Anexo VIMS

ANEXO VIMS A-1 Tablas de Configuracion
TABLAS MAESTRAS DE CONFIGURACION
En este anexo, para cada maquina se ha impreso el contenido del archivo de

configuracion instalado en la maquina (Parametros, Comandos de teclado y
Tabla Maestra de Eventos).
Pagina
1. Cargador 994D0700 - Software 9.6 A-2
2. Camion 785B0700 - Software 9.6 A-8
3. Camion 793C-4GZ – Hardware 3.0 A-9
4. Camion 793C.ATY – Hardware 4.0 A-15
5. Camion 785C-5AZ – Hardware 3.0 A-25
6. Camion 785C-5AZ – Hardware 4.0 A-33
7. Cargador 992G – Software 9.6 A-42
8. VIMS Aplication Guide
FERREYROS SAA Desarrollo Técnico

FCR-Feb02
CURSO: VIMS ANEXO 1 Material del Estudiante
DMSE0001
TABLAS MAESTRAS DE CONFIGURACION
Para cada maquina se presentan el contenido del archivo de configuracion

instalado en maquina (Parametros, Comandos de teclado y Tabla Maestra de
Eventos)
1. Camion 785C-5AZ – Hardware 4.0 1
2. Camion 785C-5AZ – Hardware 3.0 10
3. Camion 793C.ATY – Hardware 4.0 18
4. Camion 785B0700 - Software 9.6 28
5. Cargador 994D0700 - Software 9.6 29
6. Cargador 992G - Hardware 3.0 Software 9.62 35
7. Camion 797 - Hardware 3.0 41
FERREYROS S.A.A. Desarrollo Técnico

FCR – Nov01
785C Configuration file 184-8110.cnf v 4.0
RELACION DE PARAMETROS
Número Mensaje en pantalla Descripción
100 Eng Spd Velocidad de motor
102 Lt Trbo in Press Presion de entrada al turbo izquierdo
103 Rt Trbo in Press Presion de entrada al turbo derecho
105 Boost Pres Presion de refuerzo
106 Lt Exh Temp Temperatura de Escape Izquierdo
107 Rt-Lt Exh Temp Diferencia de temperaturas de escape Derecho
108 Rt Exh Temp Temperatura de Escape Derecho
112 R Aftrclr Temp Temperatura de Posenfriador Derecho
115 Cool Fan Spd Velocidad de ventilador de enfriamiento
116 Cold Mode Motor en Modo frio
117 Eng Derate Derateo de motor
118 Air Fltr Filtro de aire
121 Eng Load Carga de motor
122 Fuel Fltr Filtro de Combustible
123 Fuel Lvl Nivel de Combustible
125 Throttl Pos Posicion de Combustible
129 Eng Fuel Rate Caudal de Combustible
130 Eng Oil Lvl Nivel de aceite de motor
131 Eng Oil Pres Presion de aceite
134 Eng Cool Flow Flujo de refrigerante

135 Eng Cool Temp Temperatura de Refrigerante de motor
137 Aftrclr Level Nivel de posenfriador
138 Eng Cool Lvl Nivel de refrigerante de motor
140 Sys Voltage Voltaje de sistema
310 TC Fltr Filtro de Convertidor
312 TC Screen Mala de Convertidor
313 TC Out Oil Temp Temperatura de Salida de Convertidor
325 Diff Temp Temperatura de Diferencial
327 Diff Fltr Sw Interruptor de filtro de diferencial
328 Diff Lube Pres Presion de lubricacion de diferencial
349 Trn Gear Marcha de la transmision
350 Trn Lube Temp Temperatura deLubricacion de transmision
351 Gear Select Marcha seleccionada
355 Trn Out Spd Velocidad de salida de transmision
356 Trn Chrg Fltr Filtro de carga de convertidor
357 Trn Lube Fltr Filtro de Lubricacion de transmision
358 Trn Slip Deslizamiento de la transmision
359 Lckup Slip Deslizamiento de embrague de bloqueo
380 Retarder Retardador
416 Lt Park Brk Pres Presion de freno de parqueo izquierdo
417 Rt Park Brk Pres Presion de freno de parqueo derecho
418 Lr Wheel Spd Velocidad de Rueda Izquierda Posterior
419 Rr Wheel Spd Velocidad de Rueda Derecha Posterior
436 Rtr-Rtf Brk Temp Diferencia de temperatura de freno Der post
437 Ltr-Ltf Brk Temp Diferencia de temperatura de freno Izq Post
440 Strg Oil Press Presion de aceite de direccion
444 Strg Oil Temp Temperatura de aceite de direccion
452 Brk/Air Pres Presion de aire freno de parqueo
453 ParkBrk Freno de parqueo
456 Brk Stroke Carrera de frenos
FERREYROS S.A.A. Desarrollo Tecnico

FCR->Nov01 A-1848110-785C-4.0
RELACION DE PARAMETROS
460 Lt F Brk Temp Temperatura de freno Frontal Izquierdo
461 Lt R Brk Temp Temperatura de freno Posterior Izquierdo
462 Rt F Brk Temp Temperatura de freno Frontal Derecho
463 Rt R Brk Temp Temperatura de freno Posterior Derecho
464 RtF-LtF Brk Temp Diferencia de temperatura de freno Der Front
465 RtR- LtR Brk Temp Diferencia de temperatura de freno Der post
485 Eng Oil Fltr Filtro de aceite de motor
493 PrkBrk Fltr Filtro de freno de parqueo
505 Hoist Screen Malla de levante
513 Diff Oil Lvl Nivel de aceite de diferencial
710 RtF-LtF SusCyl Diferencia de presion de suspension Der Front
711 RtR-LtR Susp Cyl Diferencia de presion de suspension Der Post
720 Lt F Sus Cyl Cilindro de suspension Frontal Izquierdo
721 Lt R Sus Cyl Cilindro de suspension Posterior Izquierdo
722 Rt F Sus Cyl Cilindro de suspension Frontal Derecho
723 Rt R Sus Cyl Cilindro de suspension Posterior Derecho
724 Body Angle Angulo de la tolva
725 Ground Spd Velocidad sobre el terreno
726 Body Pos Posicion de la tolva
727 Body Lvr Palanca de tolva
728 Payload
729 Payload Status
730 Haul Distance Distancia de acarreo
742 User Shutdown Apagado por el usuario
751 Auto Lube Autolubricacion
790 Atmos Pres Presion atmosferica
791 Amb Air Temp Temperatura ambiente
798 Hoist Lvr Pos Posicion de palanca de levante de tolva
799 Hoist Status Estado de la tolva
800 VIMS Event List Lista de Eventos de VIMS
801 Payload Data Datos de carguio
802 Vims Snapshot Snapshot de VIMS
860 Manual EREC Event Recorder Manual
32768 Warning Stat # 1 90
32913 Hi Boost Pres Presion de refuerzo alta 235
32914 Lo Boost Pres Presion de refuerzo baja 236
33120 Actual Gear 442
33560 Machine Pitch 882
33561 Machine Rack 883
FERREYROS S.A.A. Desarrollo Tecnico

FCR->Nov01 A-1848110-785C-4.0
Codigos de Servicio
Codigo Codigo
Comando Command Numerico Alfabetico
Autolube manual initiate Iniciar lubricación automática 582626 LUBMAN
Autolube setup Configurar lubricación automática 582738 LUBSET
Back light adjust Iluminación de la pantalla 258 BLT
Clear resetable totals Borrar totales acumulados 73738 RESET
Contrast adjust Contraste de la pantalla 266 CON
Datalogger reset Borrar memoria del Datalogger 35737 DLRES
Datalogger toggle Activar la grabadora de eventos 3564 DLOG
Event recorder manual latch Activar la grabadora de eventos 3732 EREC
Event statistics Estadistica de eventos almacenados 37828 ESTAT
Language toggle Cambiar lenguaje 52 LA
Payload calibration Calibrar Sistema Medición Carga 729225 PAYCAL
Service lamp reset Apagar luz de servicio (azul) 782548 SVCLIT
Service Lamp Set Configurar luz de servicio (azul) 782738 SVCSET
Test instrumentation Auto prueba 8378 TEST
TPMS calibrate Calibrar Sistema Medición Carga 7292663 PAYCONF
Units toggle Cambiar unidades 86 UN
Sin usar 67828
User Selected Event Recorder Configurar disparo grabadora eventos 37738 ERSET
View acknowledged events Mostrar eventos activos 3225 EACK
View event list Mostrar lista de eventos 35478 ELIST
View resettable cummulatives Mostar totales acumulados 868 TOT
Desarrollo Tecnico
FERREYROS S.A.A. A-1848110-785C-4.0
Camion 785C Configuration file 184-8110 v.4.0
Listado de eventos y mensajes
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GREATER
REDUCE THAN
1515 ENG SPD TOO HI SPEED 2 display Yes EQUAL TO 2200 RPM 1900 RPM 0 No No No
GREATER
REDUCE THAN
1514 ENG SPD TOO HI SPEED 2 display Yes EQUAL TO 2200 RPM 1900 RPM 0 No No Yes
GREATER
REDUCE THAN
1405 ENG SPD TOO HI SPEED 2 Log Yes EQUAL TO 2300 RPM 1900 RPM 0 No No Yes
GREATER
56 AIR FLTR PLGD CALL SHOP 1 both No THAN 6.5 KPA 5.5 KPA 0 No No Yes
GREATER
GREATER
THAN
1421 LT EXH TEMP HI CALL SHOP 2 both No EQUAL TO 750 DEG C 735 DEG C 0 No Yes Yes
GREATER
THAN
1422 RT EXH TEMP HI CALL SHOP 2 both No EQUAL TO 750 DEG C 735 DEG C 0 No Yes Yes
FILL BEFORE LESS INJEC
46 AFTRCLR LVL LO STARTUP
ADD 3 both No EQUAL TO 127 0 2 ENG SPD THAN 400 RPM DISABLED EQUAL TO 0 No No Yes
47 AFTRCLR LVL LO COOLANT 2 both No EQUAL TO 127 0 0 No No Yes
NOT
18 FUEL FLTR PLGD CALL SHOP 1 both No EQUAL TO 0 0 0 No No Yes
LESS
THAN
82 FUEL LVL LO 1 display No EQUAL TO 15% 17% 0 No No Yes
LESS
ADD FUEL THAN
83 FUEL LVL TOO LO NOW 2 both No EQUAL TO 10% 12% 0 No No Yes
50 ENG OIL LVL LO STARTUP 3 both No EQUAL TO 127 0 2 ENG SPD THAN 400 RPM DISABLED EQUAL TO 0 No No Yes
ADD OIL
51 ENG OIL LVL LO IMMEDIATELY 2 both No EQUAL TO 127 0 0 No No Yes
SHUTDN INJEC NOT

948 LO OIL PRES SAFELY 3 both No EQUAL TO 127 0 1 DISABLED EQUAL TO 127 No Yes Yes
GREATER
REDUCE THAN
25 ENG COOL TEMP HI ENGINE LOAD 2 both No EQUAL TO 107 DEG C 103 DEG C 0 No No Yes
SHUTDN INJEC NOT

949 ENG COOL FLOW TOO LO SAFELY 3 both No EQUAL TO 0 127 1 DISABLED EQUAL TO 127 No No Yes
48 ENG COOL LVL LO STARTUP
ADD 3 both No EQUAL TO 127 0 2 ENG SPD THAN 400 RPM DISABLED EQUAL TO 0 No No Yes
888 ENG COOL LVL LO COOLANT 2 both No EQUAL TO 127 0 0 No No Yes
Desarrollo Tecnico
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LESS
402 SYS VOLTAGE LO CALL SHOP 1 display No THAN 24 VOLTS 24.5 VOLTS 0 No No Yes
LESS
403 SYS VOLTAGE LO CALL SHOP 1 both No THAN 24.8 VOLTS 25 VOLTS 0 No No Yes
SHUTDN LESS
404 SYS VOLTAGE TOO LO SAFELY 3 both No THAN 23 VOLTS 23.5 VOLTS 0 No No Yes
GREATER
405 SYS VOLTAGE HI CALL SHOP 1 both No THAN 29.5 VOLTS 29 VOLTS 0 No No Yes
SHUTDN GREATER
406 SYS VOLTAGE TOO HI SAFELY 3 both No THAN 32 VOLTS 31.5 VOLTS 0 No No Yes
CHECK TC OUT GREATER
3 TC FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
CHECK
17 TC SCREEN PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 0 No No Yes
GREATER
IDLE @1200 IN THAN
1063 TC OUT TEMP HI NTRL 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
175 DIFF TEMP HI SLOW DOWN 2 both No THAN 124 DEG C 113 DEG C 0 No No Yes
IDLE @1200 IN GREATER
8 TRN LUBE TEMP HI NTRL 2 both No THAN 110 DEG C 93 DEG C 0 No No Yes
SHUTDN GREATER
10 TRN LUBE TEMP HI SAFELY 3 both No THAN 110 DEG C 93 DEG C 0 No Yes Yes
CHECK TRN LUBE GREATER
2 TRN CHRG FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
5 TRN LUBE FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
SHUTDN GROUND GREATER
174 STRG OIL PRES LO SAFELY 3 both No EQUAL TO 127 0 1 SPD THAN 8 KPH No No Yes
GREATER
SLOW DOWN; THAN
686 LT F BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
687 LT F BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
688 RT F BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
689 RT F BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
690 LT R BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
691 LT R BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
Desarrollo Tecnico
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GREATER
SLOW DOWN; THAN
692 RT R BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
693 RT R BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
LESS
THAN GROUND GREATER
15 BRK/AIR PRES LO STOP SAFELY 3 both No EQUAL TO 448 KPA 517 KPA 1 SPD THAN 8 KPH No Yes Yes
DO NOT LESS
MOVE THAN GROUND
61 BRK/AIR PRES LO MACHINE 2 display No EQUAL TO 448 KPA 517 KPA 1 SPD EQUAL TO 0 KPH No No No
63 PARKBK ON 1 display No EQUAL TO 32767 0 0 No No No
GREATER
RELEASE GROUND THAN
64 PARKBK ON PARKBK 2 both Yes EQUAL TO 32767 0 1 SPD EQUAL TO 2 KPH No No Yes
RELEASE ACTUAL NOT

782 PARKBK ON PARKBK 2 display No EQUAL TO 32767 0 1 GEAR EQUAL TO 0 No No No
GREATER
SHUTDN GROUND THAN
1 BRK STROKE HI SAFELY 3 both No EQUAL TO 127 0 1 SPD EQUAL TO 8 KPH No Yes Yes
CHECK
4 HOIST SCREEN PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 BODY POS EQUAL TO 0 No No Yes
GREATER
REDUCE THAN
1530 GROUND SPD HI SPEED 2 both Yes EQUAL TO 69 KPH 66 KPH 0 No Yes Yes
LESS
GROUND THAN
71 BODY POS UP 1 display No EQUAL TO 32767 0 1 SPD EQUAL TO 5.5 KPH No No No
GREATER LESS
GROUND THAN GROUND THAN
1002 BODY POS UP LOWER BODY 2 display No EQUAL TO 32767 0 2 SPD EQUAL TO 5 KPH SPD EQUAL TO 14 KPH No No No
BODY
UP;GROUND GREATER
1516 GROUND SPD HI SPD 2 Log Yes THAN 5 KPH 4 KPH 1 BODY POS EQUAL TO 32767 No No Yes
LESS
600 VIMS EVENT LIST FULL CALL SHOP 1 display No THAN 5% 10% 0 No No Yes
LESS
601 PAYLOAD DATA FULL CALL SHOP 1 both No THAN 5% 10% 0 No No Yes
LESS
602 VIMS SNAPSHOT FULL CALL SHOP 1 both No THAN 5% 10% 0 No No Yes
GREATER
REDUCE THAN
702 ENG COOL TEMP HI ENGINE LOAD 2 both No EQUAL TO 110 DEG C 103 DEG C 0 No Yes Yes
Desarrollo Tecnico
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SHIFT INTO GROUND GREATER
76 GEAR SELECT HARMFUL GEAR 2 both Yes EQUAL TO 64 64 2 SPD THAN 16 KPH TRN GEAR EQUAL TO 64 No No Yes
704 STRG OIL PRES LO SAFELY 3 both No EQUAL TO 127 0 1 SPD THAN 0 KPH No Yes Yes
GREATER
SHUTDN THAN
706 TC OUT TEMP HI SAFELY 3 both No EQUAL TO 135 DEG C 124 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
707 LT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
708 LT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
GREATER
SLOW DOWN; THAN
709 RT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
710 RT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
GREATER
SLOW DOWN; THAN
711 LT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
712 LT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
GREATER
SLOW DOWN; THAN
713 RT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
714 RT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
DO NOT LESS LESS

MOVE THAN GROUND GREATER GROUND THAN
715 BRK/AIR PRES LO MACHINE 2 both Yes EQUAL TO 448 KPA 517 KPA 2 SPD THAN 0 KPH SPD EQUAL TO 8 KPH No No Yes
754 LT F SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
756 LT R SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
755 RT F SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
757 RT R SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
CHECK
BEFORE GREATER
936 ENG OIL LVL SHUTDN RESTART 3 None No EQUAL TO 127 0 1 ENG SPD THAN 400 RPM Yes No No
Desarrollo Tecnico
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CHECK
BEFORE GREATER
937 LO OIL PRES SHUTDN RESTART 3 None No EQUAL TO 127 0 1 ENG SPD THAN 400 RPM Yes No No
CHECK GREATER
BEFORE THAN GREATER
938 ENG COOL TEMP SHUTDN RESTART 3 None No EQUAL TO 107 DEG C 103 DEG C 1 ENG SPD THAN 400 RPM Yes No No
CHECK
BEFORE GREATER
939 ENG COOL LVL SHUTDN RESTART 3 None No EQUAL TO 127 0 1 ENG SPD THAN 400 RPM Yes No No
DO NOT
MOVE GROUND LESS
1390 BRK STROKE HI MACHINE 3 both No EQUAL TO 127 0 1 SPD THAN 8 KPH No No Yes
DO NOT
MOVE ACTUAL NOT
1388 STRG OIL PRES LO MACHINE 2 display No EQUAL TO 127 0 1 GEAR EQUAL TO 0 No No No
LOWER GREATER
BODY;SLOW GROUND THAN
1062 BODY POS UP DOWN 2 display Yes EQUAL TO 32767 0 1 SPD EQUAL TO 13.5 KPH No No No
GREATER
FILL BEFORE THAN
1414 AFTRCLR LVL SHUTDN STARTUP 3 None No EQUAL TO 127 0 1 ENG SPD EQUAL TO 400 RPM Yes No No
CHECK GREATER
BEFORE THAN INJEC
1415 AFTRCLR LVL SHUTDN RESTART 3 both No EQUAL TO 127 -1 1 DISABLED EQUAL TO 127 No No Yes
CHECK GREATER
BEFORE THAN INJEC
1410 ENG COOL LVL SHUTDN RESTART 3 both No EQUAL TO 127 -1 1 DISABLED EQUAL TO 127 No No Yes
CHECK GREATER
BEFORE THAN INJEC
1411 ENG COOL TEMP SHUTDN RESTART 3 both No EQUAL TO 107 DEG C -40 DEG C 1 DISABLED EQUAL TO 127 No No Yes
CHECK GREATER
BEFORE THAN INJEC
1412 ENG OIL LVL SHUTDN RESTART 3 both No EQUAL TO 127 -1 1 DISABLED EQUAL TO 127 No No Yes
REDUCE GREATER
1406 ENG SPD TOO HI SPEED 2 Log Yes THAN 2350 RPM 1900 RPM 0 No Yes Yes
GREATER
REDUCE THAN
1416 ENG SPD TOO HI SPEED 3 Log No EQUAL TO 2600 RPM 1900 RPM 0 No Yes Yes
CHECK
BEFORE GREATER INJEC LO OIL
1413 LO OIL PRES SHUTDN RESTART 3 both No THAN 0 -1 2 DISABLED EQUAL TO 127 SHUTDN EQUAL TO 1 No No Yes
GREATER
1181 LT TRBO IN PRES HI CALL SHOP 2 both No THAN 110.5 KPA 107 KPA 0 No No Yes
1199 MANUAL EREC 1 Log No EQUAL TO 1 0 0 No No Yes
1500 PAYLOAD STATUS UNCAL CAL PAYLOAD 2 both No EQUAL TO 237 0 0 No No Yes
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1182 RT TRBO IN PRES HI CALL SHOP 2 both No THAN 110.5 KPA 107 KPA 0 No No Yes
LESS
THAN
1147 VIMS SNAPSHOT STORED CALL SHOP 1 both No EQUAL TO 55% 60% 0 No No Yes
GREATER
THAN
976 CNKCASE PRES HI CALL SHOP 1 both No EQUAL TO 3.6 KPA 1.8 KPA 0 No No Yes
GREATER
THAN
899 DIFF FLTR SW PLGD CALL SHOP 1 both No EQUAL TO 0 0 1 DIFF TEMP EQUAL TO 60 DEG C No No Yes
GREATER
GREATER THAN
898 DIFF LUBE PRES HI CALL SHOP 2 both No THAN 689 KPA 655 KPA 1 DIFF TEMP EQUAL TO 60 DEG C No No Yes
LESS GREATER
CHECK THAN THAN GROUND
897 DIFF LUBE PRES LO IMMEDIATELY 3 both No EQUAL TO 34 KPA 48 KPA 2 DIFF TEMP EQUAL TO 60 DEG C SPD EQUAL TO 15 KPH No No Yes
ADD OIL GROUND LESS GREATER
957 DIFF OIL LVL LO IMMEDIATELY 1 both No EQUAL TO 0 0 2 SPD THAN 2 KPH BODY POS THAN 0 No No Yes
FILL BEFORE GROUND LESS LESS
958 DIFF OIL LVL LO STARTUP 1 both No EQUAL TO 0 0 2 SPD THAN 2 KPH ENG SPD THAN 400 RPM No No Yes
GREATER
THAN
959 STRG OIL TEMP HI CALL SHOP 1 both No EQUAL TO 102 DEG C 90 DEG C No Yes No
GREATER
THAN
977 ENG OIL FLTR PLGD CALL SHOP 1 both No EQUAL TO 69 KPA 55 KPA 0 No No Yes
GREATER
THAN
978 ENG OIL FLTR BYPASS CALL SHOP 2 both No EQUAL TO 200 KPA 172 KPA 0 No No Yes
1143 HI BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes
1144 LO BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes

1154 PARKBK FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 1 0 1 TEMP THAN 52 DEG C No No Yes
NOT
220 USER SHUTDN ON 1 both No EQUAL TO 0 0 0 No No Yes
Desarrollo Tecnico
785C-5AZ Configuration file 162-0144.cnf Hardware 3.0
Lista de Parametros Software 9.6

100 Eng Speed Velocidad de motor
107 Rt-Lt Exh Temp Diferencia de temperaturas de escape
112 R Aftrclr Temp Temperatura de Posenfriador Derecho
133 Cnkcase Pres Presion de carter
357 Trn Lube Fltr Filtro de Lubricacion de transmision
440 Strg Oil Press Presion de aceite de direccion
Desarrollo Tecnico
FERREYROS S.A.A Y-1620144-785C-3.0
785C-5AZ Configuration file 162-0144.cnf Hardware 3.0
728 Payload
729 Payload Status
Desarrollo Tecnico
FERREYROS S.A.A Y-1620144-785C-3.0
785C-5AZ Configuration file 162-0144 Hardware 3.0
Comandos de teclado Software 9.6
Codigo Codigo
Datalogger toggle Activar la grabadora de eventos 3564 DLOG
TPMS calibrate Calibrar Sistema Medición Carga 7292663 PAYCONF
Desarrollo Tecnico
FERREYROS S.A.A. Y-1620144-785C-3.0
Camion 785C-5AZ Configuration file 162-0144 Hardware 3.0
Lista Maestra de Eventos Software 9.6
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REDUCE THAN
1515 ENG SPD TOO HI SPEED 2 display Yes EQUAL TO 2200 RPM 1900 RPM 0 No No No
GREATER
REDUCE THAN
1514 ENG SPD TOO HI SPEED 2 display Yes EQUAL TO 2200 RPM 1900 RPM 0 No No Yes
GREATER
REDUCE THAN
1405 ENG SPD TOO HI SPEED 2 Log Yes EQUAL TO 2300 RPM 1900 RPM 0 No No Yes
GREATER
GREATER
GREATER
THAN
1421 LT EXH TEMP HI CALL SHOP 2 both No EQUAL TO 750 DEG C 735 DEG C 0 No Yes Yes
GREATER
THAN
1422 RT EXH TEMP HI CALL SHOP 2 both No EQUAL TO 750 DEG C 735 DEG C 0 No Yes Yes
GREATER
REDUCE THAN
887 R AFTRCLR TEMP HI ENGINE LOAD 2 both No EQUAL TO 107 DEG C 103 DEG C 0 No No Yes
FILL BEFORE INJEC
46 AFTRCLR LVL LO STARTUP 3 both No EQUAL TO 127 0 2 ENG SPD LESS THAN 400 RPM DISABLED EQUAL TO 0 No No Yes
47 AFTRCLR LVL LO ADD COOLANT 2 both No EQUAL TO 127 0 0 No No Yes
NOT EQUAL
18 FUEL FLTR PLGD CALL SHOP 1 both No TO 0 0 0 No No Yes
LESS THAN
82 FUEL LVL LO 1 display No EQUAL TO 15% 17% 0 No No Yes
ADD FUEL LESS THAN
83 FUEL LVL TOO LO NOW 2 both No EQUAL TO 10% 12% 0 No No Yes
FILL BEFORE INJEC
50 ENG OIL LVL LO STARTUP 3 both No EQUAL TO 127 0 2 ENG SPD LESS THAN 400 RPM DISABLED EQUAL TO 0 No No Yes
ADD OIL
51 ENG OIL LVL LO IMMEDIATELY 2 both No EQUAL TO 127 0 0 No No Yes
SHUTDN INJEC NOT EQUAL
948 LO OIL PRES SAFELY 3 both No EQUAL TO 127 0 1 DISABLED TO 127 No Yes Yes
GREATER
REDUCE THAN
25 ENG COOL TEMP HI ENGINE LOAD 2 both No EQUAL TO 107 DEG C 103 DEG C 0 No No Yes
SHUTDN INJEC NOT EQUAL
949 ENG COOL FLOW TOO LO SAFELY 3 both No EQUAL TO 0 127 1 DISABLED TO 127 No No Yes
FILL BEFORE INJEC
48 ENG COOL LVL LO STARTUP 3 both No EQUAL TO 127 0 2 ENG SPD LESS THAN 400 RPM DISABLED EQUAL TO 0 No No Yes
888 ENG COOL LVL LO ADD COOLANT 2 both No EQUAL TO 127 0 0 No No Yes
402 SYS VOLTAGE LO CALL SHOP 1 display No LESS THAN 24 VOLTS 24.5 VOLTS 0 No No Yes
403 SYS VOLTAGE LO CALL SHOP 1 both No LESS THAN 24.8 VOLTS 25 VOLTS 0 No No Yes
SHUTDN
404 SYS VOLTAGE TOO LO SAFELY 3 both No LESS THAN 23 VOLTS 23.5 VOLTS 0 No No Yes
GREATER
SHUTDN GREATER
406 SYS VOLTAGE TOO HI SAFELY 3 both No THAN 32 VOLTS 31.5 VOLTS 0 No No Yes
CHECK TC OUT GREATER
3 TC FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
CHECK
Desarrollo Tecnico
FERREYROS.S.A.A. Y-1620144-785C-3.0
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CHECK GREATER
17 TC SCREEN PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 0 No No Yes
GREATER
IDLE @1200 IN THAN
1063 TC OUT TEMP HI NTRL 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
175 DIFF TEMP HI SLOW DOWN 2 both No THAN 124 DEG C 113 DEG C 0 No No Yes
IDLE @1200 IN GREATER
8 TRN LUBE TEMP HI NTRL 2 both No THAN 110 DEG C 93 DEG C 0 No No Yes
SHUTDN GREATER
10 TRN LUBE TEMP HI SAFELY 3 both No THAN 110 DEG C 93 DEG C 0 No Yes Yes
2 TRN CHRG FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
5 TRN LUBE FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
174 STRG OIL PRES LO SAFELY 3 both No EQUAL TO 127 0 1 SPD THAN 8 KPH No No Yes
GREATER
SLOW DOWN; THAN
686 LT F BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
687 LT F BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
688 RT F BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
689 RT F BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
690 LT R BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
691 LT R BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
692 RT R BRK TEMP HI DOWNSHIFT 2 display No EQUAL TO 124 DEG C 113 DEG C 0 No No No
GREATER
SHUTDN THAN
693 RT R BRK TEMP HI SAFELY 3 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
LESS THAN GROUND GREATER
15 BRK/AIR PRES LO STOP SAFELY 3 both No EQUAL TO 448 KPA 517 KPA 1 SPD THAN 8 KPH No Yes Yes
DO NOT MOVE LESS THAN GROUND
61 BRK/AIR PRES LO MACHINE 2 display No EQUAL TO 448 KPA 517 KPA 1 SPD EQUAL TO 0 KPH No No No
63 PARKBK ON 1 display No EQUAL TO 32767 0 0 No No No

GREATER
RELEASE GROUND THAN
64 PARKBK ON PARKBK 2 both Yes EQUAL TO 32767 0 1 SPD EQUAL TO 2 KPH No No Yes
RELEASE ACTUAL NOT EQUAL
782 PARKBK ON PARKBK 2 display No EQUAL TO 32767 0 1 GEAR TO 0 No No No
GREATER
SHUTDN GROUND THAN
1 BRK STROKE HI SAFELY 3 both No EQUAL TO 127 0 1 SPD EQUAL TO 8 KPH No Yes Yes
CHECK
4 HOIST SCREEN PLGD IMMEDIATELY 2 both No EQUAL TO 127 0 1 BODY POS EQUAL TO 0 No No Yes
Desarrollo Tecnico
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REDUCE THAN
66 GROUND SPD HI SPEED 2 both Yes EQUAL TO 69 KPH 66 KPH 0 No Yes Yes
GROUND LESS THAN
71 BODY POS UP 1 display No EQUAL TO 32767 0 1 SPD EQUAL TO 5.5 KPH No No No
GREATER
GROUND THAN GROUND LESS THAN
1002 BODY POS UP LOWER BODY 2 display No EQUAL TO 32767 0 2 SPD EQUAL TO 5 KPH SPD EQUAL TO 14 KPH No No No
BODY
UP;GROUND GREATER
1516 GROUND SPD HI SPD 2 Log Yes THAN 5 KPH 4 KPH 1 BODY POS EQUAL TO 32767 No No Yes
600 VIMS EVENT LIST FULL CALL SHOP 1 display No LESS THAN 5% 10% 0 No No Yes
601 PAYLOAD DATA FULL CALL SHOP 1 both No LESS THAN 5% 10% 0 No No Yes
602 VIMS SNAPSHOT FULL CALL SHOP 1 both No LESS THAN 5% 10% 0 No No Yes
GREATER
REDUCE THAN
702 ENG COOL TEMP HI ENGINE LOAD 2 both No EQUAL TO 110 DEG C 103 DEG C 0 No Yes Yes
SHIFT INTO GROUND GREATER
76 GEAR SELECT HARMFUL GEAR 2 both Yes EQUAL TO 64 64 2 SPD THAN 16 KPH TRN GEAR EQUAL TO 64 No No Yes
704 STRG OIL PRES LO SAFELY 3 both No EQUAL TO 127 0 1 SPD THAN 0 KPH No Yes Yes
GREATER
SHUTDN THAN
706 TC OUT TEMP HI SAFELY 3 both No EQUAL TO 135 DEG C 124 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
707 LT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
708 LT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
GREATER
SLOW DOWN; THAN
709 RT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
710 RT F BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
GREATER
SLOW DOWN; THAN
711 LT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
712 LT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
GREATER
SLOW DOWN; THAN
713 RT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No No Yes
GREATER
SLOW DOWN; THAN
714 RT R BRK TEMP HI DOWNSHIFT 2 both No EQUAL TO 124 DEG C 113 DEG C 0 No Yes Yes
DO NOT MOVE LESS THAN GROUND GREATER GROUND LESS THAN
715 BRK/AIR PRES LO MACHINE 2 both Yes EQUAL TO 448 KPA 517 KPA 2 SPD THAN 0 KPH SPD EQUAL TO 8 KPH No No Yes
754 LT F SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
756 LT R SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
755 RT F SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
Desarrollo Tecnico
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GREATER
757 RT R SUSP CYL LO CALL SHOP 2 both No EQUAL TO -32766 KPA -32766 KPA 0 No No Yes
CHECK
BEFORE GREATER
936 ENG OIL LVL SHUTDN RESTART 3 None No EQUAL TO 127 0 1 ENG SPD THAN 400 RPM Yes No No
CHECK
BEFORE GREATER
937 LO OIL PRES SHUTDN RESTART 3 None No EQUAL TO 127 0 1 ENG SPD THAN 400 RPM Yes No No
CHECK GREATER
BEFORE THAN GREATER
938 ENG COOL TEMP SHUTDN RESTART 3 None No EQUAL TO 107 DEG C 103 DEG C 1 ENG SPD THAN 400 RPM Yes No No
CHECK
BEFORE GREATER
939 ENG COOL LVL SHUTDN RESTART 3 None No EQUAL TO 127 0 1 ENG SPD THAN 400 RPM Yes No No
DO NOT MOVE GROUND
1390 BRK STROKE HI MACHINE 3 both No EQUAL TO 127 0 1 SPD LESS THAN 8 KPH No No Yes
DO NOT MOVE ACTUAL NOT EQUAL
1388 STRG OIL PRES LO MACHINE 2 display No EQUAL TO 127 0 1 GEAR TO 0 No No No
LOWER GREATER
BODY;SLOW GROUND THAN
1062 BODY POS UP DOWN 2 display Yes EQUAL TO 32767 0 1 SPD EQUAL TO 13.5 KPH No No No
GREATER
FILL BEFORE THAN
1414 AFTRCLR LVL SHUTDN STARTUP 3 None No EQUAL TO 127 0 1 ENG SPD EQUAL TO 400 RPM Yes No No
CHECK GREATER
BEFORE THAN INJEC
1415 AFTRCLR LVL SHUTDN RESTART 3 both No EQUAL TO 127 -1 1 DISABLED EQUAL TO 127 No No Yes
CHECK GREATER
BEFORE THAN INJEC
1410 ENG COOL LVL SHUTDN RESTART 3 both No EQUAL TO 127 -1 1 DISABLED EQUAL TO 127 No No Yes
CHECK GREATER
BEFORE THAN INJEC
1411 ENG COOL TEMP SHUTDN RESTART 3 both No EQUAL TO 107 DEG C -40 DEG C 1 DISABLED EQUAL TO 127 No No Yes
CHECK GREATER
BEFORE THAN INJEC
1412 ENG OIL LVL SHUTDN RESTART 3 both No EQUAL TO 127 -1 1 DISABLED EQUAL TO 127 No No Yes
REDUCE GREATER
1406 ENG SPD TOO HI SPEED 2 Log Yes THAN 2350 RPM 1900 RPM 0 No Yes Yes
GREATER
REDUCE THAN
1416 ENG SPD TOO HI SPEED 3 Log No EQUAL TO 2600 RPM 1900 RPM 0 No Yes Yes
CHECK
BEFORE GREATER INJEC LO OIL
1413 LO OIL PRES SHUTDN RESTART 3 both No THAN 0 -1 2 DISABLED EQUAL TO 127 SHUTDN EQUAL TO 1 No No Yes
GREATER
1181 LT TRBO IN PRES HI CALL SHOP 2 both No THAN 110.5 KPA 107 KPA 0 No No Yes
1199 MANUAL EREC 1 Log No EQUAL TO 1 0 0 No No Yes
1500 PAYLOAD STATUS UNCAL CAL PAYLOAD 2 both No EQUAL TO 237 0 0 No No Yes
GREATER
1182 RT TRBO IN PRES HI CALL SHOP 2 both No THAN 110.5 KPA 107 KPA 0 No No Yes
LESS THAN
1147 VIMS SNAPSHOT STORED CALL SHOP 1 both No EQUAL TO 55% 60% 0 No No Yes
GREATER
THAN
976 CNKCASE PRES HI CALL SHOP 1 both No EQUAL TO 3.6 KPA 1.8 KPA 0 No No Yes
Desarrollo Tecnico
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THAN
899 DIFF FLTR SW PLGD CALL SHOP 1 both No EQUAL TO 0 0 1 DIFF TEMP EQUAL TO 60 DEG C No No Yes
GREATER
GREATER THAN
898 DIFF LUBE PRES HI CALL SHOP 2 both No THAN 689 KPA 655 KPA 1 DIFF TEMP EQUAL TO 60 DEG C No No Yes
GREATER
CHECK LESS THAN THAN GROUND
897 DIFF LUBE PRES LO IMMEDIATELY 3 both No EQUAL TO 34 KPA 48 KPA 2 DIFF TEMP EQUAL TO 60 DEG C SPD EQUAL TO 15 KPH No No Yes
ADD OIL GROUND GREATER
957 DIFF OIL LVL LO IMMEDIATELY 1 both No EQUAL TO 0 0 2 SPD LESS THAN 2 KPH BODY POS THAN 0 No No Yes
FILL BEFORE GROUND
958 DIFF OIL LVL LO STARTUP 1 both No EQUAL TO 0 0 2 SPD LESS THAN 2 KPH ENG SPD LESS THAN 400 RPM No No Yes
GREATER
THAN
977 ENG OIL FLTR PLGD CALL SHOP 1 both No EQUAL TO 69 KPA 55 KPA 0 No No Yes
GREATER
THAN
978 ENG OIL FLTR BYPASS CALL SHOP 2 both No EQUAL TO 200 KPA 172 KPA 0 No No Yes
1143 HI BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes
1144 LO BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes

1154 PARKBK FLTR PLGD IMMEDIATELY 2 both No EQUAL TO 1 0 1 TEMP THAN 52 DEG C No No Yes
NOT EQUAL
220 USER SHUTDN ON 1 both No TO 0 0 0 No No Yes
Desarrollo Tecnico
793C Configuration file 193-3354 Version 10.1 v 4.0
LISTA DE PARAMETROS
100 Eng Speed Velocidad de motor
107 Rt-Lt Exh Temp Diferencia de temperaturas de escape Derecho
111 F Aftr Clr Temp Temperatura de posenfriador frontal
112 R Aftrclr Temp Temperatura de Posenfriador Posterior
114 Wastegate position Posicion de la valvula de derivacion
115 Cool Fan Spd Velocidad de ventilador de Radiador
147 Cnkcase Pres Presion de gases de carter
416 Lt Prkbrk Pres Presion freno parqueo izquierdo
417 Rt Prkbrk Pres Presion freno parqueo derecho
452 Brk/Air Pres Presion de aire de frenos
454 Brk Fltr Filtro de frenos
Desarrollo Tecnico
FERREYROS S.A.A. Y-793C-ATY-4.0
793C Configuration file 193-3354 Version 10.1 v 4.0
LISTA DE PARAMETROS
704 Diff Fan Relay Rele de ventilador de diferencial
728 Payload
729 Payload Status
798 Hoist Lvr Pos Posicion de palanca de levante
850 Max Pitch/Sec
851 Max Rack/Sec
852 Cycle P Fela
862 Cycle R Fela
869 Fela Trigger Disparador de E Recorder - RAC
33120 Actual Gear -352
33560 Machine Pitch -792
33561 Machine Rack -793
Desarrollo Tecnico
793C Configuration file 193.3354 V 10.1 v 4.0
Codigos de Servicio
Codigo Codigo
Datalogger toggle Activar la grabadora de datos 3564 DLOG
TPMS calibrate Regular Sistema Medición Carga 7292663 PAYCONF
Unused Sin usar 67828
Desarrollo Tecnico
Camion 793C Configuration file 197-3354 Version 10.1 v 4.0
TABLA DE EVENTOS MAESTROS
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1 49 BRK STROKE HI SHUTDN SAFELY 3 Both No Equal To 127 0 1 4.96 MPH No Yes Yes
SPD Equal To
TRN CHRG CHECK TRN LUBE
2 33 PLGD 2 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
FLTR IMMEDIATELY TEMP
CHECK TC OUT
3 27 TC FLTR PLGD 2 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
IMMEDIATELY TEMP
HOIST CHECK TC OUT Greater 125.6 DEG
4 50 PLGD 2 Both No Equal To 127 0 2 BODY POS Equal To 0 No No Yes
SCREEN IMMEDIATELY TEMP Than F
TRN LUBE IDLE @1200 IN 199.4
8 31 HI 2 Both No Greater Than 230 DEG F 0 No No Yes
TEMP NTRL DEG F
TRN LUBE 199.4
10 32 HI SHUTDN SAFELY 3 Both No Greater Than 230 DEG F 0 No Yes Yes
TEMP DEG F
Less Than GROUND
15 44 BRK/AIR PRES LO STOP SAFELY 3 Both No 64.96 PSI 74.96 PSI 1 Greater Than 4.96 MPH No Yes Yes
Equal To SPD
CHECK TC OUT
17 28 TC SCREEN PLGD 2 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
IMMEDIATELY TEMP
18 10 FUEL FLTR PLGD CALL SHOP 1 Both No Not Equal To 0 0 0 No No Yes
ENG COOL REDUCE ENGINE Greater Than 217.4

25 18 HI 2 Both No 224.6 DEG F 0 No No Yes
TEMP LOAD Equal To DEG F
FILL BEFORE INJEC
46 77 AFTRCLR LVL LO 3 Both No Equal To 127 0 2 ENG SPD Less Than 400 RPM Equal To 0 No No Yes
STARTUP DISABLED
47 78 AFTRCLR LVL LO ADD COOLANT 2 Both No Equal To 127 0 0 No No Yes
FILL BEFORE INJEC

48 20 ENG COOL LVL LO 3 Both No Equal To 127 0 2 ENG SPD Less Than 400 RPM Equal To 0 No No Yes
STARTUP DISABLED
FILL BEFORE INJEC
50 13 ENG OIL LVL LO 3 Both No Equal To 127 0 2 ENG SPD Less Than 400 RPM Equal To 0 No No Yes
STARTUP DISABLED
ADD OIL
51 14 ENG OIL LVL LO 2 Both Yes Equal To 127 0 0 No No Yes
IMMEDIATELY
DO NOT MOVE Displa Less Than GROUND
61 45 BRK/AIR PRES LO 2 No 64.96 PSI 74.96 PSI 1 Equal To 0 MPH No No No
MACHINE y Equal To SPD
Displa
63 46 PARKBK ON 1 No Equal To 32767 0 0 No No No
y
GROUND Greater Than
64 47 PARKBK ON RELEASE PARKBK 2 Both Yes Equal To 32767 0 1 1.24 MPH No No Yes
SPD Equal To
Displa GROUND Less Than
71 52 BODY POS UP 1 No Equal To 32767 0 1 3.41 MPH No No No
y SPD Equal To
HARMFU GROUND
76 59 GEAR SELECT SHIFT INTO GEAR 2 Both Yes Equal To 64 64 2 Greater Than 9.92 MPH TRN GEAR Equal To 64 No No Yes
L SPD
Displa Less Than
82 11 FUEL LVL LO 1 No 15 % 17 % 0 No No Yes
y Equal To
Less Than
83 12 FUEL LVL TOO LO ADD FUEL NOW 2 Both No 10 % 12 % 0 No No Yes
Equal To
F AFTRCLR REDUCE ENGINE Greater Than 212 DEG
TEMP LOAD Equal To F
Desarrollo Tecnico
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GROUND Greater Than
SPD Equal To
R AFTRCLR REDUCE ENGINE Greater Than 217.4
LO STRG GROUND
174 34 LO SHUTDN SAFELY 3 Both No Equal To 127 0 1 Greater Than 4.96 MPH No No Yes
PRES SPD
237.2
175 30 DIFF TEMP HI SLOW DOWN 2 Both No Greater Than 244.4 DEG F 0 No No Yes
DEG F
GROUND
195 35 HI STRG PRES LO SHUTDN SAFELY 3 Both No Equal To 127 0 1 Greater Than 4.96 MPH No No Yes
SPD
CHECK LT F BRK
196 76 BRK FLTR PLGD 2 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
IMMEDIATELY TEMP
220 100 USER SHUTDN ON 1 Both No Not Equal To 0 0 0 No No Yes
405 25 SYS VOLTAGE HI CALL SHOP 1 Both No Greater Than 29.5 VOLTS 29 VOLTS 0 No No Yes
31.5
406 26 SYS VOLTAGE TOO HI SHUTDN SAFELY 3 Both No Greater Than 32 VOLTS 0 No No Yes
VOLTS
VIMS EVENT Displa
600 55 FULL CALL SHOP 1 No Less Than 5% 10 % 0 No No Yes
LIST y
PAYLOAD
601 56 FULL CALL SHOP 1 Both No Less Than 5% 10 % 0 No No Yes
DATA
VIMS
602 57 FULL CALL SHOP 1 Both No Less Than 5% 10 % 0 No No Yes
SNAPSHOT
LT F BRK SLOW DOWN; Displa Greater Than 235.4
686 36 HI 2 No 255.2 DEG F 0 No No No
TEMP DOWNSHIFT y Equal To DEG F
LT F BRK Greater Than 235.4
687 37 HI SHUTDN SAFELY 3 Both No 255.2 DEG F 0 No No Yes
TEMP Equal To DEG F
RT F BRK SLOW DOWN; Displa Greater Than 235.4
688 38 HI 2 No 255.2 DEG F 0 No No No
RT F BRK Greater Than 235.4
TEMP Equal To DEG F
LT R BRK SLOW DOWN; Displa Greater Than 235.4
690 40 HI 2 No 255.2 DEG F 0 No No No
LT R BRK Greater Than 235.4
TEMP Equal To DEG F
RT R BRK SLOW DOWN; Displa Greater Than 235.4
692 42 HI 2 No 255.2 DEG F 0 No No No
RT R BRK Greater Than 235.4
TEMP Equal To DEG F
ENG COOL REDUCE ENGINE Greater Than 217.4
702 58 HI 2 Both No 230 DEG F 0 No Yes Yes
LO STRG GROUND
704 60 LO SHUTDN SAFELY 3 Both No Equal To 127 0 1 Greater Than 4.96 MPH No Yes Yes
PRES SPD
GROUND
705 61 HI STRG PRES LO SHUTDN SAFELY 3 Both No Equal To 127 0 1 Greater Than 4.96 MPH No Yes Yes
SPD
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Greater Than 255.2
706 62 TC OUT TEMP HI SHUTDN SAFELY 3 Both No 275 DEG F 0 No No Yes
Equal To DEG F
LT F BRK SLOW DOWN; Greater Than 235.4
TEMP DOWNSHIFT Equal To DEG F
LT F BRK SLOW DOWN; Greater Than 235.4
708 64 HI 2 Both No 255.2 DEG F 0 No Yes Yes
RT F BRK SLOW DOWN; Greater Than 235.4
RT F BRK SLOW DOWN; Greater Than 235.4
LT R BRK SLOW DOWN; Greater Than 235.4
LT R BRK SLOW DOWN; Greater Than 235.4
RT R BRK SLOW DOWN; Greater Than 235.4
RT R BRK SLOW DOWN; Greater Than 235.4
DO NOT MOVE Less Than GROUND GROUND Less Than
715 71 BRK/AIR PRES LO 2 Both Yes 64.96 PSI 74.96 PSI 2 Greater Than 0 MPH 4.96 MPH No No Yes
MACHINE Equal To SPD SPD Equal To
-4751.07
754 72 LT F SUSP CYL LO CALL SHOP 2 Both No Equal To -4751.07 PSI 0 No No Yes
PSI
RT F SUSP -4751.07
755 74 LO CALL SHOP 2 Both No Equal To -4751.07 PSI 0 No No Yes
CYL PSI
-4751.07
756 73 LT R SUSP CYL LO CALL SHOP 2 Both No Equal To -4751.07 PSI 0 No No Yes
PSI
RT R SUSP -4751.07
757 75 LO CALL SHOP 2 Both No Equal To -4751.07 PSI 0 No No Yes
CYL PSI
Displa ACTUAL
782 48 PARKBK ON RELEASE PARKBK 2 No Equal To 32767 0 1 Not Equal To 0 No No No
y GEAR
888 21 ENG COOL LVL LO ADD COOLANT 2 Both No Equal To 127 0 0 No No Yes
Greater
DIFF LUBE CHECK Less Than GROUND
897 79 LO 3 Both No 4.93 PSI 6.96 PSI 2 Greater Than 14.88 MPH DIFF TEMP Than Equal 140 DEG F No No Yes
PRES IMMEDIATELY Equal To SPD
To
DIFF LUBE Greater Than
898 80 HI CALL SHOP 2 Both No Greater Than 99.9 PSI 94.97 PSI 1 DIFF TEMP 140 DEG F No No Yes
PRES Equal To
Greater Than
899 81 DIFF FLTR SW PLGD CALL SHOP 1 Both No Equal To 0 127 1 DIFF TEMP 140 DEG F No No Yes
Equal To
CHECK BEFORE
936 85 ENG OIL LVL SHUTDN 3 None No Equal To 127 0 1 ENG SPD Greater Than 400 RPM Yes No No
RESTART
CHECK BEFORE
937 86 LO OIL PRES SHUTDN 3 None No Equal To 127 0 1 ENG SPD Greater Than 400 RPM Yes No No
RESTART
ENG COOL CHECK BEFORE Greater Than 217.4
938 87 SHUTDN 3 None No 224.6 DEG F 1 ENG SPD Greater Than 400 RPM Yes No No
TEMP RESTART Equal To DEG F
Desarrollo Tecnico
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INJEC
948 17 LO OIL PRES SHUTDN SAFELY 3 Both No Equal To 127 0 1 Not Equal To 127 No Yes Yes
DISABLED
ENG COOL
949 19 TOO LO SHUTDN SAFELY 3 Both No Equal To 0 127 1 ENG SPD Greater Than 400 RPM No No Yes
FLOW
ADD OIL GROUND Greater
957 82 DIFF OIL LVL LO 1 None No Equal To 0 0 2 Less Than 1.24 MPH BODY POS 0 No No No
IMMEDIATELY SPD Than
FILL BEFORE GROUND
958 83 DIFF OIL LVL LO 1 None No Equal To 0 0 2 Less Than 1.24 MPH ENG SPD Less Than 400 RPM No No No
STARTUP SPD
STRG OIL Greater Than 194 DEG
959 84 HI CALL SHOP 1 Both No 215.6 DEG F 0 No No Yes
TEMP Equal To F
ENG COOL
977 90 ENG OIL FLTR PLGD CALL SHOP 1 Both No Greater Than 10 PSI 7.97 PSI 1 Greater Than 145.4 DEG F No No Yes
TEMP
Greater Than ENG COOL
978 91 ENG OIL FLTR BYPASS CALL SHOP 2 Both No 29 PSI 24.94 PSI 1 Greater Than 145.4 DEG F No No Yes
Equal To TEMP
Displa GROUND Greater Than GROUND Less Than
1002 53 BODY POS UP LOWER BODY 2 No Equal To 32767 0 2 3.1 MPH 8.37 MPH No No No
y SPD Equal To SPD Equal To
LOWER
Displa GROUND Greater Than
1062 95 BODY POS UP BODY;SLOW 2 Yes Equal To 32767 0 1 8.06 MPH No No No
y SPD Equal To
DOWN
IDLE @1200 IN Greater Than 235.4
1063 29 TC OUT TEMP HI 2 Both No 255.2 DEG F 0 No No Yes
NTRL Equal To DEG F
HI BOOST
1143 96 CALL SHOP 2 Both No Equal To 1 0 0 No No Yes
PRES
LO BOOST
1144 97 CALL SHOP 2 Both No Equal To 1 0 0 No No Yes
PRES
VIMS Less Than
1147 98 STORED CALL SHOP 1 Both No 55 % 60 % 0 No No Yes
SNAPSHOT Equal To
PARKBK FLTR CHECK TRN LUBE
1154 99 PLGD 2 Both No Equal To 1 0 1 Greater Than 125.6 DEG F No No Yes
SW IMMEDIATELY TEMP
LT TRBO IN
1181 15 HI CALL SHOP 2 Both No Greater Than 16.02 PSI 15.51 PSI 0 No No Yes
PRES
RT TRBO IN
1182 16 HI CALL SHOP 2 Both No Greater Than 16.02 PSI 15.51 PSI 0 No No Yes
PRES
1199 101 MANUAL EREC STORED 1 Log No Equal To 1 0 0 No No Yes
LO STRG DO NOT MOVE Displa ACTUAL

1388 93 LO 2 No Equal To 127 0 1 Not Equal To 0 No No No
PRES MACHINE y GEAR
DO NOT MOVE Displa ACTUAL
1389 94 HI STRG PRES LO 2 No Equal To 127 0 1 Not Equal To 0 No No No
MACHINE y GEAR
DO NOT MOVE GROUND
1390 92 BRK STROKE HI 3 Both No Equal To 127 0 1 Less Than 4.96 MPH No No Yes
MACHINE SPD
Greater Than
1405 3 ENG SPD TOO HI REDUCE SPEED 2 Both Yes 2300 RPM 1900 RPM 0 No No Yes
Equal To
Greater Than
1406 102 ENG SPD TOO HI REDUCE SPEED 2 Log Yes 2350 RPM 1900 RPM 0 No Yes Yes
Equal To
Desarrollo Tecnico
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SPD Equal To
CHECK BEFORE Greater Than INJEC
1410 105 ENG COOL LVL SHUTDN 3 Both No 127 -1 1 Equal To 127 No No Yes
RESTART Equal To DISABLED
ENG COOL CHECK BEFORE Greater Than -40 DEG INJEC
1411 106 SHUTDN 3 Both No 224.6 DEG F 1 Equal To 127 No No Yes
TEMP RESTART Equal To F DISABLED
1412 107 ENG OIL LVL SHUTDN 3 Both No 127 -1 1 Equal To 127 No No Yes
CHECK BEFORE Greater Than LO OIL INJEC
1413 108 LO OIL PRES SHUTDN 3 Both No 0 -1 2 Equal To 1 Equal To 127 No No Yes
RESTART Equal To SHUTDN DISABLED
CHECK BEFORE
1414 103 AFTRCLR LVL SHUTDN 3 None No Equal To 127 0 1 ENG SPD Greater Than 400 RPM Yes No No
RESTART
1415 104 AFTRCLR LVL SHUTDN 3 Both No 127 -1 1 Equal To 127 No No Yes
Greater Than
1416 110 ENG SPD TOO HI REDUCE SPEED 3 Log No 2600 RPM 1900 RPM 0 No Yes Yes
Equal To
Greater Than 1355 DEG
1421 6 LT EXH TEMP HI CALL SHOP 2 Both No 1382 DEG F 0 No Yes Yes
Equal To F
Greater Than 1355 DEG
1422 7 RT EXH TEMP HI CALL SHOP 2 Both No 1382 DEG F 0 No Yes Yes
Equal To F
CNKCASE Greater Than 7.2 IN-
1467 89 HI CALL SHOP 1 Both No 14.4 IN-H2O 0 No No Yes
PRES Equal To H2O
PAYLOAD
1500 109 UNCAL CAL PAYLOAD 2 Both No Equal To 237 0 0 No No Yes
STATUS
Displa Greater Than
1514 2 ENG SPD TOO HI REDUCE SPEED 2 Yes 2200 RPM 1900 RPM 0 No No Yes
y Equal To
Displa Greater Than
1515 1 ENG SPD TOO HI REDUCE SPEED 2 Yes 2200 RPM 1900 RPM 0 No No No
y Equal To
BODY
1516 54 GROUND SPD HI 2 Log Yes Greater Than 3.1 MPH 2.48 MPH 1 BODY POS Equal To 32767 No No Yes
UP;GROUND SPD
Greater Than 38.13
1528 51 GROUND SPD HI REDUCE SPEED 2 Both Yes 39.06 MPH 0 No Yes Yes
Equal To MPH
DERATE
1719 111 ENG DERATE 1 Both No Greater Than 0% 0% 1 Equal To 0 No No No
STATUS
MAX SLOW DWN; RAC
1899 125 TOO HI 2 Both No Less Than -2682.5 PSI -2465 PSI 1 Equal To 1 No No Yes
PITCH/SEC AVOID AREA SEVERITY
MAX RAC
1900 127 HI 1 Both No Less Than -2247.5 PSI -2030 PSI 1 Equal To 1 No No Yes
PITCH/SEC SEVERITY
MAX SLOW DWN; -1957.5 RAC
1901 137 TOO HI 2 Both No Less Than -2175 PSI 1 Equal To 1 No No Yes
RACK/SEC AVOID AREA PSI SEVERITY
MAX -1667.5 RAC
1902 139 HI 1 Both No Less Than -1885 PSI 1 Equal To 1 No No Yes
RACK/SEC PSI SEVERITY
MAX Greater Than RAC
1903 126 HI 1 Both No 1522.5 PSI 1305 PSI 1 Equal To 1 No No Yes
PITCH/SEC Equal To SEVERITY
MAX SLOW DWN; Greater Than 1667.5 RAC
1904 124 TOO HI 2 Both No 1885 PSI 1 Equal To 1 No No Yes
PITCH/SEC AVOID AREA Equal To PSI SEVERITY
Desarrollo Tecnico
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SPD Equal To
MAX Greater Than 1667.5 RAC
1905 138 HI 1 Both No 1885 PSI 1 Equal To 1 No No Yes
RACK/SEC Equal To PSI SEVERITY
RACK/SEC AVOID AREA Equal To PSI SEVERITY
2515 112 PARKBK DRAG LT R CALL SHOP 2 Both No Equal To 128 0 0 No No Yes
2516 113 PARKBK DRAG RT R CALL SHOP 2 Both No Equal To 64 0 0 No No Yes
2517 114 PARKBK DRAG BOTH R CALL SHOP 2 Both No Equal To 192 0 0 No No Yes
22 IN-
2632 4 AIR FLTR PLGD CALL SHOP 1 Both No Greater Than 24 IN-H2O 0 No No Yes
H2O
22 IN-
2633 5 AIR FLTR PLGD CALL SHOP 2 Both No Greater Than 24 IN-H2O 0 No No Yes
H2O
Displa
2648 23 SYS VOLTAGE LO RAISE ENG SPD 2 No Less Than 24.8 VOLTS 26 VOLTS 1 ENG SPD Less Than 1500 RPM No No Yes
y
Greater Than
2649 22 SYS VOLTAGE LO CALL SHOP 1 Both No Less Than 24.8 VOLTS 26 VOLTS 1 ENG SPD 1500 RPM No No Yes
Equal To
24.5
2650 24 SYS VOLTAGE LO CALL SHOP 2 Both No Less Than 24 VOLTS 0 No No Yes
VOLTS
23.5
2651 88 SYS VOLTAGE LO SHUTDN SAFELY 3 Both No Less Than 23 VOLTS 0 No No Yes
VOLTS
Displa
2652 115 SYS VOLTAGE LO CALL SHOP 1 No Less Than 24.5 VOLTS 25 VOLTS 1 ENG SPD Greater Than 400 RPM No No Yes
y
MAX SLOW DWN; Greater Than 3552.5 RAC Greater Than
2897 116 TOO HI 2 Both No 3770 PSI 1 3 No No Yes
PITCH/SEC AVOID AREA Equal To PSI SEVERITY Equal To
MAX SLOW DWN; RAC Greater Than
2898 117 TOO HI 2 Both No Less Than -3987.5 PSI -3770 PSI 1 3 No No Yes
PITCH/SEC AVOID AREA SEVERITY Equal To
MAX Greater Than 2972.5 RAC Greater Than
2899 118 HI 1 Both No 3190 PSI 1 3 No No Yes
PITCH/SEC Equal To PSI SEVERITY Equal To
MAX -3407.5 RAC Greater Than
2900 119 HI 1 Both No Less Than -3625 PSI 1 3 No No Yes
PITCH/SEC PSI SEVERITY Equal To
MAX SLOW DWN; Greater Than RAC
2901 120 TOO HI 2 Both No 2537.5 PSI 2320 PSI 1 Equal To 2 No No Yes
PITCH/SEC AVOID AREA Equal To SEVERITY
MAX SLOW DWN; RAC
2902 121 TOO HI 2 Both No Less Than -3262.5 PSI -3045 PSI 1 Equal To 2 No No Yes
PITCH/SEC AVOID AREA SEVERITY
MAX Greater Than 1957.5 RAC
2903 122 HI 1 Both No 2175 PSI 1 Equal To 2 No No Yes
PITCH/SEC Equal To PSI SEVERITY
MAX -2682.5 RAC
2904 123 HI 1 Both No Less Than -2900 PSI 1 Equal To 2 No No Yes
PITCH/SEC PSI SEVERITY
MAX SLOW DWN; Greater Than 3262.5 RAC Greater Than
2905 128 TOO HI 2 Both No 3480 PSI 1 3 No No Yes
RACK/SEC AVOID AREA Equal To PSI SEVERITY Equal To
MAX SLOW DWN; -3262.5 RAC Greater Than
2906 129 TOO HI 2 Both No Less Than -3480 PSI 1 3 No No Yes
RACK/SEC AVOID AREA PSI SEVERITY Equal To
Desarrollo Tecnico
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MAX Greater Than 2682.5 RAC Greater Than
2907 130 HI 1 Both No 2900 PSI 1 3 No No Yes
RACK/SEC Equal To PSI SEVERITY Equal To
MAX -2682.5 RAC Greater Than
2908 131 HI 1 Both No Less Than -2900 PSI 1 3 No No Yes
RACK/SEC PSI SEVERITY Equal To
RACK/SEC AVOID AREA Equal To PSI SEVERITY
MAX SLOW DWN; -2537.5 RAC
2910 133 TOO HI 2 Both No Less Than -2755 PSI 1 Equal To 2 No No Yes
RACK/SEC AVOID AREA PSI SEVERITY
MAX Greater Than RAC
2911 134 HI 1 Both No 2537.5 PSI 2320 PSI 1 Equal To 2 No No Yes
RACK/SEC Equal To SEVERITY
MAX RAC
2912 135 HI 1 Both No Less Than -2537.5 PSI -2320 PSI 1 Equal To 2 No No Yes
RACK/SEC SEVERITY
OVERLO PROCEED OVERLOA
2915 140 PAYLOAD 2 Both No Greater Than 0 TON 550 TON 1 Equal To 1 No No Yes
ADED CAREFULLY D2
OVERLO DUMP LOAD OVERLOA GROUND
2916 141 PAYLOAD 2 Both No Greater Than 0 TON 550 TON 2 Equal To 1 Less Than 6.82 MPH No No Yes
ADED CAREFULLY D2S SPD
Greater
OVERLO DUMP LOAD OVERLOA GROUND
2917 142 PAYLOAD 2 Both Yes Greater Than 0 TON 550 TON 2 Equal To 1 Than Equal 6.82 MPH No No Yes
ADED CAREFULLY D2S SPD
To
Desarrollo Tecnico
Camion 785B0700 Configuration file 197-3361 Software 9.6
Lista de parametros
Numero Parametro Numero Parametro

100 ENG SPD 436 RTR-RTF BRKTEMP
102 LT TRBO IN PRES 437 LTR-LTF BRKTEMP
103 RT TRBO IN PRES 440 STRG OIL PRES
105 BOOST PRES 452 BRK/AIR PRES
106 LT EXH TEMP 453 PARKBK
107 RT-LT EXH TEMP 456 BRK STROKE
108 RT EXH TEMP 460 LT F BRK TEMP
110 AFTRCLR TEMP 461 LT R BRK TEMP
115 COOL FAN SPD 462 RT F BRK TEMP
118 AIR FLTR 463 RT R BRK TEMP
121 ENG LOAD 464 RTF-LTF BRKTEMP
122 FUEL FLTR 465 RTR-LTR BRKTEMP
123 FUEL LVL 505 HOIST SCREEN
125 THROTTL POS 513 DIFF OIL LVL
129 ENG FUEL RATE 704 DIFF FAN RELAY
130 ENG OIL LVL 710 RTF-LTF SUSPCYL
131 ENG OIL PRES 711 RTR-LTR SUSPCYL
134 ENG COOL FLOW 720 LT F SUSP CYL
135 ENG COOL TEMP 721 LT R SUSP CYL
137 AFTRCLR LVL 722 RT F SUSP CYL
138 ENG COOL LVL 723 RT R SUSP CYL
140 SYS VOLTAGE 725 GROUND SPD
310 TC FLTR 726 BODY POS
312 TC SCREEN 727 BODY LVR
313 TC OUT TEMP 728 PAYLOAD
325 DIFF TEMP 729 PAYLOAD STATUS
327 DIFF FLTR SW 730 HAUL DISTANCE
328 DIFF LUBE PRES 751 AUTO LUBE
349 TRN GEAR 790 ATMOS PRES
350 TRN LUBE TEMP 791 AMB AIR TEMP
351 GEAR SELECT 800 VIMS EVENT LIST
355 TRN OUT SPD 801 PAYLOAD DATA
356 TRN CHRG FLTR 802 VIMS SNAPSHOT
357 TRN LUBE FLTR 860 MANUAL EREC
358 TRN SLIP 32768 OVERLOAD2S
359 LCKUP SLIP 33120 ACTUAL GEAR
380 RETARDER 33560 MACHINE PITCH
33561 MACHINE RACK
Desarrollo Tecnico
FERREYROS S.A.A. AQP-1620144-785B
Cargador 994D Configuration file 17154220 Hardware 3.0
Lista de parametros
Parameter Number Parameter Name Parameter Number Parameter Name
110 AFTRCLR TEMP 168 LT AIR FLTR RES
791 AMB AIR TEMP 106 LT EXH TEMP
790 ATMOS PRES 545 LT HYD CDRN ST
751 AUTO LUBE 494 LT STRG CDRN ST
749 AUTO LUBE PRES 323 LUC ENABLE
477 BRK ACUM PRES 332 LUC SOL CMD
455 BRK TEMP 860 MANUAL EREC
755 BUCKET WT 374 PARKBK
133 CNKCASE PRES 803 PAYLOAD MEMORY
546 CTR HYD CDRN ST 785 PAYLOAD SW
116 ENG COLD MODE 303 PT OIL FLTR
135 ENG COOL TEMP 322 QUICKSHIFT SW
117 ENG DERATE 370 RIMPULL PERCNT
520 ENG FAN SPD 372 RIMPULL SELECT2
129 ENG FUEL RATE 373 RIMPULL STATUS2
121 ENG LOAD 169 RT AIR FLTR RES
485 ENG OIL FLTR 108 RT EXH TEMP
130 ENG OIL LVL 547 RT HYD CASEDRN
131 ENG OIL PRES 495 RT STRG CASEDRN
167 ENG PRELUBE 107 RT-LT EXH TEMP
100 ENG SPD 743 SHUTDN SW
119 ETHER INJEC 488 STRG COOL FLTR
778 ETHER INJEC SW 445 STRG OIL FLTR
603 F PMP DRV FLTR 440 STRG OIL PRES
307 F PMP DRV TEMP 444 STRG OIL TEMP
122 FUEL FLTR 448 STRG/TRN LCK
123 FUEL LVL 415 SVC BRK PEDAL
353 GEAR CODE 550 SYS AIR PRES
351 GEAR SELECT 140 SYS VOLTAGE
737 GROUND SPD 311 TC OUT SPD
32768 HI EXH TEMP 313 TC OUT TEMP
604 HYD COOL FLTR 316 TC PDL POS
517 HYD OIL FLTR 125 THROTTL POS
502 HYD OIL LVL 709 TLT CYL HD PRES
500 HYD OIL TEMP 109 TRBO OUT PRES
544 IMPL PILOT FLTR 349 TRN GEAR
371 IMPLR CLCH CURR 355 TRN OUT SPD
331 IMPLR CLCH PRES 756 TRUCK WT
781 KEY STRT SW 800 VIMS EVENT LIST
570 LFT CYL HD PRES 802 VIMS SNAPSHOT
572 LFT LINK POS
Desarrollo Tecnico
FERREYROS S.A.A. A17154220-994D
Cargador 994D Configuration file 17154220.cnf Hardware 3.0
Comandos de teclado
Codigo
Comando Numerico Codigo Alfabetico Descripción del comando
Autolube manual initiate 582626 LUBMAN Iniciar lubricación automática
Autolube setup 582738 LUBSET Configurar lubricación automática
Back light adjust 258 BLT Iluminación de la pantalla
Calibrate controls 7378 SERV Ingresa al modo de servicio
Clear resetable totals 73738 RESET Borrar totales acumulados
Contrast adjust 266 CON Contraste de la pantalla
Datalogger reset 35737 DELRES Borrar memoria del Datalogger
Datalogger toggle 3564 DLOG Iniciar / detener Datalogger
Event recorder manual latch 3732 EREC Activar la grabadora de eventos
Event statistics 37828 STAT Estadistica de eventos almacenados
Language toggle 52 LA Cambiar lenguaje
Service lamp reset 782548 SVCLIT Apagar luz de servicio (azul)
Modalidad de encendido de la luz de servicio
Service Lamp Set 782738 SVCSET (luz azul)
Test instrumentation 8378 TEST Auto prueba
Units toggle 86 UN Cambiar unidades
User Selected Event Recorder 37738 ERSET Programar disparador grabador de eventos
View acknowledged events 3225 EACK Mostrar eventos activos
View event list 35478 ELIST Mostrar lista de eventos
View resettable cummulatives 868 TOT Mostar totales acumulados
Desarrollo Tecnico
CARGADOR 994D Configuration file 17154220.cnf Hardware 3.0
Tabla Maestra de Eventos
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ENG WILL NOT
1661 REMOTE SHUTDN START 1 display No EQUAL TO 1 0 0 No No No
REDUCE ENGINE
1664 HI COOL TEMP LOAD 2 both No EQUAL TO 1 0 0 No Yes Yes
FILL BEFORE LESS THAN
603 ENG OIL LVL LO STARTUP 2 both No EQUAL TO 1 0 1 ENG SPD EQUAL TO 400 RPM No No Yes
1554 CTS ACTIVE 1 display No EQUAL TO 1 0 0 No No No
18 FUEL FLTR PLGD CALL SHOP 1 both No EQUAL TO 127 0 0 No No Yes

LESS THAN
82 FUEL LVL LO 1 display No EQUAL TO 15% 20% 0 No No No
LESS THAN
83 FUEL LVL LO ADD FUEL NOW 2 both No EQUAL TO 10% 15% 0 No No Yes
1669 HI EXH TEMP CALL SHOP 2 display No EQUAL TO 1 0 0 No No No

SCHEDULE
1670 PAYLOAD MEMORY LO DOWNLOAD 1 display No LESS THAN 10% 15% 0 No No No
GREATER GREATER
1707 ENG COLD MODE COLD MODE ON 1 display No THAN 0 0 1 ENG SPD THAN 400 RPM No No Yes
402 SYS VOLTAGE LO CALL SHOP 1 display No LESS THAN 24 VOLTS 24.5 VOLTS 1 ENG SPD LESS THAN 400 RPM No No Yes
GREATER
403 SYS VOLTAGE LO CALL SHOP 1 both No LESS THAN 24.8 VOLTS 25 VOLTS 1 ENG SPD THAN 400 RPM No No Yes
404 SYS VOLTAGE LO SHUTDN SAFELY 3 both No LESS THAN 23 VOLTS 23.5 VOLTS 0 No No Yes
GREATER
GREATER
406 SYS VOLTAGE HI SHUTDN SAFELY 3 both No THAN 32 VOLTS 31.5 VOLTS 0 No No Yes
TC OUT GREATER
817 PT OIL FLTR PLGD CALL SHOP 2 both No EQUAL TO 127 0 1 TEMP THAN 65 DEG C No No Yes
TC OUT GREATER
414 PT OIL FLTR PLGD SHUTDN SAFELY 3 both No EQUAL TO
GREATER 127 0 1 TEMP THAN 65 DEG C No No Yes
IDLE @1700 IN THAN EQUAL
11 TC OUT TEMP HI NTRL 2 both No TO
GREATER 127 DEG C 113 DEG C 0 No No Yes
THAN EQUAL
818 TC OUT TEMP HI SHUTDN SAFELY 3 both No TO 132 DEG C 113 DEG C 0 No Yes Yes
819 STRG OIL PRES LO SHUTDN SAFELY 3 both No EQUAL TO

GREATER 127 0 0 No No Yes
SLOW DOWN; THAN EQUAL
820 BRK TEMP HI DOWNSHIFT 2 both No TO
THAN EQUAL
821 BRK TEMP HI SHUTDN SAFELY 3 both No TO 120 DEG C 110 DEG C 0 No No Yes
GREATER
847 BRK ACUM PRES LO SHUTDN SAFELY 3 both No EQUAL TO 127 0 2 ENG SPD THAN 400 RPM GEAR CODE EQUAL TO 0 No No Yes
DO NOT MOVE GREATER
822 BRK ACUM PRES LO MACHINE 3 display No EQUAL TO 127 0 2 ENG SPD THAN 400 RPM GEAR CODE EQUAL TO 0 No No No
Desarrollo Tecnico
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LESS THAN
823 BRK ACUM PRES LO 1 display No EQUAL TO 127 0 1 ENG SPD EQUAL TO 400 RPM No No No
LESS THAN
1571 SYS AIR PRES LO CALL SHOP 1 display No EQUAL TO 578 KPA 678 KPA 0 No No No
LESS THAN
825 SYS AIR PRES LO CALL SHOP 1 Log No EQUAL TO 578 KPA 678 KPA 0 No No Yes
HYD OIL GREATER
1587 IMPL PILOT FLTR PLGD CALL SHOP 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
1711 PARKBK ON 1 display No EQUAL TO

GREATER 0 0 0 No No No
THAN EQUAL
839 AUTO LUBE PRES ERR CALL SHOP 3 both No TO 3446 KPA 3000 KPA 1 AUTO LUBE EQUAL TO 0 No Yes Yes
STRG OIL GREATER
1815 STRG OIL FLTR PLGD CALL SHOP 2 both No EQUAL TO 1 0 1 TEMP THAN 35 DEG C No No Yes
STRG OIL GREATER
1816 STRG OIL FLTR PLGD SHUTDN SAFELY 3 both No EQUAL TO
1591 STRG OIL TEMP HI NTRL 2 both No TO
THAN EQUAL
1592 STRG OIL TEMP HI SHUTDN SAFELY 3 both No TO 93 DEG C 86 DEG C 0 No No Yes
GREATER
831 HYD OIL LVL LO SHUTDN SAFELY 3 both No EQUAL TO 127 0 1 ENG SPD THAN 400 RPM No No Yes
FILL BEFORE LESS THAN
832 HYD OIL LVL LO STARTUP 2 both No EQUAL TO 127 0 1 ENG SPD EQUAL TO 400 RPM No No Yes
HYD OIL GREATER
1813 HYD OIL FLTR PLGD CALL SHOP 2 both No EQUAL TO 1 0 1 TEMP THAN 52 DEG C No No Yes
HYD OIL GREATER
1814 HYD OIL FLTR PLGD SHUTDN SAFELY 3 both No EQUAL TO
91 HYD OIL TEMP HI NTRL 2 both No TO
THAN EQUAL
92 HYD OIL TEMP HI SHUTDN SAFELY 3 both No TO 93 DEG C 86 DEG C 0 No No Yes
SCHEDULE
1671 PAYLOAD MEMORY FULL DOWNLOAD 2 display No LESS THAN
GREATER 1% 5% 0 No No No
CHANGE THAN EQUAL
1061 TC OUT TEMP HI OPERATION 1 display No TO 121 DEG C 113 DEG C 0 No No No
PRES LO - CALL
840 AUTO LUBE SHOP 3 both No EQUAL TO 255 0 0 GREATER No No Yes
THAN
1712 PARKBK ON RELEASE PARKBK 3 display No EQUAL TO 0 0 2 ENG SPD EQUAL TO 950 RPM GEAR CODE EQUAL TO 0 No No No
600 VIMS EVENT LIST FULL CALL SHOP 1 display No LESS THAN 5% 10% 0 No No No
602 VIMS SNAPSHOT FULL CALL SHOP 1 display No LESS THAN 5% 10% 0 No No No
F PMP DRV GREATER
2559 F PMP DRV FLTR PLGD CALL SHOP 2 both No EQUAL TO 1 0 1 TEMP THAN 52 DEG C No No Yes
REDUCE GREATER
1141 BUCKET WT HI PAYLOAD 1 display No THAN
GREATER 359 T 350 T 0 No No No
THAN EQUAL
838 AUTO LUBE PRES HI CALL SHOP 2 both No TO 27586 KPA 25518 KPA 0 No No Yes
Desarrollo Tecnico
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ADD OIL GREATER
604 ENG OIL LVL LO IMMEDIATELY 3 both No EQUAL TO 1 0 1 ENG SPD THAN 400 RPM No No Yes
SCHEDULE
1295 PAYLOAD MEMORY LO DOWNLOAD 1 Log No LESS THAN 10% 15% 0 No No Yes
SCHEDULE
1296 PAYLOAD MEMORY FULL DOWNLOAD 2 Log No LESS THAN 1% 5% 0 No No Yes
1199 MANUAL EREC STORED 1 Log No EQUAL TO 1 0 0 No No Yes
1668 HI CNKCS PRES CALL SHOP 1 display No EQUAL TO 1 0 0 GREATER No No No

THAN
1713 PARKBK ON RELEASE PARKBK 3 Log No EQUAL TO 0 0 2 ENG SPD EQUAL TO 950 RPM GEAR CODE EQUAL TO 0 No No Yes
HYD OIL GREATER
1536 CTR HYD CDRN ST PLGD CALL SHOP 1 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
F PMP DRV GREATER
2560 F PMP DRV FLTR PLGD SHUTDN SAFELY 3 both No EQUAL TO 1 0 1 TEMP THAN 52 DEG C No No Yes
1548 TOP GEAR LIMIT 2 display No EQUAL TO 1 0 0 No No No
1681 VIMS SNAPSHOT FULL CALL SHOP 1 Log No LESS THAN 5% 10% 0 No No Yes
REDUCE ENGINE
1894 HI AFTRCLR TEMP LOAD 2 both No EQUAL TO 1 0 0 No No Yes
1895 ENG OIL FLTR PL CALL SHOP 1 both No EQUAL TO 1 0 0 No No Yes

HYD OIL GREATER
2557 HYD COOL FLTR PLGD CALL SHOP 2 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
HYD OIL GREATER
2558 HYD COOL FLTR PLGD SHUTDN SAFELY 3 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
1896 ENG OIL FLTR BP SHUTDN SAFELY 3 both No EQUAL TO 1 0 0 No No Yes
1897 PRELUBE ACTIVE 1 display No EQUAL TO 1 0 0 No No No

HYD OIL GREATER
1588 IMPL PILOT FLTR PLGD SHUTDN SAFELY 3 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
HYD OIL GREATER
1545 LT HYD CDRN ST PLGD CALL SHOP 1 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
STRG OIL GREATER
1546 LT STRG CDRN ST PLGD CALL SHOP 2 both No EQUAL TO 1 0 1 TEMP THAN 35 DEG C No No Yes
STRG OIL GREATER
1547 LT STRG CDRN ST PLGD SHUTDN SAFELY 3 both No EQUAL TO 1 0 1 TEMP THAN 35 DEG C No No Yes
GREATER
2561 F PMP DRV TEMP HI SHUTDN SAFELY 2 both No THAN 110 DEG C 105 DEG C 0 No No Yes
1559 TIMED IC ACTIVE 1 display No EQUAL TO 1 0 0 No No No

GREATER GREATER RT EXH GREATER 427 DEG
1566 RT-LT EXH TEMP HI 1 both No THAN 38 DEG C 27 DEG C 2 ENG SPD THAN 850 RPM TEMP THAN C No No Yes
HYD OIL GREATER
1563 RT HYD CASEDRN PLGD CALL SHOP 1 both No EQUAL TO 127 0 1 TEMP THAN 52 DEG C No No Yes
STRG OIL GREATER
1564 RT STRG CASEDRN PLGD CALL SHOP 2 both No EQUAL TO 1 0 1 TEMP THAN 35 DEG C No No Yes
Desarrollo Tecnico
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STRG OIL GREATER
1565 RT STRG CASEDRN PLGD SHUTDN SAFELY 3 both No EQUAL TO 1 0 1 TEMP THAN 35 DEG C No No Yes
STRG OIL GREATER
1567 STRG COOL FLTR PLGD CALL SHOP 2 both No EQUAL TO 127 0 1 TEMP THAN 35 DEG C No No Yes
STRG OIL GREATER
1568 STRG COOL FLTR PLGD SHUTDN SAFELY 3 both No EQUAL TO 127 0 1 TEMP THAN 35 DEG C No No Yes
607 STRG/TRN LCK ON 1 display No EQUAL TO

GREATER 1 0 0 No No No
THAN EQUAL
1572 SYS AIR PRES HI SHUTDN SAFELY 3 both No TO 1250 KPA 1100 KPA 0 No No Yes
SHIFT TO
1552 NOT IN NTRL NEUTRAL 1 display No EQUAL TO 1 0 0 No No No
1550 LUC DISABLED 1 display No EQUAL TO 1 0 0 No No No
1663 ENG OVERSPEED REDUCE RPM 1 both No EQUAL TO 1 0 0 No Yes Yes
1662 ALTITUDE DERATE 1 display No EQUAL TO 1 0 0 No No No

PT SOLENOIDS
1675 TRANS DISABLED DISABLE 1 display No EQUAL TO 1 0 0 No No No
1666 LO ENG OIL PRES SHUTDN SAFELY 3 both No EQUAL TO 1 0 0 No Yes Yes
SHIFT TO
1650 PARKBK LOCKOUT NEUTRAL 1 display No EQUAL TO 1 0 0 No No No
1667 AIR FLTR PLGD CALL SHOP 1 display No EQUAL TO 1 0 0 No No No
Desarrollo Tecnico
992G-7HR Configuration file 153-3674.cnf Hardware 3.0
Número Mensaje en pantalla Descripción Número Mensaje en pantalla Descripción

Presion de acumulador de freno
472 F BRK ACUM PRES
100 Eng Speed Velocidad de motor frontal
Presion de acumulador de freno
473 R BRK ACUM PRES
102 Lt Trbo in Press Presion de entrada al turbo izquierdo posterior
Temperatura de aceite de eje
474 F AXLE OIL TEMP
103 Rt Trbo in Press Presion de entrada al turbo derecho frontal
Temperatura de aceite de eje
104 Filtro de aire 475 R AXLE OIL TEMP
Filtro de aire posterior
Interruptor de cabina freno de
476 PARKBK CAB SW
105 Boost Pres Presion de refuerzo parqueo
500 HYD OIL TEMP
106 Lt Exh Temp Temperatura de Escape Izquierdo Temperatura de aceite hidraulico
Diferencia de temperaturas de escape
502 HYD OIL LVL
107 Rt-Lt Exh Temp Derecho menos izquierdo Nivel de aceite hidraulico
517 HYD OIL FLTR
108 Rt Exh Temp Temperatura de Escape Derecho Filtro de aceite hidraulico
109 TRBO OUT PRES 518 IMPL PILOT PRES
Presion de slida de turbo Presion piloto de implementos
Presion de aceite de cilindro de
570 LFT CYL HD PRES
121 Eng Load Carga de motor levante
576 LFT RAISE SOL 1
122 Fuel Fltr Filtro de Combustible Solenoide 1 de levante, subir
577 LFT LOWER SOL 1
123 Fuel Lvl Nivel de Combustible Solenoide 1 de levante, bajar
578 TLT DUMP SOL 1
125 Throttl Pos Posicion de Combustible Solenoide 1 de volteo, vaciar
579 TLT RACK SOL 1
129 Eng Fuel Rate Caudal de Combustible Solenoide 1 de volteo, recoger
580 VAR PMP TORQ
130 Eng Oil Lvl Nivel de aceite de motor Torque de la bomba variable
581 IMPL LCK
131 Eng Oil Pres Presion de aceite Bloqueo de implementos
583 FIXED PMP PRES
133 Cnkcase Pres Presion de carter Presion de bomba fija
134 Eng Cool Flow Flujo de refrigerante 584 LFT LINK SNSR
Sensor de brazo de levante
585 TLT LINK SNSR
135 Eng Cool Temp Temperatura de Refrigerante de motor Sensor de brazo de volteo
586 LFT LVR SNSR
140 Sys Voltage Voltaje de sistema Sensor de palanca de levante
303 PT OIL FLTR 587 TLT LVR SNSR
Filtro de transmision Sensor de palanca de volteo
311 TC OUT SPD 743 SHUTDN SW
Velocidad de salida de convertidor Interruptor de apagado
748 CAL ENABLED
313 TC Out Oil Temp Temperatura de Salida de Convertidor Calibracion habilitada
315 TC OUT PRES 752 ENG FANPMP PRES
Presion de salida de convertidor Presion de bomba de ventilador
316 TC PDL POS 755 BUCKET WT
Posicion de pedal de convertidor Peso del cucharon
317 LFT POS LO CAL 756 TRUCK WT
Calibracion baja d pedal izquierdo Peso de camion
318 LFT POS HI CAL 768 HORN SW
Calibracion alta de pedal izquierdo Interruptor de bocina
319 LFTPOS CAL MODE 780 STRT RELAY
Modo de calibracion de pedal izquierdo Rele de arranque
781 KEY STRT SW
349 Trn Gear Marcha de la transmision Interruptor de llave de arranque
785 PAYLOAD SW
355 Trn Out Spd Velocidad de salida de transmision Interruptor de carga util
364 TRN PMP PRES Presion de bomba de transmision 790 Atmos Pres Presion atmosferica
438 STRG OIL PRES
Presion de aceite de direccion 800 VIMS Event List Lista de Eventos de VIMS
444 STRG OIL TEMP
Temperatura de aceite de direccion 802 Vims Snapshot Snapshot de VIMS
445 STRG OIL FLTR 803 PAYLOAD MEMORY
Filtro de aceite de direccion Memoria de carga util
446 STRG PILOT PRES Presion piloto de direccion 860 Manual EREC Event Recorder Manual
Velocidad de bloqueo de
447 STRG OIL LVL 905 THROTTL LCK SPD
Nivel de aceite de direccion acelerador
448 STRG/TRN LCK 909 SAMPLE TRK HIST
Bloqueo de direccion / transmision Historia de Camion de muestra
449 PRI STRG PRES 33120 GEAR CODE
Presion primaria de direccion Codigo de marcha
453 ParkBrk Freno de parqueo 33340 LFT LINK POS Posicion de varillaje de levante
470 F BRK OIL PRES 33341 TLT LINK POS
Presion de aceite de freno frontal Posicion de varillaje de volteo
471 R BRK OIL PRES 33342 LFT LVR POS
Presion de aceite de freno posterior Posicion de palanca de levante
33343 TLT LVR POS Posicion de palanca de volteo
Desarrollo Tecnico
FERREYROS S.A.A 992G-7HR-1533674
992G-7HR Configuration file 153-3674 Hardware 3.0
Comandos de teclado Software 9.62
Codigo Codigo
Comando Descripcion Numerico Alfabetico
Datalogger toggle Activar la grabadora de datos 3564 DLOG
Calibrate Controls Calibrar Controles 7378 SERV
Set Application Code Poner Codigo de aplicación 288224
Desarrollo Tecnico
FERREYROS S.A.A. 1 de 1
Cargador 992G-7HR Configuration file 153-3674 Hardware 3.0
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18 FUEL FLTR PLGD CALL SHOP 1 Both No Equal To 127 0 0 No No Yes
Greater Than
21 ENG SPD TOO HI REDUCE RPM 2 Both Yes 2100 RPM 1900 RPM 0 No No Yes
Equal To
REDUCE Greater Than

25 ENG COOL TEMP HI 2 Both No 224.6 DEG F 199.4 DEG F 0 No No Yes
ENGINE LOAD Equal To
SHUTDN
28 ENG OIL PRES LO 3 Both No Less Than 0 PSI 0 PSI 0 No Yes Yes
SAFELY
56 AIR FLTR PLGD CALL SHOP 1 Both No Greater Than 26 IN-H2O 22 IN-H2O 0 No No Yes
Greater Than
78 RT EXH TEMP HI CALL SHOP 2 Both No 1400 DEG F 1301 DEG F 0 No No Yes
Equal To
Greater Than
79 LT EXH TEMP HI CALL SHOP 2 Both No 1400 DEG F 1301 DEG F 0 No No Yes
Equal To
Greater Than
109 ENG SPD TOO HI REDUCE RPM 2 Display Yes 2100 RPM 1900 RPM 0 No No No
Equal To
Greater Than
165 ENG SPD TOO HI REDUCE RPM 2 Both Yes 2500 RPM 2300 RPM 0 No Yes Yes
Equal To
236 FUEL FLTR PLGD CALL SHOP 2 Both No Equal To 127 0 0 No No Yes
401 AIR FLTR PLGD CALL SHOP 2 Both No Greater Than 26 IN-H2O 22 IN-H2O 0 No No Yes
402 SYS VOLTAGE LO CALL SHOP 1 Display No Less Than 24 VOLTS 24.5 VOLTS 1 ENG SPD Less Than 400 RPM No No No
Greater Than
403 SYS VOLTAGE LO CALL SHOP 1 Both No Less Than 24.8 VOLTS 25 VOLTS 1 ENG SPD 400 RPM No No Yes
Equal To
SHUTDN
404 SYS VOLTAGE TOO LO 3 Both No Less Than 23 VOLTS 23.5 VOLTS 1 ENG SPD Greater Than 400 RPM No No Yes
SAFELY
405 SYS VOLTAGE HI CALL SHOP 1 Both No Greater Than 29.5 VOLTS 29 VOLTS 0 No No Yes
SHUTDN
406 SYS VOLTAGE TOO HI 3 Both No Greater Than 32 VOLTS 31.5 VOLTS 0 No No Yes
SAFELY
ADD OIL
407 STRG OIL LVL LO 2 Both No Equal To 127 0 1 ENG SPD Greater Than 400 RPM No No Yes
IMMEDIATELY
Desarrollo Tecnico
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FILL BEFORE Less Than
408 STRG OIL LVL LO 2 Both No Equal To 127 0 1 ENG SPD 400 RPM No No Yes
STARTUP Equal To
IDLE @1200 IN Greater Than

409 STRG OIL TEMP HI 2 Both No 219.2 DEG F 188.6 DEG F 1 ENG SPD Greater Than 400 RPM No No Yes
NTRL Equal To
SHUTDN Greater Than

410 STRG OIL TEMP HI 3 Both No 230 DEG F 199.4 DEG F 0 No No Yes
SAFELY Equal To
SHUTDN STRG OIL

411 STRG OIL FLTR PLGD 3 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
SAFELY TEMP

412 TC OUT OIL TEMP HI 2 Both No 264.2 DEG F 246.2 DEG F 1 ENG SPD Greater Than 400 RPM No No Yes
NTRL Equal To
SHUTDN Greater Than

413 TC OUT OIL TEMP TOO HI 3 Both No 264.2 DEG F 246.2 DEG F 1 ENG SPD Greater Than 400 RPM No No Yes
SAFELY Equal To
SHUTDN TC OUT OIL

414 PT OIL FLTR PLGD 3 Both No Equal To 127 0 1 Greater Than 149 DEG F No No Yes
SAFELY TEMP
GEAR
415 PARKBK ON 1 Display No Equal To 32767 0 1 Equal To 0 No No No
CODE
RELEASE GEAR
416 PARKBK ON 3 Both No Equal To 32767 0 2 Not Equal To 0 ENG SPD Greater Than 400 RPM No No Yes
PARKBK CODE
SHUTDN
417 F BRK ACUM PRES LO 3 Log No Equal To 127 0 1 ENG SPD Greater Than 400 RPM No No Yes
SAFELY
SHUTDN
418 R BRK ACUM PRES LO 3 Log No Equal To 127 0 1 ENG SPD Greater Than 400 RPM No No Yes
SAFELY
Less Than
419 F BRK ACUM PRES LO 1 Display No Equal To 127 0 1 ENG SPD 400 RPM No No No
Equal To
Less Than
420 R BRK ACUM PRES LO 1 Display No Equal To 127 0 1 ENG SPD 400 RPM No No No
Equal To

421 HYD OIL TEMP HI 2 Both No 219.2 DEG F 188.6 DEG F 1 ENG SPD Greater Than 400 RPM No No Yes
NTRL Equal To
SHUTDN Greater Than

422 HYD OIL TEMP HI 3 Both No 230 DEG F 199.4 DEG F 0 No No Yes
SAFELY Equal To
SHUTDN HYD OIL

425 HYD OIL FLTR PLGD 3 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
SAFELY TEMP
Less Than
426 FUEL LVL LO 1 Display No 10 % 12 % 0 No No No
Equal To
Desarrollo Tecnico
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ADD FUEL Less Than
427 FUEL LVL TOO LO 2 Display No 5% 7% 0 No No No
NOW Equal To
Greater Than
428 F AXLE OIL TEMP HI SLOW DOWN 2 Both No 194 DEG F 185 DEG F 0 No No Yes
Equal To
Greater Than
429 R AXLE OIL TEMP HI SLOW DOWN 2 Both No 194 DEG F 185 DEG F 0 No No Yes
Equal To
602 VIMS SNAPSHOT FULL CALL SHOP 1 Both No Less Than 5% 10 % 0 No No Yes
FILL BEFORE Less Than

603 ENG OIL LVL LO 2 Both No Equal To 127 0 1 ENG SPD 400 RPM No No Yes
STARTUP Equal To
ADD OIL
604 ENG OIL LVL LO 3 Both No Equal To 127 0 1 ENG SPD Greater Than 400 RPM No No Yes
IMMEDIATELY
ADD OIL LFT LINK

605 HYD OIL LVL LO 2 Both No Equal To 127 0 2 Less Than -20 DEG ENG SPD Greater Than 400 RPM No No Yes
IMMEDIATELY POS
FILL BEFORE LFT LINK Less Than

606 HYD OIL LVL LO 2 Both No Equal To 127 0 2 Less Than -20 DEG ENG SPD 400 RPM No No Yes
STARTUP POS Equal To
607 STRG/TRN LCK ON 1 Display No Equal To 1 0 0 No No No
608 IMPL LCK ON 1 Display No Equal To 127 0 0 No No No
673 SHUTDN SW ON 1 Display No Equal To 1 0 0 No No No
SHUTDN
720 ENG COOL FLOW TOO LO 3 Both No Equal To 0 1 1 ENG SPD Greater Than 400 RPM No No Yes
SAFELY
DO NOT MOVE
787 F BRK ACUM PRES LO 3 Display No Equal To 127 0 1 ENG SPD Greater Than 400 RPM No No No
MACHINE
DO NOT MOVE
788 R BRK ACUM PRES LO 3 Display No Equal To 127 0 1 ENG SPD Greater Than 400 RPM No No No
MACHINE
TC OUT OIL
817 PT OIL FLTR PLGD CALL SHOP 2 Both No Equal To 127 0 1 Greater Than 149 DEG F No No Yes
TEMP
STRG OIL
827 STRG OIL FLTR PLGD CALL SHOP 2 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
TEMP
HYD OIL
833 HYD OIL FLTR PLGD CALL SHOP 2 Both No Equal To 127 0 1 Greater Than 125.6 DEG F No No Yes
TEMP
Desarrollo Tecnico
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858 STRG OIL PRES TOO LO 3 Both No Less Than 72.5 PSI 79.75 PSI 1 ENG SPD Greater Than 400 RPM No No Yes
SAFELY
SHUTDN
892 PRI STRG PRES TOO LO 3 Both No Equal To 127 0 0 No No Yes
SAFELY
CHECK PRES STRG OIL

912 STRG PILOT PRES HI 1 Both No Greater Than 449.5 PSI 420.5 PSI 2 Greater Than 125.6 DEG F ENG SPD Less Than 1100 RPM No No Yes
SETTING TEMP
CHECK PRES Less Than

913 STRG PILOT PRES LO 1 Both No 290 PSI 319 PSI 1 ENG SPD Greater Than 400 RPM No No Yes
SETTING Equal To
CHECK PRES HYD OIL

914 IMPL PILOT PRES HI 1 Both No Greater Than 449.5 PSI 420.5 PSI 2 Greater Than 125.6 DEG F ENG SPD Less Than 1100 RPM No No Yes
SETTING TEMP
CHECK PRES Less Than

915 IMPL PILOT PRES LO 1 Both No 290 PSI 319 PSI 1 ENG SPD Greater Than 400 RPM No No Yes
SETTING Equal To
Greater Than
976 CNKCASE PRES HI CALL SHOP 1 Both No 14.4 IN-H2O 7.2 IN-H2O 0 No No Yes
Equal To
RESTART
984 LFT LVR POS NOT CTR 2 Display No Equal To -32766 % -32766 % 0 No No No
WITH LVR CTR
LFT HYD
985 LFT LVR POS NOT CTR 2 Display No Equal To -32766 % -32766 % 0 No No No
DISABLED
TLT HYD
986 TLT LVR POS NOT CTR 2 Display No Equal To -32766 % -32766 % 0 No No No
DISABLED
RESTART
987 TLT LVR POS NOT CTR 2 Display No Equal To -32766 % -32766 % 0 No No No
WITH LVR CTR
1147 VIMS SNAPSHOT STORED 1 Both No Less Than 55 % 60 % 0 No No Yes
1199 MANUAL EREC STORED 1 Log No Equal To 1 0 0 No No No
SCHEDULE
1295 PAYLOAD MEMORY LO 1 Both No Less Than 10 % 15 % 0 No No Yes
DOWNLOAD
ENG WILL NOT KEY STRT

1306 SHUTDN SW ON 1 Display No Equal To 1 0 1 Equal To 2 No No No
START SW
SCHEDULE
1407 PAYLOAD MEMORY FULL 1 Both No Less Than 5% 7% 0 No No Yes
DOWNLOAD
Desarrollo Tecnico
VIMS Data Application Guide – Version 1.06 26 July 04
This guide is intended to help Caterpillar dealers, customers and employees to take full advantage
of the extensive amount of data collected by VIMS on Caterpillar Mining machines.
Analysis of VIMS data can be beneficial for Production and Operations Departments to help:
Illustrate poor Payload management practices
Overloading and conformance with CAT’s 10/10/20 Payload Rule
Underloading, payload variation and poor load placement
Identify Operator training needs
Loading techniques
Machine operation; use of retarder, gear selection, engine overspeed
Identify changes in haulroad design to improve productivity
Identify the need for improvements to haulroad maintenance practices
It can also be used by Maintenance Departments (dealer and customer) to help:

More quickly identify and troubleshoot machine / component problems
Identify longer-term degradation of components and systems
Identify the need for tune-ups to optimise component performance and service life
Confirm that service activities have been successful :
Tune-ups and minor component adjustments
Ensure correct performance of newly installed components
Allow components to be changed on-condition rather than at fixed-intervals
This guide has been divided into two sections: VIMS for Maintenance and VIMS for Operations.
VIMS for Maintenance is further broken down by system and component with more detail on how
to apply the various VIMS operations available that have proven useful in the field.
The guide makes reference to several software programs:

VIMSpc used for downloading data from machines and some basic analysis tasks
VIMS Supervisor used for more advanced data analysis
Both are available through the Caterpillar Literature System and are mandatory to achieve the
benefits outlined in this document.
Page 1
VIMS Data Application Guide Revision Chart
Revision/version Comments Date Revised by
1.01 Prototype
1.02
1.03
1.04
1.05 Condition Monitoring additions 20 APR 04 Oscar Villalobos
1.06 Put together several versions 26 July 2004 Ross Rubel
Page 2
Table of Contents
VIMS for Maintenance ........................................................................................................................ 4
Engine (all VIMS machines).......................................................................................................... 4
Exhaust Temperatures......................................................................................................... 4
Air Filter Restriction ........................................................................................................... 4
Engine Coolant Temperature .............................................................................................. 5
Aftercooler Coolant Temperature ....................................................................................... 6
Boost Pressure..................................................................................................................... 7
Engine Oil Pressure............................................................................................................. 7
Powertrain (OHT)........................................................................................................................... 8
Torque Converter and Transmission................................................................................... 8
Differential Oil Temperature .............................................................................................. 9
Powertrain (Wheel Loader) .......................................................................................................... 11
Torque Converter Outlet Oil Temperature........................................................................ 11
Machine Systems (OHT).............................................................................................................. 11
Suspension Cylinders........................................................................................................ 11
Brake Oil Temperature...................................................................................................... 11
Machine Systems (Wheel Loaders & Hydraulic Excavators)...................................................... 12
Hydraulic Oil Temperature in WTL & HEX .................................................................... 12
Hydraulic Pump Drive Oil Temperatures in WTL & HEX .............................................. 12
Pilot Pump Pressure (Swing Brake/Pilot Pump – 5230 only)........................................... 13
VIMS Event List (all VIMS machines)........................................................................................ 14
Machine System Events .................................................................................................... 14
VIMS for Operations ......................................................................................................................... 16
Payload Data Management........................................................................................................... 16
Basic Asset Utilisation...................................................................................................... 16
Production Efficiency and Productivity............................................................................ 17
Payload Management........................................................................................................ 18
Use of Payload Filters ....................................................................................................... 19
Haulroad Design and Maintenance .............................................................................................. 20
Operator Assessment and Training .............................................................................................. 20
VIMS Event List - Operator Induced Events ............................................................................... 21
Page 3
VIMS for Maintenance
Engine (all VIMS machines)
Exhaust Temperatures
Trend the difference between cylinder banks (RH minus LH) using VIMSpc / VIMS Supervisor
Used to confirming the condition of injectors and valves as the engine ages over time.
Recommended Analysis Period: Every 2 – 4 weeks using 3 months / 2 000 hours of operating data
Expected Values: ΔT stays within 20 ºC (38 ºF)
Action Trigger #1: > +/- 20 ºC (35 ºF)
Action Required: Run multi-cylinder cut-out test looking for poor injectors.
Perform Valve clearance adjustment at next PM.
Action Trigger #2: > +/- 50 ºC (90 ºF)
Action Required: Run multi-cylinder cut-out test looking for a ‘dead’ fuel injector.
Check for a guttered or cordal valve failure.
Trend each bank (LH and RH) separately using VIMSpc / VIMS Supervisor
Look for increases or decreases that may indicate a dropping off of performance in:
Fuel Injectors (leakage, blockages in nozzle, poor spray patterns, poor timing, etc.)
Turbochargers (wheel rubbing due to bearing wear that slows turbo, lowers Boost pressure)
Also useful for problem solving: Low power complaints, Engine overheating, and acceleration
response time.
Air Filter Restriction (102/102A)

Trend Air Filter Restriction using VIMSpc / VIMS Supervisor
A new air filter typically runs a restriction of about 3 – 3.5 kPa (0.5 psi) with the engine derating
due to excessive intake restriction at 7 kPa (1 psi). If site conditions permit, through excellent
control of dust in the mine, it may be possible to change the air filter on condition (i.e. when it
reaches 6 – 6.5 kPa) rather than changing / cleaning it at a predetermined hour interval.
Recommended Analysis Period: Several days before PM service is due using 1000 hours of data
Expected Values: Restriction < 5.0 kPa (0.75 psi, 20 in. Water).
Action Trigger: Restriction > 5.0 kPa (0.75 psi, 20 in. Water) or such that filter cannot wait
until next PM*
Action Required: Check all three pressure sensors involved in these readings.
Individual pressure readings at engine idle/off should be similar, i.e. close to
atmospheric absolute pressure (100 kPa [14 psi] at sea level, 60 kPa [9 psi] at
4000 meters above sea level). In addition, verify pressure drop at high idle
versus differential pressure indicators (pneumatic). Failure in any sensor
could cause false indications to change air filters.
If sensors show no problems, replace / clean air cleaner elements
Page 4
* Knowledge of air filter life history for your particular site conditions will need to be developed to
determine whether air filter extensions are possible on the site.
If air filters will run only one PM service and are expected to plug to the point of engine derate
before the next PM service is due then they cannot be extended unless efficient changing of air
filters in the field is planned for and achieved. If however they will run successfully to at least the
next PM service, plan to resample several days prior to this PM and assess whether they can be
further extended. Repeat this analysis until a point is reached where they will not reach the next
PM without engine derating.
If air filters are cleaned and reused systematically, plan a strategy to continuously test the quality of
the air filters after cleaning. For example:
Verify maximum number of filter cleaning using random sampling
Make a small hole in a used filter (for example using a nail) and send it to the cleaner. If the
filter is cleaned and returned for machine installation, the cleaning process needs to be
revised.
Check dimensions of filters after being cleaned: length, internal and external diameters.
Compare with new ones and run ether tests to verify adequate sealing as necessary.
*Applies to all machines.
Engine Coolant Temperature (117)

Review Engine Coolant Temperature Histograms using VIMSpc.
Look for Coolant Temperatures outside the accepted range, which may indicate an overheating or
overcooling problem. Overheating may be caused by blockage or plugging of the radiator, low
coolant level. Overcooling is typically caused by thermostats that stick partially open.
Recommended Analysis Period: Every 2 – 4 weeks using 2 months / 1000 hours of operating data
Expected Values: Coolant Temperature between 80 and 100 ºC (175 – 210 ºF).
Action Trigger #1: Coolant Temperature Histogram events < 80 ºC (175 ºF).
Action Required: Verify machine application. Consider that long periods of downhill machine
loaded in cold weather applications may cause overcooling and may
necessitate use of shutters, covers or an active fan control
If applicable, verify correct actuation of active fan control (hydraulic clutch,
hydraulic motor, Flexxaire Fan control, etc.).
Check thermostats to ensure they are all closing completely.
Replace if necessary as a set.
CAT recommends changing thermostats every 6000 hours or yearly.
Action Trigger #2: Coolant Temperature Histogram Events > 100 ºC (210 ºF).
Action Required: If CAT ELC is used, check coolant colour (Light red, not dark) and smell
(sweet, not ammoniacal), change if necessary. Check for solid black particles
(combustion residuals) in the coolant.
Page 5
Search for “low coolant flow” events. Verify pump flow and sensor
operation.
Check for cylinder head cracks or head gasket problems.
Check radiator is not plugged with mud or debris.
If OK, check fan belts and tensioner for correct operation.
Caterpillar recommend changing thermostats every 12 months or 6 000 hours.
It is also recommended that Coolant temperature sensors be checked periodically by comparing
against ambient temperatures if the machine has been down for several days. For more information,
check “Know your coolant system” Media Number SEBD0518.
*Applies to all machines.
Aftercooler Coolant Temperature (101)

Review Aftercooler Coolant Temperature Trend using VIMSpc or VIMS Supervisor
Look for increasing Aftercooler Temperature trend that may indicate core is being coated by oil that
is leaking from a turbocharger bearing, or may be caused by plugging of the SCAC core.
Expected Values: Aftercooler Temperature Trend should remain constant
Action Trigger: Aftercooler Temperature rises above maximum specified value
Action Required: Assess core condition and change-out if required
Page 6
Boost Pressure (108)
Trend Turbo Boost using VIMSpc / VIMS Supervisor
Look for decreasing Boost pressure as turbo bearings wear and wheels drag
Look for problems in waste-gate performance (sticking valve, etc.) where applicable
Recommended Analysis Period: Every 4 weeks using 4 months / 3000 hours of operating data
Expected Values: Boost Pressure should remain constant
Action Trigger #1: Boost Pressure falls below 24 psi for 793 ATY/4GZ and 797
Boost Pressure falls below 30 psi for 1HL and 4AR
Action Required: Check fuel pressure. Perform a pressure test of fuel galleries in the engine.
Assess injector condition.
Assess bearing/wheel condition and change-out if required
Action Trigger #2: Boost rises above maximum specified value
Action Required: Check electrical resistance of wastegate control valve solenoid. Check seat
and ball valve at control valve for wear. Check air leaks at wastegate air
supply. Check air pressure at supply line 50-52 psi (340-360 kPa).
Engine Oil Pressure

Trend Engine Oil Pressure (gauge) using VIMSpc / VIMS Supervisor
Look for decreasing Engine Oil Pressure as pump wears
Look for problems in oil pump performance (sticking valve, etc.) where applicable
Use SOS to look for degradation in the oil that may indicate fuel dilution or viscosity breakdown
Expected Values: High Engine Oil Pressure should remain constant
Low Engine Oil Pressure should remain constant
Action Trigger: High Engine Oil Pressure < 47 psi for 793 ATY/4GZ and 797
Low Engine Oil Pressure < 30 psi for 793 ATY/4GZ and 797
High Engine Oil Pressure < 45 psi for 1HL and 4AR
Low Engine Oil Pressure < 23 psi for 1HL and 4AR
Action Required: Compare Iron trend at the SOS history and assess pump condition and
change-out if required.
Use in conjunction with Engine Oil SOS analysis to identify changes in conditions that may
indicate oil quality issues, changes in machine application (i.e. changing fuel rates), changes in new
oil spec or quality, reduction in combustion efficiency due to turbo / fuel injector issues (i.e. higher
sooting, increased heat / oil oxidation).
Page 7
Powertrain (OHT)
Torque Converter and Transmission
Trend Torque Converter Lock-up Clutch Slip (TC LUC) (130B) & Transmission clutch
engagement (slip) times (132) using VIMSpc / VIMS Supervisor.
Look for increasing slip times as springs wear in the control valve, decreased pump flow and
pressures change.
Recommended Analysis Period : Every 4 weeks using 3 months / 2000 hours of operating data
Expected values: Compare against expected slip-time values tabulated below
Also compare like machines at your site to establish local ‘bogeys’
Action Trigger: Slip time > 0.9 s for 793 ATY/4GZ, 1HL and 4AR
Slip time > 0.8 s for 797
Action Required: At low hours; readjust valve timing to achieve desired slip time
At high hours replace springs in the TC LUC control valve*
*(Replace spring in the TC control valve if greater than 6000 hours old and slip times are
increasing. This is typically not required in Transmission control valve stations due to lower cycle
operation.)
Once an adjustment has been made, confirm TC LUC or Transmission clutch slip time is back in
acceptable range by reviewing Trend data several days after the adjustment. Readjust if necessary to
achieve desired time. This process should also be used to confirm the correct operation of newly
installed rebuilt components. Collect several days data then download and Trend to ensure slip
times are as expected.
Powertrain component Slip Time Trending – Typical Times (seconds)

Parameter 785 789 793 797
TC LUC Upshift 1.1 – 1.25 1.25 – 1.35 1.3 – 1.5 -
TC LUC Downshift 1.1 – 1.5 1.55 – 1.65 1.5 – 2.2 -
Trans 1 – 2 upshift - - - 0.525 – 0.7
Trans 2 – 3 upshift 0.625 – 0.7 0.625 – 0.725 0.7 – 0.825 0.525 – 0.65
Trans 3 – 2 downsft 0.5 – 0.7 0.575 – 0.775 0.5 – 0.8 -
Trans 3 - 4 upshift 0.55 – 0.65 0.65 – 0.75 0.6 – 0.725 0.625 – 0.775
Trans 4 - 5 upshift 0.6 – 0.75 0.625 – 0.75 0.75 – 0.85 0.7 – 0.85
Trans 5 - 6 upshift 0.575 – 0.65 0.65 – 0.775 0.675 - 0.75 0.7 – 0.8
Also review TC LUC & Transmission slip time Histogram using VIMSpc against expected values.
Recommended Analysis Period : Every 4 weeks using 3 months / 2000 hours of operating data
Expect Values: Ensure 90% of values are occurring < maximum acceptable value*
Action Trigger: Analysis shows > 10% of values are > maximum acceptable value*
Action Required: At low hours; readjust valve timing to achieve desired slip time
Page 8
At high hours replace springs in the TC LUC control valve
(Replace spring if greater than 6000 hours old and slip times are increasing)
* It is recommended that site-specific slip time values be used wherever possible to allow closer
monitoring of slip times for the Torque Converter, and all Transmission Gear slip times. By using
the Fleet Trend function in VIMS Supervisor when components are in optimum condition a set of
expected values can be developed that allows closer tolerances than published factory ranges.
Once these values have been established it is possible to adjust the Histogram Exception Criteria
table in VIMSpc to reflect tighter site-specific values. To do so open VIMSpc, Report then
Exception Criteria Set-up. It is then possible to adjust the Upper & Lower Boundary limits to better
match site-specific machine performance.
For instance, instead of allowing a maximum slip time of 1.2 seconds for a 3 – 4 shift on a 793C
4AR truck as set by the factory configuration, the Maximum Boundary limit can be moved in to
about 1.0 seconds. This allows the detection of excessive slip times much earlier than waiting for
the clutch to reach a point where > 10% are greater than 1.2 seconds. Especially since a healthy
transmission makes the 3 - 4 shift in the 0.6 – 0.8 second range. By reviewing the data on a regular
basis (as outlined above) excessive slip times are detected and adjustments can be made to bring
clutch performance back to an optimum level.
This process can be use to fine tune all Torque Converter & Transmission slip time parameters,
while changes can also be made to Target values to further tighten detection criteria.
Once this process has been completed for each VIMS machine on site it is possible to use the
Histogram Standard Report Summary to list all Histogram parameters in one table and to quickly
determine (via the Total High column) which parameters are exceeding optimum values.
Appropriate action can then be planned and undertaken.
Refer to the VIMS Data Management Methods Bulletin SELD7022 for additional information on
the use of TC LUC and Transmission clutch slip time analysis. SELD7022 is Bulletin No. 5-1 of the
VIMS Application Manual SELD7001 released 6/1996.
Differential Oil Temperature

Review Differential Oil Temperature Trend using VIMSpc or VIMS Supervisor
Look for an increasing oil temperature trend that may indicate the machine is being used on longer
haul cycles, or if a cooler is fitted, may indicate cooler function or effect is reducing through core
plugging or actuation problems.
Expected Values: Differential Oil Temperature Trend should remain constant but may vary
slightly due to changes in ambient temperature conditions.
Action Trigger: Differential Temperature rises above maximum recommended value or
significantly above typical operating value.
Action Required: Assess core condition of cooler (if fitted) or possible changes to machine
application (particularly longer hauls and higher haul speeds),
Check differential oil level. Verify specifications of oil used.
High temperatures can be caused by final drives as well. Remove magnetic
plugs of both final drives and differential and check for debris. Take an oil
sample and check oil physical conditions (colour and smell).
Page 9
It is advisable to use label thermometers (P/N 8T-2822) on final drives and differential for easy
field temperature follow-up. Stick the decal on a clean area of the component.
Page 10
Powertrain (Wheel Loader)
Torque Converter Outlet Oil Temperature
Trend Torque Converter Oil Outlet Temperature using VIMSpc or VIMS Supervisor.
Look for an increasing oil temperature trend that may indicate the machine is being used more
aggressively in the face. It may also indicate poor blasting or tightly knit material, a very tight
loading area, increased travel on ramps or incorrect use of the left pedal (ICTC control).
Expected Values: TC Oil Temperature Trends should remain constant but may vary slightly
due to changes in ambient temperature conditions.
Action Trigger: TC Oil Temperature rises above maximum recommended value or
significantly above typical operating temperature for the site.
Action Required: Time spent in the face is typically the cause of elevated oil temperatures,
which may be due to poor operator technique, incorrect GET selection or
poor material conditioning.
Verify TC inlet and outlet oil pressure settings. Verify impeller clutch
pressure settings at different rimpull positions.
Assess cooler condition.
Machine Systems (OHT)

Suspension Cylinders
Trend Front and Rear Suspension Cylinder differential pressures (RH minus LH) Travelling Empty
using VIMSpc or VIMS Supervisor.
Data is used for confirming that nitrogen and oil charge levels in each pair of suspension cylinders
(Front Right/Left and Rear Right/Left) are in an acceptable condition.
Correct Oil/Nitrogen charge condition is required to ensure correct operation of the suspension
system in maintained which minimises stresses into the mainframe of the machine. It also ensures a
comfortable ride for the operator and maintains Payload Monitor accuracy within acceptable levels.
Recommended Analysis Period: Several days before PM service using 1000 hours of data
Expected Values: ΔP stays within +/- 375 kPa (55 psi) across each axle group.
Field information suggests typical operating pressures of:
Front axle is in a range - 200 kPa +/- 375 kPa (-30 +/- 55 psi)
Rear axle is in a range 0 +/- 375 kPa (0 +/- 55 psi)
Action Trigger: > +/- 375 kPa (50 psi) across the front or rear axle groups
Action Required: Check empty suspension cylinder height (amount of chrome rod showing)
and if this is below expected / published values drop the oil and nitrogen
charge from the cylinder and recharge.
Verify that cylinder rods have adequate grease lubrication.
*Applies to all machines
Brake Oil Temperature

Trend Front and Rear Brake Oil Temperature Differential Temperatures (RH minus LH) Travelling
using VIMSpc or VIMS Supervisor.
Page 11
Data is used for confirming that brakes are not dragging or being held in an operating position such
that additional heat or energy is being added to the brake pack. This may lead to reduced brake pack
life and/or poor machine performance.
Expected Values: ΔT stays within +/- 2 ºC (4 ºF) across each axle group.
Action Trigger: > +/- 2 ºC (4 ºF) across the front or rear axle groups
Action Required: Check for a dragging brake that may be caused by poor slack adjuster
operation (check for residual pressure in the brakes)
Analyse machine overload and engine overspeed events.
Look for friction material at hydraulic screens. Take a hydraulic oil sample.
Check colour and smell of hydraulic fluid.
*Applies to all machines
Machine Systems (Wheel Loaders & Hydraulic Excavators)

Hydraulic Oil Temperature in WTL & HEX
Trend Hydraulic Oil Temperature using VIMSpc or VIMS Supervisor.
Look for an increasing oil temperature trend that may indicate the machine is being used more
aggressively in the face. It may also indicate poor blasting or tightly knit material, poor cooler
performance through core plugging or excessive pump/motor leakage.
Expected Values: Hydraulic Oil Temperature Trend should remain constant but may vary
Action Trigger: Hydraulic Oil Temperature rises above maximum recommended value or
significantly above typical operating temperature for the site.
Action Required: Assess cooler or pump/motor condition and machine application
Verify oil condition using SOS. Take an additional oil sample and verify oil
conditions (colour, smell and metallic particles).
Change pump case line return filter. Cut it and inspection filter element for
metallic particles from the pump.
Verify hydraulic stand-by and relief system pressures.
It is advisable to stick label thermometers on the following components:
Hydraulic pumps: P/N 8T-2824. Potential cause of overheating: wear, internal leaks.
Control valves: P/N 8T-2821. Potential cause of overheating: internal leaks
Cylinders: P/N 8T-2823. Potential cause of failure: internal leaks.
Hydraulic Pump Drive Oil Temperatures in WTL & HEX

Trend Hydraulic Pump Drive Oil temperatures using VIMSpc or VIMS Supervisor.
Look for increasing oil temperature trends that may indicate the machine is being used more
aggressively.
Page 12
Expected Values: Pump Drive Oil Temperature Trends should remain constant but may vary
Action Trigger: Pump Drive Oil Temperature rises above maximum recommended value.
Action Required: Assess pump leakage, machine application and correct operator technique
Check pump drive oil level. Verify SOS history. Take an oil sample and
check for metallic particles in the oil.
Pilot Pump Pressure (Swing Brake/Pilot Pump – 5230 only)

Trend Pilot Pump Pressures using VIMSpc or VIMS Supervisor.
Look for changes in system working pressure that may indicate the need for adjustment.
Expected Values: Pilot Pump Pressure Trend should remain relatively constant
Action Trigger: Pilot Pump Pressure decline below minimum specified value.
Pilot pressure is critical for swing brakes; should be above 4000 kPa.
Action Required: Assess pump leakage and relief pressures
Page 13
VIMS Event List (all VIMS machines)
The VIMS Event List collects system alarm and other condition events that can be used to identify
machine system problems and the need for additional Operator training. The Event List can be
reviewed using VIMSpc / VIMS Supervisor, while VIMS Supervisor also allows the analysis of
VIMS Events over an entire fleet.
VIMS Events can be broken into two different sources or causes:
Machine System Events and Operator Induced Events
Machine System Events

Machine System Events are those events caused by components or systems on the machine that fail,
or have a critical parameter move outside expected or desirable limits for the on-going health of the
machine. They result from operation of the machine within expected operating parameters.
Examples of Machine System Events include:
Sensor or switch failures
Over/Under-voltage, Open Circuit, Shorted, Erratic or Intermittent
Overheating Alarms
Aftercooler or Engine Coolant
High or Low Pressure Alarms
Engine Oil, Steering Oil, Brake Air Systems
Suspension Cylinder Charge
Turbo Boost Pressure, Crankcase
Filter Plugging / Bypass
Air Cleaner, Engine Oil, Fuel, Hydraulic Circuit
Brake Drag
Chip Detectors
Low Levels Alarms
Coolant, Engine Oil, Transmission Oil
When reviewing VIMS Event data it can be helpful to define when and under what circumstances
VIMS Events are being generated. Is there a pattern to the frequency of events being captured in the
Event List? Consider whether the Events are occurring:
On one machine or across the fleet
Is it a problem with a single machine or could it be the haul itself causing the problem?
On one shift, all shifts, with only one operator
Is it poor operating practice by one operator that can be addresses with additional training?
Is it a ‘shift related’ issue such as a lack of night shift supervision?
Only when the trucks are operating on one particular haul. Is there something on that haul that
is causing the problem such as:
A steep grade with a tight corner at the bottom of the hill (Brake Overheating)
A rough section in the middle of the main haulroad (RAC alarms)
A tight Loading Zone with lots of low speed manoeuvring (Low Steering Pressure)
Page 14
Only during certain weather or seasonal conditions
High rainfall, monsoonal conditions, soft spots in the roads
High ambient temperatures, low humidity, excessive dust
Operator Induced Events are explained in more detail in the VIMS for Operations section.
Page 15
VIMS for Operations
Payload Data Management
Basic Asset Utilisation
Use the Payload Summary in VIMSpc to display data on the customer’s utilisation of the
machine, and gives some basic information on the haul cycle. While local site conditions and the
layout of the mine will differ site to site, it is useful to trend these parameters on a regular basis
(weekly / monthly) to help the customer in his efforts to get more productivity from his machines.
Definition of VIMSpc Payload Summary Time Distribution parameters:

Operational Hours:
The amount/percent of hours in the analysis period the key switch in the machine was ON
Non-Operational Hours:
The amount/ percentage of time in the analysis period the key switch was in the OFF position
Loading Time:
The amount/percentage of the Operational Time the machine spent under the loading tool
Hauling Time:
The amount/percentage of the Operational Time the machine spent travelling Empty or Loaded
Waiting Time:
The amount/percentage of the Operational Time the machine spent stationary / not moving
VIMSpc Payload Summary gives basic Production Data which includes:

Total tonnes moved in the period
The average payload hauled per cycle
Total number of loading cycles
The average number of loaded cycles per hour
Average Loading time
Average Fuel consumption per hour, per cycle, per kilometre/mile
Maximum / Minimum payloads hauled
Basic Payload Distribution information set up for each Model Code using the path:
Report, Production, Truck, Analysis Set-up
Complete Payload cycle data is available if Payload Detail (Cycle Basics w/- Fuel) is selected.
The principal problem with using VIMSpc for Payload analysis is that it can only look at one truck
at a time. If we wish to analyse the performance of a fleet of trucks this is time consuming.
Page 16
Production Efficiency and Productivity
A better approach is to use the Fleet Payload Summary in VIMS Supervisor. This gives similar
information to VIMSpc but allows analysis of complete fleets of trucks once fleet details have been
defined in the Utilities section.
An additional feature of VIMS Supervisor is the ability to present much of the useful summary data
in graphical form. This can be a help when presenting data to customer Production / Operations
people.
VIMS Supervisor Single/Fleet Payload Charts include:

Cycle Time Distribution:
Shows the proportion of total operating time the fleet spent in the five main phases of the
hauling operation
Loading
Stopped (Empty / Loaded)
Travelling (Empty / Loaded)
Adding the Total Stopped time (Empty and Loaded) gives a useful parameter that can be used
to promote more efficient operation. Stopped time can be positively affected by better
management of shift changes & meal/rest/prayer breaks, shovel set-up & material conditioning
and better dispatch control of the fleet (which reduces wait time at the shovel).
Adding Loading time to the total stopped time gives a parameter (Total Idle time) that can also
be used to identify areas where inefficiencies in the operation can be addressed. Combining this
number with the amount of fuel burned at idle (for in the Cumulative data record) can help the
customer quantify the cost of excessive idling and help justify improvement programs.
Payload Distribution Histogram:
Shows the distribution of payload and can be configured for site-specific Payload Targets and
Payload Ranges. We recommend that an acceptable Payload Range for use in discussions with
customers is equal to Target Payload +/- 10%.
A high proportion of loads outside the Payload Range are an opportunity to work with the
customer to tighten the variation in their loading operation.
Underloading leads to poor productivity, which customers often see as a reason to load heavy.
It can be caused by:
Poor material conditioning; large rocks or tightly ‘knitted’ material that wont ‘flow’
into the bucket causing poor bucket fill factors; often caused by insufficient blasting
Poor operator technique that can lead to poor bucket fill factors
Job set-ups that hinder production such as low bench heights or tight digging angles
Incorrect GET selection that results in poor material penetration
Overloading, with a payload distribution outside CAT’s 10/10/20 Payload Rule is often seen as
the most productive loading strategy by our customers. If consideration is given to the total cost
of this practice it is often not the best approach to gain the lowest cost per tonne/ton.
Page 17
Overloading can be caused by:
Poor bucket / truck body match
Incorrect estimation of material density
The addition of extra passes even when the body is full which can also lead to
excessive spillage in the loading zone and on the haulroad
Poor management of payload (Overloading) can result in:
Additional stress in powertrain and mainframe components and shortened
component life
Extended cycles times, especially if the machine drops to a lower gear to get up the
grade. This is often the cause of ‘low power’ complaints from the customer.
Increased fuel consumption due to lower gears / speeds on grade
Reduced tyre life from overloading and from additional spillage
Refer to the Payload Management section for additional details on managing payload
Load Time Distribution:
Shows the distribution of loading times and can be configured for site-specific loading
situation.
A large range of Loading Times rather than a tight distribution suggests either several loading
tools are being used on the site (which often causes the chart to have several ‘humps’ in the
distribution but may also indicate that a number of the factors outlined in the Underloading
section may be present and need addressing.
Productivity:
Shows the productivity of the fleet in tonnes/tons per hour over actual or a 24 hour day
While some of these issues can be affected by circumstances outside the control of the customer
many offer the opportunity for closer control or better management to improve fleet productivity.
While productivity is usually not the primary concern of the dealer, it offers an excellent
opportunity to demonstrate the value of VIMS Production data to the customer and to demonstrate
the value of the CAT / Dealer value chain.
Payload Management
VIMS Supervisor has a function entitled Payload Management that allows quick verification that
single trucks and truck fleets are maintaining payload performance within CAT’s 10/10/20
guidelines. To use this function it is necessary to set details on Production Range (suggested Target
Payload +/- 10%) and Target Payload for each machine that is to be included in the analysis. Use
the Utilities, Set Payload Targets and Define Fleet Groups functions to speed analysis of regularly
reviewed truck fleets.
If trucks are continuously used in groups to haul differing materials (i.e. a waste fleet and an ore
fleet) it may prove useful to create fleet groups around these functions that allow closer analysis of
the specific loading tools and haul cycle features of the specific group.
Select the period and fleet to be analysed and Payload Management will display the number or
percentage of loads Below, Within and Above their Payload Ranges, as well as displaying the
number/percentage of loads greater than 110% of Target Payload, and greater than 120% of Target
Payload. These last two numbers show compliance against the 10/10/20 rule that states:
Page 18
“The mean (average) of the Payload Distribution shall not exceed the Target Payload and no more
than 10% of loads can exceed of 110% of Target Payload but no single load shall exceed 120% of
Target Payload.
Use of Payload Filters

It is not uncommon for VIMS Payload Monitor to occasionally record data that is clearly in error.
This may include several loads per 1000 that:
Have a zero or very low Payload Weight
Have an extremely high Payload Weight well beyond the capacity of the body or material
density being loaded
Have Total or segment Cycle Times of only a few seconds
Have a Loader Pass Count equal to zero or one
Have very short Haul Distances that are clearly not correct for the typical haul
In cases such as this it is prudent to run the Payload data through a filter that removes these
‘nuisance’ load cycles and gives the customer greater confidence that the Payload information
being presented is correct. Experience shows that these nuisance loads typically account of a very
small percentage of the entire payload database (< 2 in 1000) so their removal does not affect the
overall analysis of the data.
To condition the data a ‘filter’ can be formulated in the Payload Filter Definition function of
VIMS Supervisor. This capability is active in both the Truck Payload Summary and Fleet
Payload Summary functions of VIMS Supervisor.
Select the Filter Selection tab, select Edit Filters and Add a Group. Enter a name for the group, and
hit OK. We recommend that separate filters be developed for each truck model on site such that
specific maximum payload limits are available.
We now need to ADD Conditions which will govern how the data will be excluded from the
sample we are going to analyse. Recommended conditions are:
(example is for a 793C truck with a Target Payload of 225 tonnes being 3 pass loaded with average
bucket capacity of 75 tonnes and a typical loading time of 2.5 minutes)
A Low Cut; payload weight must be greater than this number (typically one bucket pass).
Select Logic, Inside AND Parameter, Payload Criteria, >= Limit, 75 tonnes
Hit OK then Cancel then ADD to add the next filter condition.
A High Cut; payload weight must be less than this number (suggest 140% Target Payload)
Select Logic, Inside AND Parameter, Payload Criteria, <= Limit, 315 tonnes
Once the filter set has been defined select Close, then Select the filter name you have just built and
check the box ⌧ that makes the filter active.
Typically using a filter to remove very low and very high loads is enough to remove the majority of
nuisance loads in the database. Filter conditions can also be added to condition the data to remove
other factors that may be noticed during analysis, or that may help generate the right data
conditions for further analysis.
A Loader Pass Cut; number of loader passes must be less than this number:
(five passes in this example if the loader typically loads the truck in only 3 passes)
Select Logic, Inside AND Parameter, Loader Passes Criteria, <= Limit, 5
Page 19
A Load Time Cut; total loading time must be less than this number:
(5 minutes in this example which is twice the standard loading time is only 2.5 minutes)
Select Logic, Inside AND Parameter, Load Time Criteria, <= Limit, 00:05:00
Hit OK the Cancel then ADD to add the next filter condition.
A Haul Distance Cut; total cycle time must be greater than this number:
(0.4 km in this example if a normal haul is 0.6 km minimum)
Select Logic, Inside AND Parameter, Haul Distance Criteria => Limit, 0.4
Hit OK then Cancel the ADD to add the next filter condition or Close then Select and
activate the filter.
It is also advisable to check that all payloads over 120% of Target Payload are being dumped at the
shovel, or at least not carried more than 0.3 km (1/5 mile). To set this filter key ADD a Group
An Overload condition; Payload weight must be heavier than this number
(270 tonnes in this example which is 120% of the 225 tonne Target Payload)
Select Logic, Inside AND Parameter, Payload Criteria, >= Limit 270 tonnes
Hit OK then Cancel then ADD to add the next filter condition
A Distance condition; Haul distance with the overload must be greater than this number
Select logic, Inside AND Parameter, Loaded Travel Distance Criteria >= Limit 0.3 km
Hit OK and the filter is complete. Now CLOSE and select the filter name you have just
built. Check the box to activate the filter.
In the Payload Management screen, a simple filter is available that cuts out loads below a certain
payload. Access to this function is through the Filter Selection tab. We recommend that this be set
at the payload weight equal to a single pass from the loading tool on the site.
Haulroad Design and Maintenance

VIMS datalogger data can be collected and analysed using the Application Severity Analysis
(ASA) software program to identify areas of the mine haulroad that:
Can cause high stress and potential loss of component life in OHT mainframes and
powertrain components
Reducing productivity efficiency through slowing the machine due to high rolling
resistance, pinch-points, excessive gear shifting, etc.
Refer to the Application Severity Analysis (ASA) Application Guide available through the Mining
Project Managers’ Tookit in the CAT Knowledge Network. The full web address is:
https://kn.cat.com/guides.cfm?id=6232
This site also makes available an ASA User Guide and the ASA software executable.
Operator Assessment and Training

As previously explained, the VIMS Event List collects system alarm and other condition events
that can be used to identify machine system problems and the need for additional Operator training.
The Event List can be reviewed using VIMSpc / VIMS Supervisor, while VIMS Supervisor also
allows the analysis of VIMS Events over an entire fleet.
Machine System Events have been covered previously. This section will address the other major
source of VIMS Events, those that are Operator Induced Events.
Page 20
VIMS Event List - Operator Induced Events
Operator induced events are those most likely caused by incorrect operation of the machine. In all
but the most blatant cases of willful machine ‘abuse’ they should be used to identify opportunities
for additional operator training requirements rather than in any disciplinary action.
We recommend that the customer’s Training organisation receive VIMS Event reports on a regular
basis so that individual needs can be identified and additional training scheduled.
Reasons for Operator Induced Events include:

These can be cause inadvertently because of a lack of operator training in the areas of:
Correct operating practices for the machine
A lack of understanding of the capability of the machine
A lack of understanding of the systems operation of the machine
Incorrect acknowledgement or required action taken during VIMS Event Alarm
It may be caused by operating conditions that inadvertently cause the event such as:
Haulroad design or maintenance issues (including the Loading and Dump Zones)
Material conditions at the loading face
It can also be caused by a conscious effort on the part of the operator to operate the machine
outside its design capability / envelope. In some cases this may be direct ‘abuse’ of the machine
through the operator’s decision, or as directed by mine management.
Examples of Operator Induced Events include:

Off Highway Trucks (OHT)
Brake Overheating in OHTs due to incorrect gear selection or incorrect brake/retarder
operation on grades, tight corners, lack of passing areas, very steep grades
Engine Overspeed in OHTs due to incorrect gear selection or incorrect brake/retarder
operation on steep grades, tight corners, lack of passing areas, very steep grades
Transmission Abuse in OHTs due to coasting in Neutral, selection of Reverse/First at high
engine rpm, selection of inappropriate gears for the ground speed of the truck
Payload Overloading despite loading lights in OHT, Payload displays and Payload
Management controls on the truck
Body Up Events in OHTs caused by moving away from the Dump Zone with the truck body
still raised above the mainframe rails
Brake Overstoke in OHTs caused by parking with the Retarder lever ON. A dangerous
condition if the Park Brake is not also engaged as trucks may roll away
Wheel Loaders (WTL)
Torque Converter Overheating in WTL due to incorrect machine operation in tight digging
conditions and poorly blasted or tightly knitted material
Hydraulic Oil Overheating in WTL due to incorrect machine operation in tight digging
conditions and/or poorly blasted material
Brake Overheating in WTL due to excessive high speed load-and-carry operation
Page 21
Hydraulic Excavators (HEX)
Hydraulic Oil Overheating in HEX due to incorrect machine operation in tight digging
conditions and/or poorly blasted material
As for Machine System Event, it is useful to try and define whether a pattern exists that might help
formulate a solution to the problem. These patterns may conform to similar patterns:
On one machine or across the fleet?
On one shift, all shifts, with only one operator
Only when the trucks are operating on one particular haul. Is there something on that haul that
is causing the problem:
A steep grade, tight corners, rough sections in the haulroad, a tight Loading Zone
Only during certain weather or seasonal conditions
This guide is currently open for review and all comments re: critical parameter trigger values,
sampling rates and frequencies, etc., or additional value-adding parameters to monitor are most
welcome to:
Jim Davey Matt McLeod Oscar Villalobos
jdavey@cat.com mmcleod@cat.com Villalobos_Oscar_E@cat.com
+61 3 9953 9399 +61 3 9953 9230 +61 3 9953 9121
Equipment Management Consultants
Caterpillar Global Mining AP
Page 22
Bulletin No. 1-1 (6/07)
File Under Introduction
VIMS™ APPLICATION GUIDE

VIMS BULLETIN
Index of Bulletins
Title Form No. Bulletin No. Date
TAB 1 Introduction
Index …………………………………… SELD7003 VIMS 1-1 6/07
Bulletin Filing Instructions …………….. SELD7004 VIMS 1-2 5/06
Introduction ……………………………. SELD7005 VIMS 1-3 5/06
TAB 2 System and Implementation

VIMS Features and Benefits …………… SELD7006 VIMS 2-1 7/06
Effective Application by the Customer … SELD7007 VIMS 2-2 5/06
Implementation Plan Development ……. SELD7010 VIMS 2-3 5/06
TAB 3 Training
VIMS Training ………………………… SELD7011 VIMS 3-1 7/06
VIMS Frequently Asked Questions……. AEXC0680 1/07
TAB 4 Applications
VIMS and Maintenance Management …. SELD7019 VIMS 4-1 5/06
Troubleshooting with VIMS …………… SELD7015 VIMS 4-2 5/06
Evaluating Operator Techniques……….. SELD7017 VIMS 4-3 5/06
VIMS Data Application Guide…………. SELD7025 VIMS 4-4 5/06
TAB 5 Machine Signature Tests

Off-Highway Truck Signature Test -
777 - 793 …………………………… SELD7014 VIMS 5-1 6/06
Off-Highway Truck Signature Test -
797 …………………………………. SELD7026 VIMS 5-2 6/06
Wheel Loader Signature Test -
994AKIT & 994D …………………. SELD7023 VIMS 5-3 5/06
Wheel Loader Signature Test -
992G ……………………………….. SELD7027 VIMS 5-4 5/06
TAB 6 Appendix
Getting Help and Reference Material ….. SELD7008 VIMS 6-1 5/06
SELD7003-03 ©2007 Caterpillar Inc.

Printed in U.S.A. (4/08)

VIMS BULLETIN
Bulletin Filing Instructions
Periodically you will receive additional the top right-hand corner of the front
information about VIMS in the form of page of the bulletin as in the following
VIMS Bulletins. These bulletins should example:
be filed in numeric sequence in this
binder under the correct category. The Bulletin No. VIMS 1-2 (5/06)
bulletin number is located in the upper
right-hand corner of each bulletin, as Replaces VIMS 1-2 (5/96)
follows:
Information supplementing a bulletin
Bulletin No. 1-2 already in existence will use a point
number (for example, Bulletin 1-4.1
The first number is the category of the (5/06). This will allow the
bulletin and indicates which TAB the supplementary bulletin to be filed next to
bulletin should be filed under. the original bulletin even though there
Categories for the various tabs are: may already be a Bulletin 1-5, Bulletin
1-6, etc.
TAB 1 - Introduction
You will periodically receive an updated
TAB 2 - System and Implementation index that will include any new bulletins
issued since the last update.
TAB 3 - Training
TAB 4 - Applications
TAB 5 - Machine Signature Tests
TAB 6 - Appendix
The second number indicates the bulletin
sequence in that particular category.
Bulletin 1-2 should be filed as the
second bulletin under TAB 1.
Bulletins are dated for replacement

purposes. For instance, if the
information in Bulletin No. 1-2 (5/06)
becomes obsolete, it will be replaced by
a new bulletin with a later date listed at


VIMS BULLETIN
Introduction
Purpose of Guide prepare the customer to use and

customize VIMS, and to support specific
• Identify customary information and customer needs.
training resources that are available.
Address the technical aspects of TAB 3 - Training
VIMS, its uses and its support.
• Address new issues concerning the This section identifies training resources
dealer's involvement in day-to-day for effective day-to-day use of VIMS.
maintenance and production
management that are not likely to be
addressed in the traditional training
TAB 4 – Applications
materials.
This section details the integration of
• Direct attention to VIMS
VIMS with maintenance management
implementation and application
practices, the use of VIMS data for
factors that require special planning.
troubleshooting problems, and provides
the latest information available on using
TAB I - Introduction VIMS data.
This section contains an index of TAB 5 - Machine Signature

bulletins found in the guide with a list of
reference documentation, bulletin filing Tests
instructions and this introductory
bulletin. This section defines model specific
machine signature tests to be run at start-
up and at prescribed intervals thereafter.
TAB 2 - System and These tests enable the user to determine
Implementation machine-operating parameters at start-up
and for later trend analysis in
An overview of VIMS features and determining operating performance.
benefits is presented first. Next,
information on areas of special planning TAB 6 - Appendix
on which the dealer should focus to
ensure that the customer receives
This section contains valuable
maximum benefit from VIMS is
supplementary information and
provided. Lastly, issues that must be
worldwide communication paths for
addressed by dealers in order to sell,
supporting VIMS.
File Under System and Implementation

VIMS BULLETIN
VIMS Features and Benefits
Intended Audience: VIMS is designed to work on Cat wheel
• Dealer Sales personnel loaders and haul trucks in the rugged,
• Dealer Product Support personnel high-utilization mining environment. By
• Dealer Project Manager located at integrating numerous machine sensors
customer job site into each machine design, VIMS
• Dealer Shop and Field Service monitors over 250 machine functions
personnel and machine health statistics around the
clock. VIMS accomplishes this by
sensing out-of-spec conditions that are
Introduction displayed for the operator in an in-cab
message center. Depending on the
Caterpillar VIMS provides operators, severity of the problem, VIMS sends
maintenance and engineering with vital warning messages to the operator and
machine health and production recommends an appropriate course of
information on Cat 992 and 994 Wheel action.
Loaders, 777D, 785, 789, 793 and 797
Off Highway Trucks. Not only does VIMS provide important
machine and system data, it also stores a
large of amount of data about the
VIMS Product Description machine for efficient system monitoring.
This helps service personnel quickly
Caterpillar VIMS is an advanced review a history of past and potential
diagnostic and equipment management problems to expedite the maintenance
tool designed to lower machine and troubleshooting process.
operating costs. By continuously
monitoring a wide range of vital By providing operators, maintenance
machine functions, this high-tech and engineering with vital machine
electronic monitoring system improves health and production information,
machine availability, machine VIMS can help lower machine operating
component life and productivity while costs, improve equipment utilization,
reducing both repair costs and the risk of and ultimately help customers achieve
catastrophic failure. the lowest cost-per-ton.
SELD7006-02
In addition to providing on-line
information to the operator during an Key Benefits
event, VIMS documents events and
stores vital machine data that can be • Improved Operator Information
used by maintenance or engineers to • Faster Service Diagnostics
analyze and forecast problems. VIMS • Off-board Computer Analysis of
categorizes and stores information into Information
seven different categories: event list, • Improved Information Access
event recorder, data logger, trends, • Real-Time Access to Data
cumulatives, histograms, and payload • Self-Diagnostic
information. This data can be accessed • Preventative Maintenance Analysis
through the message center, transmitted • Saves Time
via optional radio, or downloaded for • Compatible with Telemetry
detailed analysis. VIMS software creates Equipment
useful reports and charts to help
supervisors and managers understand
equipment utilization and performance.
Recorded Data
Event
Key Features The event list is a record of all of the
events/diagnostics that have occurred on
• Monitors key pressures, the machine. The event list will retain
temperatures, fluid levels, speeds the last 500 machine and system events
and operating conditions. in chronological order. The list of
• Analyzes and stores information events/diagnostics can be retrieved using
from the machine's engine, power the VIMSpc off-board software. The
train, hydraulics, steering and event list report provides the date, time
brakes. and service meter reading when the
• Records and presents prognostic event began, event duration, operator ID,
data to optimize scheduling of parameter ID, parameter value at limit,
maintenance and repair. warning category and number of times
• Displays information for the operator acknowledged the event.
operator and service technician.
• Uses a three-level warning system Data Logger
for early indication of potential The Data Logger is used to capture real-
problems. time machine data similar to the event
• Includes a data logger for recorder, but is initiated by the operator
troubleshooting, performance or service technician. When the system
testing and trending. is running, data is collected from all of
• Features an event recorder to the VIMS parameters at a sampling rate
automatically capture detailed of once per second. Up to 30 minutes of
information and determine the data can be stored, which can be
cause of significant problems retrieved from the machine using a
• Downloads data to an off-board laptop computer.
computer for additional analysis
and reports.
2
VIMSpc software can be used to graph
and analyze the data. Parameters such as Payload
engine rpm, brake pressures, cylinder The VIMS payload system provides
pressures, and gear information help productivity data to enhance truck
show how the machine was performing. loading tool effectiveness while
Machine data recorded by the data improving fleet production. The loader
logger is useful when troubleshooting payload system records loader
intermittent machine problems. identification, date, time, bucket
payload, weight, number of passes,
Snap Shots material, and truck identification. The
VIMS includes an on-board event truck payload system utilizes strut
recorder, similar to a flight data recorder pressure technology for accurate payload
that stores machine/sensor data measurement. The truck system stores
following an event. The system activated up to 2400 payload cycles, cycle times,
event recorder creates a snapshot of data distance, time, and date of each payload
from five minutes prior to the event to cycle. External lights on the sides of Cat
one minute afterwards. VIMS trucks signal the loading tool operator
automatically links an event record to when the truck is full. Optional payload
serious diagnostic events for analysis. displays can also be fitted that allows
This feature is useful for collecting data, loading tool operators to view total
troubleshooting and diagnosing tonnage loaded.
unpredictable problems.
Prognostics Additional VIMS Features

VIMS automatically collects data that Road Analysis Control (RAC)
can be useful in understanding machine RAC is an onboard information
use. Trends show minimum, maximum technology product designed to measure
and average values for specific and benchmark haul road quality.
parameters over time. Cumulatives show Integrated with VIMS, RAC measures
number of occurrences of specific events component loading and impact shock,
over the life of the machine. Histograms communicates that data to the operator,
show the percentage of time a and to the mine office in real time via a
parameter's value is in a specified range radio network. For trucks equipped with
and documents the history of a GPS technology, coordinates can be
parameter over the life of the machine. identified and broadcast to support
equipment, and maintenance vehicles via
Examples of prognostics included: radio. Through VIMSpc, RAC provides
• Trends - maximum or average data and reports, which enable mine
brake temperature per hour. managers to quantify, monitor and
• Cumulatives - total engine manage haul road severity to increase
revolutions, total fuel consumed, truck life and reduce cost per ton of
or total time in first gear forward. material moved.
• Histograms - average/maximum
engine rpm, fuel rate, machine
speed, oil pressure and payload
distribution.
3
Maximum Payload Speed data, perform analysis, and store and
Manager (MPSM) display information. These electronic
MPSM compares the actual payload modules communicate with each other to
weight on the machine to an overload control and synchronize machine
setting. When VIMS has determined systems, to monitor vital machine
that the machine is overloaded, limiting statistics and alert the operator of
the shift range of the transmission slows abnormal machine conditions.
the machine down and the engine speed
is reduced at the limited gear. The The machine system consists of:
payload weight is monitored as the • VIMS Main Module
machine shifts to second gear. The • Gauge Cluster Module
MPSM will activate the overload events • Message Center Module
when the weight of the payload exceeds • Keypad
the set limit regardless of the location of • Warning Lamps
the truck. This behavior will remain • Action Alarms
active until the payload is dumped and • Sensors and Switches
the weight of the payload is cleared. • Control System Modules and
Sensors (i.e. Engine,
Transmission, Brakes, etc.)
Ton Kilometer Per Hour/Ton
Mile Per Hour (TKPH/TMPH) The primary function of the VIMS
TKPH is a measure used by tire portion of the machine system is to:
manufacturers to “rate” the ability of collect data, monitor machine events,
their tires to carry a load over a period of store information, interface with
time. If the TKPH value for a particular operator and maintenance, interface with
tire is exceeded, the tire overheats the office system, and initialize the
causing reverse vulcanization that can system at start-up. Data from the
lead to tire separation. The Caterpillar machine system is transmitted through
TKPH Monitor resides within the the Cat Data Link. Each module has two
onboard VIMS. This feature constantly communication paths that allow VIMS
monitors the real time TKPH value and to continue operating even if one link
report/instructs the operator if the value becomes inoperable.
has been exceeded. This functionality
only exists on machines with version 4.0 Machine System Features:
hardware and is utilizing version 10.5 or • The Onboard VIMS Module
newer of the onboard software. The resides on the Cat Datalink,
feature was designed with the which is tied to all other machine
adjustability for different applications, ECM’s.
manufacturers and customer requests. • Monitors over 250 machine
functions and machine health
statistics around the clock.
• Provides Active Events and
Machine (Onboard) System Payload information out to a
dispatch system. (Minestar)
The VIMS machine system is fully • Provides an Operator Interface,
integrated and comprised of modular which has 3 levels of warnings
electronics that have the ability to collect
4
when a condition has exceeded machine health, performance, and
the specified limit. Depending productivity. Events stored in VIMS
upon the warning, the system can provide service personnel with a broad
also provide a recommendation overview of operator and machine
to the operator. performance. Checked at regular
intervals, VIMS information enables
Data Storage service personnel to quickly view a
• System and Maintenance history of past and potential problems,
Events ---- timestamps expediting maintenance and
occurrence, worst-case value troubleshooting. Faster more efficient
and duration of the event. diagnostics mean less repair time and
• Snap Shots ---- captures all increased machine availability - reducing
parameters 5 minutes prior to overall cost and keeping the machine
and 1 minute after a critical productive.
event.
• Data Logger ---- captures 30
VIMS Supervisor
minutes of all parameters.
The VIMS Supervisor Software provides
(Manually activated)
custom fleet production and maintenance
• Histograms ----
reports by extracting data from the
average/maximum engine
VIMSpc database. The user-friendly
rpm, fuel rate, machine
architecture provides the functionality to
speed, oil pressure and
filter and sort Event, Payload, and Trend
payload distribution.
data in order to create dynamic reports
• Trends ---- maximum brake
that target the needs of the customer.
temperature per hour, or
average air filter restriction
Office System Features:
per hour.
• User-friendly browser style
• Cumulatives ---- total engine
interface.
revolutions, total fuel
• All functionalities are provided on
consumed, or total time in
one screen thus eliminating the
first gear forward.
need for menus to navigate.
• Payload ---- cycle times, tons,
distance traveled, fuel used
Office System Benefits:
per cycle.
• The VIMSpc database is utilized to
provide data for customized
reporting.
Off-Board System • Single Machine or Fleet reporting
capability.
VIMSpc • Application Management.
VIMSpc is a single machine software • Provides to the tools to manage the
solution supplied with each new 10/10/20 Payload Policy.
machine and available for all VIMS • Maintenance and Production
equipped machines. VIMSpc software is analysis.
an advanced diagnostic and machine • Advanced report sorting capability.
management tool designed to assist in • Windows based application.
the evaluation and management of • Customizable with Dealer Logo.
5
communicates to maintenance
Value technicians the data necessary to
maximize component life, reduce
For the Operator catastrophic failures, minimize
VIMS establishes a two-way unscheduled downtime and improve a
communication between the operator mine's asset management.
and the machine. Real-time machine
information allows the operator to make The Event Recorder provides historical
informed decisions that directly affect data before and after an event, which can
their safety, machine availability and be used to diagnose and prevent future
ultimately the productivity of the mine. failures. Event records provide
maintenance personnel with vital
VIMS coaches the operator to improve information that allows a machine's
machine performance and productivity. repair needs to be reviewed prior to
VIMS informs the operator when an scheduled Preventative Maintenance,
event occurs, and has the intelligence to significantly reducing downtime.
determine the severity of the event.
VIMS recommends an appropriate The VIMS Data Logger is a maintenance
course of action, taking the guesswork technician’s built-in diagnostic tool kit.
out of knowing when to change the The Data Logger works while the
operation of the machine or shut it down. machine stays productive and saves
This information keeps the operator man-hours that would have otherwise
productive while reducing the risk of been spent tracking and diagnosing a
catastrophic failure. problem.
VIMS also provides real-time payload The Data Logger is also a powerful tool
information to truck and loading tool for monitoring haul road and underfoot
operators to help maximize productivity. conditions. Rack and pitch information
Access to payload data eliminates under can be used to justify haul road
loading, which reduces productivity, and maintenance, maximizing production
overloading, which produces slower and machine availability.
cycle times and increases wear on tires,
rims and other machine components. VIMS software communicates important
machine data and trends. By analyzing
For Maintenance trends and identifying problems before
VIMS stores events for future analysis. failure, maintenance personnel can more
This information gives maintenance accurately plan machine maintenance
personnel a broad overview of operator and resources. VIMS software also gives
and machine performance, allowing maintenance greater control over fleet
them to expedite the maintenance and management, improving overall machine
troubleshooting process. VIMS availability and productivity.
6
For Production used as an accounting tool, an indicator
VIMS is more than a communications of cycle time efficiency and truck
device between operator and machine. overloading or under loading.
By integrating the machine systems with
the office systems, production managers The Data Logger records important data,
have access to reports that can be used as such as cycle times, speed, strut
the basis for more intelligent analysis pressures and braking trends, which can
and more informed decision-making. help production managers plan for haul
VIMS reports can identify areas for road maintenance. Improvements to haul
improvement in repair planning, roads can ultimately improve component
operator training, site planning, machine life, reduce tire costs, and increase fleet
health, and personnel performance. productivity.
By studying payload data, a production Ultimately, VIMS reports give

manager can determine equipment production managers the information
usage, future machine requirements, they need to run a mine more efficiently
personnel performance and productivity and achieve the lowest cost per ton.
levels. Payload information can also be
Truck Costs Vs Application

Wheel Gp/Diff Tire Engine Fuel
Production
Cost/Hr Cost/Hr Cost/Hr Cost/Hr
Very
Payload Significant Insignificant Insignificant
Significant Slight Increase
Increase Increase Change Change
Increase
Haul Road Very May or May May or May
Significant Significant
Resistance Significant Not Be Not Be
Decrease Decrease
Increase Increase Significant Significant
Haul Road Very May or May
Grade Significant Not Be No Change No Change No Change
Increase Increase Significant
May or May Very
Haul Road Significant Insignificant
Not Be Significant No Change
Degradation Decrease Change
Significant Increase
7

VIMS BULLETIN
Effective Application by the Customer
Intended audience: designed to help the customer evaluate
• Dealer Sales personnel and manage machine health and
• Dealer Product Support personnel performance.
• Dealer Training personnel
• Dealer Service personnel VIMS monitors the machine's key vital
signs and provides warning and action
messages to the operator using a display
Introduction in the cab. VIMS also saves a record of
this information so that a service
This bulletin enables dealers and their technician can recall it later to diagnose
customers to benefit from use of the any reported problems. This information
Caterpillar VIMS by describing some of is also available by downloading into a
the issues that should be addressed to laptop computer. VIMS will give early
ensure that VIMS capability is warning of problems for improved
effectively presented and utilized. scheduling of downtime and faster
diagnosis of problems. Effective use of
VIMS is much more than an advanced this capability will result in increased
vehicle monitoring system. For the machine availability and improved
customer to receive maximum benefit, equipment management.
the dealer must know what VIMS
is and what VIMS isn't, clearly present In addition to machine vital signs, VIMS
this to the customer, and then assist in also maintains payload data in a manner
the integration of VIMS into the consistent with current Truck Payload
customer's existing management systems Monitoring System (TPMS)
(production and maintenance). methodologies. This data can be viewed
onboard or downloaded and analyzed
VIMS Capability later off board.
Large machinery owners have For a more detailed description of VIMS

tremendous capital invested in their capability and application of this
equipment. To protect their investment, capability, see the VIMS
they need to manage and improve the Bulletins filed under:
owning and operating costs of their
machines. 1. TAB 3 Training
2. TAB 4 Applications
VIMS is an advanced machine 3. TAB 5 Machine Signature Tests.
management and diagnostic tool
SELD7007-02
VIMS Limitations 4. After initial usage – Additional
training needs
Because VIMS is comprehensive and
5. After six months usage - Fine-tuning.
provides a considerable amount of
information to both maintenance
Many of these common needs are
management and production, it is easy to
discussed in more detail in VIMS
characterize VIMS as able to provide
Bulletin 2-3, lmplementation Plan
any information, reports, or data the
Development.
customer could need or want. This
oversimplification should be avoided to
As the implementation plan is
prevent false customer expectations.
developed, reference should be made to
the material filed under the following
Additionally, there is a tendency among
sections:
software users (VIMS is both hardware
and software) to expect that minor
1. TAB 3 Training
changes or modifications to suit a
2. TAB 4 Applications
particular need, can be accommodated
3. TAB 5 Machine Signature Tests.
with little trouble or cost. VIMS is a
complex and sophisticated product.
Changes to VIMS hardware or software
will be complex, costly to make and, if
custom versions proliferate, difficult to
support and update. The impact of
potential changes to VIMS should not be
underestimated.
By being aware what VIMS is capable

of, and by being specific about its
features, customer expectations will
better match the system capabilities.
Special Planning
To help ensure the customer receives
maximum benefit from the VIMS
system, it is recommended that the
dealer do some special planning to cover
specific customer needs. These needs
can be outlined chronologically as:
1. Point of sale - Computer and training

requirements
2. Before delivery - Initial training plan

development
3. At delivery - Implementation
training


VIMS BULLETIN
Implementation Plan Development
Intended audience: through the first one or two thousand

• Dealer Sales personnel hours of machine usage.
• Dealer Product Support personnel
• Dealer Training personnel Point of Sale Issues
• Dealer Mining Machines personnel
Computer Hardware and
Introduction Operating System
This bulletin enables dealers to develop The VIMSpc (off-board software)
a timely VIMS implementation plan for requires a PC platform and Windows
customers. It discusses some of the environment for data collection and
important issues that should be manipulation. Whoever (the customer,
addressed from the point of sale through the dealer or both) is going to be
the first one or two thousand hours of working with VIMS needs adequate
machine usage. computer hardware.
It is important that the customer derive Data collection requires a portable PC
maximum benefit from VIMS. To help with the VIMS software installed. This
ensure that this will occur, the dealer computer will be used to download data
should develop an implementation plan from the machine, merge data files and
specific for each customer. Each copy files to disks for others who will be
customer's background and needs will be working with the downloaded data. It
somewhat different, and thus it is may also be used for data analysis such
imperative that the dealer has a good as graphing data logger or event recorder
knowledge of the customer’s production (snap shot) information.
and maintenance management routines
and procedures. This understanding will Data manipulation requires a PC (either
enable the dealer to formulate an portable or desktop) with Windows, a
implementation plan that will directly mouse, printer, and VIMSpc software.
address customer needs. Data manipulation requires time,
processing speed, and adequate hard
Development of this plan should drive capacity. These should be factors
appropriately begin at the point of sale used in determining if this perhaps
and should identify training and other should be a dedicated computer.
product support needs from delivery up
SELD7010-02
Management Training
If not currently available, the customer Requirements
should be encouraged to procure
computer hardware and software that A machine, or a fleet, with VIMS must
will be suitable for use with the VIMS be supported with training on several
equipped machines. The computer levels. Dealers and districts are
system should to be available and in accustomed to training for operators,
running condition by the time the VIMS maintenance (servicing) people, and
equipped machines are delivered. mechanics. VIMS requires that the
customer's management level people
It may even be beneficial for the dealer also be trained -- at least on what
to include computer hardware, software, information VIMS can provide and in
and basic computer training in the what form it will reach them. It is
machine sales proposal. By using this important to recognize that working with
approach, the dealer can help ensure that and/or training customer supervision and
adequate computer capability is management people may be a new
available in a timely manner for use with experience and require training resources
the VIMS machines. beyond what have been normal in the
past. Being aware of this at the time of a
Software Training sales proposal will make for a more
complete offering.
The user of VIMS software needs a
thorough understanding and/or training Data Access & Usage
on Windows, the use of the mouse for
navigation, and training on the VIMS
A question may arise about who owns
software itself.
VIMS data (the customer or the dealer)
and what they can be allowed to do with
For those downloading data from the
it. This question needs to be examined,
machine, knowledge must include file
and an understanding reached, as early
manipulation techniques (copy, move,
as possible.
rename, delete, etc.) and the relationship
of the root directory and subdirectories.
VIMS data can be generally put into one
It is also important to understand what
of two categories -- production data and
takes place (how the various files are
machine or system data. The machine
handled) when VIMS is downloaded
and system data is used to identify
from the machine to the PC and the
problems or faults. This early
onboard system is reset.
identification allows problems or
potential problems to be corrected with
Circumstances will dictate if the sales
little impact on downtime or cost.
proposal should include computer
Customers generally have no problem
hardware, software, and software
allowing the dealer or Caterpillar access
training as part of the package.
to this data.
Regardless of whether this is included in
the sales proposal or not, the customer
Production data can be another story.
should understand the need to have
Some customers may be sensitive about
software training prior to delivery of the
protecting the confidentiality of this data
VIMS machines.
or the information that can be learned
from it. Should this be the case, the
2
dealer may have to develop methods or that VIMS offers considerable potential
procedures that will ensure protection of as a contract management tool.
the customer's interests.
The purpose of developing an
In some situations, VIMS data may implementation plan is to assist the
reveal problems with the application or customer in deriving maximum value
operator technique. When this occurs, from VIMS early in the use of the
care must be exercised to approach the machine(s). If the customer effectively
situation in a positive and constructive integrates VIMS capability with good
way. Apprehension over VIMS fleet management practices, the cost for
becoming a "spy" can be overcome with a dealer to provide a support agreement
good communication and a thoughtful should be reduced. VIMS record of the
approach. machine's key vital signs and warning
messages can be used by maintenance
Every effort should be made by the personnel for improved scheduling of
dealer to emphasize to the customer the downtime and faster diagnosis of
value of sharing this production data in problems.
the interest of improving overall fleet
performance, availability, and Before Delivery – Training
operational costs. The customer needs to
understand that even production data Plan Development
that is not currently logged by VIMS
may also be of value by enabling a more Internal Training
complete analysis of a customer's fleet.
The introduction of VIMS equipped
A closely related issue is establishing machines into a new territory is going to
who (which individual) will connect the result in some new training requirements
laptop PC to the machine to download as well as modifications to existing
the data and reset the onboard system. efforts. The dealer's training instructor
Experience has shown that it is best to and operator trainer are going to have to
have only one person designated to do plan and allow time for their own
the downloading. It will generally be training. They also need to be aware of
necessary, however, to have at least one new methods and techniques that should
person per shift who can download data be utilized when they begin working
and reset the on-board system. If more with the customer.
than one person downloads data, close
coordination and good communication Even the most capable and experienced
must take place between those involved. of mechanics are going to have to be
trained on things unique to VIMS usage.
Support Requirements If a mechanic is going to be involved in
downloading and initially analyzing the
It is not possible to anticipate every VIMS data, the need for training on the
possible sales support requirement or computer hardware and software will
contractual agreement that might arise. have to be provided before the work
However, it should be recognized that associated with machine delivery crowds
VIMS would require additional training everything else off the schedule.
for those involved in after sales support
including data collection, review, and Prior to machine delivery, the role of
analysis. It should also be recognized dealer management, specifically
3
involvement in VIMS support or Parts Support Planning -- VIMS
analysis, should be established and Unique Parts and Tools
factored into the training plan. Logic and
efficiency dictates combining training Because of the importance of VIMS in
classes as much as possible. Conducting providing key production and
combined VIMS classes for internal and maintenance data, certain parts and tools
customer people should be considered. should be ordered and on hand when
VIMS units are put into service.
Customer Training
At Delivery --
Much of the information gathered in the
sales negotiation process will provide Implementation Training
the basis for training plan development.
One of the issues that needs to be Operator Training
addressed is the extent to which machine
operators, maintenance mechanics, and VIMS as a Warning and
supervisors will be involved with VIMS. Communication System
For example, depending on the In general, the first priority for operator
customer's philosophy and normal training is to cover the material
practices, the operator may be expected necessary to get the machine safely into
to either: production, and as soon as possible. The
training plan should have identified the
• Operate correctly and monitor the timing and extent of VIMS training that
warning system; will be added to the customary operator
• Or, be actively involved in helping training.
solve problems (such as query the
system through the keypad) when a As a minimum requirement, all
warning occurs. operators, supervisors, and dispatchers
should be trained on VIMS warning
The training requirements for these two features and capabilities. They will need
options are different. The same applies to recognize the difference between
to mechanics and supervisors if they are machine event and system event
to be involved with VIMS. warnings. For machine events, the
operators will need to recognize and
Another issue is whether the VIMS understand the three warning levels and
equipped machines are new to the be instructed on how to react to
customer or the work location. If the information on the communication
machines are new to the customer's panel. How the customer expects the
people, training related to VIMS may be operator to report the different level
delayed until after the machine and warnings needs to be covered.
machine systems have been covered.
VIMS as a Problem Management Tool
The availability of a simulator will have
a great impact on the training effort. As Depending upon the customer's
the number of people to be trained expectations for operator involvement in
increases, the suitability of using an problem identification, it may be
actual machine decreases. necessary to instruct him on the use of
the keypad. Typically the keypad would
4
be used for turning on the data logger or Note: Refer to VlMS Bulletins filed
event recorder or for viewing the data or under TAB 5 (Machine Signature
fault codes after an event is displayed. Tests) for specific information on
how to set up, run, and analyze
Maintenance Personnel Training signature tests.
Problem Identification Develop Machine Signature Data

The anticipated level of maintenance By conducting some standardized tests,
personnel involvement with the it is possible to establish and record a
machines and with VIMS will determine machine signature. At some future date,
the scope of training. It is likely that the tests can be repeated, perhaps every
maintenance personnel will need training 2000 smu, and the data compared with
on how to scroll through the event list by the original run. This should identify
using the keypad. degradation in system performance that
might otherwise be undetectable -- until
Preventative Maintenance Planning it is too late.
Many operations expect to review the Some machine specific standardized
VIMS data a few days before the tests have been documented to assist in
machine is scheduled for PM. This is recording a machine signature. More
done to help in planning the parts and tests and associated analysis techniques
manpower resources that will be needed will be written as their value is
when the machine is in the shop for PM. demonstrated. These additional tests will
then be documented in either updated
Management Training VIMS Bulletins or new application
VIMS Bulletins.
Once the machine begins to generate real
information (perhaps even before it gets Stationary Tests
into full production), management's
interest in training will increase Stationary tests (with the machine
dramatically. Hopefully, the training running but not moving) should be
plan will have anticipated the needs and relatively easy to duplicate at some
resources available to meet them. future date. The test conditions should
be carefully documented so the tests can
Initial Data Usage be alike as possible. Record the ambient
temperature, the lubricant and the fuel
Verify Proper Operation specifications.
As soon as the machine is assembled and The VIMS Bulletin for the specific
operational, verify that the most current machine describes recommended
source and configuration codes are stationary vehicle tests that should be
installed. Also, use VIMS to verify run. Analysis methods are also discussed
proper operation of machine systems and that can be used to ensure that the
of the wiring, sensors, and electronic machine is operating at a normal
controls. performance level.
5
Review Training
Effectiveness
As the machine logs its first one or two
thousand hours of usage, keep track of
the problems and situations that come up
that indicate the need for additional
training. Factor these situations into
future training plans as well.
6
File Under Training

VIMS BULLETIN
VIMS Training
For basic VIMS related training, please For all VIMS inquires please work
use the VIMS Training CD media through the Dealer Solution Network or
[SERV7041]. contact the VIMS Product Support
Hotline at 1-800-290-1808 within the
For advanced VIMS related training, U.S. or 1-309-675-6229 outside U.S.
please contact your Regional Mining
Representative for details on available For general knowledge, retrofit options,
training. and marketing type information; please
refer to the following media:
VIMS General Product Brochure: AEXC0681

VIMS Frequently Asked Questions (included within this guide): AEXC0680
VIMS Guardian Info Sheet: AEXC0659
VIMS 777D Info Sheet: AEXC0658
VIMS Communicator Info Sheet: AEXC0692
VIMS 4.0 Upgrade 68K to ABL: AEXC0693
VIMS Case Study – Mining Operations, Western Australia: AEXC0694
VIMS Case Study – Koolyanobbing Mine Rail Facility: AEXC0684
VIMS Case Study – Foundation Coal West: AEXC0683
VIMS Resource Kit: AEXC0682

File Under Applications

VIMS BULLETIN
VIMS and Maintenance Management
Intended audience: (PM) - oil and filter changes,

• Dealer Product Support personnel lubrication, adjustments, etc.
• Dealer Field Service personnel • Utilize scheduled fluid sampling to
• Customer Maintenance personnel monitor fluid condition,
contamination and wear rate in a
Maintenance Management component or system.
• Utilize a series of routine inspections
Good basic maintenance practices and designed to identify problems before
disciplines are the cornerstones of an the problems create major downtime
effective maintenance management and repair expense.
system. Many customers are looking for • Provide training to enhance the skills
a simple, mechanical solution for of the people responsible for
managing the maintenance requirements maintaining and repairing machines.
for their equipment. In many cases, • Schedule to ensure that routine
computerized systems help customers preventive maintenance procedures
who have good manual record keeping and inspections are performed on
systems to more easily manage their time.
preventive maintenance programs, • Keep records of historical
inspections, scheduling, and record information for use in making
keeping activities. Customers who do machine performance decisions.
not have a manual maintenance • Follow up on needed repairs in a
management system are not ready for the timely manner to minimize
computer until procedures, forms, and catastrophic damage and to prevent
the disciplines for good basic extensive downtime.
maintenance practices are in place.
When assessing the needs of a
All the elements of maintenance system customer's maintenance program,
must work together to effectively control consider the following:
costs and availability. The customer • Overall maintenance program
must adhere to the following basic • Individual machine maintenance
maintenance management practices requirements
before implementing a computerized • Scheduling methods
system: • Maintenance resources such as
• Perform the manufacturers personnel levels, shop and
recommended routine maintenance lubrication equipment, and training
provided
SELD7019-02
• Backlog system • Scheduled fluid sampling (S·O·SSM
• Record keeping procedures Services)
• Maintenance and repair histories • Filter inspections
• Whether the maintenance program is • Magnetic plug inspections
based on a repair before failure • Inspections at PM time
philosophy • Diagnostic inspections
• For an effective maintenance
program, the preventive maintenance Early detection of problem indicators
procedures and inspections enables planning for optimum
(individual machine requirements) management of component repairs.
must be consistently performed at a VIMS is an onboard monitoring system
defined frequency. that will significantly enhance the ability
to detect problems early. The VIMS
Equipment Management provides machine and system event
warnings information that will help the
Equipment management decisions often maintenance planner or supervisor to
seem to be a tradeoff between the cost of identify areas that, if not corrected, may
downtime and cost of repair. Scheduling contribute to future downtime and costly
downtime to perform routine repairs. Machine and system events from
maintenance and inspections will a VIMS equipped machined will provide
significantly reduce lost production by enough details to identify the source of a
identifying potential problems early so problem. With some preplanning, parts
that repairs can be planned and can be acquired ahead of time to
scheduled before a catastrophic failure minimize downtime.
occurs. Scheduling downtime and repair
costs need to be balanced. Needed On the next page is a chart that lists
repairs must be scheduled before they some of the activities required for
become expensive and unscheduled. effective equipment management. The
Through the use of performance and contribution of VIMS to these activities
condition monitoring techniques, repair is shown in the right hand column.
indicators can be identified in the early
stages of a potential problem. Machine signature data, trends,
Maintenance and production cumulatives, and histograms data are
management, working together, should very useful for trending machine
schedule needed repairs before failure. performance. Use this information to
Adopting a planned repair approach will help determine the ideal time to
result in optimum availability and lower recondition a major power train
repair costs. component.
Some of the tools and methods for The VIMS can be used to record and
detecting repair indicators in the early analyze vital system performance data.
stages of the development of a problem When compared to earlier data from the
include: same machine or to other similar
• Pre-shift inspections machines, the information will help to
identify component wear characteristics
• In seat checks
and problems that may have gone
• Operation/operator comments
2
undetected by more conventional maintenance practices, VIMS will
inspections. enable the customer to effectively
manage his equipment maintenance
VIMS is a powerful tool. When used in program in a cost effective manner.
conjunction with good basic
VlMS and Equipment Management
EQUIPMENT MANAGEMENT ACTIVITY VIMS CONTRIBUTION

CONDITION MONITORING
Inspections/Safety
Operator Input VIMS Events
Daily VIMS Events
Weekly VIMS Events
PM Inspections VIMS Events
Diagnostic Inspections VIMS Events, Event Recorder, Data Logger,
Trend Data, Machine Signature Data,
Cumulatives, and Histograms
SCHEDULING
VIMS Data Download
Backlog Items VIMS Events
Planned Component Replacement (PCR) Machine Signature Data, Trend Data,
Cumulatives, Productivity Data, and Fleet
History
RECORD KEEPING
Maintenance History Productivity Data, Trend Data, Histograms,
Cumulatives, and Machine Signature Data
Operations/Production Productivity Data
TRAINING/SAFETY
Operator VIMS Events and Cumulatives
Service Technician All VIMS Data - Event Recorder and Data
Logger Primary
PRODUCTION/OPERATIONS
Productivity Data - Ton/Hr., Ton/Gal, Gal/Hr. Productivity, Utilization
3

VIMS BULLETIN
Troubleshooting with VIMS
Intended audience: conditions caused by inappropriate
• Dealer Product Support personnel operation (abuse). The VIMS will
• Dealer Service Manager distinguish between the types of
• Dealer Project Manager located at problems and maintain a count of
the customer's job site occurrences in memory.
• Dealer Field Service personnel
System events record when system faults
Several features in VIMS make it an occur in other electronic modules on the
excellent troubleshooting tool: the event machine, or when the VlMS system
list, the event recorder, and the Data itself has developed a fault in one of its
Logger. The information obtained by electronic devices (such as a hydraulic
utilizing these features facilitates temperature sensor being used to
problem identification and subsequent monitor a machine system). These
troubleshooting. events are detected through VIMS self-
diagnostic capabilities. The event list
identifies the specific parameter that has
Event List fallen outside of specifications. For
example, the event list might read
The event list is a record of events (what "Torque Converter Oil Temperature
happened and when) that occurred on the High". The event list identifies, with
machine. This list provides a codes, the area of the system (called a
comprehensive view of machine and module), the component, and the nature
operator exception based conditions to of the system faults (open circuit,
the customer, service technician, and ground, voltage low, etc.). Because the
management. event list provides specific information,
in addition to a general warning (such as
The event list provides data events and a light or horn) that some unspecified
system event problems. Data events problem has occurred, it greatly
record when a machine parameter (such enhances the mechanic's ability to
as a temperature, pressure, or flow) has troubleshoot the problem.
fallen outside of specified limits. Data
events are a problem indicator and often There are two ways to read the event list.
identify a condition that might otherwise One way is by using the keypad to bring
escape detection -perhaps until a failure the event list, one item at a time, to the
occurred. The advanced capabilities of display panel. When the event list is
the VIMS allow the system to brought to the display panel, only a
distinguish between actual problems simple summary about the event can be
with the machine or its components and read. The second way is to download the
SELD7015-02
VIMS memory on the machine to a Data Logger
personal computer and review the event
list either on the computer screen or on a The data logger is a recording of all data
printed report. With this second method, channels as is the event recorder;
additional details about the event (such however, the data logger is activated on
as date, time, and duration) can be read. command from the keypad, via
The VIMSpc software enables the event telemetry, or the personal computer, and
list to be viewed and analyzed in detail is capable of recording 30 minutes of 1
in a variety of customized formats. Refer sample/second data for all parameters.
to the VIMSpc User Manual located on The data logger can be used for
the VIMSpc installation disk or refer to troubleshooting when it is necessary to
the Help screen within VIMSpc. run the machine under special test
conditions to help determine the cause of
Event Recorder a problem.
The event recorder is a six minute long Here is an example of using data from
snap shot recording of all the VIMS data the data logger to successfully diagnose
channels - currently about 52 channels. a problem on a 793 truck: the VIMS data
Data is read and recorded once per (event list) revealed several brake
second for the six-minute span for overheating events. To analyze the
requested events - typically category 3. problem, the event recorder was
The data can only be read and analyzed activated and the truck operated in the
after downloading to a personal same manner and with the same haul
computer on which the VIMSpc characteristics as when the problem
software has been installed. occurred. Later, when the data could be
analyzed, it was discovered that when
The event recorder can be activated three the brakes overheated, the operator was
different ways: via the keypad, via not applying the brakes, the machine
personal computer attached to the was downshifting (because it was going
communication port, and automatically up a grade), and engine RPM was high
by certain pre-selected machine events. (an indication of adequate oil flow). All
When automatically turned on by pre- of this extra data helped the mechanic
selected events, the event recorder identify the problem as a stuck brake
captures data from the five-minute slack adjuster.
period before the triggering event to one
minute after the event. The data logger can also be used to
capture and record the data that provides
By capturing data from the period before a signature of components under
the event, and because the event recorder operating conditions. By comparing later
captures data from all data channels, data logger data (or graphs made from
troubleshooting is made much faster and the data) to the signature data, it is
easier. When a problem occurs, it is possible to identify changes in the
informative to know how the machine critical factors (such as oil pressures or
was being operated or what was flow rates) that signal problems or
happening simultaneously on other indicate that the component or system is
machine systems. approaching the end of its life. Machine
specific signature tests are described in
Tab 5 - Machine Signature Tests, in the
VIMS Application Guide.
2
The large volume of data in the event
recorders and data logger requires
downloading to an off-board computer
for analysis. Using the VIMSpc
software, the information can be
presented in a graphical or tabular form.
As experience is gained, information on

data logger signature comparisons and
other uses of VIMS as a troubleshooting
tool will be published.
3

VIMS BULLETIN
Evaluating Operator Techniques

The examples used in this bulletin refer in the torque converter or its cooling
to the use of VIMS on off-highway system. This information could then be
trucks. used to train the operator in the correct
machine operation.
Operator Evaluation Data
There may be other instances when the
Using VIMS data to evaluate operator mode of operation is detrimental to
techniques or practices, and to determine either the machine or productivity but
training effectiveness are two important does not trigger an event recording. Two
uses of VIMS generated information. problem analysis methods are
VIMS data can be used to detect recommended: 1) analysis of VIMS
problems that develop as a result of payload and cycle time data, and 2)
operators reacting to job conditions and activation of the data logger while the
adopting methods or techniques that are truck is performing its routine haul
counterproductive or potentially cycles. Payload and cycle time analysis
damaging to machine systems or can be use to evaluate payload
components. consistency and operator effectiveness.
An evaluation of cycle times can help
Occasionally something the operator identify inefficient operation techniques
does (or does not do) will trigger a between two or more operators.
machine event warning. A typical Additional operator training or coaching
scenario is one where the operator leaves can be provided to improve inefficient
the truck in gear while waiting at the techniques that are found.
loading tool. This may cause the torque
converter temperature to increase to the Activation of the data logger during a
point where it triggers a machine event routine haul cycle is equivalent to having
warning on VIMS. By reviewing the someone ride with the operator to
event list (where the overheating observe his technique; however, it is
condition is captured) and comparing it unobtrusive and less likely to cause the
to the load cycle data from the payload operator to change his normal routine
data in VIMS, it is possible to determine which might make the cause of the
precisely when the overheating occurred. inefficiency more difficult to find.
With this information, it can be
determined that the overheating problem Field experience using VIMS data has
was caused by machine operation been successful in identifying the
characteristics rather than by some fault following machine operation problems:
SELD7017-02
• Incorrect use of the Automatic
Retarder Control (ARC) - turning the
ARC off and on needlessly. This
shows up as a "retarder off/on"
record or as high brake temperatures.
• High speed sharp cornering is
detectable as high strut pressure in
one of the front struts.
• Excessive transmission shifts
(hunting) as a result of the operator
placing the shift selector in too high
a gear.
As shown here, VIMS data can be used

in a variety of ways to evaluate and
improve productivity and machine
operation techniques. VIMS has
considerable potential to expand its
usefulness well beyond that of a simple
warning system. Memory capability and
the power of VIMSpc software provide
management with powerful new tools to
effectively manage mining operations.


VIMS BULLETIN
VIMS Data Application Guide
Intended audience: 4. Identify the need for improvements
Dealer Product Support to haul road maintenance practices
personnel
Dealer Project Manager located Analysis of VIMS data can also be used
at customer job site by Maintenance Departments to help:
Dealer Shop and Field Service
personnel 1. More quickly identify and
Customer Maintenance personnel troubleshoot machine/component
problems
2. Identify longer term degradation of
Introduction components and systems
3. Identify the need for tune-ups to
This application guide is intended to optimize component performance
help VIMS users take full advantage of and service life
the extensive amount of data collected 4. Confirm that service activities have
by VIMS on Caterpillar Mining been successful:
machines. a. Tune-ups and minor component
adjustments
Benefits b. Ensure correct performance of
newly installed components
Analysis of VIMS data can be beneficial 5. Allow components to be changed on
for Production and Operations condition rather than at fixed
Departments to help: intervals
1. Illustrate poor Payload management The PM Planner is a worksheet for

practices documenting the current condition of
a. Overloading and conformance equipment and is used for comparisons
with Caterpillar’s 10/10/20 against the information provided in this
Payload Rule data application guide. The intent of the
b. Under loading, payload variation PM Planner is to ensure that equipment
and poor load placement is operating within the intended
2. Identify Operator training needs specifications. A worksheet is attached
a. Loading techniques to the end of this data application guide
b. Machine operation; use of and is available on the Cat Miner
retarder, gear selection, engine website.
over speed
3. Identify changes in haul road design
to improve productivity
SELD7025
Structure of Guide
This guide has been divided into two
sections:
1. VIMS for Maintenance

2. VIMS for Operations
VIMS for Maintenance is further defined

by system and component with an
emphasis on how to apply the various
VIMS operations that have been proven
useful in the field.
Software Applications
The guide makes reference to several
software programs:
VIMSpc used for downloading
data from machines and some
basic analysis tasks
VIMS Supervisor used for more
advanced data analysis
Both are available through the

Caterpillar Literature System and are
mandatory to achieve the benefits
outlined in this document.
2
Table of Contents
VIMS for Maintenance ………………………………………………………………….. 4

Engine (all VIMS machines)..........................................................................................4
Exhaust Temperatures.........................................................................................4
Air Filter Restriction ...........................................................................................4
Engine Coolant Temperature ..............................................................................5
Aftercooler Coolant Temperature .......................................................................6
Boost Pressure.....................................................................................................6
Engine Oil Pressure ............................................................................................6
Powertrain (OHT) ..........................................................................................................7
Torque Converter and Transmission...................................................................7
Differential Oil Temperature ..............................................................................9
Powertrain (Wheel Loader)............................................................................................9
Torque Converter Outlet Oil Temperature .........................................................9
Machine Systems (OHT)..............................................................................................10
Suspension Cylinders........................................................................................10
Brake Oil Temperature .....................................................................................10
Machine Systems (Wheel Loaders & Hydraulic Excavators)......................................10
Hydraulic Oil Temperature in WTL & HEX....................................................11
Hydraulic Pump Drive Oil Temperatures in WTL & HEX..............................11
Pilot Pump Pressure (Swing Brake/Pilot Pump – 5230 only) ..........................11
VIMS Event List (all VIMS machines)........................................................................12
Machine System Events....................................................................................12
VIMS for Operations ………….……………………………………………………….. 13

Payload Data Management...........................................................................................13
Basic Asset Utilization......................................................................................13
Production Efficiency and Productivity............................................................14
Payload Management........................................................................................15
Use of Payload Filters.......................................................................................16
Haul Road Design and Maintenance............................................................................17
Operator Assessment and Training ..............................................................................18
VIMS Event List - Operator Induced Events ...............................................................18
3
VIMS for Maintenance
Engine (all VIMS machines)
A new air filter typically runs a
Exhaust Temperatures restriction of about 3–3.5 kPa (0.5 psi)
Trend the difference between cylinder with the engine derating due to excessive
banks (RH minus LH) using VIMSpc/ intake restriction at 7 kPa (1 psi). If site
VIMS Supervisor to confirm the conditions permit, through excellent
condition of injectors and valves as the control of dust in the mine, it may be
engine ages over time. possible to change the air filter on
condition (i.e. when it reaches 6–6.5
Recommended Analysis Period: Every kPa) rather than changing/cleaning it at a
2–4 weeks using 3 months/2,000 hours predetermined hour interval.
of operating data.
Recommended Analysis Period:
Expected Values: ΔT stays within 20 Several days before PM service is due
ºC (36 ºF). using 1000 hours of data.
Action Trigger #1: > +/- 20 ºC (36 ºF).
Action Required: Run multi-cylinder Expected Values: Restriction < 5.0
cutout test looking for poor kPa (0.75 psi, 20 in. Water).
injectors. Perform Valve Action Trigger: Restriction > 5.0
clearance adjustment at next PM. kPa (0.75 psi, 20 in. Water) or
Action Trigger #2: > +/- 50 ºC (90 ºF). such that filter cannot wait until
Action Required: Run multi-cylinder next PM.
cutout test looking for a ‘dead’
fuel injector. Check for a Action Required: Check all three
guttered or cordal valve failure. pressure sensors involved in
these readings.
Trend each bank (LH and RH) Individual pressure readings at
separately using VIMSpc/VIMS engine idle/off should be similar,
Supervisor. Look for increases or i.e. close to atmospheric absolute
decreases that may indicate a dropping pressure (100 kPa [14 psi] at sea
off of performance in: level, 60 kPa [9 psi] at 4000
Fuel Injectors (leakage, meters above sea level). In
blockages in nozzle, poor spray addition, verify pressure drop at
patterns, poor timing, etc.). high idle versus differential
Turbochargers (wheel rubbing pressure indicators (pneumatic).
due to bearing wear that slows Failure in any sensor could cause
turbo, lowers Boost pressure). false indications to change air
filters.
Also useful for problem solving: low
power complaints, engine overheating, If sensors show no problems,
and acceleration response time. replace/clean air cleaner
elements.
Air Filter Restriction (102/102A)
Trend Air Filter Restriction using Knowledge of air filter life history for
VIMSpc/VIMS Supervisor. your particular site conditions will need
to be developed to determine whether air
4
filter extensions are possible on the site. Recommended Analysis Period: Every
If air filters will run only one PM service 2–4 weeks using 2 months/1000 hours of
and are expected to plug to the point of operating data.
engine derate before the next PM service
is due then they cannot be extended Expected Values: Coolant
unless efficient changing of air filters in Temperature between 80 and 100
the field is planned for and achieved. If ºC (176 – 212 ºF).
however they will run successfully to at Action Trigger #1: Coolant
least the next PM service, plan to Temperature Histogram events <
resample several days prior to this PM 80 ºC (176 ºF).
and assess whether they can be further Action Required: Verify machine
extended. Repeat this analysis until a application. Consider that long
point is reached where they will not periods of downhill machine
reach the next PM without engine loaded in cold weather
derating. applications may cause
overcooling and may necessitate
If air filters are cleaned and reused use of shutters, covers or an
systematically, plan a strategy to active fan control. If applicable,
continuously test the quality of the air verify correct actuation of active
filters after cleaning. For example: fan control (hydraulic clutch,
Verify maximum number of filter hydraulic motor, Flexxaire Fan
cleaning using random sampling. control, etc.). Check thermostats
Make a small hole in a used filter to ensure they are all closing
(for example using a nail) and completely. Replace if necessary
send it to the cleaner. If the filter as a set. CAT recommends
is cleaned and returned for changing thermostats every 6000
machine installation, the cleaning hours or yearly.
process needs to be revised. Action Trigger #2: Coolant
Check dimensions of filters after Temperature Histogram Events >
being cleaned: length, internal 100 ºC (212 ºF).
and external diameters. Compare Action Required: If CAT ELC is
with new ones and run other tests used, check coolant color (light
to verify adequate sealing as red, not dark) and smell (sweet,
necessary. not like ammonia), change if
necessary. Check for solid black
Engine Coolant Temperature particles (combustion residuals)
in the coolant.
(117)
Review Engine Coolant Temperature
Search for “low coolant flow”
Histograms using VIMSpc.
events. Verify pump flow and
Look for Coolant Temperatures outside
sensor operation.
the accepted range, which may indicate
an overheating or overcooling problem.
Check for cylinder head cracks
Overheating may be caused by blockage
or head gasket problems.
or plugging of the radiator, low coolant
level. Overcooling is typically caused by
Check radiator is not plugged
thermostats that stick partially open.
with mud or debris.
5
If okay, check fan belts and Recommended Analysis Period: Every
tensioner for correct operation. 4 weeks using 4 months/3,000 hours of
operating data.
Caterpillar recommends changing
thermostats every 12 months or 6,000 Expected Values: Boost Pressure
hours. should remain constant.
It is also recommended that coolant Action Trigger #1: Boost Pressure falls
temperature sensors be checked below 24 psi for 793 ATY/4GZ
periodically by comparing against and 797.
ambient temperatures if the machine has Boost Pressure falls below 30 psi
been down for several days. for 1HL and 4AR.
Action Required: Check fuel
pressure. Perform a pressure test
Aftercooler Coolant
of fuel galleries in the engine.
Temperature (101) Assess injector condition.
Review Aftercooler Coolant Assess bearing/wheel condition
Temperature Trend using VIMSpc or and change-out if required.
VIMS Supervisor. Action Trigger #2: Boost rises above
Look for increasing Aftercooler maximum specified value.
Temperature trend that may indicate Action Required: Check electrical
core is being coated by oil that is leaking resistance of waste-gate control
from a turbocharger bearing, or may be valve solenoid. Check seat and
caused by plugging of the SCAC core. ball valve at control valve for
wear. Check air leaks at waste-
Recommended Analysis Period: Every gate air supply. Check air
4–6 weeks using 3 months/2,000 hours pressure at supply line 50-52 psi
of operating data. (340-360 kPa).
Expected Values: Aftercooler
Temperature Trend should
Engine Oil Pressure
Trend Engine Oil Pressure (gauge) using
remain constant.
VIMSpc/VIMS Supervisor.
Action Trigger: Aftercooler
Look for decreasing Engine Oil Pressure
Temperature rises above
as pump wears. Look for problems in oil
maximum specified value.
pump performance (sticking valve, etc.)
Action Required: Assess core
where applicable. Use S·O·SSM Services
condition and change-out if
analysis to look for degradation in the oil
required.
that may indicate fuel dilution or
viscosity breakdown.
Boost Pressure (108)
Trend Turbo Boost using Recommended Analysis Period: Every
VIMSpc/VIMS Supervisor. 4 weeks using 4 months/3,000 hours of
Look for decreasing boost pressure as operating data.
turbo bearings wear and wheels drag.
Look for problems in waste-gate Expected Values: High Engine Oil
performance (sticking valve, etc.) where Pressure should remain constant.
applicable. Low Engine Oil Pressure should
remain constant.
6
Action Trigger: High Engine Oil Action Trigger: Slip time > 0.9 s for
Pressure < 47 psi for 793 793 ATY/4GZ, 1HL and 4AR.
ATY/4GZ and 797. Slip time > 0.8 s for 797.
Low Engine Oil Pressure < 30 Action Required: At low hours,
psi for 793 ATY/4GZ and 797. readjust valve timing to achieve
High Engine Oil Pressure < 45 desired slip time. At high hours
psi for 1HL and 4AR. replace springs in the TC LUC
Low Engine Oil Pressure < 23 control valve (Replace spring in
psi for 1HL and 4AR. the TC control valve if greater
Action Required: Compare iron trend than 6000 hours old and slip
at the S·O·SSM Services analysis times are increasing. This is
history and assess pump typically not required in
condition and change-out if Transmission control valve
required. stations due to lower cycle
operation.).
Use in conjunction with S·O·S Services
analysis of engine oil to identify changes Once an adjustment has been made,
in conditions that may indicate oil confirm TC LUC or Transmission clutch
quality issues, changes in machine slip time is back in acceptable range by
application (i.e. changing fuel rates), reviewing Trend data several days after
changes in new oil spec or quality, the adjustment. Readjust if necessary to
reduction in combustion efficiency due achieve desired time. This process
to turbo/fuel injector issues (i.e. high should also be used to confirm the
soot, increased heat/oil oxidation). correct operation of newly installed
rebuilt components. Collect several days
of data then download and Trend to
ensure slip times are as expected.
Powertrain (OHT)
Also review TC LUC & Transmission
Torque Converter and slip time Histogram using VIMSpc
Transmission against expected values.
Trend Torque Converter Lock-up Clutch
Slip (TC LUC) (130B) & Transmission Recommended Analysis Period: Every
clutch engagement (slip) times (132) 4 weeks using 3 months/2,000 hours of
using VIMSpc/VIMS Supervisor. operating data.
Look for increasing slip times as springs
wear in the control valve, decreased Expect Values: Ensure 90% of
pump flow and pressures change. values are occurring < maximum
acceptable value.
Recommended Analysis Period: Every Action Trigger: Analysis shows >
4 weeks using 3 months/2,000 hours of 10% of values are > maximum
operating data. acceptable value.
Action Required: At low hours,
Expected values: Compare against readjust valve timing to achieve
expected slip-time values desired slip time. At high hours
tabulated below. Also compare replace springs in the TC LUC
like machines at your site to control valve. (Replace spring if
establish local ‘bogeys.’ greater than 6000 hours old and
slip times are increasing).
7
detection of excessive slip times much
It is recommended that site-specific slip earlier than waiting for the clutch to
time values be used wherever possible to reach a point where > 10% are greater
allow closer monitoring of slip times for than 1.2 seconds. Especially since a
the Torque Converter, and all healthy transmission makes the 3 - 4
Transmission Gear slip times. By using shift in the 0.6 – 0.8 second range. By
the Fleet Trend function in VIMS reviewing the data on a regular basis (as
Supervisor when components are in outlined above) excessive slip times are
optimum condition a set of expected detected and adjustments can be made to
values can be developed that allows bring clutch performance back to an
closer tolerances than published factory optimum level.
ranges.
This process can be use to fine tune all
Once these values have been established Torque Converter & Transmission slip
it is possible to adjust the Histogram time parameters, while changes can also
Exception Criteria table in VIMSpc to be made to Target values to further
reflect tighter site-specific values. To do tighten detection criteria.
so open VIMSpc, Report then Exception
Criteria Set-up. It is then possible to Once this process has been completed
adjust the Upper & Lower Boundary for each VIMS machine on site it is
limits to better match site-specific possible to use the Histogram Standard
machine performance. Report Summary to list all Histogram
parameters in one table and to quickly
For instance, instead of allowing a determine (via the Total High column)
maximum slip time of 1.2 seconds for a which parameters are exceeding
3 – 4 shift on a 793C 4AR truck as set optimum values. Appropriate action can
by the factory configuration, the then be planned and undertaken.
Maximum Boundary limit can be moved
in to about 1.0 seconds. This allows the
Powertrain component Slip Time Trending – Typical Times (seconds)

Parameter 785 789 793 797
TC LUC Upshift 1.1 – 1.25 1.25 – 1.35 1.3 – 1.5 -
TC LUC Downshift 1.1 – 1.5 1.55 – 1.65 1.5 – 2.2 -
Trans 1 – 2 Upshift - - - 0.525 – 0.7
Trans 2 – 3 Upshift 0.625 – 0.7 0.625 – 0.725 0.7 – 0.825 0.525 – 0.65
Trans 3 – 2
0.5 – 0.7 0.575 – 0.775 0.5 – 0.8 -
Downshift
Trans 3 - 4 Upshift 0.55 – 0.65 0.65 – 0.75 0.6 – 0.725 0.625 – 0.775
Trans 4 - 5 Upshift 0.6 – 0.75 0.625 – 0.75 0.75 – 0.85 0.7 – 0.85
Trans 5 - 6 Upshift 0.575 – 0.65 0.65 – 0.775 0.675 - 0.75 0.7 – 0.8
8
Differential Oil Temperature Powertrain (Wheel Loader)
Review Differential Oil Temperature
Trend using VIMSpc or VIMS
Torque Converter Outlet Oil
Supervisor.
Look for an increasing oil temperature Temperature
trend that may indicate the machine is Trend Torque Converter Oil Outlet
being used on longer haul cycles, or if a Temperature using VIMSpc or VIMS
cooler is fitted, may indicate cooler Supervisor.
function or effect is reducing through Look for an increasing oil temperature
core plugging or actuation problems. trend that may indicate the machine is
being used more aggressively in the
Recommended Analysis Period: Every face. It may also indicate poor blasting
4–6 weeks using 3 months/2,000 hours or tightly knit material, a very tight
of operating data. loading area, increased travel on ramps
or incorrect use of the left pedal (ICTC
Expected Values: Differential Oil control).
Temperature Trend should
remain constant but may vary Recommended Analysis Period: Every
slightly due to changes in 4–6 weeks using 3 months/2000 hours of
ambient temperature conditions. operating data.
Action Trigger: Differential
Temperature rises above Expected Values: TC Oil
maximum recommended value or Temperature Trends should
significantly above typical remain constant but may vary
operating value. slightly due to changes in
Action Required: Assess core ambient temperature conditions.
condition of cooler (if fitted) or Action Trigger: TC Oil
possible changes to machine Temperature rises above
application (particularly longer maximum recommended value or
hauls and higher haul speeds). significantly above typical
operating temperature for the
Check differential oil level. site.
Verify specifications of oil used. Action Required: Time spent in the
face is typically the cause of
High temperatures can be caused elevated oil temperatures, which
by final drives as well. Remove may be due to poor operator
magnetic plugs of both final technique, incorrect GET
drives and differential and check selection or poor material
for debris. Take an oil sample conditioning.
and check oil physical conditions
(color and smell). Verify TC inlet and outlet oil
pressure settings. Verify
It is advisable to use label thermometers impeller clutch pressure settings
(P/N 8T-2822) on final drives and at different rimpull positions.
differential for easy field temperature
follow-up. Stick the decal on a clean Assess cooler condition.
area of the component.
9
Machine Systems (OHT)
Brake Oil Temperature
Suspension Cylinders Trend Front and Rear Brake Oil
Trend Front and Rear Suspension Temperature Differential Temperatures
Cylinder differential pressures (RH (RH minus LH) traveling using VIMSpc
minus LH) traveling empty using or VIMS Supervisor.
VIMSpc or VIMS Supervisor.
Data is used for confirming that brakes
Data is used for confirming that nitrogen are not dragging or being held in an
and oil charge levels in each pair of operating position such that additional
suspension cylinders (Front Right/Left heat or energy is being added to the
and Rear Right/Left) are in an acceptable brake pack. This may lead to reduced
condition. brake pack life and/or poor machine
performance.
Correct Oil/Nitrogen charge condition is
required to ensure correct operation of Recommended Analysis Period: Every
the suspension system in maintained 4 weeks using 3 months/2,000 hours of
which minimizes stresses into the operating data.
mainframe of the machine. It also
ensures a comfortable ride for the Expected Values: ΔT stays within +/-
operator and maintains Payload Monitor 2 ºC (4 ºF) across each axle
accuracy within acceptable levels. group.
Action Trigger: > +/- 2 ºC (4 ºF)
Recommended Analysis Period: across the front or rear axle
Several days before PM service using groups.
1000 hours of data. Action Required: Check for a
dragging brake that may be
Expected Values: ΔP stays within +/- caused by poor slack adjuster
375 kPa (55 psi) across each axle operation (check for residual
group. Field information suggests pressure in the brakes).
typical operating pressures of:
Front axle is in a range - 200 kPa Analyze machine overload and
+/- 375 kPa (-30 +/- 55 psi); engine over speed events.
Rear axle is in a range 0 +/- 375
kPa (0 +/- 55 psi). Look for friction material at
Action Trigger: > +/- 375 kPa (50 hydraulic screens. Take a
psi) across the front or rear axle hydraulic oil sample. Check
groups. color and smell of hydraulic
Action Required: Check empty fluid.
suspension cylinder height
(amount of chrome rod showing) Machine Systems (Wheel
and if this is below expected / Loaders & Hydraulic
published values drop the oil and
nitrogen charge from the cylinder Excavators)
and recharge.
Verify that cylinder rods have

adequate grease lubrication.
10
Hydraulic Oil Temperature in Hydraulic pumps: P/N 8T-2824.
WTL & HEX Potential cause of overheating:
Trend Hydraulic Oil Temperature using wear, internal leaks.
VIMSpc or VIMS Supervisor. Control valves: P/N 8T-2821.
Look for an increasing oil temperature Potential cause of overheating:
trend that may indicate the machine is internal leaks.
being used more aggressively in the Cylinders: P/N 8T-2823.
face. It may also indicate poor blasting Potential cause of failure:
or tightly knit material, poor cooler internal leaks.
performance through core plugging or
excessive pump/motor leakage. Hydraulic Pump Drive Oil
Temperatures in WTL & HEX
Recommended Analysis Period: Every Trend Hydraulic Pump Drive Oil
4–6 weeks using 3 months/2,000 hours temperatures using VIMSpc or VIMS
of operating data. Supervisor.
Look for increasing oil temperature
Expected Values: Hydraulic Oil trends that may indicate the machine is
Temperature Trend should being used more aggressively.
remain constant but may vary
slightly due to changes in Recommended Analysis Period: Every
ambient temperature conditions. 4–6 weeks using 3 months/2,000 hours
Action Trigger: Hydraulic Oil of operating data.
Temperature rises above
maximum recommended value or Expected Values: Pump Drive Oil
significantly above typical Temperature Trends should
operating temperature for the remain constant but may vary
site. slightly due to changes in
Action Required: Assess cooler or ambient temperature conditions.
pump/motor condition and Action Trigger: Pump Drive Oil
machine application. Temperature rises above
maximum recommended value.
Verify oil condition using S·O·S Action Required: Assess pump
Services analysis. Take an leakage, machine application and
additional oil sample and verify correct operator technique.
oil condition (color, smell and
metallic particles). Check pump drive oil level.
Verify S·O·S analysis history.
Change pump case line return Take an oil sample and check for
filter. Cut it and inspection filter metallic particles in the oil.
element for metallic particles
from the pump.
Pilot Pump Pressure (Swing
Verify hydraulic stand-by and Brake/Pilot Pump – 5230 only)
relief system pressures. Trend Pilot Pump Pressures using
VIMSpc or VIMS Supervisor.
It is advisable to stick label Look for changes in system working
thermometers on the following pressure that may indicate the need for
components: adjustment.
11
Recommended Analysis Period: Every o Over/Under-voltage,
8–12 weeks using 3 months/2,000 hours Open Circuit, Shorted,
of operating data. Erratic or Intermittent
Expected Values: Pilot Pump Overheating Alarms:
Pressure Trend should remain
relatively constant. o Aftercooler or Engine
Action Trigger: Pilot Pump Coolant
Pressure decline below minimum High or Low Pressure Alarms:
specified value.
Pilot pressure is critical for swing o Engine Oil, Steering Oil,
brakes; should be above 4000 Brake Air Systems
kPa. o Suspension Cylinder
Action Required: Assess pump Charge
leakage and relief pressures.
o Turbo Boost Pressure,
Crankcase
VIMS Event List (all VIMS Filter Plugging / Bypass:
machines) o Air Cleaner, Engine Oil,
Fuel, Hydraulic Circuit
The VIMS Event List collects system Brake Drag
alarm and other condition events that can
be used to identify machine system Chip Detectors
problems and the need for additional Low Levels Alarms:
Operator training. The Event List can be
o Coolant, Engine Oil,
reviewed using VIMSpc/VIMS
Transmission Oil
Supervisor. VIMS Supervisor also
allows the analysis of VIMS Events over
an entire fleet. When reviewing VIMS Event data it
may be helpful to define when and under
VIMS Events can be broken into two what circumstances VIMS Events are
different sources or causes: being generated. Is there a pattern to the
Machine System Events frequency of events being captured in
Operator Induced Events the Event List? Consider whether the
Events are occurring:
Machine System Events On one machine or across the
Machine System Events are those events fleet:
caused by components or systems on the o Is it a problem with a
machine that fail, or have a critical single machine or could it
parameter move outside expected or be the haul itself causing
desirable limits for the on-going health the problem?
of the machine. They result from On one shift, all shifts, with only
operation of the machine within one operator:
expected operating parameters. o Is it poor operating
practice by one operator
Examples of Machine System Events that can be addresses with
include: additional training?
Sensor or switch failures
12
o Is it a ‘shift related’ issue o A tight Loading Zone
such as a lack of night with lots of low speed
shift supervision? maneuvering (Low
Only when the trucks are Steering Pressure).
operating on one particular haul. Only during certain weather or
Is there something on that haul seasonal conditions:
that are causing the problem such o High rainfall, monsoonal
as: conditions, soft spots in
o A steep grade with a tight the roads.
corner at the bottom of o High ambient
the hill (Brake temperatures, low
Overheating). humidity, excessive dust.
o A rough section in the
middle of the main haul Operator Induced Events are explained
road (RAC alarms). in more detail in the VIMS for
Operations section.
VIMS for Operations
Payload Data Management Loading Time:

The amount/percentage of the
Operational Time the machine
Basic Asset Utilization spent under the loading tool.
Use the Payload Summary in VIMSpc to Hauling Time:
display data on the customer’s utilization The amount/percentage of the
of the machine, and gives some basic Operational Time the machine
information on the haul cycle. While spent traveling Empty or Loaded.
local site conditions and the layout of the Waiting Time:
mine will differ site to site, it is useful to The amount/percentage of the
trend these parameters on a regular basis Operational Time the machine
(weekly/monthly) to help the customer spent stationary/not moving.
in his efforts to get more productivity
from his machines. VIMSpc Payload Summary gives
basic Production Data that includes:
Definition of VIMSpc Payload Summary Total tons moved in the period
Time Distribution parameters: The average payload hauled per
cycle
Operational Hours:
Total number of loading cycles
The amount/percent of hours in
The average number of loaded
the analysis period the key
cycles per hour
switch in the machine was ON.
Average Loading time
Non-Operational Hours:
Average Fuel consumption per
The amount/ percentage of time
hour, per cycle, per
in the analysis period the key
kilometer/mile
switch was in the OFF position.
13
Maximum / Minimum payloads Adding the Total Stopped time (Empty
hauled and Loaded) gives a useful parameter
Basic Payload Distribution that can be used to promote more
information set up for each efficient operation. Stopped time can be
Model Code using the path: positively affected by better
Report, Production, Truck, management of shift changes &
Analysis Set-up meal/rest/prayer breaks, shovel set-up &
material conditioning and better dispatch
Complete Payload cycle data is available control of the fleet (which reduces wait
if Payload Detail (Cycle Basics w/- Fuel) time at the shovel).
is selected.
The principal problem with using Adding loading time to the total stopped
VIMSpc for Payload analysis is that it time gives a parameter (Total Idle time)
can only look at one truck at a time. If that can also be used to identify areas
we wish to analyze the performance of a where inefficiencies in the operation can
fleet of trucks this is time consuming. be addressed. Combining this number
with the amount of fuel burned at idle
Production Efficiency and (for in the Cumulative data record) can
help the customer quantify the cost of
Productivity
excessive idling and help justify
A better approach is to use the Fleet
improvement programs.
Payload Summary in VIMS Supervisor.
This gives similar information to
Payload Distribution Histogram shows
VIMSpc but allows analysis of complete
the distribution of payload and can be
fleets of trucks once fleet details have
configured for site-specific Payload
been defined in the Utilities section.
Targets and Payload Ranges. We
recommend that an acceptable Payload
An additional feature of VIMS
Range for use in discussions with
Supervisor is the ability to present much
customers is equal to Target Payload +/-
of the useful summary data in graphical
10%.
form. This can be a help when
presenting data to customer
A high proportion of loads outside the
Production/Operations people.
Payload Range are an opportunity to
work with the customer to tighten the
VIMS Supervisor Single/Fleet Payload
variation in their loading operation.
Charts include:
Cycle Time Distribution
Under loading leads to poor
Payload Distribution Histogram
productivity, which customers often see
Load Time Distribution
as a reason to load heavy. It can be
Productivity
caused by:
Cycle Time Distribution shows the Poor material conditioning; large
proportion of total operating time the rocks or tightly ‘knitted’ material
fleet spent in the five main phases of the that wont ‘flow’ into the bucket
hauling operation causing poor bucket fill factors;
Loading often caused by insufficient blasting.
Stopped (Empty/Loaded) Poor operator technique that can lead
Traveling (Empty/Loaded) to poor bucket fill factors.
14
Job set-ups that hinder production
such as low bench heights or tight A large range of Loading Times rather
digging angles. than a tight distribution suggests either
Incorrect GET selection that results several loading tools are being used on
in poor material penetration. the site (which often causes the chart to
have several ‘humps’ in the distribution
but may also indicate that a number of
Overloading, with a payload distribution the factors outlined in the Under loading
outside Caterpillar’s 10/10/20 Payload section may be present and need
Rule is often seen as the most productive
addressing.
loading strategy by our customers. If
consideration is given to the total cost of
Productivity shows the productivity of
this practice it is often not the best
the fleet in tons per hour over actual or a
approach to gain the lowest cost per ton.
24-hour day.
Overloading can be caused by: While some of these issues can be

Poor bucket/truck body match. affected by circumstances outside the
Incorrect estimation of material control of the customer many offer the
density. opportunity for closer control or better
The addition of extra passes even management to improve fleet
when the body is full which can productivity. While productivity is
also lead to excessive spillage in usually not the primary concern of the
the loading zone and on the haul dealer, it offers an excellent opportunity
road. to demonstrate the value of VIMS
Production data to the customer and to
Poor management of payload demonstrate the value of the
(overloading) can result in: CAT/Dealer value chain.
Additional stress in powertrain
and mainframe components and Payload Management
shortened component life. VIMS Supervisor has a function entitled
Extended cycles times, especially Payload Management that allows quick
if the machine drops to a lower verification that single trucks and truck
gear to get up the grade. This is fleets are maintaining payload
often the cause of ‘low power’ performance within Caterpillar’s
complaints from the customer. 10/10/20 guidelines. To use this function
Increased fuel consumption due it is necessary to set details on
to lower gears / speeds on grade. Production Range (suggested Target
Reduced tire life from Payload +/- 10%) and Target Payload
overloading and from additional for each machine that is to be included in
spillage. the analysis. Use the Utilities, Set
Payload Targets and Define Fleet
Refer to the Payload Management Groups functions to speed analysis of
section for additional details on regularly reviewed truck fleets.
managing payload.
If trucks are continuously used in groups
Load Time Distribution shows the to haul differing materials (i.e. a waste
distribution of loading times and can be fleet and an ore fleet) it may prove
configured for site-specific loading useful to create fleet groups around these
situation. functions that allow closer analysis of
15
the specific loading tools and haul cycle database (< 2 in 1000) so their removal
features of the specific group. does not affect the overall analysis of
the data.
Select the period and fleet to be analyzed
and Payload Management will display To condition the data a ‘filter’ can be
the number or percentage of loads formulated in the Payload Filter
below, within and above their Payload Definition function of VIMS
Ranges, as well as displaying the Supervisor. This capability is active in
number/percentage of loads greater than both the Truck Payload Summary and
110% of Target Payload, and greater Fleet Payload Summary functions of
than 120% of Target Payload. These last VIMS Supervisor.
two numbers show compliance against
the 10/10/20 rule that states: Select the Filter Selection tab, select
“The mean (average) of the Payload Edit Filters and Add a Group. Enter a
Distribution shall not exceed the Target
name for the group, and hit OK. We
Payload and no more than 10% of loads recommend that separate filters be
can exceed of 110% of Target Payload
developed for each truck model on site
but no single load shall exceed 120% of
such that specific maximum payload
Target Payload.”
limits are available.
Use of Payload Filters We now need to ADD Conditions

It is not uncommon for VIMS Payload which will govern how the data will be
Monitor to occasionally record data that excluded from the sample we are going
is clearly in error. This may include to analyze. Recommended conditions
several loads per 1000 that: are:
Have a zero or very low Payload (example is for a 793C truck with a
Weight. Target Payload of 225 tons being 3 pass
Have an extremely high Payload loaded with average bucket capacity of
Weight well beyond the capacity 75 tons and a typical loading time of 2.5
of the body or material density minutes)
being loaded. A Low Cut; payload weight
Have Total or segment Cycle must be greater than this number
Times of only a few seconds. (typically one bucket pass).
Have a Loader Pass Count equal Select Logic, Inside AND
to zero or one. Parameter, Payload Criteria, >=
Have very short Haul Distances Limit, 75 tons.
that are clearly not correct for Hit OK then Cancel then ADD
the typical haul. to add the next filter condition.
A High Cut; payload weight
In cases such as this it is prudent to run must be less than this number
the Payload data through a filter that (suggest 140% Target Payload)
removes these ‘nuisance’ load cycles Select Logic, Inside AND
and gives the customer greater Parameter, Payload Criteria, <=
confidence that the Payload information Limit, 315 tons.
being presented is correct. Experience Hit OK then Cancel then ADD
shows that these nuisance loads to add the next filter condition.
typically account of a very small
percentage of the entire payload Once the filter set has been defined
select Close, then Select the filter name
16
you have just built and check the box are being dumped at the shovel, or at
that makes the filter active. least not carried more than 0.3 km (1/5
mile). To set this filter key ADD a
Typically using a filter to remove very Group
low and very high loads is enough to An Overload condition; Payload
remove the majority of nuisance loads weight must be heavier than this
in the database. Filter conditions can number
also be added to condition the data to (270 tons in this example which
remove other factors that may be is 120% of the 225 ton Target
noticed during analysis, or that may Payload)
help generate the right data conditions Select Logic, Inside AND
for further analysis. Parameter, Payload Criteria,
A Loader Pass Cut; number of >= Limit 270 tons.
loader passes must be less than Hit OK then Cancel then ADD
this number: to add the next filter condition.
(five passes in this example if A Distance condition; Haul
the loader typically loads the distance with the overload must
truck in only 3 passes) be greater than this number
Select Logic, Inside AND Select logic, Inside AND
Parameter, Loader Passes Parameter, Loaded Travel
Criteria, <= Limit, 5 Distance Criteria >= Limit 0.3
Hit OK then Cancel then ADD km. Hit OK and the filter is
to add the next filter condition. complete. Now CLOSE and
A Load Time Cut; total loading select the filter name you have
time must be less than this just built. Check the box to
number: activate the filter.
(5 minutes in this example
which is twice the standard In the Payload Management screen, a
loading time is only 2.5 minutes) simple filter is available that cuts out
Select Logic, Inside AND loads below a certain payload. Access
Parameter, Load Time Criteria, to this function is through the Filter
<= Limit, 00:05:00 Selection tab. We recommend that this
Hit OK the Cancel then ADD to be set at the payload weight equal to a
add the next filter condition. single pass from the loading tool on the
A Haul Distance Cut; total cycle site.
time must be greater than this
number:
(0.4 km in this example if a Haul Road Design and
normal haul is 0.6 km minimum)
Select Logic, Inside AND Maintenance
Parameter, Haul Distance
Criteria => Limit, 0.4 VIMS data logger data can be collected
Hit OK then Cancel the ADD to and analyzed using the Application
add the next filter condition or Severity Analysis (ASA) software
Close then Select and activate program to identify areas of the mine
the filter. haul road that:
Can cause high stress and
It is also advisable to check that all potential loss of component life
payloads over 120% of Target Payload
17
in OHT mainframes and Operator induced events are those most
powertrain components. likely caused by incorrect operation of
Reducing productivity efficiency the machine. In all but the most blatant
through slowing the machine cases of willful machine ‘abuse’ they
due to high rolling resistance, should be used to identify opportunities
pinch-points, excessive gear for additional operator training
shifting, etc. requirements rather than in any
disciplinary action.
Refer to the Application Severity We recommend that the customer’s
Analysis (ASA) Application Guide Training organization receive VIMS
available through the Mining Project Event reports on a regular basis so that
Managers’ Toolkit in the CAT individual needs can be identified and
Knowledge Network. The full web additional training scheduled.
address is:
https://kn.cat.com/guides.cfm?id=6232 Reasons for Operator Induced Events
This site also makes available an ASA include:
User Guide and the ASA software These can be cause inadvertently
executable. because of a lack of operator
training in the areas of:
o Correct operating
Operator Assessment and practices for the machine
o A lack of understanding
Training of the capability of the
machine
As previously explained, the VIMS o A lack of understanding
Event List collects system alarm and of the systems operation
other condition events that can be used of the machine
to identify machine system problems and o Incorrect
the need for additional Operator training. acknowledgement or
The Event List can be reviewed using required action taken
VIMSpc/VIMS Supervisor, while VIMS during VIMS Event
Supervisor also allows the analysis of Alarm
VIMS Events over an entire fleet. It may be caused by operating
Machine System Events have been conditions that inadvertently
covered previously. This section will cause the event such as:
address the other major source of VIMS o Haul road design or
Events, those that are Operator Induced maintenance issues
Events. (including the Loading
and Dump Zones)
o Material conditions at the
loading face
VIMS Event List - Operator It can also be caused by a
Induced Events conscious effort on the part of
the operator to operate the
Machine outside its design directed by mine management.
capability / envelope. In some Examples of Operator Induced
cases this may be direct ‘abuse’ Events include:
of the machine through the
operator’s decision, or as
18
Off-Highway Trucks (OHT): conditions and poorly blasted or
Brake Overheating in OHTs due tightly knitted material.
to incorrect gear selection or Hydraulic Oil Overheating in
incorrect brake/retarder operation WTL due to incorrect machine
on grades, tight corners, lack of operation in tight digging
passing areas, very steep grades. conditions and/or poorly blasted
Engine Overspeed in OHTs due material.
to incorrect gear selection or Brake Overheating in WTL due
incorrect brake/retarder operation to excessive high-speed load-
on steep grades, tight corners, and-carry operation.
lack of passing areas, very steep
grades. Hydraulic Excavators (HEX):
Transmission Abuse in OHTs Hydraulic Oil Overheating in
due to coasting in Neutral, HEX due to incorrect machine
selection of Reverse/First at high operation in tight digging
engine rpm, selection of conditions and/or poorly blasted
inappropriate gears for the material.
ground speed of the truck.
Payload Overloading despite As for Machine System Event, it is
loading lights in OHT, Payload useful to try and define whether a pattern
displays and Payload exists that might help formulate a
Management controls on the solution to the problem. These patterns
truck. may conform to similar patterns:
Body Up Events in OHTs caused On one machine or across the
by moving away from the Dump fleet.
Zone with the truck body still On one shift, all shifts, with only
raised above the mainframe rails. one operator.
Brake Overstoke in OHTs caused Only when the trucks are
by parking with the Retarder operating on one particular haul.
lever ON. A dangerous condition Is there something on that haul
if the Park Brake is not also that is causing the problem:
engaged as trucks may roll away. o A steep grade, tight
corners, rough sections in
the haul road, a tight
Wheel Loaders (WTL): Loading Zone.
Torque Converter Overheating in Only during certain weather or
WTL due to incorrect machine seasonal conditions.
operation in tight digging
19
SELD7025 ©2006 Caterpillar Inc.
File Under Machine Signature Tests

VIMS BULLETIN
Off Highway Truck Signature Test – 777 – 793

Intended audience: have gone undetected by more conventional
• Dealer Product Support personnel inspections.
• Dealer Training personnel Signature tests are run under three different
conditions:
1. Stationary Tests with engine running.
Introduction 2. Moving Truck Tests.
This Bulletin enables dealers and their 3. Haul Cycle Tests.
customers to benefit from use of the
Caterpillar VIMS to measure and record After the tests have been run and data
machine data while the truck is operated under downloaded from the VIMS, the truck can be
specific sets of conditions. Every effort has put back on the ready line. Data is analyzed
been made to provide the most current and using off-board VIMS.
relevant information known to Caterpillar Inc.
Data from signature tests is primarily used as a
Since Caterpillar makes ongoing changes and
trending indicator. If tests are run when the
improvements to its products, this Bulletin
truck is new and then repeated at 2,000 or
must be used with the latest technical
4,000 service hours, the rate of degradation for
information available from Caterpillar to
various machine systems can be monitored and
ensure such changes and improvements are
repair scheduled in a cost effective manner.
incorporated where applicable.
Data from these tests can also be used for
For questions or additional information
evaluation of truck performance. Some system
concerning this Bulletin, contact Caterpillar
specific data analysis techniques are described
Service Development Division, Service
that can be used to identify potential problems
Support (309) 675-6971.
with the truck. These problems are such that it
is unlikely that they are severe enough to cause
Summary a fault to be displayed on the monitor, logged
on the event recorder, or be noticed by the
This Bulletin describes signature tests that can operator. However, early identification of
be run on an operational 789B or 793B Off- these problems will allow timely trouble
Highway Truck equipped with VIMS to record shooting and repair scheduling, if needed. As a
and analyze vital machine information data. result, unscheduled repairs can be reduced.
The data can then be compared to earlier data
from the same machine or to other similar If the truck meets the requirements for these
machines in the fleet to assist in identifying tests it can be expected to give normal
major component degradation or problems that performance on the haul road.
SELD7014-02
Recording Test Conditions WARNING labels have also been put on
Many of the tests described in this bulletin will specific hazards. If these hazard warnings are
require keeping a record of the conditions not heeded, bodily injury or death could occur
(grade of road and surface condition) under to you or other persons. Warnings in this
which the tests were run. A paper or electronic publication and on the product labels are
file that describes the test conditions should be identified by the following symbol.
maintained.
A recommended method for creating an WARNING

electronic reference file is to use the text editor
in Windows Program Manager. To create the Incorrect operation, lubrication, or repair of this
product can be dangerous and could result in
text file, access Windows Program Manager. injury or death. Do not operate or perform any
From the Accessories Program Group, select lubrication, maintenance or repair on this product
and open the Write Program Item by double until you have read and understood the operation,
clicking the Write icon. Type in the desired lubrication, maintenance, and repair information.
text that describes the particular conditions
relating to the test. Name and save the file to
the desired subdirectory that contains the data Caterpillar Inc. cannot anticipate every
logger file for the current machine. Doubling possible circumstance that might involve a
clicking the file name in File Manager with the potential hazard. The warnings in this
Mouse will enable the selection and reading of publication and on the product are therefore
the text file at a later date. not all inclusive. If a tool, procedure, work
method, or operating technique not specifically
recommended by Caterpillar is used, you must
Important Safety Information satisfy yourself that it is safe for you and
Most accidents involving product operation, others. You should also ensure that the product
maintenance, and repair are caused by failure will not be damaged or made unsafe by the
to observe basic safety rules or precautions. operation, lubrication, maintenance, or repair
An accident can often be avoided by procedures you choose.
recognizing potentially hazardous situations
The information, specifications, and
before an accident occurs. A person must be
illustrations in this publication are based on
alert to potential hazards. This person should
information available at the time it was
also have the necessary training, skills, and
written. Such information as specifications,
tools to perform these functions correctly.
torque, pressures, measurements, adjustments,
Note: Read and understand all safety illustrations, and other data can change at
precautions and warnings before operating or anytime, which can affect the servicing of the
performing lubrication, maintenance, and product. Make sure to obtain the most
repair on this product. complete and most current information before
starting any job. Caterpillar dealers have the
Basic safety precautions are listed in the most current information available.
"Safety" section of the Service or Technical
Manual. Additional safety precautions are
listed in the "Safety" section of the
owner/operation/ maintenance publication.
Specific safety warnings for all these
publications are provided in the description or
operations where hazards exist.
2
Stationary Tests specific machine was able to hold on a prior
test.
Purpose
1. Start the engine and allow air system
The purpose of the stationary tests is to record pressure to build-up to maximum operating
key information on the engine, powertrain pressure.
system, and electrical system that is monitored 2. Warm the engine and powertrain such that:
by the VIMS sensors. Stationary tests can be a. Coolant outlet temperature is 175 - 195
run on the vehicle near the truck shop; access °F.
to a haul road is not required. Information b. Converter outlet oil temperature is 180-
from the stationary tests can be compared to: 195°F.
c. Transmission outlet temperature is 175-
1. Expected normal values, 195°F
2. Earlier tests ran on the same machine, or 3. Apply secondary brake.
3. Tests that have been run on similar 4. Move the transmission shift lever to 1st
machines. gear range forward.
5. Release the parking brake.
When the information is compared, the overall 6. Gradually accelerate the engine to 1200
condition of the machine systems can be rpm.
determined without the need for more time 7. The machine should not move forward.
consuming installation of service tools. 8. If the secondary brake does not function
properly, have necessary repairs made.
The data logger and event recorder should be 9. Repeat this test with the service brakes. If
downloaded and cleared before beginning truck creeps forward at full engine speed,
these tests. All 5 tests can be completed have necessary repairs made before
sequentially with the data logger turned on at continuing the stationary tests.
the beginning of Test 2 and left on for the 10. Set the parking brake and shut down the
remaining tests. Estimated time to run all 5 engine.
tests is 0.5 hours if the machine is at operating
temperature. If systems are not warmed,
additional time will be required.
Test 2: Starting Test
The purpose of this test is to record engine
Test 1: Brake System Testing and cranking speed. If the truck has a prelube
Operating Temperatures system installed, prelube oil pressure and
system voltage drop during prelube will also
The purpose of this test is to warm the be recorded.
machine to normal operating temperatures
and to determine if secondary brake system is Note: This test will deplete the air system, run
functional. The test is not intended to only if an alternate air source is available for
measure maximum brake holding effort. recharging the air system.
Brake holding effort required to hold a
machine at a specific engine rpm will vary 1. Set the ground level shut off in the "FUEL
from machine to machine due to differences OFF" position.
in engine setting, power train efficiency, etc., 2. Turn key switch to the on position, allow
and in brake holding capability. VIMS to go through self-test.
3. Verify that air pressure is 120 psi. If not,
Engine rpm at beginning of machine recharge the air system.
movement, with secondary brake applied, 4. Turn on data logger.
should be compared with the engine rpm the 5. Crank the engine until cranking stops
3
because of low air pressure. least 50 meters from other machines,
6. Turn data logger off. structures or people.
7. Recharge the air system. 2. Put blocks behind the wheels to prevent
8. Set the ground level shut off in the "RUN" movement of the machine.
position. 3. Apply the service brake and retarder; shift
the transmission to 1st gear forward and
turn on the data logger.
Test 3: Unloaded Engine Test 4. Quickly accelerate the engine from low
idle to maximum speed. Hold for 5 to 10
The purpose of this test is to record electrical seconds at maximum engine speed.
system charging voltage and engine lubrication 5. Reduce engine speed to low idle. Hold for
pressure as engine speed is increased. The time 60 seconds.
required to recharge the air system pressure is 6. Repeat step 2.
also recorded. 7. Repeat step 3.
8. With transmission in 1st gear, accelerate
1. Turn key switch to the 'ON' position, allow the engine to maximum speed. Hold until
VIMS to go through self diagnostic test. the high torque converter oil temperature
2. Turn the data logger on. warning comes on (Level 2).
3. Wait 10 seconds. 9. Reduce engine speed to low idle.
4. Start the engine. 10. Shift transmission to neutral.
5. Run engine at low idle for 10 seconds. 11. Turn data logger off.
6. Leave transmission in neutral and 12. Allow system to cool to normal ranges.
gradually increase engine speed from low
idle to high idle in 15 seconds. Hold at Test 5: Double Stall Test
high idle for 10 seconds.
7. Reduce engine speed to low idle. The purpose of this test is to record the
8. With transmission still in neutral, snap engine response time against converter
accelerate engine speed from low idle to stall and the implement hydraulic
high idle two times with 15 seconds system pump.
between accelerations.
9. Reduce engine speed to low idle. Note: Do not apply the parking brake during
the converter stall test. On VIMS equipped
machines, applying the parking brake with
Test 4: Converter Stall Test the transmission in gear will cause a category
3 parking brake-warning message to lock on
The purpose of this test is to record the the message center. This condition will
engine response time against converter prevent the serviceman from observing when
stall. the category 2 warning occurs from hot
converter oil temperature during the stall test.
Note: Do not apply the parking brake during
the converter stall test. On VIMS equipped 1. Turn data logger on.
machines, applying the parking brake with the 2. With transmission in neutral, accelerate
transmission in gear will cause a category 3 engine to high idle.
parking brake warning message to lock on the 3. Raise body.
message center. This condition will prevent the 4. Slow engine to low idle.
serviceman from observing when the category 5. Lower body.
2 warning occurs from hot converter oil 6. With engine still at low idle, raise body.
temperature during the stall test. 7. Lower the body.
8. With the service brakes applied, move
1. Position the machine on level ground at body raise lever to "BED DOWN"
4
position, move the transmission shift When the information is compared, the overall
lever to 1st gear forward range . condition of the machine systems can be
9. Accelerate engine to maximum speed determined without the need for more time
and hold until the high torque converter consuming installation of service tools.
oil temperature warning comes on (Level
2). Note: Before beginning the Moving Vehicle
10. Lower engine speed to low idle, shift tests, make sure that the Stationary Test 1 has
transmission to "NEUTRAL", and move been completed and that the truck is at normal
body raise lever to "FLOAT" position. operating temperature and that the secondary
Allow truck to cool for 60 seconds. brake system is functional.
11. Repeat steps 8 and 9.
12. Repeat step 10. Test 1: Unloaded Truck -- Level
13. Turn data logger off. Road Test
This test will enable information to be
Moving Vehicle Tests recorded to evaluate the payload monitoring
system calibration and suspension strut
pressures.
Purpose
1. Turn data logger on.
The purpose of the moving vehicle tests is to 2. Coast to a stop from 5 to 10 mph.
record key information on the engine, 3. Turn data logger off.
powertrain system, and suspension system that
is monitored by the VIMS sensors. Moving Test 2 [ERG1]: Unloaded Truck
vehicle tests should be run on a section of haul Retarding
road where the grades are known and can be
expected to be available at a later date. To aid This test is intended to log information on the
in repeating the test at a later date, the performance of the ARC and to ensure that
following parameters should be recorded: retarder system is operating correctly.
1. Rolling radius of tires. Calculate this by Use a relatively permanent road for this test
using the distance traveled for 5 that has a grade that is typical for the mine site
revolutions. operation. A permanent road section is
2. Estimate of the rolling resistance of the desirable so that similar tests can be run at a
haul road used for the tests. later date. Keep a paper or electronic record of
3. Ambient temperature. the road grade and surface condition for later
4. Altitude. reference.
5. Barometric pressure.
1. Turn data logger on.
6. Dewpoint.
2. Descend the grade at a safe speed using the
Automatic Retarder Control.
As with the stationary tests, information
3. Turn the data logger off.
from the moving vehicle tests can be
compared to:
Test 3: Loaded Acceleration Test
1. Expected normal values, -Level Surface
2. Earlier tests ran on the same machine, or
3. Tests that have been run on similar This test is intended to log information on
machines in the same fleet. the response of the engine, CTS,
transmission shifting, and strut pressures.
5
1. Turn data logger on. desirable so that similar tests can be run at a
2. Snap accelerate the truck from 1st gear later date. Keep a paper or electronic record of
through 6th. the road grade and surface condition for later
3. Without using the service brakes or reference.
retarder, coast to a stop by downshifting
from 6th gear to 1st. 1. Turn data logger on.
4. Accelerate the truck back to 5 to 10 mph. 2. Descend the grade using the correct
5. Shift to neutral and coast to a stop without retarding gear and the Automatic Retarder
using the service brakes or retarder. Control.
6. Turn data logger off. 3. Turn the data logger off.
4. Repeat the test using one gear higher to
descend the grade.
Test 4: Loaded Uphill Grade
Step four is intended to record the brake
This test is intended to log information cooling performance. The brake oil
on the performance of the engine, temperature warning (Level 2) will likely
boost, exhaust temperature and total come on. When this occurs, brake to a slower
vehicle performance. speed and shift to the correct gear for the
slope.
Use a relatively permanent road for this test
that has a grade that is typical for the mine site
operation. A permanent road section is Normal Haul Cycle Tests
desirable so that similar tests can be run at a
later date. Keep a paper or electronic record of Purpose
the road grade and surface condition for later
reference. The purpose of the haul cycle tests are to
record key information on the engine,
1. Turn data logger on. powertrain system, and suspension system that
2. Run the truck up the grade in a constant is monitored by the VIMS sensors while the
gear. truck is operating on a normal haul cycle. As
3. Record the time required for a measured with the stationary and moving vehicle tests,
distance up the grade and note the gear information from the haul cycle tests can be
used for the test. compared to:
4. Turn data logger off.
5. Repeat the test a second time. 1. Expected normal values,
2. Earlier tests ran on the same machine, or
Test 5: Loaded Truck Retarding 3. Tests that have been run on similar
machines.
This test is intended to log information
on the performance of the ARC and, When the information is compared, the
brake cooling performance. overall condition of the truck systems can
be determined without the need for more
The truck should be fully loaded for this test. time consuming installation of service
Load the truck to rated capacity. Placement of tools.
the load is not critical but should be reasonably
well balanced for safe operation. Logged data from a haul cycle can be used to
assist in Fleet Management and haul road
Use a relatively permanent road for this test improvements.
that has a grade that is typical for the mine site
operation. A permanent road section is Note: Before beginning the Haul Cycle Tests,
6
make sure that the Stationary Test 1 has been Use the methods described in the Service
completed. It is very important that secondary Manual for troubleshooting.
brake system be functional. The truck should
also be at normal operating temperature as
described in Stationary Test 1.
Analysis of Signature Test
Data
Test 1: Long Uphill Haul
For this test the loaded truck should be run on Engine
the longest uphill section of the job site haul
road. If haul is more than 30 minutes, log Problem 1: Exhaust Temperature Split
only the loaded portion. Too High
The data logger should be downloaded and Exhaust temperature split is the difference
cleared before beginning this test. between the right exhaust temperature and the
left exhaust temperature taken at the same
Test 2: High Speed Haul time. Left and right exhaust temperatures are
measured at full load conditions during the
For this test, the loaded truck should be run following tests:
on the highest speed section of the job site
haul road. If the haul is more than 30 1. Stationary Test 4 - Converter Stall.
minutes, log only the loaded portion. 2. Stationary Test 5 - Double Stall.
3. Moving Test 5 - Loaded Uphill Grade.
The data logger should be downloaded and
cleared before beginning this test. The exhaust temperature split will likely be
highest for the Double Stall test.
Test 3: Typical Haul Cycle
A normally performing engine has some
For this test, the loaded truck should be run variation in the bank-to-bank exhaust
on the most typical haul cycle at the job site. temperature. An exhaust temperature split
If the haul is more than 30 minutes, log only greater than 75°C (135°F) may indicate a
the loaded portion. problem.
The data logger should be downloaded and

cleared before beginning this test. Probable Cause:
1. Faulty exhaust temperature sensor(s).

Download Data and Clear 2. Defect in fuel injector(s).
3. Leak or break in fuel line between fuel
VIMS manifold and cylinder head.
At the completion of the Truck Signature 4. Wrong valve lash.
Tests, the data logger and event recorder 5. Air inlet system has a leak.
should be downloaded and cleared. 6. Exhaust system has a leak.
7. Air inlet or exhaust system has a
None of the tests described in this Bulletin restriction.
should cause VIMS to display a level 3 8. Wrong fuel Injector lash.
warning to the operator or log a level 3 event. 9. Incorrect fuel injection timing calibration.
If any level 3 events are present, they should 10. Bent or broken push rod.
be investigated and appropriate repair made. 11. Problem with electronic control system.
7
Figure 2
Engine Oil Pressure
Note: Refer to System Operations, Testing & 80
Adjusting 3512 and 3516 EUI Engines, 70
SENR5596, for troubleshooting the engine. 60
50
40
Problem 2: Engine Has Low Oil
30
Pressure
20
A decrease in engine oil pressure, although 10
the pressure is still within the acceptable 0

600 800 1000 1200 1400 1600 1800
range since the last test, is an indication that
Engine Speed (RPM)
parts (engine bearings, engine oil pump, Oil Pressure (psi) ECM Warning ON
engine oil pump relief valve, etc.) are
beginning to fail.
Engine oil pressure versus engine speed data

can be derived from several of the stationary
tests. Stationary Test 3 - Unloaded Engine Test
is the best source since the engine speed is
raised slowly. The Data Logger plot shown at
the right is a typical run.
This data can be reduced to produce a plot

of engine oil pressure versus engine speed.
Since VIMS does not have capability to
plot one sensor output versus another
sensor one of several alternate approaches
can be used. Two approaches are:
The straight-line curve represents the oil

1. Using VIMS Analysis, read the actual pressure versus engine speed warning level
values of oil pressure and engine speed and that is used by the Engine Control Module and
plot the values in another program such as VIMS to provide low oil pressure warning. Oil
a spreadsheet. pressure is checked against these curves
2. Using VIMS Analysis, export the data to a according to engine speed. Refer to System
separate file and then import this file into a Operations, Testing & Adjusting 3512 and
spreadsheet or other data analysis or 3516 EUI Engines, SENR5596, for further
plotting program. definition of this oil pressure map.
The measured oil pressure for this engine is

The graph shown below was generated well above the warning level curves. The
using the data from the Data Logger change in slope of the measured oil pressure
run as plotted in the previous plot. occurs at the engine speed where the relief
valve is beginning to open. As an engine and
lubrication system wears, the speed at which
the relief valve begins to open will increase.
When a 20% increase in engine rpm is
necessary to generate maximum (oil-over-
relief) oil pressure, this may be an indicator
8
that repair or rebuild is needed.
If the same viscosity oil is used and the oil

temperature is the same and there are
significant changes in oil pressure, determine
the reason and make repairs as needed.
Probable Cause:
1. Oil Level Low.

2. Dirty Oil Filters Or Oil Cooler(s).
3. Diesel Fuel in Lubrication Oil.
4. Too Much Clearance Between Rocker Arm
Shaft and Rocker Arms.
5. Oil Pump Suction Pipe has a Defect.
6. Oil Pressure Relief Does Not Close.
7. Oil Pump or Scavenge Oil Pump has a
Defect.
8. Too Much Clearance Between Crankshaft
and Crankshaft Bearings.
9. Too Much Clearance Between Camshaft
and Camshaft Bearings.
10. Defect in Oil Pressure Sensor.
Note: Refer to System Operations, Testing &

Adjusting 3512 and 3516 EUI Engines,
SENR5596, for troubleshooting the engine.
9

VIMS BULLETIN
Off-Highway Truck Signature Test - 797
Intended audience: 2. Starting Test.
3. Unloaded Engine Test.
4. Converter Stall Test for Front Engine.
• Dealer Mining Machines personnel 5. Converter Stall Test for Rear Engine.
After the tests have been run and data downloaded

Introduction from the VIMS, the truck can be put back on the
ready line. Data is analyzed using VIMSpc and in
This Bulletin enables dealers and their customers to some cases a spreadsheet program.
benefit from use of the Caterpillar VIMS by using
VIMS to measure and record machine data while the Data from signature tests is primarily used as a
truck is operated under specific sets of conditions. trending indicator. If tests are run when the truck is
Every effort has been made to provide the most new and then repeated at 2,000 or 4,000 service
current and relevant information known to Caterpillar hours, the rate of degradation for various machine
Inc. Since Caterpillar makes ongoing changes and systems can be monitored and repair scheduled in a
improvements to its products, this Bulletin must be cost effective manner.
used with the latest technical information available
from Caterpillar to ensure such changes and Data from these tests can also be used for
improvements are incorporated where applicable. evaluation of truck performance. Some system
specific data analysis techniques are described that
For questions or additional information concerning can be used to identify potential problems with the
this Bulletin, contact Caterpillar Service Support truck. These problems are such that it is unlikely
(309) 675-6971. that they are severe enough to cause a fault to be
displayed on the monitor, logged on the event
recorder, or be noticed by the operator. However,
Summary early identification of these problems will allow timely
trouble shooting and repair scheduling, if needed.
This Bulletin describes signature tests that can be As a result, unscheduled repairs can be reduced.
run on an operational 797 Off-Highway Truck
equipped with VIMS to record and analyze vital If the truck meets the requirements for these tests it
machine information data. The data can then be can be expected to give normal performance on the
compared to earlier data from the same machine or haul road.
to other similar machines in the fleet to assist in
identifying major component degradation or
problems that have gone undetected by more Recording Test Conditions
conventional inspections.
Many of the tests described in this bulletin will
Signature stationary tests include: require keeping a record of the conditions (grade of
road and surface condition) under which the tests
1. Brake System Testing & Operating were run. A paper or electronic file that describes
Temperatures.
SELD7026
the test conditions should be maintained. work method, or operating technique not specifically
recommended by Caterpillar is used, you must
A recommended method for creating an electronic satisfy yourself that it is safe for you and others.
reference file is to use the text editor in Windows You should also ensure that the product would not
Program Manager. To create the text file, access be damaged or made unsafe by the operation,
Programs / Accessories and open the Notepad lubrication, maintenance, or repair procedures you
program double clicking the Notepad icon. Type in choose.
the desired text that describes the particular
conditions related to the test. Name and save the The information, specifications, and illustrations in
file to the desired sub directory that contains the this publication are based on information available at
datalogger file for the current machine. Double the time it was written. Such information as
clicking the file name in File Manager with the specifications, torque, pressures, measurements,
Mouse will enable the selection and reading of the adjustments, illustrations, and other data can
text file at a later date. change at any time, which can affect the servicing of
the product. Make sure to obtain the most complete
and most current information before starting any job.
Important Safety Information Caterpillar dealers have the most current information
available.
Most accidents involving product operation,
maintenance, and repair are caused by failure to
observe basic safety rules or precautions. An Stationary Tests
accident can often be avoided by recognizing
potentially hazardous situations before an accident Purpose
occurs. A person must be alert to potential hazards.
This person should also have the necessary training, The purpose of the stationary tests is to record key
skills, and tools to perform these functions correctly. information on the engine, power train system, and
electrical system that is monitored by the VIMS
Note: Read and understand all safety precautions sensors. Stationary tests can be run on the vehicle
and warnings before operating or performing near the truck shop; access to a haul road is not
lubrication, maintenance, and repair on this product. required. Information from the stationary tests can
be compared to:
Basic safety precautions are listed in the "Safety" 1. Expected normal values,
section of the Service or Technical Manual.
Additional safety precautions are listed in the 2. Earlier tests ran on the same machine, or
"Safety" section of the owner/operation/
maintenance publication. Specific safety warnings 3. Tests that have been run on similar machines.
for all these publications are provided in the
description or operations where hazards exist. When the information is compared, the overall
condition of the machine systems can be determined
WARNING labels have also been put on specific without the need for more time consuming
hazards. If these hazard warnings are not heeded, installation of service tools.
bodily injury or death could occur to you or other
persons. Warnings in this publication and on the The data logger and event recorder should be
product labels are identified by the following symbol. downloaded and cleared before beginning these
tests. All 5 tests can be completed sequentially with
WARNING the data logger turned on at the beginning of Test 2
and left on for the remaining tests. Estimated time
Incorrect operation, lubrication, or repair of this to run all 5 tests is 0.5 hours if the machine is at
product can be dangerous and could result in injury operating temperature. If systems are not warmed,
or death. Do not operate or perform any additional time will be required.
lubrication, maintenance or repair on this product
until you have read and understood the operation, Test 1: Brake System Testing and
lubrication, maintenance, and repair information. Operating Temperatures
Caterpillar Inc. cannot anticipate every possible The purpose of this test is to warm the machine to
circumstance that might involve a potential hazard. normal operating temperatures and to verify that the
The warnings in this publication and on the product brake system is functional. The test is not intended
are therefore not all inclusive. If a tool, procedure, to measure maximum brake holding effort. Brake
2
holding effort required to hold a machine at a 3. Verify that air pressure is 120 psi. If not,
specific engine rpm will vary from machine to recharge the air system.
machine due to differences in engine power setting,
power train efficiency, etc., and in brake holding 4. Turn on data logger.
capability. 5. Crank the engine until cranking stops
because of low air pressure.
Engine rpm at beginning of machine movement, with
secondary brake applied, should be compared with 6. Turn data logger off.
the engine rpm the specific machine was able to
7. Recharge the air system.
hold on a prior test.
8. Set the ground level shut off in the "RUN"
1. Start the engine and allow air system pressure to position.
build-up to maximum operating pressure.
2. Warm the engine and powertrain such that: Important channels to monitor during this test are:
a. Coolant outlet temperature (ENG COOL • Engine speed
TEMP) is 175 – 195°F.
• System air pressure
b. Converter outlet oil temperature (TC OUT • Engine oil pressure front
TEMP) is 180 – 195°F. • Engine oil pressure rear
c. Transmission lube temperature (TRN LUBE • System voltage
TEMP) is 175 – 195°F
3. Apply secondary brake. Test 3: Unloaded Engine Test
4. Move the transmission shift lever to 1st gear The purpose of this test is to record electrical system
range forward. charging voltage and engine lubrication pressure as
5. Release the parking brake. engine speed is increased. The time required at low
idle to recharge the air system pressure after a warm
6. Gradually accelerate the engine to 1200 rpm. start is also recorded.
7. The machine should not move forward. 1. Turn key switch to the 'ON' position, allow
8. If the secondary brake does not function properly, VIMS to go through self-diagnostic test.
have necessary repairs made. Repeat this test 2. Turn the data logger on.
with the service brakes. If truck creeps forward at
full engine speed, have necessary repairs made 3. Wait about 5 seconds.
before continuing the stationary tests.
4. Start the engine.
Note: New trucks or trucks with newly rebuilt
brakes may not hold completely until the brakes 5. Run engine at low idle for 20 seconds.
have been somewhat worn in. 6. Leave transmission in neutral and gradually
increase engine speed from low idle to high
9. Set the parking brake and shut down the engine. idle in 15 seconds. Hold at high idle for 10
seconds.
Test 2: Starting Test 7. Reduce engine speed to low idle.
The purpose of this test is to record engine-cranking 8. With transmission still in neutral, snap
speed. If the truck has a prelube system installed, accelerate engine speed from low idle to
prelube oil pressure and system voltage drop during high idle two times with 15 seconds between
prelube will also be recorded. accelerations.
9. Reduce engine speed to low idle.
Note: This test will deplete the air system, run only
if an alternate air source is available for recharging
the air system. Important channels to monitor during this test are:
1. Set the ground level shut off in the "FUEL • Engine speed
OFF" position. • System air pressure
2. Turn key switch to the on position, allow • Engine oil pressure front
VIMS to go through self-test. • Engine oil pressure rear
3
• System voltage • Engine speed
• Torque converter temperature
Test 4: Converter Stall Test for • Exhaust temperature left front
Front Engine • Exhaust temperature right front
• Boost pressure front
The purpose of this test is to record the front engine
response time and maximum engine speed
developed against converter stall.
Test 5: Double Stall Test for Front
Note: Do not apply the parking brake during the
converter stall test. On VIMS equipped machines,
Engine
applying the parking brake with the transmission in
The purpose of this test is to record the front engine
gear will cause a category 3 parking brake-warning response time and maximum engine speed
message to lock on the message center. This
developed against converter stall and the hoist
condition will prevent the service technician from hydraulic system pump.
observing when the category 2 warning occurs from
hot converter oil temperature during the stall test. Note: Do not apply the parking brake during the
1. Position the machine on level ground at applying the parking brake with the transmission in
least 50 meters from other machines,
gear will cause a category 3 parking brake-warning
structures or people. message to lock on the message center. This
2. Chock the wheels to prevent movement of condition will prevent the service technician from
the machine. observing when the category 2 warning occurs from
hot converter oil temperature during the stall test.
3. Connect CAT ET Service Tool and disable
injection for the rear engine. 1. Position the machine on level ground at
4. Apply the service brakes and retarder; shift
structures, or people.
the transmission to 1st gear forward.
2. Chock the wheels to prevent movement of
5. Raise the engine speed to about 1600 rpm
the machine.
and hold until torque converter oil
temperature warms to 210°F. 3. Connect CAT ET Service Tool and disable
injection for the rear engine.
6. Reduce engine speed to low idle and shift
the transmission to neutral. 4. Apply the service brakes and retarder, shift
7. Turn on the datalogger.
5. Raise engine speed to about 1600 rpm and
8. Apply the service brakes and retarder, shift
hold until torque converter oil temperature
warms to 210°F.
9. Quickly accelerate the engine from low idle
to maximum speed. Hold at maximum
the transmission to neutral.
engine speed for 5 to 10 seconds or until the
high torque converter oil temperature 7. Turn data logger on.
warning comes on (Category 2).
8. With the service brakes and retarder
10. Reduce engine speed to low idle. Shift the applied, move body raise lever to "BED
transmission to neutral, raise engine speed DOWN" position, move the transmission
to about 1600 rpm and hold until the torque shift lever to 1st gear forward range.
converter oil temperature cools to 210°F.
9. Quickly accelerate engine to maximum
11. Repeat step 8, 9, and 10. speed and hold for 5 to 10 seconds or until
the high torque converter oil temperature
12. Reduce engine speed to low idle. Turn data
logger off.
10. Lower engine speed to low idle, shift
13. Allow system to cool to normal ranges.
transmission to "NEUTRAL", and move body
raise lever to "FLOAT" position. Raise
Important channels to monitor during this test are: engine speed to about 1600 rpm and hold
until the torque converter oil temperature
4
cools to 210°F. engine speed for 5 to 10 seconds or until the
high torque converter oil temperature
11. Reduce engine speed to low idle. warning comes on (Category 2).
12. Repeat step 8, 9, 10, and 11. 10. Reduce engine speed to low idle. Shift the
13. Turn data logger off. transmission to neutral, raise engine speed
to about 1600 rpm and hold until the torque
14. Allow system to cool to normal ranges. converter oil temperature cools to 210°F.
11. Repeat step 8, 9, and 10.
Important channels to monitor during this test are:
12. Reduce engine speed to low idle. Turn data
• Engine speed logger off.
• Exhaust temperature left front
• Exhaust temperature right front
• Boost pressure front
• Engine speed
Test 6: Converter Stall Test for • Exhaust temperature left rear
• Exhaust temperature right rear
Rear Engine
• Boost pressure rear
The purpose of this test is to record the rear engine
response time and maximum engine speed
developed against converter stall.
Test 7: Double Stall Test for Rear
Note: Do not apply the parking brake during the Engine
applying the parking brake with the transmission in The purpose of this test is to record the front engine
gear will cause a category 3 parking brake-warning response time and maximum engine speed
message to lock on the message center. This developed against converter stall and the hoist
condition will prevent the service technician from hydraulic system pump.
observing when the category 2 warning occurs from
hot converter oil temperature during the stall test. Note: Do not apply the parking brake during the
1. Position the machine on level ground at applying the parking brake with the transmission in
least 50 meters from other machines, gear will cause a category 3 parking brake-warning
structures or people. message to lock on the message center. This
2. Chock the wheels to prevent movement of condition will prevent the service technician from
the machine. observing when the category 2 warning occurs from
hot converter oil temperature during the stall test.
3. Connect CAT ET Service Tool and disable
injection for the front engine. 1. Position the machine on level ground at
4. Apply the service brakes and retarder; shift structures, or people.
2. Chock the wheels to prevent movement of
5. Raise the engine speed to about 1600 rpm the machine.
and hold until torque converter oil
temperature warms to 210°F. 3. Connect CAT ET Service Tool and disable
injection for the front engine.
the transmission to neutral. 4. Apply the service brakes and retarder, shift
7. Turn on the datalogger.
5. Raise engine speed to about 1600 rpm and
8. Apply the service brakes and retarder, shift hold until torque converter oil temperature
the transmission to 1st gear forward. warms to 210°F.
9. Quickly accelerate the engine from low idle 6. Reduce engine speed to low idle and shift
to maximum speed. Hold at maximum the transmission to neutral.
5
7. Turn data logger on. Exhaust temperature split is the difference between
the right exhaust temperature and the left exhaust
8. With the service brakes and retarder temperature taken at the same time. Left and right
applied, move body raise lever to "BED exhaust temperatures are measured at full load
DOWN" position, move the transmission conditions during the following tests:
shift lever to 1st gear forward range.
9. Quickly accelerate engine to maximum 1. Stationary Test 4 - Converter Stall
speed and hold for 5 to 10 seconds or until 2. Stationary Test 5 - Double Stall
the high torque converter oil temperature
The exhaust temperature split will likely be highest
10. Lower engine speed to low idle, shift for the Double Stall test.
transmission to "NEUTRAL", and move body
raise lever to "FLOAT" position. Raise A normally performing engine has some variation in
engine speed to about 1600 rpm and hold the bank-to-bank exhaust temperature difference.
until the torque converter oil temperature An exhaust temperature split greater than 50°C (90
cools to 210°F. °F) may indicate a problem.
Probable Cause:
12. Repeat step 8, 9, 10, and 11.
1. Faulty exhaust temperature sensor(s)
13. Turn data logger off.
2. Defect in fuel injector(s)
3. Leak or break in fuel line between fuel
manifold and cylinder head
4. Wrong valve lash
• Engine speed
• Torque converter temperature 5. Air inlet system has a leak
• Exhaust temperature left rear 6. Exhaust system has a leak
• Exhaust temperature right rear 7. Air inlet or exhaust system has a restriction
• Boost pressure rear
8. Wrong fuel Injector lash
9. Incorrect fuel injection timing calibration
Download Data and Clear 10. Bent or broken push rod
VIMS 11. Problem with electronic control system
At the completion of the Truck Signature Tests, the Adjusting 3512 and 3516 EUI Engines, SENR5596,
data logger and event recorder should be for troubleshooting the engine.
downloaded and cleared.
None of the tests described in this Bulletin should
cause VIMS to display a level 3 warning to the
operator or log a level 3 event. If any level 3 events Problem 2: Engine Has Low Oil Pressure
are present, they should be investigated and
appropriate repair made. Use the methods A decrease in engine oil pressure, although the
described in the Service Manual for troubleshooting. pressure is still within the acceptable range since the
last test, is an indication that parts (engine bearings,
engine oil pump, engine oil pump relief valve, etc.)
are beginning to fail.
Analysis of Signature Test
Data Engine oil pressure versus engine speed data can
be derived from several of the stationary tests.
Engine Stationary Test 3 - Unloaded Engine Test is the best
source since the engine speed is raised slowly. The
Problem 1: Exhaust Temperature Split Data Logger plot shown on the next page is a typical
run.
Too High
6
This data can be reduced to produce a plot of versus engine speed warning level that is used by
engine oil pressure versus engine speed. Since the Engine Control Module and VIMS to provide low
VIMS does not have capability to plot one sensor oil pressure warning. Oil pressure is checked
output versus another sensor one of several against these curves according to engine speed.
alternate approaches can be used. Two approaches Refer to System Operations, Testing & Adjusting
are: 3512 and 3516 EUI Engines, SENR5596, for further
definition of this oil pressure map.
1. Using VIMS Analysis read the actual values
of oil pressure and engine speed and plot The measured oil pressure for this engine is well
the values in another program such as a above the warning level curves. The change in
spreadsheet. slope of the measured oil pressure occurs at the
engine speed where the relief valve is beginning to
2. Using VIMS Analysis, export the data to a open. As an engine and lubrication system wears,
separate file and then import this file into a the speed at which the relief valve begins to open
spreadsheet or other data analysis or will increase. When a 20% increase in engine rpm is
plotting program. necessary to generate maximum (oil-over-relief) oil
pressure, this may be an indicator that repair or
rebuild is needed.
If the same viscosity oil is used and the oil

temperature is the same and there are significant
changes in oil pressure, determine the reason and
make repairs as needed.
Probable Cause:
1. Oil Level Low.
2. Dirty Oil Filters Or Oil Cooler(s).
3. Diesel Fuel in Lubrication Oil.
4. Too Much Clearance Between Rocker Arm
Shaft and Rocker Arms.
5. Oil Pump Suction Pipe has a Defect.
6. Oil Pressure Relief Does Not Close.
7. Oil Pump or Scavenge Oil Pump has a
Defect.
8. Too Much Clearance Between Crankshaft
and Crankshaft Bearings.
9. Too Much Clearance Between Camshaft
and Camshaft Bearings.
10. Defect in Oil Pressure Sensor.

Adjusting 3512 and 3516 EUI Engines, SENR5596,
for troubleshooting the engine.
The above graph was generated using the data from

the Data Logger run as plotted on the previous
page.
The straight-line curve represents the oil pressure
7

VIMS BULLETIN
Wheel Loader Signature Test - 994AKIT & 994D
Intended audience:
Introduction
This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS to measure
and record machine data while the wheel loader is operated under specific sets of conditions. Every
effort has been made to provide the most current and relevant information known to Caterpillar Inc.
Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used
with the latest technical information available from Caterpillar to ensure such changes and improvements
are incorporated where applicable.
Summary
This Bulletin describes a signature test that can be run on an operational 994AKIT & 994D Wheel
Loaders equipped with VIMS to record and analyze vital machine information data. The data can then be
compared to earlier data from the same machine or to other similar machines in the fleet to assist in
identifying major component degradation or problems that have gone undetected by more conventional
inspections.
Signature tests include:
1. Brake System Testing and Operation Temperature

2. Unloaded Engine Test
3. Hydraulic Tests
4. Converter Stall Test
5. Double Converter Stall Test
6. Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is
primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or
4,000 service hours, the rate of degradation for various machine systems can be monitored and repair
scheduled in a cost-effective manner.
Data from these tests can also be used for evaluation of loader performance. Some system specific data
analysis techniques are described that can be used to identify potential problems with the loader. These
problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the
SELD7023-02
monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of
these problems will allow timely troubleshooting and repair scheduling, if needed. As a result,
unscheduled repairs can be reduced.
If the loader meets the requirements for these tests it can be expected to give normal performance during
a loading cycle.
Important Safety Information

Most accidents involving product operation, maintenance, and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should
also have the necessary training, skills, and tools to perform these functions correctly.
Note: Read and understand all safety precautions and warnings before operating or performing
lubrication, maintenance, and repair on this product.
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional
safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication.
Specific safety warnings for all these publications are provided in the description or operations where
hazards exist.
WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded,
bodily injury or death could occur to you or other persons. Warnings in this publication and on the
product labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in
injury or death. Do not operate or perform any lubrication, maintenance or repair on this
product until you have read and understood the operation, lubrication, maintenance, and repair
information.
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work
method, or operating technique not specifically recommended by Caterpillar is used; you must satisfy
yourself that it is safe for you and others. You should also ensure that the product would not be
damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
2
Stationary Tests
The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and
electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be
compared to:
1. Expected normal values,

2. Earlier tests run on the same machine,
3. Tests run on similar machines.
When the information is analyzed and compared, the overall condition of the machine systems can be
determined without the need for more time consuming installation of service tools.
The data logger and event recorder should be downloaded and reset before beginning these tests. All
the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6
tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional
time will be required.
The machine should be positioned on a dry, hard level surface at least 50 meters from other machines,
structures or people.
Test 1: Brake System Testing and Operating Temperatures

The purpose of this test is to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. The test is not intended to measure maximum brake holding
effort. Brake holding effort required to hold a machine at a specific engine rpm will vary from machine to
machine due to differences in engine setting, power train efficiency, and in brake holding capability.
1. Warm the engine, powertrain, and hydraulics such that

a. Coolant temperature is 175 – 200°F.
b. Torque converter outlet oil temperature is 190 – 230°F.
c. Implement oil is 120 – 190°F.
2. Return the engine speed to low idle.
3. Turn on the data logger by typing DLOG on the VIMS keypad.
4. Apply the service brakes, move the bucket off the ground, and disengage the parking brake.
5. Move the transmission to 2nd speed forward.
6. Gradually increase the engine speed to maximum engine speed. Hold at maximum engine speed
for 5 – 10 seconds. The machine should not move forward.
7. Turn off the data logger by typing DLOG on the VIMS keypad.
8. If the loader creeps forward, schedule necessary repairs to the brake system.
9. Place the bucket on the ground, move the hydraulic control levers to the HOLD position, and shut
down the engine.
Test 2: Unloaded Engine Tests

The purposes of these tests are to record the engine performance during transient and steady state
operating conditions.
1. Turn the key switch to the ‘ON’ position, allow VIMS to go through self-diagnostic test.
2. Turn on the data logger.
3. Wait 10 seconds.
5. Run engine at low idle for 10 seconds.
6. Leave the transmission in neutral and gradually increase engine speed to 900, 1000, 1200, 1400,
1600 RPM, and high idle. At each engine speed, engage the throttle lock and hold for 10
seconds. Engine RPM should be within +25 RPM of the desired engine speed.
3
7. Return engine speed to low idle for 10 seconds.
8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15
seconds. Hold at high idle for 10 seconds.
10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold
at high idle for 10 seconds.
11. Repeat step 9 - 10.
12. Return engine speed to low idle.
13. Turn off data logger.
Important data being recorded electronically by VIMS

• Engine speed
• Engine oil pressure
• Engine coolant temperature
Test 3: Hydraulic Tests

The purposes of these tests are to record the cylinder cycle times and the main relief pressures in the
implement circuits. This determines if the hydraulic pumps are operating efficiently. The implement oil
should be at operating temperature for meaningful test results.
Note: Before raising the bucket, make sure overhead clearance is adequate. Hitting wires or structures
can cause machine damage and/or personal injury. Tilt cylinder cycle times are not measured
because position data for this cylinder is not recorded on this model.
3a: Cycle Times Lift Cylinder - Raise

1. Engage the parking brake at low idle.
3. With the bucket empty and resting flat on the ground, quickly move the lift control lever to the full
RAISE position until the bucket is fully raised.
4. Lower the bucket to the ground.
5. Repeat steps 3 - 4 two times.
6. Increase engine speed to high idle.
7. Repeat steps 3 – 4 three times.
3b: Relief Pressure Settings – Engine Speed at High idle

1. Raise the bucket to the maximum height.
2. Move the lift control lever to the full RAISE position.
3. Hold for three seconds.
4. Return lift control lever to the HOLD position.
5. Repeat steps 2 - 4.
6. Move the bucket to the full rack back position.
7. Move the bucket control lever to the full RACK BACK position.
9. Return the lever to the HOLD position.
11. Turn off the data logger.
Important data being electronically recorded by VIMS

• Lift cylinder position
• Lift cylinder head pressures
• Hydraulic oil temperature
• Engine Speed
4
Test 4: Converter Stall Test
The purposes of these tests are to record the engine performance and the steady state operating
conditions against a torque converter stall.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines,
applying the parking brake with the transmission in gear will cause a category 3 parking brake-
warning message to lock on the message center. This condition will prevent the serviceman from
observing when the category 2 warning occurs from hot converter oil temperature during the stall
test.
1. Chock the wheels to prevent movement of the machine, and lower the bucket to the ground.
3. At low idle, apply the service brakes and shift the transmission to 3rd speed forward.
4. Raise the engine speed to about 1200 RPM and hold until torque converter oil temperature
reaches 210°F.
5. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
6. Apply the service brake and shift the transmission to the highest forward gear available.
7. Quickly accelerate engine speed from low idle to maximum speed.
8. Hold for 5 -10 seconds at maximum engine speed or until the torque converter oil temperature
triggers a category 2 warning (250°F).
9. Reduce the engine speed to low idle, and shift the transmission lever to neutral.
10. Raise engine speed to about 1300 RPM and hold until the torque converter temperature cools to
210°F.
12. Repeat steps 4 through 10.
13. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at
least one minute to let the turbochargers slow down.

• Engine speed
• Turbo outlet pressure (Boost pressure)
• Right and left exhaust temperatures
Test 5: Double Stall Test

conditions against a torque converter stall and an implement hydraulic stall. When measuring the engine
response, accelerating the engine speed should occur first. If the implements and transmission were
stalled before increasing the engine speed, the engine would stall.
test.
1. Chock the wheels to prevent movement of the machine.

2. Position the lift arms at the top of their travel.
4. At low idle, apply the service brakes and shift the transmission to the highest forward gear
available.
5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature
reaches 210°F.
5
7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed.
8. Shift the transmission into the highest forward gear available and move the lift control lever to the
full RAISE position.
9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category
2 warning (250°F).
10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine
speed to about 1300 RPM and hold until the torque converter temperature cools to 210°F.

• Engine speed
• Right and left exhaust temperatures.
• Turbo outlet pressure (boost pressure).
Test 6: Impeller Clutch Pressure Test

The purpose of these tests is to record the steady state operating pressures of the impeller clutch versus
the left pedal position at various engine speeds. For both of these tests, the reduced/max rimpull enable
switch should be set to the MAX position.
Test 6a: Impeller Clutch Pressure vs. Left Pedal Position

1. Lower the bucket to the ground, and increase engine speed to high idle.
3. Leave the transmission in neutral and gradually increase the left pedal from 0% to 100%. Hold at
100% for 5 seconds, and gradually decrease pedal back to 0%.
4. Repeat step 3.
Test 6b: Impeller Clutch Pressure vs. Engine Speed

1. Turn on data logger.
2. With transmission in neutral and engine speed at low idle, gradually increase engine speed from
low to high idle in 15 seconds. Hold at high idle for 10 seconds.
4. Repeat step 2.
6. Download and clear the data logger.

• Impeller clutch pressure and current
• Engine speed
• Left pedal position
6
Analysis of Signature Test Data
The following information is the recommended action to analyze the results from the signature tests on
the 994D. Note the specific examples cited in this analysis section are results obtained from one 994D
and results will vary between different machines. Acceptable operating ranges for these tests can be
located in the appropriate service manuals for the 994D and the 994AKIT.
Stationary Tests
Operating Temperatures and Machine Information
This test was performed to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. If the loader creeps forward during the brake tests, schedule
necessary repairs to the brake system. The following machine information and operating temperatures
can be recorded in the tables to record conditions for each signature test. This allows repeatability each
time the signature test is run.
Machine Information
Site:
Model:
Unit:
Serial #:
Operating Temperatures
Test Date Ambient Air Engine T/C Out Implement Atm
Temp Coolant Temp Oil Temp Pressure
Temp
Operating N/A 175-200°F 190-230°F 120-190°F N/A

Range
7
Engine Oil Pressure
Engine oil pressure versus engine
speed data can be derived from this
test. The engine speed is set at
various points to record the steady
state engine oil pressure at each
speed. The engine speed versus oil
pressure relationship can be verified
by slowly raising engine speed from
low to high. Figure 1 shows a typical
run.
This data can be combined to provide

a plot of engine oil pressure versus
engine speed. Figure 2 was
generated by extracting the data from
Figure 1. The steady state oil
pressure data is recorded in Table 1.
The straight-line curve in Figure 2

represents the oil pressure versus
engine speed warning level that is
used by the Engine Control Module
and VIMS to provide low oil
pressure warning. Oil pressure is
checked against these curves
according to engine speed.
A change in slope of the measured

oil pressure occurs at an engine
speed where the relief valve is
beginning to open. The oil
pressure increases slightly as
engine speed increases until the
relief valve is fully opened. On this
machine, the relief valve is set to
open at 83 psi, so the relief valve
never opened in this test.
If the oil temperature and viscosity

grade are the same, and there are
significant changes in oil pressure,
determine the reason and make
repairs as needed.
Table 1: Oil Pressure vs. Engine Speed

Engine Speed 750 RPM 1000 RPM 1200 RPM 1400 RPM 1600 RPM 1675 RPM
Oil Pressure 57 psi 62 psi 65 psi 67 psi 70 psi 71 psi

393 Kpa 427 Kpa 448 Kpa 462 Kpa 483 Kpa 490 Kpa
8
Possible Reasons for Oil Pressure Changes:
1. Oil level very low.
2. Plugged oil filters.
3. Diesel fuel in lubrication oil.
4. Too much clearance between rocker arm shaft and rocker arms.
5. Oil pump suction pipe has a defect.
6. Oil pressure relief sticks open.
7. Oil pump or scavenge oil pump is worn.
8. Too much clearance between crankshaft and crankshaft bearings.
9. Too much clearance between camshaft and camshaft bearings.
10. Failed oil pressure sensor.
Engine Performance
The 2nd portion of the unloaded
engine test measures the engine
response under no-load
conditions. The engine speed is
quickly accelerated from low to
high idle. The engine response is
shown in Figure 3 and the results
are recorded in Table 2. The
engine response time is
measured from the initial throttle
input to the time the engine
reaches high idle. It is difficult to
measure the exact response time
because the data is only collected
at a one Hertz (once per second)
sample rate. The low and high
idle engine speeds are recorded
on this graph for reference. The
engine response time and steady
state idle speeds should not
significantly change over the
engine life. If these parameters
do significantly change, further
investigation and testing of the
engine is warranted.
Table 2: Typical Steady State Values for Engine Speed
Low Idle High Idle

750 RPM + 25 RPM 1700 RPM + 25RPM
9
Cycle Times
The lift cylinder cycle times are recorded
in this test to give an indication of pump
health. Figures 4 and 5 respectively show
the cycle time test results at low and high
idle engine speeds. The implement oil
should be above 100°F (38°C) for
accurate and repeatable tests. The
average cycle times for low and high idle
engine speeds are shown in Table 3. If
these times significantly change further
investigation and testing of the hydraulic
system is warranted.
Table 3: Typical Cycles Times @

Low and High Idle Engine Speeds
Lift Average Engine

Cylinder Cycle Speed
Position Time
2 – 70 deg 26-27 sec 750 RPM
2 – 70 deg 12 –13 1656 RPM

sec
Possible Reasons for Slower Cycle

Times
1. Worn pump.
2. Leakage in the hydraulic system.
Relief Valve Settings

The main relief pressures for the lift and tilt
head end cylinders are determined by
moving the cylinders up against their stops
and are recorded in Table 4. These
results can be compared to previous tests
to determine if there is a problem with the
relief valve pressure settings.
Table 4: Main Relief Pressures for the lift and

tilt head end cylinders
Lift Cylinder Pressure Tilt Cylinder Pressure
4425 psi 4030 psi
30510 Kpa 27786 Kpa
Possible Reasons for Changes in Relief Pressures:

1. Incorrect adjustment.
2. Failed relief valve.
3. Worn pump.
10
Test 4 & 5: Converter Stall Test & Double Stall Test
Engine Response
The engine response is measured
during both stall tests. In the
converter stall test, the service brake
is applied followed by shifting the
transmission into the highest gear
available. Next, the engine speed is
maximum speed. In the double stall
test, the engine speed is accelerated
before loading with the transmission
and implements. If the load from the
implements and transmission occur
before increasing the engine speed,
the engine would stall. The engine
response is respectively shown in
Figures 6 and 7 for the converter and
double stall tests and recorded in
Table 5. The engine response time
is measured from the initial throttle
input to the time the engine reaches
stall speed. The response time
accuracy is to the nearest second
since the data is collected at a one
Hertz (once per second) sample rate.
The engine response time

for the double stall cannot
be obtained because the
engine speed input
occurred before the
transmission and
implements were stalled.
The converter and double
stall speeds for this
machine are also shown in
Figures 6 and 7 and
recorded in Table 5.
11
The turbo outlet absolute pressure
and torque converter temperatures
are shown for each test in Figures 8
and 9. Atmospheric pressure is
plotted with the turbo pressure to
calculate boost pressure. Boost
pressure equals turbo outlet –
atmospheric pressure. The boost
pressure is also recorded in Table
5.
The engine response time, stall

speeds and boost pressure should
not significantly change over the
engine life. If these parameters do
significantly change, further
engine, transmission, torque
converter, and hydraulic systems
are warranted.
Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests
Engine Speed Boost Pressure Response Time (min-
max engine speed)
Converter Stall 1520 + 25 RPM 16 + 1 psi 7 + 1 sec
Double Stall 1150 + 25 RPM 12 + 1 psi N/A
Possible Causes for changes in engine response, stall speeds and boost pressure
1. Leak in exhaust system.
2. Leak in air inlet system.
3. Failed fuel injector(s).
4. Failed valve(s).
5. Restriction in air inlet and exhaust system.
6. Failed turbo pressure sensor.
12
Exhaust Temperature Split
Exhaust temperature split is the
difference between the right and
left exhaust temperature taken
at the same time. The exhaust
temperature split data is only
meaningful during full load
conditions. The engine is under
a full load for the converter and
double stall tests. Figures 10
and 11 respectively show the
exhaust temperature split during
the converter and double stall
tests.
There is normally some

difference between the left and
right exhaust temperatures. If
the exhaust temperature split is
greater than 50°C (90°F) or a
step change in the exhaust
temperature split occurs, this
may indicate a problem.
Possible Causes for a High

2. Leak or break in fuel line
between fuel manifold
and cylinder head.
3. Wrong valve clearance.
6. Restriction in air inlet or
exhaust system.
7. Wrong fuel injector lash.
8. Incorrect fuel injection
timing calibration.
9. Bent or broken push rod.
10. Failed exhaust
temperature sensor(s).
13
Impeller Clutch Pressure vs. Left Pedal
The left pedal controls the
impeller clutch pressure. Based
on the left pedal position, the
transmission electronic control
module activates the impeller
clutch solenoid valve. The
impeller clutch solenoid valve
controls the oil flow to the
impeller clutch. The left pedal
acts as an on/off switch at
approximately 40% pedal travel.
When the pedal crosses this
threshold, the impeller clutch
pressure is reduced which limits
the torque being transmitted by
the torque converter. In the last
60% of pedal travel, the service
brakes are engaged. This
relationship can be verified by
gradually depressing the torque
converter pedal through its entire
travel. A typical run at high idle
is shown in Figure 12, and the
results are recorded in Table 6. The table shows the relationship between left pedal position and impeller
clutch pressure at an engine speed of 1675 RPM. The initial impeller clutch pressure could have several
varying values depending on the Reduced Rimpull Setting. Therefore, it is important to set the
reduced/max rimpull enable switch to the MAX position. If the pressure levels significantly change,
further investigation and testing of the system is warranted.
Table 6: Typical Steady State Impeller Clutch Pressures versus Pedal Position @ 1675 RPM
Left Pedal 0% 41% 42% 85%
Impeller Clutch Pressure 259 psi 259 psi 72 psi 72 psi
1786 Kpa 1786 Kpa 496 Kpa 496 Kpa
14
Impeller Clutch Pressure vs. Engine Speed
To improve engine and machine
response during engine
acceleration, the impeller clutch
pressure at low engine speeds
is reduced. Figure 13 shows a
typical run for impeller clutch
pressure when engine speed
increases from low to high idle.
Table 7 shows the steady state
relationship between engine
speed and impeller clutch
pressure. The impeller clutch
pressure ramps from minimum
to maximum between engine
speeds of 950 – 1100 RPM.
Since VIMS records data at a
one Hertz sample (once per
second) rate, the steady state
relationship between 950 –
1100 RPM is difficult to capture.
Therefore, it is critical to slowly
ramp the engine speed to
accurately record pressures during the 950 – 1100 RPM range. If this relationship significantly changes,
Table 7: Typical Steady State Impeller Clutch Pressures versus Engine Speed
Engine Speed 750 RPM 950 RPM 1050 RPM 1080 RPM 1673 RPM
Impeller Clutch Pressure 110 psi 110 psi 215 psi 251 psi 251 psi
758 Kpa 758 Kpa 1482 Kpa 1730 Kpa 1730 Kpa
Possible Reasons for Impeller Clutch Pressure Changes:

1. Damage to internal torque converter seal rings
2. Damage to impeller clutch piston seals.
3. Worn pump.
4. Failed impeller clutch solenoid or impeller solenoid valve.
5. Calibration is needed.
15

VIMS BULLETIN
Wheel Loader Signature Test - 992G
Intended audience:
Introduction
This Bulletin enables dealers and their customers to benefit from use of the VIMS to measure and record
machine data while the wheel loader is operated under specific sets of conditions. Every effort has been
made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar
makes ongoing changes and improvements to its products, this Bulletin must be used with the latest
technical information available from Caterpillar to ensure such changes and improvements are
incorporated where applicable.
Summary
This Bulletin describes a signature test that can be run on an operational 992G Wheel Loader equipped
with VIMS to record and analyze vital machine information data. The data can then be compared to
earlier data from the same machine or to other similar machines in the fleet to assist in identifying major
component degradation or problems that have gone undetected by more conventional inspections.
Signature tests include:
1. Brake System Testing and Operation Temperature

2. Unloaded Engine Test
3. Hydraulic Tests
4. Converter Stall Test
5. Double Converter Stall Test
6. Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is
primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or
4,000 service hours, the rate of degradation for various machine systems can be monitored and repair
scheduled in a cost-effective manner.
Data from these tests can also be used for evaluation of loader performance. Some system specific data
analysis techniques are described that can be used to identify potential problems with the loader. These
problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the
monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of
SELD7027
these problems will allow timely troubleshooting and repair scheduling, if needed. As a result,
unscheduled repairs can be reduced.
If the loader meets the requirements for these tests it can be expected to give normal performance during
a loading cycle.
Recording Test Conditions

Many of the tests described in this bulletin will require keeping a record of the conditions (grade of road
and surface condition) under which the tests were run. A paper or electronic file that describes the test
conditions should be maintained.
Important Safety Information

Most accidents involving product operation, maintenance, and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should
also have the necessary training, skills, and tools to perform these functions correctly.
Note: Read and understand all safety precautions and warnings before operating or performing
lubrication, maintenance, and repair on this product.
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional
safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication.
Specific safety warnings for all these publications are provided in the description or operations where
hazards exist.
WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded,
bodily injury or death could occur to you or other persons. Warnings in this publication and on the product
labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in
injury or death. Do not operate or perform any lubrication, maintenance or repair on this product
until you have read and understood the operation, lubrication, maintenance, and repair
information.
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work
method, or operating technique not specifically recommended by Caterpillar is used; you must satisfy
yourself that it is safe for you and others. You should also ensure that the product would not be damaged
or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
2
Stationary Tests
The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and
electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be
compared to:
1. Expected normal values,

2. Earlier tests run on the same machine,
3. Tests run on similar machines.
When the information is analyzed and compared, the overall condition of the machine systems can be
determined without the need for more time consuming installation of service tools.
The data logger and event recorder should be downloaded and reset before beginning these tests. All
the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6
tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional
time will be required.
The machine should be positioned on a dry, hard level surface at least 50 meters from other machines,
structures or people.

The purpose of this test is to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. The test is not intended to measure maximum brake holding
effort. Brake holding effort required to hold a machine at a specific engine RPM will vary from machine to
machine due to differences in engine setting, power train efficiency, and in brake holding capability.
1. Warm the engine, powertrain, and hydraulics such that

a. Coolant temperature is 175 – 200°F.
b. Torque converter outlet oil temperature is 190 – 230°F.
c. Implement oil is 120 – 190°F.
2. Return the engine speed to low idle.
3. Turn on the data logger by typing DLOG on the VIMS keypad.
4. Apply the service brakes, move the bucket off the ground, and disengage the parking brake
5. Move the transmission to 2nd speed forward.
6. Gradually increase the engine speed to maximum engine speed. Hold at maximum engine speed
for 5 – 10 seconds. The machine should not move forward.
7. Turn off the data logger by typing DLOG on the VIMS keypad.
8. If the loader creeps forward, schedule necessary repairs to the brake system.
9. Place the bucket on the ground, move the hydraulic control levers to the HOLD position, and shut
down the engine.

The purposes of these tests are to record the engine performance during transient and steady state
operating conditions.
1. Turn the key switch to the ‘ON’ position, allow VIMS to go through self-diagnostic test.
3. Wait 10 seconds.
5. Run engine at low idle for 10 seconds.
6. Leave the transmission in neutral and gradually increase engine speed to 900, 1000, 1200, 1400,
1600RPM, and high idle. At each engine speed, engage the throttle lock and hold for 10
seconds. Engine RPM should be within +25 RPM of the desired engine speed.
3
8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15
seconds. Hold at high idle for 10 seconds.
10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold
at high idle for 10 seconds.
12. Return engine speed to low idle.

• Engine speed
• Engine oil pressure
• Engine coolant temperature

The purposes of these tests are to record the cylinder cycle times and the main relief pressures in the
implement circuits. This determines if the hydraulic pumps are operating efficiently. The implement oil
should be at operating temperature for meaningful test results.
Note: Before raising the bucket, make sure overhead clearance is adequate. Hitting wires or structures
can cause machine damage and/or personal injury. Tilt cylinder cycle times are not measured
because position data for this cylinder is not recorded on this model.
3a: Cycle Times Lift Cylinder - Raise

1. Engage the parking brake at low idle.
3. With the bucket empty and resting flat on the ground, quickly move the lift control lever to the full
RAISE position until the bucket is fully raised.
4. Lower the bucket to the ground.
5. Repeat steps 3 - 4 two times.
6. Increase engine speed to high idle.
7. Repeat steps 3 – 4 three times.
3b: Relief Pressure Settings – Engine Speed at High idle

1. Raise the bucket to the maximum height.
2. Move the lift control lever to the full RAISE position.
4. Return lift control lever to the HOLD position.
5. Repeat steps 2 - 4.
6. Move the bucket to the full rack back position.
7. Move the bucket control lever to the full RACK BACK position.
9. Return the lever to the HOLD position.
11. Turn off the data logger.

• Lift cylinder position
• Lift cylinder head pressures
• Engine Speed
4
Test 4: Converter Stall Test
conditions against a torque converter stall.
applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning
message to lock on the message center. This condition will prevent the serviceman from observing when
the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Chock the wheels to prevent movement of the machine, and lower the bucket to the ground.
3. At low idle, apply the service brakes and shift the transmission to 3rd speed forward.
4. Raise the engine speed to about 1200 RPM and hold until torque converter oil temperature
reaches 210°F.
6. Apply the service brake and shift the transmission to the highest forward gear available.
7. Quickly accelerate engine speed from low idle to maximum speed.
8. Hold for 5 -10 seconds at maximum engine speed or until the torque converter oil temperature
triggers a category 2 warning (250°F approx).
9. Reduce the engine speed to low idle, and shift the transmission lever to neutral.
10. Raise engine speed to about 1300 RPM and hold until the torque converter temperature cools to
210°F.

• Engine speed
• Turbo outlet pressure (Boost pressure)
• Right and left exhaust temperatures
Test 5: Double Stall Test

conditions against a torque converter stall and an implement hydraulic stall. When measuring the engine
response, accelerating the engine speed should occur first. If the implements and transmission were
stalled before increasing the engine speed, the engine would stall.
test.
1. Chock the wheels to prevent movement of the machine.

2. Position the lift arms at the top of their travel.
4. At low idle, apply the service brakes and shift the transmission to the highest forward gear
available.
5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature
reaches 210°F.
5
7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed.
8. Shift the transmission into the highest forward gear available and move the lift control lever to the
full RAISE position.
9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category
2 warning (250°F approx).
10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine
speed to about 1300 RPM and hold until the torque converter temperature cools to 210°F.

• Engine speed
• Right and left exhaust temperatures.
• Turbo outlet pressure (boost pressure).

The purpose of these tests is to record the steady state operating pressures of the impeller clutch versus
the left pedal position at various engine speeds. For both of these tests, the reduced/max rimpull enable
switch should be set to the MAX position.
Test 6a: Impeller Clutch Pressure vs. Left Pedal Position

1. Lower the bucket to the ground, and increase engine speed to high idle.
3. Leave the transmission in neutral and gradually increase the left pedal from 0% to 100%. Hold at
100% for 5 seconds, and gradually decrease pedal back to 0%.
4. Repeat step 3.
Test 6b: Impeller Clutch Pressure vs. Engine Speed

1. Turn on data logger.
2. With transmission in neutral and engine speed at low idle, gradually increase engine speed from
low to high idle in 15 seconds. Hold at high idle for 10 seconds.
4. Repeat step 2.
6. Download and clear the data logger.

• Impeller clutch pressure and current
• Engine speed
• Left pedal position
6
Analysis of Signature Test Data
The following information is the recommended action to analyze the results from the signature tests on
the 992G. Note the specific examples cited in this analysis section are results obtained from one 992G
and results will vary between different machines. Acceptable operating ranges for these tests can be
located in the appropriate service manuals for the 992G.
Stationary Tests
Operating Temperatures and Machine Information
This test was performed to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. If the loader creeps forward during the brake tests, schedule
necessary repairs to the brake system. The following machine information and operating temperatures
can be recorded in the tables to record conditions for each signature test. This allows repeatability each
time the signature test is run.
Machine Information
Site:
Model:
Unit:
Serial #:
Operating Temperatures
Test Date Ambient Air Engine T/C Out Implement Atm
Temp Coolant Temp Oil Temp Pressure
Temp
Operating N/A 175-200°F 190-230°F 120-190°F N/A

Range
7
Engine Oil Pressure
Engine oil pressure versus engine
speed data can be derived from this
test. The engine speed is set at
various points to record the steady
state engine oil pressure at each
speed. The engine speed versus
oil pressure relationship can be
verified by slowly raising engine
speed from low to high. Figure 1
shows a typical run.
This data can be combined to

provide a plot of engine oil pressure
versus engine speed. Figure 2 was
generated by extracting the data
from Figure 1. The steady state oil
pressure data is recorded in Table
1.
The straight-line curve in Figure 2

represents the oil pressure versus
engine speed warning level that is
used by the Engine Control Module
and VIMS to provide low oil pressure
warning. Oil pressure is checked
against these curves according to
engine speed.
A change in slope of the measured oil

pressure occurs at an engine speed
where the relief valve is beginning to
open. The oil pressure increases
slightly as engine speed increases
until the relief valve is fully opened.
On this machine, the relief valve is set
to open at 83 psi, so the relief valve
never opened in this test.
If the oil temperature and viscosity

grade is the same, and there are
significant changes in oil pressure,
determine the reason and make
repairs as needed.
Table 1: Oil Pressure vs. Engine Speed

Engine Speed 750 RPM 1000 RPM 1200 RPM 1400 RPM 1600 RPM 1675 RPM
Oil Pressure 57 psi 62 psi 65 psi 67 psi 70 psi 71 psi
393 Kpa 427 Kpa 448 Kpa 462 Kpa 483 Kpa 490 Kpa
8
Possible Reasons for Oil Pressure Changes:
1. Oil level very low.
2. Plugged oil filters.
3. Diesel fuel in lubrication oil.
4. Too much clearance between rocker arm shaft and rocker arms.
5. Oil pump suction pipe has a defect.
6. Oil pressure relief sticks open.
7. Oil pump or scavenge oil pump is worn.
8. Too much clearance between crankshaft and crankshaft bearings.
9. Too much clearance between camshaft and camshaft bearings.
10. Failed oil pressure sensor.
Engine Performance
The 2nd portion of the unloaded
engine test measures the engine
response under no-load
conditions. The engine speed is
high idle. The engine response
is shown in Figure 3 and the
results are recorded in Table 2.
The engine response time is
measured from the initial throttle
input to the time the engine
reaches high idle. It is difficult to
measure the exact response
time because the data is only
collected at a one Hertz (once
per second) sample rate. The
low and high idle engine speeds
are recorded on this graph for
reference. The engine response
time and steady state idle
speeds should not significantly
change over the engine life. If
these parameters do significantly
change, further investigation and
testing of the engine is warranted.
Table 2: Typical Steady State Values for Engine Speed

Low Idle High Idle
750 RPM + 25 RPM 1675 RPM + 25RPM
9
Cycle Times
The lift cylinder cycle times are
recorded in this test to give an
indication of pump health. Figures 4
and 5 respectively show the cycle time
test results at low and high idle engine
speeds. The implement oil should be
above 100F (38C) for accurate and
repeatable tests. The average cycle
times for low and high idle engine
speeds are shown in Table 3. If these
times significantly change further
hydraulic system is warranted.
Table 3: Typical Cycles Times @

Low and High Idle Engine Speeds
Lift Average Engine

Cylinder Cycle Speed
Position Time
2 – 70 26-27 sec 750 RPM
deg
2 – 70 12 –13 1656
deg sec RPM
Possible Reasons for Slower Cycle Times

1. Worn pump.
2. Leakage in the hydraulic system.
Relief Valve Settings

The main relief pressures for the lift and tilt
head end cylinders are determined by
moving the cylinders up against their stops
and are recorded in Table 4. These results
can be compared to previous tests to
determine if there is a problem with the relief
valve pressure settings.
Table 4: Main Relief Pressures for the lift

and tilt head end cylinders
Lift Cylinder Tilt Cylinder
Pressure Pressure
4425 psi 4030 psi
30510 Kpa 27786 Kpa
Possible Reasons for Changes in Relief Pressures:

1. Incorrect adjustment.
2. Failed relief valve.
10
3. Worn pump.
Test 4 & 5: Converter Stall Test & Double Stall Test

Engine Response
The engine response is measured during
both stall tests. In the converter stall test,
the service brake is applied followed by
shifting the transmission into the highest
gear available. Next, the engine speed is
quickly accelerated from low to maximum
speed. In the double stall test, the engine
speed is accelerated before loading with
the transmission and implements. If the
load from the implements and transmission
occur before increasing the engine speed,
the engine would stall. The engine
response is respectively shown in Figures 6
and 7 for the converter and double stall
tests and recorded in Table 5. The engine
response time is measured from the initial
throttle input to the time the engine reaches
stall speed. The response time accuracy is
to the nearest second since the data is
collected at a one Hertz (once per second)
sample rate.
The engine response time for the

double stall cannot be obtained
because the engine speed input
occurred before the transmission and
implements were stalled. The
converter and double stall speeds for
this machine are also shown in
Figures 6 and 7 and recorded in Table
5.
11
The turbo outlet absolute
pressure and torque converter
temperatures are shown for each
test in Figures 8 and 9.
Atmospheric pressure is plotted
with the turbo pressure to
calculate boost pressure. Boost
pressure equals turbo outlet –
atmospheric pressure. The boost
pressure is also recorded in Table
5.
The engine response time, stall

speeds and boost pressure
should not significantly change
over the engine life. If these
parameters do significantly
change, further investigation and
testing of the engine,
transmission, torque converter,
and hydraulic systems are
warranted.
Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests
Engine Speed Boost Pressure Response Time (min-
max engine speed)
Converter Stall 1520 + 25 RPM 16 + 1 psi 7 + 1 sec
Double Stall 1150 + 25 RPM 12 + 1 psi N/A
Possible Causes for changes in engine response, stall speeds and boost pressure
4. Failed valve(s).
5. Restriction in air inlet and exhaust system.
6. Failed turbo pressure sensor.
12
Exhaust temperature split is the
difference between the right and
left exhaust temperature taken at
the same time. The exhaust
temperature split data is only
meaningful during full load
conditions. The engine is under
a full load for the converter and
double stall tests. Figures 10
and 11 respectively show the
exhaust temperature split during
the converter and double stall
tests.
There is normally some

difference between the left and
right exhaust temperatures. If
the exhaust temperature split is
greater than 50°C (90°F) or a
step change in the exhaust
temperature split occurs, this
may indicate a problem.
Possible Causes for a High

2. Leak or break in fuel line
between fuel manifold and
cylinder head.
3. Wrong valve clearance.
6. Restriction in air inlet or
exhaust system.
7. Wrong fuel injector lash.
8. Incorrect fuel injection
timing calibration.
9. Bent or broken push rod.
10. Failed exhaust temperature
sensor(s).
13
Impeller Clutch Pressure vs. Left Pedal
The left pedal controls the impeller
clutch pressure. Based on the left
pedal position, the transmission
electronic control module activates the
impeller clutch solenoid valve. The
impeller clutch solenoid valve controls
the oil flow to the impeller clutch. The
left pedal acts as an on/off switch at
approximately 40% pedal travel.
When the pedal crosses this
threshold, the impeller clutch pressure
is reduced which limits the torque
being transmitted by the torque
converter. In the last 60% of pedal
travel, the service brakes are
engaged. This relationship can be
verified by gradually depressing the
torque converter pedal through its
entire travel. A typical run at high idle
is shown in Figure 12, and the results
are recorded in Table 6. The table
shows the relationship between left
pedal position and impeller clutch
pressure at an engine speed of 1675 RPM. The initial impeller clutch pressure could have several
varying values depending on the Reduced Rimpull Setting. Therefore, it is important to set the
reduced/max rimpull enable switch to the MAX position. If the pressure levels significantly change,
Table 6: Typical Steady State Impeller Clutch Pressures versus Pedal Position @ 1675 RPM
Left Pedal 0% 41% 42% 85%
Impeller Clutch Pressure 259 psi 259 psi 72 psi 72 psi

1786 Kpa 1786 Kpa 496 Kpa 496 Kpa
14
Impeller Clutch Pressure vs. Engine Speed
To improve engine and machine
response during engine acceleration, the
impeller clutch pressure at low engine
speeds is reduced. Figure 13 shows a
typical run for impeller clutch pressure
when engine speed increases from low
to high idle. Table 7 shows the steady
state relationship between engine speed
and impeller clutch pressure. The
impeller clutch pressure ramps from
minimum to maximum between engine
speeds of 950 – 1100 RPM. Since VIMS
records data at a one Hertz sample
(once per second) rate, the steady state
relationship between 950 – 1100 RPM is
difficult to capture. Therefore, it is critical
to slowly ramp the engine speed to
accurately record pressures during the
950 – 1100 RPM range. If this
relationship significantly changes, further
investigation and testing of the system is
warranted.
Table 7: Typical Steady State Impeller Clutch Pressures versus Engine Speed
Engine Speed 750 RPM 950 RPM 1050 RPM 1080 RPM 1673 RPM
Impeller Clutch Pressure 110 psi 110 psi 215 psi 251 psi 251 psi
758 Kpa 758 Kpa 1482 Kpa 1730 Kpa 1730 Kpa
Possible Reasons for Impeller Clutch Pressure Changes:

1. Damage to internal torque converter seal rings
2. Damage to impeller clutch piston seals.
3. Worn pump.
4. Failed impeller clutch solenoid or impeller solenoid valve.
5. Calibration is needed.
15
File Under Appendix

VIMS BULLETIN
Getting Help and Reference Material
Intended Audience: (machine operating outside normal
• Dealer Sales personnel limits), or system events (machine has
• Dealer Product Support personnel an job site electrical fault), contact the
• Dealer Project Manager located at designated technical support Product
the customer job site Analyst for assistance.
• Dealer Shop and Field Service
personnel Data Analysis
Downloaded data can be utilized to
Note: Caterpillar Inc. provides a well- determine machine condition and need
trained technical staff to assist for repairs, monitor trend information to
you, if needed. Technical predict future problems, compare
assistance is available based on productivity and performance, and create
the type of problem you may meaningful output reports for
experience. If you still need help management evaluation. As effective
after reviewing the VIMS methods are identified to aid in analysis
documentation, you should of VIMS information, recommended
contact the appropriate help practices and techniques will be
source based on the instructions communicated through updates and
given in this bulletin. additions to VIMS Bulletins as well as
other technical documentation.
VIMSpc
VIMSpc consists of equipment that is If help is required in analysis or
not on the machine such as a laptop interpretation of VIMS data, dealers
computer or desktop computer. For should contact the designated technical
assistance in solving problems with support Product Analyst for assistance.
VIMSpc hardware or software contact
your local Dealer Solution Network VIMS Reference Material
(DSN) or the VIMS Product Support Reference material is listed below. The
Hotline at 1-800-290-1808 for U.S.A. Cat Miner (VIMS) website also offers
and Canada or 1-309-675-6229 for additional information and the URL is
outside North America during the hours https://catminer.cat.com/cda/layout?m=3
of 8 AM to 5 PM Central time. 27&x=7.
Onboard VIMS
If help is needed in resolving product
problems such as machine events
SELD7008-02
VIMS Reference Material
Title Form No.
VIMS System Operation (68k) SENR6059

VIMS System Operation (ABL) RENR2630
VIMS Truck Payload System with 2nd Gear
Weighing Systems Operation RENR2635
Road Analysis Control Systems Operation RENR2636
VIMS Product Bulletin TEJB6036
The Value of VIMS Application (Fleet) Salesgram TELQ0279
The Value of VIMS Application (Maintenance) Salesgram TELQ0280
External Payload Display Salesgram TELQ3746
VIMS Supervisor Salesgram TELQ3763
Speed Management for CAT Mining Trucks
TMPH, Speed Managers Salesgram TEKQ0350
VIMSpc (Dealer License) JERD2137
VIMSpc (Dealer Subscription) JERD2138
VIMSpc (Customer Subscription) JERD2175
VIMS Supervisor (Subscription) YERA1403
VIMS Guardian (Installation) REHS2832
VIMS Guardian (Ordering) PELJ0740


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ANEXO VIMS A-1 Tablas de Configuracion

TABLAS MAESTRAS DE CONFIGURACION

En este anexo, para cada maquina se ha impreso el contenido del archivo de

1. Cargador 994D0700 - Software 9.6 A-2

2. Camion 785B0700 - Software 9.6 A-8

3. Camion 793C-4GZ – Hardware 3.0 A-9

4. Camion 793C.ATY – Hardware 4.0 A-15

5. Camion 785C-5AZ – Hardware 3.0 A-25

6. Camion 785C-5AZ – Hardware 4.0 A-33

7. Cargador 992G – Software 9.6 A-42

8. VIMS Aplication Guide

FERREYROS SAA Desarrollo Técnico

TABLAS MAESTRAS DE CONFIGURACION

Para cada maquina se presentan el contenido del archivo de configuracion

1. Camion 785C-5AZ – Hardware 4.0 1

2. Camion 785C-5AZ – Hardware 3.0 10

3. Camion 793C.ATY – Hardware 4.0 18

4. Camion 785B0700 - Software 9.6 28

5. Cargador 994D0700 - Software 9.6 29

6. Cargador 992G - Hardware 3.0 Software 9.62 35

7. Camion 797 - Hardware 3.0 41

FERREYROS S.A.A. Desarrollo Técnico

134 Eng Cool Flow Flujo de refrigerante

FERREYROS S.A.A. Desarrollo Tecnico

FERREYROS S.A.A. Desarrollo Tecnico

Listado de eventos y mensajes

SHUTDN INJEC NOT

SHUTDN INJEC NOT

Listado de eventos y mensajes

Listado de eventos y mensajes

63 PARKBK ON 1 display No EQUAL TO 32767 0 0 No No No

RELEASE ACTUAL NOT

Listado de eventos y mensajes

DO NOT LESS LESS

Listado de eventos y mensajes

1199 MANUAL EREC 1 Log No EQUAL TO 1 0 0 No No Yes

Listado de eventos y mensajes

1143 HI BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes

1144 LO BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes

Número Mensaje en pantalla Descripción

63 PARKBK ON 1 display No EQUAL TO 32767 0 0 No No No

1199 MANUAL EREC 1 Log No EQUAL TO 1 0 0 No No Yes

1143 HI BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes

1144 LO BOOST PRES CALL SHOP 2 both No EQUAL TO 1 0 0 No No Yes

TABLA DE EVENTOS MAESTROS

18 10 FUEL FLTR PLGD CALL SHOP 1 Both No Not Equal To 0 0 0 No No Yes

ENG COOL REDUCE ENGINE Greater Than 217.4

47 78 AFTRCLR LVL LO ADD COOLANT 2 Both No Equal To 127 0 0 No No Yes

FILL BEFORE INJEC

TABLA DE EVENTOS MAESTROS

220 100 USER SHUTDN ON 1 Both No Not Equal To 0 0 0 No No Yes

TABLA DE EVENTOS MAESTROS

TABLA DE EVENTOS MAESTROS

1199 101 MANUAL EREC STORED 1 Log No Equal To 1 0 0 No No Yes

LO STRG DO NOT MOVE Displa ACTUAL

TABLA DE EVENTOS MAESTROS

TABLA DE EVENTOS MAESTROS

2516 113 PARKBK DRAG RT R CALL SHOP 2 Both No Equal To 64 0 0 No No Yes

TABLA DE EVENTOS MAESTROS

Numero Parametro Numero Parametro

1554 CTS ACTIVE 1 display No EQUAL TO 1 0 0 No No No

18 FUEL FLTR PLGD CALL SHOP 1 both No EQUAL TO 127 0 0 No No Yes

1669 HI EXH TEMP CALL SHOP 2 display No EQUAL TO 1 0 0 No No No

819 STRG OIL PRES LO SHUTDN SAFELY 3 both No EQUAL TO