Bendix EC-60 ABS / ATC Controllers (Standard & Premium Models) Frame and Cab Mount

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Standard Frame
Premium Frame
Premium Cab
Standard Cab
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D
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1
3
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4
8
6
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Bendix
EC-60
ABS / ATC Controllers (Standard & Premium Models)

FIGURE 1 - EC-60
CONTROLLERS
Frame and Cab Mount
INTRODUCTION
Bendix
EC-60
controllers are members of a family of electronic

Antilock Braking System (ABS) devices designed to help improve
the braking characteristics of air braked vehicles - including heavy
and medium duty buses, trucks, and tractors. ABS controllers are
also known as Electronic Control Units (ECUs).
Bendix ABS uses wheel speed sensors, ABS modulator valves, and
an ECU to control either four or six wheels of a vehicle. By monitoring
individual wheel turning motion during braking, and adjusting or
pulsing the brake pressure at each wheel, the EC-60
controller is
able to optimize slip between the tire and the road surface. When
excessive wheel slip, or wheel lock-up, is detected, the EC-60

controller will activate the Pressure Modulator Valves to simulate
a driver pumping the brakes. However, the EC-60
controller is
able to pump the brakes on individual wheels (or pairs of wheels),
independently, and with greater speed and accuracy than a driver.
In addition to the ABS function, premium models of the EC-60

controller provide an Automatic Traction Control (ATC) feature.
Bendix ATC can improve vehicle traction during acceleration, and
lateral stability while driving through curves. ATC utilizes Engine
Torque Limiting (ETL) where the ECU communicates with the
engines controller and/or Differential Braking (DB) where individual
wheel brake applications are used to improve vehicle traction.
Premium EC-60
controllers have a drag torque control feature

which reduces driven-axle wheel slip (due to driveline inertia) by
communicating with the engines controller and increasing the
engine torque.
TABLE OF CONTENTS PAGE
General System Information
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ECU Mounting . . . . . . . . . . . . . . . . . . . . . . . . . 2
EC-60
Controller Hardware Congurations . . 2

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

EC-60
Controller Inputs . . . . . . . . . . . . . . . . . 3
ABS Off-Road Switch and Indicator Lamp. . . . 4
EC-60
Controller Outputs. . . . . . . . . . . . . . . . 4
Power-Up Sequence . . . . . . . . . . . . . . . . . . . . 5
ABS Operation . . . . . . . . . . . . . . . . . . . . . . . . . 6
ATC Operation . . . . . . . . . . . . . . . . . . . . . . . . . 7
Dynamometer Test Mode. . . . . . . . . . . . . . . . . 8
Automatic Tire Size Calibration . . . . . . . . . . . . 8
ABS Partial Shutdown . . . . . . . . . . . . . . . . . . . 9
System Reconguration
EC-60
Controller System Reconguration. . 10

Troubleshooting
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Diagnostic Trouble Codes . . . . . . . . . . . . . . . 12
Using Hand-Held or PC-based Diagnostics . . 13
Diagnostic Trouble Codes:
Troubleshooting Index. . . . . . . . . . . . . . . . 16
Trouble Code Tests . . . . . . . . . . . . . . .18 - 27
Connector and Harnesses . . . . . . . . . . . .28 - 31
Wiring. . . . . . . . . . . . . . . . . . . . . . . . . . . .32 - 34
Wiring Schematics . . . . . . . . . . . . . . . . . .28 - 31
Glossary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
2
Delivery
(Port 2)
Supply
(Port 1)
Exhaust (Port 3)
Electrical
Connector
M-32QR
Modulator
M-32
Modulator
COMPONENTS
The EC-60
controllers ABS function utilizes the following

components:
Bendix
WS-24
wheel speed sensors (4 or 6,

depending on ECU model and conguration). Each
sensor is installed with a Bendix Sensor Clamping
Sleeve
Bendix
M-32
or M-32QR
Pressure Modulator
Valves (4, 5, or 6 depending on ECU model and
conguration)
Dash-mounted tractor ABS Indicator Lamp
Service brake relay valve
Dash-mounted trailer ABS Indicator Lamp (used
on all towing vehicles manufactured after March 1,
2001)
Optional blink code activation switch
Optional ABS off-road switch. (Off-road feature is not
available on all models - See Chart 1.)
The EC-60
controller ATC function utilizes the following

additional components:
Traction control valve (may be integral to the service
brake relay valve or a stand-alone device)
Dash-mounted ATC status/indicator lamp
J 1939 serial communication to engine control module
Stop lamp switch input (may be provided using the
ECU hardware input or J 1939)
Optional ATC off-road switch
FIGURE 4 - POWER LINE WITHOUT PLC SIGNAL FIGURE 2 - BENDIX
WS-24
WHEEL SPEED SENSORS

FIGURE 3 - M-32
AND M-32QR
MODULATORS FIGURE 5 - POWER LINE WITH PLC SIGNAL

ECU MOUNTING
Cab ECUs
Cab-mounted EC-60
controllers are not protected against

moisture, and must be mounted in an environmentally
protected area.
All wire harness connectors must be properly seated. The
use of secondary locks is strongly recommended.
CAUTION: All unused ECU connectors must be covered
and receive any necessary protection from moisture, etc.
Cab ECUs utilize connectors from the AMP MCP 2.8
product family.
Frame ECUs
Frame-mounted EC-60
controllers may be mounted on

the vehicle frame, but only in locations where they will not
be subjected to direct tire spray. ECU mounting bolts must
be torqued to 7.5 to 9 Nm.
CAUTION: The frame wire harness connectors must be
properly seated with the seals intact (undamaged). All
unused connector terminals must be plugged with the
appropriate sealing plugs. Failure to properly seat or
seal the connectors could result in moisture or corrosion
damage to the connector terminals. ECUs damaged by
moisture and/or corrosion are not covered under the Bendix
warranty.
Frame ECUs utilize Deutsch connectors.
90 Speed
Sensors
Straight Speed
Sensors
Sensor
Clamping
Sleeve
3
Alternatively, the part number shown on the ECU label
can be identied as a PLC or non-PLC model by calling
the Bendix TechTeam at 1-800-AIR-BRAKE (1-800-247-
2725).
EC-60
CONTROLLER INPUTS
Battery and Ignition Inputs
The ECU operates at a nominal supply voltage of 12 or 24
volts, depending on the model of the ECU. The battery
input is connected through a 30 amp fuse directly to the
battery.
The ignition input is applied by the ignition switch through
a 5 amp fuse.
Ground Input
The EC-60
controller supports one ground input. See

pages 35 to 40 for system schematics.
ABS Indicator Lamp Ground Input (Cab ECUs
Only)
EC-60
cab ECUs require a second ground input (X1-12)

for the ABS indicator lamp. The X1 wire harness connector
contains an ABS indicator lamp interlock (X1-15), which
shorts the ABS indicator lamp circuit (X1-18) to ground if
the connector is removed from the ECU.
Bendix
WS-24
Wheel Speed Sensors

Wheel speed data is provided to the EC-60
controller from
the WS-24
wheel speed sensor (see Figure 2). Vehicles

have an exciter ring (or tone ring) as part of the wheel
assembly, and as the wheel turns, the teeth of the exciter
ring pass the wheel speed sensor, generating an AC signal.
The EC-60
controller receives the AC signal, which varies

in voltage and frequency as the wheel speed changes.
Vehicle axle congurations and ATC features determine
the number of WS-24
wheel speed sensors that must

be used. A vehicle with a single rear axle requires four
wheel speed sensors. Vehicles with two rear axles can
utilize six wheel speed sensors for optimal ABS and ATC
performance.
CHART 1 - EC-60
CONTROLLERS AVAILABLE
ECU Mounting Input Sensors PMVs ATC Blink PLC ABS ATC Retarder
Model Voltage Codes J1587 J1939 Off-Road Off-Road Relay
Standard Cab 12 4 4
Frame
Standard Cab 12 4 4
PLC Frame
Premium Cab 12 4/6 4/5/6
Frame
Premium Cab 24 4/6 4/5/6
Serial Communication
HARDWARE CONFIGURATIONS
Standard Models
Standard model EC-60
controllers support four sensor/

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

up to six sensor/six modulator (6S/6M) installations with
ATC and drag torque control. All 12 volt models support
PLC. 24 volt models do not support PLC. See Chart 1 for
more details.
EC-60
CONTROLLERS WITH PLC

Since March 1, 2001, all towing vehicles must have an
in-cab trailer ABS Indicator Lamp. Trailers transmit the
status of the trailer ABS over the power line (the blue wire
of the J 560 connector) to the tractor using a Power Line
Carrier (PLC) signal. See Figures 4 and 5. Typically the
signal is broadcast by the trailer ABS ECU. The application
of PLC technology for the heavy vehicle industry is known
as PLC4Trucks. The Standard PLC EC-60
controller
and the Premium EC-60
controller (12 volt versions)

support PLC communications in accordance with SAE
J 2497.
Identifying an EC-60
Controller with PLC

Refer to the information panel on the ECU label to see if
the controller provides PLC.
An oscilloscope can be used to measure or identify the
presence of a PLC signal on the power line. The PLC
signal is an amplitude and frequency modulated signal.
Depending on the ltering and load on the power line,
the PLC signal amplitude can range from 5.0 mVp-p to
7.0 Vp-p. Suggested oscilloscope settings are AC coupling,
1 volt/div, 100 sec/div. The signal should be measured at
the ignition power input of the EC-60
controller.
Note: An ABS trailer equipped with PLC, or a PLC
diagnostic tool, must be connected to the vehicle in order
to generate a PLC signal on the power line.
4
ABS Off-Road Switch and Indicator Lamp
Operation
WARNING: The ABS off-road mode should not be used on
normal, paved road surfaces because vehicle stability and
steerability may be affected. When the ECU is placed in
the ABS off-road mode, the ABS Indicator Lamp will ash
constantly to notify the vehicle operator that the off-road
mode is active.
Premium EC-60
controllers use a dash-mounted switch

to place the ECU into the ABS off-road mode. In some
cases, ECUs may also be put into the ABS off-road mode
by one of the other vehicle control modules, using a J 1939
message to the EC-60
controller.
(If you need to know if your EC-60
controller uses a J 1939

message to operate the lamp, e-mail ABS@bendix.com,
specifying the ECU part number, or call 1-800-AIR-BRAKE
and speak to the Bendix TechTeam.)
Stop Lamp Switch (SLS)
The Premium EC-60
controller monitors the vehicle stop

lamp status. Certain vehicle functions, such as ATC and
All-Wheel Drive (AWD), use the status of the stop lamp to
know the drivers intention. This can be provided to the ECU
via J 1939 communications, or hardware input.
EC-60
CONTROLLER OUTPUTS
Bendix
M-32
and M-32QR
Pressure
Modulator Valves (PMV)
The Bendix
M-32
and M-32QR
pressure modulator
valves (PMV) are operated by the EC-60

controller to
modify driver applied air pressure to the service brakes
during ABS or ATC activation (See pages 6-8). The PMV
is an electro-pneumatic control valve and is the last valve
that air passes through on its way to the brake chamber.
The modulator hold and release solenoids are activated
to precisely modify the brake pressure during an antilock
braking event. The hold solenoid is normally open and the
release solenoid is normally closed.
Traction Control Valve (TCV)
Premium EC-60
controllers will activate the TCV during

differential braking ATC events. The TCV may be a separate
valve or integrated into the rear axle relay valve.
ABS Indicator Lamp Control with Optional
Diagnostic Blink Code Switch (Cab and Frame
ECUs)
Cab and frame-mount EC-60
controllers have internal

circuitry to control the ABS Indicator Lamp on the dash
panel.
The ABS Lamp Illuminates:
1. During power up (e.g. when the vehicle is started) and
turns off after the self test is completed, providing no
Diagnostic Trouble Codes (DTCs) are present on the
tractor.
2. If the ECU is unplugged or has no power.
3. When the ECU is placed into the ABS off-road mode
(the lamp ashes rapidly).
4. To display blink codes for diagnostic purposes after the
external diagnostic switch is activated.
Certain models of the EC-60
controller communicate with

other vehicle control modules to operate the ABS Indicator
Lamp using serial communications. (If you need to know
if your EC-60
controller uses serial communications to

operate the lamp, e-mail ABS@bendix.com, specifying the
ECU part number, or call 1-800-AIR-BRAKE and speak to
the Bendix TechTeam.)
Indicator Lamp Control Using Serial
Communications Links
As mentioned above, depending on the vehicle
manufacturer, the dash indicator lamps (ABS, ATC, and
trailer ABS) may be controlled using serial communications
links. In these cases, the EC-60
controller will send a

serial communications message over the J 1939 or J 1587
links indicating the required status of the lamp(s). Another
vehicle control module receives the message and controls
the indicator lamp(s).
Retarder Relay Disable Output
The retarder relay disable output may be used to control
a retarder disable relay.
When congured to use this output, the ECU will energize
the retarder disable relay and inhibit the use of the retarder
as needed.
SAE J1939 Serial Communications
A Controller Area Network (CAN) data link (SAE J 1939) is
provided for communication. This link is used for various
functions, such as:
To disable retarding devices during ABS operation
To request torque converter lock-up during ABS
operation
To share information such as wheel speed and ECU
status with other vehicle control modules
Premium EC-60
controllers utilize the J 1939 data link for

ATC and drag torque control functions.
Diagnostic Blink Code Switch
A momentary switch that grounds the ABS Indicator Lamp
output is used to place the ECU into the diagnostic blink
code mode and is typically located on the vehicles dash
panel.
5
Trailer ABS Indicator Lamp Control
Certain models of the EC-60
controller activate a trailer

ABS Indicator Lamp (located on the dash panel) that
indicates the status of the trailer ABS unit on one, or more
trailers, or dollies. Typically, the EC-60
controller directly
controls the trailer ABS Indicator Lamp based on the
information it receives from the trailer ABS.
Alternatively, some vehicles require the EC-60
controller
to activate the trailer ABS Indicator Lamp by communicating
with other vehicle controllers using serial communications.
(If you need to know if your EC-60
controller uses a serial

communications message to operate the lamp, e-mail
ABS@bendix.com, specifying the ECU part number, or call
1-800-AIR-BRAKE and speak to the Bendix TechTeam.)
SAE J1708/J1587 Serial Communications
An SAE J 1708 data link, implemented according to SAE
J 1587 recommended practice, is available for diagnostic
purposes, as well as ECU status messages.
ATC Lamp Output/ATC Off-Road Switch Input
Premium ECUs control the ATC dash lamp.
The ATC Lamp Illuminates:
diagnostic trouble codes are present.
2. When ATC is disabled for any reason.
3. During an ATC event (the lamp will ash rapidly).
4. When the ECU is placed in the ATC off-road mode (the
lamp will ash slowly at a rate of 1.0 seconds on, 1.5
seconds off). This noties the vehicle operator that the
off-road mode is active.
Interaxl e Di fferenti al Lock Control (AWD Transfer
Case) Premium ECUs can control the interaxle differential
lock (AWD transfer case). This is recommended on AWD
vehicles, but the ECU must be specially congured to
provide this feature. E-mail ABS@bendix.com for more
details.
POWER-UP SEQUENCE
WARNING: The vehicle operator should verify proper
operation of all installed indicator lamps (ABS, ATC, and
trailer ABS) when applying ignition power and during
vehicle operation.
Lamps that do not illuminate as required when ignition
power is applied, or remain illuminated after ignition power
is applied, indicate the need for maintenance.
ABS Indicator Lamp Operation
The ECU will illuminate the ABS Indicator Lamp for
approximately three seconds when ignition power is
applied, after which the lamp will extinguish if no diagnostic
trouble codes are detected.
The ECU will illuminate the ABS Indicator Lamp whenever
full ABS operation is not available due to a diagnostic trouble
code. In most cases, partial ABS is still available.
ATC Status/Indicator Lamp Operation
The ECU will illuminate the ATC lamp for approximately
2.5 seconds when ignition power is applied, after which
the lamp will extinguish, if no diagnostic trouble codes are
detected.
The ECU will illuminate the ATC Indicator Lamp whenever
ATC is disabled due to a diagnostic trouble code.
Trailer ABS Indicator Lamp Operation
Certain models of the ECU will control the Trailer ABS
Indicator Lamp when a PLC signal (SAE J 2497) from a
trailer ABS ECU is detected.
Engine torque limiting
and differential braking
enabled
No ATC
ATC System
Status Indicator
FIGURE 7 - ATC INDICATOR LAMP START UP SEQUENCE
ON
OFF
0.5
Power
Application
ON
OFF
2.0 2.5 3.0 (sec.) 1.5
FIGURE 6 - ABS DASH LAMP START UP SEQUENCE
*Some vehicle manufacturers may illuminate the trailer ABS
indicator lamp at power-up regardless of whether a PLC
signal is detected from the trailer or not. Consult the vehicle
manufacturers documentation for more details.
Trailer ABS
Indicator Lamp
(PLC Detected)*
Trailer ABS Indicator
Lamp
(PLC Not Detected)
Powered Vehicle ABS
Indicator Lamp
ABS System
Status Indicators
Power
Application
ON
OFF
0.5
ON
OFF
2.0 2.5 3.0 (sec.) 1.5
ON
OFF
6
ECU Conguration Test
Within two seconds of the application of ignition power, the
ECU will perform a test to detect system conguration with
regards to the number of wheel speed sensors and PMVs.
This can be audibly detected by a rapid cycling of the
PMVs. (Note: The ECU will not perform the conguration
test when wheel speed sensors show that the vehicle is
in motion.)
Pressure Modulator Valve Chuff Test
After the performance of the conguration test, the EC-60

controller will perform a Bendix-patented PMV Chuff Test.
The Chuff Test is an electrical and pneumatic PMV test
that can assist maintenance personnel in verifying proper
PMV wiring and installation.
With brake pressure applied, a properly installed PMV will
perform one sharp audible exhaust of air by activating the
hold solenoid twice and the release solenoid once. If the
PMV is wired incorrectly, it will produce two exhausts of
air or none at all.
The EC-60
controller will perform a PMV chuff test on all

installed modulators in the following order:
Steer Axle Right PMV
Steer Axle Left PMV
Drive Axle Right PMV
Drive Axle Left PMV
Additional Axle Right PMV
Additional Axle Left PMV
The pattern will then repeat itself.
The ECU will not perform the PMV Chuff Test when wheel
speed sensors show that the vehicle is in motion.
ABS OPERATION
Bendix ABS uses wheel speed sensors, ABS modulator
valves, and an ECU to control either four or six wheels of
a vehicle. By monitoring individual wheel turning motion
during braking, and adjusting or pulsing the brake pressure
at each wheel, the EC-60
controller is able to optimize slip

between the tire and the road surface. When excessive
wheel slip, or wheel lock-up, is detected, the EC-60

controller will activate the Pressure Modulator Valves
to simulate a driver pumping the brakes. However, the
EC-60
controller is able to pump the brakes on individual

wheels (or pairs of wheels), independently, and with greater
speed and accuracy than a driver.
Steer Axle Control
Although both wheels of the steer axle have their own
wheel speed sensor and pressure modulator valve, the
EC-60
controller blends the applied braking force between

the two steering axle brakes. This Bendix patented brake
application control, called Modied Individual Regulation
(MIR), is designed to help reduce steering wheel pull
during an ABS event on road surfaces with poor traction
(or areas of poor traction, e.g., asphalt road surfaces with
patches of ice).
Single Drive Axle Control (4x2 Vehicle)
For vehicles with a single rear drive axle (4x2), the brakes
are operated independently by the EC-60
controller,
based on the individual wheel behavior.
Dual Drive Axle Control (4S/4M Conguration)
For vehicles with dual drive axles (6x4) using a 4S/4M
conguration, one ABS modulator controls both right-
side rear wheels and the other modulator controls both
left-side rear wheels. Both wheels on each side receive
equal brake pressure during an ABS stop. The rear wheel
speed sensors must be installed on the axle with the
lightest load.
Dual Rear Axle Control (6S/6M Conguration)
For vehicles with dual rear axles (6x4, 6x2) using a 6S/6M
conguration, the rear wheels are controlled independently.
Therefore, brake application pressure at each wheel is
adjusted according to the individual wheel behavior on
the road surface.
6x2 Vehicles with 6S/5M Conguration
6x2 vehicles can utilize a 6S/5M conguration, with the
additional axle (a non-driven rear axle) having two sensors,
but only one Pressure Modulator Valve. In this case, the
PMV controls both wheels on the additional axle. The
additional axle wheels would receive equal brake pressure,
based on the wheel that is currently experiencing the most
wheel slip.
FIGURE 8 - VEHICLE ORIENTATION (TYPICAL)
Driver
Right Steer
Left Steer
Right
Additional
Left
Additional
Right Drive
Left Drive
7
Normal Braking
During normal braking, brake pressure is delivered through
the ABS PMV and into the brake chamber. If the ECU does
not detect excessive wheel slip, it will not activate ABS
control, and the vehicle stops with normal braking.
Retarder Brake System Control
On surfaces with low traction, application of the retarder can
lead to high levels of wheel slip at the drive axle wheels,
which can adversely affect vehicle stability.
To avoid this, the EC-60
controller switches off the retarder

as soon as a lock-up is detected at one (or more) of the
drive axle wheels.
When the ECU is placed in the ABS off-road mode, it will
switch off the retarder only when ABS is active on a steer
axle wheel and a drive axle wheel.
Optional ABS Off-Road Mode
On some road conditions, particularly when the driving
surface is soft, the stopping distance with ABS may be
longer than without ABS. This can occur when a locked
wheel on soft ground plows up the road surface in front of
the tire, changing the rolling friction value. Although vehicle
stopping distance with a locked wheel may be shorter than
corresponding stopping distance with ABS control, vehicle
steerability and stability is reduced.
Premium EC-60
controllers have an optional control

mode that more effectively accommodates these soft road
conditions to shorten stopping distance while maintaining
optimal vehicle steerability and stability.
WARNING: The ABS off-road mode should not be used
on normal, paved road surfaces because vehicle stability
and steerability may be reduced. The flashing ABS
Indicator Lamp communicates the status of this mode to
the driver.
The vehicle manufacturer should provide the optional ABS
off-road function only for vehicles that operate on unpaved
surfaces or that are used in off-road applications, and is
responsible for ensuring that vehicles equipped with the
ABS off-road function meet all FMVSS-121 requirements
and have adequate operator indicators and instructions.
The vehicle operator activates the off-road function with a
switch on the dash panel. A ashing ABS Indicator Lamp
indicates to the driver that the ABS off-road function is
engaged. To exit the ABS off-road mode, depress and
release the switch.
All-Wheel Drive (AWD) Vehicles
AWD vehicles with an engaged interaxle differential (steer
axle to rear axle)/AWD transfer case may have negative
effects on ABS performance. Optimum ABS performance
is achieved when the lockable differentials are disengaged,
allowing individual wheel control.
Premium EC-60
controllers can be programmed specically

for this conguration to control the differential lock/unlock
solenoid in the AWD transfer case. When programmed to
do so, the ECU will disengage the locked interaxle/AWD
transfer case during an ABS event and reengage it once
the ABS event has ended.
ATC OPERATION
ATC Functional Overview
J ust as ABS improves vehicle stability during braking,
ATC improves vehicle stability and traction during vehicle
acceleration. The EC-60
controller ATC function uses the

same wheel speed information and modulator control as
the ABS function. The EC-60
controller detects excessive

drive wheel speed, compares the speed of the front, non-
driven wheels, and reacts to help bring the wheel spin under
control. The EC-60
controller can be congured to use

engine torque limiting and/or differential braking to control
wheel spin. For optimal ATC performance, both methods
are recommended.
ATC Lamp Operation
The ATC Lamp Illuminates:
diagnostic trouble codes are present.
2. When ATC is disabled for any reason.
3. During an ATC event (the lamp will ash rapidly). When
ATC is no longer active, the ATC active/indicator lamp
turns off.
4. When the ECU is placed in the ATC off-road mode (the
lamp will ash at a rate of 1.0 seconds on, 1.5 seconds
off). This noties the vehicle operator that the off-road
mode is active.
Differential Braking
Differential braking is automatically activated when drive
wheel(s) on one side of the vehicle are spinning, which
typically occur on asphalt road surfaces with patches of ice.
The traction system will then lightly apply the brake to the
drive wheel(s) that are spinning. The vehicle differential will
then drive the wheels on the other side of the vehicle.
Differential braking is available at vehicle speeds up to
25 MPH.
Disabling ATC Differential Braking
ATC differential braking is disabled under the following
conditions:
1. During power up (e.g. when the vehicle is started), until
the ECU detects a service brake application.
2. If the ECU receives a J 1939 message indicating that
the vehicle is parked.
3. When the dynamometer test mode is active. The
dynamometer test mode is entered using the diagnostic
blink code switch or by using a diagnostic tool (such as
Bendix
ACom
Diagnostics).
8
4. In response to a serial communications request from
a diagnostic tool.
5. During brake torque limiting to avoid overheating of the
brakes.
6. When certain diagnostic trouble code conditions are
detected.
Engine Torque Limiting (ETL) with Smart ATC

Traction Control
The EC-60
controller uses Engine Torque Limiting to

control drive axle wheel slip. This is communicated to the
engine control module (using J 1939), and is available at
all vehicle speeds.
Bendix
Smart ATC

Traction Control
The EC-60
controller has an additional feature known as

Smart ATC
traction control. Smart ATC
traction control
monitors the accelerator pedal position (using J 1939) to
help provide optimum traction and vehicle stability. By
knowing the drivers intention and adapting the target
slip of the drive wheels to the driving situation, the Smart
ATC
traction control allows higher wheel slip when the

accelerator pedal is applied above a preset level.
The target wheel slip is decreased when driving through a
curve for improved stability.
Disabling ATC Engine Control and Smart ATC
Traction
Control
ATC Engine Control and Smart ATC
traction control will

be disabled under the following conditions:
1. In response to a serial communications request from
an off-board tool.
2. At power-up until the ECU detects a service brake
application.
3. If the ECU receives a J 1939 message indicating that
the vehicle is parked.
4. If the dynamometer test mode is active. This may be
accomplished via an off-board tool or the diagnostic
blink code switch.
5. When certain diagnostic trouble code conditions are
detected.
Optional ATC Off-Road Mode
In some road conditions, the vehicle operator may desire
additional drive wheel slip when ATC is active. The
Premium EC-60
controller has an optional control mode

to permit this desired performance.
The vehicle operator can activate the off-road function with
a switch on the dash panel. Alternately, a J 1939 message
may be used to place the vehicle in this mode. The ATC
Indicator Lamp will ash continually to conrm that the
off-road ATC function is engaged.
To exit the ATC off-road mode, depress and release the
ATC off-road switch.
Drag Torque Control Functional Overview
Premium EC-60
controllers have a feature referred to as

drag torque control which reduces wheel slip on a driven
axle due to driveline inertia. This condition is addressed by
increasing the engine torque to overcome the inertia.
Drag torque control increases vehicle stability on low-
traction road surfaces during down-shifting or retarder
braking.
Dynamometer Test Mode
WARNING: ATC must be disabled prior to conducting any
dynamometer testing. When the Dynamometer Test Mode
is enabled, ATC brake control and engine control along
with drag torque control are turned off. This test mode
is used to avoid torque reduction or torque increase and
brake control activation when the vehicle is operated on a
dynamometer for testing purpose.
The Dynamometer Test Mode may be activated by pressing
and releasing the diagnostic blink code switch ve times or
by using a hand-held or PC-based diagnostic tool.
The Dynamometer Test Mode will remain active even if
power to the ECU is removed and re-applied. Press and
release the blink code switch three times, or use a hand-
held or PC-based diagnostic tool to exit the test mode.
Automatic Tire Size Calibration
The ECU requires a precise rolling circumference ratio
between steer axle and drive axle tires in order for ABS
and ATC to perform in an optimal manner. For this reason,
a learning process continuously takes place in which the
precise ratio is calculated. This calculated value is stored
in the ECU memory provided the following conditions are
met:
1. Rolling-circumference ratio is within the permissible
range.
2. Vehicle speed is greater than approximately 12 MPH.
3. No acceleration or deceleration is taking place.
4. There are no active speed sensor diagnostic trouble
codes.
The ECU is provided with a ratio value of 1.00 as a default
setting. If the automatic tire size alignment calculates a
different value, this is used to overwrite the original gure
in the memory. This process adapts the ABS and ATC
function to the vehicle.
Acceptable Tire Sizes
The speed calculation for an exciter ring with 100 teeth is
based on a default tire size of 510 revolutions per mile.
This gure is based on the actual rolling circumference of
the tires, which varies with tire size, tire wear, tire pressure,
vehicle loading, etc.
9
The ABS response sensitivity is reduced when the actual
rolling circumference is excessive on all wheels. For a 100
tooth exciter ring, the minimum number of tire revolutions
per mile is 426, and the maximum is 567. The ECU will
set diagnostic trouble codes if the number of revolutions
are out of this range.
In addition, the size of the steer axle tires compared to
the drive axle tires also has to be within the ABS system
design. To avoid diagnostic trouble codes, the ratio of the
effective rolling circumference of the steer axle, divided by
the effective rolling circumference of the drive axle, must
be between 0.85 to 1.15.
ABS PARTIAL SHUTDOWN
Depending which component the trouble code is detected
on, the ABS and ATC functions may be fully or partially
disabled. Even with the ABS indicator lamp on, the EC-60

controller may still provide ABS function on wheels that are
not affected. The EC-60
controller should be serviced as

soon as possible.
Steer Axle ABS Modulator Diagnostic Trouble
Code
ABS on the affected wheel is disabled. ABS and ATC on
all other wheels remains active.
Drive Axle/Additional Axle ABS Modulator
Diagnostic Trouble Code
ATC is disabled. ABS on the affected wheel is disabled.
ABS on all other wheels remains active.
Steer Axle Wheel Speed Sensor Diagnostic
Trouble Code
The wheel with the diagnostic trouble code is still controlled
by using input from the remaining wheel speed sensor on
the front axle. ABS remains active on the rear wheels.
ATC is disabled.
Drive Axle/Additional Axle Wheel Speed Sensor
Diagnostic Trouble Code
ATC is disabled. In a four sensor system, ABS on the
affected wheel is disabled, but ABS on all other wheels
remains active.
In a six sensor system, ABS remains active by using input
from the remaining rear wheel speed sensor on the same
side.
ATC Modulator Diagnostic Trouble Code
ATC is disabled. ABS remains active.
J1939 Communication Diagnostic Trouble Code
ATC is disabled. ABS remains active.
ECU Diagnostic Trouble Code
ABS and ATC are disabled. The system reverts to normal
braking.
Voltage Diagnostic Trouble Code
While voltage is out of range, ABS and ATC are disabled.
The system reverts to normal braking. When the correct
voltage level is restored, full ABS and ATC function is
available. Operating voltage range is 9.0 to 17.0 VDC.
10
Recon guring EC-60
Controllers
SYSTEM CONFIGURATION
The EC-60
controller is designed to allow the technician to

change the default system settings (chosen by the vehicle
OEM) to provide additional or customized features. When
replacing an ECU, be sure to use an equivalent Bendix
replacement part number so that the standard default set-
tings are provided.
Depending on the model, the customizable features include
ABS control settings, engine module communication etc.
Many of these settings can be recongured using a hand-
held or PC-based software, such as the Bendix
ACom

Diagnostics program.
ECU RECONFIGURATION
Reconguring Standard ECUs
Reconguring an EC-60
controller may be carried out by

using the Blink Code Switch or by using a hand-held or
PC-based diagnostic tool.
Note: During the reconguration process, and independently
from any reconguration being carried out by the technician,
standard ECUs automatically check the J 1939 serial link
and communicate with other vehicle modules. In particular,
if the serial link shows that the vehicle has a retarder device
present, the ECU will congure itself to communicate with
the retarder device for improved ABS performance. For
example, if the ECU detects the presence of a retarder
disable relay during a reconguration, it will congure
itself to control the relay to disable the retarding device
as needed.
Reconguring Premium ECUs
As with standard ECUs, the Premium EC-60
controller
also carries out, independently from any reconguration
being carried out by the technician, an automatic check
of the J 1939 serial link and communicates with other
vehicle modules. This includes checking for ATC and
retarder disable relay operation. In addition, premium
EC-60
controllers will determine the number of wheel

speed sensors and PMVs installed and congure itself
accordingly.
6S/5M Conguration
Premium EC-60
controllers will configure for 6S/5M

operation when a reconguration event is initiated and
the ECU detects that an additional axle PMV is wired as
follows:
PMV Connector ECU Connector
Hold Right Additional Axle Hold
Release Left Additional Axle Release
Common Right Additional Axle Common
See 6S/5M System Schematics (pages 37 & 40) for
details.
Reconguration Using the Blink Code Switch
The reconguration event is the same for both Standard
and Premium ECUs. With ignition power removed from the
EC-60
controller, depress the blink code switch. After the

ignition power is activated, depress and release the switch
seven times to initiate a reconguration event.
Diagnostic Tool
A reconguration event may be initiated using a hand-held
or PC-based diagnostic tool to communicate with the ECU
over the SAE J 1587 diagnostic link.
11
Troubleshooting: General
SAFE MAINTENANCE PRACTICES
WARNING! PLEASE READ AND FOLLOW
THESE INSTRUCTIONS TO AVOID PERSONAL
INJURY OR DEATH:
When working on or around a vehicle, the following
general precautions should be observed at all times:
1. Park the vehi cl e on a l evel surface, appl y the
parki ng brakes, and al ways bl ock the wheel s.
Always wear safety glasses.
2. Stop the engine and remove ignition key when
worki ng under or around t he vehi cl e. When
working in the engine compartment, the engine
should be shut off and the ignition key should be
removed. Where circumstances require that the
engine be in operation, EXTREME CAUTION should
be used to prevent personal injury resulting from
contact with moving, rotating, leaking, heated or
electrically charged components.
3. Do not attempt to install, remove, disassemble
or assembl e a component unti l you have read
and thoroughl y understand the recommended
procedures. Use only the proper tools and observe
all precautions pertaining to use of those tools.
4. If the work is being performed on the vehicles
air brake system, or any auxiliary pressurized air
systems, make certain to drain the air pressure
from al l reservoi rs before begi nni ng ANY work
on the vehicle. If the vehicle is equipped with
an AD-IS
air dryer system or a dryer reservoir

module, be sure to drain the purge reservoir.
5. Following the vehicle manufacturers recommended
procedures, deactivate the electrical system in a
manner that safely removes all electrical power
from the vehicle.
6. Never exceed manuf act ur er s r ecommended
pressures.
7. Never connect or di sconnect a hose or l i ne
containing pressure; it may whip. Never remove
a component or plug unless you are certain all
system pressure has been depleted.
8. Use onl y genui ne Bendi x
repl acement part s,

components and ki ts. Repl acement hardware,
tubing, hose, ttings, etc. must be of equivalent
size, type and strength as original equipment and
be designed specically for such applications and
systems.
9. Components with stripped threads or damaged
parts should be replaced rather than repaired. Do
not attempt repairs requiring machining or welding
unless specically stated and approved by the
vehicle and component manufacturer.
10. Pri or to returni ng the vehi cl e to servi ce, make
certain all components and systems are restored
to their proper operating condition.
11. For vehicles with Antilock Traction Control (ATC),
the ATC function must be disabled (ATC indicator
lamp should be ON) prior to performing any vehicle
maintenance where one or more wheels on a drive
axle are lifted off the ground and moving.
REMOVING THE EC-60
CONTROLLER
ASSEMBLY
1. Turn vehicle ignition off.
2. Remove as much contamination as possible prior to
disconnecting air lines and electrical connections.
3. Note the EC-60
controller assembly mounting position

on the vehicle.
4. Disconnect the electrical connectors from the EC-60

controller.
5. Remove and retain the mounting bolts that secure the
EC-60
controller.
INSTALLING A NEW EC-60
CONTROLLER
CAUTION! When replacing the EC-60
controller, verify
that the unit you are installing has the correct default
settings. Failure to do so could result in a loss of features,
such as ATC and PLC, or noncompliance with U.S.
regulations such as FMVSS 121. It is recommended to
use only the correct replacement part number. However,
most conguration settings can be altered using the Bendix
ACom
ABS Diagnostic Software program.

Verify correct operation of the EC-60
controller system
and indicator lamps prior to putting the vehicle back into
service. Towing vehicles manufactured after March 1,
2001 must support the trailer ABS indicator lamp located
on the dash.
For further information, contact either the vehicle
manufacturer, Bendix or your local authorized Bendix
dealer.
1. Position and secure the EC-60
controller in the original

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

controller.
2. Reconnect the electrical connectors to the EC-60

controller.
3. Apply power and monitor the EC-60
controller power-
up sequence to verify proper system operation.
See Troubleshooting: Wiring section beginning on page 32
for more information on wiring harnesses.
12
FIGURE 10 - EXAMPLE OF BLINK CODE MESSAGE
Troubleshooting: Blink Codes and Diagnostic Modes
BLINK CODES
Blink codes allow a technician to troubleshoot ABS
problems without using a hand-held or PC-based diagnostic
tool. Instead, information about the ABS system is
communicated by the ECU using the ABS indicator lamp
to display sequences of blinks.
Note: The ECU will not enter the diagnostic blink code
mode if the wheel speed sensors show that the vehicle is
in motion. If the ECU is in the diagnostic blink code mode
and then detects vehicle motion, it will exit the blink code
mode.
In addition, by operating the blink code switch as described
below, one of several diagnostic modes can be entered.
See Diagnostic Modes below.
Blink Code Switch Activation
When activating the blink code switch:
1. Wait at least two seconds after ignition on. (Except when
entering Reconguration Mode - see Reconguration
section on page 10)
2. For the ECU to recognize that the switch is activated
on, the technician must press for at least 0.1 seconds,
but less than 5 seconds. (If the switch is held for more
than 5 seconds, the ECU will register a malfunctioning
switch.)
3. Pauses between pressing the switch when a sequence
is required, (e.g. when changing mode) must not be
longer than 2 seconds.
4. After a pause of 3.5 seconds, the ECU will begin
responding with output information blinks. See Figure
10 for an example.
Blink Code Timing
The ECU responds with a sequence of blink codes. The
overall blink code response from the ECU is called a
message. Each message includes, depending on the
FIGURE 9 - TYPICAL VEHICLE DIAGNOSTIC CONNECTOR
LOCATIONS (J1708/J1587, J1939)
Located on
Dash Panel
Located Under
Dash Panel
Or
ECU DIAGNOSTICS
The EC-60
controller contains self-testing diagnostic

circuitry that continuously checks for the normal operation
of internal components and circuitry, as well as external
ABS components and wiring.
Active Diagnostic Trouble Codes
When an erroneous system condition is detected, the
EC-60
controller:
1. Illuminates the appropriate indicator lamp(s) and
disengages part or all of the ABS and ATC functions.
(See page 9.)
2. Places the appropriate trouble code information in the
ECU memory.
3. Communicates the appropriate trouble code information
over the serial communications diagnostic link as
required. Hand-held or PC-based diagnostic tools
attach to the vehicle diagnostic connector, typically
located on or under the dash (see Figure 9).
13
Active Diagnostic Trouble Code Mode
For troubleshooting, typically the Active and Inactive
Diagnostic Trouble Retrieval Modes are used. The
technician presses the blink code switch once and the ABS
indicator lamp ashes a rst group of two codes, and if
there are more trouble codes recorded, this is followed by
a second set of codes, etc. (See page 17 for a directory of
these codes.) All active trouble codes may also be retrieved
using a hand-held or PC-based diagnostic tool, such as
the Bendix
ACom
Diagnostics software.
To clear active diagnostic trouble codes (as problems
are xed), simply clear (or self-heal) by removing and
re-applying ignition power. The only exception is for wheel
speed sensor trouble codes, which clear when power is
removed, re-applied, and the ECU detects valid wheel
speed from all wheel speed sensors. Alternately, codes
may be cleared by pressing the diagnostic blink code switch
3 times (to enter the Clear Active Diagnostic Trouble Code
Mode) or by using a hand-held or PC-based diagnostic
tool. Hand-held or PC-based diagnostic tools are able to
clear wheel speed sensor trouble codes without the vehicle
being driven.
Inactive Diagnostic Trouble Code Mode
The ECU stores past trouble codes and comments (such
as conguration changes) in its memory. This record is
commonly referred to as event history. When an active
trouble code is cleared, the ECU stores it in the event
history memory as an inactive trouble code.
DIAGNOSTIC MODES
In order to communicate with the ECU, the controller has
several modes that the technician can select, allowing
information to be retrieved, or other ECU functions to be
accessed.
Diagnostic Modes
To enter the various diagnostic modes:
mode selected by the technician, a sequence of one or
more groups of blinks. Simply record the number of blinks
for each sequence and then use the troubleshooting index
on page 17 for active or inactive trouble codes and you
will be directed to the page that provides troubleshooting
information.
NOTE:
1. Sequences of blinks illuminate the ABS indicator lamp
for half a second, with half-second pauses between
them.
2. Pauses between blink code digits are 1.5 seconds.
3. Pauses between blink code messages are 2.5
seconds.
4. The lamp remains on for 5 seconds at the end of
messages.
Once the ABS indicator lamp begins displaying a sequence
of codes, it continues until all blink code messages have
been displayed and then returns to the normal operating
mode. During this time, the ECU will ignore any additional
blink code switch activation.
All trouble codes, with the exception of voltage and
J 1939 trouble codes, will remain in an active state for the
remainder of the power cycle.
Voltage trouble codes will clear automatically when the
voltage returns within the required limits. All ABS functions
will be re-engaged.
J 1939 trouble codes will clear automatically when
communications are re-established.
* To enter the Reconguration Mode, the switch must
be held in before the application of ignition power.
Once the power is supplied, the switch is released
and then pressed seven times.
No. of Times to
Press the Blink System Mode Entered
Code Switch
1 Active diagnostic trouble code retrieval
2 Inactive diagnostic trouble code retrieval
3 Clear active diagnostic trouble codes
4 System conguration check
5 Dynamometer Test Mode
7* Recongure ECU

CHART 2 - DIAGNOSTIC MODES
14
Using blink codes, the technician may review all inactive
trouble codes stored on the ECU. The ABS indicator
lamp will display inactive diagnostic blink codes when the
diagnostic blink code switch is depressed and released two
times. See page 17 for the index showing trouble codes
and the troubleshooting guide page to read for help.
Inactive trouble codes, and event history, may be retrieved
and cleared by using a hand-held or PC-based diagnostic
tool, such as the Bendix
ACom
Diagnostics software.
Clearing Active Diagnostic Trouble Codes
The ECU will clear active trouble codes when the diagnostic
blink code switch is depressed and released three times.
System Conguration Check Mode
The ABS indicator lamp will display system conguration
information when the diagnostic blink code switch is
depressed and released four times. The lamp will blink
out conguration information codes using the following
patterns. (See Chart 3). In this mode the ECU tells the
technician, by means of a series of six blink codes, the type
of ABS system that the ECU has been set up to expect. For
example, if the fourth blink code is a three, the technician
knows that a 6S/5M sensor/modulator conguration has
been set.
Dynamometer Test Mode
The Dynamometer Test Mode is used to disable ATC when
needed (e.g. when performing any vehicle maintenance
where the wheels are lifted off the ground and moving,
including dyno testing). This mode is not reset by power
off, power on, cycling. Instead a hand-held or PC-based
diagnostic tool must be used to change the setting.
Alternatively, depressing and releasing the blink code
switch three times will cause the ECU to exit the blink
code mode.
Recongure ECU Mode
Vehicle reconfiguration is carried out by using the
Recongure ECU Mode. (See page 10.) Note: To enter
the Reconguration Mode, the blink code switch must be
held in before the application of ignition power. Once the
power is supplied, the switch is released and then pressed
seven times.
1st Number System Power
1 12 Volts
2 24 Volts
2nd Number Wheel Speed Sensors
4 4 Sensors
6 6 Sensors
3rd Number Pressure Modulator Valves
4 4 Modulators
5 5 Modulators
6 6 Modulators
4th Number ABS Conguration
1 4S/4M or 6S/6M
2 6S/4M
3 6S/5M
5th Number Traction Control Conguration
2 No ATC
3 ATC Engine Control Only
4 ATC Brake Control Only
5 Full ATC (Engine Control & Brake Control)
6th Number Retarder Conguration
1 No Retarder
2 J 1939 Retarder
3 Retarder Relay
4 J 1939 Retarder, Retarder Relay
CHART 3 - SYSTEM CONFIGURATION CHECK
15
USING HAND-HELD OR PC-BASED
DIAGNOSTICS
Troubleshooting and diagnostic trouble code clearing (as
well as reconguration) may also be carried out using
hand-held or PC-based diagnostic tools such as the
Bendix
Remote Diagnostic Unit (RDU
), Bendix
ACom

Diagnostics software, or the ProLink tool.
If the ABS ECU has no active Diagnostic Trouble Codes,
only the green LED will remain illuminated.
If the ABS ECU has at least one active Diagnostic
Trouble Code the RDU
tool displays the rst diagnostic

trouble code by illuminating the red LEDs, indicating the
malfunctioning ABS component and its location on the
vehicle. (See Figure 11.) If there are multiple diagnostic
trouble codes on the ABS system, the RDU
tool will
display one diagnostic trouble code rst, then once that
Diagnostic Trouble Code has been repaired and cleared,
the next code will be displayed.
Typical Combination Diagnostic Trouble Codes are:
Right steer sensor
Left steer sensor
Right drive sensor
Left drive sensor
Right additional
sensor
Left additional sensor
Right steer modulator
Left steer modulator
Right drive modulator
Left drive modulator
Right additional
modulator
Left additional modulator
Traction modulator
ECU
Engine serial
communication
Troubleshooting: Using Hand-Held or
PC-Based Diagnostic Tools
Bendix
RDU
(Remote Diagnostic Unit)

The Bendix
RDU
tool provides the technician with

a visual indication of Antilock Braking System (ABS)
component Diagnostic Trouble Code (DTC) information.
The RDU
tool is specically designed for use with Bendix

ABS systems and Bendix makes no claims for its operation
and/or usability with other brands of ABS systems.
Features of the Bendix
RDU
Tool
The RDU
tool attaches to the 9 pin diagnostic connector

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

Troubleshoot ABS system component problems using
Diagnostic Trouble Code reporting via LEDs.
Reset Diagnostic Trouble Codes on Bendix
ABS ECUs
by holding a magnet over the reset in the center of the
RDU
tool for less than 6 seconds.

Enter the Self-Conguration Mode used by Bendix

ABS ECUs by holding a magnet over the reset area for
greater than 6 seconds but less than 30 seconds.
How the Bendix
RDU
Operates
See Figure 9 for typical vehicle connector locations.
When the RDU
tool is plugged into the diagnostic

connector, all the LEDs will illuminate, and the green LED
will ash 4 times to indicate communications have been
established.
MOD red LED illuminated, shows the Common
connection of one or more modulators is shorted to
battery or ground
VLT (Flashing indicates either over- or under-voltage
condition)
To pinpoint the root cause and to ensure the system
diagnostic trouble code is properly corrected the rst time,
additional troubleshooting may be necessary.
Bendix
RDU
Reset Function
The magnetic reset switch is located in the center top
of the RDU
tool. Activation requires a magnet with 30

gauss minimum.
The reset operations are:
1. If the magnet is held over the switch for less than 6
seconds the clear diagnostic trouble codes command
is sent.
2. If the magnet is held over the switch for more than 6
seconds, but less than 30 seconds, the Bendix
ABS
self-conguration command is sent.
Additionally, it is recommended at the end of any inspection
that the user switches off and restores the power to the ABS
ECU, then check the ABS Indicator Lamp operation and
RDU
tool to see if they indicate any remaining Diagnostic

Trouble Codes.
FIGURE 11 - THE BENDIX
REMOTE DIAGNOSTIC
UNIT
LED lights
illuminate
Diagnostic
Trouble
Codes
(10 locations
in total)
16
LED Diagnostic Trouble Codes
FIGURE 12 - DIAGNOSTIC TROUBLE CODES
LFT - Left
RHT - Right
DRV - Drive Axle
ADD - Additional
STR - Steer Axle
VLT - Power
ECU - ABS Controller
SEN - Wheel Speed
Sensor
MOD - Pressure Modulator
Valve
TRC - Traction Control
FIGURE 13 - NEXIQ (MPSI) PRO-LINK TOOL
PC Card MPSI
Part Number
805013
Pro-Link
Heavy Duty
Multi Protocol
Cartridge
Bendix
RDU
Communication Problems
If the ABS ECU does not respond to the RDU
tools
request for diagnostic trouble codes, the RDU
tool will
illuminate each red LED in a clockwise pattern. This pattern
indicates the loss of communication and will continue until
the ABS ECU responds and communication has been
re-established.
Possible sources of communication problems are:
1. A problem with the J 1587 link at the in-cab off-board
diagnostic connector (9 or 6 Pin).
2. The ECU does not support PID194.
3. No power is being supplied to the ECU and/or the
diagnostic connector.
4. The J 1587 bus is overloaded with information and the
RDU can not arbitrate access.
5. A malfunctioning RDU
tool.
Nexiq Bendix Application Card
Nexiq provides a Bendix application card for use with the
ProLink tool. It can also be used to diagnose the EC-30
,
EC-17
, Gen 4
and Gen 5
, and MC-30
ABS Controllers.
For more information on the Bendix application card visit
www.bendix.com, Nexiq at www.nexiq.com, or your local
authorized Bendix parts outlet.
Bendix
ACom
Diagnostics Software
Bendix
ACom
Diagnostics is a PC-based software

program and is designed to meet RP-1210 industry
standards. This software provides the technician with
access to all the available ECU diagnostic information and
conguration capability, including:
ECU information
Diagnostic trouble codes and repair information
Conguration (ABS, ATC, and more)
Wheel speed information
Perform component tests
Save and print information
When using ACom
Diagnostics software to diagnose

the EC-60 ABS ECU, the computers serial or parallel
port needs to be connected to the vehicles diagnostic
connector.
For more information on ACom
Diagnostics software or
RP1210 compliant tools, go to www.bendix.com or visit
your local authorized Bendix parts outlet.
See Page 42 for Appendix A: J 1587 SID and FMI codes
and their Bendix blink code equivalents.
www.bendix.com
Visit Bendix online for the latest information, and ways
to nd the Bendix contacts you need. Contact technical
support, service engineers, Bendix account managers,
and more www.bendix.com is your complete Bendix
resource.
Bendix Technical Assistance Team
For direct telephone technical support, call the Bendix
technical assistance team at:
1-800-AIR-BRAKE (1-800-247-2725),
Monday through Friday, 8:00 A.M. to 6:00 P.M. EST, and
follow the instructions in the recorded message.
Or, you may e-mail the Bendix technical assistance team
at: techteam@bendix.com.
Example: If the Diagnostic
Trouble Code is Right
Steer Axle Sensor, the
RDU
unit will display one

green and three red LEDs
LEDs
Green
VLT
Red
SEN
STR
RHT
FIGURE 14 - BENDIX
ACOM
DIAGNOSTICS
17
Active or Inactive Diagnostic Trouble Codes:
INDEX
How to interpret the rst digit of messages received when
Active or Inactive Diagnostic Trouble Code Mode is entered.
1st
Blink
Code
Number
1 ................................................No faults (1,1)
2 ...................Wheel Speed Sensors - page 18
6 ................................ Power Supply - page 23
7 ........... Pressure Modulator Valves - page 20
10.......... Pressure Modulator Valves - page 20
11 ............................................J 1939 - page 24
12...............................Miscellaneous - page 26
13..............................................ECU - page 25
14..................Wheel Speed Sensors - page 18
15..................Wheel Speed Sensors - page 18
18.................. Traction Control Valve - page 22
Example: For a message sequence of:
3, 2 12, 4
For the rst sequence go to page 18 and
for the second sequence go to page 26.
Go Here for Troubleshooting Tests
See Page 42 for Appendix A: J1587 SID and FMI Codes and their Bendix Blink Code Equivalents
18
Troubleshooting Diagnostic Trouble Codes:
Wheel Speed Sensors
2 Left Steer Axle Sensor
3 Right Steer Axle Sensor
4 Left Drive Axle Sensor
5 Right Drive Axle Sensor
14 Left Additional Axle Sensor
15 Right Additional Axle Sensor
1st. Blink
Code
Location
2nd. Diagnostic
Blink Trouble Code
Code Description
1 Excessive
Air Gap
2 Output Low
at Drive-off

3 Open or
Shorted
4 Loss of
Sensor Signal
5 Wheel End
6 Erratic Sensor
Signal
7 Tire Size
Calibration
10 Conguration
Error
Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of 0.25
VAC sensor output at ~0.5 RPS. Verify condition of sensor head. Verify mounting of
exciter ring and condition of teeth. Verify proper bearing endplay. Verify condition
and retention of clamping sleeve. Verify sensor lead routing and clamping.
Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of 0.25
VAC sensor output at ~0.5 RPS. Verify condition of sensor head. Verify mounting
of exciter ring and condition of teeth. Verify proper bearing end-play. Verify condition
and retention of clamping sleeve. Verify sensor lead routing and clamping.
Verify 1500 2500 ohms across sensor leads. Verify no continuity between sensor
leads and ground or voltage. Verify no continuity between sensor leads and other
sensors. Check for corroded/damaged wiring or connectors between the ECU
and the wheel speed sensor.
Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of
0.25 VAC sensor output at ~0.5 RPS. Verify condition of sensor head. Verify
mounting of exciter ring and condition of teeth. Verify proper bearing end-play.
Verify condition and retention of clamping sleeve. Verify sensor lead routing and
clamping. Check for corroded/damaged wiring or connectors between the ECU
Verify mounting of exciter ring and condition of teeth. Verify proper bearing end-
play. Verify condition and retention of clamping sleeve. Verify sensor lead routing
and clamping. Check mechanical function of brake. Check for kinked or restricted
air lines.
Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum of
0.25 VAC sensor output at ~0.5 RPS. Verify condition of sensor head. Verify
mounting of exciter ring and condition of teeth. Verify proper bearing end-play.
Verify condition and retention of clamping sleeve. Verify sensor lead routing and
clamping. Check for corroded/damaged wiring or connectors between the ECU
Verify correct tire size as desired. Verify proper tire ination. Verify correct number
of exciter ring teeth.
ECU is congured for four sensors, but has detected the presence of additional
sensors. Verify sensor wiring and ECU conguration.
Repair Information
19
Cab-mount ECU: Looking into
wire harness connector
Frame-mount ECU: Looking into wire
harness connector
Connector Pin Wheel Speed Sensor Location
X1 10 Right Drive Axle (+)
18 Way 11 Right Drive Axle (-)
5 Left Steer Axle (+)
X2 8 Left Steer Axle (-)
18 Way 11 Right Steer Axle (+)
14 Right Steer Axle (-)
15 Left Drive Axle (+)
18 Left Drive Axle (-)
X3 11 Left Additional Axle (+)
15 Way (if Premium 14 Left Additional Axle (-)
ECU is congured 12 Right Additional Axle (+)
for 6 sensors) 15 Right Additional Axle (-)
Connector Pin Wheel Speed Sensor Location
3 Left Steer Axle (+)
X1 7 Left Steer Axle (-)
15 Way 4 Right Steer Axle (+)
8 Right Steer Axle (-)
1 Left Drive Axle (+)
X2 2 Left Drive Axle (-)
18 Way 3 Right Drive Axle (+)
4 Right Drive Axle (-)
X3 3 Left Additional Axle (+)
18 Way (if Premium 4 Left Additional Axle (-)
ECU is congured 5 Right Additional Axle (+)
for 6 sensors) 6 Right Additional Axle (-)
Speed Sensor Repair Tests:
1. Take all measurements at ECU harness connector
pins in order to check wire harness and sensor.
Probe the connector carefully so that the terminals
are not damaged.
2. Wheel speed sensor measurements should read:
Location Measurement
Sensor 1500 - 2500 Ohms
Sensor to voltage or ground Open Circuit (no continuity)
Sensor output voltage >0.25 of VAC sensor output at ~ 0.5 revs/sec.
3. Clear DTC after issue is corrected. The sensor DTC
will remain until the power is cycled to the ABS ECU
and vehicle is driven above 15 MPH or DTC was
cleared using either the diagnostic blink code switch
or diagnostic tool.
20
Pressure Modulator Valves
7 Left Steer Axle
8 Right Steer Axle
9 Left Drive Axle
10 Right Drive Axle
16 Left Additional Axle
17 Right Additional Axle
1st. Blink
Code
Location
2nd. Diagnostic
Blink Trouble Code
Code Description
1 Release
Solenoid
Shorted
to Ground
2 Release
Solenoid
Shorted to
Voltage
3 Release
Solenoid
Open Circuit
4 Hold
Solenoid
Shorted
to Ground
5 Hold
Solenoid
Shorted
to Voltage
6 Hold
Solenoid
Open Circuit

7 CMN Open
Circuit
8 Conguration
Error
Verify no continuity between PMV leads and ground. Verify 4.9 to 5.5 ohms from
REL to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for
corroded/damaged wiring or connectors between ECU and PMV.
Verify no continuity between PMV leads and voltage. Verify 4.9 to 5.5 ohms from
Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from
REL to HLD. Check for corroded/damaged wiring or connectors between ECU
and PMV.
Verify no continuity between PMV leads and ground. Verify 4.9 to 5.5 ohms from
Verify no continuity between PMV leads and voltage. Verify 4.9 to 5.5 ohms
from REL to CMN & HLD CMN, and 9.8 to 11 ohms from REL to HLD. Check for
REL to HLD. Check for corroded/damaged wiring or connectors between the ECU
and PMV.
REL to HLD. Check for corroded/damaged wiring or connectors between the ECU
and PMV.
A mis-match exists between the ECU conguration and the modulator installation
and wiring. Verify PMV wiring and installation. Verify ECU conguration.
Repair Information
21
Pressure Modulator Valve Repair Tests:
1. Take all measurements at ECU harness connector pins in
order to check wire harness and PMV. Probe the connector
carefully so that the terminals are not damaged.
2. Pressure modulator resistance should read:
Release to Common 4.9 to 5.5 Ohms
Hold to Common 4.9 to 5.5 Ohms
Release to Hold 9.8 to 11.0 Ohms
Release, Hold, Common Open Circuit (no continuity)
to Voltage or Ground
Cauti on: When troubleshooting modulator trouble codes,
check inactive trouble codes and event history for over-voltage
or excessive noise trouble codes. If one of these is found,
troubleshoot these trouble codes rst before the PMV.
Connector Pin PMV Location
1 Left Steer Axle Hold
2 Left Steer Axle Release
3 Left Steer Axle Common
X2 4 Right Steer Axle Hold
18 Way 6 Right Steer Axle Common
7 Right Steer Axle Release
9 Right Drive Axle Common
10 Right Drive Axle Hold
13 Right Drive Axle Release
12 Left Drive Axle Common
16 Left Drive Axle Hold
17 Left Drive Axle Release
4 Left Additional Axle Hold
X3 6 Left Additional Axle Common
15 Way (if Premium 7 Left Additional Axle Release
ECU is congured 9 Right Additional Axle Common
for 6 sensors) 10 Right Additional Axle Hold
13 Right Additional Axle Release
Frame-mount ECU: Looking into
7 Left Steer Axle Hold
8 Left Steer Axle Release
13 Left Steer Axle Common
X2 9 Right Steer Axle Hold
18 Way 10 Right Steer Axle Release
14 Right Steer Axle Common
11 Left Drive Axle Hold
12 Left Drive Axle Release
15 Left Drive Axle Common
16 Right Drive Axle Common
17 Right Drive Axle Hold
18 Right Drive Axle Release
9 Left Additional Axle Hold
X3 10 Left Additional Axle Release
15 Way (if Premium 15 Left Additional Axle Common
ECU is congured 16 Right Additional Axle Common
for 6 sensors) 17 Right Additional Axle Hold
18 Right Additional Axle Release
22
Traction Control Valves
18 Traction Control Valve
1st. Blink
Code
Location
2nd. Diagnostic
Blink Trouble Code
Code Description
1 TCV Solenoid
Shorted to
Ground
2 TCV Solenoid
Shorted to
Voltage
3 TCV Solenoid
Open Circuit
4 TCV
Conguration
Error
Verify 7 to 19 ohms between TCV and TCV common. Verify no continuity between
TCV leads and ground. Check for corroded/damaged wiring or connectors between
ECU and TCV.
Verify 7 to 19 ohms between TCV and TCV common. Verify no continuity between
TCV leads and voltage. Check for corroded/damaged wiring or connectors between
ECU and TCV.
Verify 7 to 19 ohms between TCV and TCV common. Check for corroded/damaged
wiring or connectors between ECU and TCV.
The ECU is not congured for ATC, but has detected the presence of a TCV. Verify
TCV wiring. Inspect for the presence of a TCV. Verify ECU conguration.
Repair Information
Cab-mount ECU:
Looking into wire harness connector
Frame-mount ECU:
Traction Control Valve Repair Tests:
1. Take all measurements at ECU harness connector pins in order to check wire harness and
traction control valve. Probe the connector carefully so that the terminals are not damaged.
2. Tractor Control Valve resistance measurements should read:
TCV to TCV Common 7 to 19 Ohms
Release, Hold, Common Open Circuit (no continuity)
to Voltage or Ground
Connector Pin Traction Control Test
X1 4 Traction Control Valve Common
18 Way 5 Traction Control Valve
Connector Pin Traction Control Test
X3 7 Traction Control Valve
18 Way 13 Traction Control Valve Common
23
Troubleshooting Diagnostic Trouble Codes: Power Supply
6 Power Supply
1st. Blink
Code
Location
2nd. Diagnostic
Blink Trouble Code
Code Description
1 Battery Voltage
Too Low
2 Battery Voltage
Too High
3 Battery Voltage
Too Low
During ABS
4 Battery Voltage
Open Circuit

5 Ignition Voltage
Too Low
6 Ignition Voltage
Too High
7 Ignition Voltage Too
Low During ABS
8 Input Voltage Has
Excessive Noise
(Temporary)
9 Input Voltage Has
Excessive Noise
Measure battery voltage under load. Check vehicle battery and associated components.
Check for damaged wiring. Check for damaged or corroded connectors and connections.
Measure battery voltage under load. Ensure that battery voltage is correct for the model of
ECU. Check vehicle battery and associated components. Check for damaged wiring. Check
for damaged or corroded connectors and connections.
Measure battery voltage under load. Check vehicle battery and associated components.
Measure battery voltage under load. Check condition of fuse. Check vehicle battery and
associated components. Check for damaged wiring. Check for damaged or corroded
connectors and connections.
Measure ignition voltage under load. Check vehicle battery and associated components.
Check condition of fuse.
Measure ignition voltage. Ensure that ignition voltage is correct for the model of ECU. Check
vehicle battery and associated components. Check for damaged wiring. Check for damaged
or corroded connectors and connections.
Measure ignition voltage under load. Check vehicle battery and associated components.
Check alternator output for excessive noise. Check for other devices causing excessive
noise.
Check alternator output for excessive noise. Check for other devices causing excessive
noise.
Repair Information
Frame-mount ECU:
Power Supply Tests:
1. Take all measurements at ECU harness connector.
2. Place a load (e.g. an 1157 stop lamp) across battery
or ignition and ground connection, measure ignition
and battery voltage with the load. Ignition to Ground
should measure between 9 to 17 VDC. Battery to
Ground should also measure between 9 to 17 VDC.
3. Check for damaged wiring, damaged or corroded
connectors and connections.
4. Check condition of vehicle battery and associated
components, ground connection good and tight.
5. Check alternator output for excessive noise.
Connector Pin Power Supply Test
X1 1 Ground
18 Way 3 Ignition
16 Battery
Connector Pin Power Supply Test
X1 9 Ignition
15 Way 14 Battery
15 Ground
Cab-mount ECU:
24
11 J 1939
1st. Blink
Code
Location
J1939 Serial Communications
2nd. Diagnostic
Blink Trouble Code
Code Description
1 J 1939 Serial Link
2 J 1939 Retarder
3 J 1939 Engine
Communications
Loss of communications between the EC-60
controller and other devices connected

to the J 1939 link. Check for damaged or reversed J 1939 wiring. Check for corroded or
damaged connectors. Verify ECU Conguration. Check for other devices inhibiting J 1939
communications.
controller and other devices connected to the

J 1939 link. Check for damaged or reversed J 1939 wiring. Check for corroded or damaged
connectors. Verify presence of retarder on the J 1939 link. Verify ECU Conguration. Check
for other devices inhibiting J 1939 communications.
controller and the engine ECU over the

J 1939 link. Check for damaged or reversed J 1939 wiring. Check for corroded or damaged
connectors. Verify presence of engine ECU on the J 1939 link. Verify ECU Conguration.
Check for other devices inhibiting J 1939 communications.
Repair Information
J1939 Troubleshooting Tests:
1. Take all measurements at ECU harness connector
2. Check for damaged or reversed J 1939 wiring
3. Check for corroded or damaged wiring connector
problems such as (opens or shorts to voltage or ground)
4. Check for other J 1939 devices which may be loading
down (inhibiting) J 1939 communication
Cab-mount ECU:
Frame-mount ECU:
Connector Pin J1939
X1 7 J1939 Low
18 Way 8 J1939 High
Connector Pin J1939
X1 2 J1939 Low
18 Way 6 J1939 High
25
ECU
13 ECU
1st. Blink
Code
Location
2nd. Diagnostic
Blink Trouble Code
Code Description
2 ECU (10)
3 ECU (11)
4 ECU (12)
5 ECU (13)
6 ECU (14)
7 ECU (15)
8 ECU (16)
9 ECU (17)
10 ECU (18)
11 ECU (1A)
12 ECU (1B)
13 ECU (80)
ALL: Check for damaged or corroded connectors. Check for damaged wiring.
Clear trouble codes. If diagnostic trouble codes return, replace the ECU.
Repair Information
26
12 Miscellaneous
1st. Blink
Code
Location
Troubleshooting Diagnostic Trouble Codes: Miscellaneous
2nd. Diagnostic
Blink Trouble Code
Code Description
1 Stop Lamp Switch
Not Detected
2 Stop Lamp Switch
Defective
3 ATC Disabled or
Dynamometer
Test Mode Active
4 Retarder Relay Open
Circuit or Shorted to
Ground
5 Retarder Relay Circuit
Shorted to Voltage
6 ABS Indicator Lamp
Circuit Fault
7 PMV Common
Shorted to
Ground
8 PMV Common
Shorted to
Voltage
9 ATC Disabled to
Prevent Brake Fade
10 Tire Size Out of Range
(Front to Rear)
11 Wheel Speed Sensors
Reversed on an Axle
12 Diff. Lock Solenoid Shorted
to Ground or Open Circuit
13 Diff. Lock Solenoid
Shorted to Voltage
23 I/O 2 or I/O 3 Shorted
High
ECU has not detected the presence of the stop lamp switch since ignition power was
applied (note that stop lamp switch input may be applied to the EC-60
controller using
either hardwire input or J 1939). Apply and release service brake. Check for brake switch
input into ECU (see system wiring schematic). With service brake released, check for
presence of the stop lamp bulb. With service brake applied, verify system voltage is now
present at the stop lamp switch input to the ECU. Check for damaged wiring between
ECU, stop lamp switch and bulb. Check for corroded or damaged connectors. Check for
damaged or reversed J 1939 wiring. Check for corroded or damaged connectors on J 1939
link. Verify presence of engine ECU on the J 1939 link. Verify ECU conguration.
Apply and release service brake. Check for brake switch input into ECU (see system
wiring schematic). With service brake released, check for presence of the stop lamp
bulb. With service brake applied, verify system voltage is now present at the stop lamp
switch input to the ECU. Check for damaged wiring between ECU, stop lamp switch and
bulb. Check for corroded or damaged connectors. Check for damaged or reversed J 1939
wiring. Check for corroded or damaged connectors on J 1939 link. Verify presence of
engine ECU on the J 1939 link. Verify ECU conguration.
ECU has been placed in the Dynamometer Test Mode by either the diagnostic blink code
switch or a hand-held or PC-based diagnostic tool. ATC is disabled.
Verify vehicle contains a retarder relay. Verify ECU conguration. Check wiring between
ECU and retarder relay. Verify no continuity between retarder disable output of EC-60

controller and ground. Verify condition and wiring of the retarder relay.
Check wiring between ECU and retarder relay. Verify no continuity between retarder
disable output of EC-60
controller and voltage. Verify condition and wiring of the retarder

relay.
Check operation of diagnostic blink code switch. Check wiring of diagnostic blink code
switch, ABS WL, and ABS WL relay (frame ECUs only). Verify ABS WL ground input
(cab ECUs only).
Verify no continuity between the CMN of all PMVs, TCV, and Diff Lock Solenoid and
ground. Check for corroded/damaged wiring or connectors between the ECU and CMN
of all PMVs, TCV, and Diff Lock Solenoid.

Verify no continuity between the CMN of all PMVs, TCV, and Diff Lock Solenoid and
voltage. Check for corroded/damaged wiring or connectors between the ECU and CMN
of all PMVs, TCV, and Diff Lock Solenoid.
ATC is temporarily disabled to prevent excessive heating of the foundation brakes.
Verify correct tire size as desired. Verify proper tire ination. Verify correct number of
exciter ring teeth. Verify that the ECU has the proper tire size settings.
Sensors are reversed (left to right) on one of the axles. Verify proper installation,
connection, and wiring of the sensors.
Verify no continuity between the Diff Lock Solenoid and ground. Check for corroded/
damaged wiring or connectors between the ECU and Diff Lock Solenoid.
Verify no continuity between the Diff Lock Solenoid and voltage. Check for corroded/
damaged wiring or connectors between the ECU and Diff Lock Solenoid.
Check for short circuit condition between voltage and the I/O 2 and I/O 3 circuits
Repair Information
27
Miscellaneous Troubleshooting
Test Measurement
Stop Lamp Switch to Ground 9 to 17 VDC
For al l tests bel ow, take al l measurements at ECU
harness connector pins in order to check wire harness
and sensor. Probe the connector carefully so that the
terminals are not damaged.
Dynamomet er Test Mode (ATC Indi cat or Lamp
Continuously Illuminated)
1. Clear the dynamometer test mode by depressing and
releasing the blink code switch three times (or use an
off-board diagnostic tool).
2. Apply and release service brake, does lamp
extinguish?
3. Verify brake lamp switch is connected to ECU via hard
wire or J 1939.
4. With service brake released, check for presence of stop
lamp bulb.
Stop Lamp Switch Test
1. With the service brake applied, measure the system
voltage (9 to 17 VDC) stop lamp switch input to
ECU.
ABS Indicator Lamp
1. Verify diagnostic blink code switch is open when not
activated.
PMV Commons
1. Measure resistance between any common (PMV, TCV,
and Diff.) and voltage or ground.
Test Measurement
Any PMV, TCV, or Diff. Open Circuit (no continuity)
Common to Voltage
or Ground
Retarder Relay
1. Measure resistance between retarder disable output of
EC-60
controller and voltage / ground.

Test Measurement
Retarder disable to Voltage Open Circuit (no continuity)
or Ground
2. Verify vehicle has retarder relay.
3. Verify proper wiring from ECU to retarder relay.
Differential Lock Solenoid
1. Measure resistance between Diff lock solenoid and
voltage or ground.
Test Measurement
Diff. Lock Solenoid to Voltage Open Circuit (no continuity)
or Ground
X1 10 Retarder
18 Way 12 ABS WL
5 Stop Lamp Switch
X2 13 PMV Left Steer Axle Common
18 Way 14 PMV Right Steer Axle Common
15 PMV Left Drive Axle Common
16 PMV Right Drive Axle Common
8 Diff. Lock Solenoid
X3 13 TCV Common
15 Way 14 Diff. Lock Solenoid Common
15 PMV Left Additional Axle Common
16 PMV Right Additional Axle Common
Frame-mount ECU: Looking into
4 TCV Common
X1 9 Stop Lamp Switch
18 Way 12 ABS WL Ground
15 ABS WL Interlock
17 Retarder
18 ABS WL
3 PMV Left Steer Axle Common
X2 6 PMV Right Steer Axle Common
18 Way 9 PMV Right Drive Axle Common
12 PMV Left Drive Axle Common
2 Diff Lock Solenoid
X3 3 Diff Lock Solenoid Common
15 Way 6 PMV Left Additional Axle Common
9 PMV Right Additional Axle Common
28
Standard Cab X1 Connector Pin Assignments
Pin Designation Pin Designation Pin Designation
1 Ground 7 J1939 Low 13 J1587 (B)
2 Trailer ABS WL 8 J1939 High 14 J1587 (A)
3 Ignition 9 Not Used 15 ABS WL Interlock
4 Not Used 10 WSS DA Right (+) 16 Battery
5 Not Used 11 WSS DA Right (-) 17 Retarder
6 Not Used 12 ABS WL Ground 18 ABS WL
EC-60
Controller Wire Harness Connector Part

Numbers and Pin Assignments: STANDARD CAB
Connector Designation Number of Contacts AMP Part Number
X1 17 1718091-1
X2 18 8-968974-1
Standard Cab X2 Connector Pin Assignments
1 PMV SA Left HLD 7 PMV SA Right REL 13 PMV DA Right REL
2 PMV SA Left REL 8 WSS SA Left (-) 14 WSS SA Right (-)
3 PMV SA Left CMN 9 PMV DA Right CMN 15 WSS DA Left (+)
4 PMV SA Right HLD 10 PMV DA Right HLD 16 PMV DA Left HLD
5 WSS SA Left (+) 11 WSS SA Right (+) 17 PMV DA Left REL
6 PMV SA Right CMN 12 PMV DA Left CMN 18 WSS DA Left (-)
Connectors
not used
Standard Cab EC-60
Controller
Standard cab models utilize two AMP connectors
for wire harness connections.
X1 X2
29
Standard Frame X2 Connector Pin Assignments
1 WSS DA Left (+) 7 PMV SA Left HLD 13 PMV SA Left CMN
2 WSS DA Left (-) 8 PMV SA Left REL 14 PMV SA Right CMN
3 WSS DA Right (+) 9 PMV SA Right HLD 15 PMV DA Left CMN
4 WSS DA Right (-) 10 PMV SA Right REL 16 PMV DA Right CMN
5 Not Used 11 PMV DA Left HLD 17 PMV DA Right HLD
6 Not Used 12 PMV DA Left REL 18 PMV DA Right REL
Standard Frame X1 Connector Pin Assignments
1 J1587 (B) 6 J1939 High 11 Trailer ABS WL
2 J1939 Low 7 WSS SA Left (-) 12 ABS WL
3 WSS SA Left (+) 8 WSS SA Right (-) 13 Not Used
4 WSS SA Right (+) 9 Ignition 14 Battery
5 J1587 (A) 10 Retarder 15 Ground
Connector Designation Number of Contacts Deutsch Part Number
X1 15 DT16-15SA-K003
X2 18 DT16-18SB-K004
EC-60

Numbers and Pin Assignments: STANDARD FRAME
Standard Frame EC-60
Controller
Standard frame models utilize two Deutsch
connectors for wire harness connections.
X1 X2
30
Premium Cab X2 Connector Pin Assignments
1 PMV SA Left HLD 7 PMV SA Right REL 13 PMV DA Right REL
2 PMV SA Left REL 8 WSS SA Left (-) 14 WSS SA Right (-)
3 PMV SA Left CMN 9 PMV DA Right CMN 15 WSS DA Left (+)
4 PMV SA Right HLD 10 PMV DA Right HLD 16 PMV DA Left HLD
5 WSS SA Left (+) 11 WSS SA Right (+) 17 PMV DA Left REL
6 PMV SA Right CMN 12 PMV DA Left CMN 18 WSS DA Left (-)
1 Ground 7 J1939 Low 13 J1587 (B)
2 Trailer ABS WL 8 J1939 High 14 J1587 (A)
3 Ignition 9 SLS 15 ABS WL Interlock
4 TCV CMN 10 WSS DA Right (+) 16 Battery
5 TCV 11 WSS DA Right (-) 17 Retarder
6 ATC Lamp/ATC ORS 12 ABS WL Ground 18 ABS WL
1 ABS ORS 6 PMV AA Left CMN 11 WSS AA Left (+)
2 Diff. Lock SOL
1
7 PMV AA Left REL 12 WSS AA Right (+)
3 Diff. Lock SOL CMN
1
8 Input/Output 3 13 PMV AA Right REL
4 PMV AA Left HLD 9 PMV AA Right CMN 14 WSS AA Left (-)
5 Input/Output 2 10 PMV AA Right HLD 15 WSS AA Right (-)

1
AWD vehicles only. (AWD Transfer Case)
Premium cab models utilize three AMP connectors
for wire harness connections.
Connector Designation Number of Contacts AMP Part Number
X1 17 1718091-1
X2 18 8-968974-1
X3 15 8-968973-1
Premium Cab Model EC-60
Controller
EC-60

Numbers and Pin Assignments:
PREMIUM CAB
Connector
not used
X1 X2 X3
31
Premium Frame Model EC-60
Controller
Premium Frame X3 Connector Pin Assignments
1 Input/Output 4 7 TCV 13 TCV CMN
2 Not Used 8 Diff. Lock SOL
1
14 Diff. Lock SOL CMN
1
3 WSS AA Left (+) 9 PMV AA Left HLD 15 PMV AA Left CMN
4 WSS AA Left (-) 10 PMV AA Left REL 16 PMV AA Right CMN
5 WSS AA Right (+) 11 Input/Output 2 17 PMV AA Right HLD
6 WSS AA Right (-) 12 Input/Output 3 18 PMV AA Right REL

1
AWD vehicles only. (AWD Transfer Case)
1 WSS DA Left (+) 7 PMV SA Left HLD 13 PMV SA Left CMN
2 WSS DA Left (-) 8 PMV SA Left REL 14 PMV SA Right CMN
3 WSS DA Right (+) 9 PMV SA Right HLD 15 PMV DA Left CMN
4 WSS DA Right (-) 10 PMV SA Right REL 16 PMV DA Right CMN
5 SLS 11 PMV DA Left HLD 17 PMV DA Right HLD
6 ABS ORS 12 PMV DA Left REL 18 PMV DA Right REL
1 J1587 (B) 6 J1939 High 11 Trailer ABS WL
2 J1939 Low 7 WSS SA Left (-) 12 ABS WL
3 WSS SA Left (+) 8 WSS SA Right (-) 13 ATC Lamp/ATC ORS
4 WSS SA Right (+) 9 Ignition 14 Battery
5 J1587 (A) 10 Retarder 15 Ground
Premium frame models utilize three Deutsch
connectors for wire harness connections.
Connector Designation Number of Contacts Deutsch Part Number
X1 15 DT16-15SA-K003
X2 18 DT16-18SB-K004
X3 18 DT16-18SC-K004
EC-60

Numbers and Pin Assignments:
PREMIUM FRAME
Connector
not used
X1 X2
X3
32
ABS/ATC WIRING
CAB ECU Wiring Harness Connectors
The in-cab EC-60
controllers are designed to interface with

AMP MCP 2.8 connectors as referenced in Chart 4. Follow
all AMP requirements for the repair of wire harnesses.
All wire harness connectors must be properly seated. The
use of secondary locks is strongly advised.
CAUTION: All unused ECU connectors must be covered
and receive proper environmental protection.
Frame ECU Wiring Harness Connectors
Frame-mount EC-60
controllers are designed to interface

with Deutsch connectors as referenced in Chart 4.
CAUTION: The frame wire harness connectors must be
properly seated with the seals intact (undamaged). All
unused connector terminals must be plugged with the
appropriate sealing plugs. Failure to properly seat or seal
the connectors could result in moisture or corrosion damage
to the connector terminals. ECUs damaged by moisture
and/or corrosion are not covered under the Bendix warranty.
Secondary locks must be snapped securely in place.
Follow all Deutsch requirements for the repair of wire
harnesses.
CAUTION: All unused connector terminals must be
plugged with the appropriate sealing plugs.
Frame ECU Connector Covers
Frame ECUs are provided with covers that must be removed
to permit connection of the vehicle wiring harness. The
cover can be removed by sliding the slide lock mechanism
to the unlock position.
The covers provide strain relief and connector protection of
the vehicle wire harness and will accept round convoluted
conduit with an I.D. of 19 mm.
ABS Wiring Requirements
As a matter of good practice and to ensure maximum
system robustness, always use the maximum size wire
supported by the wire harness connectors for battery,
ignition, ground, PMV, TCV, Interaxle Differential Lock and
indicator lamp circuits.
All sensor and serial communications circuits (J 1587 and
J 1939) must use twisted pair wiring (one to two twists per
inch). See the appropriate SAE document for additional
details.
WARNING: All wires must be carefully routed to avoid
contact with rotating elements. Wiring must be properly
secured approximately every 6 to 12 inches using UV
stabilized, non-metallic hose clamps or bow-tie cable ties
to prevent pinching, binding or fraying.
It is recommended that wires be routed straight out of a
connector for a minimum of three inches before the wire
is allowed to bend.
Battery and ground wires should be kept to a minimum
length.
If convoluted tubing is used, its I.D. must match the size of
the wire bundle as closely as possible.
CAUTION: Wire harness lengths must be carefully
selected for the vehicle. Harnesses that are too long
increase the possibility of electrical interference and wire
damage. Excess lengths of wire are not to be wound to
form coils, instead re-route, repair or replace wire harness.
Do not attempt to stretch harnesses that are too short, since
mechanical strain can result in wire breakage.
Troubleshooting: Wiring
33
ABS Component Connector Wire Wire Seal/ Terminal Terminal
Terminal Plug Lock Crimp Tool
Frame Controller
Harness
15-Way
Deutsch
(X1)
1718091-1
8-968974-1
8-968973-1
DT16-15SA-K003
927768-9
1 - 2.5 mm
2
X1-12 & 18
0462-203-12XX
(Solid)
(or alternatively use
1062-12-01)
12 AWG
X1- 14 & 15
967634
N/A
Frame Controller
Harness
18-Way
Deutsch (X2) DT16-18SB-K004
HDT-48-00
12040977
12015323
12034145
539635-1
Frame Controller
Harness
18-Way
Deutsch (X3)
In-Cab Controller
Harness
17-Way AMP
MCP 2.8 (X1)
In-Cab Controller
Harness
18-Way AMP
MCP 2.8 (X2)
In-Cab Controller
Harness
15-Way AMP
MCP 2.8 (X3)
N/A
N/A
N/A N/A
N/A N/A
ABS Modulator
Harness
3-pin Packard
Metri-Pack
280 Series
ATC Modulator
Harness
AMP Twist-Lock
(Bayonet)
ABS Modulator
Harness
AMP Twist-Lock
(Bayonet)
N/A N/A
0462-201-16XX
(Solid)
(or alternatively use a
stamped and formed
version: 1062-16-06)
DT16-18SC-K004
CHART 4 - EC-60
CONTROLLER COMPONENT CONNECTORS

1-967325-2
1-967325-3
929975-1
12077411
N/A N/A
929975-1
12155975
WS-24
Wheel Speed Sensor Connectors

Packard GT
150 series
Packard Metripack
150.2 series
Deutsch DTM06
series
Packard Metripack
280 series (female)
Packard Metripack
280 series (male)
Deutsch DT04
series
Standard round
two pin
N/A N/A
N/A N/A
16-18 AWG
539723-2
968873
1.0 - 2.5 mm
2
968874
2.5 - 4 mm
2
34
Wheel Speed Sensor Wiring
Route sensor wiring coming out of the wheel ends away
from moving brake components. Sensor wiring needs to
be secured to the axle to prevent excess cable length and
wiring damage. It is required that cable ties be installed
to the sensor wire within 3 inches (76.2 mm) of the sensor
head to provide strain relief.
Following the axle, the sensor wires must be attached
along the length of the service brake hoses using cable ties
with ultraviolet protection and secured every 6 to 8 inches
(152 to 203 mm). Sufcient but not excessive cable
length must be provided to permit full suspension travel and
steering axle movement. Install wires so that they cannot
touch rotating elements such as wheels, brake discs or
drive shafts. Radiation protection may be necessary in
the area of brake discs.
FIGURE 15 - WS-24
WHEEL SPEED SENSOR INSTALLATION

Speed Sensor
Mounting Block
100 Tooth (typical)
Speed Sensor Exciter
Ring
WS-24
Speed Sensor
(90 Deg.)
Hub Assembly
WS-24
speed sensor
100 Tooth
Exciter
Ring
Mounting Block
Max. Gap
(Sensor to Exciter)
.015 Inches
Brake Drum
Bendix does not recommend using standard tie-wraps to
secure wiring harnesses directly to rubber air lines. This
may cause premature wiring failure from the pressure
exerted on the wiring when air pressure is applied through
the air line. Non-metallic hose clamps or bow-tie tie-wraps
are preferred.
The use of grommets or other suitable protection is required
whenever the cable must pass through metallic frame
members.
All sensor wiring must utilize twisted pair wire, with approx-
imately one to two twists per inch.
It is recommended that wires be routed straight out of a
connector for a minimum of three inches before the wire
is allowed to bend.
90 Speed
Sensors
Straight Speed
Sensors
Sensor
Clamping
Sleeve
Troubleshooting: Wiring (Continued)
35
W
S
S
_
D
R
+
W
S
S
_
D
R
-
W
S
S
_
D
L
+
W
S
S
_
D
L
-
13 14 7 8 16 17 1 3 2 18 9 10 11 15 18
30A
P
M
V
_
D
R
_
H
L
D
P
M
V
_
D
R
_
R
E
L
P
M
V
_
D
R
_
C
M
N
P
M
V
_
D
L
_
H
L
D
P
M
V
_
D
L
_
R
E
L
P
M
V
_
D
L
_
C
M
N
P
M
V
_
S
R
_
H
L
D
P
M
V
_
S
R
_
R
E
L
P
M
V
_
S
R
_
C
M
N
P
M
V
_
S
L
_
H
L
D
P
M
V
_
S
L
_
R
E
L
P
M
V
_
S
L
_
C
M
N
W
S
S
_
S
R
+
W
S
S
_
S
R
-
W
S
S
_
S
L
+
W
S
S
_
S
L
-
10 13 9 16 17 12 4 7 6 1 2 3 11 14 5 8
5A
15
5A
X2
X2
5
A
X1
X1
3 2 1 3 2 1 3 2 1 3 2 1
5 4 6 12
FIGURE 16 - STANDARD CAB WIRING SCHEMATIC (4S/4M)
Troubleshooting: Standard Cab Wiring Schematic (4S/4M)
* Pressure Modulator Valves
Connector Twist-Lock Packard
Common (CMN) Pin 2 Pin B
Hold (HLD) Pin 3 Pin C
Release (REL) Pin 1 Pin A
* * * *
N
O
T

U
S
E
D
N
O
T

U
S
E
D
N
O
T

U
S
E
D
J
1
5
8
7

B
J
1
5
8
7

A
J
1
9
3
9
_

L
O
J
1
9
3
9
_

H
I
B
A
T
T
E
R
Y
R
E
T
A
R
D
E
R
G
R
O
U
N
D
I
G
N
I
T
I
O
N
T
R
A
I
L
E
R

A
B
S

W
L
A
B
S

W
L
W
L
_
I
N
T
E
R
L
O
C
K
A
B
S

W
L

G
N
D
N
O
T

U
S
E
D
WSS DRIVE
AXLE RIGHT
WSS
DRIVE
AXLE
LEFT DRIVE
AXLE
RIGHT
PMV
DRIVE
AXLE
LEFT
PMV
STEER
AXLE
RIGHT
PMV
STEER
AXLE
LEFT
PMV
WSS
STEER
AXLE
RIGHT
WSS
STEER
AXLE
LEFT
DRIVE AXLE STEER AXLE
36
FIGURE 17 - PREMIUM CAB WIRING SCHEMATIC (6S/6M)
Troubleshooting: Premium Cab Wiring Schematic (6S/6M)
*

P
r
e
s
s
u
r
e

M
o
d
u
l
a
t
o
r

V
a
l
v
e
s
C
o
n
n
e
c
t
o
r

T
w
i
s
t
-
L
o
c
k

P
a
c
k
a
r
d
C
o
m
m
o
n

(
C
M
N
)

P
i
n

2

P
i
n

B
H
o
l
d

(
H
L
D
)

P
i
n

3

P
i
n

C
R
e
l
e
a
s
e

(
R
E
L
)

P
i
n

1

P
i
n

A
J 1 5 8 7 _ B
J 1 5 8 7 _ A
J 1 9 3 9 _ L O
J 1 9 3 9 _ H I
B A T T E R Y
R E T A R D E R
G R O U N D
W
S
S
D
R
I
V
E
A
X
L
E
R
I
G
H
T
W
S
S
D
R
I
V
E
A
X
L
E
L
E
F
T
W
S
S
S
T
E
E
R
A
X
L
E
R
I
G
H
T
I G N I T I O N
T R A I L E R A B S W L
A B S W L
S L S
W S S _ D R +
W S S _ D R -
W S S _ D L +
W S S _ D L -
1
3
1
4
7
8
1
6
1
7
1
3
2
1
8
9
1
0
1
1
1
5
1
8
3
0
A
W
S
S
S
T
E
E
R
A
X
L
E
L
E
F
T
D
I
F
F
L
O
C
K
S
O
L
P M V _ D R _ H L D
P M V _ D R _ R E L
P M V _ D R _ C M N
P M V _ D L _ H L D
P M V _ D L _ R E L
P M V _ D L _ C M N
P M V _ S R _ H L D
P M V _ S R _ R E L
P M V _ S R _ C M N
P M V _ S L _ H L D
P M V _ S L _ R E L
P M V _ S L _ C M N
A B S O R S
W S S _ S R +
W S S _ S R -
W S S _ S L +
W S S _ S L -
1
0
1
3
9
1
6
1
7
1
2
4
7
6
1
2
3
1
1
1
1
4
5
8
W S S _ A R +
W S S _ A R -
W S S _ A L +
W S S _ A L -
D I F F
D I F F _ C M N
P M V _ A R _ H L D
P M V _ A R _ R E L
P M V _ A R _ C M N
I N P U T / O U T P U T 2
P M V _ A L _ H L D
P M V _ A L _ R E L
P M V _ A L _ C M N
1
2
1
5
1
1
1
4
2
3
4
7
6
5
8
1
0
1
3
9
W
S
S
A
D
D
A
X
L
E
R
I
G
H
T
W
S
S
A
D
D
A
X
L
E
L
E
F
T
S
T
O
P
L
A
M
P
A
B
S
I
N
D
I
C
A
T
O
R
L
A
M
P
T
R
A
I
L
E
R
A
B
S
I
N
D
I
C
A
T
O
R
L
A
M
P
1
5 W L _ I N T E R L O C K
5
A
5
A
X
2
X
2
5
A
(
O
P
T
I
O
N
A
L
)
R
E
T
A
R
D
E
R
X
3
X
3
X
1
X
1
3
2
1
A
D
D
I
T
I
O
N
A
L
A
X
L
E
3
2
1
3
2
1
3
2
1
D
R
I
V
E
A
X
L
E
R
I
G
H
T
P
M
V
D
R
I
V
E
A
X
L
E
L
E
F
T
P
M
V
S
T
E
E
R
A
X
L
E
L
E
F
T
P
M
V
S
T
E
E
R
A
X
L
E
R
I
G
H
T
P
M
V
3
2
1
A
D
D
A
X
L
E
R
I
G
H
T
P
M
V
3
2
1
A
D
D
A
X
L
E
L
E
F
T
P
M
V
S
T
O
P
L
A
M
P
S
W
I
T
C
H
(
S
L
S
)
A
T
C
O
F
F
-
R
O
A
D
S
W
I
T
C
H
(
O
R
S
)
A
B
S
O
F
F
-
R
O
A
D
S
W
I
T
C
H
(
O
R
S
)
+
1
2
I
G
N
I
T
I
O
N
D
R
I
V
E
A
X
L
E
S
T
E
E
R
A
X
L
E
A B S W L G N D
T
R
A
C
T
I
O
N
C
O
N
T
R
O
L
V
A
L
V
E
(
T
C
V
)
T C V _ D A
T C V _ D A _ C M N
5
4
+
1
2
V
B
A
T
T
E
R
Y
5
A
5
A
A T C L A M P / A T C O R S
6
1
2
A
T
C
L
A
M
P
R
E
L
A
Y
*

*

*

*

*

*

37
FIGURE 18 - PREMIUM CAB WIRING SCHEMATIC (6S/5M)
Troubleshooting: Premium Cab Wiring Schematic (6S/5M)
*

P
r
e
s
s
u
r
e

M
o
d
u
l
a
t
o
r

V
a
l
v
e
s
C
o
n
n
e
c
t
o
r

T
w
i
s
t
-
L
o
c
k

P
a
c
k
a
r
d
C
o
m
m
o
n

(
C
M
N
)

P
i
n

2

P
i
n

B
H
o
l
d

(
H
L
D
)

P
i
n

3

P
i
n

C
R
e
l
e
a
s
e

(
R
E
L
)

P
i
n

1

P
i
n

A
J 1 5 8 7 _ B
J 1 5 8 7 _ A
J 1 9 3 9 _ L O
J 1 9 3 9 _ H I
B A T T E R Y
R E T A R D E R
G R O U N D
W
S
S
D
R
I
V
E
A
X
L
E
R
I
G
H
T
W
S
S
D
R
I
V
E
A
X
L
E
L
E
F
T
W
S
S
S
T
E
E
R
A
X
L
E
R
I
G
H
T
I G N I T I O N
A B S W L
S L S
W S S _ D R +
W S S _ D R -
W S S _ D L +
W S S _ D L -
1
3
1
4
7
8
1
6
1
7
1
3
2
1
8
9
1
0
1
1
1
5
1
8
3
0
A
W
S
S
S
T
E
E
R
A
X
L
E
L
E
F
T
D
I
F
F
L
O
C
K
S
O
L
P M V _ D R _ H L D
P M V _ D R _ R E L
P M V _ D R _ C M N
P M V _ D L _ H L D
P M V _ D L _ R E L
P M V _ D L _ C M N
P M V _ S R _ H L D
P M V _ S R _ R E L
P M V _ S R _ C M N
P M V _ S L _ H L D
P M V _ S L _ R E L
P M V _ S L _ C M N
A B S O R S
W S S _ S R +
W S S _ S R -
W S S _ S L +
W S S _ S L -
1
0
1
3
9
1
6
1
7
1
2
4
7
6
1
2
3
1
1
1
1
4
5
8
W S S _ A R +
W S S _ A R -
W S S _ A L +
W S S _ A L -
D I F F
D I F F _ C M N
P M V _ A A _ H L D
P M V _ A A _ R E L
P M V _ A A _ C M N
N O T U S E D
N O T U S E D
N O T U S E D
1
2
1
5
1
1
1
4
2
3
4
1
3
6
5
8
1
0
7
9
W
S
S
A
D
D
A
X
L
E
R
I
G
H
T
W
S
S
A
D
D
A
X
L
E
L
E
F
T
S
T
O
P
L
A
M
P
A
B
S
I
N
D
I
C
A
T
O
R
L
A
M
P
T
R
A
I
L
E
R
A
B
S
I
N
D
I
C
A
T
O
R
L
A
M
P
1
5 W L _ I N T E R L O C K
5
A
5
A
X
2
X
2
5
A
(
O
P
T
I
O
N
A
L
)
R
E
T
A
R
D
E
R
X
3
X
3
X
1
X
1
3
2
1
A
D
D
I
T
I
O
N
A
L
A
X
L
E
3
2
1
3
2
1
3
2
1
D
R
I
V
E
A
X
L
E
R
I
G
H
T
P
M
V
D
R
I
V
E
A
X
L
E
L
E
F
T
P
M
V
S
T
E
E
R
A
X
L
E
L
E
F
T
P
M
V
S
T
E
E
R
A
X
L
E
R
I
G
H
T
P
M
V
3
2
1
A
D
D
A
X
L
E
P
M
V
S
T
O
P
L
A
M
P
S
W
I
T
C
H
(
S
L
S
)
A
T
C
O
F
F
-
R
O
A
D
S
W
I
T
C
H
(
O
R
S
)
A
B
S
O
F
F
-
R
O
A
D
S
W
I
T
C
H
(
O
R
S
)
+
1
2
I
G
N
I
T
I
O
N
D
R
I
V
E
A
X
L
E
S
T
E
E
R
A
X
L
E
A B S W L G N D
T
R
A
C
T
I
O
N
C
O
N
T
R
O
L
V
A
L
V
E
(
T
C
V
)
T C V _ D A
T C V _ D A _ C M N
5
4
+
1
2
V
B
A
T
T
E
R
Y
5
A
5
A
6
1
2
A
T
C
L
A
M
P
R
E
L
A
Y
*

*

*

*

*

38
FIGURE 19 - STANDARD FRAME WIRING SCHEMATIC (4S/4M)
Troubleshooting: Standard Frame Wiring Schematic (4S/4M)
* Pressure Modulator Valves
Connector Twist-Lock Packard
Common (CMN) Pin 2 Pin B
Hold (HLD) Pin 3 Pin C
Release (REL) Pin 1 Pin A
N
O
T
U
S
E
D
N
O
T
U
S
E
D
J
1
5
8
7
B
J
1
5
8
7
A
J
1
9
3
9
_
L
O
J
1
9
3
9
_
H
I
B
A
T
T
E
R
Y
R
E
T
A
R
D
E
R
G
R
O
U
N
D
WSS
STEER
AXLE
LEFT
WSS
STEER
AXLE
RIGHT
WSS
DRIVE
AXLE
LEFT
I
G
N
I
T
I
O
N
T
R
A
I
L
E
R
A
B
S
W
L
A
B
S
W
L
W
S
S
_
S
L
+
W
S
S
_
S
L
-
W
S
S
_
S
R
+
W
S
S
_
S
R
-
1 5 2 6 14 10 15 9 11 12 13 3 7 4 8
30A
WSS
DRIVE
AXLE
RIGHT
P
M
V
_
S
L
_
H
L
D
P
M
V
_
S
L
_
R
E
L
P
M
V
_
S
L
_
C
M
N
P
M
V
_
S
R
_
H
L
D
P
M
V
_
S
R
_
R
E
L
P
M
V
_
S
R
_
C
M
N
P
M
V
_
D
L
_
H
L
D
P
M
V
_
D
L
_
R
E
L
P
M
V
_
D
L
_
C
M
N
P
M
V
_
D
R
_
H
L
D
P
M
V
_
D
R
_
R
E
L
P
M
V
_
D
R
_
C
M
N
N
O
T
U
S
E
D
W
S
S
_
D
L
+
W
S
S
_
D
L
-
W
S
S
_
D
R
+
W
S
S
_
D
R
-
7 8 13 9 10 14 11 12 15 17 18 16 5 6 1 2 3 4
ABS INDICATOR LAMP
TRAILER ABS
INDICATOR LAMP
5A
ABS WL RELAY
5
A
X2
X2
5
A
(OPTIONAL)
RETARDER
X1
X1
3 2 1 3 2 1 3 2 1 3 2 1
STEER
AXLE
LEFT
PMV
STEER
AXLE
RIGHT
PMV
DRIVE
AXLE
RIGHT
PMV
DRIVE
AXLE
LEFT
PMV
+12V IGNITION
STEER AXLE DRIVE AXLE
+12V BATTERY
RELAY
* * * *
39
FIGURE 20 - PREMIUM FRAME WIRING SCHEMATIC (6S/6M)
Troubleshooting: Premium Frame Wiring Schematic (6S/6M)
*

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40
FIGURE 21 - PREMIUM FRAME WIRING SCHEMATIC (6S/5M)
Troubleshooting: Premium Frame Wiring Schematic (6S/5M)
J 1 5 8 7 B
J 1 5 8 7 A
J 1 9 3 9 _ L O
J 1 9 3 9 _ H I
B A T T E R Y
R E T A R D E R
G R O U N D
T
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A
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A B S W L
W S S _ S L +
W S S _ S L -
W S S _ S R +
W S S _ S R -
1
5
2
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1
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1
0
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9
1
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P M V _ S L _ H L D
P M V _ S L _ R E L
P M V _ S L _ C M N
P M V _ S R _ H L D
P M V _ S R _ R E L
P M V _ S R _ C M N
P M V _ D L _ H L D
P M V _ D L _ R E L
P M V _ D L _ C M N
P M V _ D R _ H L D
P M V _ D R _ R E L
P M V _ D R _ C M N
S L S
A B S O R S
W S S _ D L +
W S S _ D L -
W S S _ D R +
W S S _ D R -
7
8
1
3
9
1
0
1
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1
1
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1
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1
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1
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6
1
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N O T U S E D
W S S _ A L +
W S S _ A L -
W S S _ A R +
W S S _ A R -
T C V _ D A
T C V _ D A _ C M N
D I F F
D I F F _ C M N
N O T U S E D
N O T U S E D
N O T U S E D
P M V _ A A _ H L D
P M V _ A A _ R E L
P M V _ A A _ C M N
1
2
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4
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6
7
1
3
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41
ABS Antilock Brake System.
ABS Event Impending wheel lock situation that causes the
ABS controller to activate the modulator valve(s).
ABS Indicator Lamp An amber lamp which indicates the
operating status of an antilock system. When the indicator lamp
is on, ABS is disabled and the vehicle reverts to normal brake
operation.
Air Gap Distance between the Sensor and tone ring.
ASR Automatic Slip Regulation. Another name for traction
control.
ATC Automatic Traction Control. An additional ABS function
in which engine torque is controlled and brakes are applied
differentially to enhance vehicle traction.
ATC Li ght A light that indicates when traction control is
operating.
Channel A controlled wheel site.
CAN Controller Area Network. J 1939 is an SAE version of
the CAN link.
Clear Codes System to erase historical diagnostic trouble
codes from the ECU, from either the Diagnostic Switch or from a
hand-held diagnostic tool (only repaired diagnostic trouble codes
may be cleared).
Conguration The primary objective is to identify a normal
set of sensors and modulators for the Electronic Control Unit, so
that it will identify future missing sensors and modulators.
Diagnostic Connector Diagnostic receptacle in vehicle cab
for connection of J 1587 hand-held or PC based test equipment.
The tester can initiate test sequences, and can also read system
parameters.
Diagnostic Switch A switch used to activate blinks codes.
Differential Braking Application of brake force to a spinning
wheel so that torque can be applied to wheels which are not
slipping.
ECU Electronic Control Unit.
Diagnostic Trouble Code A condition that interferes with the
generation or transmission of response or control signals in the
vehicles ABS system that could lead to the functionality of the
ABS system becoming inoperable in whole or in part.
FMVSS-121 Federal Motor Vehicle Safety Standard which
regulates air brake systems.
IR Independent Regulation. A control method in which a wheel
is controlled at optimum slip, a point where retardation and stability
are maximized. The brake pressure that is best for the wheel in
question is directed individually into each brake chamber.
J1587 The SAE heavy duty standard diagnostic data link.
J1708 An SAE standard which denes the hardware and
software protocol for implementing 9600 baud heavy vehicle data
links. J 1587 version of a J 1708 data link.
J1939 A high speed 250,000 baud data link used for
communications between the ABS ECU engine, transmission
and retarders.
MIR Modied Independent Regulation. A method of controlling
the opposite sides of a steer axle during ABS operation so that
torque steer and stopping distance are minimized.
PLC Power Line Carrier. The serial communication protocol
used to communicate with the trailer over the blue full time power
wire.
PMV Pressure Modulator Valve. An air valve which is used to
vent or block air to the brake chambers to limit or reduce brake
torque.
QR Quick Release. Quick release valves allow faster release of
air from the brake chamber after a brake application. To balance
the system, quick release valves have hold off springs that
produce higher crack pressures (when the valves open).
Relay Valve Increases the application speed of the service
brake. Installed near brakes with larger air chambers (type 24 or
30). The treadle valve activates the relay valve with an air signal.
The relay valve then connects its supply port to its delivery ports.
Equal length air hose must connect the delivery ports of the relay
valve to the brake chambers.
Retarder Relay A relay which is used to disable a retarder
when ABS is triggered.
Sensor Clamping Sleeve A beryllium copper sleeve which
has ngers cut into it. It is pressed between an ABS sensor and
mounting hole to hold the sensor in place.
Stored Diagnostic Trouble Codes A diagnostic trouble code
that occurred.
TCS Traction Control System, another name for ATC or
ASR.
Tone Ring A ring that is usually pressed into a wheel hub that
has a series of teeth (usually 100) and provides actuation for the
speed sensor. Note maximum run out is .008.
Glossary
42
1. . . . . . . 1 . . . . . . Wheel Speed Sensor . . . . . . . . . 2. . . . . . . . . . . . .1. . . . . . . . . . . . . SALeft WSS Excessive Air Gap
1. . . . . . . 2 . . . . . . Wheel Speed Sensor . . . . . . . . . 2. . . . . . . . . . . . .3. . . . . . . . . . . . . SALeft WSS Open or Shorted
1. . . . . . . 7 . . . . . . Wheel Speed Sensor . . . . . . . . . 2. . . . . . . . . . . . .5. . . . . . . . . . . . . SALeft WSS Wheel End
1. . . . . . . 8 . . . . . . Wheel Speed Sensor . . . . . . . . . 2. . . . . . . . . . . . .6. . . . . . . . . . . . . SALeft WSS Erratic Sensor Signal
1. . . . . . .10. . . . . . Wheel Speed Sensor . . . . . . . . . 2. . . . . . . . . . . . .4. . . . . . . . . . . . . SALeft WSS Loss of Sensor Signal
1. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . . 2. . . . . . . . . . . . .7. . . . . . . . . . . . . SALeft WSS Tire Size Calibration
1. . . . . . .14. . . . . . Wheel Speed Sensor . . . . . . . . . 2. . . . . . . . . . . . .2. . . . . . . . . . . . . SALeft WSS Output Low @Drive-Off
2. . . . . . . 1 . . . . . . Wheel Speed Sensor . . . . . . . . . 3. . . . . . . . . . . . .1. . . . . . . . . . . . . SARight WSS Excessive Air Gap
2. . . . . . . 2 . . . . . . Wheel Speed Sensor . . . . . . . . . 3. . . . . . . . . . . . .3. . . . . . . . . . . . . SARight WSS Open or Shorted
2. . . . . . . 7 . . . . . . Wheel Speed Sensor . . . . . . . . . 3. . . . . . . . . . . . .5. . . . . . . . . . . . . SARight WSS Wheel End
2. . . . . . . 8 . . . . . . Wheel Speed Sensor . . . . . . . . . 3. . . . . . . . . . . . .6. . . . . . . . . . . . . SARight WSS Erratic Sensor Signal
2. . . . . . .10. . . . . . Wheel Speed Sensor . . . . . . . . . 3. . . . . . . . . . . . .4. . . . . . . . . . . . . SARight WSS Loss of Sensor Signal
2. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . . 3. . . . . . . . . . . . .7. . . . . . . . . . . . . SARight WSS Tire Size Calibration
2. . . . . . .14. . . . . . Wheel Speed Sensor . . . . . . . . . 3. . . . . . . . . . . . .2. . . . . . . . . . . . . SARight WSS Output Low @Drive-Off
3. . . . . . . 1 . . . . . . Wheel Speed Sensor . . . . . . . . . 4. . . . . . . . . . . . .1. . . . . . . . . . . . . DALeft WSS Excessive Air Gap
3. . . . . . . 2 . . . . . . Wheel Speed Sensor . . . . . . . . . 4. . . . . . . . . . . . .3. . . . . . . . . . . . . DALeft WSS Open or Shorted
3. . . . . . . 7 . . . . . . Wheel Speed Sensor . . . . . . . . . 4. . . . . . . . . . . . .5. . . . . . . . . . . . . DALeft WSS Wheel End
3. . . . . . . 8 . . . . . . Wheel Speed Sensor . . . . . . . . . 4. . . . . . . . . . . . .6. . . . . . . . . . . . . DALeft WSS Erratic Sensor Signal
3. . . . . . .10. . . . . . Wheel Speed Sensor . . . . . . . . . 4. . . . . . . . . . . . .4. . . . . . . . . . . . . DALeft WSS Loss of Sensor Signal
3. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . . 4. . . . . . . . . . . . .7. . . . . . . . . . . . . DALeft WSS Tire Size Calibration
3. . . . . . .14. . . . . . Wheel Speed Sensor . . . . . . . . . 4. . . . . . . . . . . . .2. . . . . . . . . . . . . DALeft WSS Output Low @Drive-Off
4. . . . . . . 1 . . . . . . Wheel Speed Sensor . . . . . . . . . 5. . . . . . . . . . . . .1. . . . . . . . . . . . . DARight WSS Excessive Air Gap
4. . . . . . . 2 . . . . . . Wheel Speed Sensor . . . . . . . . . 5. . . . . . . . . . . . .3. . . . . . . . . . . . . DARight WSS Open or Shorted
4. . . . . . . 7 . . . . . . Wheel Speed Sensor . . . . . . . . . 5. . . . . . . . . . . . .5. . . . . . . . . . . . . DARight WSS Wheel End
4. . . . . . . 8 . . . . . . Wheel Speed Sensor . . . . . . . . . 5. . . . . . . . . . . . .6. . . . . . . . . . . . . DARight WSS Erratic Sensor Signal
4. . . . . . .10. . . . . . Wheel Speed Sensor . . . . . . . . . 5. . . . . . . . . . . . .4. . . . . . . . . . . . . DARight WSS Loss of Sensor Signal
4. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . . 5. . . . . . . . . . . . .7. . . . . . . . . . . . . DARight WSS Tire Size Calibration
4. . . . . . .14. . . . . . Wheel Speed Sensor . . . . . . . . . 5. . . . . . . . . . . . .2. . . . . . . . . . . . . DARight WSS Output Low @Drive-Off
5. . . . . . . 1 . . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . .1. . . . . . . . . . . . . AALeft WSS Excessive Air Gap
5. . . . . . . 2 . . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . .3. . . . . . . . . . . . . AALeft WSS Open or Shorted
5. . . . . . . 7 . . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . .5. . . . . . . . . . . . . AALeft WSS Wheel End
5. . . . . . . 8 . . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . .6. . . . . . . . . . . . . AALeft WSS Erratic Sensor Signal
5. . . . . . .10. . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . .4. . . . . . . . . . . . . AALeft WSS Loss of Sensor Signal
5. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . .7. . . . . . . . . . . . . AALeft WSS Tire Size Calibration
5. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . 10 . . . . . . . . . . . . AALeft WSS Conguration Error
5. . . . . . .14. . . . . . Wheel Speed Sensor . . . . . . . . 14 . . . . . . . . . . . .2. . . . . . . . . . . . . AALeft WSS Output Low @Drive-Off
6. . . . . . . 1 . . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . .1. . . . . . . . . . . . . AARight WSS Excessive Air Gap
6. . . . . . . 2 . . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . .3. . . . . . . . . . . . . AARight WSS Open or Shorted
6. . . . . . . 7 . . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . .5. . . . . . . . . . . . . AARight WSS Wheel End
6. . . . . . . 8 . . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . .6. . . . . . . . . . . . . AARight WSS Erratic Sensor Signal
6. . . . . . .10. . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . .4. . . . . . . . . . . . . AARight WSS Loss of Sensor Signal
6. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . .7. . . . . . . . . . . . . AARight WSS Tire Size Calibration
6. . . . . . .13. . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . 10 . . . . . . . . . . . . AARight WSS Conguration Error
6. . . . . . .14. . . . . . Wheel Speed Sensor . . . . . . . . 15 . . . . . . . . . . . .2. . . . . . . . . . . . . AARight WSS Output Low @Drive-Off
7. . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .7. . . . . . . . . . . . . SALeft PMV CMN Open Circuit
7. . . . . . .13. . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .8. . . . . . . . . . . . . SALeft PMV Conguration Error
8. . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .7. . . . . . . . . . . . . SARight PMV CMN Open Circuit
8. . . . . . .13. . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .8. . . . . . . . . . . . . SARight PMV Conguration Error
9. . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .7. . . . . . . . . . . . . DALeft PMV CMN Open Circuit
9. . . . . . .13. . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .8. . . . . . . . . . . . . DALeft PMV Conguration Error
10 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .7. . . . . . . . . . . . . DARight PMV CMN Open Circuit
10 . . . . . .13. . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .8. . . . . . . . . . . . . DARight PMV Conguration Error
11 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .7. . . . . . . . . . . . . AALeft PMV CMN Open Circuit
11 . . . . . .13. . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .8. . . . . . . . . . . . . AALeft PMV Conguration Error
12 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .7. . . . . . . . . . . . . AARight PMV CMN Open Circuit
12 . . . . . .13. . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .8. . . . . . . . . . . . . AARight PMV Conguration Error
13 . . . . . . 2 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .4. . . . . . . . . . . . . Retarder Relay Open Circuit or Shorted to Ground
13 . . . . . . 3 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .5. . . . . . . . . . . . . Retarder Relay Circuit Shorted to Voltage
17 . . . . . .14. . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .3. . . . . . . . . . . . . ATC Disabled or Dynamometer Test Mode Active
17 . . . . . .14 . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .9. . . . . . . . . . . . . ATC Disabled to Prevent Brake Fade
18 . . . . . .13. . . . . . TCV . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . .4. . . . . . . . . . . . . TCV Conguration Error
18 . . . . . . 3 . . . . . . TCV . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . .2. . . . . . . . . . . . . TCV Solenoid Shorted to Voltage
18 . . . . . . 4 . . . . . . TCV . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . .1. . . . . . . . . . . . . TCV Solenoid Shorted to Ground
18 . . . . . . 5 . . . . . . TCV . . . . . . . . . . . . . . . . . . . . . 18 . . . . . . . . . . . .3. . . . . . . . . . . . . TCV Solenoid Open Circuit
22 . . . . . . 7 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . 11 . . . . . . . . . . . . Wheel Speed Sensors Reversed on an Axle
23 . . . . . . 2 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .6. . . . . . . . . . . . . ABS Warning Lamp Circuit
SID FMI General Bendix Blink Code Diagnostic Trouble Code Description
(J1587) (J1587) Equivalent(s)
(1st Digit) (2nd Digit)
Appendix A: J1587 SID and FMI Codes and Their Bendix Blink Code Equivalents
43
42 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .5. . . . . . . . . . . . . SALeft PMV HLD Solenoid Shorted to Voltage
42 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .4. . . . . . . . . . . . . SALeft PMV HLD Solenoid Shorted to Ground
42 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .6. . . . . . . . . . . . . SALeft PMV HLD Solenoid Open Circuit
43 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .5. . . . . . . . . . . . . SARight PMV HLD Solenoid Shorted to Voltage
43 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .4. . . . . . . . . . . . . SARight PMV HLD Solenoid Shorted to Ground
43 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .6. . . . . . . . . . . . . SARight PMV HLD Solenoid Open Circuit
44 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .5. . . . . . . . . . . . . DALeft PMV HLD Solenoid Shorted to Voltage
44 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .4. . . . . . . . . . . . . DALeft PMV HLD Solenoid Shorted to Ground
44 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .6. . . . . . . . . . . . . DALeft PMV HLD Solenoid Open Circuit
45 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .5. . . . . . . . . . . . . DARight PMV HLD Solenoid Shorted to Voltage
45 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .4. . . . . . . . . . . . . DARight PMV HLD Solenoid Shorted to Ground
45 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .6. . . . . . . . . . . . . DARight PMV HLD Solenoid Open Circuit
46 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .5. . . . . . . . . . . . . AALeft PMV HLD Solenoid Shorted to Voltage
46 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .4. . . . . . . . . . . . . AALeft PMV HLD Solenoid Shorted to Ground
46 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .6. . . . . . . . . . . . . AALeft PMV HLD Solenoid Open Circuit
47 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .5. . . . . . . . . . . . . AARight PMV HLD Solenoid Shorted to Voltage
47 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .4. . . . . . . . . . . . . AARight PMV HLD Solenoid Shorted to Ground
47 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .6. . . . . . . . . . . . . AARight PMV HLD Solenoid Open Circuit
48 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .2. . . . . . . . . . . . . SALeft PMV REL Solenoid Shorted to Voltage
48 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .1. . . . . . . . . . . . . SALeft PMV REL Solenoid Shorted to Ground
48 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 7. . . . . . . . . . . . .3. . . . . . . . . . . . . SALeft PMV REL Solenoid Open Circuit
49 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .2. . . . . . . . . . . . . SARight PMV REL Solenoid Shorted to Voltage
49 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .1. . . . . . . . . . . . . SARight PMV REL Solenoid Shorted to Ground
49 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 8. . . . . . . . . . . . .3. . . . . . . . . . . . . SARight PMV REL Solenoid Open Circuit
50 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .2. . . . . . . . . . . . . DALeft PMV REL Solenoid Shorted to Voltage
50 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .1. . . . . . . . . . . . . DALeft PMV REL Solenoid Shorted to Ground
50 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . . 9. . . . . . . . . . . . .3. . . . . . . . . . . . . DALeft PMV REL Solenoid Open Circuit
51 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .2. . . . . . . . . . . . . DARight PMV REL Solenoid Shorted to Voltage
51 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .1. . . . . . . . . . . . . DARight PMV REL Solenoid Shorted to Ground
51 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 10 . . . . . . . . . . . .3. . . . . . . . . . . . . DARight PMV REL Solenoid Open Circuit
52 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .2. . . . . . . . . . . . . AALeft PMV REL Solenoid Shorted to Voltage
52 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .1. . . . . . . . . . . . . AALeft PMV REL Solenoid Shorted to Ground
52 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 16 . . . . . . . . . . . .3. . . . . . . . . . . . . AALeft PMV REL Solenoid Open Circuit
53 . . . . . . 3 . . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .2. . . . . . . . . . . . . AARight PMV REL Solenoid Shorted to Voltage
53 . . . . . . 4 . . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .1. . . . . . . . . . . . . AARight PMV REL Solenoid Shorted to Ground
53 . . . . . . 5 . . . . . . Pressure Modulator Valve . . . . 17 . . . . . . . . . . . .3. . . . . . . . . . . . . AARight PMV REL Solenoid Open Circuit
55 . . . . . . 2 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .2. . . . . . . . . . . . . Stop Lamp Switch Defective
55 . . . . . . 7 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .1. . . . . . . . . . . . . Stop Lamp Switch Not Detected
79 . . . . . .13. . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . 10 . . . . . . . . . . . . Tire Size Out of Range (Front to Rear)
93 . . . . . . 3 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .8. . . . . . . . . . . . . PMV/TCV/Diff Lock Common Shorted to Voltage
93 . . . . . . 4 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . .7. . . . . . . . . . . . . PMV/TCV/Diff Lock Common Shorted to Ground
102. . . . . . 3 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . 13 . . . . . . . . . . . . Diff Lock Solenoid Shorted to Voltage
102. . . . . . 5 . . . . . . Miscellaneous . . . . . . . . . . . . . 12 . . . . . . . . . . . 12 . . . . . . . . . . . . Diff Lock Solenoid Shorted to Ground or Open Circuit
154. . . . . .13. . . . . . Miscellaneous . . . . . . . . . . . . . . 12 . . . . . . . . . . . 23 . . . . . . . . . . . . I/O 2 or I/O 3 Shorted High
231. . . . . . 2 . . . . . . J1939. . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . .3. . . . . . . . . . . . . J1939 Engine Communications
231. . . . . .12. . . . . . J1939. . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . .1. . . . . . . . . . . . . J1939 Serial Link
231. . . . . .14. . . . . . J1939. . . . . . . . . . . . . . . . . . . . . 11 . . . . . . . . . . . .2. . . . . . . . . . . . . J1939 Retarder
251. . . . . . 2 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .8. . . . . . . . . . . . . Input Voltage Has Excessive Noise (Temp)
251. . . . . . 3 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .2. . . . . . . . . . . . . Battery Voltage Too High
251. . . . . . 3 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .6. . . . . . . . . . . . . Ignition Voltage Too High
251. . . . . . 4 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .1. . . . . . . . . . . . . Battery Voltage Too Low
251. . . . . . 4 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .3. . . . . . . . . . . . . Battery Voltage Too Low During ABS
251. . . . . . 4 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .5. . . . . . . . . . . . . Ignition Voltage Too Low
251. . . . . . 4 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .7. . . . . . . . . . . . . Ignition Voltage Too Low During ABS
251. . . . . . 5 . . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .4. . . . . . . . . . . . . Battery Voltage Input Open Circuit
251. . . . . .14. . . . . . Power Supply . . . . . . . . . . . . . . . 6. . . . . . . . . . . . .9. . . . . . . . . . . . . Input Voltage Has Excessive Noise
254. . . . . . 2 . . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .4. . . . . . . . . . . . . ECU (12)
254. . . . . . 2 . . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .5. . . . . . . . . . . . . ECU (13)
254. . . . . . 2 . . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .7. . . . . . . . . . . . . ECU (15)
254. . . . . .12. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .2. . . . . . . . . . . . . ECU (10)
254. . . . . .12. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .3. . . . . . . . . . . . . ECU (11)
254. . . . . .12. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .6. . . . . . . . . . . . . ECU (14)
254. . . . . .12. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . 10 . . . . . . . . . . . . ECU (18)
254. . . . . .12. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . 11 . . . . . . . . . . . . ECU (1A)
254. . . . . .12. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . 12 . . . . . . . . . . . . ECU (1B)
254. . . . . .12. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . 13 . . . . . . . . . . . . ECU (80)
254. . . . . .13. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .8. . . . . . . . . . . . . ECU (16)
254. . . . . .13. . . . . . ECU . . . . . . . . . . . . . . . . . . . . . 13 . . . . . . . . . . . .9. . . . . . . . . . . . . ECU (17)
SID FMI General Bendix Blink Code Diagnostic Trouble Code Description
(J1587) (J1587) Equivalent(s)
(1st Digit) (2nd Digit)
44
BW2428 2007 Bendix Commercial Vehicle Systems LLC All Rights Reserved 12/07 Printed in U.S.A.

Bendix EC-60 ABS / ATC Controllers (Standard & Premium Models) Frame and Cab Mount

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1

ABS / ATC Controllers (Standard & Premium Models)

controllers are members of a family of electronic

controllers have a drag torque control feature

Controller Hardware Congurations . . 2

Controllers with PLC . . . . . . . . . . . . . . 3

Controller System Reconguration. . 10

controllers ABS function utilizes the following

wheel speed sensors (4 or 6,

controller ATC function utilizes the following

WHEEL SPEED SENSORS

MODULATORS FIGURE 5 - POWER LINE WITH PLC SIGNAL

controllers are not protected against

controllers may be mounted on

controller supports one ground input. See

cab ECUs require a second ground input (X1-12)

Wheel Speed Sensors

wheel speed sensor (see Figure 2). Vehicles

controller receives the AC signal, which varies

wheel speed sensors that must

controllers support four sensor/

controllers support applications

CONTROLLERS WITH PLC

controller (12 volt versions)

Controller with PLC

controllers use a dash-mounted switch

controller uses a J 1939

controller monitors the vehicle stop

controllers will activate the TCV during

controllers have internal

controller communicate with

controller uses serial communications to

controller will send a

controllers utilize the J 1939 data link for

controller activate a trailer

controller uses a serial

controller will perform a PMV chuff test on all

controller is able to optimize slip

controller is able to pump the brakes on individual

controller blends the applied braking force between

controller switches off the retarder

controllers have an optional control

controllers can be programmed specically

controller ATC function uses the

controller detects excessive

controller can be congured to use

controller uses Engine Torque Limiting to

controller has an additional feature known as

traction control. Smart ATC

traction control allows higher wheel slip when the

traction control will

controller has an optional control mode

controllers have a feature referred to as

controller should be serviced as

controller is designed to allow the technician to

controller may be carried out by

controllers will determine the number of wheel

controllers will configure for 6S/5M

controller, depress the blink code switch. After the