Abs Bendix

SERVICE MANUAL
SERVICE MANUAL SECTION ANTILOCK AIR BRAKE SYSTEM: BENDIX Vendor: BENDIX Unit Code: 04AZA S04023, Formerly CTS-5113 05/30/1996
S04023 Copyright 05/30/1996 International Truck and Engine Corporation
ANTILOCK AIR BRAKE SYSTEM: BENDIX
Table of Contents
1. DESCRIPTION.. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. .. .. . .. .. .. .. .. 1 1.1. ANTILOCK SYSTEM OPERATION OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1.2. FOURCHANNEL SYSTEM (CODE 04AZA). . . . . . .. . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . . .. . . . 1 2. OPERATION. .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . 2.1. OPERATION PHILOSOPHY. . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . Rear Axle Brake Operation With 4x2 Chassis. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. Rear Axle Brake Operation With 6x4 Chassis. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. Front (Steering) Axle Brake Operation. . . . . . . . .. . . . . . . . . . .. . . . . . . . . . .. . . . . . . . . .. . . . . . . . . . .. . . . . . . 2.2. NONANTILOCK BRAKE APPLICATION. . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . . . .. . . . . . . . . .. . . . . . . . . . .. . . . . . Rear Axle(s). .. . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . Front Axle (Steering Axle). . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . 2.3. ANTILOCK CONTROLLED BRAKE APPLICATION SYSTEM FULLY OPERATIONAL. . . . . . 2.4. ANTILOCK SYSTEM OPERATION COMPONENT FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 2 4 4 4 4 4 4 5
3. COMPONENT DESCRIPTION/OPERATION. .. . . . . . . . . .. . . . . . . . . .. . . . . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . . . .. . . . . . 5 3.1. WHEEL SENSOR. . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . 5 3.2. EXCITER RING. .. . .. . .. . . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . . .. . .. . .. . . .. . .. . 7 3.3. ANTILOCK WARNING (INDICATOR) LIGHT. . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . 7 3.4. CR15 RELAY VALVE/ECU (WITH 4CHANNEL SYSTEM 04AZA). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 3.5. CONTROLLER (ECU).. . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . .. . . . . . . .. . . . . . .. . . . 9 3.6. AR1 ANTILOCK RELAY VALVE. .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . .. . .10 3.7. M21 MODULATOR VALVE (WITH 4CHANNEL SYSTEM 04AZA). . . . . . .. . . . . . .. . . . . .. . . . . . .. . . .11 3.8. NON-ANTILOCK APPLICATION.. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. .14 3.9. NONANTILOCK HOLD. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. . .. ..15 3.10. NONANTILOCK EXHAUST. . . . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. .15 3.11. ANTILOCK OPERATION GENERAL. .. . .. .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . ..17 3.12. ANTILOCK EXHAUST. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . .18 3.13. ANTILOCK HOLD. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. ..19 3.14. ANTILOCK REAPPLY.. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . .. . .20 4. MAINTENANCE AND SERVICE CHECKS. . .. . . . . . . . . . . .. . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . .20 4.1. MAINTENANCE. . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . . . .. . .20 5. M21 MODULATOR VALVE. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. .21 5.1. EVERY 3 MONTHS, 25,000 MILES OR 900 OPERATING HOURS. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .21 5.2. OPERATION & LEAKAGE TESTS M21 MODULATOR VALVE.. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. .. . ..21 Leakage Testing. . . .. . . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . . .. . . .. .21 Operation Testing (Chuff Test) M21 Modulator Valve.. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. ..22 5.3. REMOVE AND INSTALL M21 MODULATOR VALVE. .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . .. . . . .22 Valve Removal. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. .22 Valve Installation. .. . . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . .22 5.4. SPECIFICATIONS. .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . ..23 6. EC15 CONTROLLER (ECU). . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . .23 6.1. EVERY 3 MONTHS, 25,000 MILES, OR 900 OPERATING HOURS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 6.2. REMOVE AND INSTALL EC15 CONTROLLER (ECU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
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Removal ECU Mounted On Antilock Relay Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Installation EC15 (ECU) Mounted On Relay Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 7. AR1 ANTILOCK RELAY VALVE. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .24 7.1. EVERY 3 MONTHS, 25,000 MILES OR 900 OPERATING HOURS. . .. . . . . .. . . . .. . . . . .. . . . . .. . . . . ..24 7.2. EVERY YEAR, 100,000 MILES, OR 3,600 OPERATING HOURS.. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . . .24 7.3. OPERATION AND LEAK TESTS AR1 ANTILOCK RELAY VALVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 Operation Test. .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . . .. . . ..25 Leakage Test. .. . . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .25 7.4. REMOVE AND INSTALL AR1 ANTILOCK RELAY VALVE. .. . .. . .. . . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .25 Remove. . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . .. . . . .. . . . . .. . . . ..25 Installation.. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. . .26 8. TROUBLESHOOTING. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .26 8.1. ANTILOCK WIRING. .. . .. .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .. .. .. . .. .. .. . .. .26 8.2. DIAGNOSING AND LOCATING A SYSTEM PROBLEM.. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . . .. . .. . . .. . . .27 SelfDiagnostics.. . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . . ..27 Locating A System Defect. .. . . .. . . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . ..27 Troubleshooting Flow Charts. . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . .. . . . .. . . . .. . . .. . . . ..27 Important Troubleshooting Tips. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . .. . . .. . . .. . .. . . .. . .. . . .28 8.3. DIAGNOSTIC LEDS.. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .28 9. EC15 DIAGNOSTIC STEPS. . .. . .. .. . .. . .. .. . .. . .. .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .30 9.1. INITIAL STARTUP SELF TEST PROCEDURE.. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .30 Normal StartUp. . .. .. . .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .. .. . .. . .. . .30 9.3. DIAGNOSING THE INITIAL STARTUP PROCEDURE WITH DEFECT IN THE ANTILOCK SYSTEM (PART 1) . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . ..30 9.4. ABS DASH WARNING LIGHT. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .33 9.5. INSPECTION FOR ILLUMINATED LEDS. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . .. . . . . . .. . . . . .. . . . . .. . . . . ..36 9.6. TESTING FOR POWER TO THE ECU. .. . .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .38 9.7. TESTING THE MODULATOR.. . .. .. . .. .. . .. .. . .. .. . .. .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .. .. . .40 9.8. TESTING THE WHEEL SENSOR. . .. . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . . .. . . . .. . . . . .. . . . .. . . . . ..45 9.9. TESTING FOR FALSE INDICATION CAUSED BY DASH LIGHT RELAY. . . . . . . . . . . . . . . . . . . . . . .49 9.10. TESTING FOR FALSE FAILURE INDICATION CAUSED BY WHEEL SPEED COMPONENTS. .. .. . .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. . .. .. .. .. .51 9.11. ENGINE BRAKE RELAY TEST. .. . . . . . .. . . . . . . .. . . . . . . .. . . . . . .. . . . . . . .. . . . . . . .. . . . . . .. . . . . . . .. . . . . . . ..51 9.12. EXCITER RING/WHEEL SENSOR. . . . . . .. . . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . . . .. . .54 Adjustment. . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .54 Inspection. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .54 Remove And Install. . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . . .. . . .. . . .. . . .. . . . .. . . .. . . ..54 9.13. TROUBLESHOOTING RECORD SHEET. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .57 10. COMPONENT LOCATIONS, CONNECTOR COMPOSITES AND CIRCUIT DIAGRAMS. . . . . . . . . . . . . . . . . .59 10.1. COMPONENT LOCATION CHART.. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . . .. . .. . .. . .. . .. . .. . . .59 10.2. 8000 WIRING.. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .60 11. CIRCUIT DIAGRAM. . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . . .. . ..65 12. CONNECTOR COMPOSITES.. . .. .. . .. . .. .. . .. . .. .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .. . .. .. . .66
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1. DESCRIPTION
1.1. ANTILOCK SYSTEM OPERATION OVERVIEW
During a brake stop, the maximum point of deceleration occurs just before wheel lock-up. When wheels lock up, stopping distances increase and loss of directional control may occur. To reduce wheel lock-up, the antilock brake system monitors the rotational speed of the wheels using sensors mounted on the axle ends and exciter rings mounted on the wheel assemblies. When the wheels rotate, an AC voltage pulse is generated by the sensors that is transmitted to the Electronic Control Unit (EC15) ( Component Identification Table) which is part of the CR15 relay valve/ECU assembly. The ECU monitors the pulse rates. During a brake application, if a wheel(s) is about to lock up, the ECU sends a signal to the appropriate M21 modulator valve(s). Within a fraction of a second, the modulator valve responds by repeatedly exhausting air from the brake chamber(s) allowing the wheel(s) to speed up, and then automatically applying air (much like a driver pumping the brakes manually). The antilock system only operates when the ECU determines that a wheel is about to lock up. A warning light on the instrument panel illuminates when the ECU detects a problem with the system. If the vehicle includes an engine brake, the ECU will disengage the engine brake when it senses a wheel lockup is about to occur on the rear wheels.
1.2. FOURCHANNEL SYSTEM (CODE 04AZA)

The fourchannel antilock brake system controls the rear axle brakes (both axles with 6x4) and the front (steering) axle. Wheel sensors are installed at each rear wheel (with 4x2), or with a 6x4, on one rear axle (one on each wheel end), and one sensor on each front axle wheel end. The front axle has an M21 modulator valve for each wheel, so that each front wheel/brake assembly is independently controlled by the CR15 Relay Valve/ECU. The rear axle has separate a M21 modulator valve for the right and left side of the vehicle. With a 6x4, the left modulator valve would control the forward rear and rear rear axle brakes on the left side, and the right side modulator valve controls the right forward rear and rear rear brakes. The CR-15 Relay Valve/ECU controls both front M21 modulator valves and the two M21 modulator valves for the rear axle(s). Table 1 Component Identification Component Electronic Control Unit Relay Valve Electronic Control Unit (ECU)/Relay Valve Assembly Modulator Valve Quick Release Valve Component Code ECU or EC15 AR1 CR15 M21 QRV
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2. OPERATION
2.1. OPERATION PHILOSOPHY
Rear Axle Brake Operation With 4x2 Chassis Refer to Figure 1 for the following discussion. Also refer to COMPONENT LOCATIONS(See CIRCUIT DIAGRAM, page 65) for additional illustrations on system installations.
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Figure 1
Typical Antilock Brake System 1. EXCITER RING (4 PLACES) 2. WARNING LIGHT RELAY 3. WHEEL SPEED SENSOR (4 PLACES) 4. C350 CONNECTS REAR HARNESS TO ITEM 6 5. M-21 MODULATOR VALVE (4 PLACES) 6. CR-15 RELAY VALVE/ECU CONTROLLER 7. C288 CONNECTS FRONT HARNESS TO ITEM 6 8. ENGINE BRAKE RELAY 9. CRANK RELAY (POWER SUPPLY TO CR-15) 10. QUICK RELEASE VALVE (QRV)
The antilock system provides individual wheel control by using a wheel speed sensor and modulator at each wheel to measure rotational speed. By monitoring the rate of deceleration during braking, and then modifying
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the service brake application pressure at each wheel, the ECU is able to provide improved vehicle braking, while maintaining vehicle stability. The rear axle brakes are controlled completely independent of each other and brake application pressure at an individual wheel is adjusted solely on the basis of its behavior on the road surface on which it is traveling. Rear Axle Brake Operation With 6x4 Chassis With vehicles equipped with tandem rear axles (6x2 or 6x4), the wheel speed sensors are installed at the wheels, located on the axle that is most likely to lose traction first. With a 4spring suspension, the rear axle sensors are located on the Forward Rear axle. On an air suspension, sensors are located on the Rear Rear axle. A single modulator controls both left side rear axle brakes and another modulator controls both right side rear axle brakes. With this arrangement of wheel speed sensors and modulators, both brakes on one side of a tandem rear axle will be modulated as one, since they will most likely be on the same type of road surface. Front (Steering) Axle Brake Operation While each steering axle brake is under the control of an individual modulator valve, the ECU does not treat these brakes totally independent of each other. The ECU utilizes a modified individual control method for steering axle brakes. This is done to minimize "steering wheel pull" in the event that one front wheel is on dry pavement and the other is on a slippery surface, such as ice or snow. The ECU controls the braking force differences between the two brakes. The wheel on dry pavement is initially given less braking force and is brought up to optimum during the stop, while the wheel on ice attempts to maintain optimum braking during the entire stop.
2.2. NONANTILOCK BRAKE APPLICATION

Rear Axle(s) During normal braking, control air pressure from the brake valve (foot valve) enters the service port of the service relay valve (part of the CR15 Relay Valve/ECU assembly). The relay valve also receives air from the vehicles primary air reservoir. The service relay delivers air to, and through, the antilock modulators located near the braked wheel(s), and into the brake actuator. The service brakes are thus applied. If the wheel sensors do not find a beginning wheel lock-up, the ECU does not start any corrective action and the vehicle comes to a stop in a normal fashion. Front Axle (Steering Axle) During normal braking, air pressure from the brake valve (foot valve) is applied to the quick release valve (QRV). Air from the QRV is then sent to the right and left front M21 wheel modulator valves. The M21 antilock modulators then deliver the brake air pressure to the brake actuators, applying the service brakes. If the wheel sensors do not find a beginning wheel lock-up, the ECU does not start any corrective action and the vehicle comes to a stop in a normal fashion.
2.3. ANTILOCK CONTROLLED BRAKE APPLICATION SYSTEM FULLY OPERATIONAL

IMPORTANT The only way the driver will know the Antilock Brake System is not working properly is when the dash yellow warning light turns on. The driver will be able to give you little or no information to help you find the problem. If a service brake application is made and the wheel speed sensors detect a wheel lockup starting, the ECU will immediately begin changing the brake application using the M21 antilock modulator(s) at the wheel(s) sensing a lock-up condition starting.
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Solenoid valves contained in the modulator are rapidly energized and de-energized by the ECU to change the brake application. When a solenoid coil is energized, its shuttle moves, and depending upon the function of the specific solenoid, it either opens or closes, thereby causing the exhaust or re-application of air pressure to the brake actuator. By opening and closing the solenoid valves in the appropriate modulator, the ECU is actually simulating what the driver does when he "pumps the brakes." Unlike the driver, the ECU receives input on which wheel is approaching lockup, and is able to pump each brake group on the vehicle independently and with far greater speed and accuracy.
2.4. ANTILOCK SYSTEM OPERATION COMPONENT FAILURE

The ECU handles equipment failure using a conservative fail-safe philosophy. Any single electrical failure of an antilock system component results in two events happening at the same time. The two events are: 1. The yellow antilock warning light on the instrument panel will illuminate to alert the driver that the system has detected a malfunction. 2. The ECU will disable all or part of the antilock system. When working with wheel equipment (modulator, wheel sensor/exciter ring or associated wire harness) failure, the ECU divides and separates the brakes diagonally. For example, if the modulator at the right front wheel has a broken wire lead, the ECU disables the antilock function for BOTH the right front and left rear wheels. The antilock will continue to function on the left front and right wheels and will continue to be controlled by the ECU. NOTE Right and left, and front and rear are determined from the drivers seat position. Left front would be the front corner closest to the driver. Depending on the type of failure, and location of the failed component, the ECU will disable either the entire antilock system or only a portion of the antilock system, as previously described. An antilock system power failure (less than 10V) or failure of the ECU will cause the system to shut down, reverting to a standard braking system. Failure of two or more components will also cause the ABS system to shut down, and operate as a standard air brake system. With the failed component approach previously described, a partially shutdown antilock brake system will still provide improved braking stability over a standard air brake system. NOTE With a partially shutdown antilock brake system, the driver will be alerted by the instrument panel warning light, and the portion of the antilock system disabled by the ECU reverts to a standard air brake system controlled by the relay valve (rear axles) or brake valve (front axle).
3. COMPONENT DESCRIPTION/OPERATION
Refer to circuit diagrams as needed for the following discussions.
3.1. WHEEL SENSOR

The wheel speed sensors are mounted on the axle ends (Figure 2 and Figure 3 ). The wheel sensors house a permanent magnet, which creates a magnetic field. When the field created by the sensor magnet is interrupted by the teeth of the exciter ring moving through it, an A.C. voltage is produced. The frequency of the voltage increases or decreases as the wheel speed increases or decreases. The sensor has a pigtail with a two-pin connector that connects to the ABS harness mating connector. The sensor signal goes from the sensor through the ABS harness and connects to the ECU, either with a 12-pin connector or a 14-pin connector, depending on the location of the wheel sensor. The left and right front wheel sensors connect to the 14-pin connector and the rear chassis sensors (2) connect to the 12-pin connector.
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Figure 2 Typical Front Axle, Wheel Sensor Installation 1. 2. 3. 4. SENSOR BUSHING (PART OF KNUCKLE ASSY) SENSOR RETAINER SENSOR RETAINER OUTSIDE TONGUES SENSOR ASSEMBLY INCLUDES LEAD (CONNECTS TO CHASSIS ANTI LOCK HARNESS)
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Figure 3
Exciter Ring Installed on Rear Wheel Assembly 1. 2. 3. 4. WHEEL SENSOR EXCITER RING HUB BRAKE DRUM
3.2. EXCITER RING

The exciter ring is machined to close tolerances and has 100 equally spaced teeth ( Figure 3 ). The ring is heated and then installed onto the wheel assembly. Then as the exciter ring cools, it shrinks on the mating surface of the wheel hub. As the wheel rotates, the 100 teeth pass the sensor, each breaking the magnetic field creating the AC signal. One hundred cycles or pulses of the signal would indicate one revolution of the wheel. The signal is transmitted from the sensor to the ECU.
3.3. ANTILOCK WARNING (INDICATOR) LIGHT

Refer to Figure 48 for this discussion. The antilock warning light is located on the instrument panel. When the vehicle is started, the "Initial Start-up Self Diagnostic Test" will be run. The test is fully explained in TROUBLESHOOTING. The yellow warning light also will turn on if, during operation, the ECU senses a system defect. The yellow instrument panel warning light and the warning light relay control coil receive ignition power from fuse 299. With the relay in the open position (relay de-activated), the ground for the warning light is completed and the light is turned on.
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The warning light relay control coil ground path is controlled by the ECU, which opens or closes the ground (activates or de-activates the relay) to turn the warning light ON or OFF. The warning light is ON whenever the relay is de-activated by the ECU. During the Self Diagnostic Test when starting the vehicle or if a failure occurs in the antilock system, the ECU opens the ground path for the warning light relay coil causing it to de-energize, turning on the yellow instrument panel warning light.If the antilock system is operating properly during normal operation, the lamp will not be on. The yellow antilock warning lamp, located on the instrument panel, receives ignition voltage from an in-line 10 amp fuse 299 through the cab harness to circuit 94F/94C/94B of the antilock cab harness. Voltage is present whenever the key switch is at IGN. The ground circuit to the warning light is circuit 94E through the warning light relay terminals 30 to 87A. The ground goes to circuits 94-GB/94-GC to 11-G and ground at G2. When the warning light relayis not energized, the warning light will be on. Ignition voltage (the same source as the warning light) is present to the warning light relay control coil whenever the key switch is at IGN. The relay control coil ground circuit (94H) is connected through the cab and chassis harness to the ECU harness 14-pin connector at pin "K". The ECU opens (light ON) or closes (light OFF) the warning light relay in response to antilock system conditions as determined by the ECU.
3.4. CR15 RELAY VALVE/ECU (WITH 4CHANNEL SYSTEM 04AZA)

Refer to Figure 4 .
Figure 4
CR15 Relay Valve/ECU Assembly 1. CONTROLLER (ECU) 2. AR1 RELAY VALVE
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The CR15 Relay Valve/ECU assembly consists of a ECU controller mounted on an AR1 antilock relay valve.
3.5. CONTROLLER (ECU)

The ECU controller houses the electronic control unit that regulates the antilock system. The ECU performs a system start-up self diagnostic test whenever the vehicle is started and then continues to monitor the antilock system during operation of the vehicle. The ECU uses the yellow instrument panel warning light and the warning light relay to communicate system performance to the driver. The ECU also incorporates a diagnostic LED window to provide additional system diagnostic information. See TROUBLESHOOTING. The ECU controller mounts on the antilock relay valve with four capscrews. The ECU is electrically connected through a 12pin and 14pin connector to the wheel sensors, brake modulators, and the cab antilock wire harness. The antilock relay valve functions as a service brake relay valve and contains no electronics of its own. The ECU assembly is supplied with electrical power by the vehicle electrical system. Refer to the Circuit Diagram for this discussion. The ignition power source ( Figure 5 ) to the ECU in the 8000 vehicle models is the J1 battery feed stud. Ignition power is delivered from the J1 battery feed stud on circuit 94 through a 30 amp in-line fuse (C298), and then to circuit 94A to the power relay (C283). The power relay is energized with the key switch turned to IGN. Voltage from the key switch uses circuit 13J to deliver power through an inline 10 amp fuse (C299) to circuit 13K and through the power relay control coil and is grounded via circuit 94GC and 11G to G2. Once energized, the power relay allows ignition voltage to flow to the crank relay (C285) on circuit 94M. Power from the crank relay flows to the ECU harness connector (C288) pin J on circuit 94K through connector C378, to circuits 94A and 94L. The ECU assembly harness includes a ground cable (circuit 94G) that is grounded to the vehicle frame. When voltage from the start switch energizes the crank relay during engine cranking, power to the ECU is shut OFF. The crank relay control coil is grounded through circuit 94GA, 94GB, 94GC, and 11G to G2. NOTE During engine cranking, system voltage will on occasion drop below the operating limits of the ECU. The system avoids this by deenergizing the ECU using the crank relay.
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Figure 5 8000 ABS Power Circuit
3.6. AR1 ANTILOCK RELAY VALVE

The AR1 antilock relay valve is a specialized service brake relay valve. The AR1 contains no electronic components and functions as a brake relay valve. The AR1 is essentially an R14 relay valve with a special cover that permits the direct attachment of the ECU controller. When the controller and relay valve are assembled together, the assembly is called a CR15 Relay Valve/ECU. In the antilock brake system, the AR1 relay valve ( Figure 6 ) serves as a relay station to speed the application and release of the rear service brakes. Incorporated within the AR1 relay valve is a quick release valve next to the service port, which provides for rapid exhausting of control air pressure from above the relay piston. All air connections on the relay valve are identified with cast, embossed letters for ease of maintenance. The letter identification of the air ports on the AR1 is:
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Figure 6 AR1 Relay Valve Table 2 AR-1 Air Port Identification EMBOSSED IDENTIFICATION SUP DEL SER
AR1 AIR CONNECTION Supply (Primary reservoir to relay valve) Delivery (To rear modulators) Service (Brake valve to relay valve)
For complete information on relay valve operation and maintaining the valve, refer to GROUP 04 - BRAKES in the CTS-5000 MASTER SERVICE MANUAL.
3.7. M21 MODULATOR VALVE (WITH 4CHANNEL SYSTEM 04AZA)

The M21 antilock system modulator ( Figure 7 ) is essentially a high capacity, ON/OFF air valve that incorporates a pair of electrical solenoids for control. The solenoids provide the electro-pneumatic link between the antilock controller electronics and the air brake system. The M-21 can be used to control the braking function ( Figure 8 ) on an individual wheel or two service actuators (as with 6x4). The M-21 is the last control valve that air passes through on its way to the service brake actuator(s).
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Figure 7 M21 Modulator Valve
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Figure 8
M21 Air Flow Diagram 1. 2. 3. 4. M21 MODULATORS ELECTRICAL CONNECTION TO EC15 CONTROLLER QRV CR15 RELAY VALVE/ECU
The M21 modulator consists of a die cast aluminum body and a solenoid assembly, which contains one normally open (NO) solenoid, one normally closed (NC) solenoid, and two inlet and exhaust diaphragm valves. A Packard, three pin, 280 series weather resistant electrical connector is part of the M21 solenoid assembly and carries control commands from the ECU to the M21 modulator. The Supply, Delivery and Exhaust ports on the M21 are identified with raised numerals for positive identification. They are: Table 3 M-21 Valve Port Identification M21 MODULATOR VALVE IDENTIFICATION 1 VALVE PORTING Supply Incoming air from brake valve through QRV (frt axle) or relay valve (rear axle). Delivery Air delivery to service actuators. Exhaust Air exhausted during antilock control.
2 3
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3.8. NON-ANTILOCK APPLICATION

Refer to Figure 9 .
Figure 9
M21 Application Of Service Brakes 1. EXHAUST PORT 2. EXHAUST DIAPHRAGM 3. EXHAUST SOLENOID 4. BRAKE VALVE 5. SPRING 6. SUPPLY SOLENOID 7. SPRING 8. SUPPLY DIAPHRAGM 9. BRAKE CHAMBER 10. DELIVERY PORT 11. SUPPLY PORT
During normal nonantilock braking, both solenoids are de-energized (no electrical power). Brake application air enters the Supply port of the M21 and flows to, and through, the open exhaust solenoid then to the exhaust diaphragm. Air pressure, along with spring force, seats the exhaust diaphragm on the exhaust passage, thus preventing the escape of service air. Simultaneously, application air flows to the supply diaphragm and forces it away from its seat. Air flows past the open supply and out the M21 delivery port to the service brake chambers.
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3.9. NONANTILOCK HOLD

Refer to Figure 10 .
Figure 10
Non Antilock Holding Position 1. EXHAUST PORT 2. EXHAUST DIAPHRAGM 3. EXHAUST SOLENOID 4. BRAKE VALVE 5. SPRING 6. SUPPLY SOLENOID 7. SPRING 8. SUPPLY DIAPHRAGM 9. BRAKE CHAMBER 10. DELIVERY PORT 11. SUPPLY PORT
When the desired air pressure is attained in the service brake chambers, the brake system is in the Holding position. In the Holding position, both solenoids in the M21 remain de-energized and the balance of the internal components remain in the same position as they assumed during application.
3.10. NONANTILOCK EXHAUST

The manner in which air exhausts through the M21 differs, depending upon how rapidly the brake application is released by the driver.
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Normal Exhaust Refer to Figure 11 . During a normal, relatively "slow" brake release, air moves back through the M21 in the reverse direction as it flowed during application. The internal components of the M21 will remain in the same position as they assumed during application until air pressure decreases to approximately one half psi, at which time the supply diaphragm will seat on the supply passage. Air will generally not be expelled from the M21 exhaust port during normal brake release.
Figure 11 M21 Non Antilock Exhaust (Normal) 1. EXHAUST PORT 2. EXHAUST DIAPHRAGM 3. EXHAUST SOLENOID 4. BRAKE VALVE 5. SPRING 6. SUPPLY SOLENOID 7. SPRING 8. SUPPLY DIAPHRAGM 9. BRAKE CHAMBER 10. DELIVERY PORT 11. SUPPLY PORT Rapid Exhaust Refer to Figure 12 . The Rapid Exhaust operation described in the following textonly occurs when the M21 is controlling two, type 30 (or larger) service chambers. During a very rapid brake release, the M21 will exhaust air in a different manner. An example of this would be if the driver made a severe brake application, then lifted his foot from the brake pedal (released foot valve). During a rapid brake release, air from the exhaust diaphragm flows back through the open exhaust solenoid and to the application devices exhaust. With pressure removed from the control side of the exhaust diaphragm, air, returning to the M21 from the service chambers, opens the exhaust diaphragm. Returning air flows past the open
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exhaust and out the the M21 exhaust port. Air will also flow past the open supply diaphragm and back to the application devices exhaust.
Figure 12
M21 Non Antilock Exhaust (Rapid) 1. EXHAUST PORT 2. EXHAUST DIAPHRAGM 3. EXHAUST SOLENOID 4 . BRAKE VALVE 5. SPRING 6. SUPPLY SOLENOID 7. SPRING 8. SUPPLY DIAPHRAGM 9. BRAKE CHAMBER 10. DELIVERY PORT 11. SUPPLY PORT
3.11. ANTILOCK OPERATION GENERAL

If a service brake application is made and the antilock system finds a beginning wheel lockup, the antilock controller will immediately begin modification of the brake application using the M21 modulator. In order to modify the brake application, the coils of the two solenoid valves contained in the M21 are energized or deenergized in a preprogrammed sequence by the ECU. When a solenoid coil is energized, a shuttle within the solenoid moves, and depending upon the function of the specific solenoid, it either opens or closes, thereby causing the exhaust or reapplication of air pressure to the brake actuator. The solenoids in the M21 are controlled independently by the antilock controller. By opening and closing the solenoid valves in the M21 modulators, the antilock controller is able to simulate what the driver does when he "pumps the
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brakes." The antilock controller is able to "pump" each modulator, along with the brakes connected to it, independently and with far greater speed and accuracy.
3.12. ANTILOCK EXHAUST

Figure 13
M21 Antilock Exhaust 1. EXHAUST PORT 2. EXHAUST DIAPHRAGM 3. EXHAUST SOLENOID 4 . BRAKE VALVE 5. SPRING 6. SUPPLY SOLENOID 7. SPRING 8. SUPPLY DIAPHRAGM 9. BRAKE CHAMBER 10. DELIVERY PORT 11. SUPPLY PORT
When wheel lock-up is found, or about to happen, the antilock controller simultaneously energizes both the supply and exhaust solenoids in the M21. Energizing the supply solenoid causes its exhaust to close and inlet to open. With the inlet of the supply solenoid open, application air is permitted to flow to the control side of the supply diaphragm. Air pressure acting on the supply diaphragm causes it to close the supply and prevent further delivery of air to the brake chamber.
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Energizing the exhaust solenoid closes its inlet and opens its exhaust. By closing the exhaust solenoid inlet, application air is prevented from flowing to the control side of the exhaust diaphragm. Air pressure which was present on the control side of the exhaust diaphragm flows out the exhaust port of the M21. With control air pressure removed from the exhaust diaphragm, brake application air forces the exhaust diaphragm to unseat, which allows it to flow out the M21 exhaust port. The M21 will remain in the Antilock Exhaust mode until the antilock controller senses that wheel speed has increased. The M21 can enter the Antilock Hold or Reapply mode from the Antilock Exhaust mode.
3.13. ANTILOCK HOLD

Figure 14
M21 Antilock Holding Position 1. EXHAUST PORT 2. EXHAUST DIAPHRAGM 3. EXHAUST SOLENOID 4. BRAKE VALVE 5. SPRING 6. SUPPLY SOLENOID 7. SPRING 8. SUPPLY DIAPHRAGM 9. BRAKE CHAMBER 10. DELIVERY PORT 11. SUPPLY PORT
The antilock controller will place the M21 in the Hold position when it senses that the correct wheel speed (braking force) has been reached. The antilock controller will also place the M21 in the Hold position, prior to
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entering the ReApply, when it finds recovery from a locked wheel condition. In this mode of operation, the M21 supply solenoid remains energized, while the exhaust solenoid is de-energized. De-energizing the exhaust solenoid opens its inlet and closes its exhaust. Opening the exhaust solenoid inlet allows application air to flow to the control side of the exhaust diaphragm, which then seals the exhaust passage. With the exhaust diaphragm seated, further exhaust of brake chamber air pressure is prevented. Because the supply solenoid remains energized, the supply diaphragm remains seated, thus preventing application air from flowing to the delivery port and out to the brake chamber. The M21 can enter the Antilock Exhaust or Reapply mode from the Antilock Hold mode.
3.14. ANTILOCK REAPPLY

If the antilock controller senses that wheel speed has increased sufficiently to allow reapplication of braking pressure, it deenergizes the supply and exhaust solenoids. With both solenoids deenergized, the M21 reapplies air to the brakes in the same manner it did during a NonAntilock Application.
4. MAINTENANCE AND SERVICE CHECKS

4.1. MAINTENANCE
IMPORTANT Please Read When you are working on, or near a vehicle, the following general precautions should be observed. 1. Park the vehicle on a level surface, apply the parking brakes, and always block the wheels. 2. Stop the engine when working around the vehicle. 3. Drain the air pressure from all reservoirs before beginning ANY work on the vehicle. 4. When working in the engine compartment, the engine should be shut off. Where circumstances require running the engine, EXTREME CAUTION must be used to prevent personal injury resulting from contact with moving, rotating, leaking, heated, or electrically charged components. 5. Never connect or disconnect a hose or line containing pressure; it may whip. Never remove a component or plug, unless you are certain all system pressure has been released. 6. Never exceed recommended pressures and always wear safety glasses. 7. Do not attempt to install, remove, disassemble or assemble a component until you have read and thoroughly understand the recommended procedures. Use only the proper tools and observe all precautions pertaining to use of those tools. 8. Use only International approved parts, components, and kits. Replacement hardware, tubing, hose, fittings, etc. must be designed specifically for such applications and systems. 9. Components with stripped threads or damaged parts should be replaced, rather than repaired. Repairs requiring machining or welding should not be attempted unless specifically approved and stated by the International Engineering. 10. Prior to returning the vehicle to service, make certain all components and systems are restored to their proper operating condition.
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11. Always turn the ignition key to OFF before disconnecting any of the antilock wiring or connectors. If the key is not OFF, the ECU controller will record the power interruption as a static fault.
CAUTION Before you weld on a vehicle with an electronic control module for the engine, antilock brake system or other electronically controlled components, it is mandatory to remove all connectors going to the Electronic Control Unit (ECU). It is also mandatory to disconnect the positive (+) and negative () battery cables before connecting the welder. Attach the welder ground cables as close as possible to the part being welded. Never connect the welder ground cables to an ECU or mounting bracket for the ECU.
5. M21 MODULATOR VALVE

Perform the tests and inspections presented at the prescribed intervals. If the M21 fails to function as described, or leakage is excessive, it should be replaced. Replace only with International-approved parts.
5.1. EVERY 3 MONTHS, 25,000 MILES OR 900 OPERATING HOURS

1. Remove any accumulated debris and contaminants, then visually inspect the outside of the modulator for excessive corrosion and physical damage. Replace if necessary. 2. Inspect all air lines and wire harnesses connected to the M21 for signs of wear or physical damage. Replace as needed. 3. Test air line fittings for excessive leakage and tighten or replace as necessary. 4. Perform the OPERATION AND LEAKAGE TESTING described below.
5.2. OPERATION & LEAKAGE TESTS M21 MODULATOR VALVE

Leakage Testing 1. Park the vehicle on a level surface and block or chock the wheels. Release the parking brakes and build the air system to full pressure. 2. Turn the engine OFF and make 4 or 5 brake applications and note that the service brakes apply and release promptly. 3. Build system pressure to governor cutout and turn the engine OFF. 4. Make and hold a full service brake application. a. Apply a soap solution to the exhaust port of the M21 modulator. Leakage should not exceed a one-inch bubble in less than 3 (three) seconds. If leakage exceeds the specified maximum, replace the M21 modulator. b. Apply a soap solution around the solenoid assembly (top and bottom). Leakage should not exceed a one-inch bubble in less than 3 (three) seconds. If leakage exceeds the specified maximum, tighten the solenoid cap screws and retest. If the leakage remains excessive after retesting, replace the M21 modulator.
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c.
Apply a soap solution around each diaphragm cover. Leakage should not exceed a one-inch bubble in less than 3 (three) seconds. If leakage exceeds the specified maximum, tighten the diaphragm cap screws and re-test. If the leakage remains excessive after retesting, replace the M21 modulator.
Operation Testing (Chuff Test) M21 Modulator Valve Each M21 modulator contains (1)exhaust solenoidand (1)hold solenoid. During this test, the ECU controller will "fire" or energize each solenoid briefly in a test cycle making a "chuff" sound as the air exhausts. The exhaust solenoid will be "fired" for 10 milliseconds, then a pause for only a few milli-seconds and the hold solenoid will "fire" for 20 milliseconds. The two firing in rapid sequence will produce a "chuff" sound. The ECU will begin at the right front, then go to the left front, then right rear, and finish the cycle on the left rear. It will then repeat the cycle, making two complete cycles. NOTE Proper testing of the M21 modulator operation requires 2 service technicians. 1. Park the vehicle on a level surface and block or chock the wheels. Release the parking brakes and build the air system to governor cutout. 2. Turn the engine ignition key OFF, then make and hold a full brake application. 3. With the brake application held and a service technician posted at one of the M21 modulators, turn the vehicle ignition key ON and note the following: a. A short burst of air pressure should be noted first at the RIGHT FRONT M21 modulator exhaust. b. Then a short burst of air pressure should be noted at the LEFT FRONT M21 modulator exhaust. c. Then a short burst of air pressure should be noted at the RIGHT REAR M21 modulator exhaust.
d. Last, a short burst of air pressure should be noted at the LEFT REAR M21 modulator exhaust. e. The test cycle will be repeated one more time, repeating steps A through D. If the air burst of the solenoids exhausting is not noted at one or more of M21 modulators, perform the Electrical Tests located in TROUBLESHOOTING. Electrical testing ALWAYS WILL BEGIN WITH THE "INITIAL STARTUP PROCEDURE."
5.3. REMOVE AND INSTALL M21 MODULATOR VALVE

Valve Removal 1. Park the vehicle on a level surface and block the wheels and/or hold the vehicle by means other than the air brakes. 2. Drain the air pressure from all vehicle reservoirs. 3. Identify and mark or label all air lines and their respective connections on the valve to facilitate ease of installation. 4. Disconnect both air lines and the electrical connector. 5. Remove the valve from the vehicle. Valve Installation 1. Install all air line fittings and plugs making certain thread sealing material does not enter the valve.
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2. Install the assembled valve on the vehicle. 3. Reconnect both air lines to the valve using the identification made during VALVE REMOVAL step 3. 4. Reconnect the electrical connector to the M21. 5. After installing the valve, test all air fittings for excessive leakage and tighten as needed.
5.4. SPECIFICATIONS
M21 technical specifications are as follows: Porting 1 Supply Port (from brake, relay or quick release valve) 1 Delivery Port (brake actuator) Solenoid Voltage 12 Volts DC Nominal Maximum Operating Pressure 150 psi Gauge Operating Temp. Range -40 to +185 Fahrenheit Pressure Differential 1 psi maximum
6. EC15 CONTROLLER (ECU)

6.1. EVERY 3 MONTHS, 25,000 MILES, OR 900 OPERATING HOURS
1. Check all wiring and connectors to ensure they are secure and free from visible damage. 2. Although the ECU controller incorporates selfcheck diagnostics, the LED display should be inspected to ensure that the LEDs are functional. With the vehicle ignition ON, a magnet (800 gauss; capable of picking up 3 ounces) held to the LED reset switch should cause all of the LEDs to illuminate. If one or more of the LEDs DO NOT ILLUMINATE and the antilock warning light on the dash indicates the system is functioning properly, the nonilluminated LED(s) should be noted for future reference. Although the diagnostic capabilities will be limited, the system will continue to function as designed. NOTE For the next step, 2 technicians are required: a vehicle driver and an observer. 3. Road test the vehicle by making an antilock stop from a vehicle speed of 20 miles per hour. When an antilock stop is made, the modulator solenoids pulsate and an audible burst of air can be heard from outside of the cab by an observer. The wheels should not enter a prolonged "lock" condition when vehicle speeds are above seven miles per hour.
6.2. REMOVE AND INSTALL EC15 CONTROLLER (ECU)

Removal ECU Mounted On Antilock Relay Valve NOTE Before disconnecting ANY electrical circuits in the antilock system, the ignition key must be OFF. If the key is not OFF, the EC15 will record the open circuit(s) as a fault. 1. Identify and remove all air lines connected to the unit.
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2. Identify and disconnect the electrical connector(s) from the ECU. 3. Note and mark the mounting position of the Controller/Relay valve assembly on the vehicle. Loosen, remove and save the mounting hardware attaching the CR15 Relay Valve/EC15 Controller assembly bracket to the vehicle. Remove the CR15 Relay Valve/EC15 Controller assembly from the vehicle. 4. Remove any dirt, grease, etc. from the cover of the ECU assembly.Make sure you protect the open ports and connectors. 5. Note and mark the position of the ECU controller relative to the antilock relay valve. Remove and keep the four capscrews that secure the ECU to the antilock relay valve. Carefully separate the ECU from the antilock relay valve making sure you dont damage the gasket between the two components. Peel the gasket from the the ECU or relay valve and keep for reuse (NOTE: Use a new gasket if the old gasket is damaged or if a new gasket is readily available). Installation EC15 (ECU) Mounted On Relay Valve 1. After noting the relationship of the positioning marks made prior to disassembly, position the gasket on the ECU, then secure the ECU to the antilock relay valve using the four capscrews. Torque the capscrews to 5080 lbs. in. (5.69.0 Nm). 2. Mount the assembled ECU and antilock relay valve on the vehicle and orient it in the position marked prior to removal. 3. Connect the air lines (as marked in removal) to the relay valve. 4. Connect the electrical connectors (as marked during removal) to the ECU. 5. Test the antilock relay valve for operation and leakage prior to placing the vehicle in service. 6. Perform the "Initial Startup Procedure" in the TROUBLESHOOTING Section to assure proper antilock system operation.
7. AR1 ANTILOCK RELAY VALVE

Perform the tests and inspections presented at the prescribed intervals. If the AR1 fails to function as described, or leakage is excessive, it should be repaired or replaced. Use only Internationalapproved parts.
7.1. EVERY 3 MONTHS, 25,000 MILES OR 900 OPERATING HOURS

1. Clean the valve well and visually inspect the exterior for excessive corrosion and physical damage. 2. Inspect all air lines connected to the AR1 for signs of wear or physical damage. Replace as necessary. 3. Test air line fittings for excessive leakage and tighten or replace as necessary. 4. Perform the Leakage Test described below.
7.2. EVERY YEAR, 100,000 MILES, OR 3,600 OPERATING HOURS

1. Perform the Operation and Leakage Tests that follow.
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7.3. OPERATION AND LEAK TESTS AR1 ANTILOCK RELAY VALVE

Operation Test NOTE The following test requires 2 technicians. 1. Apply and release the brakes several times while a helper checks for prompt application and release at each wheel. If prompt reaction is noted at some,but not all wheels, test the antilock modulator between the AR1 and the brake actuator for proper operation. If a "sluggish" response is noted at all wheels, inspect for a kinked or obstructed air line leading to or from the AR1. 2. If some,but not all,brakes release completely, test the antilock modulator between the AR1 and the brake actuator. If an incomplete release is noted at all wheels, inspect for a kinked or clogged air line leading to or from the AR1. 3. During brake release, confirm that a slight "puff" of air exits at the AR1s quick exhaust port in the cover. Air exiting at this exhaust port indicates the AR1 integral quick release is functioning. Leakage Test 1. Build the air system pressure to governor cut-out, and apply a soap solution to the exhaust port in body. The leakage noted should not exceed a one-inch bubble in less than three (3) seconds. 2. Make and hold a full brake application and apply a soap solution to the exhaust ports in the body, cover, and around the cover where it joins the body. The leakage noted should not exceed a one-inch bubble in less than three (3) seconds at any exhaust port.
7.4. REMOVE AND INSTALL AR1 ANTILOCK RELAY VALVE

Remove 1. Park the vehicle on a level surface and block the wheels and/or hold the vehicle by means other than the air brakes. 2. Drain the air pressure from all vehicle reservoirs. 3. Identify, mark or label all air lines and wiring cables and their respective connections on the CR15 Relay Valve/EC15 Controller to facilitate ease of installation. NOTE Always turn key switch OFF before disconnecting any portion of the antilock wiring system. If circuits are disconnected with the key ON, the EC15 controller will record the open circuit as a fault condition. 4. Disconnect all air lines and wiring. 5. Note and mark the mounting position of the relay valve/controller assembly on the vehicle. Remove and save the relay valve/controller mounting hardware, then remove the CR15 Relay Valve/ECU Controller assembly from the vehicle. 6. Completely clean the case of the relay valve/controller assembly, making sure to protect the open ports and connectors. 7. Note and mark the position of the EC15 controller relative to the AR1 relay valve for later reassembly. Remove the 4 capscrews securing the controller to the relay valve. Carefully separate the controller from
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the relay valve, making sure not to damage the gasket between the 2 components, if possible. Peel the gasket from the EC15 or AR1 and retain for use if it is not damaged. NOTE Use a new gasket if the old gasket is damaged or if a new gasket is readily available NOTE For disassembly of the relay valve, refer to GROUP 04 - BRAKES in the CTS-5000 Master Service Manual. Installation 1. After noting the relationship of the positioning marks made in Step 7 of Removal, position the gasket on the EC15, then secure the EC15 to the AR1 antilock relay valve using the 4 capscrews. Torque the capscrews to 5080 Lb. In. (5.6-9.0 Nm). 2. Install all air line fittings and plugs (as marked during removal) making certain thread sealing material does not enter the valve. 3. Install the assembled CR15 Relay Valve/ECU Controller on the vehicle in the position marked during Step 5 of Remove. 4. Connect all air lines and wiring cables to the valve and controller assembly using the identification made during Valve Remove Step 3. 5. After installing the valve and controller assembly, test all air fittings or excessive leakage and tighten as needed.
8. TROUBLESHOOTING
8.1. ANTILOCK WIRING
IMPORTANT The only way the driver knows the Antilock Brake System is not working properly is when the yellow dash warning light turns on. The driver will not be able to give you any useful information to help you find the problem. It is important that you follow the Troubleshooting Charts step by step and use a copy of the Troubleshooting Record Sheet . The antilock wire harnesses contain wires that are color-coded and have imprinted circuit numbers. CIRCUIT DIAGRAMS include the circuit numbers, wire colors, wire gauge and connector numbers. The connector numbers identify the various connectors by number. CONNECTOR END VIEWS display pin configuration and circuits that are attached for the various numbered connectors. Connectors are always viewed from the mating ends. As you diagnose wiring in the antilock system, the following general rules should be followed where applicable: 1. It is generally best to replace a wire harness, rather than repair individual wires in the harness. If a splice repair must be made, it is important that the splice be properly soldered with a rosin flux (not acid-based) and made waterproof. 2. Do not pierce wire insulation when checking for continuity. Also, do not probe the ECU harness 12 and 14 pin connectors from the rear to check for continuity. The pins are sealed against moisture.Check for power, ground or continuity only by disconnecting the connector(s) and testing the individual pins or sockets in the connector.
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3. Always refer to the Circuit Diagram Book for wire and connector identification. Individual wire identification will differ depending upon the type of connectors in use, the vehicle model, and the system features.
8.2. DIAGNOSING AND LOCATING A SYSTEM PROBLEM

SelfDiagnostics The ECU contains self-test and diagnostic circuitry that continuously checks for proper operation of the entire antilock system, including wiring continuity. A yellow warning light located on the instrument panel, controlled by the ECU, advises the driver of the condition of the antilock system. The condition of specific antilock components is provided to the mechanic by a series of labeled, Light Emitting Diodes (LEDs) displayed through a window in the ECU. No special tools or equipment are needed to read or interpret the ECU diagnostics window. It should be noted that the ECU diagnostics display is separate from the yellow antilock condition light on the dash. With this separation, the driver is only aware there is a problem. A special feature of the ECU controller is the failure signal and diagnostic system. Off and on problems, particularly in the wheel speed sensing area, can be difficult to diagnose. When the controller senses a failure, whether in the controller electronics, the modulator or wheel speed sensing areas, it stores the information in the ECU, disables the antilock function, turns on the dash mounted antilock condition light and the appropriate diagnostic LEDs on the ECU. Failure information is stored and is not lost because of loss of power to the ECU. The LEDs will re-light when power is restored and remain on until the failure is corrected. After the actual problem is corrected, you can clear or reset the ECU diagnostics by passing a small magnet over the RESET point in the diagnostics window. Locating A System Defect ALL TROUBLESHOOTING BEGINS BY OBSERVING THEyellowANTILOCK WARNING LIGHT! While the yellow antilock warning light on the instrument panel indicates a system defect, and the ECU diagnostic display locates a specific problem area, it is still necessary to confirm whether the problem is in the component, the wiring, or a faulty or mis-adjusted chassis component. Test procedure charts are provided to interpret the dash light self test, and the condition of the LEDs. Troubleshooting Flow Charts Troubleshooting Flow Charts are included for each test.Troubleshooting always begins with Diagnosing The Initial Start-up Procedure.It is the "Initial Start-up Procedure" that the ECU performs each time the key is turned to IGN and indicates a system defect. This procedure will direct you to the next test flow chart based on performance of the Dash Light and ECU LEDs. Refer to the CIRCUIT DIAGRAMS while performing the tests. Also refer toCOMPONENT LOCATIONS(See CIRCUIT DIAGRAM, page 65)for specific locations for various components and connectors. CONNECTOR COMPOSITES are also included for each multiple connector. It must be stressed that ALL TROUBLESHOOTING BEGINS BY OBSERVING THEyellowANTILOCK WARNING LIGHT located on the instrument panel. You should begin all troubleshooting by first performing theInitial Startup Procedureand following the directions contained in it. The troubleshooting procedure DIAGNOSING THE "INITIAL STARTUP PROCEDURE" narrows the problem to either the wiring or a specific antilock component.
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Important Troubleshooting Tips 1. Record all findings and the action taken on a TROUBLESHOOTING RECORD SHEET. The Troubleshooting Record Sheet should be filed in the vehicle maintenance folder for future reference. 2. No voltage or resistance tests are ever performed into the EC15.All voltage and resistance tests are performed by beginning at the vehicle antilock wire harness(s) side of the EC15 pigtail connectors and moving AWAY from the EC15 toward an antilock system component (Modulator, Wheel Speed Sensor, etc.)NO tests are performed "into" the EC15 controller.
8.3. DIAGNOSTIC LEDS

There are nine LEDs, plus a magnetically actuated reset switch in the EC15 diagnostic window ( Figure 15 ). The first five LEDs locate a problem to a specific area of the vehicle, while the last four indicate the problem component or its wiring. The LEDs are software driven and are either ON or OFF depending upon their monitor function.
Figure 15
EC15 LED Window 1. LED WINDOW 2. EC15 CONTROLLER 3. LEDs
NOTE Right and left, front and rear are determined from the drivers seat. Left front is therefore the corner closest to the driver. FRONT LED This Red LED turns ON and stays ON to indicate the location of a problem component or its wiring. This LED (when ON) indicates a defect in either the right or left front modulator or sensor circuits. The defect may be either the wiring or components. The FRONT LED lights at the same timeas either the RIGHT or LEFT LEDand either the MOD or SENS LED. MID LED This Red LED is not used in troubleshooting the ECU and should only turn on when a magnet is held on the RESET switch. REAR LED
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This Red LED turns ON and stays ON to indicate the location of a problem component or its wiring. This LED (when ON) indicates a defect in either the right or left rear modulator or sensor circuits. The defect may be either the wiring or components. The REAR LED illuminates at the same timeas either the RIGHT or LEFT LEDand either the MOD or SENS LED. RIGHT LED This Red LED turns ON and stays ON to indicate the location of a problem component or its wiring. This LED (when ON) indicates a defect on the right side (passenger) of the vehicle. The defect is in either the modulator or sensor circuits. The defect may be either wiring or the components. The RIGHT LED turns on at the same timeas either the FRONT or REAR LEDand either the MOD or SENS LED. LEFT LED This Red LED turns ON and stays ON to indicate the location of a problem component or its wiring. This LED (when ON) indicates a defect on the left side (driver side) of the vehicle. The defect is in either the modulator or sensor circuits. The defect may be either wiring or the components. The LEFT LED illuminates at the same timeas either the FRONT or REAR LEDand either the MOD or SENS LED. MOD LED This Red LED turns ON and stays ON to indicate a permanent or intermittent open or short circuit in the solenoids of one of the four modulators or the wiring connecting a modulator to the system. When this LED is on,either the RIGHT OR LEFT LEDand either the FRONT OR REAR LED will also turn on to identify the defect location. SENS LED This Red LED turns ON and stays ON to indicate permanent or intermittent failure. The failures indicated are: open or shorted wheel speed sensor, open or shorted wheel speed sensor wiring, wheel speed signal not present or is not proper. When this LED is ON,either the RIGHT OR LEFT LEDand either the FRONT OR REAR LED will also be ON to identify the defect location. ECU LED This Red LED, when ON, indicates that the controller itself has failed. It stays ON for all ECU failures, except low voltage. For voltages less than 9V DC, this LED turns on to indicate the controller is inoperative; however, when the voltage again exceeds 9V DC, the LED will TURN ITSELF OFF. VOLT LED This Green LED turns ON and stays ON during vehicle operation to indicate that vehicle power is reaching the controller. If vehicle power is out of range for proper operation (below 11 vdc or above 17 vdc) this LED will flash until power returns to the proper operating range. RESET Beneath the RESET area of the window display is a magnetically sensitive switch that is used to reset the diagnostic system. The device will respond to a magnet (magnet strength must be capable of picking up 3 ounces). With the vehicle key at IGN, holding a magnet against the RESET will cause all LEDs to turn on as long as the magnet is held against it. Resetting can only be done with the key at IGN.
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9. EC15 DIAGNOSTIC STEPS

9.1. INITIAL STARTUP SELF TEST PROCEDURE
For a vehiclewithout any system defects, the following information describes "normal behavior" during the engine start-up. Normal StartUp NOTE The ECU will begin start-up diagnostics when the key is turned to IGN. However, when the starter is engaged, the crank relay cuts power to the ECU during the engine cranking process. When the engine cranking process is ended, power is reapplied to the ECU and the "Initial Start-up Procedure" will start over. Test Explanation Each M21 modulator contains (1)exhaust solenoidand (1)hold solenoid. During this test with service brakes applied, the ECU controller will "fire" or energize each solenoid briefly in a test cycle making a "chuff" sound as the air exhausts. The exhaust solenoid will be "fired" for 10 milli-seconds, then a pause for only a few milli-seconds and the hold solenoid will "fire" for 20 milli-seconds. The two firing in rapid sequence produces a single "chuff" sound. If the solenoids are wired incorrectly, or if only one is firing, the sound will be distinctly different. The ECU will begin at the right front, then go to the left front, then the right rear, and finish the cycle on the left rear. It will then repeat the cycle, making two complete cycles. The second cycle is a repeat of the first. When the vehicle engine is started (or key switch turned to IGN), the ECU first runs the described series of modulator tests. The controller begins at theright frontM21 modulator and fires each of the (2) solenoids contained in the modulator, then moves to theleft frontmodulator and fires each of the (2) solenoids in that modulator and moves to theright rearmodulator, again firing both solenoids, and finally moves to theleft rearand fires each of the (2) solenoids in that modulator. The cycle will be repeated one more time, in the same sequence. After the modulator test is complete, the ECU will energize the "Engine Brake Relay" five or six times rapidly, causing a "chattering sound" from the relay (if vehicle is equipped with engine brake), then the yellow instrument panel warning light will flash twice and remain on until the vehicle speed is at least 710 mph for several seconds, then the warning light will "go out." This indicates the antilock system is performing correctly. The ECU will continue to monitor system performance and turn on the warning light if there is a problem. NOTE If the vehicle is warm, and shut-off briefly, then restarted and quickly driven past the seven to ten miles per hour point, the system may not go through the diagnosis process of flashing twice, then staying on until the seven miles per hour is attained.
9.3. DIAGNOSING THE INITIAL STARTUP PROCEDURE WITH DEFECT IN THE ANTILOCK SYSTEM (PART 1)
Refer to Figure 16, Figure 17, and Figure 18.
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Figure 16 Diagnosing the Initial Start-Up Procedure With Defect in the Antilock System (Part 1) NOTE If the Initial StartUp Procedure" is performed in a quiet area and you listen care fully, modulator click or chuff" and engine brake relay chattering can be heard. This will help you in your diagnosis.
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Figure 17
Diagnosing the Initial Start-Up Procedure With Defect in the Antilock System (Part 2)
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Figure 18 Diagnosing the Initial Start-Up Procedure With Defect in the Antilock System (Part 3)
9.4. ABS DASH WARNING LIGHT

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Figure 19
ABS Dash Warning Light
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Figure 20
ABS Dash Warning Light (Cont.)
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Figure 21 ABS Dash Warning Light (Cont.)
9.5. INSPECTION FOR ILLUMINATED LEDS

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Figure 22
Inspection for Illuminated LEDs 1
Figure 23
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Figure 24
9.6. TESTING FOR POWER TO THE ECU

Refer to Figure 25 and Figure 26.
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Figure 25
Testing for Power to the ECU
IMPORTANT Vehicle batteries must be charged to perform this test. Check batteries for stateof charge (less than 12 volts), correct condition.
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NOTE You must turn the key switch OFF before disconnecting any antilock circuits. NOTE Electrical test must NEVER be made "into" the ECU. All tests are performed on the harness side of the ECU connectors.
Figure 26
Testing for Power to the ECU (Cont.)
9.7. TESTING THE MODULATOR

Refer to Figure 27, Figure 28, Figure 29, Figure 30, and Figure 31.
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Figure 27
Testing the Modulator (Part 1)
NOTE Record LEDs that are illuminated before starting the test. Also record ALL test steps and results on the Troubleshooting Record Sheet. NOTE Refer to a circuit diagram for vehicle being tested.
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Figure 28 Testing the Modulator (Part 2)
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Figure 29
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Figure 30 Testing the Modulator (Part 4)
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Figure 31
9.8. TESTING THE WHEEL SENSOR

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Figure 32
Testing the Wheel Sensor (Part 1)
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Figure 33
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Figure 34
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9.9. TESTING FOR FALSE INDICATION CAUSED BY DASH LIGHT RELAY

Figure 35
Testing for False Indication - Caused by Dash Light Relay (Part 1)

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Figure 36
Testing for False Indication - Caused by Dash Light Relay (Part 2)
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9.10. TESTING FOR FALSE FAILURE INDICATION CAUSED BY WHEEL SPEED COMPONENTS
Refer to Figure 37.
Figure 37
Testing for False Failure Indication - Caused by Wheel Speed Components
9.11. ENGINE BRAKE RELAY TEST

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Figure 38 Engine Brake Relay Test 1 (With Vehicles Equipped)
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Figure 39
Engine Brake Relay Test 2
NOTE See CTS4414, Electrical Troubleshooting Guide, 1000 through 4000, 7000, 8000 for other engine brake non-operating symptoms.
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9.12. EXCITER RING/WHEEL SENSOR

Adjustment 1. To adjust the wheel sensors, push the sensor into the bushing (on front axle) or into the mounting block (rear axle) as far as it will go. The sensor will bottom out against the exciter ring, then as the exciter ring rotates, the sensor will self-adjust. To adjust or check adjustment of the rear wheel sensor, the brake drum must be removed. Inspection 1. Thefront axle sensorcan be removed from the axle side of the steering knuckle by pulling the sensor out. Inspect the sensor lead, the connector and the sensor for damage. Replace if damaged. To install, push the sensor into the bushing as far as it will go. 2. Therear axle sensorremoval requires removal of the wheels and brake drum. Inspect the sensor lead, the connector and the sensor for damage. Replace if damaged. To install, push the sensor into the bushing as far as it will go. 3. Inspect theexciter ringsfor damage by removing the brake drum from the wheel hub. If damaged, the exciter ring should be replaced. Observe the exciter ring, noting that it is properly seated on the wheel hub. To inspect for exciter ring runout with respect to the installed sensor, (with drum removed) push the sensor in against the exciter ring. Using a feeler gauge, slowly rotate the wheel hub observing the clearance between the exciter ring and the sensor. The gap must be between 0 and 0.025 inch for proper signal output. Remove And Install 1. Exciter Ring To remove the exciter ring, first remove the brake drum from the wheel hub. Then remove the hub from the vehicle. Lightly and evenly heat (about 200F) the exciter ring. Use a suitable puller to remove it from the hub. 2. To install the exciter ring on the wheel, uniformly heat soak the exciter ring to a temperature of approximately 200F. It is recommended that the exciter ring be heated by placing it in a 200F (approximate) bath (water or oil) until the desired temperature is achieved. Then install the exciter ring onto the wheel hub, taking care to fully seat the exciter ring, then allow the exciter ring to cool and "shrink fit" on the wheel hub.Do not heat with a torch as the exciter ring may develop hot spots, causing the exciter ring to distort. 3. Install the hub to the axle (less the brake drum) and adjust the wheel bearings (refer to GROUP 17 in the CTS-5000 MASTER SERVICE MANUAL). The bearing end play should not exceed .005 inch. Install the sensor and then inspect for runout as described in step 3 of "Inspection." Install the brake drum after the inspection is complete. 4. Sensor Retainers To replace the sensor retainer, remove old retainer and insert new retainer from axle side. Push into sensor bushing (front axle) or into sensor mounting block (rear axle) until retainer tongues are against the sensor bushing or mounting block. 5. Front Sensor Install the sensor into the retainer and sensor bushing from the backside of the steering knuckle. Push the sensor as far as possible through the sensor bushing. Refer to Figure 40 . No further adjustment is necessary.
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Figure 40
Typical Front Axle, Wheel Sensor Installation 1. 2. 3. 4. SENSOR BUSHING (PART OF KNUCKLE ASSY) SENSOR RETAINER SENSOR RETAINER OUTSIDE TONGUES SENSOR ASSEMBLY INCLUDES LEAD (CONNECTS TO CHASSIS ANTILOCK HARNESS)
6. Rear Sensor Install the sensor into retainer and sensor mounting block from the axle side in a horizontal position with the "cable end" of the sensor positioned as shown in Figure 41 or Figure 42 , depending on suspension type. Push the sensor in as far as possible through the mounting block. No further adjustment is necessary.
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Figure 41
Typical Rear Sensor Installation With Air Suspension 1. 2. 3. 4. 5. 6. 7. REF REAR AXLE SENSOR MOUNTING BLOCK (PART OF AXLE) SENSOR RETAINER (USE ONLY INTERNATIONAL RETAINER) SENSOR SHOWN REMOVED REF AXLE FLANGE SENSOR ASSEMBLY INCLUDES LEAD RETAINER OUTSIDE TONGUES REF
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Figure 42
Typical Sensor Installation With 4 Spring Suspension 1. 2. 3. 4. 5. 6. 7. REF REAR AXLE SENSOR MOUNTING BLOCK (PART OF AXLE) SENSOR RETAINER (USE ONLY INTERNATIONAL RETAINER) SENSOR SHOWN REMOVED REF AXLE FLANGE SENSOR ASSEMBLY INCLUDES LEAD RETAINER OUTSIDE TONGUES REF
9.13. TROUBLESHOOTING RECORD SHEET

Technicians Name ____________________________________________________________________ Date ____________________ Time ______________ Location_____________________________________________________________________________________ Vehicle Number ______________ Vehicle Mileage _____________Miles Check LEDs illuminated:
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__FRONT __MID __REAR __RIGHT __LEFT __MOD __SENS __ECU __VOLT Steps Taken, Comments: ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ Check LEDs illuminated: __ FRONT __MID __REAR __RIGHT __LEFT __MOD __SENS __ECU __VOLT Steps Taken, Comments: ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ Check LEDs illuminated: __ FRONT __MID __REAR __RIGHT __LEFT __MOD __SENS __ECU __VOLT Steps Taken, Comments: ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________ ____________________________________________________________________________________________
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10. COMPONENT LOCATIONS, CONNECTOR COMPOSITES AND CIRCUIT DIAGRAMS

10.1. COMPONENT LOCATION CHART
Table 4 Component Location Chart TOP OF MAIN FUSE AND RELAY BLOCK LEFT REAR FRAME RAIL NEAR EC15 LEFT COWL NEAR MAIN FUSE AND RELAY BLOCK IN HARNESS NEAR THE MAIN FUSE AND RELAY BLOCK IN HARNESS NEAR THE MAIN FUSE AND RELAY BLOCK RIGHT SIDE UNDER DASH ON RELAY BRACKET RIGHT SIDE UNDER DASH ON RELAY BRACKET RIGHT SIDE UNDER DASH ON RELAY BRACKET RIGHT SIDE UNDER DASH ON RELAY BRACKET AT ECU AT ECU NEAR FRONT MODULATOR VALVE AT FRONT ENGINE CROSSMEMBER AT FRONT ENGINE CROSSMEMBER NEAR FRONT MODULATOR VALVE NEAR REAR MODULATOR VALVE REAR OF CHASSIS NEAR CROSSMEMBER NEAR REAR MODULATOR VALVE REAR OF CHASSIS NEAR CROSSMEMBER RIGHT SIDE OF I/P BEHIND CLUSTER UNDER DASH NEAR CENTER
ACCESSORY FEED STUD G94 GROUND G2 GROUND C298 FUSE C299 FUSE C283 C284 C285 C286 C287 C288 C289 C290 C291 C292 C293 C294 C295 C296 C377 C378
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10.2. 8000 WIRING

Refer to Figure 43, Figure 44, Figure 45, Figure 46, and Figure 47.
Figure 43
8000 Cab Wiring 1. ACCESSORY FEED STUD (J1) 2. C298 30 AMP FUSE 3. C299 10 AMP FUSE 4. C377 CAB HARNESS TO 8-WAY CONNECTOR, CIRCUITS 94-GC, 13J, 17B AND 24 5. C297 ABS WARNING LIGHT, CIRCUITS 94E AND 94B 6. C283 POWER RELAY 7. C284 WARNING LIGHT RELAY 8. C285 CRANK RELAY 9. C286 ENGINE BRAKE RELAY 10. ABS CAB HARNESS 11. ABS CHASSIS HARNESS, CIRCUITS 94H, 94J AND 94A
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Figure 44
8000 Antilock Wiring at Front and Bottom Right of Cab 1. 2. 3. 4. 5. C378 CHASSIS TO CAB CONNECTOR, 97J AND 94A/94K CIRCUIT 94H CHASSIS ANTILOCK BRAKE HARNESS CAB ANTILOCK BRAKE HARNESS TO FIGURE 45
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Figure 45
8000 ABS Chassis Wiring 1. TO FIGURE 44 2. TO FIGURE 46 3. TO FIGURE 47
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Figure 46 8000 Chassis Wiring, Front Axle Section 1. 2. 3. 4. 5. 6. 7. 8. 9. RIGHT FRONT WHEEL SENSOR TO FIGURE 45 LEFT FRONT WHEEL SENSOR C289, CIRCUITS 94M AND 94AN C290, CIRCUITS 94AR, 94AP AND 94AS LEFT FRONT MODULATOR RIGHT FRONT MODULATOR C291, CIRCUITS 94AV, 94AX AND 94AW C292, CIRCUITS 94AU AND 94AT
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Figure 47
8000 Chassis Wiring, Rear Axle Section 1. EC15 CONTROL UNIT (ECU) 2. GROUND 94G 3. C287, REAR ANTILOCK CHASSIS HARNESS TO EC15 4. C288, FRONT ANTILOCK CHASSIS HARNESS TO EC15 5. FRONT ANTILOCK CHASSIS HARNESS 6. TO FIGURE 45 7. LEFT REAR WHEEL SENSOR 8. RIGHT REAR WHEEL SENSOR 9. C292, CIRCUITS 94AK AND 94AL 10. RIGHT REAR MODULATOR 11. C291, CIRCUITS 94AJ, 94AF AND 94AH 12. C293, CIRCUITS 94AA AND 94AB 13. C294, CIRCUITS 94AE, 94AC AND 94AB 14. LEFT REAR MODULATOR
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11. CIRCUIT DIAGRAM

Refer to Figure 48.
Figure 48
Circuit Diagram
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12. CONNECTOR COMPOSITES

Figure 49
Connector Composites
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Figure 50 Connector Composites
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Figure 51
Connector Composites
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SERVICE MANUAL

S04023 Copyright 05/30/1996 International Truck and Engine Corporation

ANTILOCK AIR BRAKE SYSTEM: BENDIX

ANTILOCK AIR BRAKE SYSTEM: BENDIX

ANTILOCK AIR BRAKE SYSTEM: BENDIX

1.2. FOURCHANNEL SYSTEM (CODE 04AZA)

ANTILOCK AIR BRAKE SYSTEM: BENDIX

ANTILOCK AIR BRAKE SYSTEM: BENDIX

ANTILOCK AIR BRAKE SYSTEM: BENDIX

2.2. NONANTILOCK BRAKE APPLICATION

2.3. ANTILOCK CONTROLLED BRAKE APPLICATION SYSTEM FULLY OPERATIONAL

ANTILOCK AIR BRAKE SYSTEM: BENDIX

2.4. ANTILOCK SYSTEM OPERATION COMPONENT FAILURE

3.1. WHEEL SENSOR

ANTILOCK AIR BRAKE SYSTEM: BENDIX

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.2. EXCITER RING

3.3. ANTILOCK WARNING (INDICATOR) LIGHT

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.4. CR15 RELAY VALVE/ECU (WITH 4CHANNEL SYSTEM 04AZA)

CR15 Relay Valve/ECU Assembly 1. CONTROLLER (ECU) 2. AR1 RELAY VALVE

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.5. CONTROLLER (ECU)

ANTILOCK AIR BRAKE SYSTEM: BENDIX

Figure 5 8000 ABS Power Circuit

3.6. AR1 ANTILOCK RELAY VALVE

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.7. M21 MODULATOR VALVE (WITH 4CHANNEL SYSTEM 04AZA)

ANTILOCK AIR BRAKE SYSTEM: BENDIX

Figure 7 M21 Modulator Valve

ANTILOCK AIR BRAKE SYSTEM: BENDIX

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.8. NON-ANTILOCK APPLICATION

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.9. NONANTILOCK HOLD

3.10. NONANTILOCK EXHAUST

ANTILOCK AIR BRAKE SYSTEM: BENDIX

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.11. ANTILOCK OPERATION GENERAL

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.12. ANTILOCK EXHAUST

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.13. ANTILOCK HOLD

ANTILOCK AIR BRAKE SYSTEM: BENDIX

3.14. ANTILOCK REAPPLY

4. MAINTENANCE AND SERVICE CHECKS

ANTILOCK AIR BRAKE SYSTEM: BENDIX

5. M21 MODULATOR VALVE

5.1. EVERY 3 MONTHS, 25,000 MILES OR 900 OPERATING HOURS

5.2. OPERATION & LEAKAGE TESTS M21 MODULATOR VALVE

ANTILOCK AIR BRAKE SYSTEM: BENDIX

5.3. REMOVE AND INSTALL M21 MODULATOR VALVE

ANTILOCK AIR BRAKE SYSTEM: BENDIX

6. EC15 CONTROLLER (ECU)

6.2. REMOVE AND INSTALL EC15 CONTROLLER (ECU)

ANTILOCK AIR BRAKE SYSTEM: BENDIX

7. AR1 ANTILOCK RELAY VALVE

7.1. EVERY 3 MONTHS, 25,000 MILES OR 900 OPERATING HOURS

7.2. EVERY YEAR, 100,000 MILES, OR 3,600 OPERATING HOURS

ANTILOCK AIR BRAKE SYSTEM: BENDIX