Dunno if any of you are interested in Quiz's so there is only one way to find out???? If you want more I will make some up........if not this will FADE into oblivion!!!!! 1. How did CAT do away with the Torque Converter Out Put Speed Sensor on the Transmissions in the "D" Trucks? 2. What turns off the CTS (Control Throttle Shifting) as a trucks breaks hard going down a Ramp? What are the repercussions if it does not turn off. 3. Which Clutch does Station "D" control in an ICM Transnission? 4. How do you turn off the Auto Retarder on a 4GZ Truck? 5. What is the critical difference between a Aftercooler circuit on a 1HL to 4AR then SSJ Truck? 6. What is the Drive reducion of a 793C (from the INPUT of the Transmission to the ground)? 7. What is the major disadvantage of the Rear Axle Filtration system in 793C Trucks. Hook in Gav84W.........Surely there is one in there you don't know?
1. Don't know! 2. Transmission controller? No idea. 3. Phone a friend; Gavin84w. 4. By applying the brake or accelerator. 5. Phone a friend; Gavin84w. 6. 28.8:1 7. The rear axle filtration system in a 793C is only active whilst the truck is in motion either forward or reverse, not whilst at a standstill, the D's have a constant filtration system.
Not bad work for the "Offspring" of the "Dark Side"........... I will give you 6 and 7. (I am actually Pretty Impressed). 6. I believe it is 27-1 (But will be happily corrected). 18-1 through the Bevel Gear and 9-1 through the Double Reduction Planetaries. 7. Nailed 100%! When you drive a "C" truck backwarks the Commercial Pump works backwards. There is a SM for ATY to install a "Check Valve" to prevent this!
If I had waited until now to reply, I might of been able to cheat my way to 100%! Just been round to Boorer's house to say hello, and on the way I saw Doona at the Reefs! Someone else take a stab, I'm interested to know the other answers!
I'll have another stab... I'm guessing the differences lie between the 3 different types of aftercoolers CAT use on their engines? For example, air-to-air, jacket water and seperate circuit. The 793B (1HL) uses an air-to-air aftercooler as used on cars, in which the intake air is routed to the aftercooler which is mounted in the air stream, cooling the charge air before going into the cylinder. The 793C (4AR) uses a jacket water aftercooler as used on the FS01 and until recently FS02 engines, which use the same coolant as the engine to flow through the aftercooler core to regulate the intake temperature to be roughly the same as the coolant temperature. Finally, the 793D (SSJ) uses a seperate circuit aftercooler which uses two seperate coolers, and a pump to create a flow of coolant from the radiator through the aftercoolers and then back to the radiator. Am I right?
Wheel speed sensors on the two front wheels and 2 finals? Is the TCC (Transmission/Chasis Control) is respnsible for turning it off? And if it does not turn off would you be likely to get harsh downshifts, reduced powertrain life and engine RPM fluctuations/overpseed?
1. How did CAT do away with the Torque Converter Out Put Speed Sensor on the Transmissions in the "D" Trucks? They mounted a Speed Sensor on the Transfer Gears of the Entry into the Transmission. Still reads the same thing as it is a Rigid Driveshaft in between. Now called Transmission Input Speed. 2. What turns off the CTS (Control Throttle Shifting) as a truck brakes hard going down a Ramp? What are the repercussions if it does not turn off? Part “A”:- A pressure switch in the Air side of the Brakes behind the Cab. Part “B”:- The Engine will Stall. As a Truck can brake Harder than the time it takes for the EPTC II and the ADEM II to Match the Ground Speed and Engine Speed to take the load off the Clutch packs and Downshift back to 1st (called Rapid Downshift MODE). 3. Which Clutch does Station "D" control in an ICM Transmission? NONE:- It does not control a Clutch pack but lowers Transmission Pump pressure from Converter Drive (430 psi) to Direct Drive (335 Psi). Once the Converter is locked there is less Torque in the Driveline so the reduction in pressure adds to the life of the Piston Seals in the Clutch packs! 4. How do you turn off the Auto Retarder on a 4GZ Truck? There is a switch on the Dash BUT you can’t deactivate it completely. Once the IBC registers an Engine over Speed OR Machine Over Speed it automatically turns back on. 5. What is the critical difference between an Aftercooler circuit on a 1HL to 4AR then SSJ Truck? 1HL are SCAC (Separate Circuit After Cooler) but controlled by a pair of Thermostats. 4AR are also SCAC but NO Thermostats (have a Diverter Valve in the circuit to give you COLD Brakes going downhill and Horse Power [Cold Air Charge] on uphill Haul and 793F are ATA Intercooled. …………….already nailed!!!!!!! 6. What is the Drive reducion of a 793C (from the INPUT of the Transmission to the ground)? 7. What is the major disadvantage of the Rear Axle Filtration system in 793C Trucks. Bored yet?
I'm learning something just reading this. I don't work around trucks that big, but I like to learn all the same.
Well you included the whole comunity with them questions How about giving some insite into these symbols? All from a 793C But be incuded on a range of CAT machines. Maybe a few other CAT guys can answer. They can be used for a few different systems but all mean one thing
How about I start you guys off then 1: 2: 3: 4: 5: 6: 7: Transmission, TC Or Hydraulic - Oil Filter Pressure
Need some help trouble shooting ...Boycey will sort it for Ya!!!!!! :beatsme:notworthy
Keep the Quiz going Rod..
1 Transmissions, TC, Or Hydraulic Control 2 Transmissions, TC, Or Hydraulic Control - Quickshift 3 Trasmissions, TC, Or Hydraulic Control - Oil - Pressure 4 Transmissions, TC, Hydraulic, Or Gear - Creeper 5 Transmission, TC, Hydraulic Control - Variable Control -Torque Limit 6 Transmissions, TC, Or Hydraulic - Max Torque 7 Transmissions, TC, Or Hydraulic - Oil Filter Pressure
My head hurts..............but here we go! 1.What is a LHS Dead Chicken on a 793C? 2.What is the difference between a 3516B and C? 3.What does the name MAC-14 stand for (in relation to ECM)? 4.What is the difference between a ADEM-2 and a MAC-14? 5.What is the recent UPGRADE to FDB Truck Main Drive Shaft? 6.What is the highest houred 793 Truck? 7.Who makes the current "Monotherm" Pistons for 3516? 8.What is the DEFAULT Trim Code for a 3500 Unit Injector? 9.What is ths Air/Hydraulic Ratio od a "Midland" Brake Rotochamber? 10. How does the FDB do away with a Bendix Relay Valve to control the Auto Retarder?
1 - lhf strut mount? 2 - C? I thought there was the B series then the C175 (the new crossflow engine - diesel XD falcon!) as the stroked donks were called HD's.... 3 - I know the MAC 14 controllers, not sure what it stands for 4 - MAC 14 has no fuel cooling 5 -No idea 6 - as above, no idea 7 - dunno, probably not ACL! 8 - i think 5555 9 - once again, no idea 10 - not sure but a stab in the dark being a dumb site fitter now im not quite up to date (I'mnot sure what you mean by FDB), bit i'd say going off a 789 its something to do with the hydraulically controlled auto retarder and the accumulator? I'm having a fair stab in the dark but are curious to know the answers!
I'll have a stab at #2! 3516B was in the C series and was nominal 2300hp and fairly max'ed out. 3516C is in the D series and has 2400hp dialled in which is making the pips squeak! C175-16 hits in the F series trucks with about 2450hp dialled in. question 6, isn't that Morenci arizona, well over 100,000 hours, isn't it 130,000 odd?
ok.... 1. LHS strut mounting area 2. 3516B HD is managed by a ADEM2 Eng ECM, and the 3516C HD is the engine powering the 793D (FDB) trucks. It runs a ADEM 3 eng ECM, some reworked wiring and some extra sensors, a bigger aftercooler pump, and more HP. 3. MAC-14 is the name of the XMSN and the IBC ECM's. It stands for Machine Application Control. 4. They both have 2x 40pin plugs. ADEM 2 is Fuel cooled, MAC's aren't. ADEM 2's injector drivers produce allot of heat, thats why they need to run fuel through them to keep them at a constant temp. ADEM 3's (on the trucks anyway) don't run fuel cooling because the ECM uses better heat sinks which remove the need for the fuel cooling. 5. Cat have improved the Main driveshaft guarding. They have also put bigger uni's/yokes on the aux shaft too. 6. ? 7. Mahle I think 8.1100 9. 6:1 10. Runs a hydraulic auto retarder valve that uses park brake release oil and sends it directly to the slack adjusters via a shuttle valve. I lik quizes.
Well Done! Will we go again??
If you were testing and had that pressure with a full application of the service brake then you've got issues!! 627-792psi is the current spec for service brake pressure with the pedal applied. Air pressure obviously plays apart. This is the same whether the trucks got std or extended wheel life grps.
Yup I have to admit when I am WRONG..........I had this Wrong! Now I know who you are GURU I am not supprised you have a GOOD GRIP on 793 Dumpies........ Here is some more just for GIGGLES:- 1. Does a Speed/Timing sensor measure Speed? 2. What is the function of N1 and N2 on a ICM Tranny? 3. What is the Redundant feature of a 3516 A still cast into the Block all the way up to C Engines? 4. What is the Design Flaw in a 793C Header Tank Assm.? 5. How many "Tractor Protection Valve's" does a 793C have? 6. Can you bench FLASH an ADEM II and configure it in Multi Torque? Why/Why Not? 7. How many different types of Piston Cooler Jets on a 3516? 8. How does a CDL use 2 Pieces of 16 Gauge Copper Wire to transmit information between ECM's. 9. Who casts Fan Hubs for CAT 793C? 10. How much HP does the Fan and Pump Drive suck on a 793C? 11. MYSTERY Question (I don't know the answer to) Why did CAT go to the effort of relocating the TC Out Speed Sensor to the Transfer Gear Housing. What is the advantage? Do you have any 793F or 797F Trucks in your area yet?
Well i just help put the first 2 93Fs together up here in the oil sands reigion for KMC, sparwood BC got a few this spring. No bad looking trucks, they cheaped out on the cab though. As far as hours, Syncrude has some 93s with over 100,000 on them as well.
Ben are they SSJ, 1HL or 4AR that achieved over 100 000 Hours? And do you know what UPGRADES they had along the Way:- VIMS MUI to EUI, A or B or even HD? Any Pics?
OK, give it a go... 1. It measures Engine Rpm, (Frequency change) Camshaft Position (Square Wave change) and Direction of Rotation (Square wave pattern). 2. N1 and N2 are only used on 785-793 trucks. When the shift lever is in N, the trans is in N1. The pattern on the rotary spool is, N1, N2, R, 1, 2, 3, etc, as you rotate it around. The lever is R, N, 1, 2, 3 etc. So if your in N on the cane, then shift to R, the rotary spool clicks from N1 through N2, to R. Ok, so then when you shift from R on the Cane, you go through N to get to 1. So for this shift the rotary spool shifts from R back through N2 to N1. (This lines up with the N on the cane), then the trans goes N1, N2, R, to 1 position. Anyway the reason for all the shifting all over the place is to add a time delay between directional shifts. It helps the larger clutch packs of the bigger trucks to fully disengage before engaging the opposite direction clutches. 3. Have no idea... something to do with the woodward governers/ mechanical fuel passages maybe?? 4. Cat don't have design flaws! lol But interested in your answer 5. If you mean Pressure protection valves in the air system then the 793C has 2 factory fitted. One to separate the main air system from the secondary (back of the cab) and one on the ARC relay valve supply from the main air tank. 6. Yes you can bench flash a ADEM 2. It's dangerous to assume. As I haven't done it I don't know for sure. I would expect though that the ATY flash file is defaulted to the Multi torque setting, but in saying that, the eng ecm needs to talk with the trans through CDL for that config to work. If that comm's don't happen, the ENG ecm will stay in the 2160hp mode (dual Hp config) Interesting to hear your thoughts. 7. Don't know?? 8. It uses a SAE standard communications protocol. Putting a scope on it you can see the signals as a square wave blip. 9. Cat? somewhere in mexico is expect 10. About 130HP 11. I believe it cleans up the COS signal. Cleaner signal = more accurate speed reading leading to the xmsn being able to calculate trans shift time a little more accurately. Not 100% on that though. Yeah we have several fleets of 793F's running around. 3 moving dirt. 2 more getting commissioned as we speak plus a HEAP more on order. The first 797F's are on the boat. Due here in nov. They are wanting 3 of them onsite before the transport curfew over xmas. See how they go. They are a nice truck. the C175 is a nice bit of gear.
Morenci and Sierrita both have 100k+ hour trucks running. Sierrita's 30 truck is the oldest/highest houred, with Morenci's 501 truck coming in second. Last time I drove the 30 truck (in 2004 or 2005) it had just been converted to the HD engine and VIMS cab. Here's the 30's sister from the same order: And a small portion of the Morenci fleet in a rare idle moment:
No idea what upgrades they have had through the years, but there are twelve 1HL and one 4AR on the current roster. All have passed the 100,000 hour mark.
Originally Posted by guru OK, give it a go... 1. It measures Engine Rpm, (Frequency change) Camshaft Position (Square Wave change) and Direction of Rotation (Square wave pattern). Clever Sensor........The output of the engine speed/timing sensor is a series of pulses. The frequency of the pulses is dependent upon the speed of the engine. The ECM interprets the frequency of the pulses as engine speed. The shape of the pulses is dependent upon the rotation position of the camshaft. The ECM reads the shape of the pulses in order to determine the position of the camshaft. 2. N1 and N2 are only used on 785-793 trucks. When the shift lever is in N, the trans is in N1. The pattern on the rotary spool is, N1, N2, R, 1, 2, 3, etc, as you rotate it around. The lever is R, N, 1, 2, 3 etc. So if your in N on the cane, then shift to R, the rotary spool clicks from N1 through N2, to R. Ok, so then when you shift from R on the Cane, you go through N to get to 1. So for this shift the rotary spool shifts from R back through N2 to N1. (This lines up with the N on the cane), then the trans goes N1, N2, R, to 1 position. Anyway the reason for all the shifting all over the place is to add a time delay between directional shifts. It helps the larger clutch packs of the bigger trucks to fully disengage before engaging the opposite direction clutches. Early Trial ICM Trannies were critised by operators for the Delay in Motion after a Direction change. Extra Drilling in the Rotary Spool brought the Engineers Time in Fill Rates to eliminate the Delay! 3. Have no idea... something to do with the woodward governers/ mechanical fuel passages maybe?? The Plenum is still cast into the Block from "A" Series. "B" Series have a DODGY tin Plate over it for the Plenum to sit on Top Of. 4. Cat don't have design flaws! lol But interested in your answer. The Divider Tank between the two circuits in the Header Tank has a scollop cut out of it. So when either circuit fails an Oil Cooler both circuits get contaminated with SLUDGE. 5. If you mean Pressure protection valves in the air system then the 793C has 2 factory fitted. One to separate the main air system from the secondary (back of the cab) and one on the ARC relay valve supply from the main air tank. Spot On. 6. Yes you can bench flash a ADEM 2. It's dangerous to assume. As I haven't done it I don't know for sure. I would expect though that the ATY flash file is defaulted to the Multi torque setting, but in saying that, the eng ecm needs to talk with the trans through CDL for that config to work. If that comm's don't happen, the ENG ecm will stay in the 2160hp mode (dual Hp config) Interesting to hear your thoughts. You can indeed Bench Flash an ADEM II but you can not configure it in "Multi Torque". The ADEM II has to see a Signal on the CDL from the EPTC II that it is a 4GX Family of Transmission and thus has the Upgraded Clutch Packs to handle the additional HP. 7. Don't know?? I can think of 5....."A" Series Piston, "B" SS Series 2 Piece and "B" Series Monotherm, HD Series 2 Piece and HD Series Monotherm??? 8. It uses a SAE standard communications protocol. Putting a scope on it you can see the signals as a square wave blip. Sweet!! 9. Cat? somewhere in mexico i expect The yarn I was Told by a CAT Freak who I never heard an UNTRUTH from is "John Deere". If you have a Look at the Pulley you can see a cast symbol "DF" which stands for "Deere Foundry" which I am told is right next door to Layafette......... 10. About 130HP I was told 300 HP! 150 HP through the Pump Drive and 150 HP to drive the Fan. 11. I believe it cleans up the COS signal. Cleaner signal = more accurate speed reading leading to the xmsn being able to calculate trans shift time a little more accurately. Not 100% on that though. Do you think the Slip Joint and the two Uni's would play a Part in the "Signal Noise"? IRONIC isn't it that "D" Trucks have heaps worse VIMS Graphs for Slip Times.......... Yeah we have several fleets of 793F's running around. 3 moving dirt. 2 more getting commissioned as we speak plus a HEAP more on order. The first 797F's are on the boat. Due here in nov. They are wanting 3 of them onsite before the transport curfew over xmas. See how they go. They are a nice truck. the C175 is a nice bit of gear.