)
3 Piston 4 Lubrication Valve
5 PTO Output Shaft 6 Belleville Springs

PTO Engaged (final engagement)
When the pressure applied to the piston approaches 14 bar (203.00 psi) the pressure applied to the end
face of the lubrication valve moves the valve against the spring and reduces the flow of lubricating oil
across the valve to the clutch plates to 2 - 3 l/min (0.53 - 0.79 US gpm).
Less lubrication of the clutch plates is necessary after the initial stage of engagement and this process
limits the demand of the PTO on the lubrication circuit oil which is also used for other circuits on the tractor.
The pressure applied to the rear of the piston will now continue to increases towards 26 bar (377.00 psi) in
order to maintain adequate clutch plate clamping pressure and drive through the clutch to the PTO output
shaft.
Page 11
BSE2359A 4
Low Pressure Circuit Oil
PTO CLUTCH BRAKE

The band type clutch brake operates automatically. It applies when the PTO clutch is being disengaged
(braking start) and stops braking when the clutch is completely engaged.
When working with high inertia implements it is possible to keep the brake disengaged by pressing the
switch located on the right hand console near the PTO control handle. When the PTO clutch is engaged,
the brake control oil is returned to reservoir as the solenoid valve is in the discharge position (de-
energised) and consequently there is no operation of the actuation piston (5) onto the band operating lever
(2), the piston (5) being returned by the spring (4).
When the PTO control clutch is being disengaged, the solenoid valve is energised and opens, diverting oil
from the low pressure circuit onto the piston (5). The piston contacts the lever (3) and band (2) is tightened
against the housing (1) to brake the assembly.
Page 12
PTO TORQUE SENSOR (ENGINE POWER MANAGEMENT)
BVE0547A 5
PTO Torque Sensor (Engine Power Management)
A PTO under load B PTO without load
1 Engine flywheel torque sensor 2 PTO torque sensor
3 PTO clutch 4 PTO torque sensor tone wheel
5 PTO input shaft 6 Engine flywheel damper

The PTO power management system records the amount of torque being transmitted through the PTO
shaft (5) using two hall effect sensors (1) and (2). One hall effect sensor is located at the engine flywheel
damper (6) and the other is located at the PTO torque sensor tone wheel (4).
The PTO shaft is engineered from high torsional steel and is designed to twist when a load is applied.
Under no load (B) there is no difference (x) between the two sensor positions. Under load (A) the PTO
management system detects the amount of twist by comparing the difference (x) between the two sensor
positions. The PTO management system knows the torque required to twist the PTO shaft a given amount
and uses the difference (x) to calculate the torque produced at the PTO shaft. The PTO management
system can then detect an increase in torque and electronically modify the power curves of the engine
management system to provide an increase of up to 25 additional horsepower to maintain the PTO
performance.
Page 13
Electric PTO Speed Shift
BAIL08CVT374AVB 6
The electric shift system replaces the PTO speed selecting lever with a rotary three position switch to
select the required PTO speed. The speed change switch is located near the right hand side C pillar of the
tractor cab. The electric speed selecting system replaces the control lever in the cab with a switch and
motor coupled via a gearbox and worm drive system. The worm drive moves a carriage that has the
Bowden cable attached to it, the motor can be driven in either direction using a H configuration relay drive
system, so the PTO speed may be changed from low speed to N to high speed or vice versa as required.
The motor drive system senses the current through the motor and has a Hall effect position sensor that is
connected to the moving carriage within the electric shift unit.
The PTO has to be calibrated using the buttons on the instrument cluster, navigate to the U1 module, H1
menu and select PTO. For further information refer to Universal controller - H1 - Calibration procedures.
On the transmission, the PTO speed linkage is detented into the three PTO speed positions. The operating
speed positions of the PTO are at opposite ends of the selector lever travel and the Neutral position is in
the middle of the operating range.
This gives a motor current characteristic that has peaks and dips as the PTO speed mechanism is
changed. By measuring the current and the position of the cable via the sensor the PTO speed can be set
to one of the preset speeds. The current is measured to give a more accurate placement of the selector
lever as it ensures the lever is correctly positioned in the selected speed detented position.
To select the high PTO speed the motor is driven to a position approximately 200 A to D counts ( 0.97v or
19%) greater than the fully retracted position, acquired during the PTO shift mechanism calibration
process; the drive current is also checked to ensure that it is lower than a preset level which occurs when
the selector mechanism is in the detented position for the required speed.
To select the low PTO speed the cable is driven to a position approximately 200 A to D counts ( 0.97v or
19%) less than the fully extended position limit, acquired during the PTO shift mechanism calibration
process, the drive current is checked to ensure that it is at or lower than a preset level which occurs when
the selector mechanism is in the selected gear detented position.
Mechanical layout of the PTO speed change lever on the transmission case (1000/1000E shown as an
example).
Page 14
BAIL08CVT443AVA 7
A Bowden cable extends in the direction of (A) and retracts in the direction of (B) and is connected to the
speed change motor.
In order to facilitate a PTO speed change the PTO brake is released and the PTO shaft is allowed to turn
to enable the PTO gears to mesh correctly at the selected PTO speed. Therefore to prevent unpredictable
operation of the PTO shaft, a PTO speed change is initiated when the PTO is started. The PTO clutch is
not energised until the PTO speed change operation is completed although the PTO lamp is illuminated to
indicate the PTO is started. When a speed change occurs the PTO may not start turning for up to 3
seconds after the PTO switch has been switched on, either one of the following icons, (depending on the
change from Hi to Lo or vice versa ) will be displayed in the instrument cluster to indicate that the PTO
speed change process is in operation.
BAIL08CVT439AVA 8
When the PTO speed shift is completed the following icon is displayed.
Page 15
BAIL08CVT440AVA 9
If Neutral is selected while the PTO is operating, the speed change to N operation only takes place when
the PTO is stopped by the operator. This operation does not require the PTO brake to be released.
If the PTO speed select mechanism stalls and cannot successfully complete the PTO speed change to the
required speed, the system displays the following symbol to prompt the operator to return the PTO speed
select system to the Neutral position.
BAIL08CVT441AVB 10
The PTO speed select switch should first be set to N and then set to the required speed to attempt another
speed select operation and the PTO start switch cycled. The PTO clutch will not engage if the speed
selection fails.
The PTO speed cannot be changed while the PTO is started. If the speed change switch is operated when
the PTO is operating the speed change will occur at the next cycling of the PTO switch with no further
operator action. The icon shown below will be momentarily displayed in the instrument cluster.
BAIL08CVT442AVA 11
If the fender switch is operated in a momentary manner to provide an inching function, the PTO speed
operation will be completed before the PTO is activated although there may be some rotation of the PTO
shaft when the PTO brake is released. If the fender switch is not held for long enough to complete the
operation the PTO speed selector mechanism is returned to Neutral.
Page 16
REAR MECHANICAL CONTROL - ADJUST
1000 RPM Setup
BAIL10CVT587GVC 1
2 Speed Shaft Change PTO - Initial PTO Shaft Set Up - 1000 RPM Position
1. Install the PTO shaft into the housing with the 21 teeth splines to the outside (1).
2. Secure the shaft in place using the PTO shaft retaining ring (2).
NOTE: Make sure that the opening in the retaining ring is opposite the flat surface on the PTO output
shaft.
3. Loosen the locking nut (3) and tighten the adjuster screw (4) until it just touches the selector fork
shaft (5).
Tighten the adjuster screw by a further 180 - 270 °.
4. Tighten the locking nut to 36 - 59 N·m (27 - 44 lb ft).
NOTE: This adjustment will give a clearance of 0.2 - 0.6 mm between the selector collar and the 1000
RPM gear (6).
Page 17
540 RPM Setup
BAIL10CVT587GVA 2
2 Speed Shaft Change PTO - Initial PTO Shaft Set Up - 540 RPM Position
5. Install the PTO shaft into the housing with the 6 teeth splines to the outside (1).
6. Secure the shaft in place using the PTO shaft retaining ring (2).
NOTE: Make sure that the opening in the retaining ring is opposite the flat surface on the PTO output
shaft.
7. Pull the selector arm forward (3).
8. Make sure that the clearance (X) between the selector arm and the selector pin (4) is between 0.4 -
1.2 mm.
9. If necessary loosen the locking nut (6) and loosen or tighten the adjuster screw (5) to achieve the
correct clearance.
Tighten the locking nut to 36 - 59 N·m (27 - 44 lb ft).
Page 18
SWB FRONT PTO

Front PTO for integrated and non-integrated front linkages.
Front PTO
Type Fully independent 1000 rev/min.

Electro-hydraulic engagement.
Spring disengagement
Clutch type Dry multidisc
Drive From the engine front crankshaft pulley
Number of plates 3
Engine speed at 1000 rev/min PTO speed 1895 rev/min
Maximum PTO capacity

@ ambient temperature 30 °C 65 kW (87 Hp)
@ ambient temperature 0 °C 80 kW (107 Hp)
Reduction gearbox oil specification Refer to Consumables.
For tractors fitted with front linkage a 6 spline PTO shaft is standard, a DIA kit is
available to convert to a 21 spline.
Page 19
1. PTO multi-dry plate clutch

2. PTO control valve
3. PTO input shaft
4. Engine crankshaft pulley
coupler
5. PTO reduction gearbox
The front PTO is engaged disengaged by the piston control valve (2). The PTO is
driven from the engine crankshaft. The engine crankshaft pulley coupler (4) transfers
drive through the PTO input shaft (3) and into the multi-dry plate clutch (1). When the
PTO is engaged the drive is transferred through the multi-dry plate clutch (1) into the
PTO reduction gearbox (5) to the PTO reduction gearbox output shaft.
Page 20
1. Friction discs & steel

plates
2. Clutch release spring
3. Piston spring
4. Piston
5. Diaphragm spring
Color Key:
A. Return to reservoir
When the front PTO is disengaged, the solenoid valve is disengaged allowing the oil
to return to the reservoir. With no oil pressure acting against the piston (4), the spring
(3) pushes the piston (4) out of the housing and pushes the clutch release bearing (2)
into contact with the PTO clutch diaphragm spring (5). When pressure is applied to the
diaphragm spring (5) it releases the force acting on the clutch pressure plate allowing
the springs in between the friction discs and steel plates (1) to expand, allowing the
clutch hub to rotate freely within the clutch housing.
Page 21
1. Friction discs & steel plates

2. Clutch release spring
3. Piston spring
4. Piston
5. Diaphragm spring
Color Key:
A. Regulated low pressure
circuit
When the front PTO is engaged, the solenoid valve is energized, allowing oil pressure
to be applied to the piston (4). The oil pressure acting against the piston (4),
overcomes the piston spring (3) allowing the piston (4) to retract into the housing,
releasing the clutch release bearing (2) from the force of the diaphragm spring (5).
When pressure is released from the diaphragm spring (5), it increases the force acting
on the clutch pressure plate compressing the springs in between the friction discs and
steel plates (1), clamping the friction discs and steel plates (1) together, locking the
clutch hub and the clutch housing together, engaging drive to the output shaft. .
Page 22
SWB FRONT PTO OPERATION
The front Power Take-Off (PTO) transfers engine power directly to front mounted
equipment via a 6 spline shaft. The PTO shaft rotates counterclockwise (as viewed
from the front).
PTO speed at Engine Speed 1000 PTO speed at 1893 RPM.
The front PTO is electro-hydraulically operated and is engaged by the switch (1) on
the right-hand console, similar to the rear PTO.
With the engine running at approximately 1000 RPM lift the knob on the switch and
move rearward to engage the PTO. The switch will remain in this position when
released and the warning light (2) will illuminate to confirm engagement.
NOTICE: Do not engage the PTO at engine speeds above 1200 RPM.
Open the throttle and increase engine

speed to provide a PTO shaft speed of
1000 RPM as shown at (1).
To disengage the PTO, move the PTO switch forwards. It is not necessary to lift the
knob when disconnecting PTO drive. When drive is disconnected a brake is
automatically applied to slow the PTO shaft.
NOTE: With the engine stopped, the PTO brake is released and the shaft may be
turned by hand to aid implement shaft alignment.
Page 23
LWB FRONT PTO
Front PTO
Type Fully independent 1000 rev/min.

Zuidberg Electro-hydraulic engagement.
Spring disengagement
Clutch type Multi wet-plate
Nominal clutch pressure 24 bar (350 psi)@ 1900 RPM ( 5 - 6 l/min)
Drive From the engine front crankshaft pulley
Multi wet-plate clutch discs

Friction discs 9
Steel discs 8
Engine speed when the PTO speed is 1000 rev/min. 2036 rev/min
Maximum PTO capacity when the PTO speed is 1000 rev/min Hp 200
Reduction gearbox oil specification Refer to Consumables
Page 24
1. Oil cooler
2. Oil cooler mounting bracket
3. PTO gear box
4. PTO shaft safety cover
5. PTO guard
6. Hydraulic return tube
1. Drive shaft
2. Hydraulic oil return line
3. Hydraulic supply line
4. Locating dowel
5. Cover plate
6. Drive shaft coupler
Page 25
LWB FRONT PTO OPERATION
The front power take- off (P.T.O.) transfers engine power directly to front- mounted
equipment via a 6 spline shaft. (1)The P.T.O. shaft rotates anti- clockwise (as viewed
from the front).
P.T.O. speed @ Engine Speed
1000 P.T.O. speed @ 2036 RPM (Full powershift transmission)
NOTE: With the engine stopped, the P.T.O. brake is released and the shaft may be
turned by hand to aid implement shaft alignment.
The front P.T.O. is electro- hydraulically operated and is engaged by the switch (1) on
the right- hand console, similar to the rear P.T.O.
With the engine running at approximately 1000 RPM lift the knob on the switch and
move rearward to engage the P.T.O. The switch will remain in this position when
released and the warning light (2) will illuminate to confirm engagement.
Open the throttle to increase engine speed to 2036 RPM (Full powershift
transmission) and provide a P.T.O. shaft speed of 1000 RPM .
To disconnect P.T.O. drive, reduce engine speed and move the switch rearwards to
disengage the P.T.O. The warning light will extinguish when P.T.O. drive is
disengaged.
NOTICE: Do not engage the P.T.O. at engine speeds above 1200 RPM.
Note: PTO time out and Auto PTO modes are available and work as the rear PTO
does. See Operators Manual for more information.
Page 26
Page 27
33 - Brakes
33 – CCM Tier 4 final Brakes
CONTROL CIRCUIT HYDRAULIC SERVICE BRAKES - SWB
BAIL07APH355GVA 1
Control Circuit
All tractors are fitted with rear wheel brakes while others are fitted with additional front brakes. This
description describes both options.
The service brakes are foot-operated by two pendulum style pedals (3) mounted side by side. On tractors
fitted with rear wheel braking only, the left pedal operates the left side brake and the right pedal operates
the right side brake. When the brake pedals are latched together, pressing either pedal applies the brakes
evenly.
When four wheel braking is fitted, pressing the brake pedals individually operates the rear brakes
independently but does not apply the front brakes. When the brake pedals are latched together full four-
wheel braking is available.
A cast iron twin cylinder master cylinder (7) is mounted on the front face of the cab firewall. The master
cylinders are supplied with oil from the brake fluid reservoir (2).
The master cylinders are interconnected to provide balanced braking, compensating for any unevenly worn
brake discs.
Hydraulic pressure is applied directly to the rear brakes (4) from the respective master cylinder when the
brake pedals are operated. In addition, hydraulic pressure is supplied to a 'Logic Valve' (5) which enables
the air operated trailer brakes to function when both brake pedals have been operated together.
Tractors fitted with front brakes have a 'front brake valve' (6) fitted in the hydraulic supply line to the master
cylinder. The front brake valve supplies hydraulic pressure to the front brakes (1) in proportion to the effort
being applied to the brake pedals. The front brake valve is connected directly to the left hand front brake
from where an inter-connecting pipe carries the pressure to the right hand front brake.
On two wheel braked tractors the brake system hydraulic level is maintained by a remotely mounted
hydraulic oil reservoir (2) mounted high on the right hand side of the engine bay.
*NOTE: The brake fluid used is CASE IH AKCELA LHM FLUID or NEW HOLLAND AMBRA BRAKE LHM
FRONT SERVICE BRAKES
The front service brakes are hydraulically operated wet disc type. They are located in the final drive cases
of the front axle and are splined to the differential output axle shafts.
REAR SERVICE BRAKES
The rear service brakes are hydraulically operated wet disc type. They are located between the rear axle
housing and final drive cases and are splined to the differential output axle shafts.
Page 1
BRAKE MASTER CYLINDER
BSF4301A 1
Balanced Brakes Differential Master Cylinder Operation - Brakes Not Applied
1 Outlet port to brake piston(s) 2 O-ring

3 Brake fluid reservoir inlet port 4 Oil seal
5 Piston sleeve groove
Figure Color Key
A. Zero brake pressure
Brake fluid is free to flow from the brake fluid reservoir inlet port (3) and past the oil seal (4) into gallery 'A'.
There is a groove located at the end of the piston sleeve (5) which allows brake fluid to flow underneath
the O-ring (2) and into gallery 'B'. Brake fluid can then flow through the center of the piston and to the
outlet port to the brake piston(s) (1), filling the system.
Page 2
BSF4301B 2
Balanced Brakes Differential Master Cylinder - First Stage
1 O-ring 2 Oil seal

3 Piston sleeve orifice 4 Piston sleeve
5 Check valve stem oil seal
Figure Color Key
B. Low brake pressure
When the brake pedal(s) are just beginning to be applied, the piston will act on the back of the piston
sleeve (4). This will cause the piston sleeve (4) to move and the groove at the end of the piston sleeve (4)
will move past the O-ring (1), allowing the O-ring to seal around the body of the piston sleeve (4) and seal
gallery 'A'.
The increased pressure of the brake fluid in gallery 'A' will cause brake fluid to flow into the piston sleeve
orifice (3) and act on the lip of the check valve stem oil seal (5). The pressure is enough to raise the lip of
the check valve stem seal (5) and allow brake fluid to flow around the check valve stem seal (5) from
gallery 'A' to gallery 'B'.
The first stage is designed to provide additional fluid transfer within the master cylinder to move the rear
service brake piston at an increased rate and reduce pedal travel.
Page 3
BSF4301C 3
Balanced Brakes Differential Master Cylinder - Second Stage
1 Check valve ball seat 2 Check valve ball

3 Check valve ball return spring 4 Piston
5 Piston sleeve orifice 6 Piston sleeve
7 Check valve stem
Figure Color Key
B. Low brake pressure
C. High brake pressure
The second stage begins at the point when pedal resistance is just being achieved and the brakes are
beginning to bite. This will cause the pressure to increase in gallery 'B'. The increased pressure in gallery
'B' will act on the back of the check valve stem oil seal, sealing gallery 'B' and stopping brake fluid flowing
from gallery 'A'.
As the brakes are further applied the pressure in gallery 'A' will begin to rise and because it can no longer
flow into gallery 'B', it must be displaced to allow further travel of piston (4). The increased pressure in
gallery 'A' will cause the brake fluid to flow through the piston sleeve orifice (5), around the check valve
stem (7) and begin to raise the check valve ball (2) from the check valve ball seat (1). The check valve ball
(2) will not begin to move from the check valve ball seat (1) until the pressure acting on the check valve
ball (2) is greater than the force of the check valve ball return spring (3).
When the check valve ball (2) begins to move, the pressure in gallery 'B' is also acting on the face of the
check valve stem (7) which will move the check valve stem (7) and cause the check valve ball (2) to open
fully against the force of the check valve ball return spring (3).
The brake fluid in gallery 'A' can then flow into gallery 'C' and is free to return to the brake fluid reservoir.
The brakes can then remain applied by the force of the piston (4) acting on the back of the piston sleeve
(6) and the pressurized brake fluid in gallery 'B' will then act on the service brake piston(s).
Page 4
Page Left Blank
Page 5
BRAKE CONTROL CIRCUIT - LWB

All tractors are fitted with rear wheel brakes
whilst others are fitted with additional front
brakes. This description describes both
options.
The service brakes are foot-operated by two
pendulum style pedals (3) mounted side by
side. On tractors fitted with rear wheel
braking only, the left pedal operates the left
side brake and the right pedal operates the
right side brake. When the brake pedals are
latched together, pressing either pedal
applies the brakes evenly. When four wheel
braking is fitted, pressing the brake pedals
individually operates the rear brakes
independently but does not apply the front
brakes. When the brake pedals are latched
together full four-wheel braking is available.
A cast iron twin cylinder master cylinder (7)
is mounted on the front face of the cab
firewall. The master cylinders are supplied
with oil from the low pressure oil circuit. The
master cylinders are interconnected to
provide balanced braking, compensating for
any unevenly worn brake discs.
Hydraulic pressure is applied directly to the rear brakes (4) from the respective master cylinder when the brake
pedals are operated. In addition, hydraulic pressure is supplied to a 'Logic Valve' (5) which enables the air
operated trailer brakes to function via outlet (10) when both brake pedals have been operated together.
Also shown are (1) Front brakes (2) Reservoir (6) Manifold (8) Feed from regulated circuit 21 bar (304 psi) to 23
bar (333 psi) (9) Expansion tank 21 bar (304 psi) to 23 bar (333 psi).
NOTE: The brake oil used is from the tractor low pressure circuit, and under no circumstances should a
universal oil, i.e., DOT 4 type, be used.
Front Service Brakes
The front service brakes are hydraulically operated wet disc type. The discs are located in the final drive cases
of the front axle and are splined to the differential output axle shafts.
Rear Service Brakes
The rear service brakes are hydraulically operated wet disc type. The discs are located between the rear axle
housing and final drive housings and are splined to the differential output axle shafts.
Parking Brake
The parking brake is controlled mechanically. It acts on the rear pinion gear shaft and is controlled through a
hand lever located at the left of the driver's seat. When the parking brake control lever is raised, the tensioning
cable acts on the actuator forcing the pads against the six brake discs splined to the tractor rear pinion gear.
Electronic Park Lock
The electronic park lock is controlled by selecting the park position on the shuttle lever. When park is selected a
separate brake cable is electronically tensioned to a preset torque. The electronic park lock will also operate if
the tractor is in drive but wheel movement is not detected for approximately 90 seconds. The application of the
brake is identical to the manual operation.
Page 6
BRAKE MASTER CYLINDER
BSE2382B 1
POWER BRAKES. Brakes Off
Low Pressure Oil 20 - 24 bar (290 – 348 psi) Reservoir/Sump Oil
Low pressure oil enters the valve at port A and is prevented from flowing through port `B' by the actuator
piston (1). Oil behind the actuator piston (1), booster piston (2) and in the master cylinder area (3) are open
to the reservoir at port È'.
Page 7
Power Brake Operation
BSE2382C 2
POWER BRAKES. Brakes Applying
Master Cylinder Pressure Oil Reservoir/Sump Oil
Low Pressure Oil 20 - 24 bar (290 – 348 psi)
The actuator piston (1) moves inside the boost piston (2) and uncovers port `B'. Low pressure oil enters
the valve at port À' and flows through port `B' but is prevented from flowing to sump by port `C' which is
closed by the actuator piston. The pressure begins to act on the back of the booster piston (2), assisting
pedal pressure to the master cylinder. Port `D' also closes and the master cylinder pressure (3) begins to
increase and oil flows to the brakes at port `F'.
Page 8
BSE2382D 3
POWER BRAKES. Brakes Applied
Low Pressure Oil 20 - 24 bar (290 – 348 psi)
The actuator piston (1) stops moving inside the boost piston (2) but the booster piston continues to move
until ports `B' and `C' are balanced. Port `D' is also closed and the master cylinder (3) maintains braking
pressure to the brakes at port `F'.
Page 9
BSE2382E 4
POWER BRAKES. Brakes Manually Applied ( ENGINE OFF)
Because the engine is not running there is no low pressure oil entering the valve at port À'. As the pedal is
depressed the actuator piston (1) moves inside the booster piston (2) until it makes mechanical contact.
Mechanical pressure is transferred to the booster piston (2) and therefore the master cylinder (3) and the
brake pressure at port `F' increases with no boosting pressure because the engine is not running.
Bleeding / System Top Up
Depressing the pedal exhausts oil through the various bleed nipples. As the pedal pressure is released a
partial vacuum is created in the master cylinder area, causing the top up valve in the center of the booster
valve to open. This allows reservoir/sump oil to top up the master cylinder area in preparation for the next
downward stroke of the pedal.
Page 10
BRAKE LUBE LOGIC CONTROL

The brake lube logic control ensures the brakes are continually lubricated during normal operation.
The solenoid (1) is normally open but when the ignition is turned on the solenoids are de-energized and
lubrication oil is supplied to the brakes. During normal operation if the brake pedals are depressed, the lube on
solenoids are de-energized. When the brake pedals are released the lubrication is maintained for a controlled
time of 60 seconds.
If the brake pedals are not depressed the lubrication system is turned on for 60 seconds every 5 minutes.
Tractor speed is not relevant for this operation.
The brake lubrication flow is 8 l/min (2.1 gpm), at 60 - 70 °C each side. There is an orifice (4) installed in the
housing on the left hand side under the 3 way connector that balances the lube flow.
Overview of the Brake Lubrication Circuit
1. Solenoid
2. Manifold valve
3. Feed pipe
4. Balancing valve
5. Tee piece
NOTE: The balancing valve must be
installed as shown
Page 11
HYDRAULIC SERVICE BRAKES LWB

Brake System Components
1. Accumulator 2. Master cylinders

3. Pneumatic trailer brake valve 4. Hydraulic trailer brake control valve
5. Logic valve 6. Trailer brake valve hydraulic pressure supply
7. Rear right-hand service brake 8. Rear left-hand service brake
9. Park brake 10. Front left-hand service brake
11. Front right-hand service brake
Page 12
HYDRAULIC TRAILER BRAKE VALVE

Tractors may be fitted with a hydraulically operated trailer brake valve which operates the trailer brakes
whenever the brake system is activated by depressing the foot brake pedal.
Oil flows from the hydraulic pump through the priority valve manifold and into the trailer brake valve and then
returns to the priority valve manifold. The position of the trailer brake valve in the circuit makes sure that the
trailer brake circuit has priority flow over the remote valves and other hydraulic high pressure circuits. Trailer
braking is proportional to the effort on the foot brake pedal. Feedback is provided by the trailer brake valve to
give a sense of feel to the operator, which aids precise braking.
1. Steering pressure switch

2. Pressure Steering
3. Load sensing (LS) - Steering - Dynamic flow
4. Load sensing (LS) - Resolved signal to compensator - Includes Resolved signal through check valves -
Steering - Trailer brake valve (TBV) - Rear remote valves - Front suspension - Hydraulic link leveling.
5. Check valves for resolved signal and mid mount valves
6. Load sensing (LS) from remote valves
7. And 7a Load sensing (LS) Front suspension - Check valves resolved signal
8. Pressure - Trailer Brake Valve (TBV) to trailer brake
9. Right hand signal to Trailer Brake Valve (TBV)
10. Left hand signal to Trailer Brake Valve (TBV)
11. Logic head - Signal to air brakes
12. To front brakes
13. Main pressure to remote valves - EDC - Link leveling - Power Beyond
14. Main pressure front suspension
15. Mid mount valves (MMV)
16. Return to tank
Page 13
SHUTTLE LEVER WITH INTEGRATED PARK LOCK

Power Shuttle lever with integrated EPL (electronic park lock)
x Transmission can be shifted Into Neutral with one

push of a button.
Neutral
Activation
Button
x Auto-engagement of the park lock when the

tractor is stationary and the engine is running
after 90 seconds, if the driver leaves the seat after
5 seconds.
x Hand brake lever is only for emergency, because

EPL is auto-engaged after the engine stops.
x The Power Shuttle lever controls the pneumatic

and all types of hydraulic trailer brakes.
Page 14
EPL (Electronic Park Lock)

EPL (electronic park lock) is an electrically-controlled hand brake mounted on the rear side of the cab. The EPL
can be manually released in the unlikely event that the park lock cannot be disengaged.
Insert EPL
Release
Tool Here
Inboard lever (closest to transmission) is EPL lever.

Outboard lever is hand-brake lever.
84123734 EPL Release Tool

Shipped with tractor, clipped to handbrake lever
(replacements can be dealer-ordered)
Page 15
Engaging and Releasing the EPL

The electronic park lock is a standard component of the continuously variable and powershift transmissions.
The system functions in parallel with the handbrake which has been installed as a homologated device for
parking and as an additional braking mechanism. To engage the park lock the shuttle lever (1) must be moved
into the park position (PL). The park lock is automatically engaged if the vehicle pauses more than 45 seconds
in the stationary control mode (powered zero). If the driver leaves the driver’s seat the park lock is engaged
after only 5 seconds.
F -- Forward R -- Reverse
PL -- Park position PZ -- Rest position ("powered zero")
The electronic park lock can be released in several ways:

1. Normal release of the park lock:
To release the park lock, actuate the brake pedal and press the neutral switch (2) and move the shuttle
lever into the (PZ) position. This disengages the park lock.
2. By automatically driving off:
Move the shuttle lever into the direction of travel position (F) or (R). The power train engages. At the
same time the drive-off control function regulates the transmission and the park lock such that
unintentional movement is prevented.
3. Slowly driving off using the clutch pedal:
With the clutch pedal depressed, move the shuttle lever into the direction of travel position (F) or (R).
The park lock is released and the vehicle remains in the rest position until the clutch pedal is released.
NOTE: In this rest position the vehicle can move unintentionally!
As soon as the park lock is engaged the display lamp lights up (1) (Next Fig.).
NOTE: In the normal operation mode the vehicle speed must be less than 0.5 km/h in order to engage the park
lock. If the ignition switch is turned off when the vehicle is moving the park lock is applied using dynamic braking
effort. To increase the service life of the brake and to ensure safe operation, it is recommended that the ignition
switch be turned off only when the vehicle is stationary.
Page 16
EPL OPERATION
Park Lock - Display Lamps On the Instrument Panel
(Case-IH shown)
The display lamp (1) has two functions. It shows either the status of the park lock or the status of the handbrake.
When the ignition switch is switched on the lamp flashes while the park lock is being engaged or released.
When the ignition switch is switched off the lamp flashes continuously to indicate that neither the park lock nor
the handbrake is engaged.
The display lamp (2) is used to indicate a general malfunction of the park lock. There could be a fault related to
the park lock, or the function for automatically engaging when the ignition switch is switched off could be
blocked.
Automatic Engagement of the Park Lock When the Ignition Switch Is Switched Off
When the tractor recognizes that the ignition switch has been switched off, the park lock is automatically
engaged. If there is a delay in the complete activation of the park lock (more than 2 seconds), the display lamp
begins to flash (2) ) and a buzzer sounds. This switches off as soon as the park lock is completely engaged.
Every movement of the shuttle lever after switching off the ignition switch has no effect and the park lock
remains engaged.
Blocking the "Automatic Engagement" Function of the Park Lock
To tow the vehicle it is intended that the "automatic engagement" function of the park
lock when the ignition switch is switched off be deactivated. To do this the following
procedure must be carried out prior to switching off the ignition switch:
The park lock must be in the released position. The shuttle lever must be pushed
downwards out of the rest position and held for at least 3 sec. at the same time as
both brake pedals are pressed. This disengages the automatic engagement of the
park lock. The display lamp (2) becomes active and a warning symbol appears in the
display. (Above)
The driver must switch off the ignition prior to releasing the brake pedals otherwise the lock will be lifted again.
NOTE: If the park lock is already engaged when the ignition switch is switched off, this procedure will not
release it.
EPL Released EPL Applied
Page 17
Initializing the EPL

One or more of the following occurrences can cause the 'Electronic Park Lock' (EPL) error code to appear in the
instrumentation:
x Loss of the 12 volt power to the EPL due to:
o Excessive starter motor cranking
o A discharged battery
o Other 12 volt power interruption.
x Use of the brake release tool to manually release the park brake
The need to reinitialize the EPL is indicated to the operator on the ICU when the amber < ! > displays and the
red ( P ) flashes. In addition, may display.
To Re-Initialize the EPL:

1. Setup
A. Place the tractor on level ground.
B. Depress both of the service brake pedals.
C. Place the handbrake lever in the released (down) position.
D. Turn the key to the RUN position.
2. Re-initialization procedure:
A. Place the Forward/Reverse/Park (FRP) lever in the 'rest' position. The 'rest' position is the area
of lever movement where the lever is not in forward, reverse or park.
B. Press the 'Neutral Button' on the top of the lever. The brake will activate.
C. Place the FRP in park.
D. The park brake will apply.
E. The end of the re-initialization is confirmed when the amber action request symbol < ! > no
longer displays and parking brake symbol ( P ) illuminates without flashing. The Apply or
Release symbols will also display to show the state of the EPL.
Trailer Brakes
The trailer brake is controlled in the same way by both the park lock and the handbrake.
Release in the Event of an Interruption in the Power Supply
In the event of a disruption as a result of which the park lock cannot be electronically released, it can be
manually released. A crank that is attached to the handbrake lever is used for this. Remove the tool (84123734)
from the retainer. Locate the park lock on the rear left panel of the cab and remove the two protective rubber
caps. (one inside and one outside) Insert the crankshaft and ensure that the shaft has been fully inserted into
the receptacle by moving it back and forth slightly. Turn the small crank handle in a clockwise direction to
release the park lock. Stop when it becomes more difficult to turn the crank handle. A completely engaged park
lock requires approximately 150 revolutions to release it.
NOTE: In an emergency it is possible to move the tractor even if the park brake is engaged. We recommend
doing this only in an emergency and where possible to release it manually instead. In such a situation the
traveling speed is limited to 2 km/h.
Page 18
EPL ADJUST (MAY HAVE ERROR CODE 12188)

Symptom:
Electronic park lock (EPL) error code 12188 displays.
Resolution:
Adjust the electronic park lock (EPL) cable.
When Error code 12188, 'Excess Pad Wear' displays, perform a complete Electronic Park Lock (EPL) calibration
before any other repair. If calibration error code U119 is present, which indicates the Bowden cable is
disconnected, check and verify that the cable is still connected to the park brake lever, check the adjustments of
both the hand apply park brake and the EPL, then calibrate the EPL again.
Note: The call-outs in parenthesis refer to the drawing.
EPL Operation:
The EPL calculates if the park brake pads appear worn
using the distance the cable travels before it senses
that the brake is fully applied due to the force
measured by the application motor. The cable distance
is determined during calibration and by the initial setup
of the lever adjustment at the park brake assembly.
The outer lever (A) on the park assembly is connected
to the hand brake lever. The inner lever (B) behind (A)
is not shown in the attached figure, but is connected to
the EPL cable. Both levers (A) and (B) apply the park
brake when they contact bolt (F) on the splined casting
which rotates the shaft. The shaft has an internal cam
that applies pressure to the friction disks.
Adjustment:
1. Clear all fault codes and attempt to calibrate
the EPL. If not successful continue.
2. Place the tractor on a flat level surface and
block the tractor wheels to insure the tractor
cannot move.
3. Start the tractor and release the EPL brake
using the Forward, neutral reverse lever.
4. Once released, disconnect the electrical
connector on the EPL to disable the EPL and
turn off the tractor. Note: this will cause failure
codes to be set that must be cleared before
initialization and calibration can be done later.
5. Disconnect both the hand brake and EPL cables from the levers at the transmission.
6. Use a soft faced hammer to gently bump the levers (A) or (B) five times in the 'Load Direction' to ensure
that the friction plates and brake disks are compressed and not bound on the shaft.
7. Using the attached figure as a guide, apply approximately 300N (67lbs) at the end of the EPL lever (B)
in the 'Load Direction' as measured with a spring scale.
8. With the spring force applied, carefully measure the distance from the center of the EPL lever (B)
attaching hole (C) to the face edge (D) of the cable retainer bracket. This measurement must be 175
mm ± 1mm (6.89 ± .04 inches).
9. To adjust the cable, loosen the locking nut (E) and adjust the bolt (F) until the correct measurement is
obtained. Torque the lock nut to 84 - 103 Nm (62 - 76 Ft Lbs) after adjustment.
10. After adjustment of the EPL reconnect both cables to the levers.
11. Pull up on the hand brake.
Page 19
12. The park brake should be fully applied when the lever reaches the fourth click, the lever should not
reach the fifth click. If not set correctly adjust using the adjustment located under the handbrake lever
boot.
13. To adjust, loosen the locking nuts and tighten the adjuster until the brake applies fully at the fourth click.
Once adjusted, tighten the lock nut to 18Nm (13 Ft Lbs).
14. Reinitialize the EPL following the procedure on ASIST or page 18-27 of this Training Manual, clear all
fault codes and recalibrate.
15. If the problem continues and the tractor has low hours, replace the EPL assembly. If the tractor has high
hours, before replacement of the EPL, remove and inspect the park brake assembly pads for wear.
NOTE: A special tool (part number 380200002) is required to reinstall the brake assembly to properly
position the separator and brake plates.
NOTE: After the cable is adjusted, ensure the clevis pin passes through both sides of the clevis and the
spring clip is in place. It is possible to install the pin and clip improperly through only one side of the clevis.
EPL Adjustment Tool (locally-fabricated)
Step 1: Hand Brake Cable Adjustment
175 mm between lever and bracket
Adjustable screw for park brake
Page 20
Step 2: EPL Cable Adjustment (all CNH machines with EPL)
Hand Brake
Bracket
Hand Brake Lever

and Cable
Special Tool
1. Place the locally-fabricated special tool on the handbrake cable

2. Pull the cab handbrake lever up 4 teeth
3. Install the cable into position and secure
4. Install the rubber boot over the console
5. Release the handbrake in the cab
6. Remove the tool
EPL Special Tool
Medium steel, 5mm thick, remove all sharp edges and burrs
Page 21
ALTERNATIVE EPL ADJUSTMENT METHOD
Adjust the park brake actuator (see attached diagram):
1. Manually release the EPL completely until the stop is reached with the manual release special tool that is
supplied with every tractor.
2. Ensure the hand brake lever is released completely.
3. Remove the return spring from the park brake cam arm that has adjustment bolt (F) installed in it. This will
allow the cam arm to move freely.
4. Place special tool 380003191 (or 3/8" thick shim) between the adjusting bolt (F) and the EPL activation arm
(B). Tighten the adjustment bolt until the special tool in clamped in place and cannot be removed. This ensures
the park brake pads are not hung up and will slide properly.
5. Loosen the adjustment bolt until there is just slight drag on special tool 380003191.
6. Tighten the jam nut (E) on the adjustment bolt.
7. Remove the special tool from between the adjustment bolt and EPL activation arm.
8. Reinstall the return spring that was previously removed.
9. Adjust the hand brake cable that is attached to the hand brake activation arm (A) so that it is even with the
EPL activation arm when it is fully released. This will ensure the arms will both release the brake completely.
10. Erase fault codes using the EST.
11. Install special tool 380000843 to enter the H-menus. Navigate to the XA-H1 calibration menu and calibrate
the EPL.
3/8 shim
Page 22
35 - Hydraulics
35 - CCM Tier 4 final Hydraulic
HYDRAULIC SYSTEM – SWB SPS & FPS

High Pressure system specifications
Main Pump Functions: Variable Displacement

Pump type
Hydraulic Trailer brake Piston Pump
Rear Remote Valves
Mid Mount Valves Maximum hydraulic 29.4 kW (40.0 Hp)
EDC
Front axle suspension valve Displacement 45 cm³/rev
Services (4wd, diff lock etc) via
regulator valve 113.0 L/min (29.9 US
Steering via priority valve Max Pump flow*
gpm)
Transmission clutches, PTO, PTO
Brake, MFD, Diff Lock via the low 210.0 bar (3045.0 psi)
Max pump pressure at rated rpm
pressure regulating valve Nominal
Number of closed center remote up to 4 Mechanical or 4

valves Electro-hydraulic
Max flow available at remotes* 113.0 L/min (29.9 US

(combined flow) or power beyond gpm)
95.0 L/min (25.1 US

gpm) Mechanical
remote
Max flow available at one remote*
100.0 L/min (26.4 US
gpm) Electronic
remote
Steering Type (Reactive/Non-

Reactive) Reactive
Steering Rams Balanced
(Balanced/Unbalanced)
Charge Pump Functions: Pump type Gear Pump

Supply to Piston Pump
Transmission lubrication Displacement 57 cm³/rev
Max pump pressure* 18.0 bar (261.0 psi)
Auxiliary pump Functions: Pump type Gear Pump

Oil cooler
Lubrication Oil cooler Displacement 25 cm³/rev
62.0 L/min (16.4 US

Max Pump flow
gpm)
SPS: 2.7 to 3.4 bar (39

to 49 psi)
Lube Pressure
FPS: 3.0 to 3.7 bar (44
to 54 psi)
Cooler bypass temperature 5 °C (41°F)
Page 1
Hydraulic pump on semi powershift and full powershift transmission
Main pump
Variable Displacement Piston
Type Pump
(Swash Plate Controlled)
Rotation Clockwise
Minimum pump speed 800 RPM
Maximum pump speed 2662 RPM
Displacement 45 cm³/rev (2.75 in³/rev)
Maximal (theoretically) feed rate @ engine speed 2200 RPM
113 L/min (29.9 US gpm)
(pump drive ratio 1.14)
Standby pressure 25 - 27 bar (362 - 392 psi)
205 - 215 bar (2972 - 3118
Maximum system pressure
psi)
240 - 260 bar (3480 - 3770
Pressure relief valve (safety valve on pump)
psi)
Charge pump
Type Rotor Pump
Maximal (theoretically) feed rate @ engine speed 2200 RPM
143 L/min (37.8 US gpm)
(pump drive ratio 1.14)
Charge pressure filter dump valve Open @ 6 bar (87 psi)
Charge pressure switch (making charge pressure warning Close @ 0.55 - 0.82 bar (8 -
light flash) 11.9 psi)
Page 2
Auxiliary hydraulic pump - General specification – SWB - All
Auxiliary pump
Type Gear pump
Rotation Counterclockwise
25.0 cm³/rev (1.5
Displacement
in³/rev)
On semi powershift and full powershift transmission:
62 L/min (16.4 US
Maximal (theoretically) feed rate @ engine speed 2200 RPM (pump
gpm)
drive ratio 1.14)
On CVT transmission:
65.0 L/min (17.2 US
Maximal (theoretically) feed rate @ engine speed 2200 RPM (pump
gpm)
drive ratio 1.196)
Page 3
BAIL14TR00611FB 1
1. Trailer brake valve (where fitted) 2. Priority valve
3. Variable displacement pump 4. Auxiliary pump
5. Main suction filter
Page 4
Hydraulic pump
The high pressure circuit is of the `Closed Centre Load Sensing' design. The hydraulic system is fed by a
Variable Displacement Pump.
BAIL14TR00370AB 2
The CCLS PFC variable displacement piston pump is externally mounted for easy service and provides
instant high flow upon demand. If there is no demand the pump runs at low pressure and no flow, thus
absorbing little power. This feature also provides reduced oil temperatures and a better response at low
engine speeds. A separate fixed displacement gear pump acts as a charge circuit for the CCLS pump. The
charge pump ensures that the CCLS pump always has sufficient oil supply under all conditions. The
components in the high pressure hydraulic circuit are connected by their load sensing lines to the hydraulic
load sensing valve which controls the output of the hydraulic pump.
Page 5
The operating principal of a variable flow piston pump is to provide oil flow on demand and minimise the
engine power absorbed in driving the hydraulic pump when the hydraulic circuits do not require maximum
pump flow. The variable flow piston pump in hydraulic systems therefore has distinct power loss
advantages over fixed displacement gear type pumps, which continually provide oil flow and absorb engine
power even when the hydraulic circuits do not require the total pump output.
bsd2188A 1
1.Stroke Control Piston 2.Rod

3.Swash Plate Return Spring 4.Driveshaft
5.Swash Plate 6.Slipper (Quantity 9)
7.Piston and Barrel (Quantity 9 ) 8.Inlet Port
9.Shaft Pre-Load Spring 10.Outlet Port
The major components of the variable flow piston pump with closed center load sensing are :-
x A nine element pumping head.
x A plate mechanism (swash plate) to adjust piston stroke and corresponding pump output.
x A load sensing valve which monitors the requirements of the hydraulic circuits and signals
the pump to increase or decrease hydraulic oil flow accordingly.
Page 6
BSD2023A 2
The nine element pumping head is cylindrical in shape and has nine barrels, into each of
which, is installed a piston (7). On the end of each piston is pressed a slipper (6) which
always remains in contact with the face of the swash plate (5) located at the front of the
pumping head.
The drive shaft (4), which is driven by the pump drive gear, rotates the pumping head. As
the pumping head rotates, the pistons move in and out of their barrels, following the contour
of the swash plate. For every revolution of the drive shaft each piston completes one
pumping cycle.
The swash plate, which does not rotate but pivots about the front of the pumping head, is
the control mechanism that limits the stroke of each piston and works in conjunction with the
pressure and flow compensating valves in the load sensing line.
As the pumping head rotates each barrel passes over the inlet (8) and then the outlet ports
(10) of the pump. During the inlet cycle for each piston and barrel, oil is pumped into the
barrel pushing the piston forward so that it always remains in contact with the swash plate.
The stroke of each piston and volume of oil charged into its barrel is therefore dependent on
the angle of the swash plate.
After a piston and barrel has completed the inlet stroke, further rotation of the head aligns
the barrel with the outlet port. (10) Oil within the barrel is then forcibly ejected by the piston
through the exhaust port to the hydraulic circuits.
Page 7
BSE3586A 4
Flow and Pressure Compensating Valves
1. Plug 2. Seal
3. Disc 4. Spring
5. Spring 6. Seat
7. Housing 8. Screw
9. Spool 10. Snap-ring
11. Plug 12. Plug
13. Seal 14. Seal
15. Damper Screw 16. Nozzle
17. Seat 18. Spring
19. Spring 20. Disc
21. Seal 22. Plug
23. Nut 24. Screw
25. Locknut
Page 8
Compensator
Low pressure
spool
Signal port Low
Low pressure spring
pressure
adjustment
Test ports
High
pressure
High
Pump To adjustment
To pressure
outlet tank spring
control drain
pressure piston
1.1.1.1 System Off

With the system off there is no pump pressure against the L.P.S.B. or H.P.S.B. spools.
Therefore the spring pressure moves them to the left opening an oil path from the control
piston to tank through the pump housing. The swash plate spring brings the swash plate
to the full flow position.
Page 9
1.1.1.2 Engine Start up

Before the engine is started, the pump swash plate angle is at its maximum angle. As soon
as the engine is cranked by the starter motor, the Pressure and Flow Compensating (PFC)
pump produces flow and pressure builds in the pump delivery passage. This occurs almost
instantly. For a moment the pump is at H.P.S.B. The L.P.S.B spools reacts and directs H.P
oil to the swash plate to de-stroke the pump.
1.1.1.3 Low Pressure Stand By (L.P.S.B.)

Without signal pressure (signal line disconnected) on the spring side of the L.P.S.B.
spool, pump pressure on the left side of the spool will move it to the right. This directs
pump pressure to the control piston extending it against the swash plate de-stroking
the pump until the outlet pressure and spring pressure balance centering the spool.
Page 10
1.1.1.4 Increased Flow on Demand

When the system is put on demand higher pressure is seen on the spring side of the
L.P.S.B. spool moving it to the left. Oil from the control piston is released through the
open port of the L.P.S.B. spool and drains into the pump housing. A spring increases
the angle of the swash plate increasing pump flow. When pump flow meets the
demand pressures balance and the L.P.S.B. spool centers itself.
1.1.1.5 High Pressure Stand By (H.P.S.B.)

If work load increases beyond system limits the L.P.S.B. spool will continue to try to
increase pump pressure. This pressure will be at the left side of the H.P.S.B. spool
moving it to the right against the spring. This opens a port allowing pump outlet oil to be
directed back into the control piston moving it against the spring and de-stroking the
pump while maintaining H.P.S.B. pressure.
Page 11
TRAILER BRAKE VALVE

Oil flows from the hydraulic pump through the priority valve manifold (1) and into the trailer brake valve (2)
and then returns to the priority valve manifold. The position of the trailer brake valve in the circuit makes
sure that the trailer brake circuit has priority flow over the remote valves and other hydraulic high pressure
circuits. Trailer braking is proportional to the effort on the foot brake pedal. Feedback is provided by the
trailer brake valve to give a sense of feel to the operator which aids precise braking.
BAIL14TR00615AB 3
Page 12
MASTER PRIORITY VALVE

The Master priority valve (1) is bolted directly on to the top of the variable displacement pump . Internal
galleries supply oil to the trailer brake valve (where fitted).
BAIL14TR00358AB 1
High pressure oil is fed out of the hydraulic pump and into the priority valve manifold. The oil is divided in
the valve depending on the system demands by the internal load sensing shuttle valves.
The valve supplies oil pressure as follows:
Priority for steering (steering spool)
Priority for the trailer brake valve (where fitted) and high pressure functions (master spool)
Because high pressure pump output is directed through the trailer brake valve (Where fitted) the system
ensures that the trailer brakes have priority over other circuits.
Page 13
RESTRICTOR VALVE
Operation of Low Pressure Regulating Valve
The regulated flow of oil discharged from the variable displacement piston pump is directed to the low and
high pressure hydraulic circuits via the trailer brake valve (where fitted) and the pressure regulating valve.
Because pump output is initially directed through the trailer brake valve, where fitted, the system ensures
that the trailer brakes have priority over other hydraulic circuits.
The pressure regulating valve, located in the bottom section of the remote valve and EDC block, controls
the maximum pressure of oil in the low pressure hydraulic circuit while at the same time directing high
pressure system oil to the hydraulic power lift and remote control valves.
The low pressure hydraulic circuit, which is at a pressure of 18.0 bar (261.0 psi) operates the electronic
remote valve spools (where fitted), P.T.O, differential lock, four wheel drive engagement system and
transmission control circuits.
With reference to Figures 1, 2 and 3, operation of the pressure regulating valve is as follows:
When the pressure in the system is below 17 bar (246.50 psi) the Low-Pressure regulating valve is held to
the left by the spring allowing system pressure oil from the variable displacement piston pump to flow from
gallery (E) to the low pressure hydraulic circuits through gallery (F) to give flow priority to the low-pressure
systems, Figure 1.
The resulting pressure in gallery (F) is sensed in the pressure sensing gallery (H) drilled through the centre
of the spool. As the pressure in gallery (F) increases, the spool moves against the spring restricting the
flow of oil into gallery (F) to maintain the pressure of oil in the low pressure hydraulic circuit at 17 bar
(246.50 psi), while at the same time allowing system pressure oil to flow into gallery (G).
When the high pressure hydraulic circuits are not in operation the variable displacement piston pump is on
minimal delivery and the pressure regulating valve spool directs most of the flow from gallery (E) to gallery
(F), in order to maintain the low pressure hydraulic circuit pressure of 17 bar (246.50 psi), Figure 2.
When the high pressure hydraulic circuits are in operation and the variable displacement piston pump has
increased delivery to satisfy demand, the spool moves almost totally against the spring in order to regulate
the pressure of oil in the low pressure hydraulic circuit, Figure 3.
It can now be seen that the spool moves back and forth to maintain the low pressure circuit oil at 17 bar
(246.50 psi), while at the same time allowing system pressure oil to be directed to the high pressure
hydraulic circuit for operation of the hydraulic lift and remote control valves.
To prevent any damage occurring due to excessive pressures in the low pressure hydraulic circuit, the low
pressure circuit safety valve will operate whenever the pressure increases to 30 bar (435.00 psi). Should
this occur the safety valve poppet will lift off its seat and vent the circuit to reservoir.
Page 14
(A) Load Sensing Line from High pressure circuit (B) Return to Reservoir from flow and pressure
components. compensating valves.
(C) Gallery to Swash Plate servo piston from flow (D) System Pressure sensing gallery to flow and
and compensating valves pressure compensating valves
(E) System pressure supply to low pressure (F) Regulated Low pressure oil supply
regulating valve
(G) System pressure outlet from low pressure (H) Low pressure regulating valve spool sensing gallery
regulating valve
System Pressure @ 205 bar

Return to Reservoir
(2972.5 psi)
Standby Pressure @ 22 bar

Low Pressure System
(319.00 psi)
Control Pressure
System pressure less than low standby pressure.
BSF4062C 1 BSF4062B 2
System pressure at low standby, no high pressure demand.
System pressure at high standby, high pressure demand.
BSF4062A 3
Page 15
AUXILIARY PUMP
The Auxiliary pump (1) supplies oil to the oil cooler and to the lubrication circuit
BAIL14TR00371AB 15
COOLER BYPASS V ALVE
BAIL07APH328ASA 18
When the oil is cold and pressure differential across the oil cooler is higher than 6 bar ( 87 psi) the cooler
by-pass valve (1) located in the bottom of the transmission will operate to ensure that adequate flow to the
lubrication circuit is maintained. This feature of diverting oil from the cooler assists in aiding a rapid warm
up of oil in cold weather conditions.
The steering return oil is directed through the oil cooler at the front of the tractor and is limited to a
maximum pressure of 5.59 bar (81.06 psi)) by the lubrication relief valve located in the transmission top
cover.
Page 16
STEERING MOTOR
All models use a fixed displacement motor.
BAIL07APH352ASA 16
The steering cylinders receive high pressure oil directly from the steering motor.
BSE2868B 17
Page 17
FRONT AXLE SUSPENSION (where fitted)

The front axle suspension control valve is located on the left hand side of the tractor and attached to the
rear axle center housing. It is fed high pressure oil via the power beyond port on the sub plate at the
bottom of the remote valve stack. Processor controlled PWM (pulse width modulation) valves control the oil
to a cylinder attached between the front axle and front support, Figure 14 (1) , to provide a hydraulically
controlled suspended front axle.
BAIL14TR00614AB 13
1. Piston accumulator 2. Control valve
3. Rod accumulator
Page 18
Page Left Blank
Page 19
HYDRAULIC SYSTEMS – LWB FPS

Variable displacement piston pump 180 Hp 200 Hp 220 Hp
120.0 L/min (31.7 US gpm) Full power shift transmission rated rated rated
Maximum hydraulic HP 40 Hp
Maximum Pump flow* 120.0 L/min (31.7 US gpm)
Maximum pump pressure at rated RPM. 215.0 bar (3117.5 psi)
Number of closed centre remote valves 5
Electronic draft control EDC

High Pressure
Circuit 100.0 - 120.0 L/min (26.4 - 31.7 US
gpm)
Maximum flow available at remotes*
(depending on the operational
pressure)
Maximum flow available at one Mechanical

remote* 95.0 L/min (25.1 US gpm)
Maximum flow available at one Electro hydraulic

remote* 120 L/min (31.7 US gpm)
Maximum pump flow* 60.0 L/min (15.9 US gpm)

Low Pressure
Maximum pump pressure* 22.0 bar (319.0 psi)
Circuit
Cooler bypass temperature 5 °C
Page 20
Optional high flow pump
Variable displacement piston pump

150.0 L/min (39.6 US gpm) Full power shift 180 Hp rated 200 Hp rated 220 Hp rated
transmission
Maximum pump pressure at rated

rpm 215 bar (0.0 psi)
Number of closed centre remote

valves 5
High Pressure
Circuit Electronic draft control EDC
100.0 - 150.0 L/min (26.4 - 39.6 US gpm) (depending

Maximum flow available at remotes*
on the operational pressure)
Maximum flow available at one

Mechanical remote* 95.0 L/min (25.1 US gpm)

Electro hydraulic remote* 140.0 L/min (37.0 US gpm)
Maximum pump flow* 60.0 L/min (15.9 US gpm)

Low Pressure
Circuit
Auxiliary Pump - Full powershift transmission 180 Hp rated 200 Hp rated 220 Hp rated
Maximum pump pressure (bar) at rated rpm 190.0 bar (2755.0 psi)
Steering Type (Reactive/Non-Reactive) Dual gerotor reactive
Steering Rams (Balanced/Unbalanced) Balanced
* at rated engine speed and pressure
Page 21
HYDRAULIC SYSTEMS
The hydraulic system comprises the following oil circuits:-
High pressure circuit
Steering Circuits
Rear hydraulic lift with electronic draft control including external control (EDC)
Remote valves
Trailer brake system (where fitted)
Front axle suspension (where fitted)
Low pressure circuit
Engine PTO
Differential lock
All wheel drive
Actuation of transmission couplings and synchronizer units
Front axle brake
Engagement of the creeper gear
Servo-actuated main brake cylinder
Front PTO (where fitted)
Layout of the lubrication system
PTO clutch
Transmission clutches
Transmission shaft pressure lubrication
Bearing of the pump drive pinion
Lifting shaft of the hydraulic powerlift
The high pressure circuit is a closed Load Sensing system and is configured differently according to the variants
in equipment for each tractor model.
Steering circuit, low pressure and lubrication circuits are configured as an open system.
VARIATIONS IN EQUIPMENT IN THE TRACTOR HYDRAULICS
Transmission High pressure Hydraulic pump Hydraulic Remote

hydraulic system powerlift valves
Full powershift Closed system 120 L/min CCLS variable Electronic Closed
transmission displacement pump powerlift control system
150 L/min "Hi Flow" axial piston
variable displacement pump
Page 22
CCLS axial piston variable displacement pump (1).

Figure 1
BAIL14TR00370AB 1
The high-pressure hydraulic pumps in the Load Sensing version with closed circuit can be differentiated by the
serial numbers on the plate above the pump:-
Figure 2 shows the rating plate of the 150 l/min (39.6 US gpm) pump.
BAIL06CCM082ASA 2
Page 23
Figure 3 shows the rating plate of the 120 l/min (31.7 US gpm) pump.
BAIL06CCM083ASA 3
Page 24
HIGH PRESSURE HYDRAULIC SYSTEM
(NOTE: Earlier main hydraulic filter and Bosch rear EHRs shown)
1. Electronic draft control (EDC) Valve 2. Low pressure feed
3. Return line to tank 4. Flow compensating valve
5. Steering pump pressure 6. Variable displacement pump
7. Load sense line to pressure reducing priority valve 8. Pressure reducing priority valve
9. Trailer brake valve 10. Pump feed to EDC and EHR
11. To trailer brake coupler 12. Pressure to lift cylinders
13. Load sensing line from EDC and EHR valves
Page 25
The basic principle of the Closed Centre high-pressure hydraulic system in the Load Sensing version with
variable displacement pump is the availability of a needs-based oil flow. This makes possible simultaneous
actuation of trailer brake system, hydraulic powerlift, remote valves and, where fitted, the front axle suspension.
The Load Sensing variable displacement pump offers important advantages with regard to the reduction of
engine power loss compared to open-circuit systems, in which a higher oil volume flow, which is often clearly
above the required amount, is continually pumped around the hydraulic system.
The high-pressure circuit comprises the following components:
HYDRAULIC PUMP
The Load Sensing valve with pressure and oil flow control valves, oil pump and priority valve for the steering
hydraulics, intake filter (2) and main oil filter (1) as well as various electrical switches are integrated in the high-
pressure variable displacement pump. Figure 16 shows the main pump unit.
NOTE: The oil pump for the steering hydraulics is shown separately to the main pump unit.
BAIS06CCM055AVA 16
The pressure compensating and flow valve illustrated in Figure 17 consists of a high-pressure control valve (1)
and an oil flow control valve. The pressure compensating and flow valve receives hydraulic control signals from
the driven components and transmits these to the oil pump, which then matches the supply volume to the
system's requirement for oil.
BSD2167A_561 17
Page 26
PRIORITY VALVE
The priority valve (1) Figure 18 on the top of the main oil pump channels high-pressure oil to the control block
and to the trailer brake valve (where fitted) (2) . It also supplies the low-pressure control valve with low-pressure
oil. If a front axle suspension is installed, a levelling valve is mounted on the transmission housing Figure 19 (1)
, which delivers oil flow to the control valve for the suspension and to the cylinder.
BAIL14TR00374AB 18
BAIL14TR00373AB 19
Page 27
High pressure oil is fed out of the hydraulic pump and into the priority valve manifold. The oil is divided in
the valve depending on the system demands. Within the manifold the oil is regulated to 23 bar (333.50
psi) ± 1.5 bar (21.75 psi) by the valve spool. This low pressure oil is directed through a port on top of the
valve and then flows via a T-connector rearwards to the low pressure distribution valve block and forwards
to the transmission top cover The oil which flows to the low pressure distribution valve block is also used
as pilot pressure for the electro-hydraulic remote valves (Where fitted), see Figure 13 page 13. To prevent
any damage occurring due to excessive pressures in the low pressure circuit, the low pressure relief valve
will operate whenever the pressure increases to 28 bar (406.00 psi) ± 2.5 bar (36.25 psi)
Because high pressure pump output is directed through the trailer brake valve (Where fitted) the system
ensures that the trailer brakes have priority over other circuits.
Further high pressure oil is directed through a pressure compensator valve and out to the high pressure
components.
Load sensing oil galleries allow the load sensing circuit to access the trailer brake valve (Where fitted) and
the Electro- hydraulic remote valves and mid mount valves (Where fitted).
TRAILER BRAKE V ALVE

The trailer brake valve is under the cab and is mounted on the priority valve at the top of the main pump unit.
The trailer brake valve allows pressure oil to flow to the trailer brake system, when both of the tractor's brake
pedals are depressed.
Figure 22 shows the trailer brake valve (2) .
BAIL14TR00374AB 22
Page 28
HYDRAULIC OIL FILTER

(1) Oil filter for the Charge pump
(2) Bleed valve
(3)Main flow oil filter
(4) Drain plug
BAIL06CCM090ASA 28
Two valves are located within the filter assembly cap. The supplementary lube valve (1) which is rated at
0.8 bar (11.60 psi) and will only operate when there is a drop in the lube pressure circuit below the
combined pressure of the charge pressure circuit and the 0.8 bar of the valve, and the 3 bar (43.5 psi)
charge pressure bypass valve (2) .
Page 29
CONTROL VALVE FOR THE FRONT AXLE SUSPENSION

This is on the left-hand side of the tractor and is fastened to the suspension cylinder. The suspension control
valve receives high-pressure oil via the pressure reducer priority valve and the levelling valve. With the help of
electronically controlled PWM solenoid valves (1), these are the lock out valves for the front axle and the
accumulator. Raise and lower valves for the front axle are located on top of the transmission under the cab.
BAIL06CCM039ASA 27
COOLING AND LUBRICATION OIL PUMP

Figure 20 shows the oil pump (1) for the steering hydraulics.
The oil pump for the cooling and lubrication hydraulics is a separate unit, but it is also driven by the same gear
as the main oil pump.
BAIL14TR00371AB 20
Page 30
Control pump
. All models are fitted with a control pump with constant displacement volumes.
BSD2178A 30
Steering cylinder
The steering cylinders are directly supplied via the control pump with high-pressure oil.
BSD2172A 31
Page 31
LOAD SENSING PRIORITY V ALVE

This valve is used in all remote valves, in the EDC control valve and between the trailer brake valve, the control
valve of the front axle suspension and, if necessary, the side-mounted remote valves. It ensures that the unit
with the highest demand for oil pressure applies pilot oil pressure to the Load Sensing valve of the CCLS
variable displacement pump.
BAIL06CCM089ASA 32
The Closed Centre high-pressure oil circuit works in the following way:-
The components of the high pressure oil circuit are connected via load sensing lines with the hydraulic Load
Sensing valve, which controls the capacity of the hydraulic pump.
If the trailer brake system, the remote valves, the hydraulic powerlift or the front axle suspension (where fitted)
are operated, the Load Sensing valve of the variable displacement pump compares the pressure in the Load
Sensing line of the components with the delivery pressure of the hydraulic pump.
If the pump pressure is less than the sum of the pressures of Load Sensing line and spring pressure on the oil
flow regulator, the pump capacity is increased. As soon as the demand of the oil circuit is fulfilled, the pump
pressure exceeds the sum of the pressures from Load Sensing line and spring pressure of the oil flow control
valves. This pushes the control pin in the oil flow control valve to the right, whereby the pilot oil is fed to the
control cylinder of the variable displacement pump swash plate, which reduces the pump stroke and thus
adjusts the capacity to the demand of the oil circuit.
High-pressure hydraulic system in Load Sensing version with closed circuit
Page 32
VARIABLE DISPLACEMENT PUMP

The variable flow closed center load sensing hydraulic pump assembly is mounted on the right hand side
of the rear axle center housing and contains within its body two hydraulic pumps.
x A fixed displacement (Gerotor type) pump supplies oil at a charge pressure of 3 bar ( 44 psi)
to a variable flow closed center load sensing hydraulic piston pump.
x A variable flow closed center load sensing piston type hydraulic pump supplying oil to the high
pressure circuits for operation of:-
Trailer Brake
Hydraulic Lift Assembly
Remote Control Valves
Front Axle Suspension
Front Lift
Mid Mount remote valves
Principal of Operation
Both pumping elements are driven by a `live' drive gear train directly connected to the PTO clutch input
drive shaft and driven by the engine flywheel.
The operating principal of the fixed displacement gear pump is to provide a constant oil flow directly related
to the rotation speed of the pump.
The operating principal of a variable flow piston pump is to provide oil flow on demand and minimizes the
pump flow.
The variable flow piston pump in hydraulic systems therefore has distinct power loss advantages over fixed
displacement gear type pumps, which continually provide oil flow and absorb engine power even when the
hydraulic circuits do not require the total pump output.
Variable Displacement Piston Pump
The major components of the variable flow piston pump with closed center load sensing are:-
x A load sensing valve which monitors the requirements of the hydraulic circuits and signals the
pump to increase or decrease hydraulic oil flow accordingly.
The nine element pumping head is cylindrical in shape and has nine barrels, into each of which, is installed
a piston. On the end of each piston is pressed a slipper which always remains in contact with the face of
the swash plate located at the front of the pumping head.
The drive shaft, which is driven by the pump drive gear, rotates the pumping head. As the pumping head
rotates, the pistons move in and out of their barrels, following the contour of the swash plate. For every
revolution of the drive shaft each piston completes one pumping cycle.
The swash plate, which does not rotate but pivots about the front of the pumping head, is the control
mechanism that limits the stroke of each piston and works in conjunction with the pressure and flow
compensating valves in the load sensing line.
As the pumping head rotates each barrel passes over the inlet and then the outlet ports of the pump.
During the inlet cycle for each piston and barrel, oil is pumped into the barrel pushing the piston forward so
that it always remains in contact with the swash plate. The stroke of each piston and volume of oil charged
into its barrel is therefore dependent on the angle of the swash plate.
After a piston and barrel has completed the inlet stroke, further rotation of the head aligns the barrel with
the outlet port. Oil within the barrel is then forcibly ejected by the piston through the exhaust port to the
hydraulic circuits.
Page 33
BAIL11CCM089FAB 1
Variable Displacement Hydraulic Pump Installation
1. Trailer Brake Valve Assembly 2. Pressure Reducing Priority Valve
3.. Load Levelling Valve (Where fitted) 4. Variable Displacement Pump
5. Steering / lube Supply Pump 6. Steering / Lube Priority Valve
7. Main Intake Filter 8. Charge Pressure Filter
9. Filter Restriction Switch 10. Low Charge Pressure Switch
The location of the principal components in the hydraulic pump assembly are identified above. These items
are shown on the hydraulic circuit diagrams which describe the operating modes of the pump. The
principal function of the valves and switches is as follows:-
Intake Filter and Restriction Switch
Oil for both the charge and steering pump is drawn from the rear axle centre housing via the intake filter.
The filter incorporates a by-pass valve, which is an integral part of the replaceable filter and it is therefore
essential that the correct filter is installed at every filter change.
When the filter is blocked the oil filter restriction vacuum switch is activated and illuminates the oil filter
restriction warning light on the instrument panel.
Page 34
BSE3587A 2
Charge Pump Components
1 End Plate 2 Seal
3 Coupling 4 Shaft
5 Rotor Housing 6 Charge Pump Housing
7 Seal 8 Pin
9 Hub 10 Screw Plug
11 System Relief Valve ( 245 Bar) 12 Check Valve Plug
13 Seal 14 Charge Pressure Filter Dump Valve Spool
15 Main Charge Filter 16 Pump Rotor
17 Key 18 Screws
Low Charge Pressure Switch
The low charge pressure switch will cause a light to `Flash' on the instrument cluster whenever the charge
pressure is less than 0.75 bar ( 11 psi)
Charge Pressure Filter Dump Valve
Page 35
The charge pressure filter dump valve is a safety relief valve for relieving excess pressure on the charge
pump should the filter be restricted. This valve will start to operate if the charge pressure exceeds 6 bar
(87 psi).
Charge Pressure Valve
The charge pressure valve diverts excess oil supplied by the charge pump and not required by the variable
flow piston pump to the inlet port of the steering and lubrication circuit pump.
This valve starts to operate at a pressure of 1 bar (14.5 psi) and when fully open limits the charge
pressure circuit oil to 3 bar ( 44 psi) .
Flow and Pressure Compensating Valves (1)
BSD2167A_561 3
Output from the variable flow piston pump is determined by adjusting the angle of the swash plate in the
pump. The flow compensating valve senses the circuit operating pressure and adjusts the swash plate
angle to control pump output.
If pump output and circuit pressure rises to 205 bar ( 2973 psi) the pressure compensating valve overrides
the flow compensating valve and adjusts the swash plate angle to limit maximum system pressure.
Page 36
REGULATED LOW PRESSURE SYSTEM
The function of the principal components in the circuit are described as follows:
High pressure oil from the CCLS variable displacement pump, via the trailer brake valve if fitted, is supplied
to a flow dividing and low pressure regulating valve, (1) located directly on top of the variable displacement
pump.
The oil is divided in the valve, depending on system demands and the oil destined for the low pressure
system is regulated to 23 bar (335 psi), this oil is also the pilot line supply for the electronic remote valves,
excess oil is returned to sump.
BAIL14TR00374AB 1
Page 37
BRAKE SYSTEM
The brake booster supply valve and accumulator assembly is located under the hood on the left hand side.
The assembly is supplied with oil directly from the low pressure regulating valve outlet.
BAIL06CCM107ASA 2
The valve allows low pressure oil to supply the brake pedal booster units (1) when the tractor is producing
sufficient oil pressure. If the oil pressure is lost the valve will close the brake system off from the low
pressure system and the accumulator will provide sufficient pressure for several brake applications.
BAIL06CCM106ASA 3
Page 38
REGULATED LOW PRESSURE MANIFOLD

The low pressure distributor valve block is located under the cab to the rear of the rear axle center
housing. The block is fed oil directly from the low pressure regulating valve outlet. Located in the valve
block are the solenoid valves for the 4WD, differential lock, PTO (Power take-off) and PTO (Power take-
off). brake. There is a test fitting installed in the PTO clutch test port.
PTO Engagement (1)

PTO Brake (2)
BSE2357A 4
Four wheel drive (1)
BSD2177B 5
Diff Lock
SS08M151 6
Page 39
Thermal bypass valve -
BAIL14TR00138AB 1
Transmission lubrication oil is supplied from the lubrication circuit fed from the steering priority valve, return
side of steering motor and supplementary valve on the charge pressure circuit. This is controlled to a
maximum pressure of 7.0 bar (101.5 psi) by the lubrication relief valve (1) . An oil cooler bypass valve (2)
is located in the transmission top cover. The valve ensures that excessive oil pressure, generated at cold
start up, bypasses the cooler until the oil warms up and the pressure drops. The operating temperature of
the valve is 5 °C .
Page 40
The steering pump / steering return oil is directed through the oil cooler at the front of the tractor and is
limited to a maximum pressure of 5 bar ( 73 psi) by the lubrication relief valve (2) located in the
transmission top cover. Components lubricated by this oil are transmission shafts and clutches, hydraulic
pump drive gear and PTO clutch.
BSD21452A 11
When the oil is cold and pressure differential across the oil cooler is higher than 6 bar ( 87 psi) the cooler
by-pass valve (1) located in the transmission top cover will operate to ensure that adequate flow to the
lubrication circuit is maintained. This feature of diverting oil from the cooler assists in aiding a rapid warm
up of oil in cold weather conditions.
BSD21452A 12
Page 41
TRANSMISSION CREEPER
The creeper actuating solenoid valve is located on the left hand side of the rear axle centre housing. The
solenoid is supplied with low pressure oil from the distributor block.
BRI4100B 8
BRJ5174B 10
Page 42
HYDRAULIC – SWB CVT

Hydraulic pump on CVT transmission with standard pump
Main pump
Variable Displacement
Type Piston Pump
Rotation Clockwise
Maximal (theoretically) feed rate @ engine speed 2200
148 L/min (39.1 US gpm)
RPM (pump drive ratio 1.196)
205 - 215 bar (2972 - 3118
psi)
240 - 260 bar (3480 - 3770
psi)
Charge pump
Type Rotor Pump
Displacement 74.0 cm³/rev (4.5 in³/rev)
195 L/min (51.5 US gpm)
Open @ 10.0 bar (145.0
Charge pressure filter dump valve
psi)
Charge pressure switch (making charge pressure Open @ 0.55 - 0.82 bar (8
warning light flash) - 11.9 psi)
Page 43
Hydraulic pump on CVT transmission with high flow pump - SWB
Main pump
Variable Displacement
Type Piston Pump
Rotation Clockwise
63.00 cm³/rev (3.84
Displacement
in³/rev)
165 L/min (43.6 US gpm)
205 - 215 bar (2972 - 3118
psi)
240 - 260 bar (3480 - 3770
psi)
Charge pump
Type Rotor Pump
82.00 cm³/rev (5.00
Displacement
in³/rev)
215 L/min (56.8 US gpm)
Open @ 10.0 bar (145.0
Charge pressure filter dump valve
psi)
Charge pressure switch (making charge pressure Open @ 0.55 - 0.82 bar (8
warning light flash) - 11.9 psi)
Page 44
Auxiliary hydraulic pump - General specification - SWB
Auxiliary pump
Type Gear pump
Rotation Counterclockwise
25.0 cm³/rev (1.5
Displacement
in³/rev)
On semi powershift and full powershift transmission:
62 L/min (16.4 US
gpm)
On CVT transmission:
65.0 L/min (17.2 US
gpm)
Page 45
Page 46
HYDRAULIC SYSTEMS – LWB CVT

Variable displacement piston pump 120.0 L/min 180 200 220 240
(31.7 US gpm) CVT transmission - allows for Hp Hp Hp Hp
lower engine running speed rated rated rated rated
Maximum Pump flow* (l/min) 150.0 L/min (39.6 US gpm)
Maximum pump pressure (bar)
215.0 bar (3117.5 psi)
at rated rpm
Number of closed centre
5
remote valves
High Pressure
Maximum flow available at 100.0 - 120.0 L/min (26.4 - 31.7
remotes* US gpm)
pressure)
120.0 L/min (31.7 US gpm)
remote*
Low Pressure
Circuit
Page 47
Variable displacement piston pump 150.0 L/min 180 200 220 240
(39.6 US gpm) CVT transmission - allows for Hp Hp Hp Hp
lower engine running speed rated rated rated rated
Maximum Pump flow* (l/min) 170.0 L/min (44.9 US gpm)
Maximum pump pressure (bar)
215.0 bar (3117.5 psi)
at rated rpm
Number of closed centre
5
remote valves
High Pressure
Maximum flow available at 100.0 - 150.0 L/min (26.4 - 39.6
remotes* US gpm)
pressure)
140.0 L/min (37.0 US gpm)
remote*
Low Pressure
Circuit
* at rated engine speed and pressure
Page 48
HYDRAULIC VANE PUMP – LWB CVT
Number of vanes 11
Maximum displacement 45 cm³
Minimum displacement 0 cm³
Direction of rotation Counter clockwise
Minimum continuous pump speed 900 RPM
Maximum continuous pump speed 3000 RPM
Maximum pump over speed 3750 RPM
Maximum flow at any speed and viscosity in suction line 45 l/min (11.9 US gpm)
Minimum flow requirement of pump at 22 bar (319.0 psi) /16.3cSt 3 l/min (0.8 US gpm)
Nominal suction pressure range 0.8 - 1.2 bar (11.60 -
17.40 psi)
Pressure control setting 22 - 25 bar (319.0 -
362.5 psi)
Over pressure resistance ( for example lost pressure control 80 bar (1160.0 psi)
signal)
Minimum oil flow delivery at 22 - 25 bar (319.0 - 362.5 psi) with 33 l/min (8.7 US gpm)
oil viscosity at 12 cSt
Output @ engine speed 2200 RPM 60 l/min (15.9 US gpm)
Pressure filter relief valve 28 bar (406.0 psi)
Over pressure switch closes 27 bar (391.5 psi)
Page 49
HYDRAULIC SYSTEMS
The hydraulic systems can be separated into the following circuits : -
High pressure circuit
Rear hydraulic lift with electronic draft control including external control (EDC)
Remote control valves
Trailer brake (where fitted)
Suspended front axle (where fitted)
Steering circuit
Steering motor and cylinders
Autoguidance valve (where fitted)
Low pressure circuit
(Supplied by vane pump)
Rear power take off (PTO) and brakes
Differential lock
Front wheel drive engagement
Transmission clutch and synchronizer engagement
Front axle brake booster unit
Power boosted master cylinder
Front P.T.O (Where Fitted)
Hydro control & supply oil
Lubrication circuit
(Supplied by vane pump)
PTO clutch plates
Transmission clutch plates
Transmission shaft pressure lube
Pump drive gear bearing
Hydraulic lift cross shaft
The high pressure circuit is a closed center load sensing design.
Transmission High pressure Hydraulic pump Hydraulic Remote

hydraulic system power lift valves
Continuously Variable Closed system 150 l/min CCLS variable Electronic Closed
Transmission displacement pump power lift system
170 l/min Hi flow CCLS control
variable displacement
pump
Page 50
HYDRAULIC SYSTEM BLOCK SCHEMATIC – LWB CVT
Page 51
HYDRAULIC PUMP ASSEMBLY
BAIL08CVT085ASA 2
of the rear axle center housing and contains within its body two hydraulic pumps. A charge pump of the
gear type to supply oil at a charge pressure of 4.0 bar (58.0 psi) to a variable flow closed center load
sensing hydraulic piston pump and a variable flow closed center load sensing piston type hydraulic pump
supplying oil to the high pressure circuit.
There are 3 filters attached to the hydraulic pump assembly. The charge filter (1)main suction filter (2), and
the vane pump filter (3).
BAIL14TR00359AB 3
Page 52
The priority valve (1) located on the top of the main pump diverts high pressure oil to the steering, the
trailer brake valve (where fitted) (2) and high pressure circuit
BAIL14TR00358AB 4
HIGH PRESSURE CIRCUIT
BAIL08CVT005FSA 5
1. Pump feed to electro-hydraulic remote valves and electronic draft control 2. Load sensing line
3. Return pipe 4. Remote valve
5. Feed to lift cylinders 6. Lube pressure
Page 53
TRAILER BRAKE V ALVE (where fitted)

The trailer brake valve (2) is located above the hydraulic pump and is connected directly to the priority
valve (1).
BAIL08CVT007ASA 8
THERMAL BYPASS VALVE
BAIL13TR01817AB 2
An oil cooler bypass valve (1) is located in the main hydraulic pump assembly. The valve ensures that
excessive oil pressure, generated at cold start up, bypasses the cooler until the oil warms up and the
pressure drops. The operating temperature of the valve is 5 °C (41°F). The pressure at which the valve
opens is 5.8 bar (84.1 psi) .
Page 54
PFC CCLS PUMP

of the rear axle center housing and contains within its body two hydraulic pumps See Figure 1.
x An internal gear pump to supply oil at a charge pressure of 3.0 bar (43.5 psi) to a variable
flow closed center load sensing hydraulic piston pump.
x A variable flow closed center load sensing piston type hydraulic pump supplying oil to the high
pressure circuits for operation of:-
Trailer Brake (Where fitted)
Hydraulic Lift Assembly
Remote Control Valves
Front Axle Suspension (Where fitted)
Front Lift (Where fitted)
Mid Mount remote valves (Where fitted)
Steering
Principal of Operation
Both pumping elements are driven by a `live' drive gear train directly connected to the PTO clutch input
drive shaft and driven by the engine flywheel.
The operating principal of the fixed displacement gear pump is to provide a constant oil flow directly related
to the rotation speed of the pump.
The operating principal of a variable flow piston pump is to provide oil flow on demand and minimises the
pump flow.
The variable flow piston pump in hydraulic systems therefore has distinct power loss advantages over fixed
displacement gear type pumps, which continually provide oil flow and absorb engine power even when the
hydraulic circuits do not require the total pump output.
Variable Displacement Piston Pump
The major components of the variable flow piston pump with closed center load sensing are:-
x A load sensing valve which monitors the requirements of the hydraulic circuits and signals the
pump to increase or decrease hydraulic oil flow accordingly.
Page 55
BAIL08CVT026FSA 1
Hydraulic pump and related components
1. Charge pump 2. Priority valve
3. Pressure and flow compensating valve 4. Variable displacement hydraulic pump
5. Vane pump 6. Vane pump filter
7. Suction filter assembly 8. Charge pump filter
9. Low oil temperature switch (Where fitted) 10. Low charge pressure switch
11. Filter restriction switch

The location of the principal components in the hydraulic pump assembly are identified above. These items
are shown on the hydraulic circuit diagram. The principal function of the components are as follows:-
(1) Charge Pump
The charge pump supplies oil at a charge pressure of 10 bar (145.0 psi) to the variable flow closed center
load sensing pump.
(2) Priority valve
The priority valve is located on the top of the variable displacement pump and contains two valves. One
ensures priority oil to the trailer brake system and the other controls priority of oil to the steering system.
Once these systems are satisfied with the correct amount of oil, the high pressure system oil to the
hydraulic power lift and remote control valves are supplied.
(3) Flow and Pressure Compensating Valves These valves monitor the requirements of the hydraulic
circuits and signal the pump to increase or decrease flow accordingly.
(4) Variable Displacement Piston Pump
The variable flow piston pump with closed center load sensing provides oil flow on demand.
Page 56
(5) Vane Pump

This pump provides system oil pressure at 22 - 25 bar (319.0 - 362.5 psi) for PWM's and oil for the CVT
hydrostatic motor.
(6), (7), and (8) Hydraulic filters .
These filters provide effective filtration for the hydraulic circuit. There is an audible warning and visual
alarm if the filters become partially blocked.
(9) Low oil temperature switch (where fitted)
Because oil is more viscous (thicker) when cold and can falsely indicate that the filter requires servicing a
low temperature oil switch is also used in the filter restriction circuit. This switch ensures that the warning
light will not operate if the oil temperature is less than 40 °C.
(10) Low charge pressure switch
The low charge pressure switch will cause a light to `Flash' on the instrument cluster whenever the charge
pressure is less than 0.75 bar ( 11 psi)
(11) Intake Filter and Restriction Switch
Oil for the charge pump is drawn from the rear axle center housing via the intake filter (8). The filter
incorporates a by-pass valve, which is an integral part of the replaceable filter and it is therefore essential
that the correct filter is installed at every filter change.
When the filter is blocked the oil filter restriction vacuum switch (11) is activated and illuminates the oil filter
restriction warning light on the instrument panel.
CHARGE PRESSURE FILTER DUMP VALVE

The charge pressure filter dump valve is a safety relief valve for relieving excess pressure on the charge
pump should the filter be restricted. This valve will start to operate if the charge pressure exceeds 10 bar
(145.0 psi)).
Charge Pressure Bypass Valve
The charge pressure bypass valve diverts excess oil supplied by the charge pump and not required by the
variable flow piston pump to vane pump.
This valve when fully open limits the charge pressure circuit oil to 4 bar (58.0 psi)) .
Output from the variable flow piston pump is determined by adjusting the angle of the swash plate in the
pump. The flow compensating valve senses the circuit operating pressure and adjusts the swash plate
angle to control pump output.
If pump output and circuit pressure rises to 210 bar (3045.00 psi) the pressure compensating valve
overrides the flow compensating valve and adjusts the swash plate angle to limit maximum system
pressure.
Page 57
REGULATED LOW PRESSURE SYSTEM

The low pressure hydraulic circuit for tractors with CVT transmissions
The vane pump is situated on the right hand side of the transmission and supplies low pressure oil to the
low pressure services and transmission control valve:
BAIL08CVT093ASA 1
(1)Vane pump
(2) Filter
The low pressure distributor valve block is located under the cab to the rear of the rear axle center
housing. Located in the valve block are the solenoid valves for the 4WD, differential lock, P.T.O and P.T.O.
brake.
BSE2357A 2
(1) PTO engagement

(2) PTO Brake
Page 58
BSD2177B 3
(1) Four wheel drive engagement
SS08M151 4
Diff lock solenoid
Page 59
The CVT control valve manifold is situated on the right hand side of the transmission housing.
SS08K472 5
The vane pump also supplies pilot line pressure (1) to the mid mount valves (where fitted)
BAIL08CVT035ASA 6
(1) Pilot pressure feed for mid mount valves (where fitted)
Page 60
VANE PUMP
The vane pump is directly driven by an intermediate gear connected to the PTO shaft.
1. Valve Body
2. Stator Ring
3. Retaining Plate
4. Rotor and Vanes
5. Housing
Prestart
The stator ring is held in the full demand position by the stroking piston spring. This ensures that pumping
occurs immediately at start up.
The control valve is also held in the full demand position by the pressure control spring.
Start up
Refer to figure 2.
1. The engine is cranked and the PTO shaft and pump drive begin to rotate. All three pumps
(charge gear, variable piston and variable vane ) turn on the shaft.
2. Although the vane pump rotor turns it will not pump until the vanes are fully extended against
the stator ring.
3. Pressure increases from the charge pump via the 'V' port and the pump gallery, and this
pressure acts upon the back of the vanes forcing them outwards.
4. From the suction gallery to the bottom of the pump rotor the pumping volume increases and
oil is drawn into the pumping chambers. At this position the 'V' gallery also ends and the
vanes are now fed from the output pressure gallery 'Pv'.
5. From the bottom of the pump to the top, the pumping volume decreases and the oil exits the
gallery through port 'P'.
6. From the main output of the pump, oil is delivered through the pressure filter to the low
pressure circuits. Prior to the filter is a filter/system protection valve. After the filter, oil
pressure is also fed via the control valve to the stroking piston to assist the spring on the
stator ring.
Page 61
Pump on demand
When "on demand", the pressure being created by the pump output flow is diverted to the control valve.
The oil pressure passes through the control valve and on to the stroking piston. This assists the stroking
spring to keep the pump on full demand/flow.
Pressure variations within the pumping chamber.
BAIL08CVT100FSA 1
Suction 1.Stator ring
Low Pressure. 2.Rotor driveshaft
Control Pressure
The rotor is on a fixed axis and continually rotates if the engine is operating. The stator ring has a linear
movement from top to bottom.
During pumping the pressure at (C) compared to (A) and also (D) compared to (B) is higher therefore the
stator ring will be forced right and down against the thrust pin and piston, destroking the pump.
As the output pressure increases then so does the stroking pressure to a point where the control valve
spring is overcome. This becomes the regulated pressure.
Pump off demand
As the pump delivers flow and self-strokes to "On demand", the pressure continues to increase to the point
where regulated pressure is reached. This point is determined by the spring rate of the control valve spring
acting on the control valve spool.
When regulated pressure is reached, the spool moves towards the spring, and restricts the flow being
delivered to the stroking piston also allowing the oil in this part of the circuit to be vented to the suction side
of the pump (Refer to figure 1 and schematic Figure 2).
Pump regulating
The pump is self-regulating and fluctuates between 'on' demand and 'off' demand to deliver flow and a
constant regulated pressure.
Page 62
1. Control manifold
2. Control Adjuster
3. Retainer
4. Spring
5. Retainer
6. Control Spool
7. Plug
BAIL08CVT120FSA 2
Vane pump schematic
1. (P) Pressure port 2. Control spool
3. (Pv) Pressure vane (from charge pump) 4. Supply from tank
5. Vane pump 6.Test Port
7. Pressure sensor port 27 bar (391.5 psi) 8. 28 bar (406.0 psi) Filter relief valve
9. Filter
Page 63
HYDRAULIC SYSTEM LAYOUT – LWB - CVT

Main Hydraulic Components
1. Electro-hydraulic remote (EHR) valves 2. Low pressure distribution valve

3. Load-leveling valve (suspension models only) 4. Brake lubrication manifold
5. Low pressure system relief valve (no longer used) 6. Hydrostatic unit for CVT transmission
7. Transmission valve manifold and accumulator 8. Hydraulic pump and filter assembly
9. Trailer brake valve (where fitted) 10. Priority valve manifold
Page 64
SPECIAL TOOLS (FITTINGS)

DESCRIPTION PART NUMBER
Tee adaptor 11/16 ORFS female x 11/16 ORFS male x 7/16 UNF female 380000570* (297600*)
Tee adaptor 7/16 JIC female x 7/16 JIC male x 7/16 UNF female 380000571* (297601*)
Adaptor M10 banjo x 7/16 UNF female 380000572* (297602*)
Tee adaptor 9/16 ORFS female x 9/16 ORFS male x 7/16 UNF female 380000573* (297603*)
Blanking Cap 9/16 ORFS 380000574* (297604*)
Adaptor 7/16 UNF female x 1/2 BSP male 380000576* (297606*)
Adaptor 7/16 UNF female x M12 x 1.5p male 380000577* (297607*)
Adaptor 7/16 UNF female x M14 x 1.5p male 380000578* (297608*)
Adaptor M14 banjo x M14 x 1.5p female 380000579* (297609*)
Tee adaptor 7/16 UNF female x 1/4 BSP hose tail x 1/2 hose 380000580* (297610*)
7/16 UNF male Quick-release adaptor 380000492* (297240*)
Adaptor M10 x 1.0p x 7/16 UNF female 380000493* (297404*)
Tee adaptor 1” ORFS female x 1” ORFS male x 7/16 UNF female 380000517
Pressure Gauge 0–10 bar 380000551# (293241#)
Pressure Gauge 0–40 bar (5 off) 380000552# (293242#)
Pressure Gauge 0–250 bar 380000553# (293244#)
Remote valve coupling 5101741 or
380000554# (293449#)
Quick-release adaptor 380000543 (291924)
Pressure gauge hose 380000545# (292246#)
1/8 NPT fitting to attach hose 380000545 (292246) to gauge 380000544# (291927#)
Adaptor M10 x 1.0p x 7/16 JIC male (enables use of gauges with 7/16 JIC hoses if 380000494 (297417)
used)
Diagnostic connector jumper-plug 380000843
Trailer brake fitting 380000550# (293190#)
Flow Meter 120 LPM minimum (procure locally)
* Part of hydraulic adaptor kit 380000464 (297611)
# Part of hydraulic pressure test kit 380000240 (292870)
Remote valve check valve removal tool 380002720
NOTE: The 6-digit numbers after the 38000xxxx CNH fitting part numbers are the New Holland/SPX
predecessor numbers.
Page 65
35 - Hydraulics - Remotes
35 - CCM Tier 4 final Hydraulic (Remotes)
SWB REAR REMOTE VALVES
Closed center mechanical remote valve

Hydraulic remote control valves are available to operate external hydraulic cylinders, motors etc. All
models have two valves as standard, installed at the rear of the tractor adjacent to the top link.
BSE3074C 1
The levers and their respective valves are color coded for identification.
I Green
II Blue
III Brown
IV Black
BSE3074E 2
Page 1
Each valve is controlled by a separate lever providing four operating positions.

Raise (R) - Pull a lever toward you to extend the cylinder to which it is connected.
Neutral (N) - Push the lever forward to select neutral and de-activate the connected cylinder.
Lower (L) - Push the lever forward, past neutral, to retract the cylinder.
Float (F) - Push the lever fully forward, beyond the `lower' position, to select `float'. This will permit the
cylinder to extend or retract freely, allowing equipment such as scraper blades to `float' or follow the
ground contour.
BRL6492B 3
Page 2
BSE3074D 8
BVE0602A 9
Remote Control Valve and Electronic Draft Control Valve Interconnecting Galleries
Pump Pressure Return To reservoir
Load Sensing
1 Return to Reservoir 2 Load sensing Gallery

3 Parallel Supply Gallery 4 End Cover
5 Remote Control Valve IV 6 Remote Control Valve III
7 Remote Control Valve II 8 Remote Control Valve I
9 Electronic Draft Control Valve 10 From Hydraulic Oil Pump
11 Return to Reservoir 12 Load Sense Line
All valve sections have a common parallel inlet and return to reservoir gallery.
The load sensing gallery passes through the center of the valve stack and signals the pump to increase or
decrease output according to the demand.
The parallel gallery and load sensing system enables two or more valves to be operated simultaneously
without loss of efficiency.
Page 3
Ò' ring seals (1) and load sense check valves (2) between each valve section ensure the highest circuit
load sense pressure is transmitted to control the output of the hydraulic oil pump.
BSB0388A 10
Page 4
The principal hydraulic components within each remote control valve section are:-
Flow Control Adjuster
The flow control adjuster is manually operated and adjusts oil flow through the remote valve. Turning the
adjuster changes the size of the restriction in the path of oil flowing through the flow control spool.
Flow Control Spool
The flow control spool senses pressure differential across the restriction set by the flow control adjuster
and regulates flow through the remote valve. Because each flow control spool individually senses the
pressure differential in the remote valve being operated, two or more circuits working at different pressures
can be controlled simultaneously.
Load Hold Check Valve
The load hold check valve prevents a back-flow of pressure from the remote valve circuit when the main
control spool is operated and the hydraulic oil pump system pressure is less than the back-pressure in the
circuit.
This is explained by the following example:-
When a cylinder is holding a heavy load and the main control spool is moved from the neutral to the raise
position, the hydraulic system pressure may be less than the back pressure in the remote control valve
circuit. When this occurs the back pressure would cause oil in the circuit to flow backwards and the load to
momentarily drop before hydraulic system pressure has risen to hold and then raise the load further. The
load hold check valve prevents this situation from occurring.
Main Control Spool
The main control spool is spring centered to a neutral position and when moved directs oil flow to the raise
or lower ports of the remote control valve.
Lock Valve
The lock valve is located in the raise port of the remote control valve and is closed whenever the main
control spool is in neutral. The lock valve prevents leak-down of an implement should there be any leakage
across the lands of the main control spool when in the neutral position. The lock valve is automatically
opened whenever the main control spool is moved from the neutral position.
Spool Centering and Detent Mechanism
The spool centering and detent mechanism spring loads the main control spool to the neutral position.
When the main control spool is moved to the Raise, Lower or Float positions the spool centering and
detent mechanism holds the main control spool in position using ball bearings which engage in grooves
within a detent cage.
A factory set detent regulating valve in the spool centering and detent mechanism automatically releases
the balls and returns the main control spool to neutral whenever the operating pressure exceeds the preset
value.
Page 5
BAIL06CCM165FSA 11
Remote Control Valve Components
1 Flow Control Adjuster 2 Flow Control Spool

3 Load Hold Check Valve 4 Main Control Spool
5 Lock Valve 6 Spool Centering and Detent Mechanism
Page 6
REMOTE CONTROL VALVE

Oil Flow in Neutral (Refer to Figure 1)
When the remote control valves are in neutral, the main control spool is held in the central position by the
centering spring.
Oil flow from the parallel gallery (A) to the raise and lower ports is blocked by the lands of the main control
spool.
Gallery (C) and load sensing gallery (D) are vented to the reservoir through galley (G).
The galleries to the raise and lower ports are blocked by the lands on the main control spool.
The pin (9) on the lock valve (8) is positioned in the wasted section of the main control spool (10) allowing
the lock valve (8) to be spring loaded into the closed position preventing an extended cylinder retracting
under load, should there be a slight leakage in the main control spool.
Single Remote Control Valve Operation - Neutral

1. Flow Control Spool 2. Metering Land
3. Flow Control Adjuster 4. Manually Adjusted Flow Control Restriction
5. Spool Centering and Detent Mechanism 6. Lower (Cylinder Retract) Port
7. Raise (Cylinder Extend) Port 8. Lock Valve
9. Pin 10. Main Control Spool
11. Load Hold Check Valve
Trapped Oil Return To Reservoir
Pump Pressure
Page 7
BRJ5260B 1
Page 8
Oil Flow in Raising (Cylinder Extend) Refer to Figure 2

When the remote control valve lever is moved to the raise position, the main control spool (10) moves to
the right and the spring loaded detent balls (5) engage with the left hand groove in the detent mechanism.
Moving the main control spool (10) to the raise position causes the pin (9) on the lock valve (8) to ride up
the ramp of the main control spool and hold the lock valve in the open position.
Gallery (B) is now open to gallery (C) and gallery (E) is open to gallery (F) .
The flow from gallery (C) is blocked by the load hold check valve (11) until the pressure in the gallery is
sufficient to lift load hold check valve (11) off its seat against the back pressure in the lift port gallery (E) .
Oil can flow from :-
Gallery (C) past the load hold check valve (11) into Gallery (E) .
Across the flat on the main control spool (10) to Gallery (F) .
Through the lock valve (8).
Out through the raise port (7) of the remote control valve.
Exhaust oil from the extending cylinder returns through the lowering port (6) and gallery (H), around the
land on the main control spool (10) and back to the reservoir via the common gallery (G) .
If the load hold check valve (11) was not installed the situation could occur where pump pressure is
insufficient to support the load in the raise port (7) when the remote control valve is moved from neutral to
the raise position. Under this situation the load would momentarily drop until pump pressure was sufficient
to support the load.
The rate of flow through the remote control valve is adjusted by the manual flow control adjuster (3), which
manually changes the size of restriction (4).
To maintain set flow through the remotes under all conditions with varying pump inlet pressure in parallel
gallery (A) the flow control spool senses the differential pressure across the manually adjusted flow control
restriction (4) between galleries (A) and ` (B) .
The differential pressure sensed on each end of the spool causes the spool to move to a new state of
equilibrium and continually regulates the flow across the spool metering lands (2) to maintain a constant
flow through the manually adjusted flow control restriction (4) irrespective of the pressure in other hydraulic
circuits.
The pressure in gallery (C) is also transmitted down the load sensing gallery (D) to the flow compensating
valve of the variable flow piston pump where pump output is regulated according to the circuit demand.
OIL FLOW IN RAISING (CYLINDER EXTEND)
Pump Pressure Return To Reservoir
Remote Valve Operating

Pressure
Page 9
BRJ5259B 2
Page 10
Oil Flow in Lowering (Cylinder Retract) Refer to Figure 3

When the remote control valve lever is moved to the lower position the main control spool (10) moves to
the left and the spring loaded detent balls (5) engage with the middle groove in the detent mechanism.
In a similar manner as for the raise cycle of the remote control valve the position of the spool causes the
pin (9) on the lock valve (8) to hold the lock valve in the open position.
Gallery (B) is now open to gallery (C) and gallery (E) is open to gallery (H) .
Oil from the parallel gallery (A) flows past the flow control spool (1) and the restrictor (2) into gallery (C)
and the load sensing gallery (D) .
The load hold check valve (11) remains closed until pump system pressure is sufficient to overcome the
back pressure in gallery ` (E). When the load hold check valve (11) lifts off the seat oil flows into gallery (H)
, round the main control spool (10) to gallery (G) and out through the lowering port (6) of the remote control
valve coupling.
Exhaust oil from the retracting cylinder returns to the reservoir gallery (G) though the raise port (7) and the
lock valve (8).
Pump output and system pressure will continually react to the maximum demand of the tractor high
pressure hydraulic circuits as sensed through the load sensing lines.
Flow through the remote control valve is controlled in exactly the same manner as described above in the
Òil Flow In Raising' section by sensing differential pressure across the manually adjusted flow control
restriction (4).
Single Remote Control Valve Operation - Lowering (Cylinder Retract)

Remote Valve Operating

Pressure
Page 11
BRJ5261B 3
Page 12
Oil Flow in Float (Refer to Figure 4)

The float position allows the free flow of oil from both the raise and lower ports of the remote control valve
permitting the cylinder to extend or retract freely. This feature is particularly useful to allow equipment such
as scraper blades to `float' or follow the ground contour.
When the remote control valve lever is pushed fully forward to the float position the main control spool (10)
is moved fully to the left and the spring loaded detent balls engage with the right hand groove in the detent
mechanism (5).
Oil flow from the gallery (B) to the raise and lower ports is blocked by the lands of the spool.
The position of the main control spool (10) causes the pin (9) on the lock valve (8) to hold the lock valve in
the open position.
The raise and lower ports of the remote control valve are open to the reservoir gallery (G) allowing a free
flow of oil from one port of the cylinder to the other.
Should a void occur in the circuit oil will be drawn by suction from one side of the cylinder to the other.
Single Remote Control Valve Operation - Float
Page 13
BRJ5262B 4
Page 14
Operation of Detent Pressure Regulating Valve (Refer to Figure 5)

Under normal operating conditions excessive pressures in the remote control valve circuits are protected
by the detent pressure regulating valve which returns the main control spool (1) to neutral when the
operating pressure of the cylinder exceeds the factory preset value.
If the remote control valve lever is physically held by the operator to prevent the main control spool (1)
returning to neutral the maximum operating pressure is restricted to a maximum of 210 bar (3045.00 psi)
by the pressure compensating valve in the closed center load sensing (CCLS) hydraulic pump.
Operation of the detent regulating valve is as follows :-
When the main control spool (1) is moved to the raise or lower position the detent balls (5) of the spool
centering and detent mechanism (4) are held in detents by the tapered face of the spring loaded plunger
(3).
In the raise or lower condition the operating pressure of the remote control valve circuit is also sensed in
the center drilling of the main control spool through the small radial drillings (2). As pressure increases a
force is applied to the small ball (7) in the end of the main control spool (1) which pushes the detent
regulating valve piston (6) and spring loaded plunger (3) to the left. The detent balls in the centering
mechanism are no longer held in the detent by the tapered face of the spring loaded plunger (3) and the
centering spring moves the main control spool to neutral.
Operation of Detent Pressure Regulating Valve

1. Main Control Spool 2. Radial Drillings
3.. Spring Loaded Plunger 4. Spool Centering and Detent Mechanism
5. Detent Balls 6. Detent Regulating Valve Piston
7. Ball
Remote Valve Pressure Return To Reservoir

@ . 210 bar (3045.00 psi)
Page 15
BRJ5263B 5
Page 16
Operation of Two or More Control Valves Simultaneously (Refer to Figure 6)

Because the stack type remote valves have a common parallel input gallery and individual flow control
valves it is possible to operate two or more remotes simultaneously without loss of efficiency.
This is achieved by the flow control spools which regulate flow through each remote valve irrespective of
pump system pressure.
If these valves were not fitted and two remotes were operating simultaneously at different pressures all oil
would attempt to flow to the light load circuit.
The following details the process of operating a single remote valve and then operating an additional
remote valve at the same time.
When a single service is operated the pressure in the parallel gallery is at pump pressure.
The pressure in the load sense line to the hydraulic pump is equal to the operating pressure of the working
remote valve.
Required flow through the remote valve is set by turning the manual flow control knob. This action adjusts
the size of restriction (3).
The pressure differential across the restriction (3) is sensed on each end of the flow control valve spool
and causes the spool to move to a position of equilibrium which adjusts the flow across the spool metering
lands (4).
The adjustment of flow across the metering land (4) produces a constant flow across the manually
adjusted flow control restriction (3) and through the remote valve.
Single Remote Valve Operating
Pump Pressure Return to

Reservoir
Remote Valve Operating Pressure Trapped Oil
A. Remote Valve in Operation B. Remote Valves in Neutral
1. Parallel Gallery (Interconnecting Remote 3. Manually Adjusted Flow Control

Valves Sections) Restriction
4. Spool Metering Lands
2. Load Sense Line (Interconnecting Remote 5. Flow Control Spool

Valves Sections)
6. Load Sense Line Check Valve
Page 17
BAIL07APH403JSA 6
Page 18
Two Remote Valves Operating (Refer to Figure 7)

It is essential that the flow of oil through two or more remote valves operating simultaneously at different
pressure is individually controlled otherwise oil will always flow to the circuit operating at the lowest
pressure.
When operating two or more hydraulic services the operating pressure in the parallel gallery is at the
highest operating pressure of the hydraulic system as sensed through the load sense line.
Check valves in the load sense line between each valve section ensure only the highest pressure is
directed to the pump flow pressure compensating valve.
In the same manner as for single remote valve operation the differential pressure across the manually
adjusted flow control restriction (3) is sensed by the flow compensating spool.
Because each remote valve is operating at a different pressure the flow control valve spools will move to
different positions to achieve a state of equilibrium.
The flow across the metering land (4) of the lower pressure operating remote valve will be different to the
flow across the metering land of the higher operating pressure remote valve.
The metering land on each flow control spool now maintains the required constant flow through the
manually adjusted flow control restriction in each remote valve irrespective of the higher pump system
pressure required to operate other hydraulic circuits.
Two Remote Valves Operating
Pump Pressure Lower Pressure Remote Valve

Operation
High Pressure Remote Valve Return To Reservoir

Operation
A. Remote Valve Operating At High B. Remote Valve Operating

Pressure At Lower Pressure
1. Parallel Gallery (Interconnecting 3. Manually Adjusted Flow

Remote Valves Sections) Control Restriction
4. Spool Metering Lands
2. Load Sense Line (Interconnecting 5. Flow Control Spool

Remote Valves Sections)
6. Load Sense Line Check
Valve
Page 19
BAIL07APH404JSA 7
Page 20
SWB REAR/MID MOUNT – LWB MID MOUNT – BOSCH/REXROTH EHR R EMOTE

VALVES
EHS Remotes Comparison
EHS (prior) EHS1 (new)
EHS1 Dimensions 40 mm
82 mm
137
mm
256
mm
Comparison Silhouettes – EHS vs. EHS1
EHS
EHS 1
Page 21
EHS1 Component Photo

1. Electrical control head 5
1
2. Position sensor 2
3. Flow control valve
4. Main body
5. Pressure compensator 4
6
6. Main spool
7. Low-leak check valve
8. Hydraulic couplers 3
EHS1 Ports
Pilot pressure return
Return to tank
Pilot pressure -- 18 bar
Load sensing -- 0-210 bar
High pressure -- 24-210 bar
Page 22
EHS1 EHR REMOTE VALVES SPECIFICATIONS
Electronic remote valve SB23-EHS1
Design Modular design

Manufacturer Bosch Rexroth
Control CAN bus
Actuation Electric
Pilot pressure 18 bar +/- 1 (261 psi +/- 14.5)
Control oil flow max., at max. control speed 4.40 L/min (1.16 US gpm)
Control oil flow in position N 0.250 L/min (0.066 US gpm)
Control oil flow in position A and B 0.600 L/min (0.159 US gpm)
Positions Float – Lower – Neutral – Raise
Individual pressure compensator Two-way flow control valve
Setting range for individual compensator (Q) 16.0 - 90 L/min (4.2 - 24 US gpm)
Nominal oil flow at connection P > A or B 100.0 L/min (26.4 US gpm)
Nominal oil flow at connection A or B > R 120.0 L/min (31.7 US gpm)
Mechanically actuated lockout valve at output B
Leaks A towards R at 125 bar (1812 psi),
33 cm³ (2.0 in³) /min
T 50 °C (122 °F), v 33 mm² (33 in²) /s
Leaks B towards R at 125 bar (1812 psi),
2 cm³ (0.12 in³) /min
T 50 °C (122 °F), v 33 mm² (33 in²) /s
Opens > 242 bar (3509 psi)
Thermal pressure limiter valve in the output B (p)
Closes < 215 bar (3118 psi)
Pin numbering:
1. Battery
2. CAN bus (low)
3. CAN bus (high)
4. Ground
Page 23
1. Top Plate
2. Remote control valve
6. Electronic draft control valve
7. Bottom plate with priority valve
Page 24
Page 25
TOP PLATE (VALVE – PILOT OIL CONTROL VALVE)

1. Check Valve
2. Pilot regulating valve
3. Filter
Page 26
EHS1 EHR REMOTE VALVES OPERATION
1. Pilot Solenoid Valve 2. Load holding check valve

3. Main Spool 4. Centering Spring
5. Flow Control Spool 6. Electronic Control Board
7. Position Sensor
A. Flow from PFC CCLS Pump

C. Oil passage for signal oil to signal check valve
D. Parallel Passage through valve stack for signal oil
G. Pilot oil passage
When the remote valves are in neutral, the control spool (3) is held in the central position by the centering
spring (4).
The oil flow from the parallel gallery (A) to the raise port and to the lower port is blocked by the lands of the
control spool (3). The gallery (C) and the load-sensing gallery (D) are vented to reservoir through galley
(G).
The pin on the load-holding check valve (2) is positioned in the waisted section of the control spool,
allowing the valve to be spring-loaded into the closed position preventing an extended cylinder retracting
under load, should there be a slight leakage in the main spool.
Page 27
Oil flow in raising (cylinder extends)
When the remote valve operator control switch is moved to the raise position the control spool (3) is moved
to the left via the pilot line oil from the solenoid control unit, supplied from gallery (I). The spool is moved to
the raise position. The gallery (B) is now open to the gallery (C) and to the gallery (E).
The oil flow from gallery (C) is blocked by the load-holding check valve (2) until the pressure in the gallery
is sufficient to lift the valve off its seat against the back pressure in the lift port (E). The oil can flow from
gallery (C) past the load-holding check valve (2) into gallery (E). Then the oil flows through the raise port of
the remote valve.
The exhaust oil from the extending cylinder returns through the lowering port and gallery (F), around the
land on the main control spool and back to reservoir via the common gallery (H).
If the load-holding check valve (2) was not installed the situation could occur where the pump pressure is
insufficient to support the load in the raise port when the remote valve is moved from neutral to raise
condition. Under this situation the load would momentarily drop until pump pressure was sufficient to
support the load.
The rate of flow through the remote control valve is controlled electronically by the control unit solenoid
valve, again based on the setting of the flow in the cab. To maintain set flow through the remote control
valves under all conditions with varying pump inlet pressure in parallel gallery (A) the flow control spool (5)
senses the pressure and the spool adjusts to provide the required flow at each operating remote.
The differential pressure sensed on each end of the flow control spool (5) causes the flow control spool to
move to a new state of equilibrium and continually regulates the flow across the flow control spool (5)
metering lands to maintain a constant flow through the flow control restriction irrespective of pressure in
other hydraulic circuits.
The pressure in gallery (C) is also transmitted down the load-sensing gallery (D) to the flow compensating
valve of the variable displacement pump where the pump output is regulated according to the circuit
demand.
Page 28
Oil flow in lowering (cylinder retracts)
When the remote valve operator control switch is moved to the lower position the control spool (3) is
moved to the right via the pilot line oil from the solenoid control unit, supplied from gallery (J).
Moving the control spool (3) to the raise position causes the pin on the load-holding check valve (2) to ride
up the ramp of the spool and hold the valve in the open position.
The gallery (B) is now open to gallery (C) and to gallery (F). The oil from the parallel gallery (A) flows past
the flow control spool into gallery (C) and the load-sensing gallery (D).
The exhaust oil from the retracting cylinder returns to reservoir gallery (H) through the raising port and the
load-holding check valve (2). The pump output and the system pressure will continually react to the
maximum demand of the tractor high pressure hydraulic circuits as sensed through the load-sensing lines.
The flow through the remote control valves is controlled in exactly the same manner as described in the
“Oil flow in raising” by sensing differential pressure across the flow control spool.
Page 29
Oil flow in float
The float position allows the free flow of oil (from the raise port and the lower port of the remote valve) to
extend or retract the cylinder freely. This feature is particularly useful to allow the equipment such as
scraper blades to ‘float' or follow the ground contour.
When the remote valve operator control switch is moved to the float position, the control spool is moved
fully to the right via the pilot line oil from the solenoid control unit, supplied from gallery (J). The oil flow
from the gallery (B) to the raise port and to the lower port is blocked by the land of the control spool (3)
end.
The gallery (C) and the load-sensing gallery (D) are vented to reservoir through galley (G). The position of
the control spool causes the pin on the lock valve to hold the valve in the open position.
The raise port and the lower port of the remote control valve are open to reservoir gallery (H) allowing a
free flow of oil from one port of the cylinder to the other port. Should a void occur in the circuit, oil will be
drawn by suction from one side of the cylinder to the other side.
Page 30
POWER BEYOND VALVE

A power beyond valve slice is available to provide flat face couplers with ISO standard.
BAIL11APH208AAB 7
Additional Oil Supply For Remote Hydraulic Services

For implements or attachments requiring continuous or high oil flows from the tractor hydraulic system,
provision is made to connect directly into the main hydraulic circuit at the rear of the tractor.
1. Pressure Line (P) - M22 x 1.5/15.5 (ISO 6149)
2. Low Pressure Relief Valve ( 30 Bar )
3. Return Oil Line (R) - M27 x 2/19 (ISO 6149)
Page 31
LWB REMOTE V ALVES
Reconfigurable Remote Unlock
¾ 2 Selection options:
¾ The remote buttons on the MFH operates rear remote 1 or 5 if equipped (default).
¾ The remote buttons on the MFH can be configured with any front or rear remote valves.
¾ On the control panel, the buttons for hydraulic top link and lift rod can be configured.
¾ Rear remote valve 5 can be controlled via one of the 4 paddle levers.
If RESET is pressed, factory settings are reloaded.
Page 32
1.1 Low Leakage Remote Valves
1 2
3 3
3 1 2 3
4
5
5 6 7 8
12
12
9 10 11
11
Note: to make visible some of the valves

workings, the valves have been elongated
somewhat so they are not true to size but
are true to function.
1) Retract Port 2) Extend Port

3) Load Checks 4) Pilot Head
5) Centering Spring 6) Double Acting Check Valve
7) Main Spool 8) Extend Solenoid
9) Pressure/Flow Compensating Spool 10) Intermediate Oil
11) Retract Solenoid 12) Spool Position Sensor
There are several improvements in the Low Leak Remote Valve (LLRV). When implement is in the
neutral position, a new double acting check valve ensures less leak down of cylinder(s). The double
acting check valve no longer depends on the main spool to trap oil behind the load check.
Double acting check

1
valve
Page 33
1) Work pressure oil or oil trapped in cylinder(s) (1) is

blocked at the double acting check valve as long as
the oil entering at the right side of the piston is open
to pilot return. This is true in Extend and Neutral
positions.
2
3
2) Oil right of the piston (2) connected to pilot return
through the retract solenoid. Pilot return dumps into
the transmission at the center manifold providing
minimal back pressure.
3) Oil at port (3) has a direct path to pilot return
4) When the valve is in the Retract or Float position,

6 the pilot pressure used to move the main spool is
also directed to the double acting check valve piston
5 at port (4). This moves the piston to the left opening
the valve (5) allowing oil from the extend load check
(6) to the pilot oil return port (7).
4
7
A new pilot head, valve body, main spool and an additional centering spring work together to provide
improved control of oil flows. Positioning of the main spool controls flow (gpm). Initially it is the operator dialing
in a desired flow to the UCM. The UCM sends a message to the remote pilot head which in turn varies a
voltage to either the extend or retract solenoid. Pilot pressure originates with regulated pressure, however if full
regulated pressure were applied to the spool, the spool would move to the fullest extent of its travel. The
solenoids vary the pilot oil pressure to the spool based.
Two centering springs provide tension to the main spool. The farther the spool moves in either direction the
higher the flow and the higher the spring tension on the spool. Therefore, higher voltages from the pilot head
controller result in higher pilot pressure applied to the spool results in higher flows. Where lower
voltages/pressures only move the spool to where spring tension increases and equals oil pressure against the
spool, a lower flow position. Feathering lands machined into the main spool add to the flow controllability.
Pilot oil pressure against the main spool will be equal to spring pressure, the additional spring adds additional
tension when compressed, this adds to the flow controllability. The additional energy required by the solenoids
to move the main spool requires a wider voltage range to the solenoid. The wider the range the more
controllability.
When spring pressure = pilot pressure = electrical pressure (voltage) the main spool maintains its position.
Page 34
Pressure Flow Compensating Spool

3 5 2
10 4
6 8 1 9 7
1) Pressure flow compensating spool 2) Main spool

3) Feathering land (main spool) 4) Intermediate pressure
5) Work pressure 6) Inlet port from PFC/CCLS pump
7) 100 pound force spring 8) Pressure transition to Intermediate
9) Signal port 10) Orifice
The pressure flow compensating spool, (1) is an important part of the valve function, it effectively allows each
valve to work independently of the others and not be affected by work pressures in other valves in the
PFC/CCLS system.
For a remote valve to maintain a constant flow and pressure at the couplers without being affected by other
valves in the PFC/CCLS system, the valve must maintain a 100 psi pressure drop at main spool (2). This takes
place at the feathering land (3) between intermediate pressure, (4) and work pressure (5). The position of the
main spool works as a variable orifice to control flow for that valve, the feathering land provides better control
especially at low flows.
Keeping intermediate pressure 100 psi above work pressure is the function of the pressure flow compensating
spool.
Page 35
3 5 2
10 4
6 8 1 9 7
The pressure flow compensating spool senses both intermediate pressure (4) and work pressure. A 100 pound
force spring (7) combined with work pressure push the spool to the left, this opens a path for pump oil into the
valve at variable orifice (8) where a transition from pump pressure to intermediate pressure takes place. Pump
oil pressure is controlled by the Low Pressure Stand-By (LPSB) adjustment on the pump compensator and the
signal pressure (9) to the PFC/CCLS pump compensator. Example: 1000 psi signal pressure + 400 psi LPSB =
1400 psi pump pressure to the valve.
When the pressure flow compensating spool senses the higher inlet pressure through orifice (10) pressure
starts to build on the left end of the spool, the spool is forced to the right against the 1100 psi work and spring
pressure. Oil flow into the valve main spool is limited to 1100 psi or 100 psi above work pressure creating
intermediate pressure.
This is most significant when multiple hydraulic components are used. Example:
Valve (A) 1000 psi work pressure + 400 psi LPSB = 1400 psi valve inlet pressure.
Valve (B) 1750 psi work pressure + 400 psi LPSB = 2150 psi valve inlet pressure.
Since all valves share a common inlet port it is the pressure flow compensating spool that keeps valve (A) from
having a significant increase in flow when valve (B) is applied.
NOTE: For the pressure flow compensating spool to function properly there has to be enough oil available to
meet all the flow demands in the system. If engine speed is reduced or the pump flow is inadequate, there may
not be enough flow to create the pressure drop at the main spool. If this happens, the oil will flow to the path of
least resistance, the lowest pressure circuit. In this case the operator must turn down some of the flow controls
to where the pump supply is equal to or greater than the hydraulic demand.
Page 36
Pilot Head
1 2 3
Pilot Head
1) Linear Variable Differential
Transformer (spool position sensor)
2) CAN Connection
3) Pilot Head Controller
4) Pilot Supply (regulated)
5) Pilot Return (direct to tank, no
restriction)
4 5
NOTE: To include passages the retract solenoid area has been extended.
There is nothing serviceable in the pilot head except for software and some sintered metal filters that protect the
solenoids.
The pilot head for the low leakage valve and previous valve are not interchangeable software is also not
interchangeable.
Each pilot head has its own controller and identifier, this makes it possible for all the valves to connect to one
CAN system yet operate independently.
The controller supplies a slight Pulse Width Modulated (PWM) voltage to each solenoid, not enough to move the
main spool. This voltage is for a faster response when a command to actuate the valve is given. It is faster for
the controller to increase voltage than initiate it. A dither (pulsating) effect also aids in keeping the solenoid from
sticking.
When a command to extend is given the pilot head controller will supply voltage to the extend solenoid. The
position the spool moves to is dependent on what the operator has dialed in with the flow controls or keypad. A
Linear Variable Differential Transformer (LVDT) (1) monitors the precise position of the spool. The linear
variable differential transformer provides a very repeatable position. If the operator dials in 27% flow and 27%
gave him 9.5 gpm for a specific application. Then changes the flow for another application, he can always
duplicate the original 9.5 gpm by dialing in the original 27% flow. The LVDT does not monitor gallons per
minute just the position of the spool. Some things may affect the flow such as oil temperature.
Page 37
1.2 Neutral Position
With neither of the solenoids energized, the oil at both ends of the spool is open to pilot return. The centering
springs will move the spool to the neutral position. Both load checks are in the closed position. Oil behind the
extend load check is blocked by the double acting check valve. Oil behind the retract load check is held by the
main spool covering the load check drain port. With the elimination of the bleed down orifice, oil now bleeds
through grooves in the spool.
Grooves (Above) are exaggerated.

Signal bleed down is accomplished by taking
the signal and oil right of the pressure flow
compensator spool and routing it through the
center of the main spool. Where two small
shallow grooves allow this oil to pass to the
tank port.
Neutral Schematic
Page 38
NEUTRAL
1.3 Extend Schematic
Extend Position
Page 39
A Linear Variable Differential Transformer (1), otherwise known as a position sensor monitors spool position. As
the operator varies flow demands the controller varies voltage to the solenoid this intern changes the position of
the spool to control flow.
With the extend solenoid powered up by the controller. Pilot pressure is supplied to the right end of the main
spool. The main spool moves to the left compressing the centering spring. Oil in the spring end cavity is forced
back through the retract solenoid as pilot return oil (at zero pressure) to reservoir; it dumps to reservoir through
the center manifold.
With the main spool in this position a path for the intermediate oil is open to the extend load check poppet and
extend port. The oil pushes the load check open. The oil behind the load check poppet equalizes with the work
oil through an orifice in the load check poppet.
With the spool in this position a port is uncovered releasing oil from behind the retract load check poppet
dropping pressure oil allowing return oil to open the load check and return to the charge lube circuit.
Page 40
1.4 Retract Position
A Linear Variable Differential Transformer, otherwise known as a position sensor monitors spool position. As
the operator varies flow demands the controller varies voltage to the solenoid this intern changes the position of
the spool to control flow.
The retract solenoid is powered up by the controller. Pilot pressure is supplied to the left end of the main spool.
The main spool moves to the right compressing the centering spring. Pilot oil in the cavity is forced back
through the extend solenoid as pilot return oil (at zero pressure) to reservoir; it dumps to reservoir through the
center manifold.
With the main spool in this position, a path for the intermediate oil is open to the retract port and retract load
check poppet. Oil behind the load check poppet equalizes with the work oil through an orifice in the load check.
The retract oil will now push the load check poppet open so oil will flow to the retract port.
With the spool in this position there is no port uncovered to release oil from behind the load check poppet as
there is in extend and in previous production valves. The double acting load check releases oil from behind the
load check poppet. Pilot oil used to move the main spool depresses the piston on the double acting load check
opening a valve allowing the oil from behind the load check poppet to join pilot return oil return port then back to
tank at zero back pressure. With the pressure drop behind the load check poppet the return oil pressure opens
the load check poppet and returns to the charge lube circuit.
Page 41
Retract Schematic
1.5 Float Schematic
Page 42
Float Position
The spool is in a position to where the intermediate oil is deadheaded at the main spool. Both the load check
poppets extend and retract ports are open to the charge lube circuit.
For the retract port load check poppet, the main spool is in a position where the port trapping oil behind the
poppet is open to charge lube, thus releasing poppet to allow flow in either direction.
The extend port poppet uses pilot oil depressing the piston of the double acting check valve opening the valve
allowing the oil from behind the load check poppet to join pilot return oil. With no pressure behind the extend
load check poppet, oil can flow freely in either direction through the extend port.
Both the extend and retract ports are open to the charge lube system. Although minimal, there will be some
pressure in the remote valve system. The charge lube is typically about 75 to 100 psi.
Page 43
1.6 Calibration (Racine Remote)
For all Racine remotes, the position of the main spool has to be calibrated. This procedure is only to be used to
perform the on-board calibration of the Racine remote valves when a valve and/or pilot head has been replaced.
1. Pressure transducer 2
2. Extension cable
3. Adapter cable (84148258)
1
3
HYDRAULIC SENSE DUMP

Remote Sense Dump Line
This line (not identified elsewhere) is used to dump no-longer-used load sense signal pressure out of the rear
EHRs. It is a “T”-line leading back to tank.
Load Sense Line
Load Sense Signal

Leak to Tank
Fitting to Tank, 0.4 mm Orifice
Page 44
Saturation / Anti-Saturation
This graph shows the flow in relation to engine rpm. The red square is with anti-saturation set to not
installed and the blue square is with anti-saturation set to installed.
BAIL12ABS315AVA 1
Pressure compensation
If anti-saturation is not installed and more EHR’s are used at the same time, then the valve with the smaller
load (pressure) will have the higher flow unless the flow is decreased.
If the flow setting on 2 EHR’s are set to 50 %, then the total flow will be approximately 96 l.
For the pressure compensation to work, the pump rpm has to be so high that the pump theoretically is able
to supply more than 96 l/min. For example at 1500 RPM the pump is theoretically able to supply 105
l/min.
The pump can supply 96 l/min at 1370 RPM but if the rpm is decreased to less, then the pressure
compensation will have no effect.
Priority
If the operator has to apply priority for 1 remote, then it is necessary to have anti-saturation installed.
Prioritization is done electronically which means that the spool in the remote valves that are not prioritized
is regulated according to the engine rpm. If the engine rpm drops then the flow from the non-prioritized
remote valves will be reduced. The valve with priority will keep the flow as long as the pump is able to
supply enough flow to the flow setting.
The below measurements are done with EHR number 2 and 3 activated simultaneously, flow setting is 50
% and EHR number 2 has priority.
850 RPM 1700 RPM
Remote 2 30 l/min 48 l/min

(8 gpm) (12.5 gpm)
Remote 3 0 l/min 22 l/min

(6 gpm)
Page 45
Anti-saturation can be turned on or off in the H menus or by using the Electronic Service Tool (EST).
In the EST anti-saturation can be turned on or off in H3 reference 30.5 or 30.6, if changed in one of these
both will change simultaneously.
In the H menus the anti-saturation can be turned on or off in U1 - H3 - Front HER. The anti-saturation is
turned on or off in Front EHR, however it will affect both front and rear EHRs.
Below are some examples with anti-saturation turned on and anti-saturation turned off.
With anti-saturation set to not installed (off), engine speed at 1100 RPM and taking oil from EHR 2 and
EHR 3.
BAIL12ABS307AVA 2
Remote Engine Speed Supply
2 1100 RPM 33.8 l/min

(9 gpm)
3 1100 RPM 35.2 l/min

(9.3 gpm)
Page 46
With anti-saturation set to installed (on), engine speed at 1100 RPM and taking oil from EHR 2 and EHR 3.
BAIL12ABS308AVA 3
2 1100 RPM 20.8 l/min

(5.5 gpm)
3 1100 RPM 20.8 l/min

(5.5 gpm)
With anti-saturation set to not installed (off), engine speed at 2200 RPM and taking oil from EHR 2 and
EHR 3.
BAIL12ABS309AVA 4
2 2200 RPM 67.2 l/min

(17.75 gpm)
3 2200 RPM 70.8 l/min

(18.7 gpm)
Page 47
With anti-saturation set to installed (on), engine speed at 2200 RPM and taking oil from EHR 2 and EHR 3.
BAIL12ABS310AVA 5
2 2200 RPM 46.7 l/min

(12.3 gpm)
3 2200 RPM 48.1 l/min

(12.7gpm)
With anti-saturation set to installed (on), engine speed at 2200 RPM and taking oil from EHR 2 only.
BAIL12ABS311AVA 6
2 2200 RPM 94.6 l/min

(25 gpm)
NOTE: This shows that the total amount of flow available with anti-saturation is 94.6 l/min (25 gpm).
Page 48
Anti-Saturation installed with EHR 1, 2 and 3 activated

x Movement of the spool with only EHR 2 activated.
Movement of the spools with EHR 2 and 3 activated.
BAIL12ABS313AVA 8
Page 49
x Movement of the spools with EHR 2, 3 and 4 activated.
BAIL12ABS314AVA 9
NOTE: This shows that when the anti-saturation is installed, the flow will be shared evenly
between the EHR’s that are activated.
Page 50
CLOSED CENTER MECHANICAL REMOTE V ALVE

Closed center remote control valves (1) are installed on all tractors with a closed center load sensing
variable displacement hydraulic pump.
NOTE: On closed center remote installations the upper port of the valve is the cylinder retract port and the
lower port is the cylinder extend port.
Up to four remote control valves may be installed and each operating lever is color coded for identification:
BRB0213B 1
Lever Color Valve Position/No.

Green Right–hand outer – I
Blue Right–hand inner – II
Ginger Left–hand inner – III
Black Left–hand outer – IIII
Each remote valve has four operating positions.
Raise (R) - Pull a lever toward you to extend the cylinder to which it is connected.
Neutral (N) - Push the lever forward to select neutral and de-activate the connected cylinder.
Lower (L) - Push the lever forward, past neutral, to retract the cylinder.
Float (F) - Push the lever fully forward, beyond the `lower' position, to select `float'. This will permit the
cylinder to extend or retract freely, allowing equipment such as scraper blades to `float' or follow the
ground contour.
BAIL06CCM166ASA 2
Page 51
The remote valves (1) are a stack type design with configurable detents (where fitted) (2) clamped together
with the hydraulic lift electronic draft control valve .
BAIL06CCM086ASA 3
BAIL06CCM248FSA 4
Electronic Draft Control and Mechanical Closed Centre Remote Control Valve Stack
1 Remote Control Valve No I 2 Remote Control Valve No II

3 Electronic Draft Control Valve 4 Remote Control Valve No III
5 Remote Control Valve No IIII 6 Inlet Port
7 To Hydraulic Lift 8 Load Sensing Line Connection
9 End Cover
Page 52
BAIL06CCM192FSA 5
Remote Control Valve and EDC Control Valve Interconnecting Galleries
Load Sensing
1 Parallel Supply Gallery 2 Load sensing Gallery

3 Return to Reservoir
All valve sections have a common parallel inlet and return to reservoir gallery.
The load sensing gallery passes through the center of the valve stack and signals the pump to increase or
decrease output according to demand.
The parallel gallery and load sensing system enables two or more valves to be operated simultaneously
without loss of efficiency.
Page 53
'O' ring seals (1) and load sense check valves (2) between each valve section ensure the highest circuit
load sense pressure is transmitted to control output of the hydraulic pump.
BSB0388A 6
Page 54
The principal hydraulic components within each remote control valve section are:-
Flow Control Adjuster
The flow control adjuster is manually operated and adjusts oil flow through the remote valve. Turning the
adjuster changes the size of the restriction in the path of oil flowing through the flow control spool.
Flow Control Spool
The flow control valve spool senses pressure differential across the restriction set by the flow control
adjuster and regulates flow through the remote valve. Because each flow control spool individually senses
the pressure differential in the remote valve being operated, two or more circuits working at different
pressures can be controlled simultaneously.
Load Hold Check Valve
The check valve prevents a backflow of pressure from the remote valve circuit when the control spool is
operated and pump system pressure is less than the back pressure in the circuit.
This is explained by the following example:-
When a cylinder is holding a heavy load and the control valve spool is moved from the neutral to raise
position, the pump system pressure may be less than the back pressure in the remote valve circuit. When
this occurs the back pressure would cause oil in the circuit to flow backwards and the load to momentarily
drop before pump system pressure has risen to hold and then raise the load further. The load hold check
valve prevents this situation from occurring.
Lock Valve
The lock valve is located in the raise port of the remote valve and is closed whenever the remote valve is in
neutral. The lock valve prevents leak down of an implement should there be any leakage across the lands
of the spool when in the neutral position. The lock valve is automatically opened whenever the control
spool is moved from the neutral position.
Control Valve Spool
The control valve spool is spring centered to a neutral position and when moved directs oil flow to the raise
or lower ports of the control valve.
Spool Centering and Detent Mechanism
The spool centering mechanism spring loads the control valve spool to the neutral position. When the
spool is moved to the Raise, Lower or Float positions the mechanism holds the spool in position using ball
bearings which engage in grooves within a detent cage.
A factory set detent regulating valve in the mechanism automatically releases the balls and returns the
spool to neutral whenever operating pressure exceeds the preset value.
Page 55
BAIL06CCM165FSA 7
Closed Centre Remote Control Valve Components
1 Flow Control Adjuster 2 Flow Control Spool

3 Check Valve 4 Control Valve Spool
5 Load Holding Check Valve 6 Spool Centering Mechanism
Page 56
POWER BEYOND VALVE
BAIL06CCM050FSA 1
Power Beyond Component Layout
1. Power Beyond Slice 2. Load Sensing Line
3. Pressure Feed Hose 4. Priority Valve

For implements or attachments requiring a continuous oil flow from the tractor hydraulic system, provision
is made to connect directly into the main hydraulic circuit at the rear of the tractor.
High pressure oil is fed from the main pump via hose (3) (Figure 1) to the remote valve central manifold
and through the pressure gallery to the power beyond slice (1). Pressure is fed through the slice to the
coupler and then to the implement or attachment, and is returned to the return coupler. The return oil is fed
through the remote valve stack and back to tank.
The power beyond slice incorporates a load sensing port or coupler which allows the pressure
compensating valve on the pump to detect the load pressure from the implement and adjust the pump
output accordingly.
Page 57
BAIL06CCM054ASA 2
1.Return Coupler 2.Pressure Coupler
3.Load Sensing Coupler
Page 58
SWB AND LWB MID MOUNT VALVES

Mid mount valves connected into the high pressure oil line supplied from the hydraulic pump after the
trailer brake valve and operated via a joystick control in the cab.
BAIL14TR00612AA 6
Page 59
37 - Hitch
37 – CCM Tier 4 final Hitch
ELECTRONIC DRAFT CONTROL SWB SPS, FPS, & CVT

The hydraulic lift Electronic Draft Control valve (EDC valve) is a stack type proportional solenoid operated
valve (1) mounted with the remote control valves at the rear of the tractor.
Tractors installed with the electronic draft control hydraulic lift assembly use a unique operator control
panel.
BAIL10CCM010AAB 8
BRL6436B 10
(1). Wheel slip control knob (2). EHR Function control knob
(3).Front hitch height limit control knob (4). Drop rate control knob
(5). Draft sensitivity control knob (6). Rear hitch height limit control knob
Page 1
BRK5798B 12
Page 2
ELECTRONICALLY-CONTROLLED HITCH VALVE – SWB - SPS, FPS, & CVT

When the hydraulic lift is in 'Neutral' the control valve solenoids are not energized.
Oil flow from the parallel gallery 'A' flows past the flow compensator spool into gallery `B' where it is
blocked by the lands of the raising spool.
Oil under pressure in the hydraulic lift circuit is prevented from entering gallery 'E' by the load check valve
(4).
The trapped pressurized oil in the lift circuit is applied to the right hand end of the metering valve through
the small drilling 'X'. The applied pressure holds the metering valve in the closed position preventing oil
flow from gallery 'E' to the return to reservoir gallery (F).
When the valve is in neutral, gallery 'C' and load sensing galleries 'D' are open to reservoir, through the
center of the raising spool and gallery 'F'.
Gallery 'G' is a common return to reservoir gallery running through the center of the valve stack.
BAIL06CCM098FSA 1
Electronic Draft Control - Neutral
Trapped Oil
1 Raising Solenoid 2 Raising Spool
3 Flow Compensator Spool 4 Load Check Valve
5 Lift Cylinder Safety Valve ( 230 Bar) 6 Lowering Metering Valve
7 Lowering Solenoid
Page 3
Raising
When the hydraulic lift is raised using the operator controls or the electronic draft control system makes
adjustments to reduce implement depth the pulse width modulated raise solenoid is energized by the
microprocessor.
Controlled energizing of the solenoid by the microprocessor enables the solenoid to move the spool to the
right in proportion to the rate of lift required by the system.
When system pressure is sufficient to lift the check valve (4) off its seat, oil from gallery 'C' flows into
gallery 'E' and operates the lift cylinder
Pressure oil in the lift circuit is applied through the small drilling 'X' to the right hand end of the metering
valve 'H' and holds the valve in a closed position preventing oil in gallery 'E' returning to reservoir through
gallery (F).
The operating pressure of the hydraulic lift cylinder is sensed in gallery 'C' and load sensing gallery 'D'
which controls hydraulic pump output. Refer to Closed Centre Remote Valves for further details on
operation of the load sensing circuit.
The pressure in gallery 'C' is applied to the right hand spring loaded end of the flow control spool while at
the same time system pressure in gallery 'B' is applied to the left hand end of the flow control spool
.The differential pressures applied to each end of the flow control spool causes the spool to move to a
state of equilibrium and automatically adjusts the flow from the parallel gallery 'A' across the metering
lands 'Y' and through galleries 'C' and 'E' to the lift cylinder.
The flow control spool is essential to ensure that flow from the parallel gallery 'A' to the hydraulic lift is
accurately controlled irrespective of the operating pressure of any remote control valve circuits which are
operating simultaneously with the hydraulic lift.
When the lift arms reach the required height the microprocessor switches off the signal to the solenoid and
the raise spool is moved to the left by the spring to re-establish the neutral condition.
If the lift arms are subjected to shock loading and pressure in the hydraulic lift circuit exceeds 230 bar the
pressure is vented to reservoir through the lift cylinder safety valve.
Figure 2 illustrates flow through the flow control spool when the hydraulic lift is the highest pressure
operating circuit in the system.
Figure 3 illustrates operation of the flow control spool when the hydraulic lift is operating at a lower
pressure but simultaneously with a remote control valve which is operating at a higher pressure. In this
situation the system pressure in parallel gallery 'A' is higher than the operating pressure of the hydraulic lift.
Page 4
BAIL06CCM099FSA 2
Electronic Draft Control - Raising (High Pressure Lift)
Pump Pressure Oil Return To Reservoir
5 Lift Cylinder Safety Valve ( 230 Bar) 6 Lowering Metering Valve
7 Lowering Solenoid
Page 5
BAIL06CCM100FSA 3
Electronic Draft Control - Raising

Low Pressure Lift while Remote Valves Operating at High Pressure
Hydraulic Lift Pressure

(lower than pump pressure)
5 Lift Cylinder Safety Valve ( 230 Bar) 6 Metering Valve
7 Lowering Solenoid
Page 6
Lowering
Lowering of the hydraulic lift arms is achieved by venting the oil trapped in the hydraulic lift cylinder back to
reservoir through the lowering metering valve in a controlled manner.
Lowering Metering Valve
1. Sleeve
2. Metering Spool
3. Pilot Spool
4. Plug
5. Cir clip
BSB0424A_467 4
The lowering cycle should be considered as a 2 stage operation.

Stage 1: The pulse width modulating solenoid is energized and the plunger (1) moves the pilot spool (6) to
the right. The oil trapped on the right hand end of the lowering valve `H' is now control vented over the
lands of the pilot spool (2) to reservoir through gallery `F'.
The pressure of oil trapped oil in the lift cylinder Gallery È' is applied to the chamfer face (4) of the
metering spool (3), causing the spool to move to the right.
BSB0489A 5
Page 7
Oil from the lift cylinder flows across the valve metering lands (5) and returns to reservoir allowing the lift
arms to lower under the weight of the implement.
The rate of lowering is electronically controlled by the processor and pulse width modulated lowering
solenoid which adjusts the clearance over the metering lands (5).
BSB0490B 6
Page 8
BAIL06CCM101FSA 7
Electronic Draft Control - Lowering (1)
Trapped Oil
5 Lift Cylinder Safety Valve 6 Lowering Metering Valve
7 Lowering Solenoid
Page 9
BRI06CCM102FSA 8
Electronic Draft Control - lowering (2)
5 Lift Cylinder Safety Valve 6 Lowering Metering Valve
7 Lowering Solenoid
Page 10
ELECTRONICALLY-CONTROLLED HITCH VALVE – LWB – FPS & CVT

Hydraulic Power Lift Three Point Hitch
The standard three point hitch consists of the rock shaft supports, rock shaft, upper link, lift links, draft
arms and the external lift cylinders.
The standard three point hitch is a convertible Category II/III hitch. The hitch is controlled with an electronic
hitch system which provides position control of soil engaging implements. The hitch will accept all mounted
implements conforming to SAE , ASAE/ASABE standard dimensions for Category II/III.
A hitch coupler can be used with the three point hitch to quickly connect and disconnect implements.
The single acting hydraulic cylinders are mounted externally and are supplied from the hitch control valve.
The hitch control valve is mounted on the right hand side of remote valve stack (viewed from the rear of the
tractor facing forwards) at the rear top of the rear axle center housing.
The control valve is supplied by the pressure and flow compensating (PFC) hydraulic system. The PFC
supply extends the cylinders and raises the hitch. universal control module (U1) activates the lower
solenoid to lower the hitch without activating the PFC system.
The universal control module (U1) supplies current to the raise or lower solenoid based on commands from
the operator and signals from the hitch and other tractor systems.
RCPH09CCH006GAE 1
1. Lift link 3. External lift cylinder

2. Upper link 4. Lift arms
Page 11
RCPH09CCH011FAE 2
1. Right hitch cylinder return to tank 6. Remote/hitch stack manifold PFC supply
2. Hitch raise outlet 7. Signal line
3. Lower solenoid 8. Left hitch cylinder return to tank
4. Raise solenoid 9. Right hitch cylinder raise supply tube /hose assembly
5. Hitch valve assembly 10. Left hitch cylinder raise supply tube /hose assembly
Page 12
Electronic draft control

The electronic draft control (EDC) system consists of the operator controls, universal control module (U1),
hitch position sensor, hitch control valve and the wiring harness.
All operator commands except remote up/down commands are sent to the armrest controller and relayed
to the universal control module (U1) on the data bus. The remote up/down commands and rock shaft
position sensor signal are sent directly to the universal control module (U1). Wheel speed and optional
radar speed signals are sent to the universal control module (U1). Diagnostic and programming information
are communicated between the universal control module (U1) and the instrument controller on the data
bus.
Operating modes
The EDC system operates in three modes: position control, draft control and slip control.
In position control mode, hitch position and movement is directly related to the position of the control lever.
The EDC system monitors the position of the hitch through a position sensor on the rock shaft and raises
or lowers the hitch to match the signal from the hitch position control. The hitch raises at maximum speed
to the height set by the operator with the upper limit control. The hitch lowers at the speed set by the
operator with the drop speed control to the height set by the operator with the position control. The
operator can override the drop speed setting when lowering the hitch by double clicking and then holding
the down position of the up/down switch (2 times within 2 seconds). The hitch will lower at the maximum
rate to the lowest position, regardless of the position control setting.
In draft control mode, the EDC system maintains a constant draft load on the three point hitch in changing
soil conditions. When load increases, as sensed by the lower link draft pins, the system raises the hitch to
match the load set by the operator with the load control. When load decreases, the system lowers the hitch
to the depth set with the position control.
Slip limit control mode is only available when the tractor is equipped with radar. The instrument controller
determines the actual slip percentage from radar and the wheel speed sensor input. The percentage is
relayed to the EDC system on the data bus. The operator sets a desired slip limit range between 5 and
40%. The hitch system compares the actual and desired slip percentages and raises the hitch when the
slip limit is exceeded. When actual slip no longer exceeds the slip limit, the hitch lowers to the position
command setting. The tractor must be travelling above 3.2 km/h (2 mph) before the system enters slip
limit control mode.
Hitch valve operation - Neutral position
The hitch control valve is built into the remote system valve stack. When viewed from the rear the hitch
valve section is to right of center manifold assembly.
The hitch control valve is a closed center valve that receives oil from the pressure and flow compensating
(PFC) hydraulic circuit.
In neutral, no electrical current is supplied to either the raise or lower proportional solenoid valve.
Immediately upon start up, pump supply is available, through internal passages, to the hitch flow control
spool . The supply oil passes through an orifice in spool, pressure builds and begins to force the spool
against the spring. Once intermediate pressure is high enough to overcome the spring force, the supply
flow is available to the raise solenoid valve. The flow control spool continues to shift right metering down
the flow path to the raise solenoid valve. The flow control spool is in balance and supply flow is available to
the closed raise proportional solenoid valve.
Page 13
RCIL08CCH008FAE 3
NEUTRAL POSITION
PFC pump pressure Return to tank pressure
Trapped oil
1. Flow control spool 7. Load check
2. Raise solenoid 8. Lower solenoid
3. Screened orifice plug 9. Return to tank
4. Pilot signal to compensator 10. Hitch cylinders
5. PFC pump supply 11. Relief valve
6. Check/orifice plug
Page 14
RCIL08CCH013GAE 4
NEUTRAL POSITION
Trapped oil
Page 15
Raise function
To raise the hitch, the raise proportional solenoid valve must be energized by the universal control module
(U1). The amount of spool movement depends on the amount of current supplied by the controller to the
proportional solenoid. Once the raise solenoid is energized, the solenoid valve shifts opening a flow path to
valve check/orifice, screened orifice plug and load check. As flow increases the load check poppet is lifted
off the seat, allowing pump supply to flow past the lower solenoid assembly and on to the hitch cylinders.
At the same time work pressure is also directed through the check / orifice through valve passages to
signal check. The work port pressure opens the signal check to signal the pump compensator to increase
pump flow.
When the hitch reaches the desired height, the raise solenoid is de-energized. The raise solenoid closes ,
stopping the supply flow to raise hitch. The pressure in the hitch cylinders seat the load check poppet,
trapping the oil. Signal pressure bleeds off through the screened orifice plug to tank and the pump returns
to low pressure standby.
RCIL08CCH010FAE 5
RAISE POSITION
Trapped oil
Page 16
RCIL08CCH014GAE 6
RAISE POSITION
Trapped oil
Page 17
Lowering function
To lower the hitch, the lower proportional solenoid valve must be energized by the universal control module
(U1). The amount of spool movement depends on the amount of current supplied by the controller to the
proportional solenoid. Once the lower solenoid is energized, the solenoid valve shifts opening a flow path
directly back to tank.
RCIL08CCH009FAE 7
LOWER POSITION
Trapped oil
Page 18
RCIL08CCH015GAE 8
LOWER POSITION
Trapped oil
Page 19
SWB FRONT HITCH
The top link and lower links should be

placed in the transport position when not
in use. Raise the top link (1) to the vertical
position and secure by inserting the lock
pin (2) through the top link and anchor
bracket. Secure the pin with the spring
clip as shown.
Each lower link arm rotates about the

pivot pin or bolt (2). This should not be
removed unless it is required to take off
the lower links. Extract the lower pin (3)
from the link assembly and raise the lower
link (1) to the vertical position, as shown.
Insert the pin through the upper hole in
the inner link arm when the holes in the
inner and outer links (4) are correctly
aligned. Before operating the tractor
ensure both pins are secured with lynch-
pins
To convert to the working position,

remove the lynch-pin, pull out the pin (5)
and manually lower the link arm down to
the operating position, as shown. Install
the removed pin in one of the holes (6) or
(7), as required.
When installed in the rear hole (6) as
shown, the lower link will be locked as a
rigid unit. If the pin is installed in the front
hole (7), the lower link will be allowed to
move up and down freely (float) through a
range of approx. 75 mm (3 in). Secure
the pin with the lynch-pin. Repeat on the
other lower link, ensuring that both lower
links are set up the same, i.e., both are
locked as rigid units or both are allowed to
float.
Page 20
NOTE: With the lower links pinned in the float position, the left and right- hand sides of
the implement can move up and down independently to allow for operation on uneven
surfaces. In addition, the remote control valve float function will allow the whole
implement to move up or down as it passes over uneven ground.
The front hitch can be operated by a rear

or mid-mount remote valve (where fitted).
The height of the hitch (1) can be shown
in the central display as a percentage (%)
ranging from 0 (fully lowered) to 100 (full
raise). In conjunction with electronic
remote valves a rotary adjuster on the
EHC panel can be used to set a limit on
the operating height of the hitch where
required
A height limit control permits the operator

to set a predetermined limit on the
maximum lift height of the hitch. Height
limit adjustment is set by the knob (1) on
the EHC console. Turn clockwise to set
the maximum height, turn
counterclockwise to reduce the height.
The position of the hitch will be shown in
the display as a percentage (%) between
0 (fully lowered) and 100 (full raise).
Turn the control fully counterclockwise to
disable the height limit function.
Electronic rear remote valves may be used to operate the front hitch using the control
lever or the joystick, (where fitted).
As a factory fitted option, the default valve to operate the hitch will always be valve
number 1 whether rear mount or mid-mount valves are used.
The joystick (1), can be used to control the front hitch using the electronic rear remote
valves or, where fitted, the mid-mount remote valves.
Where a front hitch is supplied as a factory option, the tractor will be fitted with a
joystick and electronic mid-mount remote valves. Valve number 1 will be used to
operate the hitch.
Page 21
Two auxiliary couplers with 1/2 in female

couplings may be fitted to the front of the
hitch frame. These will provide a double-
acting hydraulic service for equipment
mounted on the front 3- point hitch.
When operated by the joystick, lateral

movement of the lever (left or right) will
provide pressurized oil at the couplings.
External raise and lower switches are

provided on the left-hand side of the front
hitch assembly. Depress and hold the
appropriate switch to raise or lower the
hitch, release the switch to halt movement
of the hitch.
NOTE: The external hitch controls are only available in conjunction with electro
hydraulic remote control valves.
1. Remote Control Valve

Note: Accumulator pre charge pressure is 130 bar (1885 psi)
Page 22
LWB FRONT HITCH
LWB front hitch operation to this point is the same as the SWB front hitch.
LWB FRONT HITCH OPERATING MODE
Setting the Front Hitch Operating Mode

Located on the front of the hitch
assembly, the two selector levers permit
the front hitch to be operated in single
acting mode or double acting mode, lever
(1), or to be set at a fixed height (locked)
lever (2)..
Single Acting Mode

The lever on the top surface of the hitch,
under the hood is positioned with the
lever in a forward facing direction (2). The
front hitch operates in single acting mode
being hydraulically raised but lowered
using the weight of the implement.
Double acting mode
The lever on the top surface of the hitch is
positioned with the lever in the horizontal
plane (1) across the tractor. The hitch
operates in double acting mode being
hydraulically raised and lowered.
Operating in this mode will provide
additional penetration for ground
engaging equipment in hard soil
conditions or when using a front mounted
scraper blade..
Page 23
Lock Position
Position the valve lever on the left hand
side of the hitch into the forward facing
direction (2) to lock the hydraulics. With
the levers in this position both lift cylinders
are hydraulically locked preventing
movement of the lower link arms.
It is recommended this mode should be
selected when transporting front mounted
equipment on the highway. With the
valve lever in the vertical position (1) lever
facing downwards the hitch hydraulics are
open.
Two auxiliary couplers with 1/2 in female

couplings may be fitted to the front of the
hitch frame. These will provide a double-
acting hydraulic service for equipment
mounted on the front 3- point hitch.
When operated by the joystick, lateral
movement of the lever (left or right) will
provide pressurized oil at the couplings.
External raise and lower buttons are

provided on the left-hand side of the front
hitch assembly. Depress and hold the
appropriate button to raise or lower the
hitch, release the button to halt movement
of the hitch.
Page 24
Page 25
41 - Steering
41 – CCM Tier 4 final Steering
POWER STEERING SYSTEM

AUTO-GUIDANCE VALVE - AUTO GUIDANCE SYSTEM
INTELLISTEER™ INTELLISTEER™ AUTO STEERING SYSTEM - ACCUGUIDE™SYSTEM
The auto guidance system components are as follows:
Auto guidance valve Assembly
Steering Cylinders
Manual Steering Motor
The system is fed from axial piston pump with a priority valve.
The steering motor is similar to the unit used in a conventional steering system except the ports are
configured to directly interface with the auto guidance valve and the unit is of the non-reactive type. The
steering motor is connected to the supply and tank lines in parallel with the auto guidance valve. The work
ports of the steering motor are connected to the steering cylinders at all times. If there is manual
intervention through the steering motor, the unit will override the auto guidance system and will return full
control to the operator. When the auto guidance system is not in use , the auto guidance directional control
valve is hydraulically isolated from the manual steering system by an isolation valve in the supply line and
check valves in the steering work ports.
Auto-guidance valve assembly (1).
BAIL14TR00270AB 1
Auto guidance valve assembly

The valve assembly consists of an aluminum manifold body in which the various hydraulic components are
mounted. The manifold is mounted directly to the steering motor. All the hydraulic hose connections are
made via the auto guidance valve manifold.
Page 1
BAIL08CVT019ASA 2
1.Return to tank 2.Left steering cylinder supply hose

3.Right Steering cylinder supply hose 4.Pressure feed
5.Solenoid 6.Valve manifold
Controls
The auto guidance master switch is located on the `C` pillar on the right hand side of the cab. This switch
energizes the system ready for use.
BAIL08CVT046ASA 3
The auto guidance activation switch is located on the integrated control panel. This is used in conjunction
with the IntelliSteer™ Auto Steering system; AFS AccuGuide™System and display screen
BAIL08CVT095ASA 4
Page 2
Auto-guidance valve – Auto-guidance system
BAIL08CVT094FSA 1
Auto guidance system schematic
1. Steering cylinders 2. Auto-guidance valve assembly

3. Lock valves 4. Pilot line shuttle valve
5. Directional control valve 6. Relief valve 185 - 190 bar (2682.5 - 2755.0
psi)
7. Load sensing pilot operated shuttle valve 8. Load sensing line
9. Pressure sensor 10. Pressure feed
11. Pressure sensor 12. Isolation valve
13. Relief valve 185 - 190 bar (2682.5 - 14. Shock relief valves 220 - 240 bar (3190.0 -
2755.0 psi) 3480.0 psi)
15. Steering control unit 190 bar (2755.0
psi)
Page 3
Auto-guidance valve assembly (2)

The valve assembly consists of an aluminum manifold body in which the various hydraulic components are
mounted. The manifold is mounted directly to the steering motor. All the hydraulic hose connections are
made via the auto guidance valve manifold.
Hydraulic isolation valve (12)
This two way two position solenoid operated OFF-ON valve controls the flow of oil to the auto guidance
directional control valve (2). The auto guidance hydraulic isolation valve is spring biased to block flow
supplied by the pump, while allowing free flow in the opposite direction. When the auto guidance is
engaged in auto mode , the solenoid is energized and allows free flow from the pump to auto guidance
directional control, but restricts flow in the opposite direction.
Load sense pilot operated shuttle valve (7)
The load sense pilot operated shuttle valve is a pilot operated two position spool valve (spring biased). In
the neutral position the valve enables the steering dynamic load sensing signal to flow to the steering
control unit from the priority valve . During normal steering operation the valve is maintained in the neutral
position by the oil pressure of the dynamic load sensing line and a mechanical spring acting on the end of
the valve spool.
In auto guidance mode, when the auto guidance directional control valve is energized, pilot oil from the left
or right steer ports (via the shuttle valve) acts on the opposite end of the shuttle valve spool. When
sufficient pressure is raised in the pilot line the spool moves into the second (active) position. The steering
dynamic load sensing signal can then flow from the variable displacement pump via the priority valve to the
auto guidance directional control valve. If the hydraulic isolation solenoid is not energized it is not possible
for the shuttle valve to move into the second (active) position, as the auto guidance directional control
valve will be hydraulically isolated.
Auto-Guidance directional control valve (5)
This valve is a three position (left turn, neutral, right turn) four way proportional valve. The valve is spring
biased to the neutral position and is actuated by two opposing pulse width modulated (PWM) solenoids.
While in the spring biased neutral state, the left and right steer ports of the auto guidance directional
control (5) and the compensator pilot line are connected to the tank line . The high pressure line is
disconnected from the left and right steer ports, ensuring steering control is provided manually from the
steering control unit . A signal from the auto guidance controller to either PWM solenoid counteracts the
spring bias and allows flow from the high pressure supply to the corresponding steering cylinder port.
Simultaneously the opposite steering cylinder port is connected to the tank return. This valve is only
activated while the auto guidance is engaged and an active turning command is being issued.
Pilot line shuttle valve (4)
This two position shuttle check valve isolates work port pressure from the left and right turn ports of the
auto guidance directional control valve (5) and relays the higher of the two pressures for use in the pilot
line to the load sense pilot operated shuttle valve circuit.
Lock valves (3)
The lock valves in the work ports of the auto guidance directional control valve are used to isolate the
steering pressures of the steering control unit from the directional control valve when the vehicle is
operated in manual steer mode.
Auto guidance relief valve (6)
This relief valve is employed to limit the maximum differential pressure to 185 - 190 bar (2682.5 - 2755.0
psi) between the P and T ports of the auto guidance valve assembly. This valve is only used when the
auto guidance directional control valve is controlling the left or right steering cylinders.
PX Pressure sensor (11)
This pressure sensor ensures steering priority resides with the steering control unit when input from the
steering control is sensed. The pressure sensor monitors the pressure in the supply line to the steering
control unit. If the pressure rises above a preset threshold, representing a manual steering input, the auto
guidance system is disengaged. Furthermore, the auto guidance system cannot be reengaged until the PX
pressure sensor output is below the specified threshold.
Page 4
Steering control unit (15)

The manually operated steering control unit meters steering flow to the steering cylinders from the variable
displacement pump. When the steering wheel is turned, the pressure signal is passed through the load
sense line to the priority valve and on to the variable displacement pump. The oil demand required by the
steering control unit is matched by the variable displacement pump. The oil is metered to the vehicle
steering rams via the L or R steering ports, thus giving a change in vehicle direction. If hydraulic power is
lost, for example, in the event of an engine or pump failure, the steering control unit acts as a hand-
powered pump and will provide manual steering control. This unit is identical to that which is used in non-
auto guidance tractors apart from the following points. A port-face arrangement is used to interface with the
auto guidance valve. The steering unit is of the non-reactive type and therefore includes shock relief
valves. (14).
Shock relief valves (11)
These valves are used to protect the system from over pressurization (relief at 220 - 240 bar (3190.0 -
3480.0 psi)) due to external forces applied to the steering wheels of the tractor.
Steering control unit relief valve (13)
The relief valve within the Steering Control Unit is used to limit the maximum differential system pressure
to 185 - 190 bar (2682.5 - 2755.0 psi), between ports P and T.
Page 5
55 - Electrical
55 – CCM Tier 4 final Electrical
ELECTRICAL – GENERAL INFORMATION
Electrical system - Protecting the electronic and electrical systems during battery
charging or welding
WARNING
Battery gas can explode!
To prevent an explosion: 1. Always disconnect the negative (-) battery cable first. 2. Always
connect the negative (-) battery cable last. 3. Do not short circuit the battery posts with metal
objects. 4. Do not weld, grind, or smoke near a battery.
Failure to comply could result in death or serious injury.
W0011A
Precautions
To avoid damage to the electronic and electrical systems, always observe the following:
1. Never connect or disconnect an electrical connection of the alternator charging system
including the battery, when the engine is running.
2. Never short circuit any component of the charging system to ground.
3. Do not use a slave battery of higher than 12 V nominal voltage for a jump start.
4. Always observe correct polarity when you install a battery or when you use a slave battery
to jump start the engine. Follow the instructions in the operator's manual when you perform
a jump start. Always connect positive to positive and negative to negative.
5. Always disconnect the negative battery cable before you charge the battery in the tractor
with a battery charger.
6. Always disconnect the negative battery cable before you carry out arc welding on the tractor
or on any implement attached to the tractor.
7. Position the ground cable clamp of the welder as close as possible to the welding area.
8. If welding is to be carried out in close proximity to an electronic control unit, then the
electronic control unit should be removed from the tractor. This procedure should be carried
out by an authorized dealer.
9. Never allow welding cables to lay on, near or across any electrical wiring or electronic
components of the tractor while welding is in progress.
Page 1
ELECTRICAL SYSTEM - ELECTRICAL TEST – USAGE OF A DIGITAL MULTI-METER
NOTE: This section is intended as a general guide for the usage of a digital multi-meter. Always refer to
the manufacture’s operator’s manual for correct operation.
Measurement type
A digital multi-meter is an electronic measuring device. The different types of measurement that
can be made depend upon the model of the multi-meter.
Most types of multi-meter have the capacity to measure:
x AC or DC current (A)
x AC or DC voltage (V)
x Resistance (Ohm)
x Continuity (buzzer test)
x Signal frequency (Hz)
x Temperature (with a connected thermistor)
x Testing of diodes or capacitors
SEZ55CAP9A-50 1
Page 2
General operation
Choose the measurement type:
x Before proceeding with a test, decide on what is going to be measured (voltage,
current, etc.)
x Rotate the dial until the pointer is within the relevant zone (measurement type).
Within each zone there are different scales.
x The scale that is selected will represent the maximum value that the multi-meter will
read. Always select a scale which is greater than the value that you intend to
measure.
x If you are unsure of the value to be measured, always select the highest scale and
then reduce the scale once you have an idea of the measured value.
SEZ55CAP9A-51 2
Choose the right scale:
x The closer the selected scale is to the measured value, the more accurate the
reading will be.
x For example, if you measure the voltage of a battery with the scale set at 200 V, the
display may read 12 V.
x If the scale was set to 20 V the display may read a more accurate reading of 12.27 V.
SEZ55CAP9A-2 3
Page 3
Measuring voltage (V)

NOTE: Connect the multi-meter parallel to the component (circuit closed).
1. Depending on the voltage you intend to measure, set the range dial to either AC or
DC voltage.
2. Connect the black lead of the multi-meter to the COM terminal.
3. Connect the red lead of the multi-meter to the V/Ω terminal.
4. Place the leads across the component to be measured with the circuit complete
(closed).
5. Read off the display value.
SEZ55CAP9A-52 4
Measuring current (A)
NOTE: Connect the multi-meter in series with the circuit (circuit closed).
NOTE: Digital multi-meters are usually protected with a 10 A fuse.
1. Depending on the current you intend to measure, set the range dial to either AC or
DC current.
3. When you measure a current up to 2 A, connect the red lead of the multi-meter to
the A terminal. When your measure a current up to 10 A, connect the red lead of the
multi-meter to the 10 A terminal.
4. For the measurement of current, always break the circuit and connect the multi-
meter in series with the circuit.
SEZ55CAP9A-53 5
Page 4
Measuring resistance (Ohm)

NOTE: Connect the multi-meter parallel to the component (circuit open).
1. Set the range dial to the desired resistance range.
4. If the resistance being measured is connected in a circuit, then switch OFF the
power supply for the circuit.
5. Connect the leads of the multi-meter to the measuring points (e.g. connector pins).
SEZ55CAP9A-3 6
Continuity test (buzzer test)
NOTE: Connect the multi-meter parallel to the component (circuit open).
1. Set the range dial to the buzzer position.
4. Connect the leads of the multi-meter to the measuring points (e.g. connector pins).
5. In general, if the resistance is less than 50 Ω then the buzzer will sound, indicating
continuity.
SEZ55CAP9A-54 7
Page 5
NOTE: The buzzer tests on different multi-meters can sound at different resistance values, depending on
the quality of the mult-imeter. This can be misleading, for example when checking a corroded ground point.
A poor quality multi-meter may buzz at 150 Ω, indicating continuity and no problem. When using a higher
quality multi-meter for the same test, it would not buzz due to the high resistance. When you carry out a
buzzer test, you should always additionally check the value of resistance. A good connection gives low
resistance. A bad connection gives high resistance.
SEZ55CAP9A-69 8
ELECTRICAL SYSTEM - ELECTRICAL TEST

NOTE: This section is intended as a general guide for electrical testing on the vehicle.
Four electrical tests will be required to properly troubleshoot electrical concerns on the
vehicle. The following electrical tests are based on the usage of a digital multi-meter. The
necessary nominal values are given in the appropriate test procedures (e.g. fault code
resolution).
1. Detection of a short circuit to ground (continuity test)
2. Detection of a short circuit to a supply voltage (voltage measurement)
3. Detection of an open circuit (continuity test)
4. Resistance test (testing an electrical component)
Page 6
NOTE: It is recommended to switch OFF the power supply (ignition key in the OFF position) before you
disconnect an electrical connector.
Detection of a short circuit to ground (continuity test)
1. Switch OFF the power supply (ignition key in the OFF position). Depending on the
specific test procedure, sometimes the battery has to be disconnected or a fuse has
to be removed.
2. Disconnect the connectors at the ends of the investigated circuit to prevent false
measurement results. All other connectors must be connected.
3. Set the digital multi-meter to resistance measurement (Ohm). Measure the
resistance in the circuit.
4. Use the black lead of the multi-meter to make contact with a ground connection (e.g.
with a bare metal part on the chassis such as a jump start post if fitted). Make sure
that the ground connection is not corroded.
5. Use the red lead of the multi-meter to touch the connector pins (one pin at a time).
6. Determine if the measured resistance falls within guidelines specified in the
procedure. A resistance below 4 Ω indicates a direct short to circuit ground. Higher
resistances usually indicate circuit paths through modules. In such case additional
connectors need to be disconnected to perform additional tests. A resistance above
100 kΩ indicates that the circuit is free of a short circuit to ground.
SEZ55CAP9B-6 1
Page 7
Detection of a short circuit to a supply voltage (voltage measurement)

1. Switch ON the power supply (ignition key in the ON position). Depending on the
specific test procedure, sometimes the power supply needs to be switched OFF.
2. Disconnect the connector at the investigated electrical component (e.g. sensor).
Depending on the specific test procedure, sometimes you need special connector
adapters to perform the measurement in a closed circuit. All other connectors must
be connected.
3. Set the digital multi-meter to voltage measurement (DC). Measure the voltage as
illustrated.
4. Use the black lead of the multi-meter to make contact with a ground connection (e.g.
with a plated metal part on the chassis such as a jump start post if fitted). Make sure
that the ground connection is not corroded.
6. Determine if the measured voltage falls within guidelines specified in the procedure.
SEZ55CAP9B-1 2
Page 8
Detection of an open circuit (continuity test)

1. Switch OFF the power supply (ignition key in the OFF position). Depending on the
specific test procedure, sometimes the battery has to be disconnected or a fuse has
to be removed.
2. Disconnect the connectors at the ends of the investigated circuit to prevent false
measurement results. All other connectors must be connected.
resistance in the circuit as illustrated.
5. Use the black lead of the multi-meter to make contact with the connector pin at the
other end of the investigated circuit.
6. Determine if the measured resistance falls within guidelines specified in the
procedure. A resistance below 4 Ω indicates a continuous circuit. Higher
resistances usually indicate dirty or corroded terminals of the connectors. A
resistance above 100 kΩ indicates an open circuit.
SEZ55CAP9B-2 3
Page 9
Resistance test (testing an electrical component)

NOTE: Nominal resistance values are usually valid for a temperature of 20 °C (68.00 °F). With higher or
lower tractor temperatures, the relative resistance values shown in the manual should vary accordingly.
1. Disconnect the electrical component from the vehicle by unplugging the connectors
to expose the component connector for testing.
resistance in the circuit.
3. Insert the red and the black lead of the multi-meter into the connector terminals
(connector pins) as specified in the test procedure.
4. In order to verify the correct operation of a potentiometer, the resistance should be
measured between the minimum and the maximum position. Therefore smoothly
move the sliding contact between the minimum and the maximum position. Execute
this measurement twice with the test leads in both connection possibilities (as
illustrated).
5. In order to verify the correct operation of a switch, operate the switch while
checking for an open circuit or a short circuit.
6. Compare the measured resistance values to the values specified in the test
procedure.
SEZ55CAP9B-7 4
Page 10
ELECTRICAL SYSTEM – CIRCUIT COMPONENTS

NOTE: The chapters dealing with electrical components refer to the state of these components (e.g.
normally open state or normally closed state of a switch). These references to the state of an electrical
component are always to be considered with the machine in stationary state (the component is
disconnected from the circuit).
Circuit Protection Devices
Circuit protection devices are used to protect wiring and components from excessive current. Fuses protect
electrical circuits with thin pieces of metal or wire which heat up and melt to open up the circuit when too
much current flows through them. In the automotive industry the fuses are mostly located in fuse boxes
(see figure 1).
SS11M174 1
Fuses
Fuses are used to protect the electrical circuit from overload. This can occur in the event of a short circuit
or by connecting equipment which demands a current greater than the electrical circuit is designed to
carry. There are several types of fuses, but they all consist of a metal conductor which is capable of
carrying a limited current. If the specified current is exceeded then the metal conductor will overheat,
causing it to melt and break. This will cause an open circuit.
Note: Please see the Operators Manuals for the Fuse and Relay locations. These will differ for the SWB
and the LWB tractors.
Page 11
SVIL13TR00281AB 2
In the automotive industry used fuse types are blade fuses (see figure 2) and screwable fuses (see figure
3). The rating of the fuse relates to the current that the fuse can carry continuously. If a fuse blows, it must
be replaced with a fuse of the correct rating. If a fuse blows again, the cause must be investigated.
SVIL13TR00280AB 3
Fusible links
A fusible link is a wire that acts like a fuse. A fusible link is breaking down and causing an open circuit
when the current that passes through it exceeds a certain amperage. For primary fuse protection the main
supplies from the starter solenoid can be fitted with fusible links.
Page 12
Circuit Control Devices

Some of the components in an electrical circuit are used to interrupt and direct the current flow either
through an action of the operator or automatically (see figure 4). Other circuit control devices are described
in the following “electromagnetic devices” section (e.g. relays).
SEZ55CAP9A-56 4
Switches
Switches are a vital part of an electrical circuit, providing a method of controlling the circuit itself. One
switch can control a number of different circuits at the same time. This is achieved by having several
separate connections and/or multi-connector switches (several switch positions). There are several types
of switches, and they may incorporate a warning light. A common type of a sensor switch is for example
the pressure switch (see figure 5). A pressure switch is turned ON or OFF by the pressure of a fluid. An
example of this type of switch is the engine oil pressure switch. The engine oil pressure switch opens (or
closes) when the oil pressure rises above a specific threshold.
SS07A110 5
Page 13
Diodes
Some components use a semiconductor material instead of moving parts to direct the current. Diodes for
example allow the current flow in one direction only (see figure 6). They are essential components for
converting the alternating current that an alternator produces to the direct current that the electrical system
of the tractor uses.
SEZ55CAP9A-7 6
Resistance Devices
A number of electrical components alter or make use of electricity through their resistance to current flow.
Resistors are components which are generally used to regulate the supply of voltage and current to other
electrical components. In some cases, the purpose of resistance in an electrical circuit is to provide light or
heat. Light bulbs and cigar lighters are examples for this (see figure 7).
SEZ55CAP9A-59 7
Potentiometers
Potentiometers are variable resistors which are dependent on (linear or rotary) mechanical movement of a
sliding contact (see figure 8). The movement of the sliding contact varies the resistance and therefore
alters the output voltage. A potentiometer can be used as an electrical control device as well as a sensor.
In order to verify the correct operation of a potentiometer, the resistance should be measured between the
minimum and the maximum position (therefore smoothly moving the sliding contact between the minimum
and the maximum position). As the resistance varies with temperature, the test specifications are usually
given at 20 °C (68.00 °F).
SS08E031 8
Page 14
Electromagnetic Devices
In general, electromagnetic devices use the magnetic field created by flowing current to move metal parts
within the component. An electromagnetic device is for example a relay (see figure 9) or a solenoid valve
(see figure 12).
SEZ55CAP9A-9 9
Relays
Relays are basically electrically operated switches (see figure 10). They are used to switch an electrical
circuit ON or OFF in similar way to a manual switch.
Two electrical circuits are connected to the relay:
x A work circuit, which is opened and closed by the relay (high current). The work circuit
provides the supply for the equipment to be operated (e.g. lights, solenoids, etc.).
x A control circuit, which is opened and closed by manual switches and used to actuate the
relay (low current).
The part of the relay which is connected to the control circuit consists of the winding of an electromagnet (
(85) and (86)). When the control circuit is switched OFF, the contacts (87) are kept apart by a return
spring. When the control circuit is switched ON, current flows through the coil and a magnetic force is
produced. This force is stronger than the spring force and pulls the contacts (87) of the relay together
(closing of the work circuit). This causes a current flow in the work circuit ( (30) and (87)).
SS07A018 10
Page 15
A switch-relay system has two main advantages over a simple switch:

x The current that flows through the switch (control circuit) is smaller than the current required
by the equipment to be operated (work circuit). This allows the usage of smaller and less
expensive electrical components in the control circuit.
x The distance from the supply to the equipment, can be made as short as possible to minimize
voltage drop.
There are several types of relays. They can be normally open or normally closed. They may have an
internal electronic circuit to give special operating features. There are relays which can switch the work
circuit ON and OFF at timed intervals (flasher units). Other relay types are sensitive to current or
temperature. The relay cover usually gives information about the features of the relay. Brown relays are
normally open relays, blue ones are normally closed.
On the relay cover there are usually 4 or 5 terminal markings (see figure 10):
x 30: The input terminal is usually connected to the battery (positive)
x 85: The winding output terminal is usually connected to ground (control circuit)
x 86: The winding input terminal (control circuit)
x 87: The output terminal for normally closed contact (work circuit)
x 87a: The output terminal for normally open contact (work circuit)
Flasher units
Flasher units work automatically to interrupt and connect the flow of current (see figure 11). In the flasher
unit a heating element heats a bimetallic strip that bends, breaking the contact with the power supply.
When it cools down, the bimetallic strip once again makes contact and the cyclical process begins again.
SEZ55CAP9A-58 11
Page 16
Solenoid valves
The solenoid valves (see figure 12) work in much the same way as relays, except that the iron core of the
electromagnet is not fixed in place. As a result, the windings in the control circuit cause the iron core to
move. A solenoid is basically a winding around an iron core. In the center of the core there is a plunger
which is free to move through the core. When an electrical current passes through the winding, an
electromagnetic force is produced this causes the plunger to move through the core. If the current is
switched OFF, the force is stopped and the plunger is returned by a spring. The plunger is used for
example for the moving of a hydraulic spool or a mechanical lever.
SS12D188 12
Common faults of solenoid valves are a shorted (short circuit to ground) or broken (open circuit) winding,
as well as sticking internal component parts.
Proportional solenoid valves
Whenever it is necessary to provide proportional control of a solenoid valve, the principle of operation
called pulse width modulation (PWM) is used. The pulse width modulation uses a variable DC voltage
signal to control a solenoid valve. The voltage signal is pulsed ON and OFF many times a second at a
constant voltage level. The processors for a pulse width modulation contain transistors that are supplied
with a constant input voltage which is switched ON and OFF to achieve the variable voltage signal. With a
proportional solenoid valve (see figure 13) and an appropriate pulse width modulation for example the
hydraulic output flow is proportional to the average DC voltage. The lower average voltage allows the
proportional solenoid valve to operate with less residual magnetism and so the entire circuit will operate
smoother.
SS07A099 13
Page 17
The variable DC voltage signal is determined by varying the duration of the ON pulse relative to the OFF
pulse (see figure 14). The ratio between the ON time and the cycle time is called duty cycle and is stated
as a percentage of one complete cycle. The diagrams in column (A) show the voltage signal that is sent to
the solenoid valve (pulse width modulation). The diagrams in column (B) show the spring displacement of
the solenoid valve (appropriate to the solenoid valve opening). The diagrams in column (C) show the
reading on a voltmeter connected to the solenoid valve terminals (average DC voltage). The diagrams (1)
to (3) show the normal operating range of a proportional solenoid valve controlled by pulse width
modulation. Diagram (4) shows the behavior of the solenoid valve with a constant input voltage signal (full
opening). Diagram (1) shows the OFF position (no signal is directed to the solenoid valve). Increasing the
duty cycle causes the increase of the pressure in the hydraulic circuit, which results in a voltmeter reading
increase. Diagram (3) shows the maximum signal that is used during the normal activity of the solenoid
valve (its duty cycle is around 0.5).
SEZ55CAP9A-11 14
Page 18
Sensors
A sensor measures a physical quantity and converts it into a signal which can be read for example of an
electronic control unit. The relationship between the physical quantity and the output signal is a
characteristic of the sensor (see figure 15 for the example of a combined temperature and pressure
sensor).
Some sensor measurement principles and sensor examples:
x Resistive sensors: Potentiometer, thermistor, strain gauge (force sensor)
x Inductive sensors: Position encoder, speed sensor
x Magnetic field sensors: Hall-effect sensor (speed sensor, position sensor, or pressure sensor)
x Electrochemical sensors: Lambda sensor
x Capacitive sensors: Displacement sensor, pressure sensor
x Piezoelectric sensors: Piezoelectric accelerometer, strain gauge (force sensor)
x Electromagnetic waves: Radar sensor
SS06N022 15
Page 19
Temperature sensors
Temperature sensors are mostly resistive sensors (so called thermistors). A thermistor is a resistor that
significantly changes its resistance according to the temperature (see figure 16).
There are two groups of thermistors:
x The resistance of a thermistor with a negative temperature coefficient (NTC) decreases with
increasing temperature. These thermistors are often used as sensors to indicate the
temperature of fluids (e.g. engine coolant fluid).
x The resistance of a thermistor with a positive temperature coefficient (PTC) increases with
increasing temperature.
SS06N019 16
Pressure sensors
A pressure sensor measures mostly the pressure of gases or liquids. The pressure sensor (see figure 17)
generates an electrical signal as a function of the pressure imposed (e.g. oil pressure). A pressure sensor
can base on a piezoelectric, capacitive, or electromagnetic measurement principle.
SS06N027 17
Page 20
Speed sensors
A speed sensor measures the speed of a rotating object (e.g. wheel or shaft). A speed sensor can be
realized as a Hall-effect sensor (see figure 19) or as an inductive sensor (variable reluctance sensor, see
figure 18). Both sensor types operate contactless (no wear or friction). The variable reluctance sensor
(sometimes referred to as a mag pick up) consists of a permanent magnet, a ferromagnetic pole piece and
a magnetic pickup. A Hall-effect speed sensor consists of semiconductor elements and measures a
change in magnetic flux caused by a ferromagnetic gear.
SS06N021 18
For the measurement of the rotation speed of a shaft, both sensor types are located in the immediate
proximity of some kind of transmitter wheel (phonic wheel) which is attached to the shaft. The movement of
the transmitter wheel leads for both sensor types to a time-varying proportional sensor output voltage. The
sensor output voltage is transmitted to a control unit. The control unit converts the sensor output voltage
into an appropriate speed signal.
The advantages of the Hall-effect speed sensor:
x Measurement of very low speed (standstill detection)
x Wide temperature range
x Highly repeatable operation
SS07A088 19
Page 21
Water in fuel sensors

Water in fuel sensor indicates the presence of water in the fuel (see figure 20). The measurement principle
is based on the different electric conductivity of water and fuel. The water in fuel sensor is usually located
in the fuel filter.
SS06N020 20
Position sensors
A position sensor is a device that performs position measurement. A position sensor can be either a
relative position sensor (displacement sensor) or an absolute position sensor. There are linear, angular, or
multi-axis position sensors. A position sensor can base for example on a capacitive, an inductive, or a
resistive (rotary potentiometer, see figure 21) measurement principle.
SS07A102 21
Page 22
Fluid level sensors

A fluid level sensor can be realized as a resistive sensor. A resistive sensor variant operates by varying the
resistance through the movement of a float (like a potentiometer). An example is the fuel level sensor (see
figure 22).
x (1) and (4): Fuel pipes
x (2): Gauge body with the potentiometer
x (3): Float
SEZ55CAP9A-13 22
Page 23
WIRING HARNESSES - ELECTRICAL SCHEMATIC – SYMBOLS
Battery Fuse
Battery isolator Solenoid
Alternator Resistor
Potentiometer or sensor Diode
Relay LED (Light Emitting Diode)
Timer relay Motor
Electrical clutch Light
Speaker Connector pin
Horn Wire break arrow
Socket Ground connection
Switch
Page 24
DIGITAL INSTRUMENT CLUSTER – ICU3
NOTE: For tractors with AFS Pro displays some of

the displays and setting procedures vary. You can
find further information about this in the Operator’s
Manual for the AFS Pro display.
The instrument cluster (ICU) is offered in two
versions:
x Basic instrument cluster
x Instrument cluster with enhanced
keypad and performance display
The instrument cluster contains the following

displays and operating elements:
1. Analogue displays
2. Display and warning lights
3. Displays
4. Keypad
5. Acoustic warning device (positioned on
the reverse of the instrument cluster)
NOTE: Any operations, functions or applications

that are not described in the Service Manual can be
found in the Operator’s Manual.
SS10J173 1
Page 25
Analogue Displays
Coolant temperature gauge
The temperature display (1) indicates the temperature of the engine coolant. The temperature sensor in
the cylinder head delivers an analogue signal to the Engine Control Unit (ECU).
The analogue signal is digitalized by the Engine Control Unit (ECU) and sent to the instrument cluster
within a CAN message. The electronics in the instrument cluster converts the digital signal into an
analogue pointer movement via a step motor with an accuracy of ± 2 %. The indicator light (2) shows that
the temperature of the engine coolant is too high.
SS10J174 2
Display range +40 - +120 °C (104 - 248 °F)
Blue field (A) +40 - +60 °C (104 - 140 °F)
Green field (B) +61 - +109 °C (141.8 - 228.2 °F)
Red field (C) +110 - +120 °C (230 - 248 °F)
SS10J050 3
Page 26
Fuel level gauge

The fuel level gauge (1) indicates the total level of the fuel tank(s) and works only when the ignition switch
is in the “ON” position. If the quantity of fuel in the fuel tank falls below a critical value ( >215 Ω +/- 5 Ω )
the yellow warning light (2) illuminates in the display.
The fuel tank sensor in the fuel tank delivers an analogue signal directly to the instrument cluster so that
the pointer is moved via a step motor with an accuracy of ± 2 %.
SS10J175 4
SS10J176 5
Page 27
Display & Warning Lights

The colored lights provide operating information or give warning of system malfunction. When an indicator
light illuminates it may be accompanied by a warning symbol appearing, messages on the display and an
acoustic alarm.
NOTE: Directly after turning on the ignition switch the electrical equipment performs a self-diagnosis and
all of the indicator and warning lights briefly light up.
NOTE: For tractors with CVT transmissions the indicator lights for Auto Transport mode and Auto Field
mode are not required and are therefore not switched on during the self-test.
SS10J052 6
Page 28
Signal
Symbol Description
CAN Ground +12V
Left flashing indicator light. The indicator light flashes together

with the turn signal on the left-hand side of the tractor. An
*A-
intermittent warning signal is heard when the turn signal is not
062
switched off after 60 s (for moving tractor) or after 5 min (for
stationary tractor).
Turn signal indicator light for trailer 1. The indicator light flashes
*A-
together with the turn signal of the tractor or the trailer, if a trailer
062
is attached.
*A-
together with the turn signal of the tractor or the trailer, if a second
062
trailer is attached.
Right flashing indicator light. The indicator light flashes together

with the turn signal on the right-hand side of the tractor. An
*A-
062
Main beam headlights. The indicator light illuminates when the

*K-
main beam headlights are switched on or the Follow me home
029
lights are activated.
Parking lights. The indicator light illuminates after the tractor lights *K-
are switched on. 004
Alternator indicator light. The indicator light illuminates when the *G-
alternator is no longer charging while the engine is running. 002
Fast steering control. The green indicator light shows that the fast Fast
steering control is activated (ON/OFF switch in the “ON” position). steering
Front axle suspension. The indicator light shows that the front
axle suspension is in the locked position (suspension UCM
deactivated).
Four-Wheel Drive (4WD). The indicator light illuminates when the

Four-Wheel Drive (4WD) is activated.
Note: In the automatic Four-Wheel Drive mode this indicator light UCM
flashes when the Four-Wheel Drive (4WD) is automatically
deactivated.
Fast steering control. The yellow indicator light shows that the fast Fast
steering is activated by pressing the steering wheel ring. steering
Differential lock. The indicator light shows that the differential lock
is activated.
UCM
Note: In the automatic differential lock mode this indicator light
flashes when the differential lock is automatically deactivated.
Page 29
Signal
Symbol Description
CAN Ground +12V
The indicator light illuminates when the Auto Transport mode is

switched on. For tractors with CVT transmissions the indicator UCM
light is not required.
The indicator light illuminates when the Auto Field mode is

switched on. For tractors with CVT transmissions the indicator UCM
light is not required.
Constant engine speed (CES). The indicator light illuminates

UCM
when the constant engine speed (CES) is activated.
Engine power management. The indicator light illuminates when

UCM
the increase engine power is activated.
Exhaust brake. The indicator light illuminates when the exhaust

ECU
brake is actuated.
Heating flange. The indicator light illuminates when the cold start
ECU
aid is activated.
Front Power Take-Off (PTO). The indicator light illuminates when

UCM
the front Power Take-Off (PTO) is switched on.
Automatic front Power Take-Off (PTO). The indicator light

illuminates when the automatic front Power Take-Off (PTO) is
switched on. The indicator light flashes each time the attached UCM
implement is lifted off and the Power Take-Off (PTO) is switched
off.
Rear Power Take-Off (PTO). The indicator light illuminates when

UCM
the rear Power Take-Off (PTO) is switched on.
Automatic rear Power Take-Off (PTO). The indicator light

illuminates when the automatic rear Power Take-Off (PTO) is
switched on. The indicator light flashes each time the attached
implement is lifted off and the Power Take-Off (PTO) is switched UCM
off. When the attached implement is lowered to the work position
and the Power Take-Off (PTO) is switched on, the light ceases to
flash and remains on.
Parking brake/Electronic parking brake (EPL). The indicator light

illuminates when the ignition switch is in the “ON” position and the
parking brake/Electronic parking brake (EPL) is applied. If the
driver turns off the ignition switch or leaves the operator seat *S-
EPL
without applying the handbrake/Electronic parking brake (EPL), a 030
warning symbol is shown on the transmission display and flashes,
a warning signal sounds for 10 s or until the handbrake is
engaged.
Page 30
Signal
Symbol Description
CAN Ground +12V
Trailer brake (Italy). If the warning light illuminates, it indicates

that the oil pressure in the hydraulic trailer brake equipment is too
low <10 bar (145 psi). Stop the tractor and determine the cause.
*S-
NOTE: Even if the handbrake/Electronic parking brake (EPL) is
027
engaged, the light illuminates as there is also no pressure in the
*S-
trailer brake circuit.
053
Air brake systems. If the warning light illuminates, it indicates that
the pressure in the air brake system is fallen under 4.5 bar (65.3
psi). Stop the tractor and determine the cause.
Engine oil pressure. The indicator light illuminates when the

engine oil pressure falls below the safe limit value while the ECU
engine is running.
Brake fluid supply/Electronic parking brake (EPL). The indicator

light illuminates when there is too little brake fluid in the supply *S-029
container or an Electronic parking brake (EPL) fault occurs.
Red Stop light. If the Stop light illuminates, you must immediately
stop the tractor and determine the cause. As confirmation that a
ICU
malfunction has been recorded a warning symbol appears in one
of the displays.
Electro Hydraulic Remote (EHR) valves. The indicator light

illuminates when one or more Electro Hydraulic Remote (EHR) UCM
valves are activated.
Yellow warning light. In addition to this warning light, a warning

symbol lights up in one of the displays. Stop the tractor and ICU
determine the cause.
* Component description in the circuit diagram
Page 31
Displays
In the instrument cluster a comprehensive range of operating information is supplied on two displays. The
displays can be configured such that the information is shown in one of four modes:
x British units with symbols
x US units with symbols
x Metric units with symbols
x Metric units with symbols and text
Transmission display
The information provided in the transmission display depends on the transmission that is installed in the
tractor. If required, the transmission display also shows the necessary measures to take in the case of a
warning.
Function display
The lower display is divided into two areas and provides detailed information about the operation of the
tractor, as shown below. The position and the number of the displays available on the screen depends on
the screen configuration, as described in the Operator’s Manual.
UPPER SCREEN AREA (1)
x Engine oil pressure
x Power Take-Off (PTO) speed
x Engine hours operated
SS10J056 7
Page 32
Lower Screen Area (2)

x Rear or front Power Take-Off (PTO) speeds (if equipped with front PTO)
x Position of the rear or front hitch (if equipped with front hitch)
x Position of the rear or front hitch (if equipped with front hitch)
x Climate control (if equipped)
x Headland turn management (if equipped)
x Wheel slip (if equipped)
x Area accumulator (if equipped)
x Odometer (if equipped)
x Work time forecaster
x Engine hours operated
x Battery voltage
x Air brake pressure (if equipped)
x Engine oil pressure
x DEF Tank Temperature
x Service reminder
When calibrations or program details are called up, or if a visual warning or a fault code is shown, the
whole function display is used to show these details.
Keypad
Changes to settings and values in the digital displays are carried out using the keypad below the displays.
Page 33
Basic keypad
1. Combine-function, engine oil pressure and air brake pressure:
Press this button repeatedly to switch between the reading values for the engine oil pressure
and air brake pressure for the trailer.
2. Upwards or increase value button:
Press this button to move the screen cursor upwards or to increase the value of a diagram.
3. Combine-function, Power Take-Off (PTO) speed and hitch position:
Press this button repeatedly to switch between the displays for the rear Power Take-Off
(PTO) speed and the rear hitch position or the front Power Take-Off (PTO) speed and the
front hitch position (if equipped).
4. Downwards or decrease value button:
Press this button to move the screen cursor downwards or to decrease the value of a
diagram.
5. Reset button:
Press this button to reset fault messages, program details and diagnosis modes.
6. Timer for Electro Hydraulic Remote (EHR) valves:
Press this button to display the timer settings.
7. Automatic Temperature Control (ATC) settings:
Press this button to display the settings for the Automatic Temperature Control (ATC).
8. Combine-function:
Press this button to call up the service intervals or to display the engine hours.
9. Combine-function, input and exit button:
Pressing this button for three seconds calls up the settings menu. By pressing and holding
this button when the ignition switch is switched off, and then switching on the ignition switch,
you enter the configuration menu. Press this button briefly to exit the configuration menu or
the settings menu.
BRK5804J 8
NOTE: For all other operating and function description please use the Operator’s Manual.
Page 34
Page Left Blank
Page 35
Enhanced keypad
The enhanced keypad consists of numerous buttons that the driver uses to call up, control and program
various tractor functions and screen masks for the displays. Many settings and programming steps are
carried out using the buttons 1, 2, 3, 14 and 15. Press the described buttons to obtain the corresponding
display. A symbol appears in the display to confirm the function selected.
1. Downwards or decrease value button:
Press this button to move the screen cursor downwards or to decrease the value of a
diagram.
2. Upwards or increase value button:
Press this button to move the screen cursor upwards or to increase the value of a diagram.
3. Configuration button 2 is used in connection with button (15). It is used for various
applications that are shown on the lower right-hand or left-hand edge of the screen.
4. Slip control:
Press this button to display the wheel slip in the display. Two characteristic values are shown:
the programmed slip limit and the current wheel slip. They are shown as percentages (%)
(only with radar).
5. Reset button:
Press this button to reset fault messages, program details and diagnosis modes.
BRK5804H 9
6. Combine-function, Power Take-Off (PTO) speed and hitch position:

Press this button repeatedly to switch between the displays for the rear Power Take-Off
(PTO) speed and the rear hitch position or the front Power Take-Off (PTO) speed and the
front hitch position (if equipped).
Page 36
7. Area accumulator:
The total processed area is displayed either in hectares or acres, depending on the unit
selected.
Area/hour forecaster:
The area/hour symbol is shown together with the forecast area/hour while retaining the
current work output.
8. Settings for the Electro Hydraulic Remote (EHR) valves:

Press this button to display the function of the Electro Hydraulic Remote (EHR) valves.
9. Odometer:
The odometer shows the distance covered in kilometers or miles depending on the unit
selected. Press it repeatedly to toggle between displays 1 and 2.
10. Automatic Temperature Control (ATC) settings:

Press this button to display the settings for the Automatic Temperature Control (ATC).
11. Combine-function:
Press this button to call up the service intervals or to display the engine hours.
12. Press this button to show the processed area for the tractor in the function display.
13. Combine-function, engine oil pressure and air brake pressure:

Press this button repeatedly to switch between the reading values for the engine oil pressure
and air brake pressure for the trailer.
14. Combine-function, input and exit button:

Pressing this button for three seconds calls up the settings menu. By pressing and holding
this button when the ignition switch is turned off, and then switching on the ignition switch, you
enter the configuration menu. Press this button briefly to exit the configuration menu or the
settings menu.
15. Configuration button 1 is used in connection with button (3) and is used for various
applications that are shown on the lower right-hand or left-hand edge of the screen.
Page 37
DIGITAL INSTRUMENT CLUSTER – ACOUSTIC AND VISUAL W ARNINGS

Acoustic Warnings
In addition to the illumination of a warning light an acoustic signal can be switched on. Depending on the
seriousness of the malfunction, one of the following warning signals sounds.
Critical warning signal
A continuous intermittent warning signal sounds and the red warning light (1) illuminates. The tractor must
be stopped immediately. The warning signal sounds until the malfunction is repaired or the engine is
switched off.
Non-critical warning signal
An intermittent warning signal sounds for 3 s and the yellow warning light (2) illuminates. A failure or a fault
has occurred but the operator can continue the work. The fault should be removed as soon as possible.
BRK5837J 1
Safety and general warning signal

A continuous warning signal sounds if the operator tries to carry out an impermissible operation, such as
driving the tractor with an engaged parking brake.
Action required for warning signal
Two short warning signals sound within 1 s to inform the operator that a certain action is required. The
acoustic warning signal sounds only once.
Parking light warning signal
A short pulse warning signal sounds when the parking lights are switched on while turning off the engine.
Acoustic signal buttons
Each time a button in the keypad is pressed an acoustic signal sounds. This function can be deactivated if
necessary.
Page 38
NOTE: The warning signals are described in detail in the table of acoustic signals.
Acoustic signals
Non- Action Safety/ Parking

Critical Acoustic signal
critical required General light
As long as the
As long as the
fault is active or
Duration 3s 1s situation exists or 4s
for a limited
for a limited period
period
100 ms
ON
200 ms ON
100 ms 250 ms 200 ms
200 ms OFF
Signal type OFF ON Permanent signal ON One brief signal
200 ms ON
for 1 s 100 ms 250 ms ( 1000 ms ) 800 ms for each press of
200 ms OFF
ON OFF OFF the button
200 ms ON
700 ms
OFF
Frequency
- 2.5 Hz 2 Hz - 1 Hz
(period)
Pulse
- 50 % 50 % 100 % 20 %
repetition
Visual Warnings
Fault codes and warning symbols
The highly developed electronics of the tractor records the occurrence of a malfunction or a fault in the
important functional areas of engine, transmission, brakes, front axle, electrical system and hydraulics. If a
malfunction or a fault occurs the respective symbol and the fault code are shown on the displays.
BRK5857J 2
Page 39
Critical and non-critical warning symbols

In addition to previously described fault codes, the displays also show warning symbols. These symbols
are accompanied by a red warning light (1) illuminating for critical malfunctions or a yellow warning light (2)
illuminating for non-critical malfunctions.
The symbols for the critical malfunctions and the red warning light (1) remain on the display until the tractor
is stopped and the malfunction is removed. For non-critical malfunctions symbols can appear together with
the yellow warning light (2) before the display shows the previous work screen again.
BRK5837J 3
The yellow warning light continues to illuminate. If the malfunction is not present for a longer period of time,
the yellow warning light disappears. The fault code no longer appears. The fault memory stores the fault
code. Non-critical warnings can be deleted from the display by pressing the Reset button (1), but they
reappear on the display at regular intervals of 10 - 60 min (depending on the seriousness of the fault). All
fault messages should be removed as soon as possible.
NOTE: All of the warning symbols are explained below.
SS10K026 4
Page 40
Warning and advisory symbols

The displays can show a large number of different advisory symbols or /warning symbols. These symbols
are grouped into four main categories:
System fault
1. System fault symbols refer to an electrical or mechanical malfunction in one or more of the
tractor's main components. In some cases additionally a four digit or a five digit fault code can
also appear.
BRK5857J 5
Warning
2. Warning symbols advise of a fault that is critical to the operation of the tractor. Stop the tractor
as soon as possible, determine the cause and remove the fault.
BRK5857B 6
Advisory symbol
3. Advisory symbols indicate faults that are not critical to the operation of the tractor, but should
not be ignored. Take appropriate measures where necessary.
BRK5857C 7
Page 41
Maintenance
4. Maintenance symbols indicate to the operator that there is a concern that relates to the basic
functions of the tractor, such as water in the fuel or a blocked air filter etc.
SS10K025 8
FAULT CODE DISPLAY SYMBOLS
Engine fault occurs.

(Symbol with fault code 3000)
Transmission fault occurs.

Rear hitch (EDC) fault occurs.

Front hitch fault occurs.

Suspended front axle fault occurs.

Electro Hydraulic Remote (EHR) valve fault occurs.

Electro Hydraulic Remote (EHR) valve – Front implement fault occurs.

Four-Wheel Drive (4WD) fault occurs.

Power Take-Off (PTO) fault occurs.

Front Power Take-Off (PTO) fault occurs.

Page 42
Differential lock fault occurs.

Universal controller (UCM) fault occurs.

13_ _ _
(Only fault code 13000 is displayed)
Selective Catalytic Reduction (SCR) / (DEF/AdBlue®) fault occurs.

Armrest control unit (ARU) fault occurs.

18_ _ _
Fast steering fault occurs.

Instrument cluster (ICU) fault occurs.

Automatic Temperature Control (ATC) fault occurs.

Electronic parking brake (EPL) fault occurs.

ABBREVIATIONS
ARU Armrest control unit (ARU)
ATC Automatic Temperature Control (ATC)
CAN Controller Area Network (CAN)
EDC Electronic Draft Control (EDC)
EPL Electronic parking brake (EPL)
Fast steering Fast steering
ICU Instrument cluster (ICU)
PTO Power Take-Off (PTO)
SCR Selective Catalytic Reduction (SCR)
UCM Universal controller (UCM)
Page 43
ANALOG-DIGITAL INSTRUMENT CLUSTER (ADIC)

NOTE: For tractors with IntelliView™ displays some of the displays and setting procedures vary. You can
find further information about this in the Operator’s Manual for the IntelliView™ display.
The instrument cluster (ADIC) is offered in two versions:
x Basic instrument cluster
x Instrument cluster with additional keypad
SS10K027 1
The instrument cluster contains the following displays and operating elements:
1. Engine speed display 2. Fuel display
3. Engine temperature displays 4. Indicator light field (left)
5. Indicator light field (right) 6. Dot Matrix Display (DMD)
Liquid Crystal Display (LCD) for Central Liquid Crystal Display (LCD) for various
7. 8.
travelling speed functions
Liquid Crystal Display (LCD) for

9. 10. Pushbutton (dimmer)
DEF/AdBlue®
11. Pushbutton (h) H-menu navigation 12. Pushbutton (m) H-menu navigation
Acoustic warning device (positioned on the reverse of

13. Additional keypad 14.
the instrument cluster)
NOTE: Any operations, functions or applications that are not described in the Service Manual can be found
in the Operator’s Manual.
Page 44
Analogy Displays
Engine speed display
The engine speed (1) is displayed in revolutions per minute x100. The engine speed sensor on the
crankshaft delivers an analogue signal to the Engine Control Unit (ECU).
analogue pointer movement via a step motor.
SS10K028 2
Coolant temperature gauge

The temperature display (1) indicates the temperature of the engine coolant. The temperature sensor in
the cylinder head delivers an analogue signal to the Engine Control Unit (ECU).
analogue pointer movement via a step motor with an accuracy of ± 2 %.
SS10K029 3
Display range +40 - +120 °C (104 - 248 °F)
Blue field (A) +40 - +60 °C (104 - 140 °F)
Green field (B) +62 - +108 °C (143.6 - 226.4 °F)
Red field (C) +109 - +120 °C (228.2 - 248 °F)
Page 45
SS10K030 4
Fuel level gauge

The fuel level gauge (1) indicates the total level of the fuel tank(s) and works only when the ignition switch
is in the “ON” position. If the quantity of fuel in the fuel tank falls below a critical value ( >215 Ω +/- 5 Ω )
the yellow warning light (2) illuminates in the display.
The fuel tank sensor in the fuel tank delivers an analogue signal directly to the instrument cluster so that
the pointer is moved via a step motor with an accuracy of ± 2 %.
SS10K031 5
SS10K032 6
Page 46
Indicator & Warning Lights

The colored lights provide operating information or give warning of system malfunction. When an indicator
light illuminates it may be accompanied by a warning symbol appearing, messages on the Dot Matrix
Display (DMD) and an acoustic alarm.
NOTE: Directly after turning on the ignition switch the electrical equipment performs a self-diagnosis and
all of the indicator and warning lights briefly light up.
Signal
Symbol Description
CAN Ground +12V
Left flashing indicator light. The indicator light flashes together

with the turn signal on the left-hand side of the tractor. An
*A-
062
*A-
together with the turn signal of the tractor or the trailer, if a trailer
062
is attached.
*A-
together with the turn signal of the tractor or the trailer, if a second
062
trailer is attached.
Right flashing indicator light. The indicator light flashes together

with the turn signal on the right-hand side of the tractor. An
*A-
062
Main beam headlights. The indicator light illuminates when the

*K-
main beam headlights are switched on or the Follow me home
029
lights are activated.
Parking lights. The indicator light illuminates after the tractor lights *K-
are switched on. 004
Fuel tank reserve. The indicator light illuminates when the fuel
ADIC
tank reserve is reached.
Alternator indicator light. The indicator light illuminates when the *G-
alternator is no longer charging while the engine is running. 002
Fast steering control. The green indicator light shows that the fast Fast
steering control is activated (ON/OFF switch in the “ON” position). steering
Front axle suspension. The indicator light shows that the front
axle suspension is in the locked position (suspension UCM
deactivated).
Four-Wheel Drive (4WD). The indicator light illuminates when the

Four-Wheel Drive (4WD) is activated. UCM
Note: In the automatic Four-Wheel Drive mode this indicator light
flashes when the Four-Wheel Drive (4WD) is automatically
Page 47
Signal
Symbol Description
CAN Ground +12V
deactivated.
Fast steering control. The yellow indicator light shows that the fast Fast
steering control is activated by pressing the steering wheel ring. steering
Differential lock. The indicator light shows that the differential lock
is activated.
UCM
Note: In the automatic differential lock mode this indicator light
flashes when the differential lock is automatically deactivated.
“Forwards” direction of travel. The indicator light illuminates when

the tractor is moving forwards and flashes when the direction of UCM
travel is preselected.
“Reverse” direction of travel. The indicator light illuminates when

the tractor is moving backwards and flashes when the direction of UCM
travel is preselected.
"Neutral" gear. The indicator light illuminates when the

UCM
transmission is not engaged.
Constant engine speed (CES). The indicator light illuminates

UCM
when the constant engine speed (CES) is activated.
Engine power management. The indicator light illuminates when

UCM
the increase engine power is activated.
Exhaust brake. The indicator light illuminates when the exhaust

UCM
brake is actuated.
Heating flange. The indicator light illuminates when the cold start
ECU
aid is activated.
Automatic front Power Take-Off (PTO). The indicator light

illuminates when the automatic front Power Take-Off (PTO) is
off.
Automatic rear Power Take-Off (PTO). The indicator light

illuminates when the automatic rear Power Take-Off (PTO) is
off. When the attached implement is lowered to the work position
and the Power Take-Off (PTO) is switched on, the light ceases to
Page 48
Signal
Symbol Description
CAN Ground +12V
flash and remains on.
Parking brake/Electronic parking brake (EPL). The indicator light

illuminates when the ignition switch is in the “ON” position and the
parking brake/Electronic parking brake (EPL) is applied. If the
driver turns off the ignition switch or leaves the operator seat *S-
EPL
without applying the handbrake/Electronic parking brake (EPL), a 030
warning symbol is shown on the Dot Matrix Display (DMD) and
flashes, a warning signal sounds for 10 s or until the handbrake is
engaged.
Trailer brake (Italy). If the warning light illuminates, it indicates

that the oil pressure in the hydraulic trailer brake equipment is too
low <10 bar (145 psi). Stop the tractor and determine the cause.
*S-
NOTE: Even if the handbrake/Electronic parking brake (EPL) is
027
engaged, the light illuminates as there is also no pressure in the
*S-
trailer brake circuit.
053
Air brake systems. If the warning light illuminates, it indicates that
the pressure in the air brake system is fallen under 4.5 bar (65.3
psi). Stop the tractor and determine the cause.
Engine oil pressure. The indicator light illuminates when the

engine oil pressure falls below the safe limit value while the ECU
engine is running.
Brake fluid supply/Electronic parking brake (EPL). The indicator

light illuminates when there is too little brake fluid in the supply *S-029
container or an Electronic parking brake (EPL) fault occurs.
Red Stop light. If the Stop light illuminates, you must immediately
stop the tractor and determine the cause. As confirmation that a
ADIC
malfunction has been recorded a warning symbol appears in the
Dot Matrix Display (DMD).
Yellow warning light. In addition to this warning light, a warning

symbol lights up in the Dot Matrix Display (DMD). Stop the tractor ADIC
and determine the cause.
* Component description in the circuit diagram
Page 49
DOT MATRIX DISPLAY (DMD) AND LIQUID CRYSTAL DISPLAYS (LCD)

The instrument cluster (ADIC) contains three Liquid Crystal Displays (LCD) and one Dot Matrix Display
(DMD) which provide a comprehensive range of operating information. The displays can be configured in
the SETUP MENU such that the information is shown in various units km/h or mph.
Liquid Crystal Display (LCD) for travelling speed
The travelling speed display shows exclusively the travelling speed in kilometers per hour (km/h) or miles
per hour (mph).
SS10K033 7
Liquid Crystal Display (LCD) for DEF/AdBlue®

The LCD for DEF/AdBlue® shows only the symbol for AdBlue and the tank level of 0 - 100 %.
SS10K034 8
Central Liquid Crystal Display (LCD) for various functions

In the central display the following displays can be called up by pressing the various function buttons on
the additional keypad or with the Cal/Sel switch:
x Rear Power Take-Off (PTO) speeds
x Front Power Take-Off (PTO) speeds (if equipped with PTO)
x Position of the rear hitch
x Position of the front hitch (if equipped with front hitch)
x Wheel slip (if equipped with wheel slip)
SS10K035 9
Page 50
Dot Matrix Display (DMD)

When calling up calibrations, program details, fault codes or if a visual warning is shown, the entire Dot
Matrix Display (DMD) is used to show these details.
SS10K036 10
BUTTON FUNCTIONS FOR THE ADDITIONAL KEYPAD

The additional keypad consists of 16 buttons that the driver uses to call up, control and program the
various tractor functions and screen masks on the Dot Matrix Display (DMD) and central Liquid Crystal
Display (LCD). The buttons 5, 6, 10 and 11 are used for configuring and programming numerous functions
on the additional keypad.
BRE1455B 11
1. Operating hours button:

Press this button to display the engine hours on the Dot Matrix Display (DMD).
2. Odometer button:
The odometer shows the distance covered in kilometers or miles on the Dot Matrix Display
(DMD), depending on the unit selected for the travelling speed. There are two odometers
available:
Counter number 1
Counter number 2
3. Engine oil pressure button:
Press this button to display the engine oil pressure bar graph on the Dot Matrix Display
(DMD).
4. Service interval display button:
The button for the service interval display calls up two different levels of notification, called
"HEAVY" and "LIGHT".
Page 51
5. Menu/Enter button:
Press this button to select the configuration and programming modes.
6. Upwards and value entry button:
Press this button several times to scroll upwards through a menu on the Dot Matrix Display
(DMD) or select another number.
7. Power Take-Off (PTO) speed button:
Press this button once to display the speed of the rear Power Take-Off (PTO) on the central
Liquid Crystal Display (LCD). Press the button again and hold for 3 s to show the speed of the
front Power Take-Off (PTO) (where fitted).
8. Wheel slip button:
The wheel slip is shown as a two-digit percentage (%) (only with radar).
9. Lift height button:
Press the button once to display the rear hitch position or hold for 3 s to show the front hitch
position (where fitted). The display shows a figure between 0 (fully lowered) and 100
(maximum raised position).
10. Exit/Cancel button:
Press this button to exit or cancel the configuration and programming modes.
11. Downwards and number selection button:
Press this button several times to scroll downwards through a menu or select another number
in the Dot Matrix Display (DMD).
12. Battery voltage button:
If this button is pressed when the engine is running the battery symbol and the battery voltage
is shown as a numerical value on the Dot Matrix Display (DMD).
13. Air pressure of the trailer brake equipment button:
Press this button to show the bar graph of the trailer brake equipment air pressure on the Dot
Matrix Display (DMD).
14. Total area button:
The total processed area is displayed either in hectares or acres on the Dot Matrix Display
(DMD), depending on the unit selected for the travelling speed.
15. Area/hour button:
Press this button to show the area/hour symbol, together with a forecast of the area that will
be processed in one hour if the current rate of work is continued.
NOTE: If the optional radar is not installed, the area per hour is calculated using the axle
speed, and due to the wheel slip may therefore be inaccurate.
16. Function display for the auxiliary control units (EHR):

A bar graph on the display shows the flow through each valve as a percentage (%), the
direction of cylinder movement (extend or retract) and the number of the respective valve R1,
R2, R3, R4, R5, FR1, FR2, FR3, FR4.
NOTE: For all other operating and function descriptions please use the Operator’s Manual.
Page 52
ABBREVIATIONS
ADIC Instrument cluster (ADIC)
CAN Controller Area Network (CAN)
CES Constant engine speed (CES)
DMD Dot Matrix Display (DMD)
ECU Engine Control Unit (ECU)
EHR Electro-Hydraulic Remote (EHR) valve
Fast steering Fast steering
IntelliView Display (on the armrest)
LCD Liquid Crystal Display (LCD)
Page 53
ANALOG-DIGITAL INSTRUMENT CLUSTER (ADIC) - ACOUSTIC AND VISUAL WARNINGS

Acoustic Warnings
In addition to the illumination of a warning light an acoustic signal can be switched on. Depending on the
seriousness of the malfunction, one of the following warning signals sounds.
Critical warning signal
A continuous, intermittent warning signal sounds and the red warning light (1) illuminates. The tractor must
be stopped immediately. The warning signal sounds until the malfunction is repaired or the engine is
switched off.
Non-critical warning signal
An intermittent warning signal sounds for 3 s and the yellow warning light (2) illuminates. A failure or a fault
has occurred but the operator can continue the work. The fault should be removed as soon as possible.
SS10K042 1
Safety and general warning signal

A continuous warning signal sounds if the operator tries to carry out an impermissible operation, such as
driving the tractor with an engaged parking brake.
Action required for warning signal
Two short warning signals sound within 1 s to inform the operator that a certain action is required. The
acoustic warning signal sounds only once.
Parking light warning signal
A short pulse warning signal sounds when the parking lights are switched on while turning off the engine.
Acoustic signal buttons
Each time a button in the keypad is pressed an acoustic signal sounds. This function can be deactivated if
necessary.
Page 54
NOTE: The warning signals are described in detail in the table of acoustic signals.
Acoustic signals
Non- Action Safety/ Parking
Critical Acoustic signal
critical required General light
As long as the
As long as the
fault is active or
Duration 3s 1s situation exists or 4s
for a limited
for a limited period
period
100 ms
ON
200 ms ON
100 ms 250 ms 200 ms
200 ms OFF
Signal type OFF ON Permanent signal ON One brief sound
200 ms ON
for 1 s 100 ms 250 ms ( 1000 ms) 800 ms for each press of
200 ms OFF
ON OFF OFF the button
200 ms ON
700 ms
OFF
Frequency
- 2.5 Hz 2 Hz - 1 Hz
(period)
Pulse
- 50 % 50 % 100 % 20 %
repetition
Visual Warning
Fault codes and warning symbols

The highly developed electronics of the tractor records the occurrence of a malfunction or a fault in the
important functional areas of engine, transmission, brakes, front axle, electrical system and hydraulics. If a
malfunction or a fault occurs, the respective symbol and the fault code appear in the Dot Matrix Display
(DMD).
NOTE: All of the warning symbols are explained below.
Page 55
Critical and non-critical warning symbols

In addition to the previously described fault codes, the displays also show warning symbols. These
symbols are accompanied by a red warning light (1) illuminating for critical malfunctions or a yellow
warning light (2) illuminating for non-critical malfunctions.
The symbols for critical malfunctions and the red warning light (1) remain on the display until the tractor is
stopped and the malfunction is removed. For non-critical malfunctions symbols can appear together with
the yellow warning light (2) before the display shows the previous work screen again. The yellow warning
light continues to illuminate. If the malfunction is not present for a longer period of time, the yellow warning
light disappears. The fault code no longer appears. The fault memory stores the fault code.
SS10K043 2
Non-critical warnings that are active, but do not appear on the display, are available via the SETUP MENU:
Activate the ignition switch. Press and hold the Enter button (3). The SETUP MENU appears on the DMD.
Release the Enter button.
Now press the Up button (4) briefly until the non-critical warning symbol (5) appears. Now press the Enter
button (3) again to display the fault.
SS10K044 3
If more than one fault is present, the several symbols appear one after the other on the display with the
corresponding fault code.
After displaying the fault symbols, the display reverts back by default to the active warning symbol (5).
Press the Exit/Cancel button (6) to return to the original display.
All fault warnings should be removed as soon as possible.
SS10K045 4
Page 56
Warning and advisory symbols

There are a number of advisory symbols or warning symbols that can appear on the Dot Matrix Display
(DMD). These symbols are grouped into four main categories:
System fault
1. The system fault symbols refer to an electrical or mechanical malfunction in on or more of the
tractor’s main components. In some cases additionally a four digit or a five-digit fault code can
also appear.
SS10K046 5
Warning
2. Warning symbols advise of a fault that is critical for the operation of the tractor. Stop the
tractor as soon as possible, determine the cause and remove the fault.
SS10K047 6
Advisory symbol
3. Advisory symbols indicate faults that are not critical to the operation of the tractor, but should
not be ignored. Take appropriate measures where necessary.
SS10K048 7
Page 57
Maintenance
4. Maintenance symbols indicate to the operator that there is a concern that relates to the basic
functions of the tractor, such as water in the fuel or a blocked air filter etc.
SS10K049 8
FAULT CODE DISPLAY SYMBOLS
Engine fault occurs.

Transmission fault occurs.

Rear hitch (EDC) fault occurs.

Front hitch fault occurs.

Suspended front axle fault occurs.

Electro Hydraulic Remote (EHR) valve fault occurs.

Electro Hydraulic Remote (EHR) valve – Front implement fault occurs.

Four-Wheel Drive (4WD) fault occurs.

Power Take-Off (PTO) fault occurs.

Front Power Take-Off (PTO) fault occurs.

Page 58
Differential lock fault occurs.

Universal controller (UCM) fault occurs.

13_ _ _
Selective Catalytic Reduction (SCR) / (DEF/AdBlue®) fault occurs.

Armrest control unit (ARU) fault occurs.

18_ _ _
Fast steering fault occurs.

Instrument cluster (ADIC) fault occurs.

Automatic Temperature Control (ATC) fault occurs.

Electronic parking brake (EPL) fault occurs.

ABBREVIATIONS
ADIC Instrument cluster (ADIC)
EDC Electronic Draft Control (EDC)
Page 59
ELECTRICAL SYSTEM SWB SPS, FPS, & CVT
General specification
Description All Models

Alternator ISKRA 12 V *120/150 A (optional 150/200 A)
Battery Minimum maintenance 12 V 176 Ah (1300 cca)
Starting motor Positive engagement, solenoid operated
ISKRA 12 V 4.2 kW - geared reduction
Cold starting aid Inlet manifold grid heater ( 80 A) and optional fuel heater
* 120 A Standard on tractors with Semi power / Full power shift transmission.
150 A Standard on tractors with CVT transmission.
Page 60
ELECTRICAL SYSTEM LWB FPS & CVT
General specification
Description All Models

Alternator ISKRA 12 V 150 A (optional 200 A)
Battery Minimum maintenance 12 V 176 Ah (1300 cca)
Starting motor Positive engagement, solenoid operated
ISKRA 12 V 4.2 kW - geared reduction
Cold starting aid Inlet manifold grid heater ( 80 A) and optional fuel heater
Page 61
MAJOR GROUND LOCATIONS - PUMA
Starter Behind Right-Hand Under Right Rear Access

Console Access Cover Cover, Behind Seat
Right Rear Cab Outside
Additional ground
above headliner,
near RH front post.
Intake Manifold Right Rear Axle Housing
Note: These are major grounding points. Depending on tractor options and
configurations there are more grounding points.
Page 62
MAJOR GROUND LOCATIONS – T7
Starter Behind Right-Hand Under Right Rear Access

Console Access Cover Cover, Behind Seat
Right Rear Cab Outside
Additional ground
above headliner,
near RH front post.
Intake Manifold Right Rear Axle Housing
Note: These are major grounding points. Depending on tractor options and
configurations there are more grounding points.
Page 63
CONTROLLER LOCATIONS
Keypad - T7
ADIC T7
EDC 17 CV41
Engine Controller
ICU3 Puma
Front EHR
(a/k/a: mid-mount)
Armrest
Controller (LC)
ATC
(ATC) Fast Steer
(KA)
Universal
Controller (U1)
NAV2
Controller
TECU
(OA)
Electronic Park
Lock (XA)
Rear EHRs
(1, 2, 3, 4, or 5)
Page 64
EXTERNAL TERMINATOR
Secondary Transmission Connector

Can Bus X910
Terminator
Top of transmission, toward RH side, behind steps,

terminator is installed on units WITHOUT mid-mount EHRs
Page 65
CAB POWER ELECTRICAL CONNECTORS

1) 15 amp screw terminals
x Single-pin Red - 12V Positive (in cab)
o P/N 82003171
Mating Connector: Screw terminal
x Single-pin Black - 12V Ground (in cab)
o P/N 82003172
Mating Connector: Screw terminal
2) 7-pole ISO 11786 implement socket (with P Monitor + radar, in cab)
x 7-pin ISO/Din Connector *
o P/N 87345189
3) 30 amp 3-pin, Battery/Key/Ground (in cab and back of cab)
o P/N 87683738
Mating connector: 86511459 w/harness
4) Cigarette lighter/auxiliary socket (cell phone or cooler box)
5) 8-10 amp single pole, key switched (in cab)
o P/N: 82002966
Mating connector: 86508819
6) 4-pin - 2 Key/2 Ground (Back of cab - Older units)
o P/N: 83982634
Not shown:
x In-cab Electronic Service Tool Connection
x Single-pin 8-10 Amp (Rotary Beacon)
o P/N: 87546419
x 4-pin to 3-pin w/harness (Parts bag on older units ) *
o P/N: 82015690
Mating connector: 86511459 w/harness
x 7-pin Trailer Socket (Back of cab)
o P/N: 82001021
* Review ASIST for additional information on wiring issues
Page 66
SENSORS AND SOLENOIDS -- LWB CVT

Upper Rear
Page 67
Right Side
Page 68
Right Side Upper
NOTE: The upper and lower synchro pot covers have been eliminated.
Page 69
Right Side Forward
Page 70
Solenoid Bank
Page 71
Pump Area
Note: The “Piston Pump Booster Pressure Switch (No Boost Condition)” above is the Charge Pressure Switch
Page 72
Topside
Note: The Brake Pressure Transducer enables “active hold” in conjunction with the transmission controller.
Page 73
Synchro Test Ports
Page 74
SENSORS AND SOLENOIDS -- SWB CVT

Frequency Sensors
Analog Inputs and Switch Inputs
Note: The “Piston Pump Booster Pressure Switch” above is the Charge Pressure Switch
Page 75
Solenoids
Page 76
Pressure Transducer Specifications
Range 0 – 40 bar (0 – 580 psi)

Pin A (Power supply) Ground
Pin B (Power supply) 5V
Pin C (Signal)
at 0 bar (0 psi) 0.5 V
at 22 bar (319 psi) 2.7 V
at 40 bar (580 psi) 4.5 V
Resistance >100 kΩ
Tightening torque 20 – 25 Nm (14.8 – 18.4 lb ft)
Transmission Oil Pressure Transducer (B-036)
Hydrostat Filter Pressure Transducer (B-039)
Page 77
Hydrostat Supply Pressure Transducer (B-041)
Clutch A Pressure Transducer (B-031)
B Pressure Transducer (B-032)
Page 78
Temperature Sender Specifications

Transmission Oil Temperature Sender (B-029)
Type PTC
Measuring range -50 to 200 °C (-58 to 392 °F)
Nominal voltage 5V
Signal voltage at 15 °C (59 °F) 3.3 V
Resistance >100 kΩ
Resistance at 25 °C (77 °F) 1097.34 Ω ± 1%
Page 79
Speed Sensor Specifications

Ring Gear Speed Sensor (B-022)
Type Hall-Effect
Pin 2 (Power supply) 12 V
Pin 1 (Signal) switches between: 2 V and 4 V
Operating temperature range -40 to 115 °C (-40 to 239 °F)
Air gap (sensor to wheel) 1.9 mm (0.07 in)
Sensor check (cannot do with multi-meter) EST or oscilloscope
Ring Gear Speed Sensor Waveform (B-022)
Waveform (1) in opposite direction of sun gear (motor)

Waveform (2) in same direction as sun gear (motor)
Note: The rate is dependent on engine and hydrostatic drive speed
Page 80
Potentiometer Specifications
Synchro Potentiometer F2/R1 (B-044)
Type Hall-Effect
Pin 1 (Power supply) Ground
Pin 2 (Signal) in F2 position ≈4V
Pin 2 (Signal) in R1 position ≈1V
Pin 3 (Power supply) 5V
Pin 4 (Signal) in F2 position ≈1V
Pin 4 (Signal) in R1 position ≈4V
Solenoid Valve Specifications

Solenoids F2 (Y-026), R1 (Y-033), Clutch A (Y-025), and Clutch B (Y-024)
Type Proportional (PWM)

Nominal voltage (pulsed) 12 V
Frequency (clock speed) 100 Hz
Voltage (measured with digital voltmeter) ≈7.5 V
Coil resistance at 20 °C (68 °F) 9.9 Ω ± 5%
Resistance >100 kΩ
Current range 100 – 750 mA
Nominal current 14 W
Page 81
Dump Solenoid (Y-034)
Type On-Off
Nominal voltage 12 V
Coil resistance at 20 °C (68 °F) 7.3 Ω ± 5%
Resistance >100 kΩ
Maximum amperage 1.35 A
Page 82
SENSORS AND SOLENOIDS -- LWB FPS

Transmission Top Cover
1. From steering pump flow divider (lube oil) 12. Pressure sensors
2. Return from steering motor A. Transmission Clutch A solenoid
3. To oil cooler B. Transmission Clutch B solenoid
4. Return from oil cooler C. Transmission Clutch C solenoid
5. Supplementary lube oil from charge circuit D. Transmission Clutch D solenoid
6. To lube circuit E. Transmission Clutch E solenoid
7. Low pressure feed for transmission M Medium Range clutch solenoid
8. Feed to 19th gear dump solenoid F High range clutch solenoid
9. Low pressure supply to brake booster circuit S Low range clutch solenoid
10. Low pressure oil - low pressure warning switch R Reverse range clutch solenoid
11. Transmission oil temperature sensor 19 19th gear clutch solenoid
Page 83
Low Pressure Distributor Valve Block

The low pressure distributor valve block is
located under the cab to the rear of the rear
axle center housing. The block is fed oil
directly from the low pressure regulating
valve outlet. Located in the valve block are
the solenoid valves for the 4WD, differential
lock, PTO clutch, and PTO brake.
1 PTO Clutch
2 PTO Brake
3 4-Wheel Drive
4 Diff-lock
Input Sensors
NOTE: These tables illustrate some of the sensors and output devices, more are shown in other parts of this
manual, primarily in the electrical sections.
DESCRIPTION FUNCTION LOCATION
Engine torque/RPM Measures engine speed and torque by
sensor means of flywheel damper spring deflection.
Depending on the torque being transmitted
will assist in determining when a gear shift
will occur
Transmission output Measures transmission output speed and

speed and mid-speed speed of the transmission at the input to the
sensors range section. The speeds are compared to
assist in determining clutch engagement
times
Transmission oil Measures temperature of the oil to provide

temperature sensor compensation for hot/cold oil conditions.
Page 84

Foot throttle assembly Submits inputs to the Engine Controller on
potentiometer and idle throttle position and fault codes.
speed switch
Clutch pedal disconnect Disengages power to range clutches

switch (fast/slow/med/rev and 19 EconoGear PWM
valves, thereby disengaging drive.
Clutch pedal potentiometer Provides operator controlled engagement of

the feathering (range) clutches.
Shuttle lever Provides information to the processor, via

switches, for forward, reverse and neutral
transmission drive selection, also controls
engagement of EPL (electronic park lock).
Gear shift switches Allows the operator to shift ratios via push (see operator controls in Product
buttons switches sending a signal to the Overview section of this manual)
processor
Foot brake switches Informs the processor of when the brakes
are being applied to assist in ratio shifts
during auto function operation.
Hand brake switch To be applied during calibration, error code

if not applied. Tractor will drive if handbrake
applied, but audible alarm sounds.
Page 85

Pressure switches for These monitor for possible stuck valves. If
fast/slow/med/rev clutches pressure is indicated in more than one
circuit drive will be shut down and an
associated error code will be displayed.
Creeper engaged Informs the processor when creeper has

potentiometer been engaged, preventing selection of
certain higher ratios.
Seat switch Seat switch must be operated, ie, operator

seated, before the processor allows
engagement of forward or reverse drive.
(Note, a faulty switch can be over-ridden by
the clutch pedal). Also prohibits startup and
transmission calibration if not engaged.
Auto-Function select Sends a signal to the processor to select

switch the auto shift functions.
CIH NH
Page 86
Output Devices
Clutch PWM valves, Controls oil to the clutches to engage and
A,B,C,D,E and disengage the clutches via a signal from the
fast/slow/med/rev, 19th processor.
EconoGear or 50 kph
19th clutch on/off dump Returns 19th clutch oil to reservoir

solenoid disengaging drive through the clutch when
the EconoGear or 50 kph PWM valve is not
energized.
Gear display unit, Provides operator information as to which

ratios are selected and pre-selected, whether
ICU3 or ADIC (see operator controls in Product
auto mode is selected and error code
Overview section of this manual)
information.
Page 87
SENSORS AND SOLENOIDS -- SWB FPS

Input Sensors
NOTE: These tables illustrate some of the sensors and output devices, more are shown in other parts of this
manual, primarily in the electrical sections.
Engine torque/RPM Measures engine speed and torque by
sensor means of flywheel damper spring deflection.
Depending on the torque being transmitted
will assist in determining when a gear shift
will occur
Transmission output Measures transmission output speed and

speed and mid-speed speed of the transmission at the input to the
sensors range section. The speeds are compared to
assist in determining clutch engagement
times
Transmission oil Measures temperature of the oil to provide

temperature sensor compensation for hot/cold oil conditions.
Foot throttle potentiometer Determines a preset throttle position, only

functional when in Auto function mode to
assist in determining auto shifts.
Clutch pedal disconnect Disengages power to range clutches

switch (fast/slow/med/rev and 19 EconoGear PWM
valves, thereby disengaging drive.
Page 88

Clutch pedal potentiometer Provides operator controlled engagement of
the feathering (range) clutches.
Shuttle lever Provides information to the processor, via

switches, for forward, reverse and neutral
transmission drive selection, also controls
engagement of EPL (electronic park lock), if
equipped.
Gear shift switches Allows the operator to shift ratios via push (see operator controls in Product
buttons switches sending a signal to the Overview section of this manual)
processor
Foot brake switches Informs the processor of when the brakes

are being applied to assist in ratio shifts
during auto function operation.
Hand brake switch To be applied during calibration, error code

if not applied. Tractor will drive if handbrake
applied, but audible alarm sounds.
Pressure switches for These monitor for possible stuck valves. If

fast/slow/med/rev clutches pressure is indicated in more than one
circuit drive will be shut down and an
associated error code will be displayed.
Page 89

Creeper engaged switch Informs the processor when creeper has
been engaged, preventing selection of
certain higher ratios.
Alternator Provides a secondary engine speed to the

processor. Will only be used if the engine
torque/speed sensor becomes inoperative.
Seat switch Seat switch must be operated, ie, operator

seated, before the processor allows
engagement of forward or reverse drive.
(Note, a faulty switch can be over-ridden by
the clutch pedal). Also prohibits startup and
transmission calibration if not engaged.
Auto-Function select Sends a signal to the processor to select

switch the auto shift functions.
Page 90
Output Devices
Clutch PWM valves, Controls oil to the clutches to engage and
A,B,C,D,E and disengage the clutches via a signal from the
fast/slow/med/rev, 19th processor.
EconoGear or 50 kph
PTO lube solenoid During feathering (inching) the solenoid is

closed, allowing additional oil to the
transmission clutches. 10 seconds after the
completion of feathering the solenoid opens
allowing lube oil to the PTO. This provides 2
functions, to increase lube during feathering
and then reduce oil (less drag) during normal
driving.
Gear display unit, Provides operator information as to which
ratios are selected and pre-selected, whether
ICU3 or ADIC (see operator controls in Product
auto mode is selected and error code
Overview section of this manual)
information.
Page 91
I NDEX
General…………………………………………………………………………………………………………………..1
Using a Multi-meter…………………………………………………………………………………………...2
Electrical Circuit Components………………………………………………………………………………11
Electrical Schematic symbols…………………………………………………………………………….…24
ICU3…………………………………………………………………………………………………………...25
ADIC…………………………………………………………………………………………………………...45
Electrical system SWB……………………………………………………………………………………….61
Electrical system LWB………………………………………………………………………………………..62
Major Ground Location……………………………………………………………………………………….63
Controller Locations…………………………………………………………………………………………...65
External (Pigtail) Terminator………………………………………………………………………………….66
Cab Power Connections……………………………………………………………………………………...67
Sensor & Solenoid Location LWB CVT……………………………………………………………………..68
Sensor & Solenoid Location SWB CVT……………………………………………………………………..76
Sensor & Solenoid Location LWB FPS……………………………………………………………………,..84
Sensor & Solenoid Location SWB FPS……………………………………………………………………...89
Page 92
CAN Bus
CAN BUS
This section focuses on CAN technology and its applications in CNH equipment.
CAN is short for Controller Area Network. It is a network connecting controllers on a machine, such as a
tractor, that allows information to be shared among all the controllers on the network.
CAN was first developed by Bosch and Intel in 1984, and has been in use in the automotive and truck
industry since the late 1980’s. Agricultural applications of CAN follow guidelines that are established in
SAE J1939.
In this section, you will learn about:
x Why CAN is used in agricultural equipment.

x General CAN system operation.
x General CAN system technical requirements.
x General CAN system troubleshooting.
x General CAN system testing.
Discrete Wiring
Glossary of Terms
The following terminology is used when talking about CAN systems:
Active Terminator A voltage regulator placed at either end of the CAN BUS. Requires a voltage
supply and a ground to work.
Passive Terminator Typically a 120 to 150Ω resistor placed at either end of the CAN BUS.
CAN / CAN Backbone / The assembled network components consisting of two wires (CAN HI and CAN
Trunk LO) that are connected to each controller on the system via Stub Wires.
Included in the system are two Terminators that may or may not be
incorporated into a controller. The CAN serves as a communication device
between controllers.
CAN HI Signal carrying wire, Part of the BUS network. Normally 2.5 (+) vdc.
CAN LO Signal carrying wire, Part of the BUS network. Normally 2.5 (-) vdc.
Controllers Components that are connected by the CAN network that share information.
May also be referred to as Processors, Control Modules, or Modules. They
also serve to command functions to be carried out.
Discrete Wire An electrical wire to or from a sensor, switch, solenoid etc. to a controller.
EMC Electromagnetic Compatibility
Terminator Electrical resistor or circuit placed at either end of the CAN Network. May be
passive or active type. May be a separate component or incorporated into a
controller. Terminators prevent a signal from rebounding in the CAN Network
and eliminate the signal once it has been made available to each controller
preventing noise in the system and allowing clear messages to travel through
the CAN.
Purpose
To provide customers with:
x more comfort
x safety and features from inside the vehicle.
However, electronics are more complex and equipped with a growing number of sensors and actuators.
The solution lies in networking electronic modules with a data Bus.
The addition of more software and less hardware provides increased reliability.
Analogue systems consist of controllers, hard wired to various sensors, etc., around the vehicle. A sensor
may send a signal to more than one controller, but through different wires.
The problems with hard wiring include:

x weight, cost, reliability, complexity, connections, size of the loom, and lack of compatibility
between manufacturers.
In the past, if a speed sensor’s information was needed by a tachometer, an engine controller, and a
transmission, all three devices would need to be wired to the speed sensor.
Through the CAN data Bus, only one wire is needed. The information is then accessed through the
network by other systems/ modules that need it.
Any other system on the network that does not care about the speed data ignores this message on the
network.
On today’s high tech machinery, the complexity of wiring can be greatly reduced through the use of a
CAN system.
A CAN system also offers improved diagnostics with the use of the Electronic Service Tool (EST). The
controllers can detect errors and fault codes can be displayed to the operator and technician.
On-board diagnostics may provide the ability to test and monitor circuits during operation, aiding in
concern troubleshooting.
The advantage of a CAN Bus system is:
x A decrease in the number of discrete wires (hard wiring) and overall length of the wiring harness.
x Information is received by one controller, which then shares the information with all the other
controllers on the Bus.
x Less wiring and fewer connectors improve reliability and durability.
x Improved diagnostics using the EST.
Discrete Wiring with CAN
Components
The figure below shows a typical CAN system. Sensors provide input to a controller, such as the Engine
Control Module (ECM), through discrete wiring.
CAN stubs connect the network wires (CAN HI and CAN LO) to the controller.
The CAN backbone connects all the network components.
The terminators are electrical resistors or circuits placed at either end of a network. They play an
important role in keeping bus communications clear.
Terminators can be passive or active:

x Passive terminators are usually 120 to 150 Ohm resistors placed at either end of the Bus.
These resistors are connected between the CAN HI and CAN LO wires. Passive termination is
popular because it is a fraction of the cost of active terminators. Passive terminators act as
snubbers to kill reflections, and generally work well on systems with lower Bus loading (low
network traffic).
x Active terminators are voltage regulators, which require a voltage supply to work. They are
typically used with a 4-wire CAN system. The power and ground wires are used to supply the
terminators. Active terminators output 2.5 volts on both CAN HI and CAN LO wires, trying to
maintain the standard CAN wire voltage. This means they pull the wires to neutral. Active
terminators are very efficient, and are typically used on systems with high Bus loading (high
network traffic).
Both types of terminators do the same job. A good way to explain how they work is to think of dropping a
stone into a pond the waves or ripples travel to the edges of the pond, and then rebound into the center.
These reflections can cause interference on a CAN network. Terminators help eliminate the reflections
that can occur when a message reaches the end of the network trunk.
Operation
When the network is initially powered up (operator turns the key on), each controller on the network
sends out a message announcing its existence, and looks for messages from other controllers on the
network.
After this initial message, each controller sends out data messages as necessary.
The frequency of these messages is based on software programming, with important messages
broadcast more frequently than low priority messages.
If a controller has not sent any messages within the last five seconds, it will send out another broadcast
message announcing its existence, if necessary.
This is done in order to monitor each controller’s status on the network. If a certain controller has not
transmitted any messages for more than five seconds, then the other controllers on the network will
generate an alarm message indicating that the controller is offline.
NOTE: This offline status condition may vary from one machine type to another some machines may
need to be configured to know that a specific module is on the network, etc. However this process of
existence messages generally holds true.
In a CAN system, controllers are positioned near the majority of their sensors. For example, the ECM is
located in the engine compartment. This results in less cabling and fewer plug connections, as well as
reduces the number of error sources. Inputs are sent to a controller down discrete wires (hard wiring),
from switches and sensors, as a voltage signal.
The voltage signal is processed internally from an analogue to a digital signal. A data signal (message) is
then created within the controller from this information. The data is then sent on to the CAN network by
the controller. Every controller that is connected to the CAN network can read and process the
information from the data signal as required. Each controller knows which information it needs based on
the software that is programmed into it.
The terminators function to absorb the voltage signal at either end of the Bus. They are constantly trying
to maintain the voltage on the system at 2.5 volts. Remember, terminators prevent a signal from
rebounding along the network, clear the network for the next signal, and allow clear messages to travel
down the Bus.
The CAN messages are like any other computer message - they consist of ones and zeros, called binary
code. This is accomplished on a CAN system by changing the voltage levels on the CAN HI and CAN LO
wires.
Here’s how it works:
x The normal state of the CAN HI and CAN LO wires is 2.5 volts. This represents a zero to the
controllers.
x To send a one, the controller sending the message will change the CAN HI wire voltage to 3.5
volts, and the CAN LO wire voltage to 1.5 volts - a difference of 1 volt from normal in each case.
NOTE: The CAN LO wire signal is basically a mirror image of the CAN HI wire signal, the change in
voltage is also where their respective names come from (CAN HI = increasing voltage for a one CAN LO
= decreasing voltage for a one.).
Controllers on the CAN system have to see a differential of 0.8 volts before they detect a change from
zero to one. One Bus signal line would often be enough for CAN systems with a low clock speed (minimal
message traffic) however, high speed CAN systems must always have two signal lines or the voltage
level will otherwise be too low. Errors are also easier to recognize with two signals.
CAN systems can transmit a minimum of 1,562 messages per second.
NOTE: The transmission of 1,562 messages per second applies to CAN systems running at 250 kbps
(kilo-bits per second). However, 500 kbps and higher systems are also possible, but are more common in
the automotive industry, which typically runs 500 kbps systems because of higher messaging
requirements.
CAN System Technical RequirementsThe following are some interesting and important
technical facts to understand about CAN systems.
NOTE: The specs listed below only apply to 250 kbps systems. A 500 kbps system requires a much
shorter backbone/trunk length because of the higher speeds and increased message traffic.
Length and Spacing
x The maximum length of the CAN backbone or trunk is 40 meters (131 feet).
x The maximum length of the CAN stubs is 1meter (3 feet).
x Controllers should be a minimum of 0.1 meters (3.6 inches) apart, and they should not be equally
spaced along the CAN. The length of each stub should also be different. The reason for this is to
reduce signal reflection and multiplication, which is called signal propagation.
CAN Wires
x Generally, the CAN HI wire is Yellow, and the CAN LO wire is Green.
NOTE: Different wire colors may be used on the secondary CAN Bus on some vehicles that have more
than one CAN system. For example, the Maxxum tractors with electro-hydraulic remotes (EHRs) use red
(CAN HI) and blue (CAN LO) wires for the secondary CAN system between the UCM controller and the
EHR controllers.
x With electrical current flowing in a wire, there is a magnetic field around it.
x In CAN HI and CAN LO, current is flowing in the opposite direction, so the magnetic fields cancel
each other out, reducing the coupling between each wire and external fields. This prevents any
unwanted noise (electromagnetic) from getting off the Bus (prevents static on your radio!), but,
more importantly, it stops any signals from an external source reaching the signal wires.
x Unshielded twisted pair wiring is used on most CAN systems. By twisting the CAN HI and CAN
LO wires together, you decrease the electromagnetic field around the wires. These wires will be
jacketed together to maintain cable twisting.
x Four-wire (twisted quad) shielded cable is used on some products. Twelve volts is supplied on a
red wire and ground on a black wire. They are deadheaded at the controllers and at the
terminators. This voltage provides extra shielding around the signal wires.
x Two-wire (twisted pair) shielded cable is 99.2% as efficient as four-wire shielded cable.
A Standard diagnostic connector is used to provide access to the CAN System. This connector is wired
so that the CAN HI wire is connected to Pin C, and the CAN LO wire is connected to Pin D. AFS also
uses this connector. This connector allows the CAN system to be easily tested using a multi-meter, and is
also used when connecting the electronic service tool (EST) to the vehicle.
CAN System Troubleshooting

The CAN system is capable of self-diagnostics and generating alarm messages to the operator when
problems are detected. The vehicle may continue to function when a network alarm message appears,
but the systems related to that controller may no longer function. Refer to the specific vehicle’s Operator’s
and Repair manuals for more information on specific alarm messages.
CAN System problems will generally fall into two categories:
x Problems with individual controllers that affect certain functions, such as transmission or engine
operation.
x Problems with the CAN system itself (the network between the controllers). When troubleshooting
a vehicle with suspected CAN system failure, it is important to determine if the problem is related
to one or more modules, or if the network itself is at fault.
Some questions to answer are:
x What functions are affected? Are those functions related to a specific controller (indicating a
controller failure), or several different controllers (indicating a possible network failure)?
x Are there any error codes or alarm messages visible? Are they related to a specific controller, or
are they indicating an overall system fault?
If it appears that only one or two controllers are affected on the vehicle, then those controllers should be
tested for faults before suspecting a CAN system failure. There are two general conditions that may
cause an individual controller to go offline.
x Loss of controller power or ground.
x Controller CAN-related faults, such as a CAN controller failure, poor or failed CAN stub
connections, or transmission errors.
Loss of Controller Power or Ground
Each controller requires a power and ground supply to provide main operating power for the controller. It
is NOT powered through the CAN system wires. If either of these is lost, the controller will power down
and will not be active on the network. In addition, most controllers require a minimal voltage level in order
to power up, so weak batteries, a faulty charging system, or poor connections may prevent controllers
from properly powering up.
Controller CAN Related Faults
There are several CAN-related faults that may cause a controller to go offline.
x External problems include bad or open connections to the CAN HI and CAN LO network wires
(that controller’s CAN stub) as a result of damaged wiring. Inspect the wiring for damage, and use
a multi-meter to check for continuity to the CAN network wires.
x Internal problems may include a failure of the CAN controller itself (the device that does the
actual communicating. on the network), or the controller may be .Busing off. due to excessive
error messages. If the controller is powering up, but never communicates on the network (is
never online.), the CAN controller may have failed. If the controller is powering up, and is initially
online, but then goes offline after a short period of operation, it may be Busing off.
Whenever a controller transmits or receives a faulty message, it keeps a record of that error. After its
error history fills up, the CAN module inside the controller assumes that it is faulty, and will stop
transmitting on the network. We describe this situation as module has gone Bus OFF which may cause
an alarm message to be displayed. This error history is erased and reset at zero when the module is
powered down.
Faulty messages may be the result of:
x Failed terminators (signal reflection occurring) on the CAN network trunk. Test the terminators for
proper operation.
x Bad wire connections (loose pins, corroded terminals, damaged wires, etc.) between the
controller and the network trunk (the controller’s CAN stub).
x A problem with the CAN module inside the controller itself.
If several controllers are offline or the vehicle will not power up there may be a problem with the actual
CAN trunk wiring (CAN HI and CAN LO). The wires may be shorted to 12 volts, shorted to ground, open,
or shorted together. Any of these problems can affect the entire network.
CAN System Testing

There are several things to be aware of when testing CAN systems. The primary concern should be to
confirm the integrity of the CAN circuit, after which checks for shorts to battery voltage or to chassis
ground should be made.
Testing the CAN System for Open Circuits
You can easily test the CAN system trunk (CAN HI and CAN LO) for open circuits by conducting a circuit
continuity check at the vehicle’s diagnostic connector. However, for vehicles that use active terminators, it
is necessary to unplug those terminators, and replace them with jumper wires between the CAN HI and
CAN LO wires.
Use a multi-meter to check the resistance between pins C and D of the vehicle’s diagnostic connector.
The resistance across the CAN circuit between CAN HI and CAN LO should be approximately 60 to 75
ohms for vehicles with passive terminators or less than 20 ohms resistance for circuits where active
terminators are replaced with jumper wires.
NOTE: When testing the CAN circuit that is being tested must be connected to the diagnostic connector.
The resistors are connected in parallel, so the resistance is found according to the following formula:
Where RT = the resistance total and R1, R2, etc., = each resistance on the circuit.
Suppose you have a circuit with two resistances and both read 120 ohms.
So, 1/120 + 1/120 = 2/120 = 1/60, therefore,

RT = 60 ohms.
Think of a big crowd leaving the room. There is less resistance if everyone leaves through two doors
rather than only one door.
Reading for Systems with Passive Termination

If you get a reading of 60 to 75 ohms for systems with passive termination, not only are the terminators
good, but you have also confirmed the integrity of the CAN circuit.
If you get a reading of 120 to 150 ohms, it would generally indicate that either a termination resistor has
failed, or there is an open circuit in either CAN HI or CAN LO wires. You must perform additional testing
to isolate the source of the fault.
A reading of infinite resistance would indicate that either both termination resistors have failed, or there is
an open circuit in both CAN HI and CAN LO wires. A reading of high resistance (>60 ohms but <50k
ohms) would indicate poor connections in the circuit.
A reading of low resistance (< 10 ohms) would indicate that the CAN HI and CAN LO wires are shorted
together. Additional testing must be completed to determine the location of the short.
Testing Terminators
If a terminator is suspected as being a source of a CAN system problem, it should be removed from the
vehicle for testing.
NOTE: Keep in mind that termination resistors may be separate, or may be an integral part of a controller.
Consult your vehicle’s Repair Manual to determine the location of the termination resistors.
Use a multi-meter to test the resistance of passive terminators. They should have a resistance of 120 to
150 ohms.
NOTE: Physical locations of the terminator located in the EHR harness will depend on what features are
installed on the tractor.
Testing CAN System Voltage
It is possible to test the CAN circuit while the system is powered up and functioning by testing the voltage
of the CAN HI o CAN LO wires. This test may provide some indication if the CAN circuit is shorted to high
voltage or to ground, but is not a conclusive test of CAN system operation. If a fault is suspected, you
must complete additional testing to locate the type and source of the fault.
Use a multi-meter to check the voltage between either the CAN HI or CAN LO wire and chassis ground
x The CAN HI circuit should be approximately 2.5 -- 3.5 volts.
x The CAN LO circuit should be approximately 1.5 -- 2.5 volts.
When controllers become dominant (one), they put 3.5 volts out onto the CAN HI and 1.5 volts out onto
the CAN LO.
These are fluctuating up and down from 2.5 to 3.5 on the CAN HI and 2.5 to 1.5 on the CAN LO to make
up
the binary (.zeros. and .ones.) signal. Our multi-meter reading is an average of these values.
For example, 2.5 + 3.5 = 6 to find the average, divide by 2. 6/2 = 3 volts on CAN HI. This voltage will vary
somewhat depending on the number of ones being transmitted, versus the number of zeros.
Testing the CAN System for Short to Battery Voltage
If there is a short from a 12-volt source to CAN HI or CAN LO, the controllers cannot send information on
the CAN system. To check for a short:
x Key on, Use a multi-meter to check the voltage from the circuit to ground. This needs to be
carried out for both the CAN HI and CAN LO wires. If data line voltage is at battery voltage, data
can no longer be transmitted.
x If such an error is found on a data line, localize the error by opening the circuit at intermediate
connectors and repeating the measurements.
x For vehicles that use active terminators, the terminators should be removed from the CAN system
and bench tested for proper operation to ensure they are not the source of the fault.
A line short may occur within a controller itself. Disconnect controllers individually and check network
functionality and voltage.
Testing the CAN System for Short to Ground
If there is a short to ground from CAN HI or CAN LO, the controllers cannot send information on the CAN
system. To check for a short to ground:
x Turn the key switch off. Use a multi-meter to check for continuity between the CAN circuit and
chassis ground. This needs to be carried out for both the CAN HI and CAN LO wires. If there is a
short to ground, data can no longer be transmitted.
x If such an error is found on a data line, localize the error by opening the circuit at intermediate
connectors and repeating the measurements.
x For vehicles that use active terminators, the terminators should be removed from the CAN
system, and bench tested for proper operation, to ensure they are not the source of the fault.
A short to ground may occur within a controller itself. Disconnect controllers individually and check
network functionality and voltage.
Testing the Can System for Shorts between the Network Wires
If there is a short between the CAN HI and CAN LO wires, the controllers cannot send information on the
CAN system. To check for shorted network wires:
x Turn the key switch off. Disconnect the terminators from the CAN HI and CAN LO wires, so the
wires are open. Use a multi-meter to check for continuity between the CAN HI and CAN LO wires.
If there is continuity, the two wires are shorted together.
x If such an error is found, localize the error by opening the circuit at intermediate connectors and
repeating the measurements.
x For vehicles that use active terminators, the terminators should be removed from the CAN
system, and bench tested for proper operation, to ensure they are not the source of the fault.
Repairing the CAN System

This section has shown that most CAN systems utilize conventional wiring for the network. Therefore, it is
possible to make repairs to the CAN system if the wiring or connections are damaged. However, the
following guidelines should be followed:
x When making repairs, keep wires the same length so signal speed will be equal. Whenever
possible, solder any wires as necessary to provide the best possible connection. Special wires
are not needed, but they must be twisted together.
x When repairing damaged connections, ensure that replacement pins and sockets are properly
secured to the wires, and are securely installed in the connector bodies. Check the connector
seals to ensure that moisture and dust cannot enter the connector.
No. Description
1. Universal Controller (UCM)
2. Engine Control Unit (ECU)
3. Downstream NOx sensor
4. Ammonia (NH3) sensor
5. DEF/AdBlue® quality sensor
6. Upstream NOx sensor
7. Exhaust flap
8. Diagnostic socket (CAN bus 5)
9. CAN bus termination resistor
10. Armrest control unit (ARU)
11. Color display (on armrest)
12. Fast steering
13. Automatic Temperature Control (ATC) module
14. Electronic Park Lock (EPL) controller
15. Instrument cluster keypad
16. Diagnostic socket (CAN bus 1 and 4)
17. Instrument Cluster Unit (ICU)
18. Diagnostic socket (CAN bus 2 and 3)
19. Electronic Brake Module (EBM)
20. Electro Hydraulic Remote (EHR) valve 1
25. Mid-mount remote control valve 1
29. Color display (on bracket)
30. Global Positioning System (GPS) receiver
31. Auto-guidance controller
33. ISO bus implement socket (front)
No. Description
34. ISO bus interface
35. ISO bus implement socket (rear)
Controller Schematic reference

ATC Automatic Temperature Control (ATC) module
EBM Electronic Brake Module (EBM)
ECU Engine Control Unit (ECU)
EHR Remote control valve control unit
EPL Electronic park lock actuator/controller
Fast steering Fast steering control module
GPS Global Positioning System (GPS) control unit
ICU Instrument control unit
UCM Universal controller

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• TRACTOR CONTROLLERS

• SET-UP “H-MENUS”

• ERROR CODES

• WARNING MESSAGES
(Mid-range Ag. Tractors)

Tractors equipped with
MultiControl™ Armrest SideWinder™ II Armrest

and “UCM” Tractor Control Units

and tractors with non-“MultiControl” and “Classic” Armrests and non- UCM
controllers

A publication of CNH NAFTA Technical Training
Form: STM - 5290

All information herein is as accurate and valid as possible, based upon technical
information available at the time of publication. These documents are subject to revision
or change without notice or obligation to replace previous versions.

CNH Industrial is continually striving to improve its products. We reserve the right to make improvements or changes
when it becomes practical and possible to do so, without incurring any obligation to make changes or additions to
the equipment sold previously.

Contents

ŽŵŵĞŶƚƐďŽƵƚdŚŝƐDĂŶƵĂů͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭ
ŝĂŐŶŽƐƚŝĐŽŶŶĞĐƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭ
ůĞĐƚƌŽŶŝĐ^ĞƌǀŝĐĞdŽŽůŽŶŶĞĐƚŽƌ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭ
EŽŶŶĞĐƚŽƌWŝŶͲKƵƚƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯ
͘/͘z͘:ƵŵƉĞƌͲWůƵŐĂŶĚEŝĂŐŶŽƐƚŝĐƌĞĂŬŽƵƚdŽŽů͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯ
ŽŶƚƌŽůůĞƌEĂŵĞƐĂŶĚ/ĚĞŶƚŝĨŝĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϯ
ŽŶƚƌŽůůĞƌEĂŵĞƐĂŶĚ/ĚĞŶƚŝĨŝĞƌƐ͕KƚŚĞƌ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰ
KǀĞƌǀŝĞǁŽĨ,ͲDĞŶƵKŶďŽĂƌĚŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱ
/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱ
ĂƐĞͲ/,/hϯʹŽŶƚƌŽůƐΘŝƐƉůĂǇ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱ
ĂƐĞͲ/,ŶŽŶͲĂƌŵƌĞƐƚĂŶĚĂůůEĞǁ,ŽůůĂŶĚ/ͲŽŶƚƌŽůƐΘŝƐƉůĂǇ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱ
,ͲDĞŶƵEĂǀŝŐĂƚŝŽŶWƌŽĐĞĚƵƌĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲ
DƵůƚŝͲĨƵŶĐƚŝŽŶ,ͲŵĞŶƵ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴ
ĞĚŝĐĂƚĞĚ,ͲŵĞŶƵ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵ
/ĐŽŶƐŝƐƉůĂǇĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵ
,ͲDĞŶƵŽŵŵŽŶ&ĞĂƚƵƌĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬ
,ͲDĞŶƵ^ƵďƐǇƐƚĞŵƐŶĂďůĞĚͬŝƐĂďůĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭ
ďďƌĞǀŝĂƚŝŽŶƐĂŶĚĐƌŽŶǇŵƐhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮ
,ϭͲĂůŝďƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱ
,ϭ͗>/Zd/KEWZKhZ^&KZd,D/EKEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱ
sddƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱ
,ϭͲdƌĂŶƐŵŝƐƐŝŽŶ;DͲ>tͬDͲ,ͬDZDͿ͗sddƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱ
sddƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹDͲ>tͬDͲ,ͬDZD͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϳ
,ϭͲdƌĂŶƐŵŝƐƐŝŽŶ;W,ͬDͲ^tͿ͗sddƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϮ
sddƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹW,ͬDͲ^t͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϰ
&W^dƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϳ
,ϭͲdƌĂŶƐŵŝƐƐŝŽŶ;DͲ^tͬDͲ>tͬDZDͿ͗&W^dƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϳ
&W^dƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹDͲ^tͬDͲ>tͬDZD͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϴ
^W^dƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϯϭ
,ϭͲdƌĂŶƐŵŝƐƐŝŽŶ;DͲ^tͿ͗^W^dƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϯϭ
^W^dƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹDͲ^t͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϯϮ
ϭϲǆϭϲdƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϯϱ
,ϭͲdƌĂŶƐŵŝƐƐŝŽŶ;W,Ϳ͗ϭϲǆϭϲdƌĂŶƐŵŝƐƐŝŽŶͬWdKĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϯϱ
ϭϲǆϭϲdƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐͲͲW,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϯϵ
ϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϯ
,ϭͲdƌĂŶƐŵŝƐƐŝŽŶ;W,Ϳ͗ϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϯ
ϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐͲͲW,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϰ
ƌĞĞƉĞƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϱ
,ϭͲƌĞĞƉĞƌ;ĂůůͿ͗ƌĞĞƉĞƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϱ
ĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϱ
,ϭͲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗WŽƐŝƚŝŽŶ^ĞŶƐŽƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϱ
,ϭͲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗WŽƐŝƚŝŽŶ^ĞŶƐŽƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϱ
,ϭͲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sĂůǀĞĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϲ
sĂůǀĞĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐ ʹ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϲ
^ŚŝĨƚĂďůĞWdKĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϲ
,ϭͲWdK;DͲ>tͿ͗ϮͲ^ƉĞĞĚůĞĐƚƌŝĐĂůůǇͲ^ŚŝĨƚĂďůĞWdKĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϳ
^ƉĞĞĚůĞĐƚƌŝĐĂůůǇͲ^ŚŝĨƚĂďůĞWdKĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹDͲ>t͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϴ
,ϭͲWdK;DͲ>tͿ͗ϰͲ^ƉĞĞĚůĞĐƚƌŝĐĂůůǇͲ^ŚŝĨƚĂďůĞWdKĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϵ
^ƉĞĞĚůĞĐƚƌŝĐĂůůǇͲ^ŚŝĨƚĂďůĞWdKĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹDͲ>t͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϰϵ
,ϭͲWdKͲ;DͲ,Ϳ͗ϰͲƐƉĞĞĚWdK^ǇƐƚĞŵĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϬ
ϰ^ƉĞĞĚWdKĂůŝďƌĂƚŝŽŶhͲĐŽĚĞƐʹDͲ,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϭ
^ƚĞĞƌŝŶŐ^ĞŶƐŽƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϮ
,ϭͲ^ƚĞĞƌŝŶŐ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗^ƚĞĞƌŝŶŐ^ĞŶƐŽƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϮ
Contents
NAFTA Technical Training
Contents
&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϮ
,ϭͲ^ƵƐƉĞŶƐŝŽŶ;W,ͬDͲ^tͬDͲ>tͿ͗&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϮ
,ϭͲ^ƵƐƉĞŶƐŝŽŶ;DZDͿ͗&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϯ
&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϰ
ZĞĂƌ,Z>ĞǀĞƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϴ
,ϭͲ,Z;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ZĞĂƌ,Z>ĞǀĞƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϴ
,ZĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹW,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZD͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϴ
&ƌŽŶƚ,ŝƚĐŚĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϵ
,ϭͲ&;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗&ƌŽŶƚ,ŝƚĐŚĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϵ
&ĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹW,ͬDͲ^tͬDͲ>tͬDͲ,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϱϵ
,ϭ͗>/Zd/KEWZKhZ^&KZd,<KEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϬ
&ĂƐƚ^ƚĞĞƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϬ
,ϭͲ&ĂƐƚ^ƚĞĞƌ;W,ͬDͲ^tͬDͲ>tͿ͗&ĂƐƚ^ƚĞĞƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϬ
&ĂƐƚ^ƚĞĞƌĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹW,ͬDͲ^tͬDͲ>t͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϭ
,ϭ͗>/Zd/KEWZKhZ^&KZd,yKEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϮ
ůĞĐƚƌŽŶŝĐWĂƌŬ>ŽĐŬĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϮ
,ϭͲW>;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗ůĞĐƚƌŽŶŝĐWĂƌŬͲ>ŽĐŬĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϮ
W>ĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹW,ͬDͲ^tͬDͲ>tͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϯ
ůĞĐƚƌŽŶŝĐWĂƌŬ>ŽĐŬ/ŶŝƚŝĂůŝǌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϰ
W>/ŶŝƚŝĂůŝǌĞ;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗ůĞĐƚƌŽŶŝĐWĂƌŬͲ>ŽĐŬ/ŶŝƚŝĂůŝǌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϰ
,ϭͲW;DͲ,Ϳ͗ůĞĐƚƌŽŶŝĐWĂƌŬƌĂŬĞĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϱ
WĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐʹDͲ,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϱ
,ϮʹsŝĞǁĂůŝďƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϲ
,Ϯ͗s/t>/Zd/KEs>h^&KZd,D/EKEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϲ
,ϮͲdƌĂŶƐŵŝƐƐŝŽŶ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗dƌĂŶƐŵŝƐƐŝŽŶĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϲ
sddƌĂŶƐŵŝƐƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϲ
&W^dƌĂŶƐŵŝƐƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϳ
^W^dƌĂŶƐŵŝƐƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϳ
ϭϲǆϭϲdƌĂŶƐŵŝƐƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϴ
ϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϴ
sĂůǀĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϵ
,ϮͲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sĂůǀĞĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϵ
ZĞĂƌWdK͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϵ
,ϮͲWdK;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ZĞĂƌWdKĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϲϵ
ŚĂŶŶĞůƐϭͲϯĨŽƌĂůůWdKǀĂƌŝĂŶƚƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϬ
ŚĂŶŶĞůƐϰƚŽϳĨŽƌϮͲƐƉĞĞĚůĞĐƚƌŝĐĂůůǇͲ^ŚŝĨƚĂďůĞWdKǀĂƌŝĂŶƚʹDͲ>t͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϬ
ŚĂŶŶĞůƐϰƚŽϭϱĨŽƌϰͲƐƉĞĞĚůĞĐƚƌŝĐĂůůǇͲ^ŚŝĨƚĂďůĞWdKǀĂƌŝĂŶƚʹDͲ>t͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϬ
ŚĂŶŶĞůƐϰƚŽϴĨŽƌϰͲƐƉĞĞĚůĞĐƚƌŝĐĂůůǇͲ^ŚŝĨƚĂďůĞWdKǀĂƌŝĂŶƚʹDͲ,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϭ
&ƌŽŶƚWdK͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϭ
ŚĂŶŶĞůƐϭƚŽϴĨŽƌƚŚĞϰƐƉĞĞĚůĞĐƚƌŝĐĂůůǇ^ŚŝĨƚĂďůĞWdKǀĂƌŝĂŶƚ͕D,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϭ
^ƚĞĞƌŝŶŐ^ĞŶƐŽƌ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϭ
,ϮͲ^ƚĞĞƌŝŶŐ;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗^ƚĞĞƌŝŶŐ^ĞŶƐŽƌĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϭ
^ƚĞĞƌŝŶŐ^ĞŶƐŽƌĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϮ
&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϮ
,ϮͲ^ƵƐƉĞŶƐŝŽŶ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϮ
&ƌŽŶƚ,ŝƚĐŚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϯ
,ϮͲ&ƌŽŶƚ,ŝƚĐŚ;W,ͬDͲ^tͬDͲ>tͿ͗&ƌŽŶƚ,ŝƚĐŚĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϯ
ZĞĂƌ,Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϰ
,ϮͲ,ZƐ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ZĞĂƌ,ZĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϰ
,Ϯ͗s/t>/Zd/KEs>h^&KZd,<KEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϱ
&ĂƐƚ^ƚĞĞƌ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϱ
,ϮͲ&ĂƐƚ^ƚĞĞƌ;W,ͬDͲ^tͬDͲ>tͿ͗&ĂƐƚ^ƚĞĞƌĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϱ
,Ϯ͗s/t>/Zd/KEs>h^&KZd,yKEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϲ
ůĞĐƚƌŽŶŝĐWĂƌŬ>ŽĐŬ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϲ
,ϮͲW>;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗ůĞĐƚƌŽŶŝĐWĂƌŬůŽĐŬĂůŝďƌĂƚŝŽŶsĂůƵĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϲ
Contents NAFTA Technical Training
Contents
,ϯʹŽŶĨŝŐƵƌĂƚŝŽŶƐͬKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
,ϯ͗KE&/'hZd/KE^ͬKWd/KE^&KZd,D/EKEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
,ϯͲdƌĂŶƐŵŝƐƐŝŽŶ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗dƌĂŶƐŵŝƐƐŝŽŶKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
sddƌĂŶƐŵŝƐƐŝŽŶ;DͲ>tͬDͲ,ͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϭ;DͲ>tͬDͲ,ͬDZDͿ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϮ;DͲ>tͬDͲ,ͬDZDͿ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϯ;DͲ>tͬDͲ,ͬDZDͿ͗ϰϬ<W,ZĞƐƚƌŝĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϰ;DͲ>tͬDͲ,ͬDZDͿ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϳ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϱ;DͲ>tͬDͲ,ͬDZDͿ͗ůƵƚĐŚYƵŝĐŬ&ŝůůsĂůƵĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϴ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϲ;DͲ>tͬDͲ,ͬDZDͿ͗ůƵƚĐŚYƵŝĐŬ&ŝůůsĂůƵĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϴ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϳ;DͲ>tͬDZDͿ͗DƵůƚŝͲ&ƵŶĐƚŝŽŶ,ĂŶĚůĞKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϴ
sddƌĂŶƐŵŝƐƐŝŽŶ;W,ͬDͲ^tͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϴ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϭ;W,ͬDͲ^tͿ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϴ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϮ;W,ͬDͲ^tͿ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϴ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϯ;W,ͬDͲ^tͿ͗ϰϬ<W,ZĞƐƚƌŝĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϴ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϰ;W,ͬDͲ^tͿ͗dŝƌĞZĂĚŝƵƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϵ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϱ;W,ͬDͲ^tͿ͗ůƵƚĐŚYƵŝĐŬ&ŝůůsĂůƵĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϵ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϲ;W,ͬDͲ^tͿ͗ůƵƚĐŚYƵŝĐŬ&ŝůůsĂůƵĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϵ
,ϯͲsddƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϳ;W,ͬDͲ^tͿ͗DƵůƚŝͲ&ƵŶĐƚŝŽŶ,ĂŶĚůĞKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϳϵ
&W^dƌĂŶƐŵŝƐƐŝŽŶ;DͲ^tͬDͲ>tͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϬ
,ϯͲ&W^dƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϭ;DͲ^tͬDͲ>tͬDZDͿ͗ƌĞĞƉĞƌŶĂďůĞͬŝƐĂďůĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϬ
,ϯͲ&W^dƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϮ;DͲ^tͬDͲ>tͬDZDͿ͗WĂƌŬ>ŽĐŬŶĂďůĞͬŝƐĂďůĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϬ
,ϯͲ&W^dƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϯ;DͲ^tͬDͲ>tͬDZDͿ͗ϰϬ<W,ZĞƐƚƌŝĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϬ
,ϯͲ&W^dƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůƐϰƚŽϭϯ;DͲ^tͬDͲ>tͬDZDͿ͗ůƵƚĐŚ^ŽůĞŶŽŝĚYƵŝĐŬ&ŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϬ
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ϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶ;W,Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϭ;W,Ϳ͗YƵŝĐŬĨŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
ϮϰǆϮϰYƵŝĐŬĨŝůů͞h͟ŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϮ;W,Ϳ͗EŽƚhƐĞĚĨŽƌϮϰǆϮϰ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϯ;W,Ϳ͗^Ğƚ&ůǇͲ^ŚŝĨƚ^ƉĞĞĚdŚƌĞƐŚŽůĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϰ;W,Ϳ͗EŽƚhƐĞĚĨŽƌϮϰǆϮϰ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϱ;W,Ϳ͗EŽƚhƐĞĚĨŽƌϮϰǆϮϰ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϲ;W,Ϳ͗ƌĞĞƉĞƌKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϳ;W,Ϳ͗EŽƚhƐĞĚĨŽƌϮϰǆϮϰ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
,ϯͲϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶͲŚĂŶŶĞůϴ;W,Ϳ͗>ĂƌŐĞdŝƌĞKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϱ
Contents
Contents
KƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϲ
,ϯͲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗KƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϲ
,ϯͲͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,DZDͿ͗,ǇĚƌĂƵůŝĐZĂŵ^ŝǌĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϲ
,ϯͲͲŚĂŶŶĞůϮ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ŶĂďůĞͬŝƐĂďůĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϳ
,ϯͲͲŚĂŶŶĞůϯ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ŶĂďůĞͬŝƐĂďůĞ^ůŝƉŽŶƚƌŽů͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϳ
ůĞĐƚƌŽŶŝĐŶŐŝŶĞKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϴ
,ϯͲŶŐŝŶĞ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ůĞĐƚƌŽŶŝĐŶŐŝŶĞKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϴ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ǇŶŽWŽǁĞƌŽŽƐƚdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϴ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϮ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϴ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϯ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗'ƌŝĚ,ĞĂƚĞƌ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϵ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϰ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƵĞů&ŝůƚĞƌ,ĞĂƚĞƌ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϵ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϱ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ŶŐŝŶĞƌĂŬĞ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϵ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ŶŐŝŶĞ&ĂŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϴϵ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϳ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗>Žǁ/ĚůĞKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϬ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϮ;W,Ϳ͗ƵƚŽDŽĚĞƐKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϬ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϯ;W,Ϳ͗'ƌŝĚ,ĞĂƚĞƌ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϬ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϰ;W,Ϳ͗&ƵĞů&ŝůƚĞƌ,ĞĂƚĞƌ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϬ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϱ;W,Ϳ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϬ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϲ;W,Ϳ͗ƵƚŽdƌĂŶƐŵŝƐƐŝŽŶKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϬ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϳ;W,Ϳ͗ZWDKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϭ
,ϯͲŶŐŝŶĞͲŚĂŶŶĞůϴ;W,Ϳ͗>Žǁ/ĚůĞKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϭ
ŝĨĨ>ŽĐŬͬϰtKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϭ
,ϯͲŝĨĨůŽĐŬͬ&t;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ŝĨĨůŽĐŬĂŶĚ&ŽƵƌtŚĞĞůƌŝǀĞKƉƚŝŽŶƐĂŶĚ
ŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϭ
,ϯͲŝĨĨůŽĐŬͬ&tͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͿ͗ǆůĞdǇƉĞ;EĞǁ,ŽůůĂŶĚŽŶůǇͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϮ
,ϯͲŝĨĨůŽĐŬͬ&tͲŚĂŶŶĞůϮ;W,Ϳ͗&tƌĂŬŝŶŐ^ƉĞĞĚ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϮ
,ϯͲŝĨĨůŽĐŬͬ&tͲŚĂŶŶĞůϯ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚǆůĞ^ƚĞĞƌŝŶŐŶŐůĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϮ
,ϯͲŝĨĨůŽĐŬͬ&tͲŚĂŶŶĞůϰ;DͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&tƌĂŬŝŶŐ^ƉĞĞĚ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϯ
ZĞĂƌWdKKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϯ
,ϯͲWdK;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ZĞĂƌWdKKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϯ
,ϯͲWdKͲŚĂŶŶĞůϭ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϰ
,ϯͲWdKͲŚĂŶŶĞůϮ;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗ZĞĂƌWdK&ĞŶĚĞƌ^ǁŝƚĐŚĞƐKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϰ
,ϯͲWdKͲŚĂŶŶĞůϯ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ZĞĂƌWdKƌŽƉͲKƵƚ^ƉĞĞĚKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϰ
,ϯͲWdKͲŚĂŶŶĞůϰ;DͲ>tͬDZDͿ͗ůĞĐƚƌŽŶŝĐ^ŚŝĨƚĂďůĞWdKKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϰ
,ϯͲWdKͲŚĂŶŶĞůϰ;DZDsdͿ͗ůĞĐƚƌŽŶŝĐ^ŚŝĨƚĂďůĞZWdKWŝůŽƚ,ĞĂĚZĞŶƵŵďĞƌŝŶŐKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϰ
,ϯͲWdKͲŚĂŶŶĞůϱ;DͲ,Ϳ͗ůĞĐƚƌŽŶŝĐ^ŚŝĨƚĂďůĞZWdKWŝůŽƚ,ĞĂĚZĞŶƵŵďĞƌŝŶŐKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϱ
&ƌŽŶƚ,ZKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϱ
,ϯͲ&ƌŽŶƚ;ŵŝĚͿ,Z;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚ,ZKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϱ
,ϯͲ&ƌŽŶƚ;ŵŝĚͿ,ZͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚ,ZKƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϱ
,ϯͲ&ƌŽŶƚ;ŵŝĚͿ,ZͲŚĂŶŶĞůϮ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚ>ŽĂĚĞƌͬ&ƌŽŶƚ,ŝƚĐŚ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘ϵϲ
,ϯͲ&ƌŽŶƚ;ŵŝĚͿ,ZͲŚĂŶŶĞůϯ͗EŽƚƵƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϲ
,ϯͲ&ƌŽŶƚ;ŵŝĚͿ,ZͲŚĂŶŶĞůϰ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗^ĞƚƵƉŽĨEƵŵďĞƌŽĨ,ZΖƐWƌĞƐĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘ϵϲ
,ϯͲ&ƌŽŶƚ;ŵŝĚͿ,ZͲŚĂŶŶĞůϱ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗,ŝŐŚ&ůŽǁWƵŵƉKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϲ
,ϯͲ&ƌŽŶƚ;ŵŝĚͿ,ZͲŚĂŶŶĞůϲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ŶƚŝͲ^ĂƚƵƌĂƚŝŽŶKƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϲ
&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϳ
,ϯͲ&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘ϵϳ
,ϯͲ&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶKƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘ϵϳ
,ϯͲ&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶͲŚĂŶŶĞůϮ;DͲ,ͬDZDͿ͗&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶ,ŝŐŚͲ^ƉĞĞĚƵƚŽ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϳ
&ƌŽŶƚWdKKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϴ
,ϯͲ&ƌŽŶƚWdK;W,ͬDͲ^tͬDͲ>tͿ͗&ƌŽŶƚWdKKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϴ
,ϯͲ&ƌŽŶƚWdKͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͿ͗&ƌŽŶƚWdKKƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϴ
,ϯͲ&ƌŽŶƚWdKͲŚĂŶŶĞůϮ;W,ͬDͲ^tͬDͲ>tͿ͗&ƌŽŶƚWdKDĂŶĂŐĞŵĞŶƚKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϴ
,ϯͲ&ƌŽŶƚWdKͲŚĂŶŶĞůϯ;DͲ,Ϳ͗&ƌŽŶƚWdKƌŽƉKƵƚ^ƉĞĞĚKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϵ
,ϯͲ&ƌŽŶƚWdKͲŚĂŶŶĞůϱ;DͲ,Ϳ͗ůĞĐƚƌŽŶŝĐ^ŚŝĨƚĂďůĞ&WdKWŝůŽƚ,ĞĂĚZĞŶƵŵďĞƌŝŶŐKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϵ
,ϯͲ&ƌŽŶƚWdKͲŚĂŶŶĞůϲ;DͲ,Ϳ͗&ƌŽŶƚWdKůƵƚĐŚĂůŝďƌĂƚŝŽŶĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϵ
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,ϯͲ&ƌŽŶƚWdKͲŚĂŶŶĞůϳ;DͲ,Ϳ͗&ƌŽŶƚWdKYƵŝĐŬ&ŝůůdŝŵĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϵ
ZĞĂƌ,ZKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϵ
,ϯͲZĞĂƌ,Z;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗ZĞĂƌ,ZKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϵϵ
,ϯͲZĞĂƌ,ZͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗ZĞĂƌ,ZKƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϬ
,ϯͲZĞĂƌ,ZͲŚĂŶŶĞůϮ͗EŽƚƵƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϬ
,ϯͲZĞĂƌ,ZͲŚĂŶŶĞůϯ͗EŽƚƵƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϬ
,ϯͲZĞĂƌ,ZƐͲŚĂŶŶĞůϰ;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗EƵŵďĞƌŽĨ,ZƐWƌĞƐĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϬ
,ϯͲZĞĂƌ,ZƐͲŚĂŶŶĞůϱ;DͲ>tͿ͗dŽƉΘ^ŝĚĞ>ŝŶŬŽŶƚƌŽůKƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϬ
&ƌŽŶƚ,ŝƚĐŚKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϭ
,ϯͲ&ƌŽŶƚ,ŝƚĐŚ;W,ͬDͲ^tͬDͲ>tͿ͗&ƌŽŶƚ,ŝƚĐŚKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϭ
,ϯͲ&ƌŽŶƚ,ŝƚĐŚͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗&ƌŽŶƚ,ŝƚĐŚKƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϭ
,ϯͲ&ƌŽŶƚ,ŝƚĐŚͲŚĂŶŶĞůϮ;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗&ƌŽŶƚ,ŝƚĐŚ&ĞŶĚĞƌ^ǁŝƚĐŚĞƐKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϭ
,ϯͲ&ƌŽŶƚ,ŝƚĐŚͲŚĂŶŶĞůϯ;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗&ƌŽŶƚ,ŝƚĐŚDĂŶĂŐĞŵĞŶƚKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϮ
,ϯͲ&ƌŽŶƚ,ŝƚĐŚͲŚĂŶŶĞůϰ;W,ͬDͲ^tͬDͲ>tͿ͗&ƌŽŶƚ,ŝƚĐŚZĂŵ^ŝǌĞ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϮ
ůĞĐƚƌŽŶŝĐWĂƌŬƌĂŬĞͲŵĞƌŐĞŶĐǇƌĂŬĞKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϮ
,ϯͲW;DͲ,Ϳ͗ŵĞƌŐĞŶĐǇƌĂŬĞKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϮ
,ϯͲWͲŚĂŶŶĞůϭ͗EŽƚhƐĞĚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϯ
,ϯͲWͲŚĂŶŶĞůϮ;DͲ,Ϳ͗dƌĂŝůĞƌƌĂŬĞWƌĞƐĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϯ
,d^KƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϯ
,ϯͲ,d^;W,ͬDͲ^tͿ͗,ĞĂĚůĂŶĚdƵƌŶ^ĞƋƵĞŶĐĞKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϯ
,ϯͲ,d^ͲŚĂŶŶĞůϭ;W,ͬDͲ^tͿ͗,d^KƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϰ
^KƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϰ
,ϯͲ,d^;DͲ>tͬDͲ,Ϳ͗^KƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϰ
,ϯͲ^ͲŚĂŶŶĞůϭ;DͲ>tͬDͲ,Ϳ͗^KƉƚŝŽŶ^ĞůĞĐƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϰ
,ϯ͗KE&/'hZd/KE^ͬKWd/KE^&KZd,yKEdZK>>Z͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϱ
ůĞĐƚƌŽŶŝĐWĂƌŬ>ŽĐŬKƉƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϱ
,ϯͲW>;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗ůĞĐƚƌŽŶŝĐWĂƌŬ>ŽĐŬKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϱ
,ϯͲW>ͲŚĂŶŶĞůϭ;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗W>ŶĂďůĞKƉƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϱ
,ϯͲW>ͲŚĂŶŶĞůϮ;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗dƌĂŝůĞƌƌĂŬĞWƌĞƐĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϱ
,ϯͲW>ͲŚĂŶŶĞůϯ;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗W>KƌŝĞŶƚĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϲ
,ϯ͗KE&/'hZd/KE^ͬKWd/KE^&KZd,/E^dZhDEd>h^dZ^͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϲ
/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϲ
,ϯͲŶŐŝŶĞ^ŚƵƚĚŽǁŶ;ůůͿ͗ŶŐŝŶĞ^ŚƵƚĚŽǁŶKƉƚŝŽŶƐ ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϲ
,ϯͲŝƌƌĂŬĞ;ĂůůͿ͗ŝƌƌĂŬĞ^ĞůĞĐƚŝŽŶ ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϳ
,ϯͲ^t;ĂůůͿ͗^t^ĞůĞĐƚŝŽŶ;/,ŽŶůǇͿ ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϳ
ŶĚ
,ϯͲ&ƵĞůdĂŶŬ;W,ϭϲǆϭϲͬDͲ^tsdŽŶůǇͿ͗Ϯ &ƵĞůdĂŶŬ^ĞůĞĐƚŝŽŶ ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϳ
,ϯͲ^ƚĞĞƌŝŶŐ^ĞŶƐŽƌ;ĂůůͿ͗^ƚĞĞƌŝŶŐ^ĞŶƐŽƌ^ĞůĞĐƚŝŽŶ ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϳ
,ϯͲƌƌŽƌŽĚĞƐ;ĂůůͿ͗ƌƌŽƌŽĚĞDĂŶĂŐĞŵĞŶƚ^ĞůĞĐƚŝŽŶ ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϴ
,ϰʹ^ŽĨƚǁĂƌĞsĞƌƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϵ
,ϰ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗^ŽĨƚǁĂƌĞsĞƌƐŝŽŶ/ŶĨŽƌŵĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϬϵ
,ϱʹ^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϭ
,ϱ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϭ
,ϱͲhϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞhϭŽŶƚƌŽůůĞƌ;DĂŝŶͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϭ
,ϱͲDĂŝŶ;DͲ^tͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞZzĂŶĚZ;DĂŝŶͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϰ
,ϱͲDĂŝŶ;W,Ϳ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞyĂŶĚt;DĂŝŶͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϱ
,ϱͲƵǆ;W,ͬDͲ^tͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞZĂŶĚZ<;Ƶǆ͘Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϲ
,ϱͲƵǆ;W,Ϳ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞh;Ƶǆ͘Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϳ
,ϱͲ>;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ>;ƌŵƌĞƐƚͿŽŶƚƌŽůůĞƌͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϳ
,ϱͲ/ŶƐƚ;ĂůůͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϴ
,ϱͲ/ŶƐƚ;DͲ^tͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ;,yĂŶĚ,zͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϴ
,ϱͲ/ŶƐƚ;W,Ϳ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ;,sĂŶĚ,tͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϴ
Contents
Contents
,ϱͲ<;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ<;^ƚĞĞƌŝŶŐͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϵ
ŽŶƚƌŽůůĞƌ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϵ
,ϱͲy;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞy;W>Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϵ
ŽŶƚƌŽůůĞƌͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϭϵ
,ϲʹsŝĞǁsĞŚŝĐůĞ/ŶĨŽƌŵĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϬ
,ϲ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sŝĞǁsĞŚŝĐůĞ/ŶĨŽƌŵĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϬ
sddƌĂŶƐŵŝƐƐŝŽŶ;DͲ^tͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϬ
sddƌĂŶƐŵŝƐƐŝŽŶ;DͲ>tͬDͲ,ͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϬ
&W^Θ^W^dƌĂŶƐŵŝƐƐŝŽŶ;DͲ^tͬDͲ>tͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϬ
ϭϲǆϭϲĂŶĚϮϰǆϮϰdƌĂŶƐŵŝƐƐŝŽŶ;W,Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϬ
,ϳͲsĞŚŝĐůĞdĞƐƚDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϭ
,ϳ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sĞŚŝĐůĞdĞƐƚDŽĚĞƐĨŽƌƚŚĞdƌĂŶƐŵŝƐƐŝŽŶŽŶƚƌŽůůĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϭ
sddƌĂŶƐŵŝƐƐŝŽŶ;DͲ>tͬDͲ,ͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϭ
,ϳͲsddƌĂŶƐ͘;DͲ>tͬDͲ,ͬDZDͿ͗dƌĂŶƐŵŝƐƐŝŽŶdĞƐƚDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϭ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϭ;DͲ>tͬDͲ,ͬDZDͿ͗ůƵƚĐŚ^ǁŝƚĐŚdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϭ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϮ;DͲ>tͬDͲ,ͬDZDͿ͗DĂŶƵĂůůƵƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϭ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϯ;DͲ>tͬDͲ,ͬDZDͿ͗DĂŶƵĂůYƵŝĐŬ&ŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϮ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϰ;DͲ>tͬDͲ,ͬDZDͿ͗ůƵƚĐŚWƌĞƐƐƵƌĞdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϮ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϱ;DͲ>tͬDͲ,ͬDZDͿ͗^ǇŶĐŚƌŽŶŝǌĞƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϮ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϲ;DͲ>tͬDͲ,ͬDZDͿ͗^ǇŶĐŚƌŽŶŝǌĞƌtĞĂƌŚĞĐŬ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϯ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůƐϳͲϭϮ;DͲ>tͬDͲ,ͬDZDͿ͗,ǇĚƌŽƐƚĂƚdĞƐƚƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϯ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϭϯ;DͲ>tͬDͲ,ͬDZDͿ͗,ǇĚƌŽƐƚĂƚĨĨŝĐŝĞŶĐǇdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϰ
sddƌĂŶƐŵŝƐƐŝŽŶ;W,ͬDͲ^tͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϱ
,ϳͲsddƌĂŶƐ͘;W,ͬDͲ^tͿ͗dƌĂŶƐŵŝƐƐŝŽŶdĞƐƚDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϱ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϭ;W,ͬDͲ^tͿ͗ůƵƚĐŚ^ǁŝƚĐŚdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϱ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϮ;W,ͬDͲ^tͿ͗DĂŶƵĂůůƵƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϱ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϯ;W,ͬDͲ^tͿ͗DĂŶƵĂůYƵŝĐŬ&ŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϱ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϰ;W,ͬDͲ^tͿ͗ůƵƚĐŚWƌĞƐƐƵƌĞdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϲ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϱ;W,ͬDͲ^tͿ͗^ǇŶĐŚƌŽŶŝǌĞƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϲ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϲ;W,ͬDͲ^tͿ͗^ǇŶĐŚƌŽŶŝǌĞƌtĞĂƌŚĞĐŬ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϳ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůƐϳͲϭϮ;W,ͬDͲ^tͿ͗,ǇĚƌŽƐƚĂƚdĞƐƚƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϳ
,ϳͲsddƌĂŶƐ͘ͲŚĂŶŶĞůϭϯ;W,ͬDͲ^tͿ͗,ǇĚƌŽƐƚĂƚĨĨŝĐŝĞŶĐǇdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϴ
&W^dƌĂŶƐŵŝƐƐŝŽŶ;DͲ^tͬDͲ>tͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϵ
,ϳͲ&W^dƌĂŶƐ͘;DͲ^tͬDͲ>tͬDZDͿ͗dƌĂŶƐŵŝƐƐŝŽŶdĞƐƚDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϵ
,ϳͲ&W^dƌĂŶƐ͘ͲŚĂŶŶĞůϭ;DͲ^tͬDͲ>tͬDZDͿ͗ůƵƚĐŚ^ǁŝƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϵ
,ϳͲ&W^dƌĂŶƐ͘ͲŚĂŶŶĞůϮ;DͲ^tͬDͲ>tͬDZDͿ͗DĂŶƵĂůůƵƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϵ
,ϳͲ&W^dƌĂŶƐ͘ͲŚĂŶŶĞůϯ;DͲ^tͬDͲ>tͬDZDͿ͗DĂŶƵĂůYƵŝĐŬ&ŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϮϵ
,ϳͲ&W^dƌĂŶƐ͘ͲŚĂŶŶĞůϰ;DͲ^tͬDͲ>tͬDZDͿ͗ůƵƚĐŚWƌĞƐƐƵƌĞdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϬ
,ϳͲ&W^dƌĂŶƐ͘ͲŚĂŶŶĞůϱ;DͲ^tͬDͲ>tͬDZDͿ͗ůƵƚĐŚ^ǁŝƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϬ
,ϳͲ&W^dƌĂŶƐ͘ͲŚĂŶŶĞůϲ;DͲ^tͬDͲ>tͬDZDͿ͗^ĞůĨĞĚͲ/ŶKĨůƵƚĐŚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϬ
,ϳͲ&W^dƌĂŶƐ͘ͲŚĂŶŶĞůϳ;DͲ^tͬDͲ>tͬDZDͿ͗WtDsĂůǀĞdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϭ
,ϳͲ&W^dƌĂŶƐ͘;DͲ^tͬDͲ>tͬDZDͿ͗ZĂŵƉdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϭ
,ϳͲ&W^dƌĂŶƐ͘;DͲ^tͬDͲ>tͬDZDͿ͗^ƚĞƉdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϭ
,ϳͲ&W^dƌĂŶƐ͘;DͲ^tͬDͲ>tͬDZDͿ͗ĐĐƵŵƵůĂƚŽƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϮ
͞h͟ŽĚĞƐhƐĞĚƵƌŝŶŐƚŚĞWtDsĂůǀĞdĞƐƚ͗DͲ^tͬDͲ>tͬDZD͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϮ
^W^dƌĂŶƐŵŝƐƐŝŽŶ;DͲ^tͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϯ
,ϳͲ^W^dƌĂŶƐ͘;DͲ^tͿ͗dƌĂŶƐŵŝƐƐŝŽŶdĞƐƚDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϯ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϭ;DͲ^tͿ͗ůƵƚĐŚ^ǁŝƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϯ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϮ;DͲ^tͿ͗DĂŶƵĂůůƵƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϯ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϯ;DͲ^tͿ͗DĂŶƵĂůYƵŝĐŬ&ŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϰ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϰ;DͲ^tͿ͗ůƵƚĐŚWƌĞƐƐƵƌĞdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϰ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϱ;DͲ^tͿ͗ůƵƚĐŚ^ǁŝƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϰ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϲ;DͲ^tͿ͗^ǇŶĐŚƌŽŶŝǌĞƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϱ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϳ;DͲ^tͿ͗^ĞůĨĞĚͲ/ŶKĨůƵƚĐŚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϱ
,ϳͲ^W^dƌĂŶƐ͘ͲŚĂŶŶĞůϴ;DͲ^tͿ͗WtDsĂůǀĞdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϱ
Contents
,ϳͲ^W^dƌĂŶƐ͘;DͲ^tͿ͗ZĂŵƉdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϲ
,ϳͲ^W^dƌĂŶƐ͘;DͲ^tͿ͗^ƚĞƉdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϲ
,ϳͲ^W^dƌĂŶƐ͘;DͲ^tͿ͗ĐĐƵŵƵůĂƚŽƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϲ
͞h͟ŽĚĞƐhƐĞĚƵƌŝŶŐƚŚĞWtDsĂůǀĞdĞƐƚ͗DͲ^t^W^͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϳ
ϭϲǆϭϲdƌĂŶƐŵŝƐƐŝŽŶ;W,Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϳ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘;W,Ϳ͗dƌĂŶƐŵŝƐƐŝŽŶdĞƐƚDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϳ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘ͲŚĂŶŶĞůϭ;W,Ϳ͗ůƵƚĐŚ^ǁŝƚĐŚĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϳ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘ͲŚĂŶŶĞůϮ;W,Ϳ͗ϭͬϮDĂŶƵĂůĂůŝďƌĂƚŝŽŶĂŶĚYƵŝĐŬĨŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϳ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘ͲŚĂŶŶĞůϯ;W,Ϳ͗ϯͬϰDĂŶƵĂůĂůŝďƌĂƚŝŽŶĂŶĚYƵŝĐŬĨŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϴ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘ͲŚĂŶŶĞůϰ;W,Ϳ͗ϱDĂŶƵĂůĂůŝďƌĂƚŝŽŶĂŶĚYƵŝĐŬĨŝůůĚũƵƐƚŵĞŶƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϴ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘ͲŚĂŶŶĞůϱ;W,Ϳ͗&ŽƌǁĂƌĚͬZĞǀĞƌƐĞ^ǇŶĐŚƌŽŶŝǌĞƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϵ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘ͲŚĂŶŶĞůϲ;W,Ϳ͗ϰͬϱ^ǇŶĐŚƌŽŶŝǌĞƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϵ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘ͲŚĂŶŶĞůϳ;W,Ϳ͗WtDsĂůǀĞdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϵ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘;W,Ϳ͗ZĂŵƉdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϯϵ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘;W,Ϳ͗^ƚĞƉdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϬ
,ϳͲϭϲǆϭϲdƌĂŶƐ͘;W,Ϳ͗ĐĐƵŵƵůĂƚŽƌdĞƐƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϬ
͞h͟ŽĚĞƐhƐĞĚƵƌŝŶŐƚŚĞWtDsĂůǀĞdĞƐƚ͗ϭϲǆϭϲW,͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϬ
,ϴʹůĞĂƌŽŶƚƌŽůůĞƌ^ĞƚƚŝŶŐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϭ
,ϴ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ůĞĂƌŽŶƚƌŽůůĞƌ^ĞƚƚŝŶŐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϭ
,ϴͲdh;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗,ϴĨŽƌƚŚĞdƌĂĐƚŽƌŽŶƚƌŽůhŶŝƚ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϭ
,ϴͲ/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗,ϴĨŽƌƚŚĞ/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϮ
,ϴͲW>;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗,ϴĨŽƌƚŚĞůĞĐƚƌŽŶŝĐWĂƌŬ>ŽĐŬ;yͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϮ
͞h͟ŽĚĞƐŝƐƉůĂǇĞĚƵƌŝŶŐ,ϴWƌŽĐĞĚƵƌĞ͗W,ͬDͲ^tͬDͲ>tͬDZD͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϮ
,ϵʹsŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϯ
,ϵ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϯ
,ϵͲhϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞdƌĂĐƚŽƌŽŶƚƌŽůhŶŝƚ;hϭͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϯ
,ϵͲDĂŝŶ;DͲ^tͿ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞZzĂŶĚZ;DĂŝŶͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϰϵ
,ϵͲDĂŝŶ;W,Ϳ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞtĂŶĚy;DĂŝŶͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϬ
,ϵͲƵǆ;W,ͬDͲ^tͿ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞZĂŶĚZ<;Ƶǆ͘Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϮ
,ϵͲDĂŝŶ;W,Ϳ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞh;Ƶǆ͘Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϮ
,ϵͲ>;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ>͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϯ
;ƌŵƌĞƐƚͿŽŶƚƌŽůůĞƌ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϯ
,ϵͲ/ŶƐƚ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ/'ͬ/,ͬ,h/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ͘͘͘͘͘͘ϭϱϯ
,ϵͲ/ŶƐƚ;DͲ^tͿ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ,yĂŶĚ,z/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϰ
,ϵͲ/ŶƐƚ;W,Ϳ͗^ǁŝƚĐŚŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ,sĂŶĚ,t/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϰ
,ϵͲ<;W,ͬDͲ^tͬDͲ>tͬDͲ,Ϳ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ<ŽŶƚƌŽůůĞƌ;^ƚĞĞƌŝŶŐͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϰ
,ϵͲy;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗sŽůƚŵĞƚĞƌŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞy;W>ͿŽŶƚƌŽůůĞƌ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϰ
,ʹĞŵŽŶƐƚƌĂƚŝŽŶDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϱ
,;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ĞŵŽŶƐƚƌĂƚŝŽŶDŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϱ
,;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗WŽǁĞƌŽŽƐƚĞŵŽŶƐƚƌĂƚŝŽŶDŽĚĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϱ
,;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌŽŶƚ^ƵƐƉĞŶƐŝŽŶĞŵŽŶƐƚƌĂƚŝŽŶDŽĚĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϱ
,ʹŝƐƉůĂǇ^ƚŽƌĞĚƌƌŽƌŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϲ
,;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ŝƐƉůĂǇŽĨ^ƚŽƌĞĚƌƌŽƌŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϲ
,ʹůĞĂƌ^ƚŽƌĞĚƌƌŽƌŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϳ
,;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗ůĞĂƌƌƌŽƌŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϳ
,ʹŝĂŐŶŽƐƚŝĐƌƌŽƌDŽĚĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϴ
,;W,ͿŝĂŐŶŽƐƚŝĐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϴ
,ʹ&ƌĞƋƵĞŶĐǇŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϵ
,;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌĞƋƵĞŶĐǇŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϵ
,Ͳhϭ;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗&ƌĞƋƵĞŶĐǇŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞdƌĂĐƚŽƌŽŶƚƌŽůhŶŝƚ;hϭͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϱϵ
,ͲDĂŝŶ;W,ͬDͲ^tͿ͗&ƌĞƋƵĞŶĐǇŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞZzĂŶĚZ;DĂŝŶͿŽŶƚƌŽůůĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϬ
,ͲƵǆ;W,ͬDͲ^tͿ͗&ƌĞƋƵĞŶĐǇŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞZĂŶĚZ<;ƵǆŝůŝĂƌǇͿŽŶƚƌŽůůĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϬ
,Ͳ/ŶƐƚ;W,ͬDͲ^tͬDͲ>tͬDZDͿ͗&ƌĞƋƵĞŶĐǇŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϬ
,Ͳ/ŶƐƚ;W,Ϳ͗&ƌĞƋƵĞŶĐǇŝĂŐŶŽƐƚŝĐƐĨŽƌƚŚĞ/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƐ;,sͬ,tͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϬ
,&ʹ,ĂƌĚǁĂƌĞsĞƌƐŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϭ
Contents
Contents
,&;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗sŝĞǁ,ĂƌĚǁĂƌĞsĞƌƐŝŽŶ/ŶĨŽƌŵĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϭ
,:Ͳ,ZsĂůǀĞEƵŵďĞƌZĞƉƌŽŐƌĂŵŵŝŶŐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϮ
hϭͲ,:;W,ͬDͲ^tͬDͲ>tͬDͲ,ͬDZDͿ͗,ZsĂůǀĞEƵŵďĞƌWƌŽŐƌĂŵŵŝŶŐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϮ
,ZsĂůǀĞZĞŶƵŵďĞƌŝŶŐ͞h͟ĐŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϯ
,<ʹ͞ZĂĐŝŶĞ,Z͟sĂůǀĞŝĂŐŶŽƐƚŝĐ&ƵŶĐƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϰ
,<;DͲ>tͬDͲ,ͬDZDͿ͗ZĂĐŝŶĞZĞĂƌ,ZsĂůǀĞŝĂŐŶŽƐƚŝĐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϰ
,<ͲZĂĐŝŶĞZĞĂƌ,ZͲŚĂŶŶĞůϭ;DͲ>tͬDͲ,ͬDZDͿ͗sĂůǀĞĂůŝďƌĂƚŝŽŶ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϰ
hϭͲ,<ͲZĂĐŝŶĞZĞĂƌ,ZͲŚĂŶŶĞůϮ;DͲ>tͬDͲ,ͬDZDͿ͗ZĞĂĚĂůŝďƌĂƚŝŽŶĂƚĂ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϱ
ZĂĐŝŶĞZĞĂƌ,ZsĂůǀĞĂůŝďƌĂƚŝŽŶ͞h͟ŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϱ
DŝƐĐĞůůĂŶĞŽƵƐKƉƚŝŽŶƐĂŶĚŽŶĨŝŐƵƌĂƚŝŽŶƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϳ
&ƵůůWŽǁĞƌƐŚŝĨƚdƌĂŶƐŵŝƐƐŝŽŶ^ŚŽƌƚĐƵƚƐ;DͬDZDͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϳ
KƉƚŝŽŶϭ;DͬDZDͿ͗>ŽǁĞƐƚĚĞĨĂƵůƚƵƚŽ'ĞĂƌ;>'Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϳ
^ĞŵŝͲWŽǁĞƌƐŚŝĨƚdƌĂŶƐŵŝƐƐŝŽŶ^ŚŽƌƚĐƵƚƐ;W,Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϳ
KƉƚŝŽŶϭ;W,Ϳ͗>ŽǁĞƐƚĚĞĨĂƵůƚƵƚŽ'ĞĂƌ;>'Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϳ
ϭϲǆϭϲdƌĂŶƐŵŝƐƐŝŽŶ^ŚŽƌƚĐƵƚƐ;W,Ϳ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϴ
KƉƚŝŽŶϭ;W,Ϳ͗DĞŵŽƌǇ^ŚƵƚƚůĞ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϴ
ZĞĂƌ,Z^ŚŽƌƚĐƵƚƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϴ
ŽŶƚƌŽůůĞƌƌƌŽƌŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϵ
ƌƌŽƌŽĚĞƐ;ϭyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϲϵ
dƌĂŶƐŵŝƐƐŝŽŶƌƌŽƌŽĚĞƐ;ϮyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϳϬ
ŶŐŝŶĞƌƌŽƌŽĚĞƐʹdŝĞƌϰď;ϯyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϴϯ
ZĞĂƌ,ZƌƌŽƌŽĚĞƐ;ϰϭyy͕ϰϮyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϵϱ
&ƌŽŶƚ,ZƌƌŽƌŽĚĞƐ;ϰϱyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϵϳ
,Z;ZĞǆƌŽƚŚͬŽƐĐŚͿŝĂŐŶŽƐƚŝĐ>ƐͲ&ůĂƐŚŽĚĞƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϵϵ
ZĞĂƌWdKƌƌŽƌŽĚĞƐ;ϱyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϭϵϵ
&ŽƵƌtŚĞĞůƌŝǀĞƌƌŽƌŽĚĞƐ;ϲyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϬϬ
ŝĨĨůŽĐŬƌƌŽƌŽĚĞƐ;ϳyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϬϬ
&ƌŽŶƚWdKƌƌŽƌŽĚĞƐ;ϴyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϬϬ
&ƌŽŶƚ,ŝƚĐŚƌƌŽƌŽĚĞƐ;ϵyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϬϬ
^ƵƐƉĞŶĚĞĚ&ƌŽŶƚǆůĞƌƌŽƌŽĚĞƐͲW,ͬD;ϭϬyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϬϭ
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hDƌƌŽƌŽĚĞƐ;ϭϯyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϬϲ
/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌƌƌŽƌŽĚĞƐ;ϭϰyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϬϳ
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ĞEKǆƌƌŽƌŽĚĞƐʹdŝĞƌϰĂ;ϭϵyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘ϮϭϬ
ĞEKǆƌƌŽƌŽĚĞƐʹdŝĞƌϰď;ϭϵyyyͿ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϭϱ
/ŶƐƚƌƵŵĞŶƚůƵƐƚĞƌtĂƌŶŝŶŐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϯ
ƵǌǌĞƌ^ŽƵŶĚƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϯ
tĂƌŶŝŶŐƐ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϯ
tĂƌŶŝŶŐ'ƌŽƵƉϲ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϰ
tĂƌŶŝŶŐ'ƌŽƵƉϱ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϰ
tĂƌŶŝŶŐ'ƌŽƵƉϰ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϰ
tĂƌŶŝŶŐ'ƌŽƵƉϯ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϲ
tĂƌŶŝŶŐ'ƌŽƵƉϮ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϯϴ
tĂƌŶŝŶŐ'ƌŽƵƉϭ͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘͘Ϯϰϭ

Controllers & H-menu’s
Comments About This Manual

This Service Training Technician’s Guide contains information on controllers and H-Menu functions for the
following CNH Ag. tractors using “H-Menus”:

APH All Purpose Heavy Maxxum T6
CCM-SWB Cash Crop Medium - Standard Wheelbase Puma SWB T7 SWB
CCM-LWB Cash Crop Medium - Long Wheelbase Puma LWB T7 LWB
CCM-HD Cash Crop Medium - Heavy Duty Optum T7 HD
Mid Range
MRM Mid-Range Magnum ---
Magnum
It also deals primarily with newer tractors with the Armrest Control Units (MultiControl™ / SideWinder™ II) and
machines with the newer UCM (“Universal Control Module” or “Tractor Control Unit”) single transmission controller.
The UCM is called the "U1" in the instrument cluster display and the EST. However, units in both brands
WITHOUT the newer armrests (in Case-IH’s “Non-GARU” and New Holland's "Classic Armrest") are also
covered here. (NOTE: “GARU” is just another name for the Case-IH “MultiControl” armrest.)
Diagnostic Connections
Electronic Service Tool Connector

The vehicle is fitted with two ISO 11783 standard diagnostics connectors. These connectors allow the CNH
Electronic Service Tool (EST) to be connected to the vehicle for off-board diagnostics via CAN bus or K-line.
This provides the facility for fault diagnosis and the update of vehicle software.
APH CCM-SWB CCM-LWB CCM-HD

The main diagnostics connector (Primary CAN) is situated in the cab on
the right-hand rear cab post. The connector also provides for the
connection of the 380000843 service jumper-plug to allow access to the
on-board diagnostics using the HH menus.

The secondary (Secondary
or EHR CAN) diagnostic
connector will be behind and
to the right of the seat.

MRM

WƌŝŵĂƌǇ

The primary and secondary CAN connectors on
MRM tractors are in the panel to the right of the
seat.
^ĞĐŽŶĚĂƌǇ
NAFTA Technical Training Page 1

CAN Connector Pin-Outs

The vehicles are fitted with two ISO 11783 standard diagnostics connectors (Deutsch J1939). These connectors
allow the CNH Electronic Service Tool (EST) to be connected to the vehicle for off-board diagnostics via CAN bus
or K-line: this provides the facility for fault diagnosis and the update of vehicle software.

These connectors also provide for the connection of a service switch (380000843 jumper-plug) to allow access to
the on-board diagnostics using the HH menus.

Diagnostic Connector #1

Pin A – Ground
Pin B – Un-switched B+
Pin C – CAN 1 HI (Vehicle Bus 1) Pin
D – CAN 1 LO (Vehicle Bus 1) Pin E –
ISO K-Line
Pin F -- Open
Pin G – Service Switch (H-Menus) Pin
H – ISObus HI (Implement Bus) Pin J –
ISObus LO (Implement Bus)

Diagnostic Connector #2

Pin A – Ground
Pin B – Un-switched B+
Pin C – CAN 2 HI (Vehicle Bus 2) Pin
D – CAN 2 LO (Vehicle Bus 2) Pin E –
Open
Pin F -- RS232 TX - Printer
Pin G – RS232 RX - Printer Pin
H – CAN 3 HI
Pin J – CAN 3 LO

D.I.Y. Jumper-Plug and CAN Diagnostic Breakout Tool

This shows how a Technician can construct a dual-purpose tool, allowing H-Menu access as well as use as a
break-out tool to help to diagnose CAN-related problems. It can be assembled using a 310060A1 connector body
or by modifying a 380000843 diagnostic jumper-plug.

By connecting the wires
at pins B & G, it can be
used as a 380000843
jumper-tool to access H-
Menus.

With B & G disconnected, it can be used to
troubleshoot the CAN system with a digital
voltmeter.
Page 2 NAFTA Technical Training

Parts needed:
Qty. Part No. Description
1 310060A1 Connector
-- or --
1 380000843 Diagnostic plug
5 900364 Female connector
4 87697875 Female connector
1 500397C1 Male connector
16-ga wire
Shrink-tubing recommended on exposed connectors
Pin assignments, recommended wire colors:

Pin Function Wire Color Terminal

A Ground Black 87697875 female
B +12VDC Red 87697875 female
C CAN HI Yellow 87697875 female

D CAN LO Green 87697875 female
G Service switch White 500397C1 male
(Inside connector body) 900364 female

(To avoid potentially serious problems, be certain that each wire is in its correct location
on the plug!
User assumes all risk associated with using this tool.)

Controller Names and Identifiers

Each of the electronic control modules fitted to the vehicles has an associated identifier that is used by the
instrument cluster during the H-menu diagnostics procedures. Throughout this document the modules are
referred to using these identifiers.

The following table lists all the modules accessible from the H menu diagnostics, its function and the corresponding
identifier used by the instrument clusters.
Armrest Units:

Identifier Controller Name Controller Function
IG Enhanced ICU3 (CIH) Instrument Cluster
IH Basic ICU3 (CIH) Instrument Cluster
HU Enhanced ADIC Instrument Cluster
JA Enhanced Keypad (ADIC) Keypad
KA Turn Assist / Fast Steer (APH & CCM) Steering controller
LC ACM Armrest controller
OA TECU Tractor ECU

Transmission, EDC, Engine, 4WD/DL, Rear PTO, Front EHR, Front
U1 Tractor Control Unit
Suspension, Front PTO, Rear EHR, Front Hitch, HTS2, Tractor ECU Class 2
XA EPL Electronic Park Lock

Non-Armrest Units:
Identifier Controller Name Controller Function

HW, HY Enhanced ADIC Instrument Cluster
HV, HX Basic ADIC Instrument Cluster
JA Enhanced Keypad Keypad
KA Turn Assist / Fast Steer (APH & CCM) Steering controller
OA TECU Tractor ECU
RY FPS Central Control Unit FPS Transmission, EDC, Engine, Rear PTO, 4WD/DL, Front HER
RZ SPS Central Control Unit SPS Transmission, EDC, Engine, Rear PTO, 4WD/DL, Front HER
CCM FPS/SPS Central Control Unit
R1 Transmission, EDC Engine, Rear PTO, 4WD/DL, Front EHR, HTS
APH 16x16 Central Control Unit
CCM SWB FPS/SPS Auxiliary Control Unit
R2 Suspended Front Axle, Rear EHR, Front PTO, Front Hitch
APH 16x16 Auxiliary Control Unit
RC CCM LWB PFS Auxiliary Control Unit Suspended Front Axle, Rear EHR, Front PTO, Front Hitch
DX 16x16 Central Control Unit 16x16 Transmission, EDC, Engine, Rear PTO, 4WD/DL
DW 24x24 Central Control Unit 24x24 Transmission, EDC, Engine, Rear PTO, 4WD/DL
DU, RK APH Auxiliary Control Unit Suspended Front Axle, Rear EHR, Front PTO, Front Hitch
XA EPL (CCM LWB only) Electronic Park Lock
Controller Names and Identifiers, Other

Following is a chart assembled by CNH Technical Support Services for all controller identifiers on all mid-sized
CNH Ag. Tractors, current as of 05/14. Please note that this information is subject to change, and is provided only
in an attempt to minimize technician confusion over the different controller names used on CNH products.

Tier 4 APH / CCM / MRM
T6000 Power Command
MID-RANGE MAGNUM
MID-RANGE MAGNUM
T7000 Auto Command
T7000 Auto Command
Tier 4A APH / CCM
Tier 4B APH / CCM

- NON-ARMREST -
- NON-ARMREST -
MAXXUM / T6000
Puma LWB FPS
- ARMREST -
SN > 40,000
SN > 40,000
SN > 40,000
SN > 40,000
Puma SWB
MXU / TSA
Puma CVT
CVT
FPS

Inst. Cluster
Basic IH HV/HX HX IB/IF HG IB HG HK HB
Enhanced IG/HU HW/HY HY IE HS IA/IE HF/HS IA HF IE IE HJ HA
Transmission
CVT U1 RE RE RE
FPS U1 RY R1 RD/RT RD/RT RD/RT RD/RT RT
SPS U1 RZ R1
12X12 GA GA
16X16 U1 DX R1 DS DB
24X24 DW DR DA
Aux. Control Unit -- DU/RC/RK R2/RC RM RM RC/RM RC/RM RK/RP RK/RP RM RM DU DD
Keypad JA JA JA JA JA JA JA JA
Fast Steer System KA KA KA KA KA KA KA KA KA KA KA
Armrest LC -- -- LC LC LC LC LB/LC LB/LC LC LC
EPL XA XA XA XA XA XA XA XA XA XA XA
Air Conditioner ATC ATC -- ATC ATC ATC ATC ATC ATC ATC ATC ATC
TECU OA OA OA OA OA OA OA OA OA OA OA
EDC7 EDC7 EDC17 EDC7 EDC7
Engine UC31 UC31 CV41
EDC16 EDC16 EDC16 EDC16 EDC16 EDC16
UC31 UC31
EDC16 EDC7

Overview of H-Menu Onboard Diagnostics

This section describes the use of the H-menu onboard diagnostics on the APH, CCM, and MRM tractors.

The H-menu onboard diagnostics provide a means of configuring the vehicle subsystems, extracting stored
vehicle fault codes and assisting in the diagnosis of vehicle faults.

In general, those routines are not intended to be activated during normal operation and should not be available to
the end-user. For this reason, in order access the H-menu system a special tool (diagnostic jumper
380000843) is required.

The end user does, in fact, have the ability to access transmission calibration directly through shortcuts to the H-
menus without using the diagnostic jumper. In this instance the user has restricted access to only transmission
calibration routines without H-menu navigation capability.

The H-menu diagnostics will be displayed on the ICU3 (Case-IH) or the ADIC (CIH non-GARU and all NH
units) and the diagnostics utilizes both the Dot Matrix Section (DMS) and the Central Display Section (CDS)
areas of the display.

The H-MENU activity will be initiated by the ICU3/ADIC upon detection of the diagnostic jumper at power
on.

One module at a time will have the possibility of performing H-menu activities controlling the ICU3/ADIC LCD
sections, and receiving the status of the pushbuttons on the ICU3/ADIC itself.
Instrument Clusters
Case-IH ICU3 – Controls & Display

Case-IH non-armrest and all New Holland ADIC - Controls & Display

EKd͗KŶdŝĞƌϰ/ŝŶƐƚƌƵŵĞŶƚĐůƵƐƚĞƌƐ͕ƚŚĞĐůŽĐŬŝƐŶŽůŽŶŐĞƌƵƐĞĚ͘ dŚŝƐĚŝƐƉůĂǇĂƌĞĂŶŽǁƐŚŽǁƐƚŚĞ&ͬĚůƵĞΠ
ůĞǀĞů͘ ƐďĞĨŽƌĞ͕ƚŚĞƚŚƌĞĞďƵƚƚŽŶƐĂƌĞƐƚŝůůƵƐĞĚĨŽƌ,ͲDĞŶƵŶĂǀŝŐĂƚŝŽŶ͘

H-Menu Navigation Procedures

1) To enter the HH-menu diagnostics mode connect the 380000843 service jumper-plug into Diagnostic
Connector #1.

2) Key on the ignition (you do not need to start the engine unless directed to). The Dot Matrix Section (DMS)
and Central Display Section (CDS) will appear as shown below:
3) Use either the “×” / “Ø” keys (ICU3) or “h” / “m” keys (ADIC) to scroll through the controllers available to the H-
menu diagnostics. The DMS will show the identifier code of the currently selected controller. The arrows
indicate there are other selections available at the same level.

ICU3: Use the “×” key to scroll up and the “Ø” to scroll down.

ADIC: Use the “h” key to scroll to up (left) and the “m” key to scroll to down (right).


4) KŶĐĞƚŚĞD^ƐŚŽǁƐƚŚĞĚĞƐŝƌĞĚĐŽŶƚƌŽůůĞƌŝƚƐŚŽƵůĚďĞĐŽŶĨŝƌŵĞĚďǇƉƌĞƐƐŝŶŐƚŚĞWZK'ŬĞǇ;/hϯͿŽƌƚŚĞ
Dimming key (ADIC). The DMS will change to show one of the following:

a) The H-menu for this controller cannot be displayed. The reason for this may be that a controller that was
previously connected has been removed.
i) If the controller should be present on the tractor, then check the connections to the controller.
ii) If the controller should not be present on the tractor, then use the H8 menu on the instrument
cluster to clear the network configuration.
b) The controller selected is active in diagnostic mode:
This indicates that it is possible to access the H-menus for the selected controller.
5) Use the “×” / "Ø” (ICU3) or “h” /”m” (ADIC) keys to scroll through the available H-menus for the selected
controller until the desired H-menu is reached.
When using the “×” or “h” keys the display will scroll though the H-menus upwards: H1
H2 H3 H4 . . . HF HJ HK H1
When using the “Ø” or “m” keys the display will scroll though the H-menus downwards: HJ
HF HE . . . H2 H1 HK HJ

Note: Not all H-menus will be available on every controller. If a controller does not implement a particular H- menu,
then it will not be shown when scrolling.

6) When the desired H-menu has been reached the display will show it as either a multi-function H-menu or a
dedicated H-menu.
Multi-function H-menu

If the displayed H-menu is similar to that shown below, then this means that the user must choose a sub-system for
the H-menu.
Select the H-menu by pressing the PROG button (ICU3) or Dimming button (ADIC). The display will now change
to show the first of the subsystems that use this H-menu, as follows:
The left and right controls are then used to scroll between the available subsystems for this H-menu and when
the desired subsystem is reached it is selected with the PROG button (ICU3) or Dimming button (ADIC).

Once the subsystem has been selected, the selected controller will claim the central LCD control area and the H-
menu function for that subsystem will begin.

Dedicated H-menu

If the displayed H-menu is similar to that shown below then this means that there is no subsystem selection to be
made. Simply select the H-menu by pressing the PROG button (ICU3) or Dimming button (ADIC) and the
selected controller will claim the central LCD control area and the H-menu function will begin.
7) At the end of the calibration routine or at the end of a menu, the operator will have the possibility to return to the
H-menu of the chosen controller by simply pushing the PROG button (ICU3) or Dimming button (ADIC). (There
will be some exceptions on specific menus).

8) To exit the H-menu diagnostics, turn off the key switch.

9) In order for any changes made by the H-menu diagnostics to be saved to memory, allow at least 5
seconds before turning on the key switch.

Icons Displayed
Transmission Rear Hitch Rear PTO MFD Diff-Lock Engine

or
Front Remote Rear Remote Suspended Axle Front Hitch Front PTO Eng. Shutdown

EPL Fast Steer Steering Sensor General Fault

H-Menu Common Features

The table below shows the function performed by each H-menu.
Armrest Units:

H menu Function IG/IH/HU U1 LC KA XA JA OA(*)
HH Top Level - Toggle Through Controllers - - - - - - -
H1 Calibration procedures - 3 - 3 3 - -
H2 View calibration values - 3 - 3 3 - -
H3 Configurations and options 3 3 - - 3 - -
H4 View software version Information 3 3 3 3 3 3 3
H5 Switch diagnostics 3 3 3 3 3 - -
H6 View vehicle information - 3 - - - - -
H7 Vehicle tests - 3 - - - - -
H8 Clear stored calibration information 3 3 - 3 3 - -
H9 Voltmeter diagnostics 3 3 3 3 3 - -
HA Demonstration mode - 3 - - - - -
HB Display stored error codes 3 3 3 3 3 - -
HC Clear stored error codes 3 3 3 3 3 - -
HE Frequency inputs 3 3 - 3 - - -
HF View hardware version information 3 3 3 3 3 3 -
HJ EHR valve number programming - 3 - - - - -
HK Racine remote valve calibration - 3 - - - - -

(*) ISOBUS functionalities are integrated into U1 module, so “TECU” shares Software ID, Hardware ID,
Hardware Version and Hardware Serial Number with U1. However, Software Version related to TECU and U1
will be different: this is the reason why it has been decided to refer to the TECU into the H4 menu just like a
specific controller, different from U1 and named OA.

Non-Armrest Units:

H menu Function HX RY
R1 R2 RC RK XA OA(*) JA
HY RZ
HH Top Level - Toggle Through Controllers - - - - - - - - -
H1 Calibration procedures - 3 3 3 3 3 3 - -
H2 View calibration values - 3 3 3 3 3 3 - -
H3 Configurations and options 3 3 3 3 3 3 3 - -
H4 View software version Information 3 3 3 3 3 3 3 3 3
H5 Switch diagnostics 3 3 3 3 3 3 3 - -
H6 View vehicle information - 3 3 - - - - - -
H7 Vehicle tests - 3 3 - - - - - -
H8 Clear stored calibration information 3 3 3 3 3 3 3 - -
H9 Voltmeter diagnostics 3 3 3 3 3 3 3 - -
HA Demonstration mode - 3 3 3 3 3 - - -
HB Display stored error codes 3 3 3 3 3 3 3 - -
HC Clear stored error codes 3 3 3 3 3 3 3 - -
HE Frequency inputs 3 3 3 3 3 3 - - -
HF View hardware version information 3 3 3 3 3 3 3 3 3


H-Menu Subsystems Enabled / Disabled

When the H-menu diagnostics are enabled, depending on which H menu level is currently active, some vehicle
subsystems may be enabled and some may be disabled.
Armrest Units:
The table below summarizes whether a subsystem is enabled (3), disabled (:) or not applicable (-) in each of the
H-menu levels for the subsystems of each controller. When the H-menus are used to select a particular module
only the subsystems on that module will be affected by this table. For example, if H5 is selected on the U1 module
then this will have no effect on which subsystems are enabled/disabled on the other controllers.

HH
HA
HB
HC
HK
HE
HF
H1
H2
H3
H4
H5
H6
H7
H8
H9
HJ

3333: : : 33: : 33: : : :
3333: : : : 3: : 33: : : :
3333: : : : 3: : 33: : : :
3333: : : : 3: : 33: : : :
3333: : : : 3: 333: : : :
3: : : : : : : 3: : 33: : 3:

U1 3333: : : : 3: 333: : : :
3: : : : : : : 3: 333: : 33

: : : : : : : : 3: : 33: : : :
: : : : : : : : 3: : 33: : : :
: : : 3: : : : : : : : : : : : :
: : : 3: : : : 3: : 33: : : :
33: 3: : : : : : : 33: : : :
KA 33: : : 3: : : 3: : : 3: : :
XA 33: : : : : : : : : : : : : : :
Notes:
(1) The Front EHR system is enabled in this H menu if the Front Hitch option has been enabled (Front
Hitch, H3, channel 1), otherwise it is disabled.
(2) The EPB-EB subsystem is available into U1 only on CCM HD CVT vehicle, ABS subsystem on CCM
HD and CCM LWB vehicles.

Non-Armrest Units:
The table below summarizes whether a subsystem is enabled (3), disabled (:) or not applicable (-) in each of the
H-menu levels for the subsystems of each controller. When the H-menus are used to select a particular module
only the subsystems on that module will be affected by this table. For example, if H5 is selected on the RY module
then this will have no effect on which subsystems are enabled/disabled on the other controllers.

33 3
3: : : 3 3: : 3
3: : :
33 3
3: : : : 3: : 3
3: : :
3: 3
3: : : : 3: : 3
3: : :

R1 3 : : 3 : : : : : : : 3
3 : : :
RY
RZ
33 3 3: : : : 3: : 33: : :
3: : 3: : : : 3: 3

33: : :
(1)
3 : : 3 : : : : : : : 3 3 : : 3
33 3 3: : : : 3: 3
33: : :

R2 3 : : 3 : : : : 3 : : 3
3 : : :
RC
RK :3 3 3: : : : 3: : 3
3: : :
: : : 3: : : : : : : 3

3: : :
KA 3 3 3 : : : : : : : :
XA 3 3 3 3 : : : : : : :

Notes: 1) The front EHR system is enabled in this H-menu if the Front Hitch option has been enabled (Front
Hitch, H3, channel 1), otherwise it is disabled.

Abbreviations and Acronyms Used

ACRONYM DEFINITION
4WD Four-Wheel Drive (a/k/a: FWD, MFD)
ABS Anti-lock Braking System
ACM Armrest Control Module
ADIC Analog / Digital Instrument Cluster
AFS Advanced Front Steering
APH All Purpose Heavy (Maxxum/T6)
APUH Automatic Pick-Up Hitch
ATC Automatic Temperature Control

ACRONYM DEFINITION
ATO Automatic Take-off
CAN Controller Area Network
CCLS Closed Center Load Sensing (a/k/a: PFC)
CCM Cash Crop Medium (Puma/T7)
CCV Crank Case Ventilation
CDS Central Display Section
CP Operator: Cycle Clutch Pedal
CPU Central Processing Unit
CRPM Constant Engine Speed Control
CVT Continuously Variable Transmission
DCU Dosing Control Unit (engine emission system)
DEF Diesel Exhaust Fluid
DL Diff-Lock
DMS Dot Matrix Section
DOG Display Of Gears
EBM Electronic Braking Module
ECM Engine Control Module
ECO Economy
ECU Electronic Control Unit
EDC Electronic Draft control
EEC European Electronic Control
EDOG Enhanced Display of Gears
EGR Exhaust Gas Recirculation
EHR Electro-Hydraulic Remote EPB-EB
Electronic Park Brake – Emergency Brake
EPL Electronic Park Lock
ERPM Engine Speed or Transmission Input Speed
ESPTO Electrically-Shiftable PTO
EST Electronic Service Tool
FEHR Front Electro-Hydraulic Remote (a/k/a: mid-mount EHR)
FHPL Front Hydraulic Power Lift
FPS Full Powershift
FPT Fiat Powertrain Technology
FPTO Front Power Take Off
FSS Fast Steer Control
FWD Four Wheel Drive (a/k/a: MFD, 4WD)
GARU Global Armrest Unit
H1 H-Menu: Calibration Procedures
H2 H-Menu: View Calibration Values
H3 H-Menu: Configurations and Options
H4 H-Menu: View Software Version Information
H5 H-Menu: Switch Diagnostics
H6 H-Menu: View Vehicle Information
H7 H-Menu: Vehicle Tests
H8 H-Menu: Clear Non-Volatile Memory (Clear Calibrations)
H9 H-Menu: Voltmeter Diagnostics
HA H-Menu: Demonstration Mode
HB H-Menu: Display Stored Error Codes
HC H-Menu: Clear Stored Error Codes
HD H-Menu: Short Cuts For Transmission Set-up
HE H-Menu: Frequency Inputs
HF H-Menu: Hardware Version Information
HH H-Menu: Lead into the "H" Menus

ACRONYM DEFINITION
HJ H-Menu: EHR Valve Number Reprogramming
HK H-Menu: Racine Rear EHR Valve Calibration
HPL Hydraulic Power Lift (hitch)
HTS Headland Turn Sequencing
HU Enhanced ADIC Instrument Cluster
HVAC Heating Ventilation Air Conditioning
ICC Intuitive Command Console (NH)
ICP Integrated Control Panel (CIH)
ICU3 Integrated Cluster Unit 3 (A-post CIH) Controller ID
IG Enhanced ICU3 Instrument Cluster Controller ID (CIH)
IH Basic ICU3 Instrument Cluster Controller ID (Case-IH)
ISO 11783 In-cab Diagnostic Connector for EST and H-Menus
ISO 11786 Small, Round Connector at Back of Cab for Hard-wired Implement Signals
JA Enhanced Keypad (NH) Controller ID
KA Fast Steering Controller ID
LAG Lowest Auto Transport Gear
LC Armrest Controller ID
LCD Liquid Crystal Display
LVDT Linear Variable Differential Transformer
LWB Long Wheelbase
MDC Mechanical Draft Control
MFD Mechanical Front Drive (a/k/a: 4WD, FWD)
MFH Multi-Function Handle (Multi-Control Handle / CommandGrip)
MRM Mid-Range Magnum
N Operator: Put The Shuttle Lever In Neutral
NEF New Engine Family (IVECO/FPT)
OA TECU – Tractor Electronic Control Unit Controller ID
ORPM Output Speed – PTO
PCB Printed Circuit Board
PFC Pressure and Flow Compensating (a/k/a: CCLS)
PMP Priority Valve Setup Procedure
PMU Power Management Unit
PRO Proximity Sensor - Fast Steering
PTO Power Take Off
U1 (UCM) Tractor Control Unit - Transmission, EDC, Engine, Rear PTO, FWD, Diff Lock, Mid
EHR, Suspended Front Axle, Rear EHRs, Front PTO, Front Hitch Controller ID
SCR Selective Catalytic Reduction
SFA Suspended Front Axle
SFB Smart Fuse Box
SMV Slow Moving Vehicle
SPS Semi-Powershift
SWB Standard Wheelbase
SWCD Small Wide Color Display (VA)
TECU Tractor Electronic Control Unit
VA Small Wide Color Display (SWCD) Controller ID
UCM (U1) Universal Control Module
XA Electronic Park Lock Controller ID

H1 - Calibrations
Note: In these H-Menu sections, controller "U1" is mostly used for instructional purposes. For non-
armrest units, substitute the appropriate controller identifier wherever U1 is shown here.
H1 - Calibrations
H1: CALIBRATION PROCEDURES FOR THE MAIN CONTROLLER

CVT Transmission Calibration

This procedure is required when either a new controller has been installed or if the previous calibration has been
erased using the “H8” procedure.

Prior to performing a transmission calibration, the transmission oil must be at the correct temperature, which can be
monitored before the calibration is started (see step 5, below). The optimum temperature for calibration is
around 60°C (140°F).
H1-Transmission (CCM-LWB / CCM-HD / MRM): CVT Transmission Calibration
Armrest Units:
NOTE: It is STRONGLY RECOMMENDED that you keep your foot firmly on the brakes throughout the CVT
Transmission Calibration procedure, especially when calibrating the flywheel torque sensor.
1) Park the tractor on a flat surface and set the hand brake (the EPL will release during the procedure).
Ensure that the air conditioning (if equipped) is switched off and all electrical and hydraulic services are
deselected. The tractor can move during this procedure, so make sure that the area around the tractor is
clear. Transmission output RPM is constantly monitored and calibration will not proceed unless the
tractor is stationary (not moving).

If a four-digit number beginning with 2 is displayed at any time during the calibration procedure, it is a
standard error code. The fault condition must be corrected before calibration can be performed.

2) There are two methods to enter the calibration mode (both require the operator to be in the seat):

Either Press and hold the range increase and range decrease buttons on the handle while starting the
engine.

Or Start the tractor with the 380000843 jumper-plug installed and enter the mode by navigating the H-
menu tree using the buttons on the instrument cluster. Controller code U1, H-menu H1 and select
TRANSMISSION ( ).
3) ‘CAL’ will be displayed on the LCD of the instrument cluster for a few seconds, then oil temperature
(degrees Celsius) will be displayed, as follows:

Note: If an unlikely value of oil temperature is displayed (e.g. -30°C or 125°C), then this may indicate a
fault with the oil temperature sensor.

U1 HH U1 H1 U1 H1 U1 H1

HH HH MENU
U1
MENU

____ ____ ____ ____ ____ CAL

4) Put the shuttle lever in forward and release the clutch pedal.

5) Pressing the forward or reverse button will change the display to show the transmission oil temperature status.
If ‘U19’ is displayed, calibration will not be possible and the oil will have to be warmed before proceeding. If the
start-up procedure was incorrect, or if the oil is at the incorrect temperature, a U code will be displayed (see ’U’
code listing).

H1 - Calibrations
a) If 'CL' (10˚C to 60˚C) or 'CH' (above 95˚C) is displayed, after 4 seconds the display will return to oil
temperature and the tractor may be operated to obtain the correct transmission oil temperature. If it is
not practical to wait for the oil temperature to change, press either of the forward or reverse buttons while
'CL' or 'CH' is being displayed. The display will then show a 'Syn' and calibration can proceed.

b) If the oil temperature is within the correct range for calibration, the display will show a ‘Syn’ and
calibration can proceed.

6) There are two methods of calibrating the CVT transmission. The entire sequence can be automated or each
item can be calibrated manually.

To calibrate the transmission automatically

a) When the display is showing ‘Syn’, press and release the Accel/Shuttle Speed button on the armrest
control panel to start the automatic calibration procedure.

b) In turn, the synchronizers, flywheel torque, PTO twist, and clutches A and B will be calibrated.

c) When the procedure is complete, the display will return to show ‘End’.

d) If an error occurs while in this auto mode, the sequence is stopped and the relevant code displayed.

To calibrate the transmission manually

a) Use the forward button to select the item to be calibrated:
‘Syn’ Synchronizer calibration
‘dt’ Flywheel torque calibration
‘Pt’ PTO twist calibration
‘A’ Clutch ‘A’ calibration
‘b’ Clutch B calibration
b) To calibrate the synchronizers, press and hold the reverse button on the hand controller while the
display is showing ‘Syn’.

i) The engine will automatically be set to the required speed (1200 ± 100 rpm).

ii) The display will display ‘S F1’ while calibrating the F1 synchronizer and will then show the
calibration value for about 2 seconds when the synchro is checked.

iii) The display will then show ‘S r1’, ‘S F2’, ‘S F3’, ‘S F4’, and ‘S r2’ in turn as the process repeats for
each of the other synchronizers as they are calibrated.
Note: On a 3x1 transmission, the F4 and R2 synchronizer calibration steps will be omitted.

iv) On completion of the synchronizer calibration, the engine speed will be set back to idle and the
reverse button can be released. The display will change to show ‘dt’ in preparation for the
calibration of the flywheel torque.

c) To calibrate the flywheel torque, press and hold the reverse button on the hand controller while the
display is showing ‘dt’.

i) The display will remain showing ‘dt’ while the procedure is in progress.

ii) During the calibration procedure, the engine will rise to about 2000 rpm in two steps and then fall
back to low idle.

iii) On completion of the flywheel torque calibration, the display will change to show the calibrated
torque value and the button can then be released. The display will change to show ‘Pt’ in
preparation for the calibration of the PTO twist sensor.

d) To calibrate the PTO twist sensor, press and hold the reverse button on the hand controller while the
display is showing ‘Pt’.

i) The display will remain showing ‘Pt’ while the procedure is in progress.

H1 - Calibrations
ii) On completion of the PTO torque calibration, the display will change to show the calibrated twist
value and the button can then be released. The display will change to show ‘A’ in preparation for
the calibration of clutch A.

e) To calibrate clutch A, press and hold the reverse button on the hand controller while the display is
showing ‘A’.


ii) The display will display the solenoid current value during the procedure.

iii) On completion of the clutch A calibration procedure, the display will show the calibrated current value
and the reverse button can be released. The display will change to show ‘b’ in preparation for the
calibration of clutch B.

f) To calibrate clutch ‘B’, press and hold the reverse button on the hand controller while the display is
showing ‘b’.



iii) On completion of the clutch B calibration procedure, the display will show the calibrated current
value and the reverse button can be released. The display will change to show ‘Syn’.

7) Once calibration has been completed, turn the key switch off for at least 5 seconds to store the calibration
values.
Note: The transmission output speed, seat switch, handbrake switch, and clutch pedal position are
constantly monitored. Calibration cannot proceed unless the tractor is stationary and the clutch
pedal released.

CVT Transmission Calibration “U” Codes – CCM-LWB / CCM-HD / MRM
U16 ERPM dropped too soon during clutch calibration
Possible Failures:
1) Engine lugged down too soon. Possible PWM valve faulty or a mechanical fault within the
transmission.
U17 Seat switch not activated
Possible Failures:
1) Operator not in seat.
2) Open circuit for the seat switch input to the transmission controller.
3) Faulty seat switch.
4) Switched 12v supply fuse blown.
Note: Use the H5 switch diagnostics to detect if the seat switch is connected.
U19 Oil Temperature below 10°C
Possible Failures:
1) Open circuit for the temperature sensor input to controller.
2) Faulty temperature sensor.
3) Incorrect temperature sensor type set in Transmission, H3, channel 7.
Note: Use the H9 in the transmission controller to see if the temperature sensor input is OK.
U20 Handbrake is not set
Possible Failures:
1) Open circuit for the handbrake feed into the transmission controller.
2) Faulty handbrake switch.
Note: Use the H5 switch diagnostics to detect if the handbrake is connected.
U21 ERPM is below 1100, increase throttle
Possible Failures:
1) Operator has not set the correct engine speed.
2) Instrument cluster is not powered.
3) Broken CAN.

H1 - Calibrations
Note: Use the H9 in the transmission controller to see if the engine speed is being detected.
U22 ERPM is above 1300, reduce throttle
Possible Failures:
U23 Shuttle lever is in neutral, shift it to forward
Possible Failures:
1) Operator has not selected forward on the shuttle lever.
2) Open circuit between the shuttle lever and the transmission controller.
Note: Use the H5 switch diagnostics to detect if the switch is connected.
U26 Clutch pedal is not up, release clutch pedal
Possible Failures:
1) Operator has not released the clutch pedal.
2) The clutch potentiometer / linkage is sticking or broken.
Note: Use the H9 in the transmission controller to see if the clutch input is OK
U31 Wheel speed sensed – tractor moving
Possible Failures:
1) Handbrake not applied.
2) Brakes not working.
Note: If the brakes are OK, move the vehicle forward slightly and repeat calibration.
U36 Max allowed clutch calibration value exceeded
Possible Failures:
1) Maximum current value exceeded without lugging the engine down. Possible PWM valve faulty or a low
hydraulic pressure fault or ECU high side driver power supply failure - check fuses on ECU 12V
supplies.
U51 Engine speed error
Possible Failures:
1) Engine speed must be between 850 and 950 rpm.
2) CAN bus error.
U55 PTO started
Possible Failures:
1) The PTO was started during the PTO twist sensor calibration. Ensure the PTO is turned off.
U58 PTO twist sensor open circuit
Possible Failures:
1) Wiring or connectors to PTO twist sensor.
U59 PTO twist sensor short circuit to ground
Possible Failures:
U70 PTO twist sensor not calibrated
Possible Failures:
1) Calibration value was too high or too low.
U75 Quick fill calibration value too high
Possible Failures:
1) Wiring problem (on clutch solenoid).
2) Clutch solenoid damaged.
3) Clutch mechanical problem.
U76 Quick fill calibration value too low
Possible Failures:
U77 Damper calibration value too high
Possible Failures:
1) Wiring problem.
2) Sensor damaged.

H1 - Calibrations
3) Wrong damper installation.
4) Mechanical problem on driveline.
U78 Damper calibration value too low
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
U79 PTO twist sensor not plausible
Possible Failures:
1) Sensor damaged or incorrectly installed.
U91 Synchro potentiometer signal is out of range for F1 position
Possible Failures:
1) Wiring problem on synchronizer solenoids or potentiometer.
2) Potentiometer damaged.
3) Driveline mechanical problem.
Possible Failures:
U93 F1 did not engage properly
Possible Failures:
1) Wiring problem on synchronizer potentiometer.
2) Synchronizer potentiometer damaged.
3) Clutch A or Dump Valve problem (electrical, hydraulic or mechanical).
Possible Failures:
Possible Failures:
U96 Synchro potentiometer signal is out of range for R1 position
Possible Failures:
Possible Failures:
3) Clutch B or Dump Valve problem (electrical, hydraulic or mechanical).
U98 R1 did not engage properly
Possible Failures:

H1 - Calibrations
U99 Synchro potentiometer signal is out of range for R2 position
Possible Failures:
Possible Failures:
Possible Failures:
Possible Failures:
U103 F1/F3 wrong neutral position
Possible Failures:
1) Wiring problem.
U104 F2/R1 wrong neutral position
Possible Failures:
1) Wiring problem.
Possible Failures:
1) Wiring problem.
U106 Park brake not engaged
Possible failures:
1) Park not applied.
2) Park not working.
U107 Clutch not working
Possible Failures:
1) Wiring problem.
U108 Damper torque not readable
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
4) Damper not calibrated.

H1 - Calibrations
hϭϬϵ ,ǇĚƌŽŶŽƚŝŶƉŽƐŝƚŝŽŶ
Possible Failures:
1) Wiring problem (on hydro_in or hydro_out sensors).
2) Sensor damaged (hydro_in or hydro_out).
3) Low pressure on hydraulic circuit.
4) Mechanical problem.

H1 - Calibrations
H1-Transmission (APH / CCM-SWB): CVT Transmission Calibration
Armrest Units:
NOTE: It is STRONGLY RECOMMENDED that you keep your foot firmly on the brakes throughout the CVT
Transmission Calibration procedure, especially when calibrating the flywheel torque sensor.

1) Park the tractor on a flat surface and set the hand brake (the EPL will release during the procedure).
Ensure that the air conditioning (if equipped) is switched off and all electrical and hydraulic services are
deselected. The tractor can move during this procedure, so make sure that the area around the tractor is
clear. Transmission output RPM is constantly monitored and calibration will not proceed unless the tractor is
stopped.



engine.

TRANSMISSION ( ).
3) ‘CAL’ will be displayed on the LCD of the instrument cluster for a few seconds, then oil temperature
(degrees Celsius) will be displayed, as follows:

5) Pressing the forward or reverse button will change the display to show the transmission oil temperature status.
If ‘U19’ is displayed, calibration will not be possible and the oil will have to be warmed before proceeding. If the
start-up procedure was incorrect, or if the oil is at the incorrect temperature, a U code will be displayed (see ’U’
code listing).

a) If 'CL' (10˚C to 60˚C) or 'CH' (above 95˚C) is displayed, after 4 seconds the display will return to oil
temperature and the tractor may be operated to obtain the correct transmission oil temperature. If it is
not practical to wait for the oil temperature to change, press either of the forward or reverse buttons while
'CL' or 'CH' is being displayed. The display will then show a 'Syn' and calibration can proceed.


6) There are two methods of calibrating the CVT transmission. The entire sequence can be automated or each
item can be calibrated manually.

To calibrate the transmission automatically

a) When the display is showing ‘Syn’, press and release the Accel/Shuttle Speed button on the armrest
control panel to start the automatic calibration procedure.

H1 - Calibrations
b) In turn, the synchronizers, flywheel torque, PTO twist, and clutches A and B will be calibrated.

c) When the procedure is complete, the display will return to show ‘End’.



a) Use the forward button to select the item to be calibrated:
‘dt’ Flywheel torque calibration
‘Pt’ PTO twist calibration
‘A’ Clutch ‘A’ calibration
‘b’ Clutch B calibration
b) To calibrate the synchronizers, press and hold the reverse button on the hand controller while the


ii) The display will display ‘S F2’ while calibrating the F2 synchronizer and will then show the

iii) The display will then show ‘S r1’ while calibrating the R1 synchronizer and will then show the

iv) On completion of the synchronizer calibration, the engine speed will be set back to idle and the
reverse button can be released. The display will change to show ‘dt’ in preparation for the
calibration of the flywheel torque.

c) To calibrate the flywheel torque, press and hold the reverse button on the hand controller while the

i) The display will remain showing ‘dt’ while the procedure is in progress.

ii) During the calibration procedure, the engine will rise to about 2000 rpm in two steps and then fall
back to low idle.

torque value and the button can then be released. The display will change to show ‘Pt’ in
preparation for the calibration of the PTO twist sensor.

d) To calibrate the PTO twist sensor, press and hold the reverse button on the hand controller while the
display is showing ‘Pt’.

i) The display will remain showing ‘Pt’ while the procedure is in progress.

ii) On completion of the PTO torque calibration, the display will change to show the calibrated twist
value and the button can then be released. The display will change to show ‘A’ in preparation for
the calibration of clutch A.

e) To calibrate clutch A, press and hold the reverse button on the hand controller while the display is
showing ‘A’.



iii) On completion of the clutch A calibration procedure, the display will show the calibrated current value
and the reverse button can be released. The display will change to show ‘b’ in preparation for the
calibration of clutch B.

f) To calibrate clutch ‘B’, press and hold the reverse button on the hand controller while the display is
showing ‘b’.



H1 - Calibrations
iii) On completion of the clutch B calibration procedure, the display will show the calibrated current
value and the reverse button can be released. The display will change to show ‘Syn’.

values.
pedal released.

CVT Transmission Calibration “U” Codes – APH / CCM-SWB
Possible Failures:
transmission.
Possible Failures:
2) Open circuit for the seat switch input to the transmission module.
4) Switched 12V supply fuse blown.
Possible Failures:
1) Open circuit for the temperature sensor input to module.
3) Incorrect temperature sensor type set in Transmission, H3, channel 7
Note: Use the H9 in the transmission module to see if the temperature sensor input is OK.
Possible Failures:
1) Open circuit for the handbrake feed into the transmission module.
Possible Failures:
3) Broken CAN.
Note: Use the H9 in the transmission module to see if the engine speed is being detected.
Possible Failures:
Possible Failures:
2) Open circuit between the shuttle lever and the transmission module.
Possible Failures:
2) The clutch pot / linkage is sticking or broken.
Note: Use the H9 in the transmission module to see if the clutch input is OK.

H1 - Calibrations
Possible Failures:
Possible Failures:
1) Maximum current value exceeded without lugging the engine down. Possible PWM valve faulty or a low
supplies.
Possible Failures:
2) CAN bus error
U55 PTO started
Possible Failures:
Possible Failures:
1) Wiring or connectors to PTO twist sensor
Possible Failures:
U70 PTO twist sensor not calibrated
Possible Failures:
1) Calibration value was too high or too low.
Possible Failures:
Possible Failures:
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
Possible Failures:
1) Sensor damaged or incorrectly installed
U95 Synchronizer potentiometer signal is out of range for F2 position
Possible Failures:

H1 - Calibrations
U96 Synchronizer potentiometer signal is out of range for R1 position
Possible Failures:
Possible Failures:
3) Clutch B or Dump valve problem (electrical, hydraulic or mechanical)
Possible Failures:
3) Clutch B or Dump valve problem (electrical, hydraulic or mechanical)
Possible Failures:
1) Wiring problem.
U107 Clutch not working
Possible Failures:
1) Wiring problem.
U108 Damper torque not readable
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
4) Damper not calibrated.
U109 Hydro not in position
Possible Failures:
1) Wiring problem (on hydro_in or hydro_out sensors).
2) Sensor damaged (hydro_in or hydro_out).
3) Low pressure on hydraulic circuit.
4) Mechanical problem.

H1 - Calibrations
FPS Transmission Calibration

Prior to performing a clutch calibration the transmission oil must be at the correct temperature. The Full Powershift
transmission should be calibrated when the transmission oil temperature is between 60°C and 105°C.

In addition to calibrating the transmission clutches the procedure also allows the flywheel torque sensor and PTO
twist sensor to be calibrated. This procedure is required when either a new controller has been installed or if the
previous calibration has been erased using the “H8” procedure.
H1-Transmission (CCM-SWB / CCM-LWB / MRM): FPS Transmission Calibration
Armrest Units / Non-Armrest Units:

NOTE: It is STRONGLY RECOMMENDED that you keep your foot firmly on the brakes throughout the
Transmission Calibration procedure.

1) Park the tractor on a flat surface and set the hand brake (the EPL, if equipped, will release during the
procedure). Ensure that the air conditioning (if equipped) is switched off and all electrical and hydraulic
services are deselected. The tractor can move during this procedure, so make sure that the area
around the tractor is clear. Transmission output RPM is constantly monitored and calibration will not
proceed unless the tractor is stopped.



engine.

TRANSMISSION ( ).
3) Upon entering the calibration mode the engine speed will automatically be set to the correct speed required for
the calibration procedure (1200 +/- 100 rpm) and the lower center LCD will change to show the transmission
oil temperature.

5) Pressing the up or downshift button will change the display to show the Flywheel Torque calibration value.

6) Pressing the up or downshift button again will change the display to show the transmission oil temperature
status. If ‘U19’ is displayed, calibration will not be possible and the oil will have to be warmed before
proceeding. If the startup procedure was incorrect, or if the oil is at the incorrect temperature, a U code will be
displayed (see ’U’ code listing).

a) If 'CL' (10°C to 60°C) or 'CH' (above 105°C) is displayed, after 4 seconds the display will return to oil
temperature and the tractor may be operated to obtain the correct transmission oil temperature. If it is not
practical to wait for the oil temperature to change, press either of the up or down shift buttons while 'CL' or
'CH' is being displayed. The display will then show a 'dt' and calibration can proceed.

b) If the oil temperature is within the correct range for calibration, the display will show ‘dt’ and calibration
can proceed.

H1 - Calibrations
7) The transmission is now ready for calibration. There are two methods of calibrating the FPS transmission.
Each item can be calibrated manually or the entire procedure can be automated.

To calibrate clutches individually

a) When the display shows ‘dt’ press and hold the downshift button to calibrate the flywheel twist sensor.
When the flywheel twist sensor has been calibrated successfully the display will alternate between ‘dt’ and
the calibration value.

b) Release the downshift button. The display will change to show ‘Pt’ for PTO twist sensor calibration.
Press and hold the downshift button to calibrate the flywheel twist sensor. When the PTO twist sensor has
been calibrated successfully, the display will alternate between ‘Pt’ and the calibration value.

c) Release the downshift button. The display will change to show ‘A’ indicating that clutch A is ready for
calibration. Press and hold the downshift button. During the calibration process the changing calibration
value will be shown on the display. When clutch A has been calibrated successfully the display will
alternate between ‘A’ and the clutch A calibration value.

d) Release the downshift button, the display will change to 'b', indicating that clutch B is ready for
calibration.

e) Repeat steps c) and d) for clutches B, C, D, E and F1(S), F2(M), F3(F), F4 (19th Gear, 50Kph
transmission only) and R. After clutch R has been calibrated, release the downshift button and the
display will change to ‘A’.

f) Repeatedly depressing the upshift switch will cycle through each clutch, enabling a particular sensor or
clutch to be calibrated several times if required, or the calibration of a particular sensor or clutch to be
omitted.

To calibrate clutches automatically
a) When the display shows ‘dt’, either press the menu down button on the instrument cluster or the AUTO
FUNCTION button, if fitted, for two seconds. This will start the automatic calibration sequence.

b) The twist sensors and clutches will be calibrated one by one without the need to keep the downshift
button depressed.

c) When the procedure is complete and all clutches have been calibrated, ‘End’ will be displayed.

Press the AUTO FUNCTION pushbutton or the upshift/downshift pushbuttons to clear the error.

values.
pedal released.

FPS Transmission Calibration “U” Codes – CCM-SWB / CCM-LWB / MRM
Possible Failures:
transmission.
Possible Failures:
Possible Failures:

H1 - Calibrations
Possible Failures:
Possible Failures:
2) Open circuit for the engine speed sensor going to the cluster – (Mech. Engines only).
4) Broken CAN.
Possible Failures:
Possible Failures:
Possible Failures:
U31 Wheel speed sensed
Possible Failures:
Note: If the brakes are OK, move the vehicle forward slightly and repeat calibration
Possible Failures:
1) Current value exceeded without lugging the engine down. Possible PWM valve faulty or a low
supplies.
Possible Failures:
2) CAN bus error.
U55 PTO started
Possible Failures:
Possible Failures:
Possible Failures:
U68 Creeper not engaged
Possible Failures: 1)

H1 - Calibrations
U69 Creeper stuck
Inspect creeper
Possible Failures:
Possible Failures:
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
Possible Failures:

H1 - Calibrations
SPS Transmission Calibration

Prior to conducting a clutch and synchronizer calibration the transmission oil must be at the correct temperature; this
can be checked using the H9 menu. Semi Powershift transmissions should be calibrated when the transmission oil
temperature is between 60˚C and 105˚C.

In addition to calibrating the transmission clutches the procedure also allows the flywheel twist sensor and PTO
twist sensor to be calibrated. This procedure is required when either a new controller has been installed or if the
previous calibration has been erased using the “H8” procedure.
H1-Transmission (CCM-SWB): SPS Transmission Calibration
(for non-armrest, substitute appropriate controller identifier for U1)


1) Park the tractor on a flat surface and set the hand brake. Ensure that the air conditioning (if equipped) is
switched off and all electrical and hydraulic services are deselected. The tractor can move during this
procedure, so make sure that the area around the tractor is clear. Transmission output RPM is constantly
monitored and calibration will not proceed unless the tractor is stopped.



engine.

TRANSMISSION ( ).
3) Upon entering the calibration mode the engine speed will automatically be set to the correct speed required for
the calibration procedure (1200 +/- 100 rpm) and the lower center LCD will change to show the transmission
oil temperature.
Note: If the value of oil temperature is displayed -30°C, then this may indicate an open circuit on the oil
temperature sensor.

5) Pressing the up or downshift button again will change the display to show the transmission oil temperature
status. If ‘U19’ is displayed, calibration will not be possible and the oil will have to be warmed before
proceeding. If the startup procedure was incorrect, or if the oil is at the incorrect temperature, a U code will be
displayed (see ’U’ code listing).

a) If 'CL' (10°C to 60°C) or 'CH' (above 105°C) is displayed, after 4 seconds the display will return to oil
practical to wait for the oil temperature to change, press either of the up or down shift buttons while 'CL' or
'CH' is being displayed. The display will then show a 'dt' and calibration can proceed.

b) If the oil temperature is within the correct range for calibration, the display will show ‘dt’ and calibration
can proceed.

6) The transmission is now ready for calibration. There are two methods of calibrating the SPS transmission.
Each item can be calibrated manually or the entire procedure can be automated.

H1 - Calibrations
To calibrate clutches individually

a) When the display shows ‘dt’ press and hold the downshift button to calibrate the flywheel twist sensor.
When the flywheel twist sensor has been calibrated successfully the display will alternate between ‘dt’ and
the calibration value.

b) Release the downshift button. The display will change to show ‘Pt’ for PTO twist sensor calibration.
Press and hold the downshift button to calibrate the flywheel twist sensor. When the PTO twist sensor has
been calibrated successfully, the display will alternate between ‘Pt’ and the calibration value.

c) Release the downshift button. The display will change to show ‘A’ indicating that clutch A is ready for
calibration. Press and hold the downshift button. During the calibration process the changing calibration
value will be shown on the display. When clutch A has been calibrated successfully the display will
alternate between ‘A’ and the clutch A calibration value.

d) Release the downshift button, the display will change to 'b', indicating that clutch B is ready for
calibration.

e) Repeat steps c) and d) for clutches B, C, D, E and 19 (50Kph transmission only).

f) Following the final clutch calibration the display will show 'F' indicating that the synchronizer middle
position can be calibrated. Press and hold the downshift button to calibrate the synchronizer middle
position. On completion, the display will show 'End'.

g) Repeatedly depressing the upshift switch will cycle through each clutch, enabling a particular sensor or
clutch to be calibrated several times if required, or the calibration of a particular sensor or clutch to be
omitted.

To calibrate clutches automatically
a) When the display shows ‘dt’, either press the menu down button on the instrument cluster or the
RANGE SHIFT button for two seconds. This will start the automatic calibration sequence.

b) The twist sensors and clutches will be calibrated one by one without the need to keep the downshift
button depressed.

c) When the procedure is complete and all clutches have been calibrated, ‘End’ will be displayed.

Press the AUTO FUNCTION pushbutton or the upshift/downshift pushbuttons to clear the error.

values.

pedal released.

SPS Transmission Calibration “U” Codes – CCM-SWB
Possible Failures:
transmission.
Possible Failures:
Possible Failures:

H1 - Calibrations
Possible Failures:
Possible Failures:
2) Open circuit for the engine speed sensor going to the cluster – Mech. Engines only.
4) Broken CAN.
Possible Failures:
Possible Failures:
Possible Failures:
Possible Failures:
Possible Failures:
supplies.
U47 19th gear solenoid not found
U48 No mid/reverse range synchronizer movement sensed
U49 No low/high range synchronizer movement sensed
Possible Failures:
1) Faulty synchronizer potentiometer or linkage.
2) Faulty or sticking synchronizer solenoid.
3) Internal leakage within the transmission
U50 Synchronizer potentiometer connectors swapped
Possible Failures:
1) Incorrect installation, check connectors.
Possible Failures:
2) CAN bus error

H1 - Calibrations
U55 PTO started
Possible Failures:
U58 PTO speed sensor open circuit
Possible Failures:
U59 PTO speed sensor short circuit
Possible Failures:
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
Possible Failures:
U84 Reverse and high synchronizer solenoid connectors swapped
Possible Failures:
1) Incorrect installation, check connectors.
U85 Mid and low synchronizer solenoid connectors swapped
Possible Failures:
1) Incorrect installation, check connectors. U86
Mid/reverse range synchronizer neutral error
U87 Low/high range synchronizer neutral error
Possible Failures:
2) Mechanical fault within the transmission
U88 Mid/reverse range synchronizer calibration values out of tolerance
U89 Low/high range synchronizer calibration values out of tolerance
Possible Failures:

H1 - Calibrations
16 x 16 Transmission Calibration

Prior to conducting a clutch and synchronizer calibration the transmission oil must be at the correct temperature;
this can be checked using the H9 menu or at step 3, below.

In addition to calibrating clutches and synchronizers, the procedure also allows the flywheel twist sensor and
PTO twist sensor to be calibrated.
H1-Transmission (APH): 16 x 16 Transmission /PTO Calibration


1) Park the vehicle on a flat surface and set the hand brake. Ensure that the air conditioning (if fitted) is
switched off and all electrical and hydraulic services are deselected. The tractor can move during this
procedure so make sure that the area around the tractor is clear. Transmission output RPM is constantly
monitored and calibration will not proceed unless the tractor is stopped.

2) If a four-digit number beginning with 2 is displayed at any time during the calibration procedure, it is a


Either Press and hold the upshift and downshift switches while starting the engine. (For CIH, press and
hold range increase while cranking, then press range decrease within 3 seconds after turning the
key.)

TRANSMISSION ( ).
4) Upon entering the calibration mode ‘CAL’ will be shown on the display for a few seconds then the
transmission oil temperature (in degrees Celsius) will be displayed.

5) Put the shuttle lever into forward, the range lever into the high position and release the clutch pedal. Set the
hand throttle to the minimum position.

6) Pressing the upshift or downshift button again will change the display to show the transmission oil
temperature status. If "U19" is displayed, calibration will not be possible and the oil will have to be warmed
before proceeding. If the start-up procedure was incorrect, or if the oil is at the incorrect temperature, a U
code will be displayed (see ͉U͉code listing).

a) If ‘CL’ (10˚C to 60˚C) or ‘CH’ (above 105˚C) is displayed, after 4 seconds the display will return to oil
practical to wait for the oil temperature to change, press either the upshift or downshift buttons while ‘CL’ or
‘CH’ is being displayed. The display will then show a ‘Syn’ and calibration can proceed.


7) The transmission is now ready for calibration. There are two methods of calibrating the 16x16 transmission.
Each item can be calibrated manually or the entire sequence can be automated.
Armrest:
To calibrate the clutches automatically

a) When the display is showing ‘Syn’, press and release either of the transmission AutoFunction buttons
on the armrest control panel to start the automatic calibration procedure. Pressing and releasing the

H1 - Calibrations
range shift switch can be used as an alternative to the transmission AutoFunction buttons to start the
automatic calibration.
b) In turn, the synchronizers, flywheel damper torque, PTO torque and the clutches will be calibrated.
c) When the procedure is complete the display will show ‘End’.
Armrest:

a) Use the upshift button on the hand controller to select the item to be calibrated:
‘dt’ Flywheel damper torque calibration
‘Pt’ PTO twist calibration (if sensor required)
‘C1’ Clutch 1 calibration
‘C2’ Clutch 2 calibration ‘C3’
Clutch 3 calibration ‘C4’
Clutch 4 calibration
‘C5’ Clutch 5 calibration (if clutch is present. If an H8 menu has been performed, there is the
need to calibrate another clutch before seeing the C5 presence.)

b) To calibrate the synchronizers press and hold the downshift button on the hand controller while the
i) The engine will automatically be set to 1200 rpm.
ii) The display will show ‘Syn1’ while the synchronizer calibration procedure is initialized.
iii) Keeping the downshift button pressed, the display will then change to show ‘Syn2’ while calibrating the
reverse synchronizer, then ‘Syn3’ while calibrating the forward synchronizer, ‘Syn4’ while the 4th
synchronizer is calibrated and ‘Syn5’ while the 5th synchronizer is calibrated.
iv) On completion of the synchronizer calibration, the display will show ‘End’ and the engine speed will be
set back to idle. The downshift button can then be released. The display will then change to show ‘dt’,
in preparation for the calibration of the flywheel damper torque.
c) To calibrate the flywheel torque, press and hold the downshift button on the hand controller while the
i) The engine speed will automatically be set to 1200 rpm.
ii) The display will remain showing ‘dt’ while the procedure is in progress.
iii) On completion of the flywheel torque calibration the display will change to show the calibrated torque
value followed by ‘End’ and the engine speed will be set back to idle. The downshift button can then
be released. The display will then change to show ‘Pt’ in preparation for the calibration of the PTO
twist.
d) To calibrate the PTO twist, press and hold the downshift button on the hand controller while the display is
showing ‘Pt’.
̓
ii) The display will remain showing ‘Pt while the procedure is in progress.
iii) On completion of the PTO torque calibration the display will change to show the calibrated twist value
followed by ‘End’. The downshift button can then be released. The display then will change to show
‘C1’ in preparation for the calibration of clutch 1.
e) To calibrate a clutch, press and hold the reverse button on the hand controller while the display is
showing ‘C1’, ‘C2’, ‘C3’, ‘C4’, or ‘C5’.
ii) The display will show the solenoid current value during the procedure.
iii) On completion of the clutch calibration procedure the display will show the clutch number followed by
‘End’, the engine speed will be set back to idle. The downshift button can then be released. The
display will then change to show the next clutch in the sequence to be calibrated.

H1 - Calibrations
iv) Repeat steps i) to iii) to calibrate each clutch in turn.

values.
Armrest:
Driving the Tractor When Not Calibrated
This mode is provided to allow a limited capability to move the tractor when the transmission has not been
calibrated. This is intended for plant use only.
1) Enter the H1 calibration menu using either of the methods described above.
2) Shift to the high range (recommended because of better clutch control than the low range).
3) Depress the clutch pedal, hold the upshift switch and shift the shuttle lever to reverse. This invokes drive-the-
tractor mode. In this mode, the calibration display will show “F”, “n”, or “r”, depending on shuttle lever position.
The display will go blank for about 2 seconds whenever a synchroniser shift is in progress. When the display
returns, the transmission is ready to drive. The transmission will operate in 9th or 5th only. It is not possible to
select a different gear.
4) With the clutch pedal depressed shift the shuttle lever to the desired direction. The display will go blank while
the synchronisers shift.
5) Normal calibration mode can be resumed by pressing the downshift switch.

Non-Armrest:
To calibrate the clutches individually

a) To calibrate the synchronizers, press and hold the downshift button while the display is showing ‘Syn’.
i) The engine will automatically be set to 1200 rpm.
ii) The display will show ‘Syn1’ while the synchronizer calibration procedure is initialized.
iii) Keeping the downshift button pressed, the display will then change to show ‘Syn2’ while calibrating
the reverse synchronizer, then ‘Syn3’ while calibrating the forward synchronizer, ‘Syn4’ while the 4th
synchronizer is calibrated, and ‘Syn5’ while the 5th synchronizer is calibrated.
iv) On completion of the synchronizer calibration, the display will show ‘End’ and the engine speed will be
set back to idle. The downshift button can then be released. The display will change to show ‘dt’ in
preparation for the calibration of the flywheel damper torque.
b) To calibrate the flywheel torque, press and hold the downshift button while the display is showing ‘dt’.
ii) The display will remain showing ‘dt‘ while the procedure is in progress.
torque value followed by ‘End’, the engine speed will be set back to idle.
iv) The downshift button can then be released. The display will then change to show ‘Pt’ in preparation
for the calibration of the PTO twist. If the PTO twist sensor is not required on the vehicle, because it
does not have Engine Power Management, then the display will change to show ‘C1‘ in preparation
for the calibration of clutch 1.
c) To calibrate the PTO twist, if the sensor is present, press and hold the downshift button while the display is
showing ‘Pt’.
ii) The display will remain showing ‘Pt‘ while the procedure is in progress.
iii) On completion of the PTO torque calibration, the display will change to show the calibrated twist value
followed by ‘End’, the engine speed will be set back to idle. The downshift button can then be
released. The display will then change to show ‘C1’ in preparation for the calibration of clutch 1.

H1 - Calibrations
To calibrate a clutch press and hold the reverse button while the display is showing ‘C1’, ‘C2’, ‘C3’, ‘C4’ or ‘C5’.
iv) The engine speed will automatically be set to 1200 rpm.
v) The display will show the solenoid current value during the procedure.
vi) On completion of the clutch calibration procedure the display will show the clutch number followed by
‘End’, the engine speed will be set back to idle. The downshift button can then be released. The
display will then change to show the next clutch in the sequence to be calibrated.
vii) Repeat steps i) to iii) to calibrate each clutch in turn.
Note: If an H8 menu has been performed, it could be the need to calibrate another clutch before seeing the
‘C5‘ choice.

Non-Armrest:
To calibrate the clutches automatically

a) When the display is showing ‘Syn’, press and release either the transmission auto function switch or the
range shift switch to start the automatic calibration procedure.
b) In turn, the synchronizers, flywheel damper torque, PTO torque (if required) and the clutches will be
calibrated.
c) When the procedure is complete the display will show ‘End’.
Once calibration has been completed, turn the key switch off for at least 5 seconds to store the calibration
values.
Manual Adjustment of the C3/C4 Calibration

1) Enter the H1 calibration menu using either of the methods described above.
2) To select the C3/C4 manual adjustment mode press the “×” menu up button on the instrument cluster while
the shuttle lever is in neutral.
3) ‘C3’ or ‘C4’ will be displayed, depending on the gear selected. The gear selection can be changed while the
shuttle lever is in neutral and the tractor can be driven in any gear while in this mode, but powershifts are
disabled.
4) If the range shift lever is in the neutral position and the shuttle lever is in forward or reverse, the
transmission oil temperature is displayed. When optimizing the calibration values the driveline oil
temperature should be warm to hot; preferably no lower than 40 degrees C.
5) With the range lever and shuttle lever engaged and the clutch pedal in either the fully released or fully
depressed position, the clutch calibration value will be displayed.
6) With the range lever and shuttle lever engaged and the clutch pedal position between 3% and 98%, the display
shows the clutch pedal position as a percentage, preceded by "c" if the clutch pedal switch is closed, and "o" if
it is open.
7) With the range lever and shuttle lever engaged, the calibration value for appropriate clutch can be adjusted
using the upshift and downshift switches.
8) It is recommended that the calibration values be adjusted to optimize shuttle shifts (made without using the
clutch pedal) in gears 7L and 8L at 1500-1800 rpm. The inching point can also be evaluated, aided by the
display of clutch pedal position.
9) To adjust the calibration value, shift the range lever to low range. With the shuttle lever in neutral, select gear
7L (indicated by the DOG). The transmission will not powershift while in this mode; gear selection can only be
done while the shuttle lever is in neutral.
10) Shuttle shift using the shuttle lever, but not using the clutch pedal. Use the upshift and downshift buttons to
increase or decrease the calibration number until the smoothest shuttle shift is obtained.
11) Shift the shuttle lever to neutral and select gear 8L, then repeat the previous step.

Note: The tractor can be driven in other gears and at other engine speeds while in this mode, to test the
calibration results. However, it is strongly recommended not to make adjustments while in the high
range, as the low range is much more sensitive to calibration changes. A slightly harsh shift in high
range may be severely jerky in low range.

H1 - Calibrations
16 x 16 Transmission Calibration “U” Codes -- APH
Err An error has occurred during calibration – the calibration procedure cannot continue – key off
Possible Failures:
1) Short or open circuit solenoid for clutch 1 is detected.
Possible Failures:
1) Operator not in seat
Possible Failures:
1) The transmission oil temperature is too low and must be warmed up.
Possible Failures:
Possible Failures:
2) Open circuit for the engine speed sensor going to the cluster – Mech. Engines only.
4) Broken CAN.
Possible Failures:
Possible Failures:
U24 Wrong Flywheel Installed
Possible Failures:
1) Check flywheel damper for all 4 fingers being present
Possible Failures:
U27 C3 calibration value is too low
Possible Failures:
1) RPM dropped too soon.
2) Clutch pressure is not being controlled properly.
3) Engine speed adjusted while completing calibration.
Possible Failures:

H1 - Calibrations
U31 Wheel speed sensed
Possible Failures:
Note: If the brakes are OK, move the vehicle forward slightly and repeat the calibration.
Possible Failures:
Possible Failures:
Possible Failures:
supplies.
U37 Synchronizer potentiometer signal is out of range for the reverse position
Possible Failures:
1) Synchro potentiometer has been painted through production.
2) Synchro potentiometer / connector has been damaged.
3) Synchro assembly is very tight / sticky.
Note: Use the voltmeter to check the synchro potentiometer signal. If OK, then repeat calibration to
free up synchro.
U38 Synchronizer potentiometer signal is out of range for the forward position
Possible Failures:
free up synchro.
U39 Synchronizer did not move toward reverse, even at maximum pressure
Possible Failures:
1) The forward and reverse solenoid connectors need to be swapped.
2) The reverse solenoid is faulty.
3) No oil pressure to shift the synchro.
Note: Remove the transmission top cover and watch the synchro movement to help detect failure or
use H9 and look at the potentiometer signal in voltmeter.
U40 Synchronizer did not move toward forward, even at maximum pressure
Possible Failures:
2) The forward solenoid is faulty.
U41 Synchronizer pot signal is out of range for the 4 position
Possible Failures:

H1 - Calibrations
free up synchro.
U42 Synchronizer pot signal is out of range for the 5 position
Possible Failures:
free up synchro.
U43 Synchronizer did not move toward 4, even at max pressure
Possible Failures:
1) The 4 and 5 solenoid connectors need to be swapped.
2) The 4 solenoid is faulty.
U44 Synchro did not move toward 5, even at max pressure
Possible Failures:
1) The 4 and 5 solenoid connectors need to be swapped.
2) The 5 solenoid is faulty.
use H9 and look at the POT signal in voltmeter.
U45 50kph clutch 5 calibration value is too low
Possible Failures:
U47 50kph clutch 5 solenoid not present
Possible Failures:
1) Tractor is not a 50kph vehicle
2) Open circuit to clutch 5 solenoid.
3) Solenoid Failure.
Possible Failures:
2) CAN bus error
U55 PTO started
Possible Failures:
Possible Failures:
Possible Failures:
Possible Failures:
1) Wiring problem.
2) Sensor damaged.

H1 - Calibrations
Possible Failures:
1) Wiring problem.
2) Sensor damaged.
Possible Failures:
U81 No signal from flywheel torque sensor
Possible Failures:
1) Flywheel speed sensor not fitted.
2) Check speed sensor connection.
U82 No 12VD – No power for C3 and C4 solenoids
Possible Failures:
1) Check module fuses.
2) Check battery voltage.
3) Check module connection.
U90 Wrong PTO twist installed
Possible Failures:
1) Check PTO Twist hub for 4 fingers installed
U147 Synchronizer cannot be engaged
Possible Failures:
1) Wiring failure.
2) Damaged solenoids.
3) Damaged mechanicals.
U148 Range lever not in the high range position
Possible Failures:
1) Operator has not moved the range lever to the high position.
2) The high range switch is faulty.
3) The gear linkage is out of adjustment.

H1 - Calibrations
24 x 24 Transmission Calibration

This procedure is required when either a new controller has been fitted or if the previous calibration has been
erased using the “H8” procedure.

Prior to performing a calibration, the transmission oil must be at the correct temperature, which can be
monitored before the calibration is started (see step 4 below).
H1-Transmission (APH): 24 x 24 Transmission Calibration

1) Park the vehicle on a flat surface and set the parking brake. Ensure that the air conditioning, if fitted, is
switched off and all the electrical and hydraulic services are deselected. The tractor can move during this
procedure, so ensure that the area around the tractor is clear. The transmission output speed is constantly
monitored and the calibration will not proceed unless the tractor is stationary.

2) If a four digit number beginning with 2 (2xxx) is displayed at any time during the calibration procedure it is a
standard error code. The fault condition must be corrected before the calibration can be performed.


engine. (For CIH, press and hold range increase while cranking, then press range decrease within 3
seconds after turning the key.)

menu tree using the buttons on the instrument cluster. Controller code DW, H-menu H1 and select
TRANSMISSION ( ).
4) ‘CAL’ will be displayed on the lower center LCD on the instrument cluster for a few seconds, then the oil
temperature (in degrees Celsius) will be displayed.

5) Set the engine speed to 1200 rpm +/- 100. Put the shuttle lever into forward, the range lever into neutral and
release the clutch pedal. The engine speed must be stable, with no noticeable hunting or surging. If necessary,
change the throttle setting slightly to achieve a stable engine speed.

6) The shuttle synchronizer will be calibrated first. Press and hold the upshift or downshift switch, or both. This
triggers a timed ramp of current to drive the shuttle synchronizer to the forward position. The display will show
‘Soc’ during this time. Continue to hold the switches.

7) The display changes will show a count from ‘1’ to ‘4’ as the synchronizer calibration progresses and the
forward and reverse synchronizer positions are calibrated.

8) On completion of the synchronizer calibration, the display changes to ‘End’. Release the upshift and/or
downshift switches.

9) Clutch calibration can now be performed.

NOTE: The clutches are calibrated using a manual procedure only.

10) Depress the clutch pedal, select a gear and range, and release the handbrake.
NOTE: The oil temperature can be checked during this procedure by shifting the main shift lever into neutral.
The oil temperature will be displayed on the lower display in °C.

H1 - Calibrations
11) With the shuttle lever in neutral press either the upshift switch to select the High clutch or the downshift
switch to select the Low clutch. ‘H’ or ‘L’ will be displayed in the lower display area.

12) Shift the shuttle lever into forward and slowly release the clutch pedal to check the engagement point. The
clutch pedal position will be displayed when the pedal position is between 10% and 98%, otherwise the
calibration value for the selected clutch will be displayed.

13) Adjust the calibration value using the upshift and downshift switches to obtain a clutch engagement position of
35% of the clutch pedal travel. The value can be adjusted even when it is not being displayed.

14) Check the performance of the clutch calibration by performing shuttle shifts. If required, fine tune the
calibration using the upshift and downshift switches.

15) Repeat the above procedure on the other clutch.

16) After calibrating both clutches, turn the key switch off for at least 5 seconds to store the calibration values.
24 x 24 Transmission Calibration “U” Codes -- APH

U37 Synchronizer potentiometer signal is out of range for reverse
Possible Failures:
1) Synchronizer potentiometer has been painted during production.
2) Synchronizer potentiometer / connector has been damaged.
3) Synchronizer assembly is very tight / sticky.
Note: Use the voltmeter to check the synchronizer potentiometer signal. If OK then repeat calibration to
free up synchronizer.
U38 Synchronizer potentiometer signal is out of range for forward
Possible Failures:
3) Synchronizer assembly is very tight / sticky.
Note: Use the voltmeter to check the synchronizer potentiometer signal. If OK, then repeat calibration to
free up synchronizer.
U39 Synchronizer did not move toward reverse, even at maximum pressure
Possible Failures:
2) The reverse solenoid is faulty.
3) No oil pressure to shift the synchronizer.
Note: Remove the transmission top cover and watch the synchronizer movement to help detect failure or
U40 Synchronizer did not move toward forward, even at maximum pressure
Possible Failures:
2) The forward solenoid is faulty.
3) No oil pressure to shift the synchronizer.
Note: Remove the transmission top cover and watch the synchronizer movement to help detect failure or
U82 No 12VD – No power for High and Low clutch solenoids
Possible Failures:
1) Check module fuses.
2) Check battery voltage.
3) Check Module connection.

H1 - Calibrations
Creeper Calibration
H1-Creeper (all): Creeper Calibration

The creeper on both Full-Powershift and Semi-Powershift transmissions is calibrated by engaging and then
disengaging the creeper using the creeper switch.
EDC Calibration
H1-EDC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): EDC Position Sensor Calibration
Before the EDC valve calibration procedure is performed, it is important that the hitch position sensor top position
has first been calibrated. This calibration is not performed using the H menu system and it is carried out by a
shortcut. In particular the raise switch shall be pressed during both key on trigger and cranking: the shortcut works
only if the raise switch is released between 3 and 10 seconds from engine running condition. If the raise switch is
released before 3 seconds or after 10 seconds, the start of calibration procedure shall be aborted. Moreover, if fault
code 1024 is displayed, this means that the position sensor calibration has never been performed before.

After the shortcut has been successfully performed, follow this procedure:.

1) Remove any load from the hitch and ensure that the APUH (automatic pick-up hitch) lift rods, if fitted, are
disconnected.

2) Erase any previously-stored calibration value by pressing and holding the fast raise switch on the armrest
handle and turning the ignition switch to the on position. Release the switch and turn off the ignition.

3) Ensure that the correct EDC ram size has been set (otherwise fault code 1070 will be displayed).

4) Ensure that the height limit control is in the fully clockwise position (otherwise fault code 1068 will be
displayed).

5) Start the tractor, the EDC status lamp on the panel should flash to indicate that there is an EDC fault
present. Fully raise and then lower the hitch using the position control lever on the armrest.

6) Turn the ignition off for at least 5 seconds to store the calibrated top position value. Refit the APUH lift rods, if
applicable.
H1-EDC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): EDC Position Sensor Calibration
Armrest Units/Non Armrest Units:
This procedure is required when either new EDC valves or EDC controller are installed or if the previous
calibration has been erased using the “H8” procedure.
Before the valve calibration procedure is performed, it is important that the hitch position sensor top position has
been calibrated first. This calibration is not performed using the H menu system and it is carried out by a shortcut. To
enter the position sensor calibration procedure the fast raise switch shall be pressed during both key on and
cranking: the shortcut works only if the raise switch is released between 3 and 10 seconds from the time the engine
is running. If the raise switch is released before 3 seconds or after 10 seconds, the start of calibration procedure will
be aborted. Also, if fault code 1024 is displayed, this means that the position sensor calibration has never been
performed before.
After the shortcut has been successfully performed, follow this procedure:
1. Remove any load from the hitch.
2. Erase any previously stored calibration value by pressing and holding the fast raise switch on the armrest handle
and turning the ignition switch to the on position. Release the switch and turn off the ignition.
3. Ensure that the correct EDC ram size has been set (otherwise fault code 1070 will be displayed).
4. Ensure that the height limit control is in the fully clockwise position (otherwise fault code 1068 will be displayed).
5. Start the tractor, the EDC status lamp on the ICP should flash to indicate that there is an EDC fault present. Fully
raise and then lower the hitch using the position control lever on the armrest.
6. Turn the ignition off to store the calibration top position value.

H1 - Calibrations
H1-EDC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): EDC Valve Calibration
Armrest Units/Non Armrest Units:
1) Park on a flat surface and set the parking brake. The tractor can move during this procedure, so make
sure the area around the tractor is clear. Transmission output RPM is constantly monitored and calibration
will not proceed unless the tractor is stopped.

2) Disconnect ALL implements from the rear hitch.

3) Lower the linkage using the position control lever and connect the test weights. The test weights must be
sufficient to overcome any friction in the hydraulic lift assembly and enable the lift arms to lower without
binding. Test weights of 2450 – 3400 lbs. (1100 – 1500kg) are ideal. Key off the engine.

4) Set all EDC panel potentiometers fully clockwise.

5) There are two methods to enter the calibration mode.
EITHER
a) Shortcut method: Hold down the work switch on the hand controller and start the vehicle. The system to
be calibrated will be shown on the cluster’s dot matrix and ‘CAL’ will be displayed in the central display.
OR
b) Start the vehicle with jumper-plug 380000843 installed and navigate the H- menu tree using the buttons on
the instrument cluster. Controller code U1, H-menu H1 and select EDC ( ). The hitch symbol and
‘CAL‘ will be displayed, as follows:
6) Set the engine rpm to 1200 ± 100. Engine speed must be stable, with no noticeable hunting or surging. If
necessary, change the throttle setting slightly to achieve a stable engine rpm.

7) Rotate the raise knob [CIH] (Raise the control lever [NH]) to between 70% and 90% to start the calibration
sequence. The display will change from ‘CAL’ to ‘0‘ to indicate start of calibration. During calibration the
linkage is automatically raised and lowered a small amount 3 times, which takes 2-3 minutes. Each raise and
lower is accompanied by a count on the display 0 1 2.

8) When display indicates ‘End‘, the calibration is complete.

9) Lower the linkage using the knob or lever.

10) Key off for at least 5 seconds to store calibration values.
EDC Valve Calibration “U” Codes – (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM)

There are no “U” codes defined for the EDC calibration procedure. However, the following error codes may be
displayed during the procedure.

1068 Height Limit control not fully clockwise
Possible failures:
1) The height limit control is not turned fully clockwise.
2) The height limit control is faulty.
1070 EDC hydraulic ram size not configured
Possible failures:
1) Ram size not configured on a new controller or following H8 procedure. (Use EDC H3, channel 1 to
configure)
Shiftable PTO Calibration

Shiftable PTO is provided only on CCM LWB vehicles (Rear PTO).

Whether the H1 menu for Shiftable PTO should be available for CCM SWB vehicles, the following procedures will
have no effect.

H1 - Calibrations
H1-PTO (CCM-LWB): 2-Speed Electrically-Shiftable PTO Calibration
The sensor travel position on the Electrically-Shiftable PTO controller needs to be calibrated. This section
describes the calibration procedure.
IMPORTANT Before commencing the calibration procedure, ensure that:

1. Any implement is disconnected from the rear PTO. During the calibration
procedure, the rear PTO will be operated.
2. The correct option is set on channel 4 of the H3 menu for the RPTO system.

1) Park the vehicle on a flat surface and set the parking brake.

2) Ensure that the PTO speed select switch is in the fully-clockwise position.

3) Enter the mode using the 380000843 jumper-plug and navigate the H-menus using the buttons on the
instrument cluster, controller U1, menu H1 and select PTO ( ).
4) The display will show ‘P11’ to inform the operator that the calibration procedure has started. This indicates
that Part 1x of the calibration is operating.
5) P11 – calibrates the fully-extended position of the ESPTO mechanism. After the fully-extended calibration is
complete, the display will show the calibration value (it should be typically >3400) for approximately 2 seconds,
then ‘P12’ will be displayed.

6) P12 – calibrates the fully-retracted position of the ESPTO mechanism. After the fully-retracted calibration is
complete, the display will show the calibration value (it should be typically <1950) for approximately 2
seconds, then ‘P13’ will be displayed.

7) P13 – calibrates the Neutral position of the ESPTO mechanism. After the fully-neutral calibration is
complete, the display will show the calibration value (halfway between the P11 and P12 values) for
approximately 2 seconds.

8) The display will then show ‘P2‘ – Part 2 of the calibration process, which determines the optional PTO speed
value (i.e. 540, 540E, 1000E).

9) The engine speed will automatically be set to 1200 rpm.

10) The operator must now start the PTO using the cab switch.

11) ‘P22’ is displayed while the PTO ratio is checked.

12) After the ratio has been calculated, the optional speed value is displayed for 5 seconds, followed by ‘End’.
The PTO will then be stopped automatically. The calibration process is now completed.

13) Turn the key switch to the off position for at least 5 seconds to store the calibration values.
Note: To reset the cable neutral position, disconnect the cable from the selector lever on the transmission and
run Part 1 (P11, 12, 13) of the calibration routine and key off the tractor when P2 is displayed.

H1 - Calibrations
Speed Electrically-Shiftable PTO Calibration “U” Codes – CCM-LWB
U112 PTO speed select cable stalled while extending
Possible failures:
1) Cable not connected correctly in neutral position.
2) Cable jammed.
3) Sensor not connected.
U113 PTO speed select cable stalled while retracting
Possible failures:
2) Cable jammed.
U124 PTO speed select switch in Optional Speed position
Possible failures:
1) Speed select switch is in the wrong position – selector switch set to 1000 or N position instead of
optional speed position.
2) Selector switch wiring incorrect.
3) Sped selector switch faulty.
U125 Speed sensor error
Possible failures:
1) No signal from PTO speed sensor.
2) No engine speed signal.
3) PTO not started.
U126 No movement from position sensor
Possible failures:
1) NA

H1 - Calibrations
H1-PTO (CCM-LWB): 4-Speed Electrically-Shiftable PTO Calibration
The sensor travel position on the Electrically-Shiftable PTO controller needs to be calibrated. This section
describes the calibration procedure.
IMPORTANT Before commencing the calibration procedure, ensure that:

1. Any implement is disconnected from the rear PTO. During the calibration
procedure, the rear PTO will be operated.
2. The correct option is set on channel 4 of the H3 menu for the RPTO system.

1) Park the vehicle on a flat surface and set the parking brake.
instrument cluster, controller U1, menu H1 and select PTO ( ).
3) The display will show ‘P11’ to inform the operator that the calibration procedure has started.
4) P11 – the actuator is extended until the end of the travel is reached. After the fully extended calibration is
complete, the display will show the calibration value (it should be typically >3400) for approximately 2
5) P12 – the actuator is retracted until the end of the travel is reached. After the fully retracted calibration is
complete, the display will show the calibration value (it should be typically <1950) for approximately 2

6) P13 – the actuator is extended and, using the current input from the motor, the actuator positions of the
detents corresponding to the N1, 1000E, N2, 540E, N3 and 540 speed settings are determined. The six
position values are then displayed in turn. The display will then change to show ‘P14’.

7) P14 – the actuator is retracted and, using the current input from the motor, the actuator positions of the
detents corresponding to the N3, 540E, N2, 1000E, N1 and 1000 speed settings are determined. The six
position values are then displayed in turn.

8) The PTO will then be shifted to the speed indicated by the current position of the speed selector switch.

9) Once the actuator has reached the desired position the display will show ‘End’.

10) Turn the key switch to the off position or at least 5 seconds to store the calibration values.
Speed Electrically-Shiftable PTO Calibration “U” Codes – CCM-LWB

U112 PTO speed select cable stalled while extending
Possible failures:
2) Cable jammed.
U113 PTO speed select cable stalled while retracting
Possible failures:
2) Cable jammed.

H1 - Calibrations
U124 PTO speed select switch not in Optional Speed position

Possible failures:
1) Speed select switch is in the wrong position – selector switch set to 1000 or N position instead of
optional speed position.
2) Selector switch wiring incorrect.
3) Speed selector switch faulty.
U125 Speed sensor error
Possible failures:
1) No signal from PTO speed sensor.
3) PTO not started.
U126 No movement from position sensor
U162 PTO shift position sensor - short circuit to 0V
U163 PTO shift position sensor - short circuit to 5V
U164 PTO shift actuator moving in wrong direction
U165 End switch actuated during retract operation
U166 End switch actuated during extend operation
H1-PTO-(CCM-HD): 4-speed PTO System Calibration

CCM HD offers 4 speed electrically shiftable PTO (both Rear and Front) by means of an electro-hydraulic system,
where a Pilot-head is designed to operate an electro-hydraulic valve in order to detect the spool position on one of the
available speeds. This section describes the calibration procedure for Rear Shiftable PTO (content related to Front
Shiftable PTO are similar).
IMPORTANT Before starting the calibration procedure ensure that:
1. Any implement is disconnected from the PTO: during the calibration procedure the PTO will be operated.
2. The correct option is set on channel 4 of the H3 menu for the PTO system
1) Park the Vehicle on a flat surface.

instrument cluster
3) The display will show “CAL” for a few seconds, followed by ‘1’.
4) The spool will move towards the "extend" set point. The control module will save the position value when it
becomes steady, and then the instrument cluster will display '2'.
5) The spool will move towards the "retract" set point. The control module will save the position value when it
becomes steady, and according to these 2 values recorded, neutral, 540E and 1000E positions will be
automatically calculated.
6) When the procedure has finished and all parameters values stored, “End” will be displayed by the instrument
cluster.
7) Turn the key switch to the off position to store the calibration values.

H1 - Calibrations
4 Speed PTO Calibration U-codes – CCM-HD
U51 Engine speed not detected
Possible failures:
U55 Spool moving in the wrong direction – should move towards 540 speed
Possible failures:
1) Manifold mechanical fault.
U112 Spool moving in the wrong direction – should move towards 1000 speed
Possible failures:
1) Manifold mechanical fault.
U113 Calibration message not received
Possible failures:
1) Ensure that the valve has been renumbered correctly.
2) CAN bus error.
U126 Spool movement not detected
Possible failures:
1) No oil pressure.
2) Mechanism faulty.

H1 - Calibrations
Steering Sensor Calibration
H1-Steering (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Steering Sensor Calibration


1) Park on a flat surface and set the parking brake.

2) Enter the mode with the 380000843 jumper-plug installed and navigate the H-menu tree by using the buttons
on the instrument cluster, controller code U1, menu H1 and select DIFFLOCK ( ). ‘CAL’ will be displayed
on the instrument cluster, as below:

U1 HH U1 H1 U1 H1 U1 H1

HH HH MENU
U1
MENU

____ ____ ____ ____ ____ CAL
3) Press and hold the Auto Difflock switch for two seconds (Armrest Units), or 3 times in rapid succession
(non-Armrest Units). The LCD on the instrument cluster will display ‘ScP’ and will then flash the current
reading of the steering sensor.

If the display shows ‘-1’, then the Steering Sensor option needs to be enabled using the H3 menu for the
instrument cluster before the steering sensor can be calibrated.

If the display shows “-2”, then this indicates an error with the steering angle sensor input to the
instrument cluster. Review associated instrument cluster error codes to determine the fault.

4) Turn the steering wheel so that the front wheels are in line with the driveline.

5) Press and hold the Auto Difflock switch for two seconds to confirm the steering angle position. The LCD on
the instrument cluster will display the calibrated steering sensor reading and then the display will change to
show ‘End’.

6) Key off for at least 5 seconds to store the calibration value.

Note: If the vehicle is Autoguidance-ready but is not fitted with the Autoguidance system, then ensure
that the steering angle sensor is connected to the main engine wiring harness rather than the
Autoguidance wiring harness.

Front Suspension Calibration

The procedure to be followed by the operator is identical for APH and CCM, slightly different for MRM. However, the
"U" codes displayed during calibration are different for each tractor type.
H1-Suspension (APH / CCM-SWB / CCM-LWB): Front Suspension Calibration

Armrest Units / Non-Armrest Units :

1) Park on a flat surface and set the parking brake. The tractor can move during this procedure, so ensure
the area around the tractor is clear. Transmission output rpm is constantly monitored. Calibration cannot

2) Disconnect ALL implements.

3) On a new controller or following an "H8" procedure, the front suspension option is defaulted to 'not enabled'.
Enter the front suspension menu "H3" and enable the option, otherwise the suspension will not calibrate.

H1 - Calibrations
4) Start the vehicle with the 380000843 jumper-plug installed and enter the mode by navigating the H-menu tree
by using the buttons on the instrument cluster. Controller code U1, menu H1 and select SUSPENSION (
). ‘CAL’ will be displayed for a few seconds on the LCD section of the instrument cluster, as shown
below.
5) Set the engine speed to 1200 rpm ± 100 rpm.

6) Depress and hold the suspension lockout switch for two seconds (Armrest Units), or 3 times in rapid
succession (non-Armrest Units). ‘ACP’ will be displayed on the lower central section of the instrument cluster,
indicating that the automatic calibration procedure ACP has been activated. In addition, the lamp in the
suspension switch will flash.

Note – If the calibration procedure needs to be stopped, then press the suspension switch once.
7) The calibration procedure will activate the unload leveling valve for 10 seconds, at the same time the axle
height position will be displayed on the instrument cluster.

8) The calibration procedure will automatically activate the raise valve and the unload leveling valve until the front
axle reaches the maximum height for a period of 4 seconds. The potentiometer value at this maximum height
will then be stored.

9) The calibration procedure will then automatically activate the unload leveling valve until the front axle reaches
the minimum height for a period of 4 seconds. The potentiometer value at this minimum height will then be
stored.

10) The calibration procedure will automatically activate the raise and unload leveling valves until the front axle
reaches the nominal position.

11) When the procedure has finished, ‘End’ will be displayed by the instrument cluster. If an error occurs during
the procedure, then a “U” code will be displayed and the procedure will need to be repeated after the cause of
the “U” code has been addressed.

12) Set engine to low idle and key off for at least 5 seconds to store calibration values
Notes:
• When the axle reaches the maximum position, the pump will reach the high pressure standby.
• The ACP will only work when the axle speed = 0 kph. Check that the instrument cluster displays the
correct ground speed before starting ACP.
• Dependent on the failure, the calibration process may have to be repeated two or three times to vent all
the air out of the hydraulics.

H1-Suspension (MRM): Front Suspension Calibration
1) Park on a flat surface and set the parking brake. The tractor can move during this procedure, so ensure
the area around the tractor is clear. Transmission output rpm is constantly monitored. Calibration cannot

2) Disconnect ALL implements.

3) On a new controller or following an "H8" procedure, the front suspension option is defaulted to 'not
enabled'. Enter the front suspension menu "H3" and enable the option, otherwise the suspension will not
calibrate.

H1 - Calibrations
4) Start the vehicle with the 380000843 jumper-plug installed and enter the mode by navigating the H-menu tree
by using the buttons on the instrument cluster. Controller code U1, menu H1 and select SUSPENSION ( ).
‘CAL’ will be displayed for a few seconds on the LCD section of the instrument cluster, as shown below.
5) Set the engine speed to 1200 rpm ± 100 rpm.

6) Depress and hold the suspension lockout switch for two seconds. ‘ACP’ will be displayed on the lower
central section of the instrument cluster, indicating that the automatic calibration procedure ACP has been
activated. The lamp built into the suspension switch will flash during calibration.

Note – If the calibration procedure needs to be stopped, then press the suspension switch once.
7) The calibration procedure will activate the pump/not tank and lock valve, at the same time the axle height
position will be displayed on the instrument cluster.

8) The calibration procedure will then activate the lower valve until the front axle reaches the maximum height for
a period of 4 seconds and the pressure in the accumulators is below 20 bar. The potentiometer value at this
minimum height will then be stored.

9) The calibration procedure will then activate the raise valve and the pump/not tank and lock valves until the front
axle reaches the maximum height for a period of 4 seconds. The potentiometer value at this maximum height
will then be stored.

10) The calibration procedure will then activate the raise, lower, pump/not tank and lock valves until the front
axle reaches the nominal position.

11) When the procedure has finished, ‘End’ will be displayed by the instrument cluster. If an error occurs during the
procedure, then a “U” code will be displayed and the procedure will need to be repeated after the cause of the
“U” code has been addressed.

12) Set engine to low idle and key off at least 5 seconds to store calibration values

Notes:
• When the axle reaches the maximum position, the pump will reach the high pressure standby.
• The ACP will only work when the axle speed = 0 kph. Check that the instrument cluster displays the
correct ground speed before starting ACP.
• Dependent on the failure, the calibration process may have to be repeated two or three times to vent all
the air out of the hydraulics.

Front Suspension Calibration “U” Codes
U01 Front axle potentiometer open circuit – ACP will not work
Possible failures:
1) Check the wiring harness.
2) Check the displayed potentiometer reading during calibration. If the value is less than 240 then
check the potentiometer.
U01 Front axle potentiometer open circuit – ACP will not work Non-Armrest
Possible failures:
2) Check the displayed potentiometer reading during calibration. If the value is less than 10 then
U02 Front axle potentiometer threshold is higher than set limit
Possible failures:
1) Check the potentiometer installation.

H1 - Calibrations
2) Check the displayed potentiometer reading during calibration. If the value is greater than 4840 then
3) Check the wiring harness to the potentiometer; check that it is receiving power, it is grounded, and
that the signal wire is not shorted to power.
U02 Front axle potentiometer threshold is higher than set limit Non-Armrest
Possible failures:
1) Check the potentiometer installation.
2) Check the displayed potentiometer reading during calibration. If the value is greater than 972 then
3) Check the wiring harness to the potentiometer; check that it is receiving power, it is grounded, and
that the signal wire is not shorted to power.
U03 Front axle potentiometer short circuit – ACP will not work
Possible failures:
2) Check if signal ground on potentiometer is open circuit.
3) Change the potentiometer.
U04 Front axle potentiometer threshold is lower than set limit
Possible failures:
U04 Front axle potentiometer threshold is lower than set limit
Possible failures:
1) Check the wiring harness to the potentiometer; check that it is receiving power, it is grounded and
that the signal wire is not shorted to ground.
U05 Suspension is not reaching its minimum/maximum position during ACP procedure

Possible failures:
1) Check the range of the potentiometer, calibration will not work if the range of the potentiometer is
less than 150.
2) Check the suspension mechanics.
3) Check the potentiometer linkage.
U07 Suspension is stationary during the raise command in the ACP procedure

Possible failures:
1) Check the raise solenoid harness.
4) Check the pressure of the accumulators.
5) Check the hydraulic pressure.
6) Disconnect implement.
U08 Suspension unable to reach maximum height within 20 seconds
Possible failures:
1) Check the raise valve installation.
2) Check the unload solenoid installation.
U08 Front axle up movement is too slow
Possible failures:
1) Check the raise valve installation (should be on during raise).
2) Check the pump/not tank solenoid installation (should be on during raise).
3) Check the suspension mechanics, potentiometer linkages; pivot points of axle are properly
lubricated.
5) Disconnect implement, and front implement or front-mounted liquid tanks.

H1 - Calibrations
U09 Suspension is stationary during the lowering command in the ACP procedure

Possible failures:
1) Check the unload solenoid harness.
U10 Suspension unable to reach minimum height within 25 seconds
Possible failures:
1) Check unload solenoid installation.
U10 Front axle down movement too slow
Possible failures:
1) Check lower valve installation (should be on during lower).
2) Check the pump/not tank solenoid installation (should be off all the time).
3) Check the Lock solenoid installation (should be on while axle is moving).
4) Disconnect any implements.
5) Check the hydraulic pressure. Accumulators may not be draining adequately to capture calibration.
Turn in the set screws on the valve and leave the system to drain for 5-10 minutes and then turn
them back out and try to calibrate again.
U11 Unable to calibrate suspension
Possible failures:
1) The lockout switch was pressed more than 3 times to initiate calibration.
U11 ACP halted
Possible failures:
1) The front suspension switch was pressed during calibration.
U12 ACP stopped, vehicle not stationary
Possible failures:
2) Rear axle speed sensor faulty.
U12 ACP stopped, vehicle not stationary
Possible failures:
2) Rear axle speed sensor faulty.
3) Radar is faulty.
U13 Valve 30 (upper lockout) solenoid open circuit
Possible failures:
U14 Insufficient potentiometer range for optimal suspension performance
Possible failures:
1) Incorrect adjustment of front axle position potentiometer linkage.
U14 Valve 31 (lower lockout) solenoid open circuit
Possible failures:
U15 Valve 30 (upper lockout) and Valve 31 (lower lockout) solenoid connectors swapped
Possible failures:
U15 Piston accumulator pre-charge pressure problem
Possible failures:
1) Check the wiring harness to the pressure switch.
2) Check the pressure switch.

H1 - Calibrations
3) Accumulators may be leaky or flat. Do a manual check on the pre-charge and adjust to specification.
U16 Valve 30 (upper lockout) and Valve 31 (lower lockout) current sense inputs swapped
Possible failures:
U16 Rod accumulator pre-charge pressure problem
Possible failures:
1) Check the wiring harness to the pressure switch.
3) Accumulators may be leaky or flat. Do a manual check on the pre-charge and adjust to specification.
U17 Front Suspension pressure switch open circuit
Possible failures:
U18 Front Suspension pressure switch short circuit
Possible failures:
U19 Insufficient potentiometer range for optimal suspension performance
Possible failures:
1) Incorrect adjustment of front axle position potentiometer linkage.

H1 - Calibrations
Rear EHR Lever Calibration
H1-EHR (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Rear EHR Lever Calibration
Armrest Units Only:

The following describes the procedure to be followed to calibrate the EHR levers in the event that no calibration
data exists in the memory.

1) Park on a flat surface and set the parking brake.

2) Disconnect ALL implements from the rear remotes.

3) Ensure all EHR program switches are switched OFF

4) Key on (tractor does not need to be running) with the 380000843 jumper-plug installed and enter the mode by
navigating the H-menu tree by using the buttons on the instrument cluster, controller code U1, menu H1 and
the REAR EHR symbol ( ). ‘CAL’ will be displayed, as follows:

U1 HH U1 H1 U1 H1 U1 H1

HH HH MENU
U1
MENU

____ ____ ____ ____ ____ CAL
5) Press and hold the program switch for lever No. 1 for at least two seconds, until the display changes. On
certain units, press the program switch three times in rapid succession.

6) The program lamp for EHR 1 will be illuminated and the instrument cluster will display ‘1’. When the neutral
position has been acquired and stored, the program lamp is turned off and the instrument cluster will display ‘2’.

7) Move the lever to the raise position. When movement is detected, the program lamp for EHR 1 will be
turned on. After a stable value has been recorded for the raise position of the lever, the program lamp is
turned off and the instrument cluster will display ‘3’.

8) Move the lever to the full-flow lower position. The program lamp for EHR 1 will be turned on. When a stable
value for full-flow lower position of the lever is seen, it is recorded along with the minimum flow rate value. The
program lamp is turned off and the display shows ‘4’.

9) Move the lever to the float position. When movement is detected, the program lamp for EHR 1 is turned on.
After a stable value has been recorded for the float position of the lever the program lamp is turned off and the
display will show ‘CAL’. Calibration of lever 1 is complete.

10) To calibrate EHR levers 2 to 4, repeat steps 5 to 9.

11) When the levers have been calibrated, key off at least 5 seconds to store the new data to EEPROM.

Note: If a lever is not calibrated, then the program lamp is switched on regardless of the state of the
program switch. This does not apply if the program switch is switched off during the middle of a
calibration sequence.
EHR Calibration “U” Codes – APH / CCM-SWB / CCM-LWB / CCM-HD / MRM

U61 Lever No. 1 not in neutral U62
Lever No. 2 not in neutral U63
Lever No. 3 not in neutral U64
Lever No. 4 not in neutral
Ensure that the corresponding lever is set to the neutral position before starting the calibration procedure for that
lever.

H1 - Calibrations
Front Hitch Calibration
H1-FEDC (APH / CCM-SWB / CCM-LWB / CCM-HD): Front Hitch Calibration


The following describes the procedure to be followed to calibrate the Front Hitch in the event when no
calibration data exists in the memory.

1. Park on a flat surface and set the parking brake.

2. Turn the height set control to the OFF (fully counter-clockwise position) and, for only front hitch
management, put the front hitch drop rate to 0% position.

3. Start the vehicle with the 380000843 jumper-plug installed and enter the mode by navigating the H-menu
tree by using the buttons on the instrument cluster, controller code U1, menu H1 and the FRONT HITCH
symbol ( ). ‘CAL’ will be displayed, as follows:
4. Turn the height set control potentiometer to ON (potentiometer in the fully clockwise position) and then to
OFF (potentiometer in fully counter-clockwise position). The display will change to show ‘FHc‘ for two
seconds and then the current potentiometer position will flash on the LCD display.

5. Lower the hitch to the lowest position by means of the EHR lever. When the end stop is reached, turn the
height set control to the ON (potentiometer in fully clockwise position) and then to OFF (potentiometer in fully
counter-clockwise position).

6. The bottom value of the position potentiometer is captured and displayed for 2 seconds.

7. Raise the hitch to the top position by means of the EHR lever. When the end stop is reached, turn the
height set control to the ON (potentiometer in fully clockwise position) and then to OFF (potentiometer in
fully counter-clockwise position).

8. The top value of the position potentiometer is captured and displayed for 2 seconds.

9. The display will then show ‘End’ to indicate that the calibration process has been completed successfully.

10. Key off at least 5 seconds to store the calibration values.
FEDC Calibration “U” Codes – APH / CCM-SWB / CCM-LWB / CCM-HD

U110 Position potentiometer value too high or the hitch is not raised
Possible failures:
1) Hitch was not raised before height limit control was changed from ON to OFF position.
U111 Position potentiometer value too high or the hitch is not lowered
Possible failures:
1) Hitch was not lowered before height limit control was changed from ON to OFF position.

H1 - Calibrations
H1: CALIBRATION PROCEDURES FOR THE KA CONTROLLER
Fast Steer Calibration

H1-Fast Steer (APH / CCM-SWB / CCM-LWB): Fast Steer Calibration


The Steering Wheel proximity switch and the LVDT sensor both need to be calibrated. The procedure is as
follows. During the calibration procedure the system is functional.

KA HH KA H1 KA H1 KA H1

HH HH MENU
KA
MENU

____ ____ ____ ____ ____ Pro
1) Park on flat open surface and set engine rpm to 1300 rpm.

2) Enter the H1 menu via the instrument cluster by selecting the FSS (KA) sub-menu and then the H1 menu.

3) The display will display ‘Pro‘ for the proximity sensor or ‘Lvdt‘ for the LVDT sensor or ‘deF‘ to adopt the
default values for both the proximity and LVDT sensors. Use the instrument cluster buttons to switch
between the three possible options.

To calibrate the proximity sensor:

4) Use the instrument cluster menu selection buttons so that ‘Pro‘ is shown in the display. Press the
instrument cluster PROG / Dimming button to enter the proximity sensor calibration routine.

5) The display will change to show ‘O _ _ _’, for the steering wheel in the disengaged position (inner ring not
depressed). Press and hold the menu down button. When the signal has been stable for 2 seconds a beep
will be heard and the display will change to show ‘Oxxx’, where xxx is the digital representation of the sensor
voltage when the steering wheel is in the disengaged position.

6) Release the menu down button.

7) The display will then change to show ‘C_ _ _’, for the steering wheel in the engaged position (inner ring
depressed). Hold the steering wheel in the engaged position and press and hold the menu down button. When
the signal has been stable for 2 seconds a beep will be heard and the display will change to show ‘Cxxx’,
where xxx is the digital representation of the voltage. After a short delay the display will return to the H1 menu
display.

8) Release the steering inner ring and the menu down button, the display will change to ‘Lvdt‘

To calibrate the LVDT:

9) With ‘Lvdt‘ displaying, press and hold the PROG / Dimming button to enter the LVDT calibration routine.

10) The system will then automatically pilot the solenoid and measure the LVDT values in both positions and
overwrite the default values.

11) The display will show a 5-second countdown as the calibration is performed. When the calibration is
complete the display will change to show ‘donE’.

12) Key off at least 5 seconds to store the values.

To reset to the default values:

1) Use the instrument cluster menu selection buttons so that ‘deF‘ is shown in the display. Press the PROG /
Dimming button to enter the default parameters routine.

2) Press and hold the menu down button, after 2 seconds there will be a beep and the calibration parameters
will be reset to their default values. The display will then change to show ‘donE’.

H1 - Calibrations
Fast Steer Calibration “U” Codes – APH / CCM-SWB / CCM-LWB
U19 Oil temperature below 5°C
1) Open circuit for the temperature sensor input to the transmission controller.
Note: Use the H9 menu in the transmission control module to see if the temperature sensor is OK.
Possible failures:
2) Open circuit for the engine speed sensor going to the cluster (mechanical engines only).
4) Broken CAN bus.
Note: Use the HE menu to see if the engine speed is being detected.
U71 Calibration attempted while enable switch is off
Possible failures:
1) The enable switch is in the off position.
2) The enable switch is in the on position at start up, but needs to be cycled through off then on to
enable the system.
U72 Proximity sensor input is out of range - open
Possible failures:
1) Incorrect position of steering wheel.
2) Faulty proximity sensor.
3) Check the proximity sensor connection.
U73 Proximity sensor input is out of range - closed
Possible failures:
1) Incorrect position of steering wheel.
2) Faulty proximity sensor.
3) Check the proximity sensor connection.
th
U74 LVDT calibration has been unsuccessful (out of range after 4 attempt)
Possible failures:
1) Faulty LVDT sensor.
2) Faulty fast steer hydraulic valve.
3) Incorrect assembly of hydraulic valve.
4) Check the LVDT sensor connection.

H1 - Calibrations
H1: CALIBRATION PROCEDURES FOR THE XA CONTROLLER
Electronic Park Lock Calibration

H1-EPL (APH / CCM-SWB / CCM-LWB / MRM): Electronic Park-Lock Calibration


The EPL (Electronic Park-Lock) applied and released positions and also the accelerometer need to be
calibrated. The procedure is as follows. During the calibration procedure the system is functional.

XA HH XA H1 XA H1 XA H1

HH HH MENU
XA
MENU

____ ____ ____ ____ CAL

Note: If in H1 or any H-Menu for the XA controller displays and you cannot enter any H-Menu, this means
the EPL has lost its initialization. Follow the EPL initialization procedure and you should be able to
proceed.

1) Park on flat open surface and ensure that the handbrake is released and the shuttle lever is in the park
position. If you have the engine running during the calibration procedure, use the service brakes to prevent
the tractor from moving. It is preferable to perform this with the engine off.

2) Enter the H1 menu via the instrument cluster by selecting the EPL (XA) sub-menu and then the H1 menu.

3) The display will show ‘CAL’. The menu up or down buttons are used to switch between the two calibration
options, ‘Inc’ for the accelerometer calibration or ‘SC’ for the stroke calibration.

4) To calibrate the accelerometer:

Use the instrument cluster menu up or down buttons to select ‘Inc’ on the display. Press the instrument
cluster menu down button to enter the accelerometer calibration routine.

i) The display will change to intermittently show ‘Inc’ and the calibrated value.

ii) When the calibration is complete, the display will show ‘SC’.

iii) Release the menu down button, the display should still show ‘SC’.

5) To calibrate the stroke:

i) Press and hold the menu down button to calibrate the released position. The display will show a
horizontal line which will move downward, and the EPL release symbol will be displayed (CIH only).

ii) When the released position has been calibrated, the display will show “M”. Release the menu down
button.

iii) Press and hold the menu down button again to calibrate the applied position. The display will show a
horizontal line which will move upward, and the EPL release symbol will be displayed (CIH only).

iv) When the calibration is complete, the display will show ‘APP’, followed by the applied position value
and then ‘REL’, followed by the released position value. (These will display twice.)

v) Keep pressing the menu down button until ‘End’ displays.

6) Key off at least 5 seconds to store the calibration values.

H1 - Calibrations
EPL Calibration “U” Codes – APH / CCM-SWB / CCM-LWB / MRM)
U114 Hand brake applied
Possible failures:
1) Blue cable (on the handbrake switch connector) cut off.
2) Mismatch between the handbrake switch status hardwired to the EPL and the VCU_HB_SWITCH
parameter in the VCU2EPL CAN message.
U115 Shuttle lever not in the park position
Possible failures:
1) Pins A4 or C7 of the EPL module short circuit to ground.
2) Pins A4 or C7 of the EPL module cut off.
3) Pins A4 or C7 of the EPL module short circuit to supply voltage.
4) Shuttle lever damaged.
U117 APP position too low
Possible failures:
1) Stiffness of the system is too high - possible mechanical interferences.
2) Wrong mechanical installation of the EPL.
U118 Error code active preventing completion of initialization procedure
Possible failures:
1) High recovery level error code is being active.
U119 Bowden cable not connected
Possible failures:
1) Bowden cable not connected.
U120 Inclinometer self-test failed
Possible failures:
1) Inclinometer broken.
U121 Inclinometer calibration procedure not OK
Possible failures: 1)
U122 Inclinometer offset out of range
Possible failures:
1) Review Installation.
2) Vehicle not on flat ground.
3) Remove any rear attachment.
4) The set of wheels could be wrong.
U123 Vehicle moving
Possible failures:
1) Vehicle not stationary.
2) Vehicle speed sensor failed
U159 Inclinometer reading direction not defined
Possible failures:
1) EPL’s Channel 3 on H3 menu is still on default value: Not defined. Channel 3 MUST be set!!!

H1 - Calibrations
Electronic Park Lock Initialization
EPL Initialize (APH / CCM-SWB / CCM-LWB / MRM): Electronic Park-Lock Initialization

One or more of the following occurrences can cause the 'Electronic Park Lock' (EPL) error code to appear in the
instrumentation:
• Loss of the 12 volt power to the EPL due to:
o Excessive starter motor cranking
o A discharged battery
o Other 12 volt power interruption.
• Use of the brake release tool to manually release the park brake

The need to reinitialize the EPL is indicated to the operator on the ICU when the amber ( ! ) displays and the red (
P ) flashes. In addition, may display.

To Re-Initialize the EPL:

1. Setup
A. Place the tractor on level ground.
B. Depress both of the service brake pedals.
C. Place the handbrake lever in the released (down) position.
D. Turn the key to the RUN position.
2. Re-initialization procedure:
A. Place the Forward/Reverse/Park (FRP) lever in the 'rest' position. The 'rest' position is the area of
lever movement where the lever is not in forward, reverse or park.
B. Press the 'Neutral Button' on the top of the lever. The brake will activate.
C. Place the FRP in park.
D. The park brake will apply.

The end of the re-initialization is confirmed when the amber action request symbol ( ! ) no longer displays and
parking brake symbol ( P ) illuminates without flashing. The Apply or Release symbols will also display to show
the state of the EPL.

H2 – View Calibrations
H1-EPB (CCM-HD): Electronic Park Brake Calibration
The following describes the procedure to be followed to calibrate the EPB system in the event when no calibration
data exists in the memory. If fault code 12277 is displayed, this means that this calibration has never been
performed before.
1. Park on a flat open surface and ensure that the shuttle lever is in the park position. If required during the
calibration procedure use the service brakes to prevent the tractor from moving.
2. Enter the calibration by using the H-menu tool 380000843 and navigate the H-tree by using the switches on the
instrument cluster. Navigate to the U1 module, menu H1 and select the EPB symbol. “CAL“ will be displayed, as
follows:
3. To calibrate the park brake press and hold the reverse button on the MFH while the display is showing “CAL“.
4. Procedure lasts a few seconds: when park calibrated value is captured, the LCD on the instrument cluster will
display the calibration value and then the display will change to show “End” to indicate that the calibration process
has been completed successfully.
5. Operator can release the reverse button and key off to store the calibration values.
EPB Calibration “U” Codes – CCM-HD
U115 Shuttle lever not in the park position

Possible failures:
1) Operator has not selected park on the shuttle lever.
2) Shuttle lever damaged or electrical failures.
U175 Active fault codes on EPB subsystem, calibration not possible

Possible failures:
1) Faults not solved related to park system.
U179 Calibration value too high

Possible failures:
1) Wiring problem.
2) Wrong installation.
3) Mechanical problems.
U180 Calibration value too low

Possible failures:
1) Wiring problems.
2) Wrong installation.
3) Mechanical problems.

H1 - Calibrations
H2: VIEW CALIBRATION VALUES FOR THE MAIN CONTROLLER

The H2 diagnostic menu is to view the calibration parameters stored on an electronic controller.
H2-Transmission (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Transmission

Calibration Values

This menu level is used to view the stored transmission calibration parameters. The calibration current for each of
the transmission solenoids can be displayed and also the calibrated synchronizer potentiometer positions.

The solenoid current values are displayed in units of milliamps and the synchro position values are displayed in
raw analog to digital converter values (where 1025 = 5V).

Procedure

1) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the U1
controller, menu H2 and select the TRANSMISSION ( ), pressing the PROG / Dimming button to accept
the menu selection.

2) Use the menu selection buttons to scroll through to the desired channels number from the table below.

3) After displaying the channel number, the clutch letter will be displayed for 1.5 seconds followed by the
stored calibration current value.

For example:
‘ch 1’ Ö‘cl A’ Ö‘193’ Ö‘58’

Indicates that the clutch A calibration value is 193 mA at temperature 58°C
‘ch 5’ Ö‘F3 P’ Ö‘790’

Indicates that the calibration value of F3 synchronizer is 790 (790/1024 * 5V = 3.86V)

4) Press the RESET / Dimming button to exit the menu.
CVT Transmission

CCM-LWB / CCM-HD / MRM
Chan No. Calibration Parameter Typical Values
1 A clutch calibration current and temperature 200mA to 400 mA, 10°C to 130°C
2 B clutch calibration current and temperature 200mA to 400 mA, 10°C to 130°C
3 F1 synchronizer position potentiometer calibration value 62 to 249 or 300 to 1220 mV

F4 synchronizer position potentiometer calibration value 731 to 962 or 3570 to 4700 mV
6
(4 x 2 only)
7 R1 synchronizer position potentiometer calibration value 731 to 962 or 3570 to 4700 mV

R2 synchronizer position potentiometer calibration value 62 to 249 or 300 to 1220 mV
8
(4 x 2 only)
9 F1/F3 neutral position calibration value 420 to 580 or 2050 to 2830 mV

10 F2/R1 neutral position calibration value 420 to 580 or 2050 to 2830 mV
11 F4/R2 neutral position calibration value (4 x 2 only) 420 to 580 or 2050 to 2830 mV
12 Damper torque calibration value 0 to 150
13 PTO twist calibration value 4400 to 13600

APH / CCM-SWB
1 A clutch calibration current and temperature 200mA to 400 mA, 10°C to 130°C
2 B clutch calibration current and temperature 200mA to 400 mA, 10°C to 130°C
3 F2 synchronizer position potentiometer calibration value 62 to 249
4 R1 synchronizer position potentiometer calibration value 731 to 962
5 Damper torque calibration value 0 to 150
6 PTO twist calibration value 4400 to 13600
FPS Transmission

CCM-SWB / CCM-LWB / MRM
Chan No. Calibration Parameter
1 A clutch calibration current and temperature
2 B clutch calibration current and temperature
3 C clutch calibration current and temperature
4 D clutch calibration current and temperature
5 E clutch calibration current and temperature
6 F1/Low clutch calibration current and temperature
7 F2/Mid clutch calibration current and temperature
8 F3/High clutch calibration current and temperature
th
F4/19 gear clutch calibration current and temperature (19-speed transmission only)
9
R clutch calibration current and temperature (all other transmission speeds)

R clutch calibration current and temperature (19-speed transmission only)
10
Flywheel damper calibration value (all other transmission speeds)

Flywheel damper calibration value (19-speed transmission only)
11
PTO twist calibration value (all other transmission speeds)

PTO twist calibration value (19-speed transmission only)
12
Radar adjustment value (all other transmission speeds)
13 Radar adjustment value (19-speed transmission only)
SPS Transmission
CCM-SWB
1 A clutch calibration current and temperature
2 B clutch calibration current and temperature
3 C clutch calibration current and temperature
4 D clutch calibration current and temperature
5 E clutch calibration current and temperature
th
6 19 gear clutch calibration current and temperature (19-speed transmission only)
7 Flywheel damper calibration value
8 PTO twist calibration value
9 Radar adjustment value

16 x 16 Transmission

APH
1 Clutch 1 calibration current
5 Forward synchronizer calibration current
6 Reverse synchronizer calibration current
7 4 synchronizer calibration current
8 5 synchronizer calibration current
9 F/R synchronizer position signal - forward
10 F/R synchronizer position signal - reverse
11 4/5 synchronizer potentiometer – 4 position
12 4/5 synchronizer potentiometer – 5 position
13 Clutch 5 calibration current (17 speed trans. only)
14 Flywheel damper calibration value
15 PTO twist calibration value
16 Radar adjustment value

24 x 24 Transmission

APH

Chan
Calibration Parameter Typical Values
No.
1 Low clutch calibration current 40 to 260
2 High clutch calibration current 40 to 260
3 Forward synchronizer calibration current 200 to 350
4 Reverse synchronizer calibration current 200 to 350
5 Synchronizer position signal - forward 61 to 376
6 Synchronizer position signal - reverse 655 to 963

EDC Valve
H2-EDC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): EDC Valve Calibration Values

This menu level is used to view the stored EDC valve calibration values.

Procedure

controller, menu H2 and select the EDC ( ), pressing the PROG / Dimming button to accept the menu
selection.

2) Use the menu selection keys to scroll through to the desired channels number from the table below. After
displaying the channel number, the calibration value for that channel will then be shown.

3) Press the RESET / Dimming button to exit the menu level.

U1 HH U1 H2 U1 H2 U1 H2

HH HH MENU
U1
MENU

____ ____ ____ ____ ____ ch - -

Chan No. Item Display Range of value

Racine: 13 to 90
1 Raise solenoid calibration value “R xx”
Bosch: 35 to 112

Racine: 13 to 90
2 Lower solenoid calibration value “L xx”
Bosch: 33 to 110

Where xx is the calibration value
Note: The default calibration values, set during the H8 procedure, are 50 for both the raise and lower
solenoids.

Rear PTO
H2-PTO (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Rear PTO Calibration Values

This menu level is used to view the stored rear PTO calibration values.

Procedure

controller, menu H2, and select the REAR PTO ( ), pressing the PROG / Dimming button to accept the
menu selection.

2) Use the menu selection keys to scroll through to the desired channels number from the tables below. Note that
the channels available on shiftable-PTOs will depend on whether the 2-speed or 4-speed option has been set
using channel 4 of the H3 menu for the PTO. After displaying the channel number, the calibration value for
that channel will then be shown.


Channels 1-3 for all PTO variants

Chan No. Item Range of values
1 PTO oil temperature (live) temperature dependent
2 Rear PTO solenoid calibration value 100 to 420
3 Rear PTO clutch quick fill value (armrest units only) 3 to 25

Note: The values displayed in channels 2 and 3 are the results of an automatic calibration that is initiated
when the PTO is started.

Channels 4 to 7 for 2-speed Electrically-Shiftable PTO variant – CCM-LWB

4 2-speed ESPTO extend position 3420 to 4390
5 2-speed ESPTO retract position 490 to 1460
6 2-speed ESPTO neutral position 2200 to 2930
7 2-speed ESPTO optional speed setting 1000, 540E, 540, 1000E

Channels 4 to 15 for 4-speed Electrically-Shiftable PTO variant – CCM-LWB

4 4-speed ESPTO – 1000 retract position 540 to 1460
5 4-speed ESPTO – N1 extend position 630 to 1710
6 4-speed ESPTO – N1 retract position 780 to 1860
7 4-speed ESPTO – 1000E extend position 1020 to 2200
8 4-speed ESPTO – 1000E retract position 1170 to 2340
11 4-speed ESPTO – 540E extend position 2000 to 3170
12 4-speed ESPTO – 540E retract position 2150 to 3320
15 4-speed ESPTO – 540 extend position 2980 to 4050

Channels 4 to 8 for 4-speed Electrically-Shiftable PTO variant – CCM-HD
4 4-speed ESPTO – 1000 position TBD
5 4-speed ESPTO – 1000E position TBD
6 4-speed ESPTO – neutral position TBD
7 4-speed ESPTO – 540E position TBD
Note: The values displayed in channels 2 and 3 are the results of an automatic calibration that is initiated when the
PTO is started.

Front PTO
Channels 1 to 8 for the 4 speed Electrically Shiftable PTO variant, CCM HD
1 PTO oil temperature (live) TBD
2 Front PTO solenoid calibration value TBD
3 Front PTO clutch quick fill value TBD
4 4 speed ESPTO - 1000 position TBD
5 4 speed ESPTO - 1000E position TBD
6 4 speed ESPTO - neutral position TBD
7 4 speed ESPTO - 540E position TBD
Note: The values displayed in channels 2 and 3 are the results of an automatic calibration that is initiated when the
PTO is started.

Steering Sensor
H2-Steering (APH / CCM-SWB / CCM-LWB / MRM): Steering Sensor Calibration Values

This menu level is used to view the stored steering sensor calibration value.
Procedure

controller, menu H2 and select the DIFFLOCK ( ), pressing the PROG / Dimming button to accept the
menu selection.

2) Use the menu selection keys to scroll through to the desired channels number from the table below. After



1 Steering sensor calibration value 7000 to 10000

Note: Following the H8 procedure, the calibration value for the steering sensor will be set to its default
value of 12287.

Steering Sensor Calibration
This menu level is used to view the stored steering sensor calibration value.
Procedure
1) Enter the mode by navigating the H menus using the switches on the instrument cluster. Navigate to the U1
module, menu H2 and select the DIFFLOCK, pressing the dimming key to accept the menu selection.
2) Use the “h” and “m” keys to scroll through to the desired channels number from the table below. After
3) Press the dimming key to exit the menu level.

1 Steering sensor calibration value 7000 to 10000
Note: following the H8 procedure, the calibration value for the steering sensor will be set to its default value of
12287.
Front Suspension
H2-Suspension (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front Suspension

Calibration Values

This menu level is used to view the stored front suspension calibration values

Procedure

controller, menu H2 and select the FRONT SUSPENSION ( ), pressing the PROG / Dimming button to
accept the menu selection.

After displaying the channel number, the calibration value for that channel will then be shown.

3) Press the RESET / Dimming button to exit the menu level

1 Front axle potentiometer upper limit 2500 to 4740
2 Front axle potentiometer lower limit 730 to 2500

Non-Armrest
Chan No. Item Display Range of values

1 Front axle potentiometer upper limit "uxxx" 512 to 972
Front axle potentiometer lower limit "dxxx" 150 to 512

Front Hitch
H2-Front Hitch (APH / CCM-SWB / CCM-LWB): Front Hitch Calibration Values

This menu level is used to view the stored front hitch calibration values
Procedure

1. Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the U1
controller, menu H2 and select the FRONT HITCH ( ), pressing the PROG / Dimming button to accept
the menu selection.

2. Use the menu selection buttons to scroll through to the desired channels number from the table below.

3. Press the RESET / Dimming button to exit the menu level.
APH / CCM-SWB / CCM-LWB

1 Front hitch potentiometer upper limit 3421 to 4700
2 Front hitch potentiometer lower limit 200 to 1955

Non-Armrest
Chan No. Item Display Range of values
1 Front hitch potentiometer upper limit "uxxx" 700 to 963
Front hitch potentiometer lower limit "dxxx" 41 to 400

Rear EHR
H2-EHRs (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Rear EHR Calibration Values
This menu level is used to view the stored rear EHR calibration values

Procedure

controller, menu H2 and select the EHRs ( ), pressing the PROG / Dimming button to accept the menu
selection.



U1 HH U1 H2 U1 H2 U1 H2

HH HH MENU
U1
MENU

____ ____ ____ ____ ____ ch - -

Chan No. Item Display Typical range of values
Neutral position “nxxx” 520 to 560
Float position “fxxx” 0 to 20
1 Lever No. 1
Lower position “Lxxx” 890 to 930
Raise position “rxxx” 160 to 220
2 Lever No. 2
3 Lever No. 3
4 Lever No. 4
Where xxx is the calibration value

Note: Following the H8 procedure, the calibration value for the EHR levers will be set to their default value of
0.

H2: VIEW CALIBRATION VALUES FOR THE KA CONTROLLER
Fast Steer
H2-Fast Steer (APH / CCM-SWB / CCM-LWB): Fast Steer Calibration Values


This menu level is used to view the stored steering controller calibration values.

Procedure

1) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the KA
controller, menu H2 and press the PROG / Dimming button to accept the menu selection.


APH / CCM-SWB / CCM-LWB

Chan No. Item Default Range of values
1 Proximity switch open 350 0 to 999
2 Proximity switch closed 295 0 to 999
3 LVDT secondary signal 1 open 400 400 to 750
4 LVDT secondary signal 2 open 500 400 to 750
5 LVDT secondary signal 1 closed 500 400 to 750
6 LVDT secondary signal 2 closed 400 400 to 750

H2: VIEW CALIBRATION VALUES FOR THE XA CONTROLLER
Electronic Park Lock

H2-EPL (APH / CCM-SWB / CCM-LWB / MRM): Electronic Parklock Calibration Values

This menu level is used to view the stored Electronic Parklock calibration values.

Procedure

1) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the XA
controller, menu H2 and press the PROG / Dimming button to accept the menu selection.

2) Use the menu selection buttons to scroll through to the desired channels number from the following table.


XA HH XA H2 XA H2 XA H2
HH HH MENU
XA
MENU

____ ____ ____ ____ ____ ch - -

1 Accelerometer offset -45.0g to 45.0g
2 Applied position 0.0 to 65.0
3 Released position 0.0 to 65.0
4 Bite point position 0.0 to 65.0
5 Number of apply actuations 0 to 99999999
6 Number of apply actuations while tractor moving 0 to 99999999

There are nine additional channels that are used to display counters that are incremented every time a dynamic
braking operation is triggered under various conditions. These channels are intended for Engineering use.

Chan No. EPL_REC_STATUS Vehicle Speed Command to EPL Key
7 Fault XCM -
8 3 kph to 10 kph XCM Off
NORMAL_OPERATION /
9 10 kph XCM Off
WARNING
10 3 kph to 10 kph XCM Off
11 10 kph XCM Off
12 Fault Shuttle lever -
13 Fault Key-off auto apply Off
FORCED_MANUAL
14 3 kph to 10 kph Key-off auto apply Off
15 10 kph Key-off auto apply Off

H3 – Configurations/Options
H3: CONFIGURATIONS/OPTIONS FOR THE MAIN CONTROLLER

H3-Transmission (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Transmission Options

and Configurations

This H-menu level is used by the service technician to set up any options or configurations available with the
transmission control system.

Procedure

controller, menu H3 and select the TRANSMISSION ( ), pressing the PROG / Dimming button to accept
the menu selection.

2) The LCD section of the display will show ‘ch _ _’ as in the example below:
3) Use the menu selection buttons on the instrument cluster to select the channel number required.

4) After a short timeout, the option of ‘YES’ or ‘no’ or specific numbers will appear, depending on the channel
number selected. See the following sub-sections for more detailed information on the available options for
each channel.

5) Using the menu selection buttons to scroll through the available options.

6) Once the desired option is displayed, hold down the menu selection button for 1 second to select the option.
The instrument cluster will beep to indicate that the setting has been stored.

7) Pressing the RESET / Dimming button on the instrument cluster will exit out of this menu level to allow
further options to be configured.
CVT Transmission (CCM-LWB / CCM-HD / MRM)

H3-CVT Transmission-Channel 1 (CCM-LWB / CCM-HD / MRM): Not Used

This channel is not used, and ‘ - - - ‘ will display.

H3-CVT Transmission-Channel 3 (CCM-LWB / CCM-HD / MRM): 40 KPH Restriction

This channel is used to restrict a 50 kph transmission to 40 kph.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the speed is
restricted to 40 kph (YES) or unrestricted (no).

2) When the desired option is displayed, press and hold down either of the menu selection buttons for 1
second until the instrument cluster beeps, indicating that the selection has been stored.
Note: The default setting for this option is ‘YES’ (restricted to 40 kph).


H3-CVT Transmission-Channel 5 (CCM-LWB / CCM-HD / MRM): Clutch A Quick Fill Value
This channel is used to adjust the quick fill value for the clutch A solenoid.

1) The menu selection buttons are used to change the quick fill value between 0 and 255. Pressing the Menu
Up button will increase the value, and pressing the Menu Down button will decrease the value. If the Up or
Down buttons are not pressed for 3 seconds, the value is frozen but not stored.

2) When the desired value is displayed, press and hold down either of the menu selection buttons for 1 second
until the instrument cluster beeps, indicating that the selection has been stored.
Note: The default setting for this option is 8.

H3-CVT Transmission-Channel 6 (CCM-LWB / CCM-HD / MRM): Clutch B Quick Fill Value
This channel is used to adjust the quick fill value for the clutch B solenoid.




H3-CVT Transmission-Channel 7 (CCM-LWB / MRM): Multi-Function Handle Option
nd
This channel is used to select whether the 2 function button on the multi-function handle is used as an interlock
with the forward and reverse switches on the handle in order to change direction.

nd
1) The menu selection buttons are used to toggle between “On” and “Off”, indicating whether the 2 function
button interlock is enabled (“On”) or disabled (“Off”).


Note: The default setting for this option is “On”, the interlock enabled. Not active on Tier 4b tractors.

CVT Transmission (APH / CCM-SWB)
H3-CVT Transmission-Channel 1 (APH / CCM-SWB): Not Used

H3-CVT Transmission-Channel 2 (APH / CCM-SWB): Not Used

H3-CVT Transmission-Channel 3 (APH / CCM-SWB): 40 KPH Restriction



Note: The default setting for this option is ‘YES’ (restricted to 40 kph).

H3-CVT Transmission-Channel 4 (APH / CCM-SWB): Tire Radius
Since the operator has the ability to set the rolling tire circumference in the instrument cluster, it is possible to
permit the tractor to exceed the legal speed limit when the vehicle is not fitted with radar. The service technician
can use this channel to select one of three default tire radii in order to prevent the vehicle from exceeding the legal
speed limit in the event that the operator sets a rolling circumference to a value smaller than the actual size of the
tires.

1. The menu selection buttons are used to select between "825", "875" or "925", corresponding to tire radius
sizes of 825mm, 875mm and 925mm.
2. When the desired option is displayed, press and hold down either the menu selection buttons for 1 second
Note: The default setting for this option is “925” (925mm rolling radius).

H3-CVT Transmission-Channel 5 (APH / CCM-SWB): Clutch A Quick Fill Value
This channel is used to adjust the quick fill value for the clutch A solenoid.



H3-CVT Transmission-Channel 6 (APH / CCM-SWB): Clutch B Quick Fill Value
This channel is used to adjust the quick fill value for the clutch B solenoid.



H3-CVT Transmission-Channel 7 (APH / CCM-SWB): Multi-Function Handle Option
nd
This channel is used to select whether the 2 function button on the multi-function handle is used as an
interlock with the forward and reverse switches on the handle in order to change direction.
nd


Notes: 1) The default setting for this option is “On”, the interlock enabled.
2) This channel is only available on the CCM SWB CVT tractors.

FPS Transmission (CCM-SWB / CCM-LWB / MRM)
H3-FPS Transmission-Channel 1 (CCM-SWB / CCM-LWB / MRM): Creeper Enable / Disable

This channel is used to select whether the Creeper option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Creeper
option is enabled (“YES”) or disabled (“no”).

H3-FPS Transmission-Channel 2 (CCM-SWB / CCM-LWB / MRM): Park Lock Enable /

Disable
This channel is used to select whether the Park Lock is present or not.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Park Lock

H3-FPS Transmission-Channel 3 (CCM-SWB / CCM-LWB / MRM): 40 KPH Restriction



H3-FPS Transmission-Channels 4 to 13 (CCM-SWB / CCM-LWB / MRM): Clutch Solenoid

Quick Fill Adjustment
These channels are used to adjust the quick fill value for the transmission solenoids. The table below shows the
corresponding solenoid for each channel.

1) The menu selection buttons are used to change the quick fill value between 3 and 25, representing 30ms to
250ms. Pressing the Menu Up button will increase the value and pressing Menu Down will decrease the value.
If the menu selection buttons are not pressed for 3 seconds the value is frozen but not stored.

Chan No. Solenoid

4 A clutch solenoid quick-fill adjustment
5 B clutch solenoid quick-fill adjustment
6 C clutch solenoid quick-fill adjustment
7 D clutch solenoid quick-fill adjustment
8 E clutch solenoid quick-fill adjustment
9 F1/Low clutch solenoid quick-fill adjustment
10 F2/Mid clutch solenoid quick-fill adjustment
11 F3/High clutch solenoid quick-fill adjustment
th
12 F4/19 gear clutch solenoid quick-fill adjustment (19-speed transmission only)
13 R clutch solenoid quick-fill adjustment

H3-FPS Transmission-Channel 14 (CCM-SWB): Large Tire Option
This channel is used to select whether the Large Tire option is enabled or disabled. If the Large Tire option is
enabled, then the tractor ground speed will restrict to 43kph or 50kph as appropriate.
Note: This channel is only available on the CCM-SWB Full Powershift vehicle.

1) The menu selection buttons are used to toggle between “Lto” and “OFF”, indicating whether the Large Tire
option is enabled ("Lto") or disabled ("OFF").
2) When the desired option is displayed, press and hold down either the Menu Up or Menu Down button for 1

Note: The default setting for this option is "Lto".

H3-FPS Transmission-Channel 15 (CCM-SWB / CCM-LWB / MRM): Multi-Function Handle
Option
nd
This channel is used to select whether the 2 function button on the multi-function handle is used as an interlock
with the forward and reverse switches on the handle in order to change direction.
nd

Note: The default setting for this option is “On”, the interlock enabled.

SPS Transmission (CCM-SWB)
H3-SPS Transmission-Channel 1 (CCM-SWB): Creeper Enable / Disable


1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Creeper

H3-SPS Transmission-Channel 2 (CCM-SWB): Park Lock Enable / Disable

This channel is used to select whether the Park Lock is present or not.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Park Lock

H3-SPS Transmission-Channel 3 (CCM-SWB): 40 KPH Restriction



H3-SPS Transmission-Channels 4 to 9 (CCM-SWB): Clutch Solenoid Quick Fill Adjustment

These channels are used to adjust the quick fill value for the transmission solenoids. The following table shows
the corresponding solenoid for each channel.

The menu selection buttons are used to change the quick fill value between 3 and 25, representing 30ms to
250ms. Pressing the Menu Up button will increase the value and pressing Menu Down will decrease the value. If
the menu selection buttons are not pressed for 3 seconds the value is frozen but not stored.

Chan No. Solenoid

4 A clutch solenoid quick-fill adjustment
5 B clutch solenoid quick-fill adjustment
6 C clutch solenoid quick-fill adjustment
7 D clutch solenoid quick-fill adjustment
8 E clutch solenoid quick-fill adjustment
9 19th clutch solenoid quick-fill adjustment (19-speed transmission only)

H3-SPS Transmission-Channel 10 (CCM-SWB): Transmission Oil Pressure Sensor
Selection
This channel is used to select which type of transmission oil pressure sensor is fitted, either a pressure switch or a
pressure transducer.
1) The menu selection buttons are used to toggle between “PS” and “Pt”, indicating whether the sensor fitted is a
pressure switch or a pressure transducer.
3) If "nc" is displayed, then this indicates that the selection has not been configured and one of the two
available options must be set.

H3-SPS Transmission-Channel 11 (CCM-SWB): Large Tire Option
1) The menu selection buttons are used to toggle between “Lto” and “OFF”, indicating whether the Large Tire

Note: The default setting for this option is "Lto".

H3-SPS Transmission-Channel 12 (CCM-SWB): Multi-Function Handle Option
nd

nd


Note: The default setting for this option is “On”, the interlock enabled.

16 x 16 Transmission (APH)
H3-16x16 Transmission-Channel 1 (APH): Quickfill Adjustment

This channel is used to adjust the transmission's quickfill setting.
1) Warm the driveline oil to at least 60°C. If the oil is too cold the display will alternate between "Cold" and the oil
temperature in °C. Quickfill adjustment is not possible until the oil warms up.
3) To select C1 or C2, shift the range lever and shuttle lever to neutral, then use the upshift or downshift switch to
select C1 or C2. The selected clutch and its quickfill setting will be displayed.
4) To adjust and/or test the quickfill setting for C1 or C2, shift the shuttle lever to forward and release the clutch
pedal. The display will change to "C" while pressure is ramped up in C3 and C4 to stop rotation of the
transmission gears in preparation for testing C1 or C2.
5) The lower central display will change to display the clutch and the current quickfill setting, e.g. "C1 4". The
quickfill setting can be adjusted within the range of 3 to 9 (30 to 90 ms) by using the upshift and downshift
switches.
6) To test the quickfill setting, engage the clutch by slightly depressing and releasing the clutch pedal. Do not
push the pedal all the way down. C3 and C4 will turn off while C1 or C2 is engaged for about 1 second. The
display will change to "C" again briefly while the pressure ramps up again in C3 and C4.
7) Reduce the quickfill setting if necessary until there is no “clunk” noise when C1 or C2 engages. Then
increase the quickfill setting until there is a distinct clunk. Then reduce the setting by 2.
8) To select C3 or C4, shift the range lever to high and the shuttle lever to neutral, then use the upshift or
downshift switch to select C3 or C4. The selected clutch and its quickfill setting will be displayed.
9) To adjust and/or test the quickfill setting for C3 or C4, shift the shuttle lever to forward and release the clutch
pedal. The display will change to "C" while pressure is ramped up in C2 to drive the input side of C3 and C4. Be
sure the park brake is released. Be sure the area around the tractor is clear, as the tractor will move when
testing these clutches.
10) The lower central display will change to display the clutch and the current quickfill setting, e.g. "C3 4". The
quickfill setting can be adjusted within the range of 3 to 9 (30 to 90 ms) by using the upshift and downshift
switches.
11) To test the quickfill setting, engage the clutch by slightly depressing and releasing the clutch pedal. Do not
push the pedal all the way down. C3 and C4 will turn on for the quickfill time plus 0.1 seconds. The display
may change to "C" again briefly.

12) Reduce the quickfill setting if necessary until there is no tractor movement when C3 or C4 engages. Then
increase the quickfill setting until there is a noticeable tractor movement. Then reduce the setting by 2.

13) Test the quickfill setting by slowly releasing the clutch pedal, or by starting up or shuttle shifting without using
the clutch pedal. Too much quickfill will cause an initial jerk. Too little quickfill will cause slow response.
Powershifts can also be tested, though this is probably the poorest way to tune the quickfill times.
16 x 16 Quickfill “U” Codes

During the adjustment procedure the following U-codes may be displayed:
U25 Range lever is in the low range, shift out of low range
Err The procedure has been aborted due to an unspecified error. Try again. If “Err” occurs again,
use the HD mode to fault find.
H3-16x16 Transmission-Channel 2 (APH): Not Used

H3-16x16 Transmission-Channel 3 (APH): Not Used


H3-16x16 Transmission-Channel 4 (APH): Driver-Selectable Shuttle Modes
This channel is used to select memory shuttle.
1) The menu selection buttons are used to select between "YES" and "no", indicating whether memory shuttle is
selected ("YES") or not selected ("no").
H3-16x16 Transmission-Channel 5 (APH): 40 Kph Restriction

This channel is used to restrict the transmission to a maximum speed of 40 kph.
1) The menu selection buttons are used to toggle between "YES" and "no", indicating whether the speed is
restricted to 40 kph ("YES") or unrestricted ("no").
H3-16x16 Transmission-Channel 6 (APH): Creeper Option

1) The menu selection buttons are used to toggle between "YES" and "no", indicating whether the Creeper
option is enabled ("YES") or disabled ("no").
H3-16x16 Transmission-Channel 7 (APH): Anti-Creep Enable

This channel is used to select whether the “anti-creep” feature is enabled or disabled.
1) The menu selection buttons are used to toggle between "YES" and "no", indicating whether the “anti-creep”
H3-16x16 Transmission-Channel 8 (APH): Large Tire Option

1) The menu selection buttons are used to toggle between "Lto" and "OFF", indicating whether the Large Tire

Note: The default setting for this option is "Lto"

H3-16x16 Transmission-Channel 9 (APH): Multi-Function Handle Option
nd

nd


Note: The default setting for this option is “On”, the interlock enabled. Not active in Tier 4B tractors.

H3-24x24 Transmission-Channel 1 (APH): Quickfill Adjustment

This channel is used to adjust the transmission’s quick fill setting.

1) Warm the driveline oil to at least 60°C. If the oil is too cold the display will alternate between “Cold” and the oil
temperature in °C. Quickfill adjustment is not possible until the oil warms up.


3) Shift the shuttle lever to neutral and select Lo or Hi by using the upshift or downshift switches. The selected
clutch and its quickfill setting will be displayed, e.g. “Lo 4”.

4) To adjust the quickfill setting, depress the clutch pedal and use the upshift or downshift switch to adjust the
quickfill setting within the range 3 to 9 (30 to 90 ms).

5) To test the quickfill setting, shift the shuttle lever to forward and SLOWLY release the clutch pedal.
Alternatively to test the quickfill setting, shuttle shift without using the clutch pedal. Too much quickfill will
cause a noticeable tractor movement. Too little quickfill will cause a slow response.
24 x 24 Quickfill “U” Codes

During the adjustment procedure the following U-codes may be displayed:

U99 There is a transmission error, check the dot matrix display.
H3-24x24 Transmission-Channel 2 (APH): Not Used for 24x24

H3-24x24 Transmission-Channel 3 (APH): Set Fly-Shift Speed Threshold

This channel is used to select the fly-shift threshold in km/h.

1) The menu navigation buttons are used to select between 1, 5, 10 and 40. Selecting 40 disables the fly-shift
engagement.

2) When the desired option is displayed, press and hold down either of the menu navigation buttons for 1


H3-24x24 Transmission-Channel 6 (APH): Creeper Option

1) The menu selection buttons are used to toggle between "YES" and "no", indicating whether the Creeper

H3-24x24 Transmission-Channel 8 (APH): Large Tire Option

1) The menu selection buttons are used to toggle between "Lto" and "OFF", indicating whether the Large Tire


Note: The default setting for this option is "Lto"
EDC Options
H3-EDC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): EDC Options and Configurations
EDC control system.

Procedure

controller, menu H3 and select the EDC ( ), pressing the escape PROG / Dimming button to accept the
menu selection.


each channel.

5) Use the menu selection buttons to scroll through the available options.

6) Once the desired option is displayed, hold down either of the menu selection buttons for 1 second to select
the option. The instrument cluster will beep to indicate that the setting has been stored.

H3-EDC-Channel 1 (APH / CCM-SWB / CCM-LWB / CCM-HD MRM): Hydraulic Ram Size

This channel is used to configure the EDC system with the size of the hydraulic rams that are installed on the
vehicle.

1) The menu selection buttons are used to scroll through the available options of ‘90’, ‘100’ and ‘110’,
indicating the diameter of the ram in mm.

Vehicle Available Options
CVT CCM-LWB / MRM 90 mm 100 mm 110 mm
CVT APH / CCM-SWB 80 mm 90 mm 100 mm
CVT CCM-HD 120 mm
FPS CCM-SWB / CCM-LWB / MRM 90 mm 100 mm --
SPS CCM-SWB 90 mm 100 mm --
16x16 APH 80 mm 90 mm --
Note: The default setting for this option is ‘def’. If ‘def’ is displayed then this channel must be used to
select the appropriate ram size, otherwise fault code 1070 will be shown.

H3-EDC-Channel 2 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Enable/Disable EDC
This channel is used to enable or disable the EDC system.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the EDC system is
to be enabled (YES) or disabled (no).


Note 1: Following an H8 of the EDC system or the fitting of a new UCM controller to the tractor, an automatic
detection procedure will take place to determine if the vehicle is fitted with the controls for EDC and
the system will be enabled or disabled as appropriate. The state of the system will be reflected in the
value shown in this channel.
Note 2: The default setting for this option is “no”.
Note 3: If the EDC option is disabled using this channel or by the automatic detection then by default the
Slip Option will also be disabled and channel 3 will not be available.

H3-EDC-Channel 3 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Enable/Disable Slip
Control
This channel is used to enable or disable the Slip Control option of the EDC system.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether Slip Control is to be
enabled (YES) or disabled (no).


Note 1: Following an H8 of the EDC system or the fitting of a new controller to the tractor, an automatic
detection procedure will take place to determine if the vehicle is fitted with the controls for EDC and the
system will be enabled or disabled as appropriate. The state of the system will be reflected in the value
shown in this channel.
Note 3: If the EDC option has been disabled using channel 2 or by the automatic detection procedure then
this channel will not be available and the Slip option will be disabled.

Electronic Engine Options
H3-Engine (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Electronic Engine Options and
Configurations

engine control system

Procedure

controller, menu H3 and select the ENGINE ( ), pressing the PROG / Dimming button to accept the menu
selection.

2) The LCD section of the display will show ‘ch - -‘ as in the example below:

4) After a short timeout, the option of ‘YES’ or ‘no’ or specific numbers will appear depending on the channel
each channel.



H3-Engine-Channel 1 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Dyno Power Boost

Test
This channel is used to enable or disable the dyno power boost test modes.

1) The menu selection buttons are used to toggle between the three dyno power boost test options:

• ‘OFF’ dyno power boost test mode is off (normal vehicle operation)
• ‘Std’ dyno power boost test modes is on (straight, unboosted curve without any limitations)
• ‘bSt1’ dyno power boost test modes is on, with engine at 2200 rpm (straight, boosted curve without
any limitations)
• ‘bSt2’ dyno power boost test modes is on, with engine at 2100 rpm (straight, boosted curve without
any limitations)

Note 1: If enabled, the dyno power boost test will only be active for 45 minutes.
Note 2: The default setting for this option is “OFF”.

H3-Engine-Channel 2 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Not Used

H3-Engine-Channel 3 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Grid Heater
Selection
This channel is used to enable or disable the grid heater option.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the grid heater is
installed (YES) or not installed (no).

Note 1: The default setting for this option is “YES”.

Note 2: This option should always be set to "YES" for the MRM vehicle.

H3-Engine-Channel 4 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Fuel Filter Heater
Selection
This channel is used to enable or disable the fuel filter heater option.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the fuel filter
heater is installed (YES) or not installed (no).


Note 2: This option should always be set to "no" for the MRM vehicle.

H3-Engine-Channel 5 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Engine Brake
Selection
This channel is used to enable or disable the engine brake option.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the engine brake is


Note 2: This option should always be set to "no" for the MRM vehicle.

H3-Engine-Channel 6 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Engine Fan
Selection
This channel is used to select the type of engine fan installed.

1) The menu selection buttons are used to toggle between the available options, “VS”, "Vt" and “r”, indicating
whether the fan type is Viscostatic (“VS”), Visctronic ("Vt") or Reversible (“r”)
Note 1: The default setting for this option is the “VS” on APH vehicles and “Vt” on CCM vehicles.
Note 2: The Viscostatic fan option is available only on APH (CVT and 16x16) vehicles.
Note 3: This Reversible fan option is not provided on APH (CVT and 16x16) vehicles.

H3-Engine-Channel 7 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Low Idle Option
This channel is used to enable or disable the low engine idle speed option.

1) The menu selection buttons are used to toggle between “YES” and "no", indicating whether the low engine
idle speed is enabled (“YES”) or disabled (“no”).

Note 1: The default setting for this option is “YES”.

Non-Armrest Units:
H3-Engine-Channel 2 (APH): Auto Modes Option

This channel is used to enable or disable the vehicle's auto modes, e.g. Autoshift, CRPM and Powerboost.
1) The menu selection buttons are used to toggle between “YES” and “no”, indicating whether auto modes are
enabled ("YES") or disabled ("no").
second until the instrument cluster bleeps indicating that the selection has been stored.
H3-Engine-Channel 3 (APH): Grid Heater Selection

This channel is used to enable or disable the grid heater option.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the grid heater is


Note: The default setting for this option is “YES”.

H3-Engine-Channel 4 (APH): Fuel Filter Heater Selection
This channel is used to enable or disable the fuel filter heater option.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the fuel filter
heater is installed (YES) or not installed (no).


Note: The default setting for this option is “no”.

H3-Engine-Channel 5 (APH): Not Used

This channel is not used and “ - - - “ will be displayed.

H3-Engine-Channel 6 (APH): Auto Transmission Option

This channel is used to enable or disable the auto transmission option.

1) The menu selection buttons are used to toggle between “YES” and “no”, indicating whether the auto
transmission option is installed (“YES”) or not installed (“no”).



H3-Engine-Channel 7 (APH): CRPM Option

This channel is used to enable or disable the CRPM option.

1) The menu selection buttons are used to toggle between “YES” and “no”, indicating whether CRPM is
enabled (“YES”) or not enabled (“no”).


H3-Engine-Channel 8 (APH): Low Idle Option

This channel is used to enable or disable the low engine idle speed option.

1) The menu selection buttons are used to toggle between “YES” and “no”, indicating whether the low engine
idle speed is enabled (“YES”) or not enabled (“no”).

Note: The default setting for this option is “YES”.

Diff Lock / 4WD Options
H3-Difflock/FWD (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Difflock and Four Wheel
Drive Options and Configurations

This H-menu level is used by the service technician to set up any options or configurations available with the four
wheel drive control system

Procedure

controller, menu H3 and select the DIFFLOCK ( ), pressing the PROG / Dimming button to accept the
menu selection.


each channel.


the option. The will beep to indicate that the setting has been stored.


H3-Difflock/FWD-Channel 1 (APH/CCM-SWB / CCM-LWB): Axle Type (New Holland only)
This channel is used to select the front axle type, Standard or Super Steer™.

1) The menu selection buttons are used to toggle between ‘0’ and ‘1’, indicating whether the front axle type is
Standard (0) or Super Steer™ (1).

Note 1: The default setting for this option is “0”.

Note 2: This option is only available on the New Holland tractors.

H3-Difflock/FWD-Channel 2 (APH): FWD Braking Speed Selection
This option is used to select the ground speed below which four wheel braking will not occur. This channel will only
be available if the Four Wheel Drive option has been selected.

1) The menu selection buttons are used to change between ‘0’, ‘1_6’, ‘3_2’, ‘4_8’ and ‘6_4’, indicating the
ground speed in kph.


Note: The four wheel braking speed will default to 6.4 kph.

H3-Difflock/FWD-Channel 3 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front Axle
Steering Angles
This channel is used to select the steering angle at which the Auto Difflock and Auto Four Wheel Drive functions
engage and disengage.

1) The menu selection buttons are used change between the available options of ‘0’, ‘1’, ‘2’ or ‘3’. See the
table below for the steering angles that correspond to each option.

Note 1: The angles for each option are different, depending on whether the front axle is Standard or Super
Steer™.
Note 2: There is a 3° hysteresis (lag) on the standard axle steering angle and a 1° hysteresis on the Super
Steer™ axle.
Note 3: There is 2 kph hysteresis on the vehicle speed.

Standard Axle
Auto FWD Auto Difflock Auto Difflock Auto FWD

0 to 10 kph 0 to 10 kph 10 to 15 kph 10 to 20 kph
Right Left Right Left Right Left Right Left
Option 0 17.97˚ 16.63˚ 13.48˚ 12.8˚ 8.98˚ 8.54˚ 13.48˚ 12.8˚
Option 1 40.43˚ 33.7˚ 17.97˚ 16.63˚ 8.98˚ 8.54˚ 35.94˚ 30.55˚
Option 2 13.48˚ 12.8˚ 8.98˚ 8.54˚ 8.98˚ 8.54˚ 13.48˚ 12.8˚
Option 3 10.55˚ 9.79˚ 4.49˚ 4.05˚ 8.98˚ 8.54˚ 13.48˚ 12.8˚

New Holland Super Steer™ Axle
Auto FWD Auto Difflock Auto Difflock Auto FWD

0 to 10 kph 0 to 10 kph 10 to 15 kph 10 to 20 kph
Right Left Right Left Right Left Right Left
Option 0 12.58˚ 11.45˚ 9.43˚ 8.76˚ 6.29˚ 5.93˚ 9.44˚ 8.76˚
Option 1 28.3˚ 22.69˚ 12.58˚ 11.41˚ 6.29˚ 5.93˚ 25.16˚ 20.66˚
Option 2 9.44˚ 8.76˚ 6.29˚ 5.93˚ 6.29˚ 5.93˚ 9.44˚ 8.76˚
Option 3 7.09˚ 6.7˚ 4.13˚ 4.04˚ 6.29˚ 5.93˚ 9.44˚ 8.76˚

H3-Difflock/FWD-Channel 4 (CCM-SWB / CCM-LWB / CCM-HD / MRM): FWD Braking Speed
Selection
This option is used to select the ground speed below which four wheel braking will not occur. This channel will only
be available if the Four Wheel Drive option has been selected.

3) The menu selection buttons are used to change between ‘0’, ‘1_6’, ‘3_2’, ‘4_8’ and ‘6_4’, indicating the
ground speed in kph.


Note: The four wheel braking speed will default to 6.4 kph.

Rear PTO Options
H3-PTO (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Rear PTO Options and
Configurations
Rear PTO control system.

Procedure

controller, menu H3 and select the REAR PTO ( ), pressing the PROG / Dimming button to accept the
menu selection.


each channel.



7) Pressing the RESET / Dimming button on the instrument cluster will exit out of this menu level to allow further
options to be configured.

H3-PTO-Channel 1: Not Used
H3-PTO-Channel 2 (APH / CCM-SWB / CCM-LWB / MRM): Rear PTO Fender Switches

Option
This channel is used to select whether the rear PTO fender switch option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether rear PTO fender
switches are installed (YES) or not installed (no).

2) When the desired option is displayed, hold the menu down button for 1 second until the instrument cluster
beeps, indicating that the selection has been stored.

Note: The default value on a new controller is ‘no’.

H3-PTO-Channel 3 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Rear PTO Drop-Out
Speed Option
Used to manually select the engine speed below which the PTO will drop-out.

1) Use the menu selection buttons to increase or decrease the engine speed in 10 rpm steps in the range of 0
to 550 rpm.

2) When the desired value is displayed, press and hold the menu down button for 1 second until the instrument
cluster beeps, indicating that the selection has been stored.

Note: The default value on a new controller or following an H8 operation is 0 rpm.
3)
H3-PTO-Channel 4 (CCM-LWB / MRM): Electronic Shiftable PTO Option

This channel is used to select whether the Electronic Shiftable PTO is installed on the vehicle and configure the
number of speeds available. It is only available on the CCM and MRM vehicles.

1) The menu selection buttons are used to toggle between “OFF”, “2” or “4”, indicating whether the Electronic
Shiftable PTO is disabled or enabled with 2 or 4 speeds.

2) Use the menu up and down buttons to navigate through the options, and then press and hold the menu
down button for 1 second until the instrument cluster beeps, indicating that the selection has been stored.

Note 1: For CCM-LWB CVT, the default value on a new module is “2”. Note
2: For CCM-LWB FPS, the default value on a new module is “OFF”. Note 3:
For any other vehicle, this option should always be set to "OFF". Note 4: This
channel is not available on the APH 16x16 and CCM HD vehicle.
H3-PTO-Channel 4 (MRM CVT): Electronic Shiftable RPTO Pilot Head Renumbering Option
This channel is used on the Electronic Shiftable RPTO to renumber the Pilot head when replacing it.

1) Following the selection of channel 5, the current number of pilot head is displayed.

2) Use menu selection buttons to toggle the setting to the new required number of pilot head.

Note 1: This channel is available only on the MRM CVT.
Note 2: For MRM CVT the Pilot Head has to always be re-numbered as “15”.

H3-PTO-Channel 5 (CCM-HD): Electronic Shiftable RPTO Pilot Head Renumbering Option
This channel is used on the Electronic Shiftable RPTO to renumber the Pilot head when replacing it.
When entering channel 5, the software will display “SPto”. After a short delay, if a new pilot head is detected, then
the software will renumber it. The display will then change to show “End” to signify that the renumbering operation
has been finished.
Note: this channel is available on the only CCM HD.
Front EHR Options

H3-Front (mid) EHR (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front EHR Options
and Configurations

This H menu level is used by the service technician to set up any options or configurations available with the Front
(mid) EHR control system.

controller, menu H3 and select the FRONT EHR ( ), pressing the PROG / Dimming button to accept the
menu selection.


each channel.


7) Once the desired option is displayed, hold down either of the menu selection buttons for 1 second to select the
option. The instrument cluster will beep to indicate that the setting has been stored.

H3-Front (mid) EHR-Channel 1 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front EHR
Option Selection

This channel is used to select whether the Front EHR option is enabled or disabled. By default, the Front EHRs are
detected automatically if fitted, and this option is used to disable them

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Front EHR
option is enabled (YES) or disabled (no).


H3-Front (mid) EHR-Channel 2 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front
Loader / Front Hitch Selection

This channel is used to select whether the Front (mid) EHRs are used in conjunction with the Front Hitch or the
Front Loader.

1) The menu selection buttons are used to toggle between the three available options, ‘Htch’, ‘LoAd’, or
‘nonE’. These correspond to Front Hitch, Front Loader, or neither.

Note 1: If the Front EHRs are to be used to control the Front Hitch, then the Front Hitch option must also be
enabled in the Auxiliary Controller (U1 controller, Front Hitch system, H3, channel 1 set to ‘YES’).
Note 2: If Front Hitch is selected, then Front EHR valve 1 will be reserved for front hitch operation. If Front
Loader is selected, then Front EHR valves 1 - 3 will be reserved for front loader operation. If none is
selected, then all Front EHR valves will be available for use.

H3-Front (mid) EHR-Channel 3: Not used

This channel is not used and ‘- - -’ will be displayed.
H3-Front (mid) EHR-Channel 4 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Setup of

Number of EHR's Present

When the module is new or the H8 procedure is completed, automatic detection for the number of remotes is
used. If at any time the number of fitted remotes needs to be changed, then this setup channel is used.

1) Following the selection of channel 4, the current number of remotes stored is displayed, i.e. ‘1’, ‘2’, ‘3’ or ‘4’.

2) Use the menu selection buttons to toggle the setting to the new required number of remotes.

3) Hold down either of the menu selection buttons for 1 second until the instrument cluster beeps, indicating
that the setting has been stored.
Note: The minimum and maximum number of front valves adjustable with channel 4 may not reflect the
commercial offering.
H3-Front (mid) EHR-Channel 5 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): High Flow
Pump Option

This channel is used to select whether the optional High Flow Pump is fitted.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the High Flow
Pump option is enabled (YES) or disabled (no).


Note: For MRM, this option should be set to "YES".
H3-Front (mid) EHR-Channel 6 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Anti-

Saturation Option Selection
This channel is used to select whether anti-saturation of the valve flow is enabled or disabled. By default the
option is enabled.
1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether anti-saturation is

Front Suspension Options
H3-Front Suspension (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front Suspension

Options and Configurations

This H-menu level is used by the service technician to set up any options or configurations available with the front
suspension control system.

Procedure

controller, menu H3 and select the FRONT SUSPENSION ( ), pressing the PROG / Dimming button to
accept the menu selection.
2) The LCD section of the display will show ‘ch _ _’, as in the example below:

number selected. See the following sub-sections for more detailed information on the available options for each
channel.


6) Once the desired option is displayed, hold down either of the menu selection buttons for 1 second to select the
option. The instrument cluster will beep to indicate that the setting has been stored.

H3-Front Suspension-Channel 1 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front

Suspension Option Selection

This channel is used to select whether the Front Suspension option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Front
Suspension option is enabled (YES) or disabled (no).


H3-Front Suspension-Channel 2 (CCM-HD / MRM): Front Suspension High-Speed Auto
Selection
This channel is only available on theCCM-HD and MRM tractor, and is used to select whether the high speed auto
front suspension option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether this option is
enabled (YES) or disabled (no). 12 kph is the low speed value and 20 kph is the high speed value.



Front PTO Options
H3-Front PTO (APH / CCM-SWB / CCM-LWB): Front PTO Options and Configurations
This H menu level is used by the service technician to set up any options or configurations available with the
Front PTO control system, and is only applicable to APH and CCM vehicles.

Procedure

controller, menu H3 and select the FRONT PTO ( ), pressing the PROG / Dimming button to accept the
menu selection.

2) The LCD section of the display will show ‘ch _ _’, as in the following example:
U1 HH U1 H3 U`1 H3 U1 H3
HH HH MENU
U1
MENU

____ ____ ____ ____ ____ ch - -

each channel.



H3-Front PTO-Channel 1 (APH / CCM-SWB / CCM-LWB): Front PTO Option Selection

This channel is used to select whether the Front PTO option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Front PTO


H3-Front PTO-Channel 2 (APH / CCM-SWB / CCM-LWB): Front PTO Management Option

This channel is used to select whether the Front PTO Management option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Front PTO
Management option is enabled (YES) or disabled (no).


Note:
1. The default value on a new controller is ‘no’.
2. This channel is not available on the CCM HD (Auto PTO option is always offered on the CCM HD).

H3-Front PTO-Channel 3 (CCM-HD): Front PTO Drop Out Speed Option
This channel is used to select the engine speed below which the FPTO will drop out.
1) The “h” and “m” buttons are used to increment and decrement the engine speed in 10 rpm steps in the range 0
to 550 rpm.
2) When the desired speed is displayed, press and hold down the “m” button for 1 second until the instrument
cluster beeps indicating that the selection has been stored.
Notes: The default value on a new module or following an H8 operation is 0 rpm.

H3-Front PTO-Channel 5 (CCM-HD): Electronic Shiftable FPTO Pilot Head Renumbering
Option
This channel is used on the Electronic Shiftable FPTO to renumber the Pilot head when replacing it.
When entering channel 5, the software will display “SPto”. After a short delay, if a new pilot head is detected, then
the software will renumber it. The display will then change to show “End” to signify that the renumbering operation
has been finished.
H3-Front PTO-Channel 6 (CCM-HD): Front PTO Clutch Calibration Adjustment

This channel is used to adjust the PTO clutch calibration current.
1) The “h” button can then be used to increase the calibration value and the “m” button to decrease the
calibration value.
2) When the desired speed is displayed, press and hold down the “m” button for 1 second until the instrument
cluster beeps indicating that the selection has been stored.
H3-Front PTO-Channel 7 (CCM-HD): Front PTO Quick Fill Time

This channel is used to select whether the Front PTO Management option is enabled or disabled.
1. The “h” and “m” buttons are used to toggle between “YES” and “no”, indicating whether the Front PTO
Management option is enabled (“YES”) or disabled (“no”).
2. When the desired option is displayed, press and hold down either the “h” or “m” button for 1 second until the
instrument cluster bleeps indicating that the selection has been stored.
Rear EHR Options

H3-Rear EHR (APH / CCM-SWB / CCM-LWB / CCM-HD): Rear EHR Options and
Configurations
Rear EHR control system.

Procedure

controller, menu H3 and select the REAR EHRs ( ), pressing the PROG / Dimming button to accept the
menu selection.
2) The LCD section of the display will show ‘ch _ _’ as in the following example:


each channel.



H3-Rear EHR-Channel 1 (APH / CCM-SWB / CCM-LWB / CCM-HD): Rear EHR Option

Selection
This channel is used to select whether the Rear EHR option is enabled or disabled. By default, the rear EHRs are
detected automatically if equipped and this option is used to disable them

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the Rear EHR

H3-Rear EHR-Channel 2: Not used

H3-Rear EHR-Channel 3: Not used

H3-Rear EHRs-Channel 4 (APH / CCM-SWB / CCM-LWB / CCM-HD): Number of EHRs

Present
1) When the controller is new or the H8 procedure is completed, automatic detection for the number of remotes is
used.

2) If at any time the number of equipped remotes needs to be changed, then this setup channel is used.

3) Following the selection of channel 4, the current number of remotes stored is displayed, i.e. “2”, “3”, “4“, or
“5”.

4) Use menu selection buttons to toggle the setting to the new required number of remotes.

5) Hold down either of the menu selection buttons for 1 second. The instrument cluster will beep, and the
setting is stored.
H3-Rear EHRs-Channel 5 (CCM-LWB): Top & Side Link Control Option Selection
This channel is used to select whether the Top/Side Link Control option is enabled or disabled. By default the
option is disabled.

1) The menu selection buttons are used to toggle between “YES” and “no”, indicating whether top/side link
control is enabled (YES) or disabled (no).

Note: The default value on a new controller is "no".

Front Hitch Options
H3-Front Hitch (APH /CCM-SWB / CCM-LWB): Front Hitch Options and Configurations
Front Hitch control system, and is only applicable to CCM and APH vehicles.

Procedure

Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the U1
controller, menu H3 and select the FRONT HITCH ( ), pressing the PROG / Dimming button to accept the
menu selection.

1) The LCD section of the display will show “ch _ _”, as in the following example:

U1 HH U1 H3 U1 H3 U1 H3

HH HH MENU
U1
MENU

____ ____ ____ ____ ____ ch - -

3) After a short timeout, the option of “YES” or “no” or specific numbers will appear depending on the channel
channel.



H3-Front Hitch-Channel 1 (APH / CCM-SWB / CCM-LWB / CCM-HD): Front Hitch Option

Selection

This channel is used to select whether the Front Hitch option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether front hitch option is


Note 1: The default value on a new controller is ‘no’.
Note 2: If the Front EHRs are to be used to control the Front Hitch then the Front Loader/Front Hitch option
must be set to Front Hitch on the Central Control Module (U1, Front EHR system, H3, channel 2 set to
“Htch”).
H3-Front Hitch-Channel 2 (APH / CCM-SWB / CCM-LWB / CCM-HD): Front Hitch Fender

Switches Option

This channel is used to select whether the Front Hitch fender switch option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether the front hitch
fender switches are installed (YES) or not installed (no).



H3-Front Hitch-Channel 3 (APH / CCM-SWB / CCM-LWB / CCM-HD): Front Hitch
Management Option

This channel is used to select whether the Front Hitch Management system is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether Front Hitch
Management is enabled (YES) or disabled (no).


Note 2: Enabling this option will automatically enable the Front Hitch option in channel 1, as Front Hitch
Management requires the Front Hitch option to be fitted.

H3-Front Hitch-Channel 4 (APH / CCM-SWB / CCM-LWB): Front Hitch Ram Size Selection

This channel is used to configure the size of the hydraulic rams that are fitted to the vehicle when the Front
Hitch Management system is enabled.

1) The menu selection buttons are used to scroll through the available options, indicating the diameter of the ram
in mm. The size options available will depend on the vehicle type. For CCM-SWB and APH, the available
options are ‘70’, ‘80’ and ‘90’, indicating the ram size in mm. For CCM-LWB, the available options are ‘80’ and
‘90’.


Note 1: This channel will only be available if the Front Hitch Management option has been enabled in channel
3.
Note 2: The default setting for this option is ‘def’, indicating that no selection has been made. If ‘def’ is
displayed, then this channel must be used to select the appropriate ram size.

Electronic Park Brake-Emergency Brake Options
H3-EPB (CCM-HD): Emergency Brake Options

Electronic Park Brake system (as already previously indicated, managed by the only CCM HD CVTெs UCM).

Procedure
Enter the mode by navigating the H menus using the switches on the instrument cluster. Navigate to the U1 module,
menu H3 and select the EPB-EB, pressing the dimming key to accept the menu selection.
1. The lower LCD section of the display will show “ch - - “ as in the example below:
2. Use the “h” or the “m” button on the instrument cluster to select the channel number required.
3. After a short timeout, the option of “YES” or “no” or specific numbers will appear depending on the channel
channel.
4. Using the “h” or the “m” button to scroll through the available options.
5. Once the desired option is displayed, hold down the “h” or the “m” button for 1 second to select the option. The
instrument cluster will beep to indicate that the setting has been stored.
6. Press the dimming button on the instrument cluster will exit out of this menu level to allow further options to be
configured.

H3-EPB-Channel 1: Not Used
H3-EPB-Channel 2 (CCM-HD): Trailer Brake Present

This channel is used to select whether trailer brakes are present on the tractor.
1. The “h” and “m” buttons are used to toggle between “YES” and “no”, indicating whether trailer brakes are
present (“YES”) or not present (“no”).
2. When the desired option is displayed, press and hold down either the “h” or “m” button for 1 second until the
instrument cluster beeps indicating that the selection has been stored.
Note: the default setting for this option is “YES”.
HTS Options
H3-HTS (APH / CCM-SWB): Headland Turn Sequence Options

HTS control system.

Procedure

controller, menu H3 and select the HTS system ( ), pressing the PROG / Dimming button to accept the
menu selection.


each channel.



H3-HTS-Channel 1 (APH / CCM-SWB): HTS Option Selection

This channel is used to select whether the HTS option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether HTS option is


Note 1: This channel is only available on APH and CCM-SWB tractors.

ABS Options
H3-HTS (CCM-LWB / CCM-HD): ABS Options

ABS control system on the Tractor Control Unit. The ABS system is only available as an option on the CCM-
LWB CVT and CCM-LWB FPS tractors; therefore this menu will only be available on these vehicles.

Procedure

controller, menu H3 and select the ABS system ( ), pressing the PROG / Dimming button to accept
the menu selection.


each channel.



H3-ABS-Channel 1 (CCM-LWB / CCM-HD): ABS Option Selection

This channel is used to select whether the ABS option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether ABS option is


Note: The default value on a new controller is “no”.

H3: CONFIGURATIONS/OPTIONS FOR THE XA CONTROLLER
Electronic Park Lock Options

H3-EPL (APH / CCM-SWB / CCM-LWB / MRM): Electronic Park Lock Options and
Configurations

Electronic Park Lock system.

Procedure
Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the XA
controller, menu H3, pressing the PROG / Dimming button to accept the menu selection.

1) The LCD section of the display will show ‘ch - -’ as in the example below:

each channel.



H3-EPL-Channel 1 (APH / CCM-SWB / CCM-LWB / MRM): EPL Enable Option

This channel is used to select whether the Electronic Parklock option is enabled or disabled.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether Electronic Park
Lock is enabled (YES) or disabled (no).


Note 1: The default setting for this option is ‘no’ (EPL not enabled).
Note 2: This option should be set to ‘YES’ for the MRM vehicle.
H3-EPL-Channel 2 (APH / CCM-SWB / CCM-LWB / MRM): Trailer Brake Present

This channel is used to select whether trailer brakes are present on the tractor.

1) The menu selection buttons are used to toggle between ‘YES’ and ‘no’, indicating whether trailer brakes are
present (YES) or not present (no).


Note 1: The default setting for this option is ‘YES’ (Trailer Brake present).
Note 1: This option should be set to ‘no’ for the MRM vehicle.

H3-EPL-Channel 3 (APH / CCM-SWB / CCM-LWB / MRM): EPL Orientation

This channel is used to select the orientation of the EPL on the vehicle.

1) The menu selection buttons are used to toggle between ‘FRT’ and ‘SID’, indicating if the EPL is installed
Front-on (‘FRT’) or Side-on (‘SID’) in respect to the forward direction of the vehicle

Note: The orientations to be selected according to vehicle types are as follows:

• APH CVT: ‘SID’.
• All other models: ‘FRT’.
H3: CONFIGURATIONS/OPTIONS FOR THE INSTRUMENT CLUSTERS

Instrument Cluster Options and Configurations

instrument clusters.
There are several instrument cluster types currently in use. Please refer to the tables on pages 4 and 5 of
this manual for a listing of those instrument cluster options.
In the following section, the controller identifier of “IG” will be used in all instructions and
examples
Procedure

Enter the mode by navigating the H menus using the buttons on the instrument cluster. Navigate to the
instrument cluster, menu H3 and press the PROG / Dimming button to accept the menu selection.

1) The LCD section of the display will show the first configurable item, in this case Engine Shutdown, as in the
example below:
2) Use the menu selection buttons on the instrument cluster to select the required configurable item.

3) After a short timeout, the available options for the configurable item will appear. A horizontal arrow will be
shown against the currently selected option. See the following sub-sections for more detailed information on
the available options for each item.



H3-Engine Shutdown (All): Engine Shutdown Options

The instrument clusters have the ability to detect several errors conditions that may be dangerous for the
integrity of the tractor. The clusters have three different responses to these error conditions, which may be
selected using the H3 menu.

Available Options

1) “no“ - No Engine Shutdown

If the operator chooses the option “no”, the instrument cluster will never cause the engine to shut down.

2) “YES1” - Always Engine Shutdown

If the operator chooses the option “YES1”, any of the following conditions will activate the Engine shutdown
facility:
• Engine oil pressure too low.

• Engine coolant temperature too high.
• Driveline oil temperature too high when the operator is not present and the tractor is not moving.
• Driveline oil pressure too low (DOPL) when the operator is not present and the tractor is not moving.
3) “YES2” - Stationary Engine Shutdown
If the operator chooses the option “YES2” (stationary engine shutdown), any of the following conditions will
activate the Engine shutdown facility:
• Engine oil pressure too low when the operator is not present and the tractor is not moving.
• Engine coolant temperature too high when the operator is not present and the tractor is not moving.
• Driveline oil temperature too high when the operator is not present and the tractor is not moving.
• Driveline oil pressure too low when the operator is not present and the tractor is not moving.

Note: For MRM, this option should be set to "YES1".

H3-Air Brake (all): Air Brake Selection
This channel is used to allow the plant to set up the following air brake options:
Available Options
• “YES” – Air brakes present

• “no” – Air Brakes not present (default)

Note: For MRM, this option should be set to "no".

H3-SWCD (all): SWCD Selection (CIH only)
This channel is used to enable / disable the SWCD option (Small Wide Color Display, AFS Pro monitor).
Available Options

• “YES” – SWCD present
• “no” - SWCD not present (default)
Note: If this option is set to “YES”, then the SWCD presence option should also be turned on in the
instrument cluster Setup Menu for correct operation of the SWCD.
H3-Fuel Tank (APH 16x16 / CCM-SWB

nd
CVT only): 2nd Fuel Tank Selection
This channel is used to enable / disable the 2 Fuel Tank option:
Available Options
nd
• “YES” – 2 Fuel Tank is installed
• nd
“no” – 2 Fuel Tank is not installed (default)
H3-Steering Sensor (all): Steering Sensor Selection

This channel is used to allow manual configuration of the steering sensor option:
Available Options
• “YES” - steering sensor present

• “no” - steering sensor not present (default)

H3-Error Codes (all): Error Code Management Selection
This channel is used to choose the diagnostics error mode:
Available Options

• “E” – Error code reduction – Only displaying critical errors.
• “L” – Live error code mode – Displays all error codes.
• “F” – Factory error mode – Displays all error codes until 6 minutes have passed without any error codes,
then will automatically go into error code reduction.

Note: Service Training recommends that the Dealer Technician ensures that a customer tractor is set to
“E” prior to returning it to the customer.

H4 – Software Version
H4 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Software Version Information


The H4 diagnostic menu is common to all controllers and is used to extract software version information from an
electronic controller.

Procedure

1) Enter the mode using the 380000843 jumper-plug and navigate the H-tree by using the buttons on the
instrument cluster. Select the required controller, and then select the H4 menu.

2) The LCD will then show a sequence of numbers, representing the Software Identifier and the Software
Version.

3) At the end of the routine, the display returns to H4 and it is then possible to navigate further H-menus.

The first set of 4 digits displayed indicates the Software Identifier. This number uniquely defines the application
software present in the controller. The following values are in use for CCM and APH software:

Armrest Units:
Tier 4a Tier 4b
• 1369 1482 APH CVT CCM-SWB CVT
• 1370 1481 CCM-LWB CVT
• 1371 1483 CCM-SWB FPS CCM-LWB FPS MRM FPS
• 1373 1484 CCM-SWB SPS
• - 1504 APH CVT
• 1427 1505 APH 16x16

Non-Armrest Units:

Tier 4a
• 1395 APH FPS CCM-SWB FPS

• 1396 APH SPS
• 1397 APH 24x24

• 1398 APH 16x16
Tier 4b
• - 1485 APH FPS CCU

• - 1486 APH SPS CCU
• - 1547 APH 16x16 CCU

• - 1525 APH SPS ACU
• - 1050 APH FPS ACU
• - 1548 APH 16x16 ACU
The second and third sets of 4 digits displayed define the Release Version of the application software. In the
example shown above, these digits indicate that the application software in the U1 controller is currently release
01.03.00.00. The software version displayed by H4 may not match the software version indicated on the label of
the controller if the new software has been downloaded to the controller after manufacture.
Note: H4 menu for OA will show the same Software ID as U1 and an ISOBUS-specific Application
Software Version.

H5 – Switch Diagnostics
H5 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Switch Diagnostics


The H5 diagnostic menu is used to check the operation of switch inputs (analogue and digital) to an electronic
controller.

When a switch transition is detected (either low-high or high-low) the display will show ‘d’, followed by a number
indicating which circuit the transition occurred. If multiple switch transitions are detected, then the display will show
each circuit in turn.

The display will also show ‘d0’ if a transition occurs on a switch input which is undefined for the controller.

Procedure

1) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the
required controller code, menu H5, and press the PROG / Dimming button to accept the menu selection.
2) Once the display shows ‘d_ _’, switch operation can be tested. On detection of a switch transition the
display will show ‘d’, followed by the switch number for which the transition was detected. The available
switch numbers for each electronic controller are shown in the following tables:
Armrest Units:
H5-U1 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Switch Diagnostics for the U1
Controller (Main)
“d” No. ECU pin Description

0 - No switch activated or two switches activated at the same time
1 CN3-B19 EDC external lower switch
2 CN2-B21 EDC external raise switch
5 via CAN EDC work switch (on hand controller)
6 via CAN EDC raise switch (on hand controller)
7 CN2-A09 NASO lighting input
8 CN3-B01 Crank detect input
10 CN2-A16 Seat switch
11 CN1-B16 Handbrake switch (Not CCM-HD)
12 CN3-B16 Left brake switch high
13 CN2-A15 Right brake switch high
15 CN4-B22 Shuttle lever forward switch
16 CN4-B21 Shuttle lever reverse switch
17 via CAN Transmission downshift switch (on hand controller)
18 via CAN Transmission upshift switch (on hand controller)
19 via CAN Transmission range shift / 2nd function / EHR float switch (on hand controller)
20 CN3-A17 Reverse clutch pressure switch (FPS)
21 CN3-A12 Forward clutch pressure switch (FPS)
23 CN2-B30 Shuttle lever forward/reverse switch
24 CN2-B28 Shuttle lever neutral switch
26 CN3-A12 High range switch (16x16)


27 CN3-A17 Low range switch (16x16)
28 CN4-B07 Shuttle park position switch
31 CN4-B14 Air conditioning pressure switch
32 CN1-B15 EDC enable switch
33 CN1-B05 Radar present input (disconnect radar to test)
35 CN1-B19 Creeper not rail switch (16x16)
36 CN2-B14 Creeper rail switch (16x16)
38 via CAN Manual diff lock switch
39 via CAN Auto diff lock switch
41 via CAN Manual 4WD switch
42 via CAN Auto 4WD switch
43 CN2-B13 Hi-flow pump present input (disconnect pump link to test)
44 CN2-B15 Rear PTO N/O (normally open) switch
45 CN3-A11 Rear PTO N/C (normally closed) switch
46 CN3-B11 Hi-flow pump not present input
47 CN4-A12 Rear PTO brake switch
48 CN4-A23 Ground speed PTO switch (APH, CCM-SWB)
49 via CAN Rear PTO management switch
50 via CAN HTS record mode switch
55 via CAN Decrease engine speed switch
56 via CAN Increase engine speed switch
60 CN2-B24 Foot throttle not at idle switch
63 CN2-A25 Rear PTO N/O (normally open) fender switch
64 CN4-A10 Rear PTO N/C (normally closed) fender switch
69 CN2-B14 Front suspension not pressure switch (CCM-LWB)
70 CN3-A17 FPTO brake release switch
71 CN1-B16 FPTO oil level switch
72 CN4-A23 Road mode active switch
73 CN3-A12 Field mode active switch
74 CN4-A22 Exhaust brake switch (APH CVT, CCM-LWB, CCM-SWB)
75 via CAN Side link extend switch
76 via CAN Side link retract switch
77 CN4-B13 Front hitch fender switch present input
78 CN3-B29 Front hitch external raise switch
79 CN3-B30 Front hitch external lower switch
80 via CAN HTS auto switch
81 via CAN HTS manual switch
84 via CAN Front PTO management switch
89 via CAN Front suspension lock switch
90 CN4-B15 Front PTO N/O (normally open) switch
91 CN4-B16 Front PTO N/C (normally closed) switch
92 via CAN Front hitch height limit switch
94 CN2-A17 EHR enable switch
95 via CAN EHR 1 program / motor mode switch
104 via CAN HTS step switch (on hand controller)


105 via CAN Auto function switch (on hand controller) (New Holland)
107 CN2-B27 ESPTO speed select switch – 540 (CCM-LWB)
108 via CAN Top link extend switch
109 via CAN Top link retract switch
110 CN2-A09 EPB position switch
111 CN3-B23 ESPTO speed select switch – 1000 (CCM-LWB)
112 CN3-B20 ESPTO speed select switch – 1000E (CCM-LWB)
113 CN3-A23 ESPTO speed select switch – Neutral (CCM LWB)
114 CN2-B22 ESPTO speed select switch – 540E (CCM LWB)
122 via CAN CRPM speed 1 selection switch
123 via CAN CRPM speed 2 selection switch
125 via CAN Autoguidance engage on/off switch (on ICP) (Case-IH / Steyr)
127 via CAN Reversible fan switch
131 CN1-B12 Front PTO N/O (normally open) external brake switch
132 CN4-B14 Front PTO N/C (normally closed) external brake switch
133 CN2-B14 2-speed FPTO select switch – 1000
134 CN1-B19 2-speed FPTO select switch – Neutral
135 CN1-B03 2-speed FPTO select switch – 1000E
136 via CAN Forward switch (on hand controller)
137 via CAN Reverse switch (on hand controller)
138 via CAN Accel/shuttle speed switch
139 via CAN Joystick EHR select switch
159 via CAN EHR flow encoder switch
165 via CAN EHR float control switch
169 via CAN Range increase switch (on hand controller)
170 via CAN Range decrease switch (on hand controller)
177 via CAN Autoguidance engage on/off switch (on hand controller) (New Holland)
178 via CAN EHR 1 extend switch (on hand controller)
179 via CAN EHR 1 retract switch (on hand controller)
180 via CAN EHR 2 extend switch (on hand controller)
181 via CAN EHR 2 retract switch (on hand controller)
182 via CAN Dead man switch (on hand controller)
183 CN2-B23 EHR 3 extend switch (on rear fender)
184 CN2-B20 EHR 3 retract switch (on rear fender)
185 via CAN Rear hitch slip switch
186 via CAN Rear hitch ride control switch (Case-IH / Steyr)
187 via CAN Rear hitch inching raise switch
188 via CAN Rear hitch inching lower switch
189 via CAN CVT mode switch
190 via CAN Front hitch inching raise switch
191 via CAN Front hitch inching lower switch
196 via CAN Auto field switch (on ICP) (Case-IH / Steyr)
197 via CAN Auto transport switch (on ICP) (Case-IH / Steyr)
198 CN2-B29 Brake pressure left
199 CN2-B33 Brake pressure right (APH & CCM-SWB CVT, CCM-LWB with ABS)
200 via CAN ABS disable switch (CCM with ABS)
201 CN2-B16 Left brake switch low
202 CN2-B19 Right brake switch low


204 CN2-A12 ISOBUS worklight monitor switch
205 CN3-B15 ISOBUS shortcut button
206 CN1-B28 ISOBUS automation button
207 CN1-A04 Marker lights
208 CN1-A10 Hazard switch

Non-Armrest Units:
H5-Main (CCM-SWB): Switch Diagnostics for the RY and RZ (Main)

1 CN1B-30 Fender EDC lower switch
2 CN1B-29 Fender EDC raise switch
3 CN1B-18 EDC work switch (on EDC mouse)
4 CN1B-20 EDC raise switch (on EDC mouse)
5 CN3A-26 EDC work switch (on hand controller)
6 CN3A-7 EDC raise switch (on hand controller)
7 CN3A-15 NASO lighting link (disconnect & reconnect the flasher unit – not for ISO lighting)
8 CN1B-21 Crank detect switch
9 CN1B-11 PTO fuse sense (remove and replace fuse)
10 CN4-9 Seat switch
11 CN4-10 Handbrake switch
12 CN1B-22 Left brake pedal switch
13 CN1B-23 Right brake pedal switch
14 CN1A-8 Clutch pedal switch (with transmission in forward or reverse)
15 CN1B-12 Shuttle lever forward switch
16 CN1B-13 Shuttle lever reverse switch
17 CN3A-11 Transmission downshift switch
18 CN3A-10 Transmission upshift switch
19 CN4-1 Transmission range shift switch (SPS only)
20 CN4-17 Reverse clutch pressure switch
21 CN4-11 Forward clutch pressure switch
25 CN1B-27 Transmission neutral switch (clutch depressed, change into neutral from F or R)
29 CN3A-6 EDC raise / work fault switch (on EDC mouse)
30 CN4-23 Transmission auto on-off switch
31 CN3A-14 Air con pressure switch
33 CN1B-19 Radar present input (disconnect radar to test)
34 CN3A-8 Transmission creeper switch
38 CN3B-31 Manual diff lock switch
39 CN3B-30 Auto diff lock switch
41 CN3A-25 Manual 4WD switch
42 CN3A-24 Auto 4WD switch
43 CN4-21 Hi flow pump link (disconnect pump link to test)
44 CN3A-12 Rear PTO switch (normally open)
45 CN3A-13 Rear PTO switch (normally closed)
46 CN4-24 Hi-flow pump not present input
47 CN3B-24 Rear PTO brake switch
48 CN3B-33 Ground speed PTO switch


49 CN3B-23 Rear PTO management switch
50 CN3A-21 HTS program switch
52 CN3A-23 HTS / CRPM sequence switch
54 CN4-12 CRPM on/off switch
55 CN3A-5 CRPM decrease engine speed switch
56 CN3A-4 CRPM increase engine speed switch
57 CN3B-11 CRPM selection switch
60 CN3B-32 Foot throttle not at idle switch
63 CN3A-18 Rear PTO fender switch (normally open)
64 CN3A-3 Rear PTO fender switch (normally closed)
80 CN4-5 HTS auto switch
81 CN3A-22 HTS manual switch
93 CN4-25 Front HPL present link (disconnect & reconnect the 13-way connector)
94 CN3A-16 EHR lock switch
139 Via CAN Joystick select switch
H5-Main (APH): Switch Diagnostics for the DX and DW (Main)

1 CN1B-30 Fender EDC lower switch
2 CN1B-29 Fender EDC raise switch
3 CN1B-18 EDC work switch
4 CN1B-20 EDC raise switch
10 CN3A-16 Seat switch
11 CN3A-19 Handbrake switch
12 CN3A-10 Left brake pedal switch
13 CN3A-11 Right brake pedal switch
14 CN1A-8 Clutch pedal switch (with shuttle lever out of neutral)
15 CN1B-12 Shuttle lever forward switch (with clutch depressed)
16 CN1B-13 Shuttle lever reverse switch (with clutch depressed)
17 CN1B-23 Transmission downshift switch
18 CN1B-22 Transmission upshift switch
19 CN3A-23 Transmission range shift switch (16x16)
25 CN3A-6 Shuttle lever neutral switch (clutch depressed, change into neutral from F or R)

Transmission high range switch (16x16)
26 CN1B-26
Transmission 1/2 and 3/4 neutral switch (24x24)

Transmission low range switch (16x16)
27 CN1B-19
Transmission high/medium range switch (24x24)
29 CN1B-24 EDC raise / work fault
30 CN3A-14 Transmission autoshift switch (16x16)
34 CN3A-8 Transmission creeper switch
35 CN3A-26 Creeper selector fork disengaged switch
36 CN3A-9 Creeper selector fork engaged switch
38 CN3B-31 Manual diff lock switch
39 CN3B-30 Auto diff lock switch
41 CN3A-25 Manual 4WD switch
42 CN3A-24 Auto 4WD switch
44 CN3A-12 Rear PTO switch (normally open)


45 CN3A-13 Rear PTO switch (normally closed)
47 CN3B-24 Rear PTO brake switch
48 CN3B-33 Rear PTO ground speed switch
49 CN3B-23 Rear PTO auto switch
50 CN3A-21 HTS record switch (16x16)
51 CN3A-20 HTS playback switch (16x16)
52 CN3A-15 HTS step switch (16x16)
54 CN3A-22 CRPM on/off switch (16x16)
55 CN3A-5 CRPM decrease engine speed switch (16x16)
56 CN3A-4 CRPM increase engine speed switch (16x16)
57 CN3B-11 CRPM selection switch (16x16)
59 CN3A-17 Hand throttle not at idle switch (16x16)
60 CN3B-32 Foot throttle not at idle switch (16x16)
63 CN3B-4 Rear PTO fender switch (normally open)
64 CN3B-2 Rear PTO fender switch (normally closed)

Non-Armrest Units:
H5-Aux (APH / CCM-SWB): Switch Diagnostics for the RC and RK (Aux.)

8 CN1B-21 Crank detect switch
69 CN1B-23 Front suspension pressure switch
75 CN3A-24 Right hand link extend switch
76 CN3A-25 Right hand link retract switch
77 CN1B-22 Front hitch external common switch
78 CN1B-26 Front hitch external raise switch
79 CN1B-19 Front hitch external lower switch
82 CN3A-20 EHR No. 5 retract switch
83 CN3A-14 EHR No. 5 extend switch
84 CN3A-8 Front PTO management switch
85 CN1B-30 EHR #1 time / flow switch
88 CN3A-15 EHR #4 time / flow switch
89 CN1B-29 Front suspension lock switch
90 CN1B-11 Front PTO switch (normally open)
91 CN1B-12 Front PTO switch (normally closed)
92 CN1B-18 Front hitch height limit enable switch
95 CN3A-16 EHR #1 motor mode switch
106 CN3B-11 Joystick front select switch
108 CN3B-33 Top link extend switch
109 CN3A-22 Top link retract switch
115 CN3B-31 Joystick rear select switch

H5-Aux (APH): Switch Diagnostics for the DU (Aux.)
77 CN1B-22 Front hitch external common switch
78 CN1B-26 Front hitch external raise switch
79 CN1B-24 Front hitch external lower switch
88 CN3A-15 EHR #4 time / flow switch
89 CN1B--29 Front suspension lock switch
90 CN1B-11 Front PTO switch (normally open)
91 CN1B-12 Front PTO switch (normally closed)
92 CN1B-18 Front HPL enable switch
183 CN1B-19 EHR #3 extend switch (on rear fender)
184 CN1B-23 EHR #3 retract switch (on rear fender)

Armrest Units:
H5-LC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Switch Diagnostics for the LC
(Armrest) Controller)

5 MFH – Rear hitch work switch
6 MFH – Rear hitch raise switch
17 MFH – Downshift switch
18 MFH – Upshift switch
nd
19 MFH – 2 function switch
92 Front hitch height limit enable switch
95 EHR 1 program / motor mode switch
104 MFH – HTS step switch
105 MFH – Auto-mode switch (New Holland)
136 MFH – Reverse switch
137 MFH – Forward switch
153 Joystick 1 – switch 1
159 EHR flow control encoder switch
165 EHR float control switch
177 MFH – Autoguidance engage on/off switch
178 MFH – EHR 1 extend switch
179 MFH – EHR 1 retract switch
180 MFH – EHR 2 extend switch (New Holland)


181 MFH – EHR 2 retract switch (New Holland)

Armrest Units:
H5- Inst (all): Switch Diagnostics for the Instrument Clusters

55 CN3-2 Hydraulic charge low pressure
56 CN1-12 Hydraulic transmission oil filter switch

Brake Booster Pressure (CVT & LWB)
57 CN1-4
Brake Fluid Level (SWB)
61 CN3-8 Battery isolator input
66 CN3-18 Main high beam lamp
67 CN1-15 Sidelights
68 CN3-17 Brakes not latched (Japan only)
70 CN1-5 Left turn indicator
71 CN1-6 Right turn indicator
72 CN3-6 Trailer brake
106 CN3-12 Steering oil pressure switch
111 CN3-16 Indicator trailer 1
112 CN3-13 Indicator trailer 2
121 CN1-16 Cranking detection
130 CN3-3 Auxiliary high flow pump
134 CN2-11 Trailed implement status (pull-up)
136 CN3-24 Trailed implement status (pull-down)

Non-Armrest Units:
H5-Inst (CCM-SWB): Switch Diagnostics for the Instrument Clusters (HX and HY)

74 CN3-9 Exhaust brake switch
H5-Inst (APH): Switch Diagnostics for the Instrument Clusters (HV and HW)


72 CN3-1 Implement status (mechanical draft control only)

H5-KA (APH / CCM-SWB / CCM-LWB / CCM-HD): Switch Diagnostics for the KA (Steering)
Controller

117 A1 Enable switch
118 C4 Safety switch
119 B4 Proximity switch
120 ?? LVDT

H5-XA (APH / CCM-SWB / CCM-LWB/ MRM): Switch Diagnostics for the XA (EPL)
Controller)

8 B4 Cranking status
11 B3 Handbrake switch
28 C7 Shuttle lever park switch

H6 – View Vehicle Information
H6 – View Vehicle Information
H6 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): View Vehicle Information


The H6 diagnostic menu is used to display vehicle specific information and is only available on the main
controller, e.g. the U1 controller.

Procedure

1) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to
controller code U1, menu H6, and press the PROG / Dimming button to accept the menu selection.

2) The driveline type, transmission speed, engine horsepower, and ratio type will be displayed in succession as
shown below.

U1 HH U1 H6 U1 H6
HH HH MENU
U1
MENU

____ ____ ____ ____ 4-2

CVT Transmission (CCM-SWB)

1) The transmission speed ("50", "40", "40 L" or "30")
2) The Engine power (unboosted power in horsepower)


1) The CVT ranges ("4-2" or "3-1")

FPS & SPS Transmission (CCM-SWB / CCM-LWB / MRM)

1) The number of gears ("18" or "19")

16 x 16 and 24 x 24 Transmission (APH)

1) The number of gears ("16", "17", or “24”)

H7 – Vehicle Test Modes
H7 - Vehicle Test Modes
H7 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Vehicle Test Modes for the
Transmission Controllers


H7-CVT Trans. (CCM-LWB / CCM-HD / MRM): Transmission Test Modes

The menu is only for special vehicle tests to check clutch switch adjustment and hydraulic pressures.

Procedure



4) After a short timeout, the instrument cluster will display specific information, depending on the channel
each channel.

5) Pressing the RESET / Dimming button on the instrument cluster will exit out of this menu level.
H7-CVT Trans.-Channel 1 (CCM-LWB / CCM-HD / MRM): Clutch Switch Test

This channel is used to display the clutch pedal position and switch status. In addition it also displays the oil
temperature.

Note: The transmission is enabled during this procedure.
1) Shift the shuttle lever into the forward position. The clutch pedal position is displayed as a percentage of the
travel (0 - 99), with ‘O’ or ‘C’ in the upper digit indicating whether the clutch pedal switch is open or closed.
This is useful for evaluating the clutch pedal switch adjustment and also the inching bite point. Note that the
shuttle lever must be shifted into the forward position for the clutch pedal switch status to change.

2) The oil temperature, in degrees C, is displayed when the clutch pedal has been in the full-up position (above
97%) for more than 5 seconds. When the clutch is depressed to below 98%, the display will immediately
switch back to displaying the clutch pedal position. The oil temperature can also be displayed when the clutch
pedal is full-up or full-down by pressing and holding the upshift or downshift switch.
H7-CVT Trans.-Channel 2 (CCM-LWB / CCM-HD / MRM): Manual Clutch Adjustment

This channel is used to manually adjust and test the calibration values for each clutch.

1) Select the clutch to be adjusted by depressing the clutch pedal and either shifting the shuttle lever into forward
to select the A clutch, or shifting the shuttle lever into reverse to select the B clutch. The display will show the
clutch letter for 1 second and then show the calibration value.

2) The calibration values can then be adjusted using the forward or reverse shuttle buttons on the hand-
controller.

3) To test the calibration, fully release the clutch pedal. The selected clutch will be applied at the adjusted
current.

H7-CVT Trans.-Channel 3 (CCM-LWB / CCM-HD / MRM): Manual Quick Fill Adjustment
This channel is used to adjust and test the quick fill settings for each clutch.

clutch letter for 1 second and then show the quick fill value.

2) With the clutch pedal fully pressed, the quick fill value can then be adjusted using the forward or reverse
shuttle buttons on the hand controller.

3) To test the quick fill value, leave the shuttle lever out of neutral and fully release the clutch pedal. The clutch
that is being adjusted will be applied at its bite point with the programmed quick fill value. To re-test the same
clutch, depress the clutch pedal slightly and release it again.
H7-CVT Trans.-Channel 4 (CCM-LWB / CCM-HD / MRM): Clutch Pressure Test

This channel is used to test the pressures for the A and B clutches. During the procedure the display may show
a U-code if an error is present. For the definitions of the various U-codes, refer to the Transmission
Calibration section.

1) Ensure that the handbrake is applied and put the shuttle lever into the forward position.

2) Select the clutch to be tested by pressing the forward direction button on the hand-controller. The display will
change between ‘A’ and ‘b’ each time the button is pressed.

3) The clutch pedal is used to select the test pressure. Pressing the reverse direction button on the hand-
controller will turn on the selected valve at the pressure determined by the clutch pedal position and display
the clutch pressure value.
• If the clutch pedal position is less than 30% (fully-depressed), then the pressure is set to -20 bar.

• At 30% pedal travel, the clutch pressure is set to 0 bar and this rises linearly to +24 bar as the clutch
pedal is lifted to the 85% position.
• Above 85% of clutch pedal travel, the pressure is set to the maximum pressure of +24 bar.

• As the clutch pedal is raised from fully-depressed to fully-released, the display will show ‘-20’ rising to
’24’.
H7-CVT Trans.-Channel 5 (CCM-LWB / CCM-HD / MRM): Synchronizer Test

This channel is used to move the synchronizers and test their positions.

During the procedure the display may show a U-code if an error is present. For the definitions of the
various U-codes, refer to the Transmission calibration section.

1) Ensure that the handbrake is applied and shift the shuttle lever into the forward position.

Note: The transmission is disabled during this procedure.
2) Select the synchronizer to test by pressing the forward/reverse buttons on the hand-controller. The display will
change between ‘F1’, ‘F2’, ‘F3’, ‘F4’, ‘r1’ and ‘r2’. (F4 and r2 are only available on the 4x2 driveline).

3) Once the synchronizer has been selected, three tests are possible:

• To test the engagement position of the selected synchronizer, shift the shuttle lever into the forward
position.
• To test the synchronizer position when in neutral, press the neutral button on the shuttle lever.

• To test the engagement position of the other synchronizer in the pair, shift the shuttle lever into reverse.
(The synchronizer pairs are F1-F3, F2-R1, and F4-R2)

4) The synchronizer engagement will require a few seconds to complete, then the instrument cluster will
display the synchronizer position according to the following table.
Synchronizer’s Position Minimum Allowed Value Maximum Allowed Value

F1 62 249
F2 62 249
F3 731 962
F4 731 962
R1 731 962
R2 62 249
N 420 580
5) When a synchronizer is engaged, the user can drive the corresponding valve with the clutch pedal in order to
test the solenoid valve. The display will show the current percentage on the solenoid. Moving the clutch
pedal, the current on the solenoid goes from 0 (pedal at 30% to 99 (pedal at 85%). At pedal-released
(between 85% and 100%) or pedal-depressed (0% to 30%) the current is zero, as shown in the graph
below.

H7-CVT Trans.-Channel 6 (CCM-LWB / CCM-HD / MRM): Synchronizer Wear Check
This channel is used to check the wear of the synchronizers, and is for Engineering use only.
H7-CVT Trans.-Channels 7-12 (CCM-LWB / CCM-HD / MRM): Hydrostat Tests

These channels are used to perform tests to check the operation of the hydrostat. The EST is used to log data
related to hydrostat operation captured during the tests.
Test Procedure
1) Select the channel relating to the test to be performed. There are six possible tests:
Channel 7 - Ramp Test with closed loop control
Channel 8 - Step test with closed loop control
Channel 9 - Frequency test with closed loop control
Channel 10 - Ramp Test with open loop control
Channel 11 - Step test with open loop control Channel
12 - Frequency test with open loop control

2) In order for a test to commence, the operator must be in the seat with the handbrake applied and the shuttle
lever in the Park position. The vehicle must be stationary and the clutch pedal released. If any of these interlock
conditions are not met then the appropriate "U" code will be displayed.
3) The transmission oil temperature must be between -10°C and 90°C for the test to proceed. If the oil
temperature is below -10°C then "Cold" will be displayed on the instrument cluster, and if the temperature is
above 90°C then "hot" will be displayed.
4) If all the interlock conditions have been satisfied, the transmission oil temperature will be displayed on the
instrument cluster and the selected test can be started.
5) Start the data-logging on the EST. See the next section for details of how to set up the EST for logging the
data.
6) Start the selected test by pressing the Accel/Shuttle Speed (Agressivity) button on the armrest.
8) A count will be shown on the instrument cluster display, increasing every 2 seconds until the test is
complete.
9) On completion of the test, the engine speed will return to idle and "end" will be displayed on the instrument
cluster.
10) Stop the data-logging on the EST.
11) If possible, each test should be performed at oil temperatures of 0°, 30° and 80°C, and a separate data file
should be generated by the EST for each test.
12) Save the files to a known place (Desktop or
My Documents, etc.)
13) The file name should be the channel recorded,
followed by the S/N of the tractor, e.g.: “CH7
ZBBT#####”.
14) Do this for channels 7, 8, 9, 10, 11, and 12.
15) Attach 6 separate .txt files (1 for each
channel) to an ASIST report, describing the
symptoms in detail.

Setting up the EST for logging the test data
A separate data file should be generated by the EST
for each test that is to be performed.

1) Select the MONITOR screen on the EST
using the icon.

2) Use OPEN FILE to select CVT TEST parameter file.

3) Click on the button and then select , and in the
dialog box that opens up change the following parameters:

SAMPLING RATE: 10 milliseconds
MAXIMUM DISK SPACE: 2 megabytes
Then click OK to close the dialog box.
4) Log the data created by the test.
a) Click to begin logging the data before starting the test.
b) Click to finish logging the data after the test has completed.
c) Click to store the log file using a suitable filename for the test that has been completed.
H7-CVT Trans.-Channel 13 (CCM-LWB / CCM-HD / MRM): Hydrostat Efficiency Test

This channel is used to check the efficiency of the hydrostat.

CVT Transmission (APH / CCM-SWB)
H7-CVT Trans. (APH / CCM-SWB): Transmission Test Modes

The menu is only for special vehicle tests to check clutch switch adjustment and hydraulic pressures.

Procedure


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each channel.

H7-CVT Trans.-Channel 1 (APH / CCM-SWB): Clutch Switch Test

temperature.

Note: The transmission is enabled during this procedure.
1) Shift the shuttle lever into the forward position. The clutch pedal position is displayed as a percentage of the
travel (0 - 99), with ‘O’ or ‘C’ in the upper digit indicating whether the clutch pedal switch is open or closed.
This is useful for evaluating the clutch pedal switch adjustment and also the inching bite point. Note that the
shuttle lever must be shifted into the forward position for the clutch pedal switch status to change.

2) The oil temperature, in degrees C, is displayed when the clutch pedal has been in the full-up position (above
pedal is full-up or full-down by pressing and holding the upshift or downshift.
H7-CVT Trans.-Channel 2 (APH / CCM-SWB): Manual Clutch Adjustment


clutch letter for 1 second and then show the calibration value.

2) The calibration values can then be adjusted using the forward or reverse shuttle buttons on the hand-
controller.

3) To test the calibration, fully release the clutch pedal. The selected clutch will be applied at the adjusted
current.
H7-CVT Trans.-Channel 3 (APH / CCM-SWB): Manual Quick Fill Adjustment


clutch letter for 1 second and then show the quick fill value.

2) With the clutch pedal fully pressed, the quick fill value can then be adjusted using the forward or reverse
shuttle buttons on the hand controller.

3) To test the quick fill value, leave the shuttle lever out of neutral and fully release the clutch pedal. The clutch
that is being adjusted will be applied at its bite point with the programmed quick fill value. To re-test the same
H7-CVT Trans.-Channel 4 (APH / CCM-SWB): Clutch Pressure Test

This channel is used to test the pressures for the A and B clutches. During the procedure the display may show
a U-code if an error is present. For the definitions of the various U-codes, refer to the Transmission
Calibration section.

1) Ensure that the handbrake is applied and put the shuttle lever into the forward position.

2) Select the clutch to be tested by pressing the forward direction button on the hand-controller. The display will
change between ‘A’ and ‘b’ each time the button is pressed.

3) The clutch pedal is used to select the test pressure. Pressing the reverse direction button on the hand-
controller will turn on the selected valve at the pressure determined by the clutch pedal position and display
the clutch pressure value.

• If the clutch pedal position is less than 30% (fully-depressed), then the pressure is set to -20 bar.

• At 30% pedal travel, the clutch pressure is set to 0 bar and this rises linearly to +24 bar as the clutch
• Above 85% of clutch pedal travel, the pressure is set to the maximum pressure of +24 bar.

• As the clutch pedal is raised from fully-depressed to fully-released, the display will show ‘-20’ rising to
’24’.
H7-CVT Trans.-Channel 5 (APH / CCM-SWB): Synchronizer Test

This channel is used to move the synchronizers and test their positions.

During the procedure the display may show a U-code if an error is present. For the definitions of the
various U-codes, refer to the Transmission calibration section.

1) Ensure that the handbrake is applied and shift the shuttle lever into the forward position.
Note: The transmission is disabled during this procedure.

2) Select the synchronizer to test by pressing the forward/reverse buttons on the hand-controller. The display will
change between “F2” and “r1”.

3) Once the synchronizer has been selected, three tests are possible:

• To test the engagement position of the selected synchronizer, shift the shuttle lever into the forward
position.
• To test the synchronizer position when in neutral, press the neutral button on the shuttle lever.
• To test the engagement position of the other synchronizer in the pair, shift the shuttle lever into reverse.

4) The synchronizer engagement will require a few seconds to complete, then the instrument cluster will
display the synchronizer position according to the following table.

Synchronizer’s Position Minimum Allowed Value Maximum Allowed Value
F2 302 1216
R1 3570 4697
N 2050 2832

5) When a synchronizer is engaged, the user can drive the corresponding valve with the clutch pedal in order to
test the solenoid valve. The display will show the current percentage on the solenoid. Moving the clutch
pedal, the current on the solenoid goes from 0 (pedal at 30% to 99 (pedal at 85%). At pedal-released
(between 85% and 100%) or pedal-depressed (0% to 30%) the current is zero, as shown in the graph below.

H7-CVT Trans.-Channel 6 (APH / CCM-SWB): Synchronizer Wear Check
This channel is used to check the wear of the synchronizers, and is for Engineering use only.
H7-CVT Trans.-Channels 7-12 (APH / CCM-SWB): Hydrostat Tests

These channels are used to perform tests to check the operation of the hydrostat. The EST is used to log data
related to hydrostat operation captured during the tests.
Test Procedure
1) Select the channel relating to the test to be performed. There are six possible tests:
Channel 7 - Ramp Test with closed loop control
Channel 8 - Step test with closed loop control
Channel 9 - Frequency test with closed loop control
Channel 10 - Ramp Test with open loop control
Channel 11 - Step test with open loop control Channel
12 - Frequency test with open loop control
2) In order for a test to commence, the operator must be in the seat with the handbrake applied and the shuttle
lever in the Park position. The vehicle must be stationary and the clutch pedal released. If any of these
interlock conditions are not met then the appropriate "U" code will be displayed.
3) The transmission oil temperature must be between -10°C and 90°C for the test to proceed. If the oil
temperature is below -10°C then "Cold" will be displayed on the instrument cluster, and if the temperature is
above 90°C then "hot" will be displayed.
4) If all the interlock conditions have been satisfied, the transmission oil temperature will be displayed on the
instrument cluster and the selected test can be started.
5) Start the data-logging on the EST. See the next section for details of how to set up the EST for logging the
data.
6) Start the selected test by pressing the Accel/Shuttle Speed (Agressivity) button on the armrest.

8) A count will be shown on the instrument cluster display, increasing every 2 seconds until the test is
complete.
9) On completion of the test, the engine speed will return to idle and "end" will be displayed on the instrument
cluster.
10) Stop the data-logging on the EST.
11) If possible, each test should be performed at oil temperatures of 0°, 30° and 80°C and a separate data file
should be generated by the EST for each test.
12) Save the files to a known place (Desktop or
My Documents, etc.)
13) The file name should be the channel recorded,
followed by the S/N of the tractor, e.g.: “CH7
ZBBT#####”.
14) Do this for channels 7, 8, 9, 10, 11, and 12.
15) Attach 6 separate .txt files (1 for each
channel) to an ASIST report, describing the
symptoms in detail.

Setting up the EST for logging the test data
A separate data file should be generated by the EST
for each test that is to be performed.

1) Select the MONITOR screen on the EST
using the icon.

2) Use OPEN FILE to select CVT TEST parameter file.

3) Click on the button and then select , and in the
dialog box that opens up change the following parameters:

SAMPLING RATE: 10 milliseconds
MAXIMUM DISK SPACE: 2 megabytes
Then click OK to close the dialog box.
4) Log the data created by the test.
a) Click to begin logging the data before starting the test.
b) Click to finish logging the data after the test has completed.
c) Click to store the log file using a suitable filename for the test that has been completed.
H7-CVT Trans.-Channel 13 (APH / CCM-SWB): Hydrostat Efficiency Test

This channel is used to check the efficiency of the hydrostat.

FPS Transmission (CCM-SWB / CCM-LWB / MRM)
H7-FPS Trans. (CCM-SWB / CCM-LWB / MRM): Transmission Test Modes
The menu is used for special vehicle tests to check clutch switch adjustment and hydraulic pressures. Procedure


each channel.

H7-FPS Trans.-Channel 1 (CCM-SWB / CCM-LWB / MRM): Clutch Switch Adjustment

temperature. The transmission is enabled in this state.

1) The clutch pedal position is displayed as a percentage of the travel (0 - 99), with ‘O’ or ‘C’ in the upper digit
indicating whether the clutch pedal switch is open or closed. This is useful for evaluating the clutch pedal
switch adjustment and also the inching bite point. Note that the shuttle lever must be shifted into the
forward position for the clutch pedal switch status to change.

2) The oil temperature, in degrees C, is displayed when the clutch pedal has been in the full up position (above
pedal is full-up or full-down by pressing and holding the upshift or downshift.
H7-FPS Trans.-Channel 2 (CCM-SWB / CCM-LWB / MRM): Manual Clutch Adjustment


1) Select the clutch to be adjusted by depressing the clutch pedal and cycling the shuttle lever. Shifting the
shuttle lever into reverse will select the R clutch. Cycling between neutral and forward will cycle through the
other clutches. The display will show the clutch letter for 1 second and then show the calibration value.

2) The calibration values can then be adjusted using the upshift and downshift buttons.

3) To test the calibration, leave the shuttle lever out of neutral and fully release the clutch pedal. Two clutches
will be applied at low pressure to provide a torque path through the transmission, then the clutch that is being
adjusted will be applied at its bite point pressure so that it should just begin to engage. To retest the same
H7-FPS Trans.-Channel 3 (CCM-SWB / CCM-LWB / MRM): Manual Quick Fill Adjustment


1) Select the clutch to be adjusted by depressing the clutch pedal and cycling the shuttle lever. The neutral
button on the shuttle lever must be pressed between shuttle cycles. Shifting the shuttle lever to reverse will
select the R clutch. Cycling between neutral and forward will cycle through the other clutches. The display will
show the clutch letter as the upper digit and the quick fill setting as the lower digit.

2) The quick fill settings can be adjusted using the upshift and downshift switches with the shuttle lever in
neutral and the clutch released. On EPL-equipped vehicles, shuttle lever in neutral is obtained by pressing the
neutral button on the end of the shuttle lever.

3) The quick fill value can be tested in one of three methods. To select the test method press the upshift button
with the clutch pedal pressed and the shuttle lever in neutral. The display will change to show the selected test
method (1, 2 or 3) for one second. The quick fill test methods are:

• Two clutches will be applied at low pressure to provide the torque path through the transmission and
after the clutch being adjusted will be applied at its CAL_P_NOM pressure.

• A clutch will be applied at low pressure, then a second clutch will be applied at low pressure together
with the one to be adjusted at its CAL_P_NOM pressure.

• Two clutches will be applied at low pressure and at the same time the clutch being calibrated will be
applied at its CAL_P_NOM pressure.

4) To test the quick fill, leave the shuttle lever out of neutral and fully release the clutch pedal. To re-test the
same clutch, depress the clutch pedal and release it again.
H7-FPS Trans.-Channel 4 (CCM-SWB / CCM-LWB / MRM): Clutch Pressure Test

This channel is used to test the pressures for each clutch.

1) Put the shuttle lever into the forward position. The display will show ‘U23’ if the test is started with the shuttle
lever in the neutral position.

2) Select the clutch to be tested by pressing the transmission upshift button. Each time the upshift button is
pressed the display will show the next available clutch that can be tested.

3) The clutch pedal is used to select the test pressure:
• If the clutch pedal position is less than 30%, then the pressure is set to zero.

• At 30% pedal travel the clutch pressure is set to 1 bar and this rises linearly to 20 bar as the clutch
• Above 75% of clutch pedal travel the pressure is set to the maximum pressure of 24 bar.

• If the A clutch was selected for the test then as the clutch pedal is raised from fully depressed to fully
released the display will show ‘A0’ rising to ‘A20’ and then ’A24’.

4) Pressing the downshift button will turn on the selected valve at the pressure determined by the clutch pedal
position.
H7-FPS Trans.-Channel 5 (CCM-SWB / CCM-LWB / MRM): Clutch Switch Adjustment
1) This channel is an alternative to channel 1 for adjusting the clutch switch. The transmission is enabled in
this state.

2) Put the shuttle lever into the forward position. The display will show “n” if the lever is in neutral.

3) When the display shows “CP”, cycle the clutch pedal.

4) When the clutch pedal is released the display will show a value in the range 8 to 14 if the switch is correctly
adjusted.

5) If the switch is incorrectly adjusted the display will show “CL” if clutch pedal switch adjustment screw is to be
turned clockwise or “CCL” if the screw is to be turned counter-clockwise.

6) Adjust the screw in the direction indicated on the display and cycle the clutch pedal and the procedure until
the display shows the correct value.
H7-FPS Trans.-Channel 6 (CCM-SWB / CCM-LWB / MRM): Self Bed-In Of Clutches

This channel is used for the self bed-in of the clutches on the Full Powershift transmission.

1) Enter this channel with the engine running, the transmission in neutral, hand brake on, engine rpm free (any
speed), PTO free to be used (no ground speed, if engaged error), clutch pedal up, creeper not engaged, no
19° gear. The display will show "rdY".

2) Press and release the downshift button on handle to start the procedure.
3) Press and release the downshift button on handle to stop the procedure.

H7-FPS Trans.-Channel 7 (CCM-SWB / CCM-LWB / MRM): PWM Valve Test
This channel is used to test the PWM valves in conjunction with the Electronic Service Tool. This procedure can be
used to test the valves for the following solenoids:

A, B, C, D, E, F1, F2, F3, R and the PTO valve.

There are two tests that can be performed for each valve; a ramp test and a step test. Additionally, there is test that
can be performed to check the reaction of the accumulator.

In order to perform the tests the following conditions must be met:

• Operator is in the seat
• Handbrake applied
• Engine speed set to 1200 rpm +/- 100 rpm

• Transmission oil temperature between 45°C and 55°C

In the event of any of these conditions not being met then a U code will be displayed and the test will not be
allowed to be performed until appropriate action has been taken. A list of the U codes used is provided later in
this section.
H7-FPS Trans. (CCM-SWB / CCM-LWB / MRM): Ramp Test

1) Select the valve to be tested by depressing the clutch pedal and using the shuttle lever to cycle through the
valves available for testing. Use forward to move up through the valves and reverse to move down. The
display will show the current selection.

2) With the shuttle lever in forward and the clutch pedal fully released, the ramp test is performed for the
selected valve by pressing and holding the transmission upshift button.

3) The test will ramp up the current to the selected solenoid from zero to maximum current over a period of 10
seconds. Maximum current will be maintained for 1 second before ramping back down to zero over a further
10 second period.

4) As the test proceeds, the instrument cluster will show a value corresponding to the percentage of maximum
current being applied to the solenoid, rising from 0% to 100% and then back to 0%.

5) On completion of the test, "End" will be shown on the instrument cluster and the upshift button can be
released.

6) The upshift button must be kept pressed during the ramp test. If the button is released, then the test will be
terminated and the current in the solenoid will return to zero.
H7-FPS Trans. (CCM-SWB / CCM-LWB / MRM): Step Test


2) With the shuttle lever in forward and the clutch pedal fully released, the step test is performed for the
selected valve by pressing and holding the transmission downshift button.

3) The test will step from zero to maximum current to the selected solenoid. Maximum current will be maintained
for 1.2 seconds and then be turned off for 1.5 seconds. This cycle will then be performed twice.

4) As the test proceeds, the instrument cluster will show a count from "1" to "4", corresponding to the steps in
the test.

5) On completion of the test, "End" will be shown on the instrument cluster and the downshift button can be
released.

6) The downshift button must be kept pressed during the ramp test. If the button is released then the test will be

H7-FPS Trans. (CCM-SWB / CCM-LWB / MRM): Accumulator Test
1) Select the accumulator test by depressing the clutch pedal and using the shuttle lever to cycle through the
valves available for testing until "Acc" is displayed.

2) With the shuttle lever in forward and the clutch pedal fully released, the accumulator test is performed by
pressing and holding the transmission downshift button.

3) The test will turn on the F1, F2 and F3 solenoids with maximum current for a period of 1 second then turn
them off for a further 1 second. This cycle will be performed 5 times.

4) As the test proceeds, the instrument cluster will show a count from "1" to "10", corresponding to the steps in the
test.

released.

6) The downshift button must be kept pressed during the accumulator test. If the button is released, then the test
will be terminated and the current in the solenoid will return to zero.
“U” Codes Used During the PWM Valve Test: CCM-SWB / CCM-LWB / MRM
U17 Seat switch not activated (Operator not in seat)
U20 Handbrake not applied
U21 Engine speed is below 1100 rpm
U22 Engine speed is above 1300 rpm
U23 Shuttle lever is in neutral, shift to forward
U26 Clutch pedal is not fully up, release clutch pedal
U127 Transmission oil temperature is below 45°C U128
Transmission oil temperature is above 55°C

SPS Transmission (CCM-SWB)
H7-SPS Trans. (CCM-SWB): Transmission Test Modes



each channel.

H7-SPS Trans.-Channel 1 (CCM-SWB): Clutch Switch Adjustment

temperature. The transmission is enabled in this state.

1) The clutch pedal position is displayed as a percentage of the travel (0 - 99), with ‘O’ or ‘C’ in the upper digit
indicating whether the clutch pedal switch is open or closed. This is useful for evaluating the clutch pedal
switch adjustment and also the inching bite point. Note that the shuttle lever must be out of neutral for
the clutch pedal switch status to change.

2) The oil temperature, in degrees C, is displayed when the clutch pedal has been in the full up position (above
pedal is full up or full down by pressing and holding the upshift or downshift switch.
H7-SPS Trans.-Channel 2 (CCM-SWB): Manual Clutch Adjustment


1) Select the clutch to be adjusted by depressing the clutch pedal and cycling the shuttle lever. Shifting the
shuttle lever into reverse will select the R clutch. Cycling between neutral and forward will cycle through the
other clutches. The display will show the clutch letter for 1 second and then show the calibration value.

2) The calibration values can then be adjusted using the upshift and downshift buttons.

3) To test the calibration, leave the shuttle lever out of neutral and fully release the clutch pedal. Two clutches
will be applied at low pressure to provide a torque path through the transmission, then the clutch that is being
adjusted will be applied at its bite point pressure so that it should just begin to engage. To retest the same

H7-SPS Trans.-Channel 3 (CCM-SWB): Manual Quick Fill Adjustment

1) Select the clutch to be adjusted by depressing the clutch pedal and cycling the shuttle lever. Shifting the shuttle
lever to reverse will select the R clutch. Cycling between neutral and forward will cycle through the other
clutches. The display will show the clutch letter as the upper digit and the quick fill setting as the lower digit.

Note: On EPL-equipped vehicles, the neutral button on the shuttle lever must be pressed between shuttle
cycles.

2) The quick fill settings can be adjusted using the upshift and downshift switches with the shuttle lever in
neutral and the clutch released.
Note: On EPL-equipped vehicles, shuttle lever in neutral is obtained by pressing the neutral button on the
end of the shuttle lever.
3) The quick fill value can be tested in one of three methods. To select the test method press the upshift button
with the clutch pedal pressed and the shuttle lever in neutral. The display will change to show the selected test
method (1, 2 or 3) for one second. The quick fill test methods are:

• Two clutches will be applied at low pressure to provide the torque path through the transmission and
after the clutch being adjusted will be applied at its CAL_P_NOM pressure.

• A clutch will be applied at low pressure, then a second clutch will be applied at low pressure together
with the one to be adjusted at its CAL_P_NOM pressure.

• Two clutches will be applied at low pressure and at the same time the clutch being calibrated will be
applied at its CAL_P_NOM pressure.

4) To test the quick fill, leave the shuttle lever out of neutral and fully release the clutch pedal. To re-test the
same clutch, depress the clutch pedal and release it again.
H7-SPS Trans.-Channel 4 (CCM-SWB): Clutch Pressure Test

This channel is used to test the pressures for each clutch.

1) Put the shuttle lever into the forward position. The display will show ‘U23’ if the test is started with the shuttle
lever in the neutral position.

2) Select the clutch to be tested by pressing the transmission upshift button. Each time the upshift button is
pressed the display will show the next available clutch that can be tested.

3) The clutch pedal is used to select the test pressure:

• If the clutch pedal position is less than 30%, then the pressure is set to zero.

• At 30% pedal travel the clutch pressure is set to 1 bar and this rises linearly to 20 bar as the clutch
• Above 75% of clutch pedal travel the pressure is set to the maximum pressure of 24 bar.

• If the A clutch was selected for the test then as the clutch pedal is raised from fully depressed to fully
released the display will show ‘A0’ rising to ‘A20’ and then ’A24’.

4) Pressing the downshift button will turn on the selected valve at the pressure determined by the clutch pedal
position.
H7-SPS Trans.-Channel 5 (CCM-SWB): Clutch Switch Adjustment

This channel is an alternative to channel 1 for adjusting the clutch switch. The transmission is enabled in this
state.

1) Put the shuttle lever into the forward position. The display will show ‘n’ if the lever is in neutral.

2) When the display shows ‘CP’, cycle the clutch pedal.

3) When the clutch pedal is released the display will show a value in the range 8 to 14 if the switch is correctly
adjusted.

4) If the switch is incorrectly adjusted the display will show ‘CL’ if clutch pedal switch adjustment screw is to be
turned clockwise or ‘CCL’ if the screw is to be turned counter-clockwise.

H7-SPS Trans.-Channel 6 (CCM-SWB): Synchronizer Test

This channel is used to test the operation of the two synchronizers.

1) Enter this channel with the engine running and the transmission in neutral.

2) With the clutch pedal released, the mid/reverse synchronizer will be tested.

3) Press and hold the downshift button to display the ‘Mid’ position as a percentage of the potentiometer
movement. The display should show ‘B’, followed by a value of approximately 25%.

4) Press and hold the upshift button to display the ‘Reverse’ position as a percentage of the potentiometer
movement. The display should show ‘r’, followed by a value of approximately 75%.

5) Press and hold both buttons to return the synchronizer to the neutral position. The display should show ‘n’,
followed by a value of approximately 50%.

6) With the clutch pedal depressed, the low/high synchronizer will be tested. If the display shows ‘Err’ when the
clutch pedal is depressed, then release the pedal and ensure that the mid/reverse synchronizer is in the
neutral position.

7) Press and hold the downshift button to display the ‘High’ position as a percentage of the potentiometer
movement. The display should show ‘C’, followed by a value of approximately 25%.

8) Press and hold the upshift button to display the ‘Low’ position as a percentage of the potentiometer
movement. The display should show ‘A’, followed by a value of approximately 75%.

9) Press and hold both buttons to return the synchronizer to the neutral position. The display should show ‘n’,
followed by a value of approximately 50%.

10) Release the clutch pedal. If the display shows ‘Err’ when the clutch pedal is released, then depress the
pedal and ensure that the low/high synchronizer is in the neutral position.
H7-SPS Trans.-Channel 7 (CCM-SWB): Self Bed-In Of Clutches

This channel is used for the self bed-in of the clutches.

1) Enter this channel with the engine running, the transmission in neutral, hand brake on, engine rpm free (any
speed), PTO free to be used (no ground speed, if engaged error), clutch pedal up, creeper not engaged, no
19° gear. The display will show ‘rdY’.

2) Press and release the downshift button on handle to start the procedure.

3) Press and release the downshift button on handle to stop the procedure.
H7-SPS Trans.-Channel 8 (CCM-SWB): PWM Valve Test


A, B, C, D, E, and the PTO valve

There are two tests that can be performed for each valve; a ramp test and a step test. Additionally, there is test that
can be performed to check the reaction of the accumulator.

In order to perform the tests the following conditions must be met:

• Engine speed set to 1200 rpm +/- 100 rpm


In the event of any of these conditions not being met, then a U code will be displayed and the test will not be
allowed to be performed until appropriate action has been taken. A list of the U codes used is provided later in this
section.
H7-SPS Trans. (CCM-SWB): Ramp Test

valves available for testing. Use forward to move up through the valves and reverse to move down. The display
will show the current selection.


3) The test will ramp up the current to the selected solenoid from zero to maximum current over a period of 10
seconds. Maximum current will be maintained for 1 second before ramping back down to zero over a further 10
second period.


released.

H7-SPS Trans. (CCM-SWB): Step Test

valves available for testing. Use forward to move up through the valves and reverse to move down. The display
will show the current selection.

2) With the shuttle lever in forward and the clutch pedal fully released, the step test is performed for the


4) As the test proceeds, the instrument cluster will show a count from ‘1’ to ‘4’, corresponding to the steps in
the test.

5) On completion of the test, ‘End’ will be shown on the instrument cluster and the downshift button can be
released.

6) The downshift button must be kept pressed during the ramp test. If the button is released then the test will be
H7-SPS Trans. (CCM-SWB): Accumulator Test

valves available for testing until ‘Acc’ is displayed.


3) The test will turn on the C, D and E clutch solenoids with maximum current for a period of 1 second then
turn them off for a further 1 second. This cycle will be performed 5 times.

4) As the test proceeds, the instrument cluster will show a count from ‘1’ to ‘10’, corresponding to the steps in the
test.

5) On completion of the test, ‘End’ will be shown on the instrument cluster and the downshift button can be
released.

6) The downshift button must be kept pressed during the accumulator test. If the button is released, then the
test will be terminated and the current in the solenoid will return to zero.

“U” Codes Used During the PWM Valve Test: CCM-SWB SPS
U17 Seat switch not activated (Operator not in seat)
U127 Transmission oil temperature is below 45°C U128
Transmission oil temperature is above 55°C U129
Synchronizers not calibrated.
H7-16x16 Trans. (APH): Transmission Test Modes


4) After a short timeout, the instrument cluster will display specific information, depending on the channel number
selected. See the following sub-sections for more detailed information on the available options for each
channel.

H7-16x16 Trans.-Channel 1 (APH): Clutch Switch Adjustment

This channel is used to display the clutch pedal position and is useful for evaluating the clutch pedal switch
adjustment and also the inching bite point. The transmission is disabled in this channel.
1) Put the shuttle lever into the forward position. The display will show "n" if the lever is in neutral.
2) When the display shows "CP", cycle the clutch pedal.
3) When the clutch pedal is released, the display will show a value in the range 8 to 14 if the switch is correctly
adjusted.
4) If the switch is incorrectly adjusted, the display will show "CL" if clutch pedal switch adjustment screw is to be
turned clockwise or "CCL" if the screw is to be turned counter-clockwise.
H7-16x16 Trans.-Channel 2 (APH): C1/C2 Manual Calibration and Quickfill Adjustment

This channel is used to manually adjust and test the calibration and quickfill values for the C1 and C2 clutches.
1) Ensure that the tractor is parked on hard level ground, the handbrake is released, the range lever is in the
high range position and that the transmission oil temperature is above 60°.
2) To adjust and test the C1 values, select 12th gear. The display will show "C1". Fully depress the clutch
pedal and move the shuttle lever into the forward position. The clutch calibration value for C1 will be
displayed.
3) The range switch is used to switch the display between the clutch calibration value and the clutch quickfill
time.

4) To adjust the clutch calibration value first ensure that the display is showing the calibration value. If the
display is currently showing the quickfill time then use the range switch to change back to the calibration
value. Fully depress the clutch pedal and use the upshift and downshift switches to adjust the calibration
value either up or down.
5) To test the calibration value completely release the clutch pedal, then depress it slightly and release it. The
correct value has been achieved if the tractor starts to creep.
6) To adjust the clutch quickfill value first ensure that the display is showing the quickfill value. If the display is
currently showing the calibration value then use the range switch to change to the quickfill value. Fully

depress the clutch pedal and use the upshift and downshift switches to adjust the quickfill value either up or
down. Values in the range 3 to 19 may be selected.
7) To test the quickfill value completely release the clutch pedal, then depress it slightly and release it. For a
proper adjustment the transmission oil must be above 85°. For a good setting no perceivable kick must be
felt, just a creep due to the calibration value.
8) To adjust and test the C2 values, put the transmission into neutral, and repeat from step 2 but select 13th
gear.
H7-16x16 Trans.-Channel 3 (APH): C3/C4 Manual Calibration and Quickfill Adjustment

This channel is used to manually adjust and test the calibration and quickfill values for the C3 and C4 clutches.
high range position, and that the transmission oil temperature is above 60°.
displayed.
time.
4) To adjust the clutch calibration value, first ensure that the display is showing the calibration value. If the
display is currently showing the quickfill time, then use the range switch to change back to the calibration
5) To test the calibration value, completely release the clutch pedal, then depress it slightly and release it. The
6) To adjust the clutch quickfill value, first ensure that the display is showing the quickfill value. If the display is
currently showing the calibration value, then use the range switch to change to the quickfill value. Fully
7) To test the quickfill value, completely release the clutch pedal, then depress it slightly and release it. For a
proper adjustment, the transmission oil must be above 85°. For a good setting, no perceivable kick must be
8) To adjust and test the C4 values, put the transmission into neutral, and repeat from step 2 but select 13th
gear.
H7-16x16 Trans.-Channel 4 (APH): C5 Manual Calibration and Quickfill Adjustment

This channel is used to manually adjust and test the calibration and quickfill values for the C5 clutch.
high range position, and that the transmission oil temperature is above 60°.
displayed.
time.
4) To adjust the clutch calibration value, first ensure that the display is showing the calibration value. If the
display is currently showing the quickfill time, then use the range switch to change back to the calibration
5) To test the calibration value, completely release the clutch pedal, then depress it slightly and release it. The

6) To adjust the clutch quickfill value, first ensure that the display is showing the quickfill value. If the display is
currently showing the calibration value, then use the range switch to change to the quickfill value. Fully
7) To test the quickfill value, completely release the clutch pedal, then depress it slightly and release it. For a
proper adjustment, the transmission oil must be above 85°. For a good setting, no perceivable kick must be
H7-16x16 Trans.-Channel 5 (APH): Forward/Reverse Synchronizer Test
This channel is used to test the forward/reverse synchronizer.
1) The synchro position is displayed on the central display (range 20-80).
2) Press the upshift button to increase the forward synchronizer solenoid pressure.
3) Press the downshift button to increase the reverse synchronizer solenoid pressure.
H7-16x16 Trans.-Channel 6 (APH): 4/5 Synchronizer Test

This channel is used to test the 4/5 range synchronizer.
1) The synchro position is displayed on the central display (range 20-80).
2) Press the upshift button to increase the 4/5 synchronizer solenoid pressure.
3) Press the downshift button to increase the 5/4 synchronizer solenoid pressure.
4) Press both the upshift and downshift buttons to move the synchronizer to the neutral position (for Case-IH
units, press the range switch to move the synchronizer to the neutral position).
H7-16x16 Trans.-Channel 7 (APH): PWM Valve Test

C1, C2, C3, C4, F synchronizer, R synchronizer, 1-4 synchronizer, 5-8 synchronizer and the
PTO valve.
There are two tests that can be performed for each valve; a ramp test and a step test.
Additionally, there is test that can be performed to check the reaction of the accumulator. In
order to perform the tests the following conditions must be met:
• Engine speed set to 1200 rpm +/-100 rpm
• The transmission synchronizers must be calibrated.
• The range lever must be in neutral.
In the event of any of these conditions not being met then a U code will be displayed and the test will not be
allowed to be performed until appropriate action has been taken. A list of the U codes used is provided later in this
section.
The tests can be performed if the transmission oil temperature is outside of the 45°C to 55°C range, and the display
will alternate between the selected valve and "CL", indicating the oil temperature is low (<45°C) or "CH", indicating
the temperature is high (>55°C)
H7-16x16 Trans. (APH): Ramp Test

3) The test will ramp-up the current to the selected solenoid from zero to maximum current over a period of 10
seconds. Maximum current will be maintained for 1 second before ramping back down to zero over a further
10 second period.

released.
H7-16x16 Trans. (APH): Step Test

2) With the shuttle lever in forward and the clutch pedal fully-released, the step test is performed for the
the test.
5) On completion of the test "End" will be shown on the instrument cluster and the downshift button can be
released.
6) The downshift button must be kept pressed during the ramp test. If the button is released, then the test will be
H7-16x16 Trans. (APH): Accumulator Test

valves available for testing until "Acc" is displayed.


3) The test will turn on the C3 and C4 clutch solenoids with maximum current for a period of 1 second then turn
them off for a further 1 second. This cycle will be performed 5 times.

the test.

released.

6) The downshift button must be kept pressed during the accumulator test. If the button is released, then the
test will be terminated and the current in the solenoid will return to zero.
“U” Codes Used During the PWM Valve Test: 16x16 APH
U17 Seat switch not activated (operator not in the seat)
U127 Transmission oil temperature is below 10°C, warm up the transmission oil.
U128 Transmission oil temperature is above 105°C, allow the transmission oil to cool down.
U129 Synchronizers not calibrated.
U149 Range lever not in neutral position.

H8 – Clear Controller Settings
H8 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Clear Controller Settings

The H8 diagnostic menu is used to clear calibration values and error codes that are stored in the electronic
controller’s non-volatile memory. The contents of non-volatile memory are retained even if there is no power to the
controller, i.e. the battery is disconnected.
Note 1: In order to change any configuration settings, the H3 menu must be used. These settings will be
unaffected by performing an H8 operation.
Note 2: Use the HC menu if it is required to erase all stored error codes without erasing calibration
information.
H8-TCU (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): H8 for the Tractor Control Unit

On these controllers, the H8 menu can be used on two levels, either to clear the calibrations and error codes of the
all subsystems on the controller, or to clear the calibration data for an individual subsystem, for example
Transmission Control.
Procedure

1) Turn the key switch to the on position without starting vehicle.

2) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the
appropriate controller, menu H8 and then press the PROG / Dimming button to accept the menu selection.

3) Use the menu selection buttons on the instrument cluster to select the subsystem to be cleared.

4) For the control modules each subsystem can be cleared individually, or by selecting the module identifier
the settings for the whole module can be erased.
Armrest Units:

For the U1 controller, the available options are:
U1 Ö Ö Ö Ö Ö Ö *Ö

Ö Ö Ö Ö
* Only for CCM vehicles with Shiftable PTO.

Non-Armrest Units:

For the RY or RZ controllers, the available options are:
RY or RZ Ö Ö Ö Ö Ö Ö

For the DW or DX controllers, the available options are:
DW or DX Ö Ö Ö Ö Ö

For the RC, RK, or DU controllers, the available options are:
RC, RK or DU Ö Ö Ö

5) Once the system to be erased has been selected the display will show “‘EECL”. Press and hold the menu
down button and the display will count down from “05” to “01” and then show “EE”. The menu down button
can then be released and the key switch turned to the off position.

6) If the menu down button is released before the count reaches “01”, then the no settings will be erased.
Note 1: It is not possible to return to the top level HH menu after an H8 procedure has been performed. The only
permitted action is to key-off the vehicle to allow the reset values to be stored.

H8-Instrument Cluster (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): H8 for the
Instrument Clusters

The H8 menu on the Instrument Cluster has two options ‘clear net config’ and ‘clear settings’.

The ‘clear net config’ option is used to erase the stored network configuration table in the Instrument Cluster.
Among other things, the stored network configuration is used to determine which controllers are present for
diagnostic purposes. The network configuration table should be cleared whenever an electronic controller
is added or removed from the vehicle’s CAN network.

The ‘clear settings’ option is used to clear all of the following information stored in the Instrument Cluster’s non-
volatile memory and set the parameters to their default values (indicated in brackets).
• Implement width (0)

• Slippage warning threshold (0 – no warning)
• Maintenance (0 – no warning)
• Wheel calibration – tire radius (874) (Case-IH/Steyr)
• Wheel calibration – rolling circumference (5497) (New Holland)
• Keys audible feedback (on)
• Fault codes (erased)
• Fault code management (Factory mode)
• Area worked
• Odometer 1 / 2
• Dimming (5)
• Contrast (7)
• SWCD on-line (Yes)

Procedure
1) Turn the key switch to the on position, without starting vehicle.

2) Enter the mode by navigating the H-menus using the switches on the instrument cluster. Navigate to the
appropriate controller, menu H8 and then press the PROG / Dimming button to accept the menu selection.

3) Use the menu selection buttons on the instrument cluster to select either ‘clear network config’ or ‘clear
settings’. The display will then show “EECL”.

4) Press and hold the menu down button and the display will count down from “5“ to “1“ and then show “EE”,
indicating the selected option has been cleared. The key switch can then be turned to the off position.

5) If the menu down button is released before the count reaches “1”, then the no settings will be erased.
Note: It is not possible to return to the top level HH menu after an H8 procedure has been performed. The
only permitted action is to key-off the vehicle to allow the reset values to be stored.

H8-EPL (APH / CCM-SWB / CCM-LWB / MRM): H8 for the Electronic Park Lock (XA)

The H8 menu on the EPL controller (XA) is used to clear all error codes and restore all calibration data to its
default values.

Procedure
1) Turn the key switch to the on position without starting vehicle.

2) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to the XA
controller, menu H8, and then press the PROG / Dimming button to accept the menu selection.

3) The display will count down from “5“ to “0“ and then show “EE”, indicating the operation is complete.
Note: If the H8 procedure has been performed, then it will be necessary to use H3 channel 1 to re-enable
the EPL.
“U” Codes Displayed During H8 Procedure: APH / CCM-SWB / CCM-LWB / MRM

U65 Engine is running during the “H8” procedure.

H9 – Voltmeter Diagnostics
H9 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Voltmeter Diagnostics


The H9 diagnostic menu is used to check the operation of a controller’s various potentiometer inputs, voltage
supplies, and solenoid circuit currents.

All vehicle subsystems are operable during this procedure

Procedure

1) Enter the mode using the 380000843 jumper-plug and navigate the H-menus by using the buttons on the
instrument cluster selecting the required controller and then menu H9. The LCD display will change to show
‘ch - - ’ as shown below for the U1 controller.
2) The channel number can be increased by depressing the menu up button and decreased by depressing the
menu down button.

3) After a short timeout, the display will change to show the reading for the displayed channel.

4) The channel numbers, corresponding signals, and some typical values are shown for each controller in the
following subsections.
Armrest Units:
H9-U1 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Voltmeter Diagnostics for the
Tractor Control Unit (U1)
The voltage values displayed in these menus are represented in milli-Volts (e.g. 12000 = 12V)
The current values displayed in these menus are represented in milli-Amps (e.g. 200 = 200mA)
Where a voltage of 12000 is quoted in the typical reading column, this refers to the nominal battery voltage. The

actual value will vary according to the condition of the battery. Use channel 200 to obtain the actual battery voltage.
Chan No ECU pin Description Typical Reading

0 - handbrake released
1 CN1-B16 Handbrake switch (Not CCM-HD)
12000 - handbrake applied

0 - EDC disabled
6 CN1-B15 EDC enable switch
12000 - EDC enabled

530 - clutch disengaged
7 CN1-B14 B clutch pressure sensor
2700 - clutch engaged

500 - pedal released
8 CN1-B13 Foot throttle position
4200 - pedal fully depressed

1000 to 4000
Airbrake pressure sensor 1
CN1-B08 w/ABS (typically 3800 with engine running
9
and compressor working
CN4-A24 Airbrake pressure sensor 1
10 CN1-B07 EDC left draft load sensor 4200 - with no weight on rear hitch
11 CN1-B06 EDC right draft load sensor 4200 - with no weight on rear hitch

0 - radar disconnected
12 CN1-B05 Radar present input
12000 - radar connected


0 - NASO lighting
13 CN2-A9 NASO lights input
12000 - ISO lighting

Transmission oil temperature sensor 2710 @ 20°C 1914 @ 40°C
14 CN2-A10
(SPS/FPS/16x16) 1294 @ 60°C 869 @ 80°C
17 CN2-A15 Right brake switch 0 to 12000

3500 - operator in seat
18 CN2-A16 Seat switch
1880 - operator out of seat

0 - EHR disabled
19 CN2-A17 EHR enable switch
12000 - EHR enabled
3000 - 1000
1400 - 1000E/540E (2 speed)
1050 - 1000
21 CN4-A17 ESPTO position sensor
2070 - 1000E (4 speed)
3040 - 540E
3990 - 540
22 CN1-B08 Front Suspension Rod Pressure (CCM-HD Only 2000 to 2500

1300 - creeper disengaged
23 CN4-A24 Creeper position sensor
2700 - creeper engaged

0 - switch pressed
24 CN4-A10 Rear PTO fender N/C switch
12000 - switch not pressed

800 - in low range position
Low/high range synchronizer position 2100 - in neutral position
3500 - in high range position

F/R synchronizer position sensor 3200 to 4700 - in F range position
25 CN4-A18
300 to 1800 - in R range position

Airbrake pressure sensor 2 w/ABS 1000 to 4000
(typically 3800 with engine running
and compressor working

0 - switch pressed
26 CN4-A12 Rear PTO brake switch
Front suspension accelerometer 2000 - suspension at rest
27 CN4-A25
Front suspension piston pressure 2000 to 2500

Ground speed PTO switch 0 - GPTO engaged
28 CN4-A23
12000 - GPTO not engaged

29 CN2-A25 Rear PTO fender N/O switch
12000 - switch pressed

0 - link present
30 CN2-B13 High-flow pump link input
12000 - link not present
Front suspension not pressure switch
31 CN2-B14
Creeper rail switch (16x16)

0 - switch in off position
32 CN2-B15 Rear PTO N/O switch
12000 - switch in on position
33 CN2-B16 Left brake switch low 0 to 5000
34 CN2-B19 Right brake switch low 0 to 5000

35 CN2-B20 EHR3 fender retract switch (on rear fender)

36 CN2-B21 EDC external raise switch
12000 s itch pressed
0 - switch not in 540E position
37 CN2-B22 ESPTO speed select switch – 540E
12000 - switch in 540E position


38 CN2-B23 EHR3 fender extend switch (on rear fender)

0 - pedal released
39 CN2-B24 Foot throttle not idle switch
8000 - pedal depressed

0 - switch not in 540 position
40 CN2-B27 ESPTO speed select switch – 540
12000 - switch in 540 position

1540 - button not pressed
41 CN2-B28 Shuttle lever neutral switch
3400 - button pressed

500 - brakes applied
42 CN2-B29 Airbrake pressure sensor 2 w/ABS
4500 - brakes released

0 - lever in rest position
43 CN2-B30 Shuttle lever forward/reverse switch
3670 - lever in F or R

3050 to 4750 - in F2 position
44 CN2-B31 F2/R1 synchro position 1 (CVT)
250 to 2000 - in R1 position

250 to 2000 - in F2 position
45 CN2-B32 F2/R1 synchro position 2 (CVT)
3050 to 4750 - in R1 position

500 - brakes not applied
Brake pressure sensor (CVT)
4000 - brakes fully applied
46 CN2-B33
500 - brakes applied
Brake pressure right w/ABS
4500 - brakes released

950 - axle at lowest position
47 CN3-A9 Front suspension axle position sensor
3800 - axle at highest position

1350 - pedal fully depressed
Clutch pedal position sensor
48 CN3-A10
Clutch pedal position sensor 625 - pedal fully depressed

49 CN3-A11 Rear PTO N/C switch

0 - clutch not at pressure
Forward clutch pressure switc h (FPS)
12000 - clutch at pressure
50 CN3-A12
0 - not in high range
High range switch (16x16)
12000 - in high range

0 - clutch not at pressure
Reverse clutch pressure switc h (FPS)
12000 - clutch at pressure
53 CN3-A17
0 - not in low range
Low range switch (16x16)
12000 - in low range

530 - clutch disengaged
54 CN3-A18 A clutch pressure sensor (CVT)
2700 - clutch engaged

ESPTO speed select switch – neutral 0 - switch not in Neutral position
55 CN3-A23
12000 - switch in Neutral position

520 - with engine off
56 CN3-A24 Transmission oil pressure sensor
2850 - with engine at idle
57 CN3-B1 Crank detect input 12000 - cranking in progress

0 - high flow pump present
58 CN3-B11 High low pump not present input
12000 - high flow pump not present
300 to 1200 - F2
2050 to 2800 - N
F2/R1 synchro position sensor (CVT)
3550 to 4700 - R1
59 CN3-B12
800 - in mid-range position
Mid/Rev range synchro positio n (SPS) 2100 - in neutral position
3500 - in reverse range position


300 to 1800 - in 4 range position
4/5 synchro position sensor (16x16)
3200 to 4700 - in 5 range position

300 to 1200 - F1
F1/F3 synchro position sensor (CVT)
2050 to 2800 - N
60 CN3-B13
3550 to 4700 - F3
Hydro g-port pressure sensor (CVT) 520 (engine off)
2600 (engine at idle)

300 to 1200 - R2
F4/R2 synchro position sensor (CVT)
2050 to 2800 - N
61 CN3-B14 3550 to 4700 - F4
Hydro filter pressure sensor (CVT) 520 (engine off)
2600 (engine at idle)
Left brake switch 0 to 12000
63 CN3-B16
Right brake switch high w/ABS 0 to 12000

64 CN3-B19 EDC external lower switch

ESPTO speed select switch - 1000E 0 - switch not in 1000E position
65 CN3-B20
12000 - switch in 1000E position
66 CN3-B21 12V PTO sense input 12000

0 - switch not in 1000 position
68 CN3-B23 ESPTO speed select switch - 1000
12000 - switch in 1000 position

72 CN3-B29 Front hitch external raise switch

73 CN3-B30 Front hitch external lower switch

0 - exhaust brake not pressed
75 CN4-A22 Exhaust brake switch
12000 - exhaust brake pressed

0 - fender switch not fitted
81 CN4-B13 Front hitch fender switch present input
12000 - fender switch fitted

0 – Air con pressure low
82 CN4-B14 Air conditioning pressure switch
12000 - Air con pressure high

83 CN4-B15 Front PTO N/O switch

84 CN4B16 Front PTO N/C switch

1645 @ 20°C 1724 @ 40°C
85 CN4-B17 Transmission oil temp. sensor (CVT)
1797 @ 60°C 1865 @ 80°C

86 CN4-B21 Shuttle lever reverse switch
3415 - lever in reverse position

87 CN4-B22 Shuttle lever forward switch
3415 - lever in forward position

550 - rear hitch fully lowered
91 CN4-B30 EDC rockshaft position sensor
4200 - rear hitch fully raised

1200 - front hitch fully lowered
92 CN4-B31 Front hitch position sensor
4250 - front hitch fully raised

0 - when solenoid is off
100 CN4-A07 A solenoid current (CVT/SPS/FPS)
750 - when solenoid is on

101 CN4-A13 B solenoid current (CVT/SPS/FPS)

102 CN3-A05 C solenoid current (SPS/FPS)


103 CN3-B02 D solenoid current (SPS/FPS)

104 CN3-B05 E solenoid current (SPS/FPS)
CN3-A14 Clutch low range solenoid current (FPS) 0 - when solenoid is off
105
CN1-A24 Synchro low range solenoid current (SPS) 750 - when solenoid is on
CN3-B07 Clutch mid range solenoid current (FPS) 0 - when solenoid is off
106
CN3-B04 Synchro mid range solenoid current (SPS) 750 - when solenoid is on
CN1-A25 Clutch high range solenoid current (FPS) 0 - when solenoid is off
107
CN2-B06 Synchro high range solenoid current (SPS) 750 - when solenoid is on
CN1-A23 Clutch reverse range solenoid current (FPS) 0 - when solenoid is off
108
CN3-A22 Synchro reverse range solenoid current (SPS) 750 - when solenoid is on

th 0 - when solenoid is off
109 CN4-A19 19 gear solenoid current (SPS/FPS)

th 0 - when solenoid is off
110 CN3-B06 19 gear dump solenoid current (SPS/FPS)

111 CN3-B33 Creeper solenoid current (SPS/FPS/16x16)

112 CN3-B33 Dump solenoid current (CVT)
113 CN3-B07 Hydro solenoid current (CVT) 380 - in N with engine at idle

F1 synchronizer solenoid current (CVT) 0 - when solenoid is off
114 CN3-A05

115 CN3-B05 F2 synchronizer solenoid current (CVT)

116 CN3-B02

117 CN3-A14

118 CN1-A23 R1 synchronizer solenoid current (CVT)

R2 synchronizer solenoid current (CVT) 0 - when solenoid is off
119 CN1-A25

Brake lube solenoid current (CVT) 0 - when solenoid is off
120 CN3-A10

121 CN1-B29 EDC raise solenoid current
1800 - 3000 - when solenoid is on

122 CN1-B33 EDC lower solenoid current

123 CN3-B10 Rear PTO solenoid current

124 CN3-A08 Front PTO solenoid current

Front suspension upper lockout current 0 - when solenoid is off
125 CN3-A25

Front suspension lower lockout current 0 - when solenoid is off
126 CN2-A19

127 CN2-A05 Rod solenoid current


128 CN2-A04 Piston solenoid current

129 CN3-A25 Pump not tank solenoid current

130 CN3-A5 C1 solenoid current (16x16)

131 CN3-B02 C2 solenoid current (16x16)



134 CN3-B05 1/4 synchro solenoid current (16x16)

135 CN3-A14 5/8 synchro solenoid current (16x16)

136 CN1-A25 F synchro solenoid current (16x16)

137 CN1-A23 R synchro solenoid current (16x16)

138 CN3-A19 17th gear solenoid current (16x16)

139 CN3-B06 17th gear dump solenoid current (16x16)
140 CN2-A06 Auto guidance solenoid current
150 CN1-A11 CDE speed sensor (SPS) 1510 - when engine not running
151 CN1-A17 Ring speed sensor (CVT) 1900 - when engine not running
152 CN1-A12 Trans. output speed sensor #1 (CVT) 1900 - when engine not running
153 CN1-A18 Rear PTO speed sensor 3360 - when engine not running
154 CN1-A15 Flywheel speed sensor 3360 - when engine not running

Transmission output speed sensor #2 (CVT) 1900 - when engine not running
156 CN1-B10
157 CN1-B18 Trans. output speed sensor (SPS/FPS/16x16) 3360 - when engine not running
158 CN1-B02 PTO rear twist sensor 3360 - when engine not running
159 CN1-B11 Mid-speed sensor (FPS) 3360 - when engine not running
161 CN1-B03 Main brake switch w/ABS 0 - 12000
170 via CAN Brake circuit press. sensor P4 w/ABS 0 to 750 kPa

Longitudinal acceleration sensor w/ABS 125 with vehicle stationary on flat
175 via CAN
surface
200 CN1-A20 12VPS (un-switched) 12000
201 CN1-A14 12VA 12000
202 CN1-A26 12VB 12000
203 CN2-B03/04 12VD 12000
204 CN1-B26/27 12VF1 12000

0 - when transmission in N
205 CN4-A01/08 12VF2
12000 - when transmission in gear


206 CN2-B09/17 12VF3 12000
207 CN2-A07/13 12VH 12000
208 CN2-A02/03 12VH1 12000
209 CN1-B31/32 12VM 12000
210 CN4-B02 12VR 12000
211 CN3-B08/09 12VS1 12000
212 CN3-B03 12VS2 12000
213 CN3-A07/13 12VT1 12000
214 CN3-A21 12VU1 12000
215 CN3-A02/03 12VU2 12000
216 CN1-A06 8V5REF 8500
217 CN1-A08 5VREF1 5000
218 CN1-A03 5VREF2 5000
219 CN1-A09 5VREF3 5000
220 - 5VREF 1 IN 5000

Non-Armrest Units:
H9-Main (CCM-SWB): Voltmeter Diagnostics for the RY and RZ (Main)

1 CN4-20 Clutch pedal sensor 75 released 29 depressed
2 CN1B-14 Trans oil temperature 75% at 40°C
3 CN1B-11 PTO fuse sense 99
5 CN1B-16 +5V sensor supply 48
CN1A-1
7 CN1A-2 +12VF voltage source 45
CN1A-3
8 CN1A-8 +12VD voltage source 45 (with transmission in F or R)
9 CN1A-20 +12VH voltage source 45

10 CN3B-25
+12VT voltage source 45
CN3B-34
11 CN4-9 Seat switch 69 in seat 36 not in seat
12 CN1B-34 Transmission output speed sensor 8 or 50 (engine not running)
13 CN3B-22 Flywheel speed sensor 8 or 50 (engine not running)
29 CN3A-9 Creeper position potentiometer 26 off 54 on
30 CN2-4 EDC raise solenoid current 0 turned off 66 turned on
31 CN2-5 EDC lower solenoid current 0 turned off 66 turned on
32 CN1B-2 Lift arm position potentiometer 6 lowered 79 raised
33 via CAN Position control potentiometer 10 lowered 88 raised
34 via CAN Drop rate potentiometer 14 counter-clockwise 84 clockwise
35 via CAN Height limit potentiometer 14 counter-clockwise 84 clockwise
36 via CAN Sensitivity potentiometer 14 counter-clockwise 84 clockwise
37 via CAN Slip limit potentiometer 14 counter-clockwise 84 clockwise
38 CN1B-9 Right hand draft load pin 46
39 CN1B-10 Left hand draft load pin 46
40 via CAN Draft load potentiometer 10 counter-clockwise 88 clockwise
41 CN3A-7 EDC raise switch (bone) 30 released 68 depressed
42 CN3A-26 EDC work switch (bone) 30 released 68 depressed


43 CN2-8 Clutch A solenoid current 0 clutch off 70 clutch on
44 CN2-1 Clutch B solenoid current 0 clutch off 70 clutch on
45 CN2-5 Clutch C solenoid current 0 clutch off 70 clutch on
46 CN2-3 Clutch D solenoid current 0 clutch off 70 clutch on
47 CN3B-1 Clutch E solenoid current 0 clutch off 70 clutch on
48 CN3A-6 EDC raise / work fault line 99 pressed 0 not pressed
49 CN3B-18 Rear PTO solenoid current 0 when off 99 when on
52 CN3B-2 Creeper solenoid current 0 clutch off 99 clutch on
58 CN3B-3 Low-range solenoid current 0 clutch off 70 clutch on
59 CN2-7 Mid-range solenoid current 0 clutch off 70 clutch on
60 CN2-2 High-range solenoid current 0 clutch off 70 clutch on
61 CN2-13 19th gear solenoid current 0 clutch off 70 clutch on
62 CN3B-10 19th gear dump solenoid current 0 clutch off 70 clutch on
66 CN3B-4 Reverse range solenoid current 0 clutch off 70 clutch on

Mid/reverse synchronizer position sensor
71 CN3A-2 16 in Mid 70 in Rev 42 in N
(RU controller only)

Low/high synchronizer position sensor
74 CN4-14 16 in High 70 in Low 42 in N
(RU controller only)
75 CN4-1 Range switch (SPS only)
76 CN1B-12 Shuttle lever forward switch 30 released 68 depressed
77 CN1B-13 Shuttle lever reverse switch 30 released 68 depressed
81 CN3A-10 Upshift switch 30 released 68 depressed
82 CN3A-11 Downshift switch 30 released 68 depressed
90 via CAN Hand throttle 0 at idle 100 at max rpm
91 CN1B-1 Foot throttle potentiometer 10 at idle 85 at max rpm
96 CN2-20 PTO speed sensor 8 or 50 (engine not running)
97 via CAN EHR joystick (X) 0 at center 100 left/right
98 via CAN EHR joystick (Y) 0 at center 100 up/down
109 CN1B-7 Transmission oil pressure sensor
133 CN2-14 PTO twist sensor 8 or 50 (engine not running)
143 via CAN Proportional joystick
H9-Main (APH): Voltmeter Diagnostics for the DW and DX (Main)
1 CN1B-1 Clutch pedal sensor 72 released 26 depressed
2 CN1B-14 Transmission oil temperature 75% at 40°C
3 CN1B-11 Fuse 12V sense 100

CN1B-16
5 +5V sensor supply 49
CN1B-17
CN1A-1
CN1A-3
8 CN1A-8 +12VD voltage source 44 (with shuttle lever in forward)

CN3B-25
10 +12VT voltage source 44
CN3B-24
11 CN3A-16 Seat switch 100 when in seat 0 out of seat


12 CN1B-34 Wheel speed sensor voltage 45 when stationary
18 - Engine speed RPM
19 - Wheel speed 278 per km/h
20 - Radar speed 278 per km/h
30 CN1A-5 EDC raise solenoid current 0 turned off 66 turned on
31 CN1A-12 EDC lower solenoid current 0 turned off 66 turned on
32 CN1B-2 Lift arm position potentiometer 10 lowered 76 raised
33 CN1B-3 Position control potentiometer 11 lowered 89 raised
34 CN1B-4 Drop rate potentiometer 14 counter-clockwise 84 clockwise
35 CN1B-5 Height limit potentiometer 14 counter-clockwise 84 clockwise
36 CN1B-6 Sensitivity potentiometer 14 counter-clockwise 84 clockwise
37 CN1B-7 Slip limit potentiometer 14 counter-clockwise 84 clockwise
38 CN1B-9 Right hand draft load pin 42 with no load on draft pin
39 CN1B-10 Left hand draft load pin 42 with no load on draft pin
40 CN1B-8 Draft load potentiometer 14 counter-clockwise 78 clockwise
43 CN2-8 Clutch 1 solenoid current (16/17x16) 0 clutch off 78 clutch on
44 CN2-1 Clutch 2 solenoid current (16/17x16) 0 clutch off 85 clutch on

Clutch 3 solenoid current (16/17x16)
45 CN2-2 0 clutch off 85 clutch on
Low clutch solenoid current (24x24)

Clutch 4 solenoid current (16/17x16)
High clutch solenoid current (24x24)
53 CN2-8 Clutch 1 solenoid fast current (16/17x16) 0 clutch off 25 clutch on
54 CN2-1 Clutch 2 solenoid fast current (16/17x16) 0 clutch off 25 clutch on

Clutch 3 solenoid fast current (16/17x16)
Low clutch solenoid fast current (24x24)

Clutch 4 solenoid fast current (16/17x16)
High clutch solenoid current (24x24)
63 CN2-7 Forward synchronizer current 0 when off 30 when on
64 CN2-6 Reverse synchronizer current 0 when off 30 when on
65 CN2-7 Forward synchronizer fast current 0 when off 8 when on
66 CN2-6 Reverse synchronizer fast current 0 when off 8 when on
67 CN3B-1 4-5 synchronizer current (16/17x16) 0 when off 30 when on
68 CN2-13 5-4 synchronizer current (16/17x16) 0 when off 30 when on
69 CN3B-1 4-5 synchronizer fast current (16/17x16) 0 when off 8 when on
70 CN2-13 5-4 synchronizer fast current (16/17x16) 0 when off 8 when on
72 CN3A-18 Forward/reverse synchronizer potentiometer 75 in forward 15 in reverse
73 CN3A-3 4-5 synchronizer potentiometer 75 in 1-4 15 in 5-8
75 CN3A-23 Range switch (16/17x16) 0 not pressed 100 pressed
76 CN1B-12 Forward switch (shuttle lever) 30 released 68 depressed
77 CN1B-13 Reverse switch (shuttle lever) 30 released 68 depressed
78 CN3A-10 Left brake pedal switch 100 not pressed 0 pressed
79 CN3A-11 Right brake pedal switch 100 not pressed 0 pressed
83 CN3A-17 Hand throttle not idle switch 0 at idle 100 not idle
89 CN3A-2 Hand throttle potentiometer 2 5 low idle 41 high idle
90 CN3A-1 Hand throttle potentiometer 1 8 low idle 77 high idle
91 CN3A-7 Foot throttle potentiometer 10 low idle 83 high idle
94 CN3B-22 Engine flywheel speed sensor voltage Between 8 and 49
95 CN3B-21 PTO torque sensor voltage Between 8 and 49


96 CN2-20 PTO speed sensor voltage Between 8 and 49
110 CN3A-6 Shuttle lever not in Neutral switch 0 in N 100 out of N

Non-Armrest Units:
H9-Aux (APH / CCM-SWB): Voltmeter Diagnostics for the RC and RK (Aux.)

CN1A-1
CN1A-3
8 CN1A-8 +12VD voltage source 45

CN3B-25
10 +12VT voltage source 45
CN3B-34
14 CN2-7 Front PTO solenoid current 0 when FPTO off 99 when FPTO on
15 CN2-6 SFA upper lockout solenoid current 0 when locked out 30 to 55 when active
16 CN2-13 SFA lower lockout solenoid current 0 when locked out 30 to 46 when active
17 CN1B-5 SFA accelerometer (RC controller only) 40 when vehicle stationary
26 CN1B-6 Front axle position sensor 120 lowest position 950 highest position
27 CN1B-3 Front hitch height control 0 lowest 99 highest
28 CN1B-2 Front hitch position 10 lowered 90 raised
97 via CAN EHR joystick (X) 0 at center 100 left/right
98 via CAN EHR joystick (Y) 0 at center 100 up/down
101 CN3A-1 EHR No. 1 lever lift 10, neutral 25, lower 40, float 50
H9-Main (APH): Voltmeter Diagnostics for the DU (Aux.)

3 CN1B-11 Fuse 12V sense 100
CN1B-17
CN1A-1
CN1A-3
8 CN1A-8 +12VD voltage source 44
10 CN3B-25 +12VT voltage source 44
CN3B-34
18 - Engine speed
19 - Wheel speed 1 kph = 278
20 CN3A-1 EHR #1 lever
24 - Not used -


25 - Not used -
26 CN1B-7 Front axle position sensor 120 lowest 950 highest
27 CN1B-3 Front hitch height control 0 lowest 99 highest
28 CN1B-2 Front hitch position sensor 10 lowest 90 highest

Armrest Units:
H9-LC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Voltmeter Diagnostics for the LC
(Armrest) Controller
Chan No Description Typical Reading

27 Front hitch – height limit control 0.0 counter-clockwise 100.0 clockwise
33 Rear hitch – position control 0.0 counter-clockwise 100.0 clockwise
34 Rear hitch – drop rate control 0.0 counter-clockwise 100.0 clockwise
35 Rear hitch – height limit control 0.0 counter-clockwise 100.0 clockwise
36 Rear hitch – sensitivity control 0.0 counter-clockwise 100.0 clockwise
37 Rear hitch – slip control 0.0 counter-clockwise 100.0 clockwise
40 Rear hitch – draft control 0.0 counter-clockwise 100.0 clockwise
89 Hand throttle # 2 position 0.0 min throttle 100.0 max throttle
90 Hand throttle #1 position 0.0 min throttle 100.0 max throttle
97 Joystick 1 – X position 0.0 at center 100.00 left/right
98 Joystick 1 – Y position 0.0 at center 100.00 up/down
101 EHR #1 lever position 97.0 raise - 55.0 neutral - 12.0 lower - 1.0 float
140 Throttle handle position (Case-IH) 0.0 fully back 100.0 fully forward
143 Joystick 1 – proportional rocker 50 center - 0 pressed down - 100 pressed up
145 5V reference 92.7
149 EHR flow encoder 0.0 to 6.1 as control is rotated
150 MFH encoder 0.0 to 1.3 as control is rotated
152 12V ignition 72.0

Armrest Units:
H9-Inst (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Voltmeter Diagnostics for the
IG/IH/HU Instrument Clusters

4 Programming voltage Vpp 12.0V
5 CN1-19 +5V sensor supply 5.0V
10 CN1-24 +12VT voltage source Voltage in volts

23.0 full right lock
21 CN3-22 Steering angle sensor
128.0 full left lock
24 CN3-15 Air brake pressure 9.0 bar (low pressure warning at 5.4 bar)
25 CN3-14 Fuel level 30 = full 270 = empty
51 CN3-21 Vane pump 23.5
108 CN3-15 Air brake pressure (new sensor) 9.0 bar (low pressure warning at 5.4 bar)
199 CN1-25 Alternator charging 9.8 to 16.0 (Volts)

Non-Armrest Units:
H9-Inst (CCM-SWB): Switch Diagnostics for the HX and HY Instrument Clusters
4 Programming voltage Vpp 12.0 (Volts)
5 CN1-19 +5V sensor supply 5.0 (Volts)
10 CN1-24 +12VT voltage source voltage in Volts
21 CN3-22 Steering angle sensor 23.0 full right lock 128.0 full left lock
51 CN3-21 Vane pump 23.5
108 CN3-15 Air brake pressure (new sensor) 9.0 bar (low pressure warning at 5.4 bar)
H9-Inst (APH): Switch Diagnostics for the HV and HW Instrument Clusters

4 Programming voltage Vpp -600 (602 = 12.8V)
5 CN1-19 +5V sensor supply -490
10 CN1-24 +12VT voltage source -600 (602 = 12.8V)
21 CN3-22 Steering angle sensor 30 to 80 degrees

22
Engine oil pressure (mechanical
20 to 600
engines only)

23
Engine coolant temperature
20 to 950
(mechanical engines only)
109 CN3-23 Driveline oil pressure sensor 0 to 1023 (98 = 0 bar, 926 = 40 bar)
H9-KA (APH / CCM-SWB / CCM-LWB / CCM-HD): Voltmeter Diagnostics for the KA

Controller (Steering)
1 B5 LVDT secondary winding 1 450 to 750
2 B6 LVDT secondary winding 2 450 to 750
3 B4 Proximity sensor 50 to 800
4 A6 Electro-valve 350 to 500 mA

H9-XA (APH / CCM-SWB / CCM-LWB / MRM): Voltmeter Diagnostics for the XA (EPL)
Controller

1 ASNS_AI_1 input 0V to 5V (0.1V resolution)
2 Shuttle lever park switch 0V to 5V (0.1V resolution)
3 Battery voltage 2.7V to 26.8V (0.1V resolution)
4 Ignition switch voltage 0V to 27.9V (0.1V resolution)
5 Accelerometer -1.5g to +1.5 g (0.1g resolution)
6 Temperature -40°C to +120° (1°C resolution)

HA – Demonstration Modes
HA – Demonstration Modes
HA (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Demonstration Modes

The HA diagnostic menu is used to allow specific performance features of the vehicle to be turned off. This
makes it possible for dealers to demonstrate the advantages of these features.
HA (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Power Boost Demonstration Mode

This demonstration mode allows the power boost feature to be turned off.

Procedure

1) Enter the mode by navigating the H-menus using the buttons on the instrument cluster. Navigate to controller
code U1, menu HA and select ENGINE ( ), pressing the PROG / Dimming button to accept the menu
selection.
2) Use the menu selection buttons on the instrument cluster to select the channel 1.
3) The display will then show ‘Pbd’ (power boost demo). Power boost will work as normal, but now you can
use the decrease CRPM switch to turn off the power boost, and the increase CRPM switch to turn it on.
Note 1: The default is demonstration mode off.

Note 2: The power boost will only come on if the correct parameters are set under normal operation.
Note 3: Normal operation is returned after keying off.

HA (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Front Suspension Demonstration
Mode
This demonstration mode allows the lockout of the front suspension to be turned off for speeds above 12 kph in
order to demonstrate the effectiveness of the system.

Procedure

controller code U1, menu HA, and select FRONT SUSPENSION ( ), pressing the PROG / Dimming
button to accept the menu selection.
2) Use the menu selection buttons on the instrument cluster to select channel 1.
3) The display will then show ‘FSd’ (front suspension demo mode).
4) Use the SFA lock switch to toggle the state of the front suspension system between locked and unlocked,
regardless of the operating speed.
5) Press the PROG / Dimming button to exit the menu at any time.
Note 1: The default is demonstration mode off.

Note 2: Normal operation is returned after keying off.

HB – Display Stored Error Codes
HB – Display Stored Error Codes
HB (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Display of Stored Error Codes


The HB diagnostics menu is common to all controllers and is used to display error codes which have been stored
in the non-volatile memory of a controller.

Each electronic controller is capable of storing up to 10 error codes for each of its subsystems. A
full list of all the error codes for each subsystem is given at the end of this document. Procedure
1) Enter the mode using the 380000843 jumper-plug and navigate the H-trees by using the buttons on the
instrument cluster. Select the required controller, e.g. U1, then select the HB menu.
2) Use the menu selection buttons on the instrument cluster to select the subsystem.

3) If no errors are present in the selected subsystem, then ‘- - - -’ will be displayed and you will not be able to
select the subsystem.

4) If an error is present for the selected subsystem, then ‘F’ will be displayed.

5) The first error will then be displayed, as follows:

• “error code”, then
• “absolute hour of the first occurrence” then

• “absolute hour of last occurrence”, then

• “number of occurrences of the fault”.

6) The error information will then be displayed again.

7) The menu selection buttons can then be used to cycle through the stored errors for the subsystem.

8) Press the RESET / Dimming button to exit the menu at any time.

HC – Clear Stored Error Codes
HC – Clear Stored Error Codes
HC (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Clear Error Codes


The HC diagnostic menu is common to all controllers and used to clear the stored error codes in a controller.
Procedure
instrument cluster. Select the required controller, e.g. U1, and then select the HC menu, as shown follows
(U1 used for this example, Transmission Control subsystem selected).
2) The symbol means that the fault codes for all subsystems on that controller will be erased.
3) The LCD display will change to show ‘FCL’.

4) Press and hold the menu down button on the instrument cluster. While the button is pressed, the display
will show a countdown. When the display shows ‘EE’, the stored error codes will be erased.

If the button is released during the countdown, the procedure will be aborted and the display will return to show
‘FCL’.

5) Press the RESET / Dimming button to exit the menu at any time.

HD – Diagnostic Error Mode
HD – Diagnostic Error Mode
HD (APH) Diagnostic

(This function is applicable only to certain non-armrest APH units, in most units it is performed in H3
Configuration for the instrument clusters):

The HD diagnostic menu is used to select the vehicle diagnostic error mode, which controls how active fault
codes are displayed.

Procedure

1) Enter the mode by navigating the H menus using the buttons on the instrument cluster. Navigate to the
required cluster, e.g. HW, and then select the HD menu.

2) Use the menu selection buttons to select the Error Code mode required:-

E – Error Code Reduction mode.

Only critical errors will be displayed

L – Live error code mode

All error codes will be displayed

F – Factory error code mode

All error codes will be displayed until 6 minutes has elapsed without any faults. The Error mode will
then automatically change to Error Code Reduction mode

3) Once the required setting is displayed, press and hold either the “h” or “m” button for 1 second. The
instrument cluster will beep and the setting will be stored.

4) Press the dimming key to exit the menu at any time.

Note: Service Training recommends that the Dealer Technician ensure that a customer tractor is set to “E”
prior to returning it to the customer.

HE – Frequency Diagnostics
HE (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Frequency Diagnostics


The HE diagnostic menu is common to all controllers and is used to check the operation of a controller’s frequency
inputs.

All vehicle subsystems are operable during this procedure.

Procedure

instrument cluster. Select the required controller, e.g. U1, and then select the HE menu. The LCD display
will change to show ‘ch 0’ as shown below for the U1 controller.
2) After a short timeout, the display will change to show the reading for the displayed channel.

3) The channel number can be increased by depressing the menu up button and decreased by depressing the
menu down button.

4) The channel numbers, corresponding signals, and some typical values are shown for each controller in the
tables in the following subsections.
Armrest Units:
HE-U1 (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): Frequency Diagnostics for the

Tractor Control Unit (U1)
Chan No ECU Pin Description Typical Reading
1 CN1-A11 CDE speed sensor (SPS)
2 CN1-A17 Ring speed sensor (CVT)
CN1-A12 Transmission output speed #1 (CVT)
3
CN1-B18 Transmission output speed (FPS/SPS/16x16)
4 CN1-A18 Rear PTO speed
5
6 CN1-A16 Radar speed

Transmission output speed sensor #2 (CVT)
7 CN1-B10
8 CN1-A15 Flywheel speed

10 CN1-B11 Mid-speed sensor (FPS)
11 Via CAN Front left wheel speed w/ABS
12 Via CAN Front right wheel speed w/ABS
13 Via CAN Rear left wheel speed w/ABS
14 Via CAN Rear right wheel speed w/ABS

Non-Armrest Units:

HE-Main (APH / CCM-SWB): Frequency Diagnostics for the RY and RZ (Main) Controllers
1 Transmission output speed
2 Radar
3 Not used
4 Rear PTO speed
5 CDE speed sensor (SPS only)
6 Mid speed sensor (FPS only)
7 PTO angle
8 Engine flywheel
9 PTO twist

HE-Aux (APH / CCM-SWB): Frequency Diagnostics for the RC and RK (Auxiliary)

Controllers
1 Not used -
2 Not used -
3 Not used -
4 Not used -
5 Not used -
6 Not used -
7 Not used -
8 Not used -

HE-Inst (APH / CCM-SWB / CCM-LWB / MRM): Frequency Diagnostics for the Instrument

Clusters
1 H_REC_STATUS from EPL 0 to 4000 Hz

HE-Inst (APH): Frequency Diagnostics for the Instrument Clusters (HV / HW)
18 Engine speed 0 to 3000 rpm
19 Wheel speed 0.0 to 55.0 kph
20 Radar speed 0.0 to 55.0 kph
96 Rear PTO speed 0 to 1200 rpm
97 Front PTO speed 0 to 1200 rpm

HF – Hardware Version
HF – Hardware Version
HF (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): View Hardware Version Information


The HF diagnostic menu is common to all controllers and is used to extract hardware version information from an
electronic controller.

Procedure

1. Enter the mode using the 380000843 jumper-plug and navigate the H-trees by using the buttons on the
instrument cluster. Select the required controller, e.g. U1, and then select the HF menu.
2. The LCD will then show a sequence of five or six numbers, according to the controller selected:
• the first set is always the hardware identifier

• the second and third set are always the hardware version
• the remaining two or three sets are the hardware serial number

3. At the end of the routine the display returns to HF and it is then possible to navigate further H-menus.

Example

The U1 controller will always show a sequence of six numbers, typical values are shown below.

0725 0400 0000 0000 3001 0376

• The first set of digits, as indicated above, indicates the Hardware Identifier; a number that uniquely defines
the controller hardware. In the above example, the value 725 identifies the hardware as the U1 controller.

• Second and third set of 4 digits displayed define the release number of the controller hardware. In the
example shown above, the controller hardware version would be 04.00.00.00.
• The last three sets of 4 digits displayed represent the 12-digit controller serial number. This number should
correspond to the serial number shown on the controller’s label. Note that the serial number shown on the
display will include leading zeros that may not be present on the controller label. In this example, the serial
number is 30010376.

HJ – EHR Valve Number Reprogramming
HJ - EHR Valve Number Reprogramming
U1-HJ (APH / CCM-SWB / CCM-LWB / CCM-HD / MRM): EHR Valve Number Programming
Armrest Units Only:

Each EHR valve has its own built in processor. The processor stores in its memory the valve’s number within the
EHR stack, i.e. whether it is valve number 1, 2, 3, 4 or 5 (units without armrest only have midmount valves, a
maximum of 4). If it becomes necessary to replace a valve assembly, then it becomes necessary to reprogram the
number of each valve within the complete valve assembly. Replacement valves assemblies are supplied with no
number assigned. To reprogram the valve number sequence, use the following procedure.

For the purposes of this manual, the procedure below shows the valve renumbering procedure on the U1
controller for the rear remote valves.

In order to renumber the front remote valves, the same procedure should be followed using the HJ menu on the U1
controller

It is essential that the renumbering procedure for a complete set of valves (e.g.: all rear valves) must be
completed in its entirety before commencing the procedure for the other set of valves.

Remember, units without armrest do not have rear EHRs, so you will only be renumbering the
midmount valves on these machines.

Procedure

1) With all the rear remote valves connected to the harness, enter the mode using the 380000843 jumper-plug
and navigate the H-trees by using the buttons on the instrument cluster. Select the required controller, e.g.
U1, menu HJ, and select the REAR EHR system.
2) The display will change to show ‘EEhr’.

3) Press and hold the menu down button. The display will change to show ‘5’ and countdown to ‘1’, then
change to ‘CEhr’, this means that the valve numbers have been cleared.

4) Turn the key switch to OFF.

5) Disconnect all the valves except valve number 1.

6) Turn the key switch to ON and select H-menu HJ once again, repeating the procedure in step 1.

7) The instrument cluster will momentarily display ‘Ehr_’ followed by ‘Ehr1’, and an audible beep will be heard,
indicating that the first valve has been recognized and renumbered. The display will then change to flash
‘Ehr2’, to signify that the controller is ready for the next valve to be connected.

8) Reconnect each valve in the correct order. As each valve is connected, an audible beep will signify that the
valve is recognized, and the display will change to show the next valve number to be reconnected until all the
valves have been connected. Ensure that the audible beep has been heard or the display has changed,
indicating the next valve to be renumbered before reconnecting the next valve.

9) If there are less than 5 rear remote valves (or 4 mid-mount valves), then the procedure can be terminated by
pressing and holding the menu down button. The display will change to ‘End’ to signify that the programming
is complete. If the maximum number of valves is installed, then the procedure will end automatically and
display ‘End’.

10) Turn the key switch to the OFF position for at least 5 seconds to store the new valve numbers.


HJ – EHR Valve Number Reprogramming
EHR Valve Renumbering “U” codes

The following “U” codes may be displayed if a problem is encountered during the above procedures:

U160 Incorrect sequence detected when renumbering the rear valves
Possible causes:
1) The renumbering procedure for mid-mount valves has not been completed correctly. Pay particular
attention to ensure that step 9 in the renumbering procedure has been completed.
U161 Incorrect sequence detected when renumbering the mid-mount valves
Possible causes:
1) The renumbering procedure for rear valves has not been completed correctly. Pay particular
attention to ensure that step 9 in the renumbering procedure has been completed.

HK – “Racine EHR” Valve Calibration
HK – “Racine EHR” Valve Diagnostic Functions
HK (CCM-LWB / CCM-HD / MRM): Racine Rear EHR Valve Diagnostics

The HK menu is used on the U1 controller to provide a number of diagnostic functions for the Racine remote
valves.

This procedure is only applicable to the rear remote valves.
IMPORTANT: If this procedure is to be carried out following the change of a pilot head, then the HJ procedure
should first be carried out in order to renumber the valves.

Procedure

instrument cluster. Select the U1 controller, and then select HK menu.
2) The display will change to show ‘ch _ _’.

3) Use the menu up or menu down buttons on the instrument cluster to select the channel number required.

4) After a short timeout, the display will change depending on the channel number selected. See the following
sub-sections for more detailed information on the available procedures
HK-Racine Rear EHR-Channel 1 (CCM-LWB / CCM-HD / MRM): Valve Calibration

This channel is only to be used to perform the on-board calibration of the Racine remote valves when a valve
and/or pilot head has been replaced.
NOTE: Use 380001903 Remote Hydraulic Valve Calibrator Kit and 84148258 EHR Adaptor Harness
Jumper.
Use 380001903 Remote Hydraulic Valve Calibrator Kit.

1) Connect the 505050 pressure transducer to the quick-release coupler and connect the harness from the
pressure transducer to the front hitch connector, located on the left hand side under the hood next to the top of
the engine (CCM-LWB), or to the EHR valve calibration connector (MRM).
Location of the quick coupling connector, CCM Location of the front hitch connector under the hood, CCM


Location of the quick coupling connector, MRM Location of the EHR valve calibration connector, MRM

2) Start the engine.

3) Select EHR to be calibrated by pressing the menu up or menu down arrow keys on the instrument cluster.

4) Press and hold the menu down key on the instrument cluster for 2 seconds.

5) Calibration will start automatically, and during the procedure real-time valve position data is displayed.

6) The display will show ‘End’ if the procedure was successful.

7) In order to calibrate another valve, use the menu up or menu down arrow keys to select the valve number
and repeat the above procedure.
U1-HK-Racine Rear EHR-Channel 2 (CCM-LWB / CCM-HD / MRM): Read Calibration Data

This channel is used to display pilot head calibration data.

1) Select the EHR valve number for the pilot head which is to be replaced by pressing the menu up or menu
down arrow keys on the instrument cluster.

2) Press and hold the menu down arrow key on the instrument cluster for 2 seconds.

3) The calibration data for each position will then be displayed, prefixed by ‘n’, ‘R’, ‘L’, and ‘F’.

4) In order to read the calibration values from another valve, use the menu up or menu down arrow keys to
select the valve number and repeat step 2.
Racine Rear EHR Valve Calibration “U” Codes

The following “U” codes may be displayed if a problem is encountered during the above procedures:

U150 CAN calibration messages not received from EHR pilot head
Possible failures:
1) Ensure that the valve has been renumbered correctly.
2) Check CAN connections.
U152 Valve not calibrated
Possible failures:
1) Pilot head has not been previously calibrated.
U155 Incorrect pressure switch status detected by the pilot head
Possible failures:
1) Check that the transducer is connected to the test point.
2) Check that the harness connections are correctly made.
3) Check that the transducer is functioning correctly.
U156 Pilot head timed out
Possible failures:
1) Spool movement not detected.
2) Calibration messages from the control module not detected.


U157 Incorrect or inconsistent calibration values recorded during the calibration procedure.
Possible failures:
1) Repeat the calibration procedure and if the U-code persists, then check for possible problems with the
valve.
U158 Valve calibration procedure terminated prematurely
Possible failures:
1) Calibration procedure has been interrupted by the operator pressing the menu up or menu down
buttons.

Miscellaneous Options and Configurations

This section describes the various options and configurations that are available to the operator without the use of
the diagnostic jumper-plug and the H-menu diagnostic system.
Full Powershift Transmission Shortcuts (CCM / MRM)

Procedure

1) Enter the shortcut mode by holding the shuttle lever in the forward position with the autofunction pushbutton
pressed and the clutch pedal up while turning the key switch on.

2) The instrument cluster display will show ‘OPT_’.

3) Use the menu up and menu down buttons to scroll through the available options.

4) When the desired option is shown, after a few seconds the display will change and the procedure for the
selected option can be performed.
Option 1 (CCM / MRM): Lowest default Auto Gear (LAG)

This option is used to select the lowest default gear available in the auto transport function mode.

1) Use the menu up and menu down buttons on the instrument cluster to increase or decrease the gear value.
The available range of values is 1 to 12.

2) When the required gear value is displayed, turn the key switch to the off position to store the value.

Semi-Powershift Transmission Shortcuts (APH)

Procedure

1) Enter the shortcut mode by holding the shuttle lever in the forward position with the neutral button pressed
and the clutch pedal up while turning the key switch on.

2) The instrument cluster display will show "OPT_".


Option 1 (APH): Lowest default Auto Gear (LAG)

This option is used to select the lowest default gear available in the auto transport function mode.

1) Use the menu up and menu down buttons on the instrument cluster to increase or decrease the gear value.
The available range of values is 7 to 12.

2) When the required gear value is displayed, turn the key switch to the off position to store the value.

16 x 16 Transmission Shortcuts (APH)

Procedure

1) Enter the shortcut mode by holding the shuttle lever in the forward position with the neutral button pressed
and the clutch pedal up while turning the key switch on.

2) The instrument cluster display will show "OPT_".


Option 1 (APH): Memory Shuttle

This option is used to select whether the memory shuttle option is enabled or disabled.

1) Use the menu up and menu down buttons on the instrument cluster to select between “YES” and “no”,
indicating whether memory shuttle is selected (“YES”) or not selected (“no”).

2) When the required selection is displayed, turn the key switch to the off position to store the value.

Rear EHR Shortcuts

This shortcut is used to set the EHR valve slice used to control the front hitch.

Procedure

1) Turn the ignition key to the on position, but do not start the engine.

2) Press and release the timer switch for EHR #1, and then within five seconds press and release the timer
switch for EHR #2.

3) “Fehr” will appear on the display, and after two seconds the display will change to show the valve currently
assigned, e.g. “Ehr4”.

4) Select the new valve by pressing and releasing the timer switch for that valve three times. The display will
change to show the new selection, e.g. “EHr1”.

5) Turn the ignition key off to store the new valve number.

Error Codes
Controller Error Codes

All fault codes will be shown on the central LCD section of the ICU3 or ADIC. The fault code will be displayed
along with the symbol for the subsystem which has generated the fault.

The following tables describe the fault codes for each subsystem and the symbols that will be shown on the
display. Use ASIST and/or the EST for full description and problem resolution.
EDC Error Codes (1XXX)

Error
Error Description
Code
1002 Radar not detected (when slip option enabled)
1003 Speed sensor error
1004 Wheel speed sensor – signal too high
1006 Slip control potentiometer error
1008 Raise / work switch failure (command arm)
1009 Both external/inching switches operated at the same time or external/inching switches operated at
key-on
1010 Height limit control potentiometer error
1012 Drop rate control potentiometer error
1014 R/H load sensing pin – signal too low
1015 R/H load sensing pin – signal too high
1016 L/H load sensing pin – signal too low
1017 L/H load sensing pin – signal too high
1018 Both load sensing pins disconnected
1019 Load sensing pin 8V reference – voltage too low
1020 Load sensing pin 8V reference – voltage too high
1021 Draft sensitivity control potentiometer error
1024 Perform the hydraulic lift calibration
1025 Position control potentiometer error
1027 Lift arm position sensor – voltage too low
1028 Lift arm position sensor – voltage too high
1029 Hydraulic control valve disconnected
1031 Chassis harness disconnected
1033 Draft control potentiometer error
1049 Wheel speed sensor open circuit
1063 Hydraulic valve lower solenoid – open circuit
1064 Hydraulic valve raise solenoid – open circuit
1065 Hydraulic valve lower solenoid – short circuit
1066 Hydraulic valve raise solenoid – short circuit
1067 Hydraulic valve supply voltage – voltage too low
1068 Height limit control not set to maximum during calibration
1070 Hydraulic ram configuration not set

Error Codes
Transmission Error Codes (2XXX)

Error
Error Description CCM-LWB CCM-SWB FPS SPS 16x16 16x16 24x24
Code
CCM-HD APH
MRM-CVT CVT non-armrest
2001 Shuttle too fast error ("N" displayed) - - - - z z z

2005 Creeper engage fault - - z z z z z
2006 No signal from the radar z z z z z - -
2009 Seat switch input – voltage too low z z z z z - -
2010 Seat switch input – voltage too high z z z z z - -
2011 Clutch pedal potentiometer – voltage too low z z z z z z z
2012 Clutch pedal potentiometer – voltage too high z z z z z z z
2015 High and low range switches both closed - - - - z z -
2016 Creeper solenoid short to ground or high voltage - - - - z z z
2021 Transmission harness disconnected z z z z - - -
2024 All clutches not calibrated z z z z z z z
2025 Synchronizers not calibrated z z - - - - -
2026 Engine speed – too high z z z z - - -
2027 Engine speed – no signal z z z z - - -
2035 Dump solenoid – short to 12V z z - - - - z
2036 Dump solenoid – short to ground or open circuit z z - - - - z
2037 Clutch pedal switch – open circuit z z z z z z z
Clutch 4 solenoid - short to ground or high voltage - - - - z z -
2038
High range PWM valve – short to ground or high voltage - - - - - - z
Clutch 4 solenoid - open circuit - - - - z z -
2039
High range PWM valve – open circuit - - - - - - z
Clutch 3 solenoid - short to ground or high voltage - - - - z z -
2040
Low range PWM valve - short to ground or high voltage - - - - - - z
Clutch 3 solenoid - open circuit - - - - z z -
2041
Low range PWM valve - open circuit - - - - - - z
2042 Clutch 2 solenoid - short to ground or high voltage - - - - z z -
2043 Clutch 2 solenoid - open circuit - - - - z z -
2044 Clutch 1 solenoid - short to ground or high voltage - - - - z z -
2046 PTO fuse blown - - - - - - -
2047 Clutch pedal switch set too high z z z z z z z
2048 Clutch pedal switch set too low z z z z z z z

Wheel speed (transmission output speed) sensor – short
2049 z z z z z z z
to ground or open circuit

Wheel speed (transmission output speed) sensor – short z z z z z z z
2050
to 12V
2051 Oil temperature sensor – open circuit z z z z z z z
2052 Oil temperature sensor – short circuit z z z z z z z
2053 5V references – voltage too high - - z z - z z
2054 5V references – voltage too low - - z z - z z

Wheel speed (transmission output speed) sensor – no z z z z z z z
2055
signal

Error Codes

Error
Code
CCM-HD APH
MRM CVT CVT non-armrest
2056 Low range switch open - - - - z z -

2057 High range switch open - - - - z z -
2058 Seat switch closed - - z z z z z
2059 Shuttle lever switch disagreement ("N" displayed) z z z z z z z

Forward / reverse synchronizer potentiometer - signal - - - - z z z
2061
too high

Forward / reverse synchronizer potentiometer - signal - - - - z z z
2062
too low
2063 Forward synchronizer did not engage - - - - z z z
2064 Reverse synchronizer did not engage - - - - z z z
2065 Forward synchronizer solenoid - open circuit - - - - z z z
2066 Reverse synchronizer solenoid - open circuit - - - - z z z

Forward synchronizer solenoid - short too ground or high - - - - z z z
2067
voltage

Reverse synchronizer solenoid - short too ground or high - - - - z z z
2068
voltage
2070 Shuttle lever forward switch – voltage too high z z z z z z z
2071 Shuttle lever forward switch – voltage too low z z z z z z z
2072 Shuttle lever reverse switch – voltage too high z z z z z z z
2073 Shuttle lever reverse switch – voltage too low z z z z z z z
2073 Shuttle lever reverse switch – voltage too low z z z z z z z
2075 Flywheel speed sensor signal error z z z z z z z
2076 Flywheel speed sensor – open circuit z z z z z z z
2077 Flywheel speed sensor – short circuit z z z z z z z
2079 Flywheel speed sensor – no signal z z z z z z z
2081 4 / 5 range synchronizer potentiometer - signal high - - - - z z -
2082 4 / 5 range synchronizer potentiometer - signal low - - - - z z -
2083 1-4 range synchronizer engaged error - - - - z z -
2084 5-8 range synchronizer engaged error - - - - z z -
2085 1-4 range synchronizer solenoid - open circuit - - - - z z -
2086 5-8 range synchronizer solenoid - open circuit - - - - z z -

1-4 range synchronizer solenoid - short to ground or high - - - - z z -
2087
voltage

5-8 range synchronizer solenoid - short to ground or high - - - - z z -
2088
voltage
2091 Clutch 3 not calibrated - - - - z z -
2093 High clutch not calibrated - - - - - - z
2094 Low clutch not calibrated - - - - - - z
2098 Clutch 5 solenoid - short circuit - - - - z z -
2100 Clutch 5 dump solenoid - short circuit - - - - z z -

Error Codes

Error
Code
CCM-HD APH
2101 Clutch 5 dump solenoid - open circuit - - - - z z -

2110 Shuttle lever neutral switch – voltage too low - - z z z - -
2111 Shuttle lever neutral switch – voltage too high - - z z z - -
2124 Flywheel speed sensor not calibrated z z z z z z -
2300 19th gear solenoid open circuit or short to ground - - z z - - -

19th gear clutch dump solenoid open circuit or short to - - z z -
2302 - -
ground
2303 Damper calibration – low error z z z z - - -
2304 Damper calibration – high error z z z z - - -
2305 19th gear clutch solenoid over voltage - - z z - - -
2306 19th gear clutch dump solenoid over voltage - - z z - - -
2308 Reverse not allowed - - z z - - -
2314 Forward pressure switch – open circuit or short to ground - - z - - - -

Reverse pressure switch – open circuit or short to - - z - -
2315 - -
ground
2316 Transmission oil pressure sensor - not configured - - - z - - -
2317 Transmission oil pressure sensor - configuration error - - - z - - -
2323 Transmission mid speed sensor - open circuit - - z z - - -
2324 Transmission mid speed sensor - short to ground - - z z - - -
2325 Mid speed sensor and output speed sensor swapped - - z - - - -

Engine torque/RPM sensor swapped with either mid or
2326 - - z - - - -
output speed sensors
2328 Transmission mid speed sensor - no signal - - z z - - -
2330 Transmission output RPM too high for the selected gear - - z z - - -
2331 Clutch slipping fault ("CP" displayed) z z z - - - -

Pressure indicated on the forward clutch pressure
2334 - - z - - - -
switches when the clutch solenoids are off

Pressure indicated on the reverse clutch pressure switch
2335 - - z - - - -
when the clutch solenoids are off
2336 Creeper fails to engage - - z z - - -
2337 Creeper fails to disengage - - z z - - -
2338 Creeper potentiometer – short circuit to 8V or 12V - - z z - - -

Creeper potentiometer – open circuit or short circuit to - - z z -
2339 - -
ground
2342 Clutch A solenoid – open circuit or short circuit to ground z z z z - - -
2343 Clutch B solenoid – open circuit or short circuit to ground z z z z - - -
2344 Clutch C solenoid – open circuit or short circuit to ground - - z z - - -
2345 Clutch D solenoid – open circuit or short circuit to ground - - z z - - -
2346 Clutch E solenoid – open circuit or short circuit to ground - - z z - - -

Low range clutch solenoid – open circuit or short circuit - - z z -
2347 - -
to ground

Medium range clutch solenoid – open circuit or short - - z z -
2348 - -
circuit to ground

High range clutch solenoid – open circuit or short circuit - - z z -
2349 - -
to ground

Error Codes

Error
Code
CCM-HD APH

Reverse clutch solenoid – open circuit or short circuit to - - z z -
2350 - -
ground
2351 Creeper solenoid – open circuit or short circuit to ground - - z z - - -
2352 Clutch A solenoid – over voltage z z z z - - -
2353 Clutch B solenoid – over voltage z z z z - - -
2354 Clutch C solenoid – over voltage - - z z - - -
2355 Clutch D solenoid – over voltage - - z z - - -
2356 Clutch E solenoid – over voltage - - z z - - -
2357 Low range clutch solenoid – over voltage - - z - - - -
2358 Medium range clutch solenoid – over voltage - - z - - - -
2359 High range clutch solenoid – over voltage - - z - - - -
2360 Reverse clutch solenoid – over voltage - - z - - - -
2361 Creeper solenoid – over voltage - - z z - - -
2362 Clutch A not calibrated z z z z - - -
2363 Clutch B not calibrated z z z z - - -
2363 Clutch B not calibrated - - z z - - -
2364 Clutch C not calibrated - - z z - - -
2365 Clutch D not calibrated - - z z - - -
2366 Clutch E not calibrated - - z z - - -
2367 Low range clutch not calibrated - - z - - - -
2368 Medium range clutch not calibrated - - z - - - -
2369 High range clutch not calibrated - - z - - - -
2370 Reverse clutch not calibrated - - z - - - -
2371 Creeper position out of range - - z z - - -
2372 Creeper not calibrated - - z z - - -
2373 Clutch 19 not calibrated - - z z - - -
2374 Creeper calibration error - - z z - - -
2375 Creeper - cold oil - - z z - - -
2376 Fault on 19th gear - - z - - - -
2377 Fault on Dump - - z - - - -

EPL position diagnostic – unable to reach desired z z z z -
2380 - -
position (applicable to only CCM LWB CVT)
2381 EPL on line diagnostic – not on CAN (applicable to only z z z z - - -
CCM LWB CVT)
2382 EPL bus check diagnostic – bus integrity error (applicable z z z z - - -
to only CCM LWB CVT)
2383 Shuttle park position switch - voltage too low (applicable to z - - - - - -
only CCM HD CVT)
2384 Shuttle park position switch – voltage too low (applicable z - - - - - -
to only CCM HD CVT)

Inconsistent ratio of transmission output speed and - - z z -
2385 - -
engine speed
2386 Shuttle lever neutral switch – voltage too high z z - - - - -
2387 Shuttle lever neutral switch – voltage too low z z - - - - -
2390 Hydraulic Trans Lube - Oil low pressure circuit, pressure z - - - - - -
too low (applicable to only CCM HD CVT)

Error Codes
2391 Hydraulic Trans Lube - Oil low pressure circuit, pressure z - - - - - -
too high (applicable to only CCM HD CVT)

Low / high range synchronizer not calibrated or bad - - - z -
2400 - -
calibration

Medium / reverse range synchronizer not calibrated or
2401 - - - z - - -
bad calibration
2403 Range shift synchronizer did not engage - - - z - - -
2405 Range shift synchronizer did not disengage - - - z - - -
2407 Range shift synchroniser did not engage during a shuttle - - - z - - -
shift
2410 Synchroniser did not disengage during a shuttle shift - - - z - - -
2412 Synchroniser did not engage previous range after error - - - z - - -
2413 Synchroniser disengaged without driver initiation - - - z - - -
2414 Disable range selected by operator - - - z - - -

Error Codes

Error
Code
CCM-HD APH

Range shift synchronizer did not engage during a shuttle - - - z -
2407 - -
shift
2410 Synchronizer did not disengage during a shuttle shift - - - z - - -

Synchronizer did not engage previous range after error
2412 - - - z - - -
code 2403 or 2405
2413 Synchronizer disengaged without driver initiation - - - z - - -
2414 Disable range selected by operator - - - z - - -

Medium / reverse range synchronizer potentiometer –
2415 - - - z - - -
voltage too high
2403 Range shift synchronizer did not engage - - - z - - -

Medium / reverse range synchronizer potentiometer – - - - z -
2416 - -
voltage too low

Low / high range synchronizer potentiometer – voltage - - - z -
2417 - -
too high

Low / high range synchronizer potentiometer – voltage - - - z -
2418 - -
too low

Medium / reverse range synchronizer potentiometer
2419 - - - z - - -
voltage is out of calibrated range

Low / high range synchronizer potentiometer - voltage is
2420 - - - z - - -
out of calibrated range
2425 Attempted to select a disabled range - - - z - - -
2500 Input over speed error z z - - - - -

Oil pressure sensor - open circuit or short circuit to z z z z z
2501 - -
ground
2502 Oil pressure sensor - short circuit to +5V z z z z z - -

Clutch A solenoid – in use and open circuit or short z z - - -
2503 - -
circuit to ground

Clutch B solenoid – in use and open circuit or short z z - - -
2504 - -
circuit to ground

Clutch A pressure not plausible (mismatch between
2505 z z - - - - -
clutch A pressure and solenoid current)

Clutch B pressure not plausible (mismatch between
2506 z z - - - - -
clutch B pressure and solenoid current)
2507 F1/F3 synchronizer potentiometer – signal too high z - - - - - -
2508 F1/F3 synchronizer potentiometer – signal too low z - - - - - -
2509 Synchronizer not moving towards F1 z - - - - - -
2511 F1 solenoid open circuit or short circuit to ground z - - - - - -
2513 F1 solenoid circuit fault z - - - - - -
2515 F1/F3 synchronizer – neutral did not engage z - - - - - -
2517 F2/R1 synchronizer potentiometer – signal too high z z - - - - -
2518 F2/R1 synchronizer potentiometer – signal too low z z - - - - -
2519 Synchronizer not moving towards F2 z z - - - - -
2520 Synchronizer not moving towards R1 z z - - - - -
2521 F2 solenoid open circuit or short circuit to ground z z - - - - -

Error Codes

Error
Code
CCM-HD APH
2522 R1 solenoid open circuit or short circuit to ground z z - - - - -

2523 F2 solenoid circuit fault z z - - - - -
2524 R1 solenoid circuit fault z z - - - - -
2525 F2/R1 synchronizer – neutral did not engage z - - - - - -
2527 F4/R2 synchronizer potentiometer – signal too high z - - - - - -
2528 F4/R2 synchronizer potentiometer – signal too low z - - - - - -
2530 Synchronizer not moving towards R2 z - - - - - -
2532 R2 solenoid open circuit or short circuit to ground z - - - - - -
2534 R2 solenoid circuit fault z - - - - - -
2535 F4/R2 synchronizer – neutral did not engage z - - - - - -
2538 Ring speed sensor – short to ground or open circuit z z - - - - -
2539 Ring speed sensor – short to 12V z z - - - - -

A clutch pressure transducer – open circuit or short to z z - - -
2540 - -
ground

B clutch pressure transducer – open circuit or short to z z - - -
2541 - -
ground
2542 A clutch pressure transducer – short to 5V z z - - - - -
2543 B clutch pressure transducer – short to 5V z z - - - - -
2544 Ring sensor critical air gap z z - - - - -

Wheel speed (transmission output speed) sensor – z z - - -
2545 - -
critical air gap
2547 No signal from ring sensor z z - - - - -

Brake pressure transducer – open circuit or short to z z - - -
- -
ground
2548
Right brake pressure transducer - open circuit / short to
z - z - - - -
ground (when ABS is fitted)
Brake pressure transducer – short to 12V z z - - - - -

2549 Right brake pressure transducer - short to 12V
z - z - - - -
(when ABS is fitted)
Stuck dump solenoid or clutch A solenoid (mismatch
2550 between clutch A pressure command and pressure z z - - - - -
sensor reading when clutch A is commanded)
Stuck dump solenoid or clutch B solenoid (mismatch
2551 between clutch B pressure command and pressure z z - - - - -
sensor reading when clutch B is commanded)
2552 Transmission oil pressure too high z z - - - - -
2553 Transmission oil pressure too low z z - - - - -

Transmission oil pressure above maximum boost z z - - -
2554 - -
pressure
2555 Transmission oil pressure below warning pressure z z - - - - -
2557 Hydro 1 solenoid - open circuit or short circuit to ground z z - - - - -
2558 Hydro 1 solenoid – short circuit to 12V z z - - - - -
2559 ORPM and Ring fault z z - - - - -

Error Codes

Error
Code
CCM-HD APH

Uncommanded movement of synchronizer F1/F3 to z - - - -
2560 - -
neutral

Uncommanded movement of synchronizer F2/R1 to z z - - -
2561 - -
neutral

Uncommanded movement of synchronizer F4/R2 to z - - - -
2562 - -
neutral
2563 HST inlet (hydro Gport) - pressure too low - z - - - - -
2564 HST inlet (hydro Gport) - low pressure warning - z - - - - -
2565 HST inlet (hydro Gport) - high pressure warning - z - - - - -
2566 HST inlet (hydro Gport) - pressure too high - z - - - - -
2567 Gear pump (hydro filter) - pressure too low - z - - - - -
2568 Gear pump (hydro filter) - low pressure warning - z - - - - -
2569 Gear pump (hydro filter) - high pressure warning - z - - - - -
2570 Gear pump (hydro filter) - pressure on filter too high - z - - - - -

Hydro Gport pressure sensor - open circuit or short - z - - -
2571 - -
circuit to ground
2572 Hydro Gport pressure sensor - short circuit to 5V - z - - - - -

Hydro filter pressure sensor - open circuit or short circuit - z - - -
2573 - -
to ground
2574 Hydro filter pressure sensor - short circuit to 5V - z - - - - -
2575 F2/R1 synchronizer transducer - transducer failure - z - - - - -

Wheel speed (transmission output speed) sensor #2 –
2576 - z - - - - -
short to ground or open circuit

Wheel speed (transmission output speed) sensor #2 – - z - - -
2577 - -
short to 12V

2578 - -
no signal

2579 - -
critical air gap

Left brake pressure transducer - open circuit / short to
2580 z - z - - - -
ground (when ABS is fitted)

Left brake pressure transducer - short to 12V
2581 z - z - - - -
(when ABS is fitted)

Left brake pedal switch fault – electrical signals are
2582 z - z - - - -
inconsistent (when ABS is fitted)

Right brake pedal switch fault – electrical signals are
2583 z - z - - - -
inconsistent (when ABS is fitted)
2601 Pressure motor blower fault (MRM only) z - z - - - -

Engine Error Codes – Tier 4a (3XXX)

Error
Error Description
Code Tier 4a
3001 Foot throttle sensor - signal not plausible
3002 Foot throttle sensor - signal above range maximum
3003 Foot throttle sensor - signal below range minimum
3005 Air Filter Clogging is detected via a Filter Clogging Switch
3006 Coolant temperature signal - signal not plausible (compared with engine oil temperature)
3007 Coolant temperature signal - signal above range maximum

Error Codes

Error
Error Description
Code Tier 4a
3008 Coolant temperature signal - signal below range minimum
3010 Air intake temperature sensor - signal above range maximum
3011 Air intake temperature sensor - signal below range minimum
3015 Fuel temperature sensor - signal above range maximum
3016 Fuel temperature sensor - signal below range minimum
3019 Boost pressure sensor - signal above range maximum
3022 Boost pressure sensor - signal not plausible
3023 Atmospheric pressure sensor - signal not plausible (compared with boost pressure)
3024 Atmospheric pressure sensor - signal above range maximum
3025 Atmospheric pressure sensor - signal below range minimum
3028 Oil pressure too low
3029 Oil pressure sensor - short circuit to battery
3030 Oil pressure sensor - short circuit to ground
3031 Oil pressure sensor - hardware error
3032 Oil pressure sensor - value too high
3033 Oil temperature sensor - signal not plausible (compare with coolant temperature)
3034 Oil temperature sensor - signal above range maximum
3035 Oil temperature sensor - signal below range minimum
3037 Boost pressure sensor - signal low
3047 Main relay 2 failure - short circuit to battery
3048 Main relay 2 failure - short circuit to ground
3051 Battery voltage to ECM - voltage too high
3052 Battery voltage to ECM - voltage too low
3059 ECM after run was interrupted
3060 Cylinder 1 - unclassifiable error in injector
3061 Cylinder 1 - injector cable short circuit (low side to battery)
3063 Cylinder 1 - injector cable short circuit (high side to battery)
3088 Crankshaft sensor - no signal
3089 Crankshaft sensor - invalid signal
3090 Camshaft sensor - no signal
3091 Camshaft sensor - invalid signal

Error Codes

Error
Error Description
Code Tier 4a
3093 Offset between camshaft and crankshaft - outside boundaries
3095 Operating with camshaft sensor only - backup mode
3096 ECM Bus Off on Vehicle CAN bus
3097 ECM Bus Off on Engine private CAN bus
3102 Rail pressure sensor CP3 - signal below range minimum
3104 Rail pressure relief valve - open
3105 Rail pressure relief valve - pressure shock requested
3106 Rail pressure relief valve - did not open after pressure shock
3107 Metering unit - short circuit to battery
3108 Metering unit - short circuit to ground
3110 Rail pressure sensor offset monitoring - value above limit
3111 Rail pressure sensor offset monitoring - value below limit
3112 Rail pressure sensor CP3 - signal above maximum range
3113 Main Relay 1 (High pressure pump - power supply to the fuel metering unit) - short to battery
3114 Main Relay 1 (High pressure pump - power supply to the fuel metering unit) - short to ground
3118 ECM 12V sensor - supply voltage high
3119 ECM 12V sensor - supply voltage low
3120 PTO twist sensor - not plausible
3121 PTO twist sensor - open circuit
3122 PTO twist sensor - short circuit to ground
3123 PTO twist sensor - not calibrated
3131 Grid heater always switched on
3137 Metering unit - open load
3138 Metering unit - temperature too high
3141 Fuel flow set-point too low
3142 High pressure test - test active
3145 Terminal 15 - no signal
3146 Water detected in fuel
3147 Oil temperature too high
3148 Coolant temperature sensor dynamic test - failure (minimum temperature raise not reached)
3154 Grid heater relay - short circuit to battery
3155 Grid heater relay - short circuit to ground
3156 Grid heater relay - no load
3157 ECM CAN connection error - ECM not detected on CAN or anti-tamper security check timeout
3158 Engine anti-tamper - security check failed
3159 Invalid engine reference torque
3160 Fan actuator - short circuit to battery
3161 Fan actuator - short circuit to ground
3162 Fan actuator - no load
3163 Fan actuator - temperature too high
3166 Fuel filter heater relay - short circuit to battery
3167 Fuel filter heater relay - short circuit to ground
3168 Fuel filter heater relay - open load
3169 Fuel filter heater relay - signal not plausible
3176 Set-point of metering unit not plausible in overrun
3177 Engine over speed detected

Error Codes

Error
Error Description
Code Tier 4a
3179 Timeout of CAN message BC2EDC2
3180 Timeout of CAN message VM2EDC
3182 Timeout of CAN message RxCCVS
3183 Timeout of CAN message TSC1-VR (when active)
3184 Timeout of CAN message TSC1-VR (when inactive)
3185 Timeout of CAN message TF
3188 Cylinder 1 warning - open load
3210 Bank 1 - general short circuit to injection cable
3211 Bank 1 - injection cable short circuit low side to ground
3213 Bank 1 - unclassifiable error
3218 Bank 2 - general short circuit to injection cable
3219 Bank 2 - injection cable short circuit low side to ground
3221 Bank 2 - unclassifiable error
3227 Injection processor (CY33X) error - internal reset / clock loss / voltage too low
3228 Injection processor (CY33X) error - unlocked / initialization failure
3229 Injection processor (CY33X) error - injections limited by software
3230 Injection processor (CY33X) error - SPI communication failure
3231 Injection processor error - internal reset / clock loss / voltage too low
3232 Injection processor error - unlocked / initialization failure
3233 Injection processor error - test mode
3234 Injection processor error - SPI communication failure
3238 ECM internal SPI communications error - CJ940
3239 ECM EEPROM - read operation failure
3240 ECM EEPROM - write operation failure
3241 ECM EEPROM - default value used
3242 ECM (locked) recovery occurred
3243 ECM recovery (suppressed) - recovery occurred
3244 ECM recovery (visible) - recovery occurred
3245 ECM processor - watchdog not plausible
3246 Shutoff paths during initialization - watchdog
3247 Shutoff paths during initialization - supply voltage too high
3248 Shutoff paths during initialization - supply voltage too low
3249 TPU monitoring - time deviation between TPU and system not plausible
3250 Dataset - variant defect
3251 Dataset - requested variant could not be set
3252 Controller watchdog - SPI communication failure
3253 ADC monitoring - reference voltage too high
3254 ADC monitoring - reference voltage too low
3255 ADC monitoring - test impulse error
3256 ADC monitoring - queue error
3258 Starter relay high side power - short circuit to battery

Error Codes

Error
Error Description
Code Tier 4a
3259 Starter relay high side power - short circuit to ground
3260 Starter relay low side power - open Load
3261 Starter relay low side power - short circuit to battery of excess temperature
3262 Starter relay low side power - short circuit to ground
3265 Overrun monitoring - injection time too long
3266 Redundant engine speed in overrun monitoring - speed signal not plausible
3267 Main relay 3 - short circuit to battery
3268 Main relay 3 - short circuit to ground
3278 ECM internal supply voltage too high - CJ940 above limit
3279 ECM internal supply voltage too low - CJ940 below limit
3280 Sensor supply voltage 1 - high
3281 Sensor supply voltage 1 - low
3297 Rail pressure positive deviation high and high fuel flow set-point value
3301 Rail pressure negative deviation too high on minimum metering
3305 Rail pressure below minimum limit in controlled mode
3309 Rail pressure above maximum limit in controlled mode
3313 Rail pressure drop rate too high
3316 Minimum number of injections not reached - stop engine
3319 DM1DCU SPN2 message - error in DCU active
3334 Timeout of CAN message TSC1-PE Torque (when active)
3335 Timeout of CAN message TSC1-PE Torque (when inactive)
3338 Timeout of CAN message TSC1-VE Speed (when inactive)
3339 Timeout of CAN message TSC1-VE Speed (when active)
3350 Terminal 50 - always on
3354 Main relay 4 (engine brake exhaust valve) – short circuit to ground
3355 Main relay 4 (engine brake exhaust valve) - short circuit to battery or open load
3358 CAN transmit timeout
3367 Coolant temperature test failure
3368 INFO: Torque limitation due to OBD performance limiter by legislation
3369 INFO: Torque reduction due to smoke reduction

INFO: Torque limitation due to engine protection (against excessive torque, engine over speed and
3370
overheat
3371 INFO: Torque limitation due to fuel quantity limitation because of injector system errors
3412 Speed limitation activates torque limitation
3413 Overheat protection activates torque limitation

SCR Failure. Contact Dealer. Failure count limit exceeded.
3436
(SCR Inducement locked due to 3rd failure occurrence within 40 hours. Service tool needed for reset)
3512 DCU state monitoring - DCU not ready in time

SCR catalyst not present - relation of temperature behavior between both catalyst temperatures not
3513
plausible

Error Codes

Error
Error Description
Code Tier 4a
3517 Ambient air temperature sensor failure (of humidity sensor) - signal too high
3518 Ambient air temperature sensor failure (of humidity sensor) - signal too low
3521 NOx estimation failure - estimated NOx signal not reliable
3528 NOx sensor plausibility failure - signal not plausible
3529 NOx sensor failure - open load
3530 NOx sensor failure - short circuit
3532 NOx sensor failure - sensor not ready in time
3533 CAN message timeout NOx(from NOx Sensor) - CAN timeout
3537 CAN message timeout DM1DCU (from DCU) - CAN timeout
3541 CAN message timeout SCR1 (from DCU) - CAN timeout
3545 INFO: SCR dosing valve overheat protection - torque limitation level 2 for SCR protection active
3546 INFO: SCR dosing valve overheat protection - torque limitation level 1 for SCR protection active
3549 Humidity sensor signal ratio failure - signal ratio above Limit
3550 Humidity sensor signal ratio failure - signal ratio below Limit
3555 CAN Message timeout SCR2 (from DCU) - CAN timeout
3557 INFO: Humidity sensor possibly saturated with water droplets - signal ratio above Limit
3558 INFO: Humidity sensor possibly saturated with water droplets - signal ratio below Limit
3561 NOx value not plausible (after treatment plausibility)
3565 Urea quality and urea warning level 1
3581 Performance limitation active due to either stage
3585 Engine shut off (after idling phase)
3586 Plausibility check of catalyst system - temperature after catalyst not plausible
3587 Plausibility check of catalyst system - temperature before catalyst not plausible

Plausibility check of catalyst system - ambient temperature of humidity sensor or both catalyst
3588
temperatures not plausible

Plausibility check of catalyst system - temperature deviation between up- and downstream catalyst
3589
temperature too high during operation
3591 SCR catalyst thermal ageing limit exceeded - P0422 main catalyst efficiency below threshold
3593 Poor reagent quality
3594 Torque limitation due to SCR
3599 Error path of oxidation catalyst not present - P0421 warm up catalyst efficiency below threshold
3602 Defect ratio between threshold limits - P0425 catalyst temperature sensor circuit
3605 Temperature of outer control loop - temperature deviation above Limit
3606 Temperature of outer control loop - temperature deviation below Limit
3611 Catalyst efficiency lower than first NOx prediction threshold level
3612 Catalyst efficiency lower than second NOx prediction threshold level
3613 Too high efficiency of catalyst system
3614 SRA2EDC - high effort fault
3615 SRA2EDC - initialization fault
3616 Torque limitation die to turbo charger protection
3618 Emergency start time expired and shutdown initiated

Error Codes

Error
Error Description
Code Tier 4a
3623 Lambda signal of NOx sensor deviation (NOx sensor removal is detected)
3999 Unknown ECM SPN Error Code

Engine Error Codes – Tier 4b (3XXX)

Error
Error Description
Code Tier 4b
3001 Foot throttle sensor - signal not plausible
3002 Foot throttle sensor - signal above range maximum
3003 Foot throttle sensor - signal above range minimum
3005 Air Filter Clogging is detected via a Filter Clogging Switch
3006 Engine Coolant Temperature sensor - signal not plausible
3007 Engine Coolant Temperature sensor (downstream) voltage is higher than expected
3008 Engine Coolant Temperature (downstream) voltage is lower than expected
3009 CAN signal error for Engine coolant temperature (down stream)
3010 Engine Intake Air Temperature Sensor voltage is lower than expected
3013 CAN-Receive-Frame Torque / Speed control from AE to ECM through TSC1_AE Message passive
3014 Air filter clogging circuit failure present for a long time
3015 Fuel Temperature Sensor voltage is higher than expected
3016 Fuel Temperature Sensor voltage is lower than expected
3017 Air Filter Clogging sensor switch implausible
3018 The air cleaner cartridge is worn and should be replaced, but is not yet in a critical state
3019 Engine Intake Air Pressure Sensor voltage is higher than expected
3024 Ambient Pressure Sensor voltage is higher than expected
3025 Ambient Pressure Sensor voltage is lower than expected

The air cleaner cartridge is severely clogged and must be replaced immediately, engine limitation
3026
triggered
3027 Defect fault check for plausibility from digital sensor
3028 Minimum oil pressure error in plausibility check
3029 SRC high for oil pressure sensor
3030 SRC low for Oil pressure sensor
3031 Oil Pressure Sensor: signal error on CAN
3032 Oil Pressure Sensor signal is too high
3033 Oil Temperature Sensor signal not plausible
3034 Oil Temperature Sensor voltage is higher than expected
3035 Oil Temperature Sensor voltage is lower than expected
3036 Oil Temperature Sensor: signal error on CAN
3037 Engine Intake Air Pressure Sensor voltage is lower than expected
3040 The air cleaner system was probably tampered
3041 Something is probably defect or wrongly mounted, the engine might aspirate unfiltered air
3042 Air filter: modeled air pressure drop is greater than measured
3043 Signal error for vehicle speed over tachometer
3044 Max error for vehicle speed signal over Tachometer sensor
3045 Min error for vehicle speed signal over Tachometer sensor
3049 Air Filter Pressure is too high
3050 Air Filter Pressure is too low

Error Codes

Error
Error Description
Code Tier 4b
3051 Battery Voltage: Voltage too high
3052 Battery Voltage: Voltage too low
3057 Timeout of CAN-Receive-Frame High Resolution Wheel Speed information (HRWS)
3058 CAN-Receive-Frame Vehicle Dynamic Stability Control 1 (VDC1)
3059 Main relay stuck error
3060 Special error of cylinder 1
3061 Short circuit of low side to high source of injector in cylinder 1
3063 Short circuit of high side to low source of injector in cylinder 1
3084 Air filter pressure is less than expected in this operating point
3085 Air filter pressure sensor voltage is higher than expected
3086 Air filter pressure sensor voltage is lower than expected
3087 Switching to replacement value in case of sensor fault (boost or atmospheric)
3088 Crankshaft Speed Sensor values are not plausible
3089 Crankshaft Speed Sensor pattern is not plausible
3090 Camshaft Speed Sensor values are not plausible
3091 Camshaft Speed Sensor pattern is not plausible
3093 Camshaft and Crankshaft Speed Sensor values are not plausible compared to one another
3094 Physical Range high for Charged Air cooler down stream sensor
3096 CAN A Bus off failure
3097 CAN B Bus off failure

CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_TE Message
3098
active
3100 CAN-Receive-Frame Torque / Speed control from AE to ECM through TSC1_AE Message active
3102 Fuel Rail Pressure Sensor voltage is lower than expected
3103 Physical Range low for Charged Air cooler down stream sensor
3104 Fuel pressure relief valve is open
3105 Fuel pressure relief valve is forced to open, perform pressure increase
3106 Fuel pressure relief valve reached maximum allowed opening count
3107 Fuel Metering Unit is shorted to battery voltage at the low side
3108 Fuel Metering Unit is shorted to ground at the low side
3109 Boost Pressure Sensor (downstream) CAN signal is invalid
3110 Rail pressure raw value is above maximum offset

Error Codes

Error
Error Description
Code Tier 4b
3111 Rail pressure raw value is below minimum offset
3112 Fuel Rail Pressure Sensor voltage is higher than expected
3115 Boost Pressure Sensor (downstream) voltage is higher than expected
3116 Boost Pressure Sensor (downstream) voltage is lower than expected
3118 Internal 12V supply voltage is too high
3119 Internal 12V supply voltage is too low
3121 PTO twist sensor - open circuit
3122 PTO twist sensor - short circuit to ground
3123 PTO twist sensor - not calibrated
3132 Boost pressure sensor: over boost detection
3133 No load error for Glow lamp power stage
3134 Short circuit to battery error for Glow lamp power stage
3135 Short circuit to ground error for Glow lamp power stage
3136 Over temperature error for Glow lamp power stage
3137 Fuel Metering Unit has an open load error
3139 Signal range check high error of metering unit AD-channel
3140 Signal range check low error of metering unit AD-channel
3141 Fuel Pump Pressure has exceeded desired pressure limits
3146 Water in fuel level sensor defect detection
3147 Oil Temperature Sensor signal too high: plausibility error
3148 Coolant temperature sensor dynamic test - failure (minimum temperature raise not reached)
3150 SVS lamp power stage: hardware reports a Short circuit to ground error
3151 SVS lamp power stage: hardware reports a "no load" error
3152 SVS lamp power stage: hardware reports a over temperature
3153 SVS lamp power stage: hardware reports a Short circuit to battery error
3154 Intake Air Heater actuator is shorted to battery voltage
3155 Intake Air Heater actuator is shorted to ground
3156 Intake Air Heater actuator has an open load error
3157 ECM not detected on CAN or Engine anti-tamper security check timeout
3158 Engine anti-tamper security check failed
3159 Invalid engine reference torque
3160 Fan0, PWM: Short circuit to battery
3161 Fan0, PWM: Short circuit to ground
3162 Fan0, PWM: No load error
3163 Fan0, PWM: Over temperature error
3164 Fan speed above maximum threshold
3165 Fan speed below minimum threshold
3166 Fuel Filter Heater Actuator is shorted to battery voltage
3167 Fuel Filter Heater Actuator is shorted to ground
3168 Fuel Filter Heater Actuator has an open load error
3169 Fuel Filter Heater Actuator has an over-temperature error
3170 NH3 Sensor value not mounted in proper position
3171 CAN transmit error - EEC2 message (Electronic Engine Control 2 message)
3172 Engine Coolant Temperature has exceeded the pre-warning threshold
3173 Engine Coolant Temperature has exceeded the warning threshold
3174 Fan0, PWM, Short circuit to ground

Error Codes

Error
Error Description
Code Tier 4b
3175 Fan speed signal could not be measured for a period
3176 Setpoint of metering unit in overrun mode not plausible
3177 Overspeed detection in component engine protection
3179 CAN communication error between Body Controller and EDC
3180 CAN communication error between Vehicle Control Module to EDC
3182 Timeout of CAN message RxCCVS
3183 Timeout of CAN message TSC1-VR (when active)
3184 Timeout of CAN message TSC1-VR (when inactive)
3185 Timeout of CAN message TF - transmission fluids
3188 Open load error of an cylinder 1 (Firing order)
3210 Short circuit in an injection bank 1 (all injectors of the same bank can be affected)
3212 Timeout of short to ground measurement Bank 1
3213 Short Circuit to Ground Monitoring Test in Bank 1
3218 Short circuit in an injection bank 2 (all injectors of the same bank can be affected)
3220 Timeout of short to ground measurement Bank 2
3221 Short Circuit to Ground Monitoring Test in Bank 2
3226 CAN-Receive-Frame SCR2EDC (E-VTG)
3230 Chip error in the Injector CY33x power stage component
3233 Diagnosis for energizing solenoid valve injectors: internal SPI Time out error
3235 Number of injections is limited by runtime
3236 Number of injections is limited by system
3237 Number of desired injections exceeds threshold
3238 Internal EDC Failure
3245 Diagnostic fault check to report errors in query-/response-communication
3252 Diagnostic fault check to report errors in SPI-communication
3253 Diagnostic fault check to report the error in Voltage ratio in ADC monitoring
3254 Fast Analogue to Digital Converter calibration error
3255 Diagnostic fault check to report the ADC test error
3256 Diagnostic fault check to report the NTP error in ADC monitoring
3258 Starter relay HS: short circuit to battery error
3259 Starter relay HS: short circuit to ground error
3260 Starter relay LS: open circuit error
3261 Starter relay LS: short circuit to battery error
3262 Starter relay LS: short circuit to ground error
3263 BusOff error CAN C
3265 Diagnostic fault check to report the error due to Over Run
3269 Grid Heater always switched on
3271 Fuel Pressure Sensor signal error (if Sensor is connected via CAN)
3272 Pre-filter fuel pressure sensor voltage is higher than expected
3273 Pre-filter fuel pressure sensor voltage is lower than expected

Measured fuel pressure downstream main filter is higher than the possible physical maximum in this
3274
operating point

Error Codes

Error
Error Description
Code Tier 4b

Measured fuel pressure downstream main filter is less than the possible physical minimum in this
3275
operating point
3276 Via CAN Bus: MIL LAMP Error
3277 Timeout Error of CAN-Receive-Frame DD
3280 12V sensor supply 1 voltage is too high
3281 12V sensor supply 1 voltage is too low
3282 Timeout of CAN-Transmit-Frame ECU2FLP, Electric exhaust flap actuator
3283 ECM internal: Error Sensor supplies 2
3293 Fuel Rail Pressure has exceeded maximum positive deviation limits

Maximum positive deviation of rail pressure exceeded concerning set flow of fuel Fuel Pump Pressure
3297
has exceeded maximum positive deviation limits
3301 Fuel Rail Pressure has exceeded maximum negative deviation limits
3305 Fuel Rail Pressure has exceeded minimum limit
3309 Fuel Rail Pressure has exceeded maximum limit
3319 Extern debounce is expired and SPN is found in Com_numDM1SPN2_CA
3323 Timeout Error of CAN-Receive-Frame RxAMCON
3324 Timeout Error of CAN-Receive-Frame Electronic Brake Controller (EBC1)
3325 CAN-Receive-Frame Transmission Control message 1 (ETC1)
3327 Timeout of CAN-Receive-Frame Tachograph (TCO1) receive message
3329 CAN-Receive-Frame Torque / Speed control from AR to ECM through TSC1_AR Message active

CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_AR Message
3330
active

CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_DR Message
3333
active
3334 CAN Communication failure between VCM and EDC Controller - TSC1_PE Message

CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_TR Message
3337
active
3338 CAN Communication failure between VCM and EDC Controller - TSC1_VE Message
3343 Signal range check: low error when heater is On
3344 Signal range check: high error when heater is On
3346 Diagnostic fault check for signal error of COM message
3347 Diagnostic fault check for max error of COM message
3348 Diagnostic fault check for min error of COM message
3351 Engine compression brake low side driver circuit open failure
3352 Engine compression brake low side driver circuit short to battery failure
3353 Engine compression brake low side driver circuit short to ground failure
3357 Too many recognized misfires in more than one cylinder

CAN transmit error - EEC1 message (Electronic Engine Control 1 message - Torque, accelerator
3358
pedal, engine speed, and other signals)
3361 ECM EEPROM - General error
3361 There was an error during Write/Read EEPROM operation
3362 DFC to report if the quantity axis points increase strictly linearly above the torque axis
3364 Signal Range Check High for Acceleration Pedal Position Device Driver Sensor 2

Error Codes

Error
Error Description
Code Tier 4b
3365 Signal Range Check Low for Acceleration Pedal Position Device Driver Sensor 2
3367 Coolant Temperature test failed
3368 Torque limitation caused by performance limiter
3369 Torque limitation caused by smoke limitation
3370 Strong torque limitation from engine protection active
3371 Strong torque limitation from injection system active
3403 Starter relay HS power stage over temperature
3404 SRC High for Charge air cooler downstream Temperature
3409 Defect fault check for minimum oil pressure from digital sensor
3425 Boost Pressure Control: under boost failure
3436 All inducement blocks locked
3437 After run relay low side driver circuit short to ground failure
3438 Power Relay: Short Circuit to Ground on high side of Power stage
3439 Power Relay: Open load on high side of Power stage
3440 Power Relay: over temperature error at low side
3441 Power Relay: Short to Battery error at low side
3442 Power Relay: Short to Ground error at low side
3443 Torque limitation due to excessive Coolant Temperature
3444 Torque limitation due to excessive Exhaust Gas Temperature
3445 Torque limitation due to excessive Fuel Temperature
3446 Torque limitation due to excessive Intake Air Temperature
3447 Torque limitation due to excessive Oil Temperature
3448 Torque limitation due to turbocharger protection after start
3449 Diagnostic fault check to report the engine speed error
3450 eVGT Actuator Blocked
3451 The fuel main filter cartridge is worn and should be replaced, but is not yet in a critical state

The fuel main filter cartridge is severely clogged and must be replaced immediately, risk of bursting,
3452
torque limitation active
3453 Fuel filter clogged warning activated
3454 Fuel filter shows clogged when the engine is not running, check switch
3455 The fuel pressure at gear pump is too low, fuel pre-filter probably clogged, danger for the gear pump
3456 Charge Air Cooler efficiency is too low
3457 Engine Intake Air Temperature Sensor voltage is higher than expected
3458 DFC to indicate that the crank case pressure is high
3459 Physical Range Check high for Oil Temperature
3460 Physical Range Check low for Oil Temperature
3461 Diagnostic fault check to report the timeout in the shut off path test
3462 Diagnostic fault check to report the error in overvoltage monitoring
3463 eVGT actuator position deviation above maximum tolerance value
3464 eVGT actuator position deviation below minimum tolerance value
3465 Water pump control actuation faults
3466 CAN-Receive-Frame of WPC2ECU, wrong data length
3467 Water pump actuator reports an electrical error
3468 Water pump actuator reports a general error
3469 Water pump actuator: motor effort too high
3470 Water pump stalling during operation (initialize procedure due to loose contact)
3471 Water pump actuator: Slow response, permanent positive deviation detected

Error Codes

Error
Error Description
Code Tier 4b
3472 Water pump actuator: Slow response, permanent negative deviation detected
3473 Water pump actuator reports a system error
3474 Water pump actuator reports an over temperature error
3475 CAN timeout error from coolant water pump actuator
3476 Coolant Pump speed: long period error (speed zero)
3477 Coolant Pump speed: pump speed too high
3478 Coolant Pump speed: pump speed too low
3479 Powerstage error for engine coolant pump actuator
3480 Engine coolant pump actuator power stage: over temperature
3481 Engine coolant pump actuator power stage: short to battery
3482 Engine coolant pump actuator power stage: short to ground
3483 Engine coolant pump actuator PWM power stage: open load
3484 Engine coolant pump actuator PWM power stage: over temperature
3485 Engine coolant pump actuator PWM power stage: short to battery
3486 Engine coolant pump actuator PWM power stage: short to ground
3487 Fuel injection is not possible - Unauthorized use
3491 Injector 1 (in firing order), missing adjustment value programming
3497 NPL error for vehicle speed signal over Tachometer or hardware sensor
3498 Signal level low error for vehicle speed signal over tachometer or hardware sensor
3499 Vehicle speed is too high
3500 Signal level high error for vehicle speed signal over tachometer or hardware sensor
3501 Visibility of Software Resets in DSM
3502 Visibility of Software Resets in DSM
3503 ECM internal failure - Software resets in DSM

CAN timeout error - TSC1PE Message (Torque/Speed control from ABS/ASR to ECM - Limp home
3504
status)
3505 CAN timeout error - TSC1VE message (Limp home status)
3506 Diagnostic fault check of synchronism for double potentiometer and Low idle switch (LIS)
3507 Defective T50 switch
3508 Torque limitation active
3509 Fuel tank below critical level or danger of an air contaminated hydraulic system
3510 SRC low on duty cycle
3511 Upstream and Downstream temperature sensors in SCR Catalyst are swapped
3512 DCU State Monitoring - DCU not ready in time
3515 SCR Catalyst missing
3517 Ambient Temperature Sensor voltage is higher than expected
3518 Ambient Temperature Sensor voltage is lower than expected
3519 Ambient temperature sensor failure
3521 Multi signal defects in NOx estimation

Replace downstream NOx Sensor - Internal Failure: Open Circuit Error for downstream NOx &
3525
Oxygen level

Error Codes

Error
Error Description
Code Tier 4b

Replace downstream NOx Sensor - Internal Failure: Short Circuit Error for downstream NOx &
3526
Oxygen level
3528 Downstream NOx Sensor - Not Ready in Time or possible poisoned sensor (NOx or Lambda signals)

Replace downstream NOx Sensor - Internal Failure: Heater Open Circuit Error for downstream NOx
3529
Sensor

Replace downstream NOx Sensor - Internal Failure: Heater Short Circuit Error for downstream NOx
3530
Sensor
3531 Replace downstream NOx Sensor - Internal Failure: Heater Performance Plausibility Error
3532 Downstream NOx Sensor Value is not within the expected range
3533 CAN Bus message not received from Downstream NOx Sensor
3537 Timeout of CAN-Receive-Frame DM1DCU from Dosing Control Unit (DCU)
3541 CAN-Receive-Frame SCR1 from DCU15
3545 DEF/AdBlue Dosing Valve Protection 2 Request signal values and debouncing
3546 DEF/AdBlue Dosing Valve Protection 1 Request signal values and debouncing expired
3549 Intake Air Humidity Sensor voltage is higher than expected for too long
3555 CAN-Receive-Frame SCR2 from DCU15
3557 Intake Air Humidity Sensor voltage is higher than expected
3559 Intake Air Humidity sensor failure
3564 Plausibility error of NOx sensor values
3565 DFC for triggering Warning level 1 dependent on driven distance/time
3581 Torque Limitation is active
3585 Engine shutoff after long idling
3586 Dynamic plausibility error (exhaust temp sensors)
3591 Catalyst aging limit exceeded
3593 Error because of too low quality of reducing agent
3594 Torque limitation caused by SCR catalyst protection
3597 Warning for level of reducing agent stage 3
3605 Not reaching the setpoint of the outer loop with maximal control variable
3606 Not reaching the setpoint of the outer loop with minimal control variable
3611 Catalyst efficiency lower than first NOx production threshold level
3612 Catalyst efficiency lower than second NOx production threshold level
3613 Too high efficiency of the catalyst system
3614 eVGT motor effort too high
3615 eVGT too much running initializations
3616 Torque limitation caused by turbo charger protection
3618 Shutdown after Emergency start, just info Failure
3623 Downstream NOx Sensor Lambda Signal Deviation - NOx Sensor Possible Removal detected
3624 Crankcase Pressure Sensor Voltage too high
3625 Crankcase Pressure Sensor Voltage too low

Error Codes

Error
Error Description
Code Tier 4b
3626 Crankcase Pressure Sensor Value exceeded Tolerance Limit
3627 Crankcase pressure too high
3628 Crankcase Pressure Sensor Physical Value too low
3629 Crankcase Pressure Sensor Value not plausible

After opening the valve the pressure decreased and then increased again - The engine is probably
3630
filled up with oil
3631 Crankcase Pressure Sensor value is not plausible
3632 Status of Fuel in oil relief valve is not plausible
Crankcase pressure too high: After error (FOCasePressHigh_C) and the countermeasure was
3633 successful (FOReacExpected_C) the maximal supplementary delay during which the engine can still
run has expired
3634 After opening the valve the pressure decreased and then increased again - A long time elapsed
3635 Crankcase pressure too high: Blow-by pressure exceeded admissible threshold
Crankcase pressure too high: Info - After Blow-by pressure exceeded than admissible threshold
3636 (error: FOCasePressHigh_C) the countermeasure has been successful. The blow-by pressure
decreased
Crankcase pressure too high: After Blow-by pressure has been higher than admissible threshold
3637 (error: FOCasePressHigh_C) the countermeasure has not been successful. The pressure kept on
increasing
3638 Torque limitation caused by engine brake
3639 Drift error of NOx sensor values
3640 Turbo charger speed sensor voltage is lower than expected
3641 Turbo charger speed signal period has exceeded a limit
3642 Turbo acceleration higher than expected
3643 Turbo charger speed sensor voltage is higher than expected
3644 Over pressure too high in Exhaust pressure controller - monitoring
3645 Over pressure deviation too high in Exhaust pressure controller - monitoring
3646 Multi-signal defect in Pressure charger regulator
3647 Boost Pressure Control: over boost failure
3652 Bus off of CAN node A
3656 Torque limitation caused by particulate filter
3678 Error in engine downstream temperature
3679 Error in engine upstream temperature
3680 Engine speed limitation via fuel injection cut off is active
3682 Fault Check for enhanced SRC-Max of First exhaust gas temperature
3683 Fault Check for enhanced SRC-Min of First exhaust gas temperature
3684 Fault Check for enhanced SRC-Max of Second exhaust gas temperature
3685 Fault Check for enhanced SRC-Min of Second exhaust gas temperature
3686 DOC upstream temperature sensor signal drift at cold start
3687 SCR upstream temperature sensor signal drift at cold start
3688 Water in fuel sensor or sensor circuit failure
3699 Error in EEPROM block EEPData1 - SD correction cannot be calculated
3700 Intake Air Humidity Sensor value is not plausible
3702 Detection of Failed Engine Start
3703 Check of minimum rail pressure
3726 Fuel in oil has exceeded the maximum limit
3729 Fuel in oil has exceeded the warning limit
3730 DFC to indicate that the Soot in oil has exceeded the Max limit

Error Codes

Error
Error Description
Code Tier 4b
3734 Diagnostic fault check non plausibility of COM message
3735 Fuel Metering Unit has an over-temperature error
3738 Diagnostic fault check to report multiple error while checking the complete ROM-memory
3739 Loss of synchronization sending bytes to the MM from CPU
3740 Internal EDC shutdown test failure
3700 Intake Air Humidity Sensor value is not plausible
3702 Detection of Failed Engine Start
3703 Check of minimum rail pressure
3726 Fuel in oil has exceeded the maximum limit
3729 Fuel in oil has exceeded the warning limit
3730 DFC to indicate that the Soot in oil has exceeded the Max limit
3734 Diagnostic fault check non plausibility of COM message
3735 Fuel Metering Unit has an over-temperature error
3738 Diagnostic fault check to report multiple error while checking the complete ROM-memory
3739 Loss of synchronization sending bytes to the MM from CPU
3740 Internal EDC shutdown test failure
3741 Wrong set response time
3742 Too many SPI errors during MoCSOP execution
3743 Diagnostic fault check to report the error in undervoltage monitoring
3745 Diagnostic fault check to report that WDA is not working correct
3746 OS timeout in the shut off path test - failure setting the alarm task period
3747 Diagnostic fault check to report that the positive test failed
3749 Accelerator Pedal Position Sensor rationality failure
3750 Fuel Injection energizing time is not plausible
3751 Fuel Injection energizing phase is not plausible
3752 Fuel Injection correction has exceeded a minimum limit
3753 Diagnostic fault check to report the error due to injection quantity correction
3754 Diagnostic fault check to report the plausibility error in rail pressure monitoring
3755 Diagnostic fault check to report the error due to torque comparison
3756 Diagnosis fault check to report the demand for normal mode due to an error in the PoI2 quantity
3757 Diagnosis fault check to report the error to demand for an ICO due to an error in the PoI2 shut-off

Diagnosis fault check to report the error to demand for an ICO due to an error in the PoI3 efficiency
3758
factor
3759 Diagnosis of curr path limitation forced by ECM monitoring level 2
3760 Diagnosis air path limitation due to functional control unit monitoring forced by ECM monitoring level 2
3761 Diagnosis quantity path limitation due to a functional control unit monitoring (level 2)
3762 Reported Overvoltage of Supply
3763 Reported Undervoltage of Supply
3764 Early opening defect of main relay
3766 Fault check for the pressure sensor plausibility
3767 Diagnostic fault check to report 'WDA active' due to errors in query/response communication
3768 Diagnostic fault check to report 'ABE active' due to undervoltage detection
3769 Diagnostic fault check to report 'ABE active' due to overvoltage detection
3770 Diagnostic fault check to report 'WDA/ABE active' due to unknown reason
3771 Up and down stream temperature sensors in Oxidation catalysts exchanged
3773 Under boost detected in Pressure charger regulator
3775 Monitoring of the characteristic pressure reduction of the particulate filter - max

Error Codes

Error
Error Description
Code Tier 4b
3780 Engine protection active due to particulate filter
3783 Fault path for maximum number of locked regenerations for HD
3784 Fault path for maximum number of locked regenerations for HD
3785 Fault path for maximum number of locked regenerations
3794 Plausibility Check for air pressure at the upstream of intake valve sensor
3795 Plausibility Check for air pressure at the upstream of intake valve sensor
3797 SRC High for PFlt differential pressure sensor
3798 SRC low for PFlt differential pressure sensor
3799 Fuel pressure relief valve is forced to open, perform pressure shock
3805 Maximum rail pressure exceeded
3808 Setpoint of metering unit in idle mode not plausible
3810 Rail pressure raw value is intermittent
3812 EDC Temperature Sensor 1 is too high
3813 EDC Temperature Sensor 1 is too low
3814 EDC Temperature Sensor error detected
3828 Intake Throttle valve actuator power stage: over temperature
3836 Downstream oxidation catalyst temperature sensor voltage is lower than expected
3837 Upstream oxidation catalyst temperature plausibility failure
3838 Diagnostic fault check for SRC low in Oxidation Catalyst upstream temperature
3840 Diagnostic fault check for SRC low
3841 Diagnostic fault check for Plausibility
3856 Turbine reversible over speed in Pressure charger regulator
3857 Turbine over speed failure
3858 CAN Communication error between EDC and eVGT Actuator
3861 eVGT Power Supply Electrical failure
3865 Fault check for EVGT, system failure
3868 Fault check for EVGT, over temperature of actuator
3870 CAN communication failure between vehicle controller and ECM - BC2ECM1 message

CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_TE Message
3873
passive
3874 CAN-Receive-Frame Torque / Speed control from AR to ECM through TSC1_AR Message passive

CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_DR Message
3875
passive

CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_TR Message
3876
passive
3877 Short circuit to battery at actuator relay powerstage, index = 0
3881 Short circuit to ground at actuator relay powerstage, index = 0
3884 Physical Range Check high for Engine coolant temperature (downstream)
3888 Torque limitation caused by turbo compound
3897 Engine compression brake low side driver circuit over temperature failure
3898 EGR cooler temperature defective

Error Codes

Error
Error Description
Code Tier 4b
3903 Fuel Temperature has exceeded a maximum limit
3904 Fuel temperature plausibility check failed
3905 Intake Air Heater actuator has an over-temperature error
3906 Number of injections is limited by quantity balance of high pressure pump
3909 Crankcase Pressure too high
3910 Fuel metering unit intermittent electrical connection failure
3911 Fuel Metering Unit is shorted to battery voltage at the high side
3912 Fuel Metering Unit is shorted to ground at the high side
3913 The calculated conversion rate is smaller as the limiting value
3915 Averaged rail pressure is outside the expected tolerance range
3916 Pressure relief valve reached maximun allowed open time
3936 ECM internal: Error Sensor supplies Voltage Tracker
3937 SRC high on duty cycle
3938 SRC low, time based
3950 SRC high, time based
3951 Physical Range check high
3952 Physical Range check low
3953 Plausibility check failure against second temperature
3954 Intake Throttle valve actuator power stage: Open load
3955 Intake Throttle valve actuator power stage: Physical Range Check high for sensed physical value
3956 Intake Throttle valve actuator power stage: Physical Range Check low for sensed physical value
3957 Intake Throttle valve actuator power stage: Short circuit to battery error
3958 Intake Throttle valve actuator power stage: Short circuit to ground
3959 Intake Throttle Valve Position is higher than expected
3960 Intake Throttle Valve Position is lower than expected
3961 External torque / speed access via CAN BUS: checksum and counter error of request
3962 Crankcase Pressure too high for too long
3963 Crankcase Pressure too high and Oil Pressure too low - Fuel in Oil Suspected
3964 EDC Temperature Sensor 2 is too high
3965 EDC Temperature Sensor 2 is too low
3966 EDC Temperature Sensor voltage is higher than expected
3967 EDC Temperature Sensor voltage is lower than expected
3968 Post Drive Relay, Open circuit on the Low Side
3969 Post Drive Relay, Over Temperature at the Low Side
3970 Post Drive Relay, Short circuit to battery at the High Side
3971 Post Drive Relay, Short circuit to ground at the High Side
3972 After run relay low side driver circuit open failure
3973 Post Drive Relay, Over Temperature at the Low Side
3974 Post Drive Relay, Short circuit to battery at the Low Side
3977 Fuel Prefilter Pressure Sensor - Signal voltage is higher than expected range
3978 Fuel Prefilter Pressure Sensor - Signal voltage is below expected range

Measured fuel pressure upstream gear pump is higher than the possible physical maximum in this
3979
operating point

Plausibility check: Measured fuel pressure upstream gear pump is less than the possible physical
3980
minimum in this operating point

Error Codes

Error
Error Description
Code Tier 4b
3981 Post Drive Relay LS: power stage output short circuit to ground or open load
3982 Total number of dry actuations for successful pressure build ups exceed threshold
3984 SCR dosing, time to closed loop too long
3985 SRC High for Turbine upstream pressure sensor
3986 SRC low for Turbine upstream pressure sensor
3987 SRC High for Turbine downstream pressure sensor
3988 SRC low for Turbine downstream pressure sensor
Rear EHR Error Codes (41XX, 42XX)

Error
Error Description
Code
4100 Rear remote no.1 – no control message received
4101 Rear remote no.1 – control message not plausible
4102 Rear remote no.1 – EEPROM error
4103 Rear remote no.1 – switched to failsafe
4104 Rear remote no.1 – under voltage
4105 Rear remote no.1 – over voltage
4106 Rear remote no.1 – spool movement too low
4107 Rear remote no.1 – spool movement too high
4108 Rear remote no.1 – float position not reached
4109 Rear remote no.1 – manually operated
4110 Rear remote no.1 – driver faulty
4111 Rear remote no.1 – potentiometer faulty
4112 Rear remote no.1 – unable to reach neutral
4113 Rear remote no.1 – spool not in neutral at key on

Error Codes

Error
Error Description
Code
4170 Rear EHR control No.1 – not calibrated
4173 Rear EHR control No.2 – not calibrated
4177 Rear EHR control no.3 – not calibrated
4180 Rear EHR control no.4 – not calibrated
4190 Rear remote no.1 – no communications
4216 Rear remote no.1 – spool not calibrated

Error Codes

Error
Error Description
Code
4232 Rear EHR fender switch active at key-on
Front EHR Error Codes (45XX)

Error
Error Description
Code
4500 Front remote no.1 – no control message received
4501 Front remote no.1 – control message not plausible
4502 Front remote no.1 – EEPROM error
4503 Front remote no.1 – switched to failsafe
4504 Front remote no.1 – under voltage
4505 Front remote no.1 – over voltage
4506 Front remote no.1 – spool movement too low
4507 Front remote no.1 – spool movement too high
4508 Front remote no.1 – float position not reached
4509 Front remote no.1 – manually operated
4510 Front remote no.1 – driver faulty
4511 Front remote no.1 – potentiometer faulty
4512 Front remote no.1 – unable to reach neutral
4513 Front remote no.1 – spool not in neutral at key on

Error Codes

Error
Error Description
Code
4560 Front remote no.1 – no communications
4564 EHR joystick – no communications
4565 High flow pump connection error
4566 High flow pump configuration error

Error Codes
EHR (Rexroth/Bosch) Diagnostic LEDs - Flash Codes

Note: EHR valve may need the paint removed from the valve casing, next to the connector. For EHS valves, not
EHS1 or Racine remotes.

Flash codes are displayed on the EHR valve. The LED is internal and can be seen flashing through the plastic
part of the valve casing, located next to the valve harness connector.

The first flash sequence will be after a long pause, next sequence will be after a short pause.

e.g.: flash code 1 6 - long pause then 1 flash, short pause then 6 flashes, long pause then 1 flash …

Flash Code
1st flash 2nd flash Fault description
sequence sequence
0 0 No fault
Control section or CAN faults
1 1 No control message
1 3 Implausible control message
1 6 EEPROM inconsistent
1 7 No faults, but valve had switched off for > 1.4s and can only be switch itself back on
when set point = neutral has been received.
Minor faults
2 1 Undervoltage < customer value ( optional shutdown in CAN version)
2 2 Overvoltage > customer value ( optional shutdown in CAN version)
2 3 Spool deflection too short (optional shutdown)
2 4 Spool deflection excessive
2 5 Open center position not reached
2 6 Manual operation
Only when valve does not switch off automatically following faults 21 and 22
3 1 Undervoltage < 8V, valve shuts off output stage
3 2 Overvoltage 36 - 45V, valve shuts off output stage
Serious faults with internal safety shutdown
4 1 High overvoltage ( > approx.. 45V)
4 2 Output stage fault (output stage for pilot solenoid valve)
4 3 Position transducer fault
Most serious faults with internal safety shutdown, external shutdown required
8 1 Valve spool cannot be brought back to neutral position
8 2 Valve spool not in neutral when switch on
8 3 Checksum error
Rear PTO Error Codes (5XXX)

Error
Error Description
Code
5001 Rear PTO brake solenoid error
5002 Rear PTO brake output - short circuit to 12V
5003 Rear PTO brake output - open circuit or short circuit to ground
5005 Rear PTO brake switch - open circuit
5006 Rear PTO solenoid - short circuit to 12V
5007 Rear PTO solenoid - open circuit
5008 Rear PTO solenoid – short circuit to ground
5010 PTO shift - motor open circuit
5011 PTO shift - motor short circuit

Error Codes

Error
Error Description
Code
5012 PTO shift - sensor error
5013 PTO shift - switch open circuit
5014 PTO shift - switch short circuit
5015 PTO fuse sense input - open circuit
5024 PTO shift - not calibrated
5027 Rear PTO speed sensor - open circuit
5033 Rear PTO cab normally closed switch - open circuit
5034 Rear PTO fender switch - open circuit / short to ground
5035 Rear PTO fender switch - input short to 12V
5037 Rear PTO cab normally open switch - stuck closed
5042 Rear PTO management switch – stuck closed
5043 Rear PTO fender switch stuck on
5044 Rear PTO speed sensor - short to ground
5098 Rear PTO fender switch option not enabled
5099 Rear PTO management option not enabled
Four Wheel Drive Error Codes (6XXX)

Error
Error Description
Code
6023 FWD solenoid – open circuit
Difflock Error Codes (7XXX)

Error
Error Description
Code
7017 Difflock solenoid – open circuit
7024 Steering angle sensor not calibrated
7032 Steering angle sensor - signal too low
7100 Auto-guidance isolation solenoid – disconnected / over-temperature
7101 Auto-guidance isolation solenoid – solenoid return short to battery
7102 Auto-guidance isolation solenoid – solenoid return short to ground
7103 Steering angle plausibility error (auto-guidance only)
7104 Timeout of NAV2XCM CAN message
Front PTO Error Codes (8XXX)

Error
Error Description
Code
8007 Front PTO solenoid – stuck on
8008 Front PTO solenoid – open circuit
8033 Front PTO cab normally closed switch – open circuit
8037 Front PTO cab normally open switch – stuck closed
8099 Front PTO present but not configured
Front Hitch Error Codes (9XXX)

Error
Error Description
Code
9001 Front hitch position sensor – short circuit to 12V
9002 Front hitch position sensor – open circuit / short circuit to 0V

Error Codes

Error
Error Description
Code
9003 Front hitch fender up switch error
9004 Front hitch fender down switch error
9005 Front hitch fender common switch error
9006 Front hitch position potentiometer – not calibrated
9008 Front hitch command arm raise/work switch error (when Front Hitch Management is enabled)
9009 Front hitch external / inching switches error (when Front Hitch Management is enabled)
9010 Front hitch is moving in the wrong direction (when Front Hitch Management is enabled)
9011 Front hitch not moving (when Front Hitch Management is enabled)
9099 Front hitch management option not enabled
Suspended Front Axle Error Codes - APH/CCM (10XXX)

Error
Error Description
Code
10001 Upper lockout solenoid error
10002 Raise solenoid error
10003 Lower solenoid error
10004 Front axle position sensor – threshold higher than set limit
10005 Front axle position sensor – threshold lower than set limit
10008 Go down error – suspension unable to return to set point
10009 Lower lockout solenoid error
10010 Chassis accelerometer – voltage too low (short circuit to ground / open circuit)
10011 Chassis accelerometer – voltage too high (short circuit to 5V)
10024 Front suspension not calibrated
Suspended Front Axle Error Codes - MRM (10XXX)

Error
Error Description
Code
10004 Position out of range high fault
10005 Position out of range low fault
10020 Pump/not tank solenoid circuit fault
10021 Rod solenoid circuit fault
10022 Piston solenoid circuit fault
10023 Lock out solenoid circuit fault
10024 Front suspension not calibrated
10025 Rod side pressure will not raise
10026 Rod side pressure will not lower
10027 Suspension will not raise fault
10028 Suspension will not lower fault
10029 Front axle position sensor – out of range high fault
10030 Front axle position sensor – out of range low fault
10031 Piston pressure sensor range high fault
10032 Piston pressure sensor range low fault
10033 Rod pressure sensor range high fault
10034 Rod pressure sensor range low fault
10035 Direction not matched command
10036 Position decreasing: hydraulic leakdown

Error Codes
Braking System Error Codes (12XXX)

Error
Code
Electronic Park Lock (EPL) Fault Codes - Error Code Description
12011 Power Stage - Over voltage protection
12012 Power Stage - PH_A open circuit or PH_B open circuit, Motor open
12013 Power Stage - PH_A or PH_B short to GND
12014 Power Stage - PH_A or PH_B short to Vbatt
12017 Power Stage – Internal service voltage (Vr) not available
12018 Power Stage - Current over absolute range / motor short
12019 Power Stage - Current over dynamic set point
12020 Power Stage – Unexpected current
12024 Ignition Key - Key hardware vs. CAN signals coherence check
12032 Encoder - Hardware fault on power supply
12033 Encoder - Encoder virtual peripheral failure (XGATE) wrong sequence, interrupt failure
12034 Encoder - Encoder function not available (A or B signal not available)
12043 Inclinometer - Self test
12052 Battery - Lower than 9V
12053 Battery - Higher than 16V
12054 Battery - Out of range / spike diagnosis
12066 Trailer Relay - Open wire/load and output short to Vbatt
12068 Trailer Relay - Output short to GND
12073 Output Status - Output incongruence vs. input (DIO and frequency) & protection
12132 CAN - Bus OFF
12133 CAN - Mute
12142 CAN - VCU_TRAIL_BRAKE_INH error / not available
12143 CAN - VCU_VEH_DIRECTION error / not available
12144 CAN - VEH_SPEED error / not available
12145 CAN - VCU_CMD error / not available
12146 CAN - VCU_KEY_OFF_AA_INH error / not available
12147 CAN - ENGINE_RPM error / not available
12148 CAN - VCU_KEY error / not available
12150 CAN - VCU_HB_SWITCH error / not available
12151 Logic Core – second microprocessor not present
12160 Logic Core - EEPROM check
12162 ACU Temperature - Out of range / spike diagnosis
12163 ACU Temperature - Power stage over temperature
12172 Actuator – Cable disconnection
12181 Actuator – Actuation timeout, dynamic misuse
12183 Actuator - Actuator moving without command
12184 Actuator - Actuator end stop zone reached
12185 Actuator - Actuation timeout (energy) expired
12186 Actuator – Actuation timeout, zero current flow
12188 Actuator – Excess pad wear
12189 Actuator – EPL misuse
12192 Shuttle Park – Shuttle park invalid status
12202 Handbrake Switch - Hand brake switch incongruence
12212 Factory – Accelerometer not calibrated / EPL orientation not configured (H3)

Error Codes

Error
Code Electronic Park Lock (EPL) Fault Codes - Error Code Description
12213 Factory – Actuator not initialized
12214 Factory – Disable actuation
12215 Factory – Trailer relay present but not configured

Error
Code
ABS Fault Codes (UCM) - Error Code Description
12500 ABS configured but not present
12501 ABS not configured but present
12502 Air pressure sensor circuit 1 (rear axle) - open circuit or short to ground
12503 Air pressure sensor circuit 2 (rear axle) - open circuit or short to ground
12504 Air pressure sensor circuit 1 (rear axle) - short to power
12505 Air pressure sensor circuit 2 (rear axle) - short to power
12511 Circuit 2 air pressure greater than Circuit 1 air pressure
12512 Circuit 1 air pressure greater than Circuit 2 air pressure
12513 P1 pressure too low for too long a time
12514 Left or Right or Front AoH end of stroke switches in fault or open circuit
12515 eXBR1 status not plausible
12516 eXBR1 sequence number not plausible
12521 Inconsistent air and hydraulic pressure on the right AoH
12522 Inconsistent air and hydraulic pressure on the left AoH
12523 Left or Right or Front AoH stroke too long during normal braking
12524 Right AoH stroke too long during single braking
12525 Left AoH stroke too long during single braking
12526 Left brake pedal switch fault – electrical signals are inconsistent
12527 Right brake pedal switch fault – electrical signals are inconsistent
12528 Right AoH hydraulic pressure greater than 0.6 bar while not braking
12529 Left AoH hydraulic pressure greater than 0.6 bar while not braking

Error
Code
ABS Fault Codes (EBM) - Error Code Description
12600 Catastrophic error
12601 Internal checksum failure
12602 EEPROM compatibility failure
12603 EEPROM checksum error
12604 Invalid fault code in the DTC container Overwritten secured variable
12605 EEPROM can not be written
12606 ECU HW not compatible with the drive SW
12607 BSL SW not compatible with the drive SW
12608 Rear left wheel speed sensor - open circuit or shorted to battery
12609 Rear right wheel speed sensor - open circuit or shorted to battery
12610 Front left wheel speed sensor - open circuit or shorted to battery
12611 Front right wheel speed sensor - open circuit or shorted to battery
12612 Rear left wheel speed sensor - shorted to ground
12613 Rear right wheel speed sensor - shorted to ground
12614 Front left wheel speed sensor - shorted to ground
12615 Front right wheel speed sensor - shorted to ground

Error Codes

Error
Code
12616 Rear left wheel speed sensor - frequency > 1.5 kHz
12617 Rear right wheel speed sensor - frequency > 1.5 kHz
12618 Front left wheel speed sensor - frequency > 1.5 kHz
12619 Front right wheel speed sensor - frequency > 1.5 kHz
12620 Rear left wheel speed sensor - speed jump to zero
12621 Rear right wheel speed sensor - speed jump to zero
12622 Front left wheel speed sensor - speed jump to zero
12623 Front right wheel speed sensor - speed jump to zero
12624 Rear left wheel speed sensor - air gap
12625 Rear right wheel speed sensor - air gap
12626 Front left wheel speed sensor - air gap
12627 Front right wheel speed sensor - air gap
12628 Rear left wheel speed sensor - air gap (no signal)
12629 Rear right wheel speed sensor - air gap (no signal)
12630 Front left wheel speed sensor - air gap (no signal)
12631 Front right wheel speed sensor - air gap (no signal)
12632 Rear left wheel speed sensor - damaged sensor ring
12633 Rear right wheel speed sensor - damaged sensor ring
12634 Front left wheel speed sensor - damaged sensor ring
12635 Front right wheel speed sensor - damaged sensor ring
12636 Rear left wheel speed sensor - wheel diameter incorrect
12637 Rear right wheel speed sensor - wheel diameter incorrect
12638 Front left wheel speed sensor - wheel diameter incorrect
12639 Front right wheel speed sensor - wheel diameter incorrect
12640 Pneumatic output - delivery port - rear right - backup solenoid electrical error
12641 Pneumatic output - delivery port - rear right - load solenoid electrical error
12642 Pneumatic output - delivery port - rear left - exhaust solenoid electrical error
12643 Pneumatic output - delivery port - rear left - backup solenoid electrical error
12644 Pneumatic output - delivery port load solenoid electrical error
12645 Pneumatic output - delivery port exhaust solenoid electrical error
12646 P2 Backup / Hold solenoid electrical error
12647 P2 Exhaust Solenoid electrical error
12648 AUX3 internal charge-pump error
12649 AUX3 internal charge-pump error (EM supply)
12650 Pneumatic input – supply port pressure sensor electrical error
12651 Pneumatic input – supply port pressure dynamic error (output pressure (pneumatic output – delivery
port rear right or left) higher than pneumatic input supply port pressure for 500ms)
12652 Pneumatic input – control port pressure sensor electrical error
12653 Pneumatic input – control port pressure dynamic error
12654 Pneumatic input – suspension / auxiliary input port pressure sensor electrical error
12655 Pneumatic output – delivery port – rear right - pressure sensor electrical error
12656 Pneumatic output – delivery port – rear right - pressure dynamic error
12657 Pneumatic output – delivery port – rear left - pressure sensor electrical error
12658 Pneumatic output – delivery port – rear left - pressure dynamic error
12651 Pneumatic input – supply port pressure dynamic error (output pressure (pneumatic output – delivery
port rear right or left) higher than pneumatic input supply port pressure for 500ms)

Error Codes

Error
Code
12652 Pneumatic input – control port pressure sensor electrical error
12653 Pneumatic input – control port pressure dynamic error
12654 Pneumatic input – suspension / auxiliary input port pressure sensor electrical error
12655 Pneumatic output – delivery port – rear right - pressure sensor electrical error
12656 Pneumatic output – delivery port – rear right - pressure dynamic error
12657 Pneumatic output – delivery port – rear left - pressure sensor electrical error
12658 Pneumatic output – delivery port – rear left - pressure dynamic error
12659 Pressure sensor cross check - ADC values implausible
12660 Internal controller communication - checksum error
12661 Internal controller fault - illegal interrupt occurred
12662 Internal controller fault - illegal reset occurred
12663 Internal controller fault - memory (ROM) test error
12664 Internal controller fault - memory (RAM) test error
12665 Internal controller fault - ALU error
12666 Internal controller fault - stack underflow
12667 Internal controller fault - stack overflow
12668 Internal controller fault - internal controller communication - checksum error
12669 Internal controller fault - internal controller communication - timeout occurred
12670 Internal controller fault - time between 2 ICC data telegrams too long or too short
12671 Internal controller fault - number of ICC communications in 1 second out of range
12672 Valve plausibility monitoring - illegal valve activation detected
12673 Valve plausibility monitoring - dynamic fault
12674 Valve plausibility monitoring - ABS activation; detected in Backup Controller
12675 Valve plausibility monitoring - ABS activation; detected in Main Controller
12676 High voltage - greater than 32 volts
12677 Low voltage - disable system functions
12678 Low voltage whilst moving - disable system functions
12679 Voltage supply line resistance high
12680 Ignition GND missing / Open circuit (pin 3 in power supply connector)
12681 Valve supply missing (pin 1 in power supply connector)
12682 Valve supply missing (pin 1 in power supply connector)
12684 System pressure below 2.5 bar for 0.5 seconds while moving
12685 Service Brake application too long
12686 Acceleration sensor self test failure - sensor is broken
12687 Pneumatic output - delivery port - rear right - leakage (e.g. while trying to hold pressure)
12688 Pneumatic output - delivery port - rear right - uncontrollable (if load/exhaust valves are activated for
more than 4Hz, DTC is set)
12689 Pneumatic output – delivery port – rear right – backup valve (pneumatic input – control port cannot
exhaust modulated air command)
12690 Pneumatic output – delivery port - rear left - leakage (e.g. while trying to hold pressure)
12691 Pneumatic output - delivery port - rear left - uncontrollable (if load/exhaust valves are activated for
more than 4Hz, DTC is set)
12692 Pneumatic output – delivery port – rear left – backup valve (pneumatic input – control port cannot
exhaust modulated air command)
12693 Pneumatic input – supply port implausible during valves activity (complementary to pneumatic input
– supply port dynamic check)
12694 EEPROM configuration is corrupted

Error Codes

Error
Code
12695 ABS activity too long (add.info = 0) or too frequent (add.info = 1)
12696 Default config in FLASH corrupted (checksum error)
12697 ECU has not been configured
12698 EOL CNH test not done
12699 CAN message missing
12700 CAN data missing
12701 EBM in Factory Test Mode (reset by KB during KB EOL test) - don't use on public roads
12702 CAN communication error – eXBR1 checksum or message counter error
12703 CAN communication error – eXBR1 control mode error
12704 CAN communication error – eXBR1 requested pressure out of range
12705 CAN communication error – eXBR1 target wheel speed out of range
12706 CAN communication error – eXBR1 inconsistent parameters
12707 CAN communication error – eXBR1 pressure plausibility error
12708 CAN communication error – eXBR1 activation time too long (10 min)
12709 CAN communication error – eXBR1 message missing
12710 Wheel diameter on CAN is out of range
12711 Pneumatic input – suspension / auxiliary inport port pressure dynamic error
12712 P2 leakage
12713 P2 uncontrollable
12999 Unknown EBM fault code
UCM Error Codes (13XXX)

Error
Error Description
Code
13001 Reference voltage 5VREF1 - voltage too low
13002 Reference voltage 5VREF1 - voltage too high
13007 Reference voltage 8V5REF - voltage too low
13008 Reference voltage 8V5REF - voltage too high
13010 Supply voltage 12VA - voltage too low
13011 Supply voltage 12VB - voltage too low
13012 Supply voltage 12VD - voltage too low
13013 Supply voltage 12VF1 - voltage too low
13015 Supply voltage 12VF3 - voltage too low
13016 Supply voltage 12VH - voltage too low
13017 Supply voltage 12VH1 - voltage too low
13018 Supply voltage 12VM - voltage too low
13019 Supply voltage 12VR - voltage too low
13020 Supply voltage 12VS1 - voltage too low
13021 Supply voltage 12VS2 - voltage too low
13022 Supply voltage 12VT1 - voltage too low
13023 Supply voltage 12VU1 - voltage too low
13024 Supply voltage 12VU2 - voltage too low

Error Codes
Instrument Cluster Error Codes (14XXX)

Error
Error Description
Code
14013 Steering angle sensor - short circuit to Vcc
14014 Steering angle sensor - short circuit to GND or open circuit
14015 5V supply voltage - too high
14016 5V supply voltage - too low
14021 Cranking line – shorted to +12V
14022 Cranking line – shorted to GND
14051 Fuel level sensor - short circuit to Vcc or open circuit
14052 Fuel level sensor - short circuit to GND
14061 Air brake pressure sensor – short circuit to VCC or option set but sensor not connected
14091 Transmission output speed sensor – short to Vcc or open circuit
14092 Transmission output speed sensor – short to ground
14095 Vane pump – short circuit to GND or open circuit (applicable only to CCM-LWB CVT)
14096 Vane pump – short circuit to VCC (applicable only to CCM-LWB CVT)
14097 Transmission oil pressure sensor – short to 5V
14098 Transmission oil pressure sensor – open circuit or short circuit to ground
14100 Air brake pressure - not configured
14102 SWCD present - not configured (Case-IH)
14106 Steering sensor – present but not configured
14111 Fuel level sensor not configured
14112 Transmission not configured
14113 Transmission configuration error
14114 Steering controller present but not configured
14115 Climate controller present but not configured (Case-IH)
14116 Park system present but not configured
14117 ABS missing
14118 ABS present but not configured
14119 Radar missing
14120 Radar present but not configured
14121 TECU present but not configured
14126 APM missing (Case-IH)
14127 APM present but not configured (Case-IH)
14128 SFB present but not configured
14300 Mismatch between CAN and direct frequency input info
14301 Direct frequency input from EPL controller shorted to VCC or GND or open circuit
14304 Park system not validated
14900 Transmission controller missing
14901 Engine controller missing
14904 Armrest Controller missing (LC)
14905 Keypad missing (JA) (ADIC only)
14906 Steering controller missing (KA)
14908 ISOBUS function not detected / TECU missing (OA)
14909 SWCD missing (VA)
14910 Climate controller missing (Case-IH)
14911 Enhanced cluster without keypad (ADIC only)
14912 Basic cluster with keypad (ADIC only)
14914 Park system missing (XA)

Error Codes

Error
Error Description
Code
14916 SFB missing
14921 HW ID not programmed
14922 Wrong steering sensor configuration
Steering Controller Error Codes (15XXX)

Error
Error Description
Code
15002 Steering wheel control proximity sensor - open circuit
15003 Steering wheel control proximity sensor - short circuit
15006 Split valve LVDT - open circuit
15007 Split valve LVDT - short circuit
15008 Change valve solenoid - open circuit
15009 Change valve solenoid - short circuit across
15010 Safety switch fail
15011 Maximum engagement time elapsed (5 minutes)
15012 Split valve spool - stuck open
15013 Change valve or split valve spools - stuck closed
15014 Split valve spool stuck in transition zone - can't identify which steering mode tractor is definitely in.
15024 System not calibrated
Air Conditioning Controller Error Codes (16XXX)

Error
Error Description
Code
16111 Cab sensor open or shorted to power
16112 Cab sensor shorted to ground
16113 Outlet sensor open or shorted to power
16114 Outlet sensor shorted to ground
16115 Evaporator sensor open or shorted to power
16116 Evaporator sensor shorted to ground
16117 Outside air sensor open or shorted to power
16118 Outside air sensor shorted to ground
16120 Blower speed select potentiometer open or shorted to power
16121 Temperature select potentiometer open or shorted to power
16122 Mode select potentiometer open or shorted to power
16125 High pressure switch (+) input shorted to power
16126 High pressure switch (+) input shorted to ground
16127 High pressure switch (-) input shorted to power
16128 High pressure switch (-) input shorted to ground
16129 High pressure cycling error (2 in 1 minute)
16130 Low pressure switch (+) input shorted to power
16131 Low pressure switch (+) input shorted to ground
16132 Low pressure switch (-) input shorted to power
16133 Low pressure switch (-) input shorted to ground
16134 Low pressure switch open for greater than 1 minute

Error Codes

Armrest Controller Error Codes (18XXX)

Error
Error Description
Code
18001 Hand throttle #1 - voltage too low (New Holland)
18002 Hand throttle #1 - voltage too high (New Holland)
18003 Hand throttle #2 - voltage too low
18004 Hand throttle #2 - voltage too high
18005 Engine droop control - voltage too low
18006 Engine droop control - voltage too high
18007 Multi-function handle - switch error
18008 Multi-function handle - voltage too low
18009 Multi-function handle - voltage too high
18010 Powershift throttle - voltage too low (CaseIH)
18011 Powershift throttle - voltage too high (CaseIH)
18012 CVT mode switch error
18013 Multi-function handle - encoder position error
18014 Rear hitch position control potentiometer - voltage too low
18015 Rear hitch position control potentiometer - voltage too high
18016 Rear hitch draft control potentiometer - voltage too low
18017 Rear hitch draft control potentiometer - voltage too high
18018 Rear hitch height limit potentiometer - voltage too low
18019 Rear hitch height limit potentiometer - voltage too high
18020 Rear hitch drop rate potentiometer - voltage too low
18021 Rear hitch drop rate potentiometer - voltage too high
18022 Rear hitch sensitivity control potentiometer - voltage too low
18023 Rear hitch sensitivity control potentiometer - voltage too high
18024 EHR flow encoder position error
18025 Rear hitch slip control potentiometer - voltage too low
18026 Rear hitch slip control potentiometer - voltage too high

EHR 5 lever position - voltage too low
18027
(not applicable to CCM/APH – it may indicate incorrect configuration of the ACM)

EHR 5 lever position - voltage too high
18028

EHR 6 lever position - voltage too low
18029

EHR 6 lever position - voltage too high
18030
18031 Front hitch position / pressure control potentiometer - voltage too high
18032 Front hitch position / pressure control potentiometer - voltage too low
18033 Front hitch position / pressure mix potentiometer - voltage too high
18034 Front hitch position / pressure mix potentiometer - voltage too low
18035 Front hitch position height limit potentiometer - voltage too high
18036 Front hitch position height limit potentiometer - voltage too low
18037 Front hitch height limit enable switch error
18038 Front hitch position drop rate potentiometer - voltage too high
18039 Front hitch position drop rate potentiometer - voltage too low
18040 EHR 1 lever position - voltage too low
18041 EHR 1 lever position - voltage too high

Error Codes

Error
Error Description
Code
18046 EHR float control switch error
18049 Joystick 1 X-axis position - voltage too low
18050 Joystick 1 X-axis position - voltage too high
18051 Joystick 1 Y-axis position - voltage too low
18052 Joystick 1 Y-axis position - voltage too high
18053 Joystick 1 proportional rocker switch - voltage too low
18054 Joystick 1 proportional rocker switch - voltage too high

Joystick 2 X-axis position - voltage too low
18055

Joystick 2 X-axis position - voltage too high
18056

Joystick 2 Y-axis position - voltage too low
18057

18058 Joystick 2 Y-axis position - voltage too high

Joystick 2 proportional rocker switch - voltage too low
18059

Joystick 2 proportional rocker switch - voltage too high
18060
18061 Reference voltage – short circuit to 0V
18062 Reference voltage – short circuit to 12V
18063 EEPROM fault
18064 MFH communication error
18065 MFH basic assurance test error
18066 EHR 1 lever implausibility error

EHR 5 lever implausibility error
18070

EHR 6 lever implausibility error
18071
18072 EDC mouse raise/work switch fault (New Holland)
DeNOx Error Codes – Tier 4a (19XXX)

Error
Error Description
Code Tier 4a

Battery voltage sensing (electrical) – signal high – P0563 battery voltage evaluation - above upper
19001
limit

Battery voltage sensing (electrical) – signal low – P0562 battery voltage evaluation - below lower
19002
limit

Battery voltage sensing (electrical) – signal above high error threshold – P0563 battery voltage
19003
evaluation - above upper limit

Battery voltage sensing (electrical) – signal below low error threshold – P0562 Battery voltage
19004
evaluation - below lower limit

Error Codes

Error
Error Description
Code Tier 4a

Temperature sensor after catalyst (electrical) – signal high – P042D catalyst temperature sensor -
19010
circuit high

Temperature sensor after catalyst (electrical) – signal low – P042C catalyst temperature sensor -
19011
circuit low

Temperature sensor before catalyst (electrical) – signal high – P0428 catalyst temperature sensor
19019
circuit high

Temperature sensor before catalyst (electrical) – signal low – P0427 catalyst temperature sensor -
19020
circuit low
19021 Temperature sensor before catalyst (electrical) – signal high – signal above high error threshold
19022 Temperature sensor before catalyst (electrical) – signal high – signal below low error threshold

Sensor supply 2 (5V internal; for UREA pressure sensors) – supply voltage too high – P204D
19037
Reagent - pressure sensor - short circuit high

Sensor supply 2 (5V internal; for UREA pressure sensors) – supply voltage too low – P204C
19038
Reagent - pressure sensor - short circuit low

UREA pressure sensor in box (electrical) – supply voltage error – P204A Reagent - pressure sensor
19046
- open circuit

UREA pressure sensor in box (electrical) – signal high – P204D Reagent - pressure sensor - short
19047
circuit high

UREA pressure sensor in box (electrical) – signal low – P204C Reagent - pressure sensor - short
19048
circuit low

UREA Temperature sensor in box (electrical) – high signal – P2045 Reagent - temperature sensor
19055
of pump module - short circuit high

UREA Temperature sensor in box (electrical) – signal low – P2044 Reagent - temperature sensor of
19056
pump module - short circuit low

UREA Temperature sensor in box (electrical) – signal high –P2043 Reagent - temperature sensor of
19057
pump module - out of range

UREA Temperature sensor in box (electrical) – signal low – P2043 Reagent - temperature sensor of
19058
pump module - out of range

Voltage supply 2 - tube heaters (UB2) electrical – Short to bat at UB2 with Key 15 off – P20C4
19073
Reagent - suction tube heating - short circuit high

Voltage supply 2 - tube heaters (UB2) electrical – Open circuit to UB2 – P20C1 Reagent - suction
19074
tube heating - short circuit low

Voltage supply 2 - tube heaters (UB2) electrical – Short circuit to Ground UB2 – P20C3 Reagent -
19075
suction tube heating - open circuit

Voltage supply 3 - Coolant control valve and reverting valve (UB3) electrical – Short to bat at UB3
19082
with Key 15 off – P20A3 Vent valve (Reductant Purge Control Valve) - short circuit high

Voltage supply 3 - Coolant control valve and reverting valve (UB3) electrical – Open circuit to UB3 –
19083
P20A0 Vent valve (Reductant Purge Control Valve) - short circuit low

Voltage supply 3 - Coolant control valve and reverting valve (UB3) electrical – Short circuit to
19084
Ground UB3 – P20A2 Vent valve (Reductant Purge Control Valve) - open circuit

Monitoring VDD11/VDD25 voltage - Dosing valve/pump motor – supply voltage VD11 low – P0659
19091
12 Volt supply for dosing module - above upper limit

Monitoring VDD11/ VDD25 voltage - Dosing valve/pump motor – supply voltage VD11 high – P0658
19092
12 Volt supply for dosing module - below lower limit

Monitoring VDD11/ VDD25 voltage - Dosing valve/pump motor – supply voltage VD25 high – P0659
19093
12 Volt supply for dosing module - Above upper limit

Monitoring VDD11/ VDD25 voltage - Dosing valve/pump motor – supply voltage VD25 low – P0658
19094
12 Volt supply for dosing module - Below lower limit
19145 Dosing Valve (electrical) – short circuit to battery + – P2049 Reductant Injector - circuit high
19147 Dosing Valve (electrical) – open load – P2047 Reductant Injector - circuit open
19149 Dosing Valve (electrical) – short circuit to ground – P2048 Reductant Injector - circuit Low

Error Codes

Error
Error Description
Code Tier 4a

Dosing Valve (electrical) – Dosing valve permanent "ON" (detection via fast decay) – P209B
19150
Reagent - dosing nozzle - pressure too high
19154 UREA Pump speed – pump motor unplugged – P208B Reagent-pump not delivering
19155 UREA Pump speed – pump motor blocked – P208A Reagent-pump
19156 UREA Pump speed – pump over speed – P208D Reagent-pump over speed
19157 UREA Pump speed – Hall sensors defect – P208B Reagent-pump not delivering

Reverting valve (4-2way valve?) electrical – short circuit to battery – P20A3 Vent valve (Reductant
19181
Purge Control Valve) - short circuit high

Reverting valve (4-2way valve?) electrical – open load – P20A0 Vent valve (Reductant Purge
19183
Control Valve) - open circuit

Reverting valve (4-2way valve?) electrical – short circuit to ground – P20A0 Vent valve (Reductant
19184
Purge Control Valve) - short circuit low
19244 Urea pump heater - short circuit to battery
19247 Urea pump heater - open circuit
19248 Urea pump heater - short circuit to ground

Tank heating Valve – short circuit to battery – P20B4 Reagent - tank heating valve - short circuit
19262
high
19264 Tank heating Valve – open load – P20B1 Reagent - tank heating valve - open circuit
19265 Tank heating Valve – short circuit to ground – P20B3 Reagent - tank heating valve - short circuit low
19280 Filter box heater - short circuit to battery
19283 Filter box heater - open circuit
19284 Filter box heater - short circuit to ground

Temperature after catalyst too low – Downstream catalyst temp - physical (Catalyst heating time
19290
failed) – P042B Catalyst Temperature Sensor - circuit range/performance

UREA pressure too low at system start – UREA pressure too low at system start – P208B Reagent-
19298
pump not delivering

UREA pressure too high – Urea pressure not plausible (urea pressure too high) – P204B Reagent -
19307
pressure above threshold

UREA Temperature in Pump Module out of range – Urea temperature box - physical (Urea Box
19316
Temp NOT OK: outside range) – P2043 Reagent - temperature sensor of pump module out of range
UREA Temperature in Tank out of range – Urea temperature tank - physical (Urea Tank Temp NOT
19325 OK: outside range) – P205B Reagent - tank temperature sensor (temperature of the Reagent -
solution in the tank) out of range

System frozen and not free in time – De-freezing Mode and Detection Errors (Inlet line de-freezing
19334
failed) – P20C2 Reagent - suction tube heating - detection mode of heating

System frozen and not free in time – De-freezing Mode and Detection Errors (pressure line de-
19335
freezing failed) – P20BE Reagent - pressure tube heating - detection mode of heating

System frozen and not free in time – De-freezing Mode and Detection Errors (pressure build-up in
19336
detection mode failed) – P20C5 Pump module - internal heating - open circuit

System frozen and not free in time – De-freezing Mode and Detection Errors (Back-flow line de-
19337
freezing failed) – P20B9 Reagent - backflow tube heating - open circuit

Reverting valve (4-2way valve?) mechanically – valve does not open – P20A0 Vent valve
19352
(Reductant Purge Control Valve) - open circuit

Battery Voltage (actual value) – High battery voltage – P0562 Battery voltage evaluation - below
19361
lower limit

Battery Voltage (actual value) – Low battery voltage – P0563 Battery voltage evaluation - above
19362
upper limit

UREA pressure too low (in "commissioning" status) – Pump motor error during commissioning
19370
(pump not delivering) – P208B Reagent pump not delivering

Error Codes

Error
Error Description
Code Tier 4a

UREA Temperature too low during commissioning – temperatures not plausible during
19379
commissioning.
19415 Empty UREA Tank – urea tank empty – P203F Reagent - fluid level in tank - too low

Urea pressure sensor plausibility error (checked during system start-up)P204B Reagent - pressure -
19496
above threshold

Urea box temperature sensor plausibility error (dynamic / static) - P2043 Reagent - temperature
19505
sensor of pump module - out of range

Urea tank temperature sensor plausibility error (dynamic / static) - P205B Reagent - tank
19514
temperature sensor (temperature of the Reagent - solution in the tank) - out of range
19532 Back flow line clogged – P2063 Reagent - dosing valve - short circuit low

Coolant control valve mechanically – blocked closed – P20A1 vent valve test plausibility test (start-
19541
up)
19550 Pressure line blocked – pressure line blocked – P209B Reagent - dosing nozzle - pressure too high

Low UREA level 1 (warning) - UREA level below Limit 1 - P203F Reagent - fluid level in tank - too
19559
low

Low UREA level 2 (warning) - UREA level below Limit 2 - P203F Reagent - fluid level in tank - too
19568
low
CAN receive frame E2SCR (Dosing, Exhaust gas flow, Exhaust gas temp, Error Suppression,
19577 Heater, Long Term failure) – SAE J1939 Check for CAN receive signal : (UREA quantity not in
range)
19578 Heater, Long Term failure) – SAE J1939 Check for CAN receive signal : (Dosing status not in range)
– P0600 Serial Communication Link

19579
Heater, Long Term failure) – timeout – P0600 Serial Communication Link

19580
Heater, Long Term failure) – too many CAN messages – P0600 Serial Communication Link
19581 Heater, Long Term failure) – SAE J1939 Check for CAN receive signal – P0600 Serial
Communication Link

CAN receive frame EEC1 (Driver demand, engine speed, engine torque) – SAE J1939 Check for
19595
CAN receive signal : (Engine torque not in range) – P0600 Serial Communication Link

19596
CAN receive signal : (Engine speed not in range) – P0600 Serial Communication Link

CAN receive frame EEC1 (Driver demand, engine speed, engine torque) – timeout – P0600 Serial
19597
Communication Link

CAN receive frame EEC1 (Driver demand, engine speed, engine torque) – too many CAN
19598
messages – P0600 Serial Communication Link

19599
CAN receive signal : (Torque driver demand not in range) – P0600 Serial Communication Link

CAN receive frame ET1 (Oil and Water temp engine) – SAE J1939 Check for CAN receive signal :
19604
(Oil temperature not in range) – P0600 Serial Communication Link
19605 CAN receive frame ET1 (Oil and Water temp engine) – timeout – P0600 Serial Communication Link

CAN receive frame ET1 (Oil and Water temp engine) – too many CAN messages – P0600 Serial
19606
Communication Link

CAN receive frame ET1 (Oil and Water temp engine) – SAE J1939 Check for CAN receive signal :
19607
(Water temperature not in range) – P0600 Serial Communication Link
UREA Tank level error (CAN message or electrical with real sensor) – Level over CAN: SAE J1939
19649 no Signal available Level sensor connected directly: Sensor Supply error – P203A Reagent - tank
level sensor - open circuit

Error Codes

Error
Error Description
Code Tier 4a
19650 Signal Not in Range Level sensor connected directly: SRC high – P203D Reagent - tank level
sensor - short circuit high
19651 Erroneous Signal Level sensor connected directly: SRC low – P203C Reagent - tank level sensor -
short circuit low
19652 UREA Tank level error (CAN message or electrical with real sensor) – (TIMEOUT)
19653 Erroneous Signal Level sensor connected directly: SRC low – P203C Reagent - tank level sensor
(too many CAN messages)
19654 Erroneous Signal Level sensor connected directly: SRC low – P203A Reagent - tank level sensor -
open circuit
Ambient Temperature: SAE J1939 Check for CAN receive signal : (Signal Range Check: Signal not
19676 in range / Erroneous Signal / Signal not available) – SAE J1939 Check for CAN receive signal :
(Ambient air temperature not in range) – P0600 Serial Communication Link
19677 in range / Erroneous Signal / Signal not available) – timeout – P0071 Ambient Air Temperature
Sensor Range/Performance
19678 in range / Erroneous Signal / Signal not available) – too many CAN messages – P0071 Ambient Air
Temperature Sensor Range/Performance
19679 in range / Erroneous Signal / Signal not available) – SAE J1939 Check for CAN receive signal :
(Barometric pressure not in range) – P0071 Ambient Air Temperature Sensor Range/Performance

EEPROM / Checksum failures – EEPROM write error – P062F Internal Control Module EEPROM
19721
Error

EEPROM / Checksum failures – No corresponding variant number error – P062F Internal Control
19722
Module EEPROM Error

EEPROM / Checksum failures – EEPROM communication error – P062F Internal Control Module
19723
EEPROM Error

EEPROM / Checksum failures – EEPROM Detection error OR Codierwort error – P062F Internal
19724
Control Module EEPROM Error

EEPROM / Checksum failures – Wrong EEPROM size – P062F Internal Control Module EEPROM
19725
Error

Ignition "on" signal K15 – digital input ignition ON not sensed during initialization – P2530 Ignition
19730
switch - plausibility error

Main Relay opens too early / too late – main relay shut off too late – P0687 ECM/PCM Power Relay
19739
Control Circuit High

Main Relay opens too early / too late – main relay short circuit – P0685 ECM/PCM Power Relay
19740
Control Circuit /Open

Main Relay opens too early / too late – main relay open circuit – P0687 ECM/PCM Power Relay
19741
Control Circuit High

Main Relay opens too early / too late – main relay shut off too early (before EEPROM update) –
19742
P0685 ECM/PCM Power Relay Control Circuit /Open
Too high UREA Temperature in Pump module or Leakage test failed (Emergency shut off) – over
19748 temperature detection (urea temp. in pump module) – P2043 Reagent - temperature sensor of pump
module - out of range

Too high UREA Temperature in Pump module or Leakage test failed (Emergency shut off) – 'urea
19749
leakage detection (static or dynamic) – 'P202D Dynamic urea

UREA Tank Temperature not plausible with Pump module temperature - Temp over CAN: SAE
19802
J1939 Timeout Temp sensor connected directly: SRC high - P0600 Serial Communication Link

Error Codes

Error
Error Description
Code Tier 4a
19803 J1939 Too many messages Temp sensor connected directly: SRC low - P0600 Serial
Communication Link
19804 J1939 erroneous signal - P205A Reagent - tank temperature sensor (temperature of the Reagent -
solution in the tank) - Open circuit
UREA Tank Temperature not plausible with Pump module temperature - SRC High: raw value
19805 UREA temperature too high - P205D Reagent - tank temperature sensor (temperature of the
Reagent - solution in the tank) - Short circuit high
UREA Tank Temperature not plausible with Pump module temperature - SRC Low: raw value UREA
19806 temperature too low - P205C Reagent - tank temperature sensor (temperature of the Reagent -
solution in the tank) - short circuit low
UREA Tank Temperature not plausible with Pump module temperature - SRC High: diagnostic value
19807 UREA temperature too high - P205B Reagent - tank temperature sensor (temperature of the
Reagent - solution in the tank) - out of range
UREA Tank Temperature not plausible with Pump module temperature - SRC Low: diagnostic value
19808 UREA temperature too low - P205B Reagent - tank temperature sensor (temperature of the Reagent
- solution in the tank) - out of range
19813 Start-up cycle counter for pressure drop during dosing - P208B Reagent pump - not delivering
19817 Plausibility of UDV stuck - P202F Reagent - dosing valve - blocked (only stuck closed)
19818 Plausibility of UDV stuck - P202D Dynamic urea leakage test - leakage detected
19822 UDV valve stuck position unknown error - P202D Dynamic urea leakage test - leakage detected
19999 Unknown DeNOx fault code
DeNOx Error Codes – Tier 4b (19XXX)

Error
Error Description
Code Tier 4b
19001 Battery voltage is higher than expected
19002 Battery voltage is lower than expected
19005 Timeout error of CAN-Transmit-Frame ECM to NH3 (ammonia) Sensor
19006 CAN timeout error from NH3 sensor - NH3Fac message
19007 NH3 sensor open or short in measuring cell circuit
19008 NH3 sensor open or short in ground circuit
19009 NH3 sensor short in heater circuit causing overheating
19010 Downstream SCR catalyst temperature sensor voltage is higher than expected
19011 Downstream SCR catalyst temperature sensor voltage is lower than expected
19012 NH3 sensor open in heater circuit causing under-heating
19013 NH3 sensor open or short in temperature cell circuit
19014 NH3 sensor open or short in trim resistor circuit
19015 NH3 sensor heater control failure
19016 NH3 sensor heater performance failure
19017 NH3 sensor signal out of range failure
19018 NH3 sensor power supply failure
19019 Upstream SCR catalyst temperature sensor voltage is higher than expected
19020 Upstream SCR catalyst temperature sensor voltage is lower than expected
19023 NH3 sensor controller failure
19024 CAN timeout error from NH3 sensor - NH3Sens message
19025 NH3 slip detected

Error Codes

Error
Error Description
Code Tier 4b
19026 Exhaust flap actuator internal failure
19027 Exhaust flap actuator supply voltage out of range
19030 Exhaust flap actuator CAN position command message missing
19031 Exhaust Flap actuator: Feedback position positive deviation too high
19032 Exhaust Flap actuator: Feedback position negative deviation too high
19033 Exhaust flap stuck during power up test
19034 Exhaust flap actuator is over temperature
19035 CAN timeout error from exhaust flap actuator
19036 SCR downstream temperature sensor signal drift at cold start
19039 Exhaust gas temperature sensors signal drift at cold start

Upstream oxidation catalyst temperature sensor comparison to a calculated temperature value
19040
failure
19041 Upstream SCR temperature sensor comparison to a calculated temperature value failure
19042 Downstream SCR temperature sensor comparison to a calculated temperature value failure
19043 Intake air humidity sensor voltage is lower than expected
19044 Timeout of ECM to NOx sensor downstream Dew Point Message
19045 Timeout Error of Message from ECM to NOx downstream Sensor
19047 DEF/AdBlue supply module pump motor pressure sensor voltage is higher than expected
19048 DEF/AdBlue supply module pump motor pressure sensor voltage is lower than expected
19049 Up and downstream NOx sensors swapped
19050 Downstream NOx sensor values are not plausible
19051 Upstream NOx sensor internal failure (Heater Open Circuit Error)
19052 Upstream NOx sensor internal failure (Heater Short Circuit Error)
19053 Upstream NOx sensor internal failure (Heater Performance Plausibility Error)
19054 Upstream NOx sensor internal failure (Open Circuit Error)
19055 DEF/AdBlue supply module temperature invalid
19059 Upstream NOx sensor internal failure (Short Circuit Error)
19060 CAN timeout error from upstream NOx sensor
19061 Upstream NOx sensor lambda signal deviation - NOx sensor possible removal detected
19062 Upstream NOx sensor values are not plausible
19063 Upstream NOx sensor supply voltage is out of range
19064 Open Load error of DEF/AdBlue Supply Module Heater Actuator powerstage
19066 Upstream oxidation catalyst temperature sensor voltage is higher than expected
19067 Downstream SCR catalyst temperature is too high
19068 Downstream SCR catalyst temperature is too low
19069 Upstream SCR catalyst temperature too high
19070 Upstream SCR catalyst temperature too low
19071 SCR catalyst efficiency lower than first NOx production threshold level
19072 SCR catalyst efficiency lower than second NOx production threshold level
19073 Short Circuit to Battery of DEF/AdBlue Suction Line Heater Actuator powerstage
19074 Short Circuit to Ground of DEF/AdBlue Suction Line Heater Actuator powerstage
19075 Open Load of DEF/AdBlue Suction Line Heater Actuator powerstage
19076 NH3 Slip behind SCR detected
19077 DEF/AdBlue pressure stabilization failure
19078 System not emptied at the end of the previous driving cycle
19079 DEF/AdBlue over pressure failure
19080 DEF/AdBlue under pressure failure

Error Codes

Error
Error Description
Code Tier 4b
19081 DEF/AdBlue dosing valve actuator short circuit to ground in high side failure
19082 DEF/AdBlue reverting valve driver circuit short to battery failure
19083 DEF/AdBlue reverting valve driver circuit short to ground failure
19084 DEF/AdBlue reverting valve driver circuit open failure
19085 DEF/AdBlue dosing valve actuator over-temperature failure
19086 DEF/AdBlue pressure line heater failure and DEF/AdBlue tank temperature is too low
19087 DEF/AdBlue tank temperature is not within acceptable limits
19088 Error supply module heater plausibility
19089 Error DEF/AdBlue supply module heater temperature sensor dynamic plausibility
19090 Error DEF/AdBlue supply module heater temperature sensor cold start plausibility
19095 DEF/AdBlue tank temperature sensor plausibility failure
19096 DEF/AdBlue supply module temperature not available
19097 DEF/AdBlue supply module temperature outside valid range
19098 DEF/AdBlue supply module heater detected a faulty PWM signal
19099 Over Temperature error of DEF/AdBlue Supply Module Heater Actuator powerstage
19103 Short Circuit to Battery of DEF/AdBlue Supply Module Heater Actuator powerstage
19104 Short Circuit to Ground of DEF/AdBlue Supply Module Heater Actuator powerstage
19105 DEF/AdBlue tank heater actuator over temperature failure
19106 DEF/AdBlue tank heater actuator short circuit to ground failure
19107 DEF/AdBlue supply module pump motor open load failure
19108 DEF/AdBlue supply module pump motor short circuit to battery failure
19111 DEF/AdBlue supply module pump motor short circuit to ground failure
19112 DEF/AdBlue supply module pump motor pressure is too low
19113 DEF/AdBlue reverting valve driver circuit over temperature failure
19114 DEF/AdBlue tank temperature sensor plausibility min threshold
19116 DEF/AdBlue tank level is too high
19117 DEF/AdBlue tank level is too low
19125 No Restart due to empty DEF/AdBlue tank
19126 SCR Inducement: Warning, triggered by Tampering fault
19130 SCR Inducement: Warning, triggered by low DEF/AdBlue level
19131 DEF/AdBlue quality error
19132 Bad Quality of DEF/AdBlue detected
19133 Error because of too high quality of reducing agent
19134 DEF/AdBlue Quality sensor detects Air
19135 DEF/AdBlue Quality sensor detects Diesel
19136 Short circuit to ground error on the output powerstage for MIL lamp
19138 Open load error on the output powerstage for MIL lamp
19139 DEF/AdBlue Quality sensor detects Water
19140 DEF/AdBlue concentration is out of range
19141 DEF/AdBlue Quality Sensor critical error
19142 DEF/AdBlue quality sensor temperature failure (Different from DEF/AdBlue level temperature)
19143 DLC Error of CAN-Receive-Frame CRI1, Catalyst DEF/AdBlue Information Frame
19144 CAN timeout error from DEF/AdBlue quality sensor
19145 DEF/AdBlue dosing valve actuator short circuit to battery failure
19149 DEF/AdBlue dosing valve actuator short circuit to ground failure
19151 CAN-Receive-Frame Catalyst DEF/AdBlue information (CRI1)

Error Codes

Error
Error Description
Code Tier 4b
19152 Replace DEF/AdBlue Quality Sensor - Internal Open Load (reported via CAN Frame ComRx_CRI1)
19153 DEF/AdBlue quality sensor internal failure (Short circuit to battery error)
19154 DEF/AdBlue supply module pump temperature is too low to activate pump
19155 DEF/AdBlue Supply Module Pump Motor Speed Deviation
19156 DEF/AdBlue supply module pump motor severe speed deviation
19158 DEF/AdBlue quality sensor internal failure (Short circuit to ground error)
19159 DEF/AdBlue quality sensor internal failure (Concentration value is higher than expected)
19160 DEF/AdBlue quality sensor internal failure (Concentration value is lower than expected)
19161 DEF/AdBlue quality sensor internal failure (Internal fault)

Replace DEF/AdBlue Quality Sensor - Internal Open circuit of the temperature sensor located in the
19162
DEF/AdBlue Quality sensor (reported via CAN Frame ComRx_CRI1)
19165 DEF/AdBlue quality sensor internal failure (Temperature sensor circuit short to battery)
19166 DEF/AdBlue quality sensor internal failure (Temperature sensor circuit short to ground)
19167 DEF/AdBlue quality sensor internal failure (Temperature sensor value is higher than expected)
19168 DEF/AdBlue quality sensor internal failure (Temperature sensor value is lower than expected)
19169 DEF/AdBlue quality sensor internal failure (Temperature sensor failure)
19170 DEF/AdBlue Quality Sensor - Physical Range Check error for Conductivity
19171 DEF/AdBlue conductivity error
19173 DEF/AdBlue dosing valve actuator short circuit to battery in high side failure
19174 DEF/AdBlue dosing valve actuator short circuit in high side failure
19175 DEF/AdBlue tank level sensor indicates too high fill level
19176 DEF/AdBlue tank level sensor indicates too low fill level
19177 NH3 sensor temperature invalid (too low or too high)
19178 Downstream NOx sensor has too often aborted its self-diagnosis check during after-run
19179 Downstream NOx sensor self-diagnosis result is higher than the limit
19180 Downstream NOx sensor self-diagnosis result is lower than the limit
19185 Downstream NOx Sensor Value is not within the expected range
19186 Upstream NOx sensor has too often aborted its self-diagnosis check during after-run
19187 Upstream NOx sensor self-diagnosis result is higher than the limit
19188 Upstream NOx sensor self-diagnosis result is lower than the limit
19193 Counter for Charged Air Cooler downstream Pressure
19194 Counter for Charged Air Cooler downstream Pressure
19195 Signal range check: high error when heater is Off
19196 Signal range check: low error when heater is Off
19197 Plausibility check error of the first fresh air temperature sensor at cold start
19198 Plausibility check error of the second fresh air temperature sensor at cold start
19199 Plausibility check error of the third fresh air temperature sensor at cold start
19200 Plausibility check error of the forth fresh air temperature sensor at cold start
19201 Plausibility check error of the fifth fresh air temperature sensor at cold start
19202 Error in case of more than one not plausible fresh air temperature at cold start
19203 Implausibility between brake and accelerator pedal detected
19204 Open load at low side powerstage of external actuator relay 1
19205 Over temperature at low side powerstage of external actuator relay 1
19206 Short circuit to battery at low side of powerstage of external actuator relay 1
19207 Short circuit to ground at low side power stage of external actuator relay 1
19210 Open Load error of DEF/AdBlue Backflow Line Heater Actuator powerstage
19211 Lambda value is greater than NOx monitoring hard threshold of lambda value

Error Codes

Error
Error Description
Code Tier 4b
19212 Counter for intake manifold upstream temperature
19213 Lambda value is greater than NOx monitoring soft threshold of lambda value
19214 Engine break active while vehicle stands still

Blow By 3-way valve, valve commanded "open" and short circuit to ground are simultaneously
19215
detected
19216 Open load on Blow By 3-way valve power stage output
19220 Over temperature on Blow By 3-way valve power stage output
19221 Short circuit to battery on Blow By 3-way valve power stage output
19222 Short circuit to ground on Blow By 3-way valve power stage output
19223 Adaptive current control, desired current out of range
19224 eVGT displacement offset Min error
19225 CAN C Bus off passive failure
19229 Open load of powerstage of Charge Air Cooling Bypass Valve
19230 Over temperature of powerstage of Charge Air Cooling Bypass Valve
19231 Short circuit to battery of powerstage of Charge Air Cooling Bypass Valve
19232 Short circuit to ground of powerstage of Charge Air Cooling Bypass Valve
19233 Difference between measured and calculated temperature
19234 High pressure intercooler outlet temperature is too high
19238 High pressure intercooler outlet temperature is too low
19239 High pressure intercooler outlet temperature sensor signal failure
19240 High pressure intercooler outlet temperature sensor voltage is higher than expected
19241 High pressure intercooler outlet temperature sensor voltage is lower than expected
19242 Crankcase pressure high, eventually blow-by filter or blow-by line clogged
19243 Excessive crank case pressure pre-warning failure
19249 Rail leakage detected and oil pressure is low: please check for fuel in oil

Rail leakage detected and oil pressure is low and high crankcase pressure: there is most probably
19250
fuel in oil
19251 Counter for upper threshold of Engine coolant downstream temperature
19252 Counter for the upper threshold of Engine coolant downstream temperature
19253 Short Circuit to Battery of DEF/AdBlue Pressure Line heater Actuator powerstage
19255 Open Load error of DEF/AdBlue Pressure Line Heater Actuator powerstage
19256 Counter for the upper threshold of Engine coolant downstream temperature
19257 Counter for the lower threshold of Engine coolant downstream temperature
19258 Physical Range Check low for Engine coolant temperature (downstream)
19260 Coolant pressure low failure
19261 Coolant pressure plausibility failure
19262 DEF/AdBlue tank heater actuator short circuit to battery failure
19264 DEF/AdBlue tank heater actuator open load failure
19266 Coolant level: Low coolant level
19267 Engine idle shutdown commanded from SCR inducement
19268 Engine shutdown commanded to protect the engine

Timeout CAN-Transmit-Frame A1DOC (After-treatment / Oxidation Catalyst Intake gas
19269
Temperature)
19270 CAN timeout error - CRI1 message

CAN timeout error - A1SCREGT (SCR catalyst upstream and downstream catalyst temperatures)
19274
message
19275 Timeout of CAN-Transmit-Frame Acknowledgment (ACK) occurred

Error Codes

Error
Error Description
Code Tier 4b
19276 Timeout Error of CAN-Receive-Frame AIR1
19277 Timeout of CAN Frame AT1G2 (After-treatment / Diesel Particulate Filter Intake Gas Temperature)
19278 Timeout of CAN frame of Intermediate gas temperature and pressure message AT1MGTO
19279 Timeout Error of CAN-Transmit-Frame AT1S (Particulate filter soot/ash load)
19285 Timeout Error of CAN-Receive-Frame BCA01 from Air Conditioner Compressor
19286 Timeout of CAN-Receive-Frame CCSSBC, Transmitted by Body Computer
19287 Timeout of CAN-Receiving frame CCSS form Body Computer
19288 Timeout of CAN-Transmit-Frame Cruise Control 2 (CCVS2)
19290 Downstream oxidation catalyst temperature is too low
19291 Timeout of CAN-Transmit-Frame Cruise Control 3 (CCVS3)
19292 Timeout Error of CAN-Receive-Frame CM1BC
19293 Timeout Error of CAN-Receive-Frame
19294 Timeout Error of Frame CNH_FT - containing Diesel particulate Filter related status information
19295 Timeout Error of CAN-Receive-Frame CTLPTO
19296 Timeout Error of CAN-Transmit-Frame DLCC1
19297 Timeout Error of CAN-Receive-Frame DLCD1
19298 DEF/AdBlue supply module pump motor pressure sensor value below the allowed threshold
19299 CAN timeout error - DPF1S message
19300 Timeout Error of CAN-Transmit-Frame DPF1S
19301 CAN-Receive-Frame Ambient Conditions for DPF
19302 Timeout Error of CAN-Transmit-Frame DSE
19303 Timeout Error of CAN-Transmit-Frame EAC
19304 Timeout Error of CAN-Receive-Frame Electronic Brake Controller (EBC1BC)
19305 Timeout Error of CAN-Receive-Frame EBC1VS
19306 Timeout of CAN-Receive-Frame Wheel Speed Information Frame (WSI)
19307 DEF/AdBlue supply module pump motor pressure sensor value above the allowed threshold
19308 Timeout Error of Frame sent to Heater control unit (HCU)
19309 Timeout Error of Message from ECM to NOx Upstream Sensor
19310 Timeout Error of CAN-Transmit-Frame to Soot sensor
19311 Timeout Error of CAN-Send-Frame
19312 Timeout Error of CAN-Transmit-Frame ECU2WPC to Water Pump Controller
19313 CAN timeout error - EFL_P1 message (Engine fluid level/pressure)
19315 CAN-Receive Frame Engine Gas Flow Rate (EGF1)
19316 DEF/AdBlue supply module temperature sensor dynamic plausibility failure
19317 CAN-Receive-Frame EGR2 to ECM
19318 Timeout Error of CAN-Transmit-Frame EGRIndc
19319 Timeout of CAN-Transmit-Frame Eng06a (Vehicle warning for filter clogging)
19320 Timeout Error of CAN-Transmit-Frame Eng07
19321 Engine Retarder Configuration BAM message
19322 Engine Retarder Configuration packet frame
19323 External engine shutdown request received
19324 CAN-Transmit-Frame Engine temperature
19325 DEF/AdBlue tank temperature sensor plausibility max threshold
19326 Can Transmit Frame: Engine Derate Request and Engine Operate State
19327 CAN-Receive-Frame ERC1BC (Retarder Enable - Brake Assist Switch signal)
19328 CAN-Receive-Frame ERC1DR (Electronic Retarder Controller #1)

Error Codes

Error
Error Description
Code Tier 4b
19329 CAN-Receive-Frame Transmission Control 2 (ETC2)
19330 CAN-Receive-Frame Transmission Control 7 (ETC7)
19331 Timeout Error of CAN-Receive-Frame ETC8
19332 Timeout Error of CAN-Receive-Frame FDBC
19333 CAN timeout error - FlEco message (Fuel Economy send message according to SAE J1939-71)
19334 DEF/AdBlue dosing valve protection, de-freezing active
19335 Pressure build-up error
19336 DEF/AdBlue general pressure check failure
19337 DEF/AdBlue dosing system backflow line plausibility failure

CAN timeout error - GPM12 (Engine upper and lower speed as well as idle governor set point)
19338
message
19339 Timeout Error of CAN-RECEIVE-Frame GPM23
19340 Timeout error of CAN receive frame heater control unit (HCU) Data
19341 Timeout error of CAN receive frame heater control unit (HCU) Data
19342 Timeout error of CAN receive frame HCUData
19347 Timeout CAN-Transmit-Frame HRLFC, High Resolution Fuel Consumption
19348 Timeout of CAN-Receive-Frame High Resolution Vehicle Distance (HRVD)
19349 Timeout Error of CAN-Transmit-Frame IC1, Inlet/Exhaust condition #1 frame
19350 Timeout Error of CAN-Receive-Frame ISCSBC
19351 Timeout Error of CAN-Transmit-Frame ISCS
19352 DEF/AdBlue reverting valve is blocked
19353 Timeout of CAN-Transmit-Frame FLC, Fuel Consumption Transmit message
19354 Timeout of CAN-Transmit-Frame MVS, Maximum Vehicle Speed Limits
19356 Downstream NOx sensor signal and NH3 sensor signal plausibility check failure
19357 CAN-Receive-Frame from NOx Sensor (NOx-Data)
19358 CAN-Receive-Frame NOxDataUs (Upstream NOx Sensor)
19359 Downstream NOx Sensor could not perform self-diagnosis during after-run
19360 Upstream NOx Sensor could not perform self-diagnosis during after run
19361 Powerstage diagnosis could be disabled due to high Battery voltage
19362 Powerstage diagnosis could be disabled due to low Battery voltage
19363 CAN timeout error - PA_MC message
19364 CAN timeout error - PAE (AC status, fuel filter heater status and other parameters) message
19365 CAN-Receive-Frame PRODPM1 (HCI dosing quantity, dosing request status)
19366 CAN-Receive-Frame Engine power take off enable switch status message PTOBC
19367 CAN-Receive-Frame PTODE ("At least one PTO engaged" signal value)
19368 CAN-Receive-Frame PTOTx (Ambient Conditions CAN frame)
19369 Timeout Error of CAN-Receive-Frame Retarder Configuration
19370 Ratio between DEF/AdBlue Pump Speed and Dosing Valve exceeded
19371 Timeout Error of CAN-Receive-Frame RESET
19372 Timeout Error of CAN-Receive-Frame RF (Hydraulic Retarder Oil Temperature)
19373 Timeout CAN-Receive-Frame Adaptive Cruise Control (ACC1)
19374 CAN timeout error - RxEngTemp2 (EGR exhaust gas temperature) message
19375 Timeout Error of CAN-Receive-Frame RxSERV
19376 Timeout of CAN-Receive-Frame Vehicle Distance (VD) message
19377 Timeout Error of CAN-Transmit-Frame SERV

Error Codes

Error
Error Description
Code Tier 4b
19378 Timeout of CAN-Transmit-Frame Shut down
19379 DEF/AdBlue supply module temperature failure
19380 Timeout Error of CAN-Receive-Frame TCFG2
19381 CAN timeout error - TI1 (DEF/AdBlue Tank Information) message
19382 Timeout of CAN-Transmit-Frame ECU2BC, ECU to Body Computer
19383 Timeout of CAN-Transmit-Frame ERC1, Electronic Retarder Controller 1
19384 CAN-Receive-Frame MUXINFO (IVECO proprietary message from the body computer)
19385 Timeout CAN-Receive-Frame TimeDate

Timeout of CAN-Receive-Frame Torque / Speed control from ACC to ECM through TSC1_ACCE
19386
Message active

19387
Message passive

Timeout of CAN-Receive-Frame Torque / Speed control from ACC to ECM through TSC1_ACCR
19388
Message active

Timeout of CAN-Receive-Frame Torque / Speed control from ACC to ECM through TSC1_ACCR
19389
Message passive

19390
Message
19391 CAN-Receive-Frame Torque / Speed control from ACC to ECM through TSC1_ACCR Message
19392 CAN-Receive-Frame Torque / Speed control from ADE to ECM through TSC1_ADE Message
19393 CAN-Receive-Frame Torque / Speed control from ADR to ECM through TSC1_SDR Message

CAN timeout error - TSC1AE message (Torque/Speed control from ABS/ASR to ECM - Limp home
19394
status)

CAN timeout error - TSC1DE message (Torque/Speed control from ABS/ASR to ECM - Limp home
19395
status)
19396 CAN-Receive-Frame Torque / Speed control from ABS / ASR to ECM through TSC1_PR Message
19397 CAN timeout error - TSC1TE message (Limp home status)
19398 CAN timeout error - CCV message (Reception and evaluation of cruise control vehicle speed)
19399 CAN timeout error - DD message
19400 Timeout of CAN-Transmit-Frame TxEBC1, Electronic Brake Controller 1
19401 Timeout of CAN-Transmit-Frame TxTC1, CAN frame Transmission Control 1
19402 CAN timeout error - Urea tank level
19403 Timeout of CAN-Transmit-Frame Vehicle Power Message, VEP1, comTx_VehPow
19404 Timeout of CAN-Transmit-Frame WFL, Water in fuel indicator message
19405 Monitoring of high pressure in sea water circuit
19407 Monitoring of low pressure in sea water circuit
19408 High pressure intercooler outlet pressure sensor plausibility check high failure
19409 High pressure intercooler outlet pressure sensor plausibility check low failure
19410 High pressure intercooler outlet temperature sensor plausibility failure
19411 Crankcase pressure 2 (in blow by hose) is too high
19412 Crankcase pressure 2 (in blow by hose) is too low
19413 Crankcase pressure sensor 2 (in blow by hose) voltage is higher than expected
19414 Crankcase pressure Sensor 2 (in blow by hose) voltage is lower than expected
19415 Remaining DEF/AdBlue is below the empty threshold
19416 Blow by connection hose between Blow by valve and air duct dropped
19417 Over pressure in the crankcase system
19418 Crankcase pressure below minimum, Open crankcase expected
19419 Vehicle speed limited to low speed (US = 8km/h, Europe = 20km/h or idle)

Error Codes

Error
Error Description
Code Tier 4b
19420 Measured coolant temperature different to modeled coolant temperature
19421 Downstream NOx sensor failed negative drift test monitoring
19422 Downstream NOx sensor signal is stuck at a constant value
19423 Upstream NOx sensor comparison to a calculated NOx value failure
19425 Plausibility temperature monitoring with ambient or catalyst temperatures
19426 Plausibility temperature monitoring with downstream temperature
19427 Plausibility temperature monitoring with upstream temperature
19428 Time to reach DEF/AdBlue closed loop control too long
19429 DEF/AdBlue injection quantity has exceeded desired value
19430 DEF/AdBlue injection quantity has exceeded desired value

Engine compression brake high side driver circuit short to battery and low side driver circuit short to
19431
ground failure
19432 Engine compression brake high side driver circuit short to battery failure
19433 Engine compression brake high side driver circuit short to ground failure
19434 ECM internal failure - EEPROM erase error
19435 ECM internal failure - EEPROM read error
19436 ECM internal failure - EEPROM write error
19437 NOx Difference between upstream and calculated value
19438 Indicates if a TMFW resonance shutoff condition is active
19439 Indicates a shutoff condition due to an active two mass fly wheel resonance
19440 Open load error on the PWM output power stage for the Engine Speed
19441 Over temperature on the PWM output power stage for the Engine Speed
19443 Short circuit to battery error on the PWM output power stage for the speed output
19444 Short circuit to ground error on the PWM output power stage for the speed output
19445 Fault Check for enhanced SRC-Max of third exhaust gas temperature
19446 Fault Check for enhanced SRC-Max of Fourth exhaust gas temperature
19447 Fault Check for enhanced SRC-Max of fifth exhaust gas temperature
19448 Fault Check for enhanced SRC-Max of sixth exhaust gas temperature
19449 Fault Check for enhanced SRC-Min of third exhaust gas temperature
19450 Fault Check for enhanced SRC-Min of Fourth exhaust gas temperature
19452 Fault Check for enhanced SRC-Min of fifth exhaust gas temperature
19453 Fault Check for enhanced SRC-Min of sixth exhaust gas temperature
19454 ECM internal failure - Ambient pressure too high
19455 ECM internal failure - Ambient pressure too low
19456 Ambient temperature plausibility failure
19457 Ambient temperature is too high
19458 Ambient temperature is too low
19459 Multi-signal defect in Exhaust pressure controller - monitoring
19461 Over-boost failure in engine brake mode
19462 Turbine over speed detected
19463 Turbine irreversible over speed detected
19464 Counter for the Engine speed monitoring
19470 SCB at the High side and SCG at the Low side of Exhaust flap powerstage

Error Codes

Error
Error Description
Code Tier 4b
19471 Short circuit to battery error at the High Side of Exhaust flap powerstage
19472 Short circuit to ground error at the High Side of Exhaust flap powerstage
19473 No load error of Exhaust flap powerstage
19474 Over temperature error of Exhaust flap powerstage
19475 Short circuit to battery of Exhaust flap powerstage
19476 Short circuit to ground of Exhaust flap powerstage
19477 No load error at the Low Side of Exhaust flap powerstage
19478 Over Temperature error at the Low Side of Exhaust flap powerstage
19479 Short circuit to battery error at the Low Side of Exhaust flap powerstage
19480 Short circuit to ground error at the Low Side of Exhaust flap powerstage
19481 Fault check for cold start condition of exhaust-gas temperature sensor 3
19484 Fault check for Model based plausibility check of fourth exhaust-gas temperature
19485 Fault check for Model based plausibility check of fifth exhaust-gas temperature
19486 Fault check for Model based plausibility check of sixth exhaust-gas temperature
19487 Fuel quantity Balancing Control correction quantities at limitation for injector in cylinder 1
19493 Water level sensor voltage is higher than expected
19494 Water level sensor voltage is lower than expected
19495 Fuel in oil detected
19496 Monitoring of over pressure
19497 Open load error for Water in Fuel Lamp powerstage
19498 Over temperature error, Water in Fuel Lamp powerstage
19499 Short circuit to battery error, Water in Fuel Lamp powerstage
19500 Short circuit to ground error, Water in Fuel Lamp powerstage
19501 Monitoring of the upper limit of the fuel mass observer correction quantity
19502 Monitoring of the lower limit of the fuel mass observer correction quantity
19503 Downstream NOx Sensor: Lambda signals is invalid
19504 Downstream NOx Sensor: NOx signals invalid
19505 DEF/AdBlue supply module temperature sensor cold start plausibility failure
19506 Status byte error, Sensor Temperature Not okay
19507 Upstream NOx Sensor: Lambda signals is invalid
19508 Upstream NOx Sensor: NOx signals invalid
19509 Status byte error, upstream Sensor Temperature Not okay
19510 Fuel temperature is too low
19511 No load error for powerstage 1
19512 Over temperature error on Powerstage 1
19513 Short circuit to battery error for powerstage 1
19515 Short circuit to ground error for powerstage 1
19516 Intake air humidity is too high
19517 Intake air humidity is too low

Error Codes

Error
Error Description
Code Tier 4b
19519 Injection quantity at low idle below minimum value

Coolant Pump actuator for low temperature coolant circuit: Open Load error on the output power
19520
stage

Coolant Pump actuator for low temperature coolant circuit: Over temperature on the output power
19521
stage
19522 Low Temperature Coolant Pump actuator: Short circuit to Ground on the output power stage
19523 DEF/AdBlue tank temperature failure
19524 DEF/AdBlue temperature sensor voltage is higher than expected
19525 DEF/AdBlue temperature sensor voltage is lower than expected
19526 Low Temperature Coolant Pump actuator: Short circuit to Ground on the output power stage
19527 DPF Lube Oil monitoring: Fuel in oil has exceeded the limit for safe driveability
19528 Misfire detected in cylinder 1
19532 DEF/AdBlue pressure did not drop when system was evacuated
19535 ECM Internal: Too high injector energizing time during Over Run
19536 Power supply monitoring for the NOx sensor
19537 NOx sensor plausibility check with other sensors
19538 NOx feedback fault detection
19539 Offset Min/Max error detection for NOx extended Offset value
19540 Offset Max error detection based on the NOx Offset value
19541 DEF/AdBlue pressure did not drop when dosing valve was open
19542 Offset Min error detection based on the NOx Offset value
19543 NOx offset max error detection
19544 NOx offset min error detection
19545 Plausibility error during Rich to Lean switch over
19546 Monitoring of NOx signal readiness
19547 SRC Max error for the NOx signal
19548 SRC Min error for the NOx signal
19549 Open circuit error for the NOx signal
19550 DEF/AdBlue system unable to build sufficient pressure for dosing
19551 Short circuit error for the NOx signal
19552 Crankcase Pressure Sensor 2 (in blow by hose) Value exceeded Tolerance Limit
19553 Power supply monitoring for the NOx sensor
19554 NOx sensor plausibility check with other sensors
19555 Dynamic Monitoring of the NOx sensor
19556 Updating DIUMPR - OBD requirement
19557 NOx feedback fault detection
19558 SRC Max error for the binary lambda signal
19559 DEF/AdBlue level too low warning is active - Stage 1
19560 SRC Min error for the binary lambda signal
19561 SRC Max error for the Linear lambda signal
19562 SRC Min error for the Linear lambda signal
19563 Error detection and healing of MAX error of lambda plausibility test

Error Codes

Error
Error Description
Code Tier 4b
19564 Error detection and healing of MIN error of lambda plausibility test
19565 NOx Offset Max status based on the offset learned value
19566 NOx Offset Min status based on the offset learned value
19567 NOx offset signal plausibility check
19568 DEF/AdBlue level too low warning is active - Stage 2
19569 NOx offset signal plausibility check
19570 Plausibility error during Rich to Lean switch over
19571 Monitoring of NOx signal readiness
19572 SRC Max error for the NOx signal
19573 SRC Min error for the NOx signal
19574 Open circuit error for the NOx signal
19575 Short circuit error for the NOx signal
19583 Long distance with oil change warning
19584 Too long distance with oil change warning
19585 Low oil viscosity
19588 Too low oil viscosity
19589 Error for critical oil dilution time is detected
19590 Maximum Signal Error
19591 Minimum Signal Error
19592 Plausibility Check failed
19593 Oil level sensor fault
19594 ECM power stage hardware reports a "no load" error
19600 ECM power stage hardware reports a "over temperature" error
19601 ECM power stage hardware reports a "short circuit to battery" error
19602 ECM power stage hardware reports a "short circuit to ground" error
19603 Counter for the Oil pressure in Oil Sump
19612 Counter for the Oil temperature in oil sump
19617 Counter for the Oil temperature in oil sump
19618 The calculated conversion rate is lower than the limiting value, passive monitoring

Monitoring of the oxidation catalyst in rapid heat-up, calculated conversion rate lower than the
19619
limiting value
19620 Failure path for P4 Plausibility Check
19621 Ambient and Boost pressure are different at start
19625 Over Boost Detection
19626 Over pressure too high at P3 in Pressure charger regulator
19627 Over boost deviation at P3 too high in Pressure charger regulator
19628 Boost pressure set point is reached too slow
19629 Rail pressure control valve learning value too high
19630 Rail pressure control valve learning value too low

Number of startup attempts exceeded the limit, engine start delayed due to faulty pressure control
19635
value
19636 Fuel pressure control valve output open load
19637 Over temperature of device driver of fuel pressure control valve

Error Codes

Error
Error Description
Code Tier 4b
19638 Fuel pressure control valve shorted to battery voltage on the high side
19639 Short circuit to ground in the high side of the pressure control valve
19642 Short circuit to battery of the pressure control valve output
19643 Short circuit to ground of the pressure control valve output
19644 Signal range check high error of pressure control valve AD-channel
19645 Signal range check low error of pressure control valve AD-channel
19646 Defect fault check for open load error
19647 Defect fault check for over temperature error
19648 Defect fault check for short circuit to battery error
19649 DEF/AdBlue tank level error
19650 DEF/AdBlue tank level sensor voltage too high
19651 DEF/AdBlue tank level sensor voltage too low
19653 DEF/AdBlue tank level sensor voltage plausibility check
19655 Defect fault check for short circuit to ground error

Plausibility check: Measured fuel pressure upstream main filter is higher than the possible physical
19656
maximum in this operating point

Plausibility check: Measured fuel pressure upstream main filter is less than the possible physical
19657
minimum in this operating point
19661 No valid Fuel filter pressure received via CAN (Pressure == 0)
19662 Fuel pressure sensor voltage is higher than expected
19663 Fuel pressure sensor voltage is lower than expected
19664 Intake manifold pressure is too high
19665 Intake manifold pressure is too low
19666 Quantity balance check if a successful PRV opening is ensured
19667 ECM Powerstage for pre-supply pump: open load of output
19668 ECM Powerstage for pre-supply pump: over temperature error
19669 ECM Powerstage for pre-supply pump: short circuit to battery
19670 ECM Powerstage for pre-supply pump: short circuit to ground
19671 Plausibility defect between Turbine downstream pressure sensor and environmental pressure
19672 Turbine downstream pressure is too high
19673 Turbine downstream pressure is too low
19674 Turbine downstream pressure sensor comparison to modeled pressure failure
19675 Turbine upstream pressure is too high
19677 CAN timeout error - Ambient conditions (ambient pressure and environmental air temp) message
19680 Turbine upstream pressure is too low
19681 Power relay high side driver circuit short to battery failure
19682 Threshold of the battery under-voltage for switching to start with MeUn procedure
19683 Rail pressure reduction by blank shots during after run aborted
19684 Error set in case of leak test stopped because of break-off conditions
19699 Set value of PCV not in plausibility range
19700 Minimum rail pressure failed
19702 Set value of PCV not in plausibility range
19703 Diagnostic Fault Check for Supply Module temperature Duty cycle in failure range
19704 Diagnostic Fault Check for Supply Module Heater Temperature Duty cycle in invalid range
19705 Minimum rail pressure failed

Error Codes

Error
Error Description
Code Tier 4b
19708 Monitoring for pressure loss in the high pressure accumulator (rail test)

Maximum negative rail pressure deviation with metering unit on lower limit is exceeded (second
19709
stage)
19710 Maximum rail pressure exceeded (second stage)
19711 Positive deviation of rail pressure under fast condition exceeded
19713 Maximum rail pressure exceeded - overrun detection
19714 Maximum positive deviation of rail pressure exceeded for tank lo detection

Maximum positive deviation of rail pressure exceeded concerning set flow of fuel for tank lo
19715
detection
19716 Leakage is detected based on fuel quantity balance (tank low condition)
19717 Maximum negative rail pressure deviation with metering unit on lower limit is exceeded

Maximum negative rail pressure deviation with metering unit on lower limit is exceeded (second
19718
stage)
19719 Minimum rail pressure exceeded for tank lo detection
19727 Positive deviation of rail pressure under fast condition exceeded for tank lo detection+B1067
19728 Set-point of metering unit in overrun mode not plausible
19729 Set-point of metering unit in idle mode not plausible (tank low condition)
19731 Maximum rail pressure exceeded - overrun detection
19732 Maximum positive deviation of rail pressure exceeded
19733 Maximum positive deviation of rail pressure exceeded concerning set value PCV
19734 Maximum negative rail pressure deviation with closed pressure control valve exceeded

Maximum negative rail pressure deviation with closed pressure control valve exceeded (second
19735
stage)
19736 Minimum rail pressure exceeded
19743 Maximum positive deviation of rail pressure exceeded
19744 Maximum positive deviation of rail pressure exceeded concerning set value PCV
19745 Maximum negative rail pressure deviation with closed pressure control valve exceeded

Maximum negative rail pressure deviation with closed pressure control valve exceeded (second
19746
stage)
19747 Minimum rail pressure exceeded
19748 DEF/AdBlue supply module pump motor over temperature failure
19757 OBD Long Time failure: SCR System
19759 Warning for level of reducing agent stage 4
19761 Value of the remaining SCR distance within the info range
19762 Value of the remaining SCR distance within warning stage 1

Error Codes

Error
Error Description
Code Tier 4b
19763 Value of the remaining SCR distance within warning stage 2
19764 Monitoring of DeNOx - ECM over temperature
19765 Monitoring of Pressure Asymmetric Build Up error
19766 OBD Long Time failure: air System:
19767 Error SCR catalyst downstream temperature sensor static plausibility
19768 SCR catalyst upstream temperature sensor plausibility max threshold
19769 SCR catalyst upstream temperature sensor plausibility min threshold
19770 SCR catalyst upstream temperature sensor static plausibility
19771 CDM - Deviation from the dosing quantity detected during Test Injection
19773 Maximum number restarts allowed by restriction counter is exceeded
19774 Counter for the DEF/AdBlue catalyst downstream Temperature monitoring
19775 OBD Long Time failure: SCR Temperature
19776 Counter for the DEF/AdBlue catalyst downstream Temperature monitoring
19777 NH3 and NO2 signal from Ammonia sensor are not valid
19778 Maximum engine starts reached
19779 Irregular switch off or reset of ECM without completely shutdown - not repairable
19780 Customer Hard Inducement: Level 1 (torque reduction), triggered by SCR system related fault
19781 Customer Hard Inducement: Level 3 (creep mode), triggered by SCR system related fault
19782 SCR Inducement: Warning, triggered by Costumer Hard fault
19783 Customer Moderate Inducement: Level 1 (torque reduction), triggered by fault
19785 Customer Moderate Inducement: Level 3 (creep mode), triggered by fault
19786 SCR Inducement: Warning, triggered by Costumer Moderate fault
19787 SCR Inducement: Level 1 (torque reduction), triggered by DEF/AdBlue dosing interruption fault
19788 SCR Inducement: Level 3 (creep mode), triggered by DEF/AdBlue dosing interruption fault
19789 SCR Inducement: Warning, triggered by DEF/AdBlue dosing interruption fault
19790 Level 1 warning is active due to Low DEF/AdBlue Level
19791 Level 3 warning is active due to Low DEF/AdBlue Level
19792 Inducement Level 3 is active due to Low DEF/AdBlue Level
19793 OBD Long Time failure: Empty DEF/AdBlue Tank
19794 SCR Inducement: Level 1 (torque reduction), triggered by DEF/AdBlue Consumption fault
19795 SCR Inducement: Level 3 (creep mode), triggered by DEF/AdBlue Consumption fault
19796 SCR Inducement: Warning, triggered by DEF/AdBlue Consumption fault
19797 SCR Inducement: Level 1 (torque reduction), triggered by DEF/AdBlue quality fault
19798 SCR Inducement: Level 3 (creep mode), triggered by DEF/AdBlue Quality fault
19799 SCR Inducement: Warning, triggered by DEF/AdBlue Quality fault
19800 SCR Inducement: Level 1 (torque reduction), triggered by Tampering fault
19801 SCR Inducement: Level 3 (creep mode), triggered by Tampering fault
19810 Physical Range Check high for Charged Air cooler downstream temperature
19811 Physical Range Check low for Charged Air cooler downstream temperature
19812 Signal error for Charge air cooler downstream Temperature
19813 Reporting of the error for the Plausibility of DEF/AdBlue Quantity and Pump Speed function
19814 SRC low for Charge air cooler downstream Temperature
19815 Diagnostic fault check for charged air cooler downstream temperature sensor
19816 Indicates that Thermal Management is active
19817 DEF/AdBlue dosing valve is blocked
19819 Indicates that ECM temperature has exceeded the maximum limit

Error Codes

Error
Error Description
Code Tier 4b
19820 The external clock via CAN is failure (TimeDate)
19821 The time received via CAN (TimeDate) is lower than ECM absolute time
19823 Intake manifold temperature is too high
19824 Intake manifold temperature is too low
19825 Downstream oxidation catalyst temperature is too high
19826 Downstream oxidation catalyst temperature sensor voltage is higher than expected
19827 Upstream oxidation catalyst temperature is too high
19828 Upstream oxidation catalyst temperature is too low
19829 Upper SRC limit for the current through the turbo charger actuator
19830 Lower SRC limit for the current through the turbo charger actuator
19831 Turbo over speed failure under high ambient pressure conditions
19832 Counter for the Turbo charger speed
19835 Open load temperature error on the Turbocharger PWM output powerstage
19836 Over temperature error on the Turbocharger PWM output powerstage
19837 SCB error on the Turbocharger PWM output powerstage
19838 SCG error on the Turbocharger PWM output powerstage
19839 Turbo charger actuator position sensor voltage is higher than expected
19840 Turbo charger actuator position sensor voltage is lower than expected
19841 CAN timeout error for TSC1 for ABS/ASR torque and/or speed request to ECM
19842 CAN timeout error for TSC1 of Driveline Retarder torque and/or speed request to ECM
19843 CAN timeout error for TSC1 of Gearbox/Vehicle management torque and/or speed request to ECM

CAN timeout error for TSC1 Body computer/Vehicle management (Torque request to Retarder -
19844
ECM makes retarder function)

CAN timeout error for TSC1 AD management (Torque request to Retarder - ECM makes retarder
19845
function)

CAN timeout error for TSC1 for active cruise control management (Torque request to Retarder -
19846
ECM makes retarder function)
19847 CAN timeout error for TSC1 PTO/Vehicle management torque and/or speed request to ECM
19848 CAN timeout error for TSC1 of Gearbox/Vehicle management torque and/or speed request to ECM

CAN timeout error for TSC1 Body computer/Vehicle management torque and/or speed request to
19849
ECM
19850 CAN timeout error for TSC1 of AD management torque and/or speed request to ECM

CAN timeout error for TSC1 for active cruise control management torque and/or speed request to
19851
ECM

CAN timeout error for TSC1 for ABS/ASR (Torque request to Retarder - ECM makes retarder
19852
function)

CAN timeout error for TSC1 of Driveline Retarder (Torque request to Retarder - ECM makes
19853
retarder function)

CAN timeout error for TSC1 of PTO/Vehicle management (Torque request to Retarder - ECM makes
19854
retarder function)
19855 Plausibility failure for turbine upstream temperature sensor
19856 Physical Range Check high for turbine upstream temperature sensor
19857 Physical Range Check low for turbine upstream temperature sensor
19858 SRC High for turbine upstream temperature sensor
19859 SRC low for turbine upstream temperature sensor
19860 Signal error for CAN message downstream temperature sensor

Error Codes

Error
Error Description
Code Tier 4b
19861 Signal error for CAN message for upstream temperature sensor
19862 Power stage error in HCU for DEF/AdBlue Back flow line Heater
19863 PRC high for DEF/AdBlue Backflow Line Heater (via HCU)
19864 PRC low for DEF/AdBlue Backflow Line Heater (via HCU)
19865 Short Circuit to Battery of DEF/AdBlue Backflow Line Heater Actuator powerstage
19866 Short Circuit to Ground of DEF/AdBlue Backflow Line Heater Actuator powerstage
19867 PRC high for Voltage at DEF/AdBlue Backflow Line Heater (via HCU)
19868 PRC low for Voltage at DEF/AdBlue Backflow Line Heater (via HCU)
19869 Over Temperature error of DEF/AdBlue Pressure Line Heater Actuator powerstage
19870 Short Circuit to Ground of DEF/AdBlue Pressure Line Heater Actuator powerstage
19871 Over Temperature of DEF/AdBlue Suction Line Heater Actuator powerstage
19872 Power stage error in HCU for DEF/AdBlue Supply Module Heater
19873 PRC high for Current at DEF/AdBlue Supply module Heater (via HCU)
19874 PRC low for Current at DEF/AdBlue Supply module Heater (via HCU)
19875 PRC high for voltage at DEF/AdBlue Supply module Heater (via HCU)
19876 PRC low for voltage at DEF/AdBlue Supply module Heater (via HCU)
19877 DEF/AdBlue supply module pump motor pressure is too high
19878 DEF/AdBlue Pump Motor Pressure sensor Signal error for CAN message
19879 Heater control unit reports missing voltage at Terminal 30
19880 Heater control unit detected error with Non Volatile Memory (NVM) - internal system failure
19881 Heater control unit detected an over temperature error - internal system failure
19882 Heater control unit detected an overvoltage error - internal system failure
19883 Heater control unit detected an under voltage error - internal system failure
19884 DEF/AdBlue Quality Sensor Temperature Plausibility Check error during startup
19885 DEF/AdBlue tank temperature is too high
19886 DEF/AdBlue tank temperature is too low
19887 Signal error for cardan speed over CAN
19888 CAN vehicle speed source and HRWS replacement defect
19889 Signal error for vehicle speed over CAN
19890 Maximum threshold error for vehicle speed
19891 Vehicle speed is too low
19892 Plausibility defect for vehicle speed
19893 Water pump inlet pressure is too high
19894 Water pump inlet pressure is too low
19895 Water pump inlet pressure sensor voltage is higher than expected
19896 Water pump inlet pressure sensor voltage is lower than expected
19897 High pressure intercooler outlet pressure too high
19898 High pressure intercooler outlet pressure too low
19899 High pressure intercooler outlet pressure signal failure
19900 High pressure intercooler outlet pressure sensor voltage higher than expected
19901 High pressure intercooler outlet pressure sensor voltage lower than expected
19902 Fuel economy XCP bypass, Failure 1

Error Codes

Error
Error Description
Code Tier 4b
19907 Error in comparing energizing time to maximum value for injector in cylinder 1
19913 Error in comparing energizing time to minimum value for injector in cylinder 1

Instrument Cluster Warnings
Buzzer Sounds

There are a number of different buzzer sounds that can be produced by the instrument cluster, depending on the
warning being displayed.
Alarm Duration and Sound Description

NON CRITICAL 4 seconds. A failure is present but the operator can continue
working. The purpose is to warn the operator
regarding the presence of the fault.
CRITICAL 0.2 second on/off pulse for as A serious fault that can affect either the safety of the
long as the warning condition operator or damage the tractor. The operator should
is present stop the tractor.
ACTION 2 pulses in 1 second. The system is asking for a certain maneuver from the
REQUIRED operator in order to return to normal functionality.
SAFETY Continuous sound for as long The purpose is to warn the operator of the presence
as the warning condition is of a situation dangerous to his/her safety.
present
GENERAL SOUND Continuous sound for as long The purpose is to warn the operator that a maneuver
as the warning condition is or action that is not allowed has been requested.
present
SIDE LIGHTS 4 pulses in 4 seconds The purpose is to warn the operator that the side
lights are on at key off
STATUS BEEP Continuous sound for as long A general buzzer activation capable of being activated
as the warning condition is by a tractor system. There are 4 sound levels, low,
present medium, high and very high.
This alarm can be disabled using the instrument
cluster's configuration menu.

Warnings

The various warnings that can be displayed on the Instrument Cluster are grouped into 6 groups, depending on
priority.
• Group 6 – Safety related warnings: these warnings shall have the highest priority because the current
usage of the vehicle can compromise operator safety.
• Group 5 – Action required: these warnings require an action from the operator in order to proceed with
the vehicle usage.
• Group 4 – Vehicle integrity warnings: these warnings activate the engine shutdown because the current
usage of the vehicle can damage it.
• Group 3 - Vehicle integrity warnings: these warnings are the same as previous group except that the
engine shutdown is not activated: the operator is required to stop autonomously the vehicle.
• Group 2 - Vehicle integrity warnings: these warnings are related to situations which will not cause
immediate damage to the machine but a judicious servicing is required by the operator.
• Group 1 - Vehicle integrity warnings: these warnings are related to situations which will not cause
immediate damage to the machine but a servicing is required by the operator.


Warning Group 6

Warning Displayed
Warning Lamp Buzzer Other Lamps
Description Icons
Operator Out Of

Seat and
SAFETY
Handbrake or EPL
Not Applied

Warning Group 5

Warning Displayed
Warning Lamp Buzzer Other Lamps
Description Icons

Cycle the Clutch ACTION
None None
Pedal REQUIRED

Release the ACTION
None None
Handbrake REQUIRED

Put the Shuttle
ACTION
Lever into the None None
REQUIRED
Neutral Position

ACTION
Engage Park Lock None None
REQUIRED

ACTION
Startup None None
REQUIRED

Disengage the ACTION
None None
Park Lock REQUIRED

Put the PTO ACTION

Control into None None
REQUIRED
Neutral

Warning Group 4
Displayed Icons
Warning Warning Other
Buzzer
Description Lamp ICU3 ADIC Lamps
Driveline Oil
Pressure Too Low CRITICAL None
or Too High
Driveline Oil
Temperature Too CRITICAL None
High
Engine Coolant
Temperature Too CRITICAL None
High

Engine Oil

CRITICAL
Pressure Too Low

Engine Error State
(Engine shutdown CRITICAL None
activated)

Displayed Icons
Buzzer
Engine HP

Protection
CRITICAL None
(Engine shutdown
activated)

Rear PTO
None SAFETY None
Engaged

Front PTO
None SAFETY None
Engaged

Handbrake/Park
Brake Engaged CRITICAL
While Driving RELEASE

HANDBRAKE

Hydrostat Oil
CRITICAL None
Pressure Too Low HYDRO OIL
PRESSURE
WARNING

+
Time remaining
®
DEF/AdBlue Tank before engine
Empty: Emergency shutdown CRITICAL None
Restart +

DEF/AdBlue
TANK EMPTY

+
Time remaining

Poor before engine
®
shutdown

DEF/AdBlue : CRITICAL None
Emergency +
Restart

POOR
DEF/AdBlue
QUALITY

Displayed Icons
Buzzer

+
Time remaining

before engine
SCR Failure,
shutdown CRITICAL None
Strong Inducement
+

SCR FAILURE

Warning Group 3
Displayed Icons
Buzzer

Battery Voltage Too NON
BATTERY None
Low CRITICAL

VOLTAGE TOO
LOW

Brake Booster
Pressure Too Low BRAKE BOOSTER CRITICAL None
(Engine running) PRESSURE TOO
LOW

Brake Booster
Pressure Too Low BRAKE BOOSTER None None
(Engine not running) PRESSURE TOO
LOW

Driveline Oil Pressure
Too Low (Warning CRITICAL None
only) TRANSMISSION
OIL PRESSURE
WARNING

Engine Coolant
Temperature Too High CRITICAL None
(Warning only) ENGINE COOLANT
TEMP VERY HIGH

Engine Oil Pressure

Too Low (Warning CRITICAL
ENGINE OIL
only)
PRESSURE VERY
LOW

Piston Pump Boost
Pressure Too Low CRITICAL None
(Low Charge LOW PISTON
Pressure) PUMP PRESSURE

Displayed Icons
Buzzer

Steering Oil Pressure
CRITICAL None
Too Low STEERING OIL
PRESSURE TOO
LOW

NON

CAN Network Errors None
CRITICAL
NETWORK
ERRORS

PTO System Timed NON
None
Out CRITICAL
PTO TIMED OUT

NON
PTO System Anti-Stall None
CRITICAL
PTO ANTI-STALL

Driveline Oil
Temperature Too High CRITICAL None
TRANSMISSION
(High Warning only)
OIL TEMP VERY
HIGH

EPL Auto-Apply NON
None
Inhibited CRITICAL
EPL A-A INHIBIT

Transmission

CRITICAL None
Overspeed
TRANSMISSION
OVERSPEED

Transmission NON

None
Overspeed CRITICAL
TRANSMISSION
OVERSPEED

®
DEF/AdBlue Tank
CRITICAL None
Empty, RL4
DEF/AdBlue TANK
EMPTY

®
Poor DEF/AdBlue
CRITICAL None
Quality, RQ4
POOR DEF/AdBlue
QUALITY

SCR Failure, TF4 CRITICAL None
SCR FAILURE

Displayed Icons
Buzzer

Hydrostat Oil Pressure
Too Low or Too High CRITICAL None
HYDRO OIL
(Warning only)
PRESSURE
WARNING

Hydrostat Filter
Clogged CRITICAL None
(Warning only) HYDRO FILTER
BLOCKED

®
DEF/AdBlue Level,

CRITICAL None
RL3
DEF/AdBlue LEVEL
VERY LOW

®
DEF/AdBlue Quality,

CRITICAL None
RQ3
DEF/AdBlue LEVEL
QUALITY

SCR Failure, TF3 CRITICAL None
SCR FAILURE

Warning Group 2
Displayed Icons
Buzzer

Engine Intake Air Filter
ENGINE INTAKE None None
Blocked
AIR FILTER
BLOCKED

Alternator Charging
None
Failure
BATTERY CHARGE
FAILURE

Brake Fluid Level Too

None None
Low
BRAKE FLUID
LEVEL VERY LOW

Driveline Oil
Temperature Too High TRANSMISSION None None
(Low Warning only)
OIL
TEMPERATURE
VERY HIGH

Displayed Icons
Buzzer

Fuel Contaminated NON
None
(WIF) CRITICAL
WATER IN FUEL

Vacuum Switch
Blocked None None
(CCM SWB/APH CVT) HYDRO FILTER
BLOCKED

Vane Pump Filter
Blocked None None
(CCM LWB CVT) HYDRO FILTER
BLOCKED

Hydrostat Filter NON

Clogged None
CRITICAL
(CCM SWB/APH CVT) HYDRO FILTER
BLOCKED

Front/Rear Remote NON
None
Warnings REMOTE CRITICAL
WARNING

Service "Heavy" None None
SERVICE
WARNING

Service "Light" None None
SERVICE
WARNING

NON

Slip Limit Warning None
CRITICAL
SLIP LIMIT
WARNING

Battery Voltage Too
None None
High BATTERY
VOLTAGE TOO
HIGH

NON
Air Brake Pressure
AIR BRAKE CRITICAL
PRESSURE TOO
LOW

NON
Module Configured NEW MODULE None
CRITICAL
DETECTED

Displayed Icons
Buzzer

NEW MODULE None
STORED

®
DEF/AdBlue Level, NON
None
RL2 CRITICAL

DEF/AdBlue LEVEL
VERY LOW

®
DEF/AdBlue Quality, NON

None
RQ2 CRITICAL
POOR DEF/AdBlue
QUALITY

NON
SCR Failure, TF2 None
CRITICAL
SCR FAILURE

NON
SCR Failure, TF1 None
CRITICAL
SCR FAILURE

®
DEF/AdBlue Level, NON
None
RL1 DEF/AdBlue LEVEL CRITICAL
LOW

Exhaust Temperature

+ NON
Too Low, Validation Number of validation None
CRITICAL
Start/Healing restart attempts

+

EXHAUST TEMP
LOW

+
Emission System Test

Number of validation NON
in Progress, Validation restart attempts None
CRITICAL
Restart/Healing +

EMISSION
SYSTEM TEST IN
PROGRESS

Engine Restart +
Required, Validation Number of validation None None
Restart/Healing restart attempts

+
START ENGINE

Displayed Icons
Buzzer

Poor DEF/AdBlue
®
NON

None
Quality, RQ1 CRITICAL
POOR DEF/AdBlue
QUALITY

Front Hitch
NON

Management Error None
CRITICAL
Condition

Warning Group 1
Displayed Icons
Buzzer

GENERAL
Turn Indicators None None None
SOUND

Side Lights
None None None SIDELIGHTS
(key off only)

Park Handbrake Not
Engaged None None None SAFETY
(key off only)

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Case IH Puma & New Holland T7.

Service Training Manual

CASE IH CCM SWB

CCM SWB Puma 150 Puma 165

Up to an addition 25 flywheel horse power at full engine boosted power.

CASE IH CCM LWB

**CVT transmission only

Up to an addition 25 flywheel horse power at full engine boosted power.

NEW HOLLAND CCM SWB

CCM SWB T7.175 T7.190 T7.210

Up to an addition 25 flywheel horse power at full engine boosted power.

NEW HOLLAND CCM LWB

CCM LWB T7.230 T7.245 T7.260 T7.270 Auto

**Auto Command (CVT) transmission only

Up to an addition 25 flywheel horse power at full engine boosted power.

NEW HOLLAND TRANSMISSION OPTIONS

 Semi-Power Shift Transmission (Range Command)

 Power Shift Transmission (Power command)

 CVT Transmission (Auto Command) Standard Wheel Base.

 CVT Transmission (Auto Command) Long Wheel Base

CASE IH TRANSMISSION OPTIONS

 Power Shift Transmission

 CVT Transmission (CCM SWB)

 CVT Transmission (CCM LWB)

 Case IH ICU3 (A Post)

 Tier 4 final eSCR (Enhanced Selective Catalytic Reduction) Exhaust treatment

AUTO GUIDANCE READY

 Factory Auto Guidance Ready

 Turn Assist – Fast Steer option

 150 amp Standard

MULTI-CONTROL ARMRESTS (CVT MODELS SHOWN)

Global Armrest (Case IH)

Main Throttle Front PTO

Multi-Control Handle (Case IH)

Sidewinder II Armrest (New Holland)

Main Throttle Armrest Fore-Aft Front PTO Rear PTO

CommandGrip (New Holland)

Auto Guidance Active

CONTROL TOUCH-PANELS (CVT MODELS SHOWN)

ICP Buttons (Case IH)

CVT Manual Mode RH Hydraulic

Rear Hitch Front Axle

Rear Hitch Status

Rear Hitch Raise

Rear Hitch Lower

Auto– EHR/Hitch Lock Constant Engine End-of-Row Record End-of-Row Auto

ICC Buttons (New Holland)

Reversible Constant Engine End-of-Row End-of-Row End-of-Row Auto Hydraulic Top

Front Axle Rear Hitch Lower

Manual Auto Manual Auto Difflock Slip Auto Rear Hitch

Quad Switch (New Holland)

NOTE: The Quad Switch operates only in

NOTICE: The Quad Switch will automatically

Case-IH Integrated Control Unit (ICU3)

CVT ICU3 Display FPS ICU3 Display

New Holland ADIC Instrument Cluster

POWER MANAGEMENT – ENGINE BOOST

Case-IH New Holland

POWER MANAGEMENT – PTO OPERATION

Engine speed above 1300 rpm

Exhaust, ammonia, & carbon

In the SCR Chamber, ammonia

During the reaction harmless