Peterbilt Heavy Duty Body Builder Manual 2017

Release Date 5/26/17
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BODY BUILDER MANUAL CONTENTS
SECTION 1: INTRODUCTION
SECTION 2: SAFETY AND COMPLIANCE

SAFETY SIGNALS 2-1
FEDERAL MOTOR VEHICLE SAFETY STANDARDS AND COMPLIANCE 2-2
NOISE AND EMISSIONS REQUIREMENTS 2-3
FUEL SYSTEM 2-4
COMPRESSED AIR SYSTEM 2-5
EXHAUST AND EXHAUST AFTER-TREATMENT SYSTEM 2-5
COOLING SYSTEM 2-6
ELECTRICAL SYSTEMS 2-7
AIR INTAKE SYSTEM 2-9
CHARGE AIR COOLER SYSTEM 2-9
SECTION 3: DIMENSIONS
INTRODUCTION 3-1
ABBREVIATIONS 3-1
OVERALL DIMENSIONS 3-1
Model 567-115 SFFA 3-2
Model 567-115 SBFA 3-4
Model 567-121 SBFA 3-5
Model 389-131 3-6
Model 389-123 3-7
Model 367 SBFA 3-9
Model 367-123 SBFA 10” EXTENDED CAB 3-10
Model 367-123 SBFA HH 3-11
Model 367-123 SBFA HH 10” EXTENDED CAB 3-12
Model 367-123 SBFA HH FEPTO 3-13
Model 365-115 SFFA 3-14
Model 365-115 SBFA 3-15
Model 365-115 SBFA 31” FEPTO 3-16
Model 365-115 SBFA 22” FEPTO 3-17
Model 579-123 3-18
Model 579-117 3-19
SLEEPERS 3-20
CAB– 1.9M CAB FAMILY 3-21
EXTENDED CAB – 1.9M CAB FAMILY 3-22
FRAME RAILS 3-23
FRAME HEIGHT CHARTS 3-24
REAR FRAME HEIGHTS "C" 3-27
REAR SUSPENSION LAYOUTS 3-30
LIFT AXLES (PUSHERS AND TAGS) 3-42
AXLE TRACK AND TIRE WIDTH 3-45
FRONT DRIVE AXLE, PTO’S AND AUXILIARY TRANSMISSIONS 3-47
Examples 3-47
Guppy Outserts 3-50
EXHAUST HEIGHT CALCULATIONS 3-54
GROUND CLEARANCE CALCULATIONS 3-55
OVERALL CAB HEIGHT CALCULATIONS 3-56
FRAME COMPONENTS 3-57
Fuel Tanks 3-57
DEF Tanks 3-58
FRAME SPACE REQUIREMENTS 3-59
Rear Suspension 3-60
TABLE OF CONTENTS
EXHAUST SYSTEMS 3-71

389 FAMILY ISX-12 2013 EMISSIONS 3-71
389 FAMILY ISL-G EMISSIONS 3-82
389 FAMILY 2017 EMISSIONS 3-86
567/579 FAMILY 2017 EMISSIONS 3-105
SECTION 4: BODY MOUNTING
INTRODUCTION 4-1
FRAME RAILS 4-1
CRITICAL CLEARANCES 4-2
BODY MOUNTING USING BRACKETS 4-3
Brackets 4-4
Mounting Holes 4-5
Frame Drilling 4-6
BODY MOUNTING USING U–BOLTS 4-7
Rear Body Mount 4-9
SECTION 5: FRAME MODIFICATIONS

INTRODUCTION 5-1
DRILLING RAILS 5-1
MODIFYING FRAME LENGTH 5-1
CHANGING WHEELBASE 5-1
CROSSMEMBERS 5-2
TORQUE REQUIREMENTS 5-3
WELDING 5-3
PRECAUTIONS 5-4
SECTION 6: ELECTRICAL 389 FAMILY

CONTROL UNIT IDENTIFICATION 6-1
Functional Description-Instrumentation Control Unit 6-1
Cab Electronic Control Unit (ICU/CECU) 6-1
Electronic Service Agent (ESA) 6-2
Models–Build Dates Identification 6-2
Identifications 6-2
HOW MULTIPLEXED INSTRUMENTS WORK 6-6
Introduction 6-6
Central Instrument Cluster 6-7
ICU/CECU Architecture 6-9
Power on Self-Test 6-10
Commercial Vehicle Smart Gauges (CVSG) 6-10
Instruments and Controls Operation 6-11
TRANSMISSION BACK UP SIGNALS 6-14
JUNCTION BOX 6-14
J1939 6-15
SECTION 7: ELECTRICAL 579 FAMILY

INTRODUCTION 7-1
DIAGNOSTICS CONNECTOR 7-2
BODY BUILDER CONNECTION POINTS 7-3
Harness Design 7-3
Remote Throttle and Remote PTO Control 7-3
Spare Power 7-3
Grounding 7-4
Electrical Wire Number and Color 7-5
Air Solenoid Ground 7-9
Cab Switch Backlighting 7-9
Peterbilt Motors Company iii

TABLE OF CONTENTS
Electric Engaged Equipment 7-9

Air Solenoid Bank and Chassis Node 7-10
Rear Axle Controls and Sensors 7-10
Location Diagrams for Various Connectors on the Frame 7-11
INSTALLING ADDITIONAL SWITCHES ONTO THE CHASSIS 7-15
INSTALLING ADDITIONAL GAUGES ON THE DASH 7-16
INSTALLING SENSORS ON THE CHASSIS FOR GAUGES 7-16
LIFT AXLES (PUSHERS & TAG) 7-19
Truck Lift Axles 7-19
Trailer Lift Axles 7-20
AIR SOLENOIDS 7-21
REMOTE THROTTLE 7-22
CAB ECU PARAMETER REFERENCE TABLE 7-27
INTERLOCK PROGRAMMING DETAILS 7-28
TRANSMISSION BACK UP SIGNALS 7-32
JUNCTION BOX 7-32
SNOW PLOW LIGHTING 7-33
J1939 7-34
HOW DO I... 7-36
Install a Multiplexed Instrument 7-36
Install and Air Operated External Device 7-36
Re-Program the CECU 7-36
Install New Telltale Icons into the Instrument Cluster 7-36
Access the Solenoid Bank and Chassis Node 7-37
Get the Air Bags to Deflate When the PTO is on 7-37
Install Electric Over Air Solenoids 7-37
Install and Remove Solenoid Bank Assembly 7-40
Program Solenoid 7-41
Operate PTO EOA 7-42
ALLISON TRANSMISSION EOH FUNCTIONALITY AND CONNECTION 7-43
DASH 7-44
Gauge and Switch Installation 7-44
Telltale Icons Installation 7-47
SECTION 8: PTO SECTION

INTRODUCTION 8-1
TRANSMISSION MOUTED PTO – GENERAL 8-1
Manual Transmissions 8-1
Automatic Transmissions 8-2
TRANSMISSION MOUNTED PTO – 579 FAMILY 8-3
PTO Controls 8-3
TRANSMISSION CLEARANCE CHARTS – 579 FAMILY 8-4
HYDRAULIC CLUTCH ACTUATOR CONFIGURATIONS 8-6
FRONT ENGINE PTO 8-7
REAR ENGINE PTO 8-8
PTO INSTALLATIONS – 389 FAMILY 8-9
PTO INSTALLATIONS – 579 FAMILY 8-12
PTO Controls 8-12
PTO Options 8-13
CECU Interface with PTO Controls 8-14
PTO and Pump Mode Warning 8-15
Engine PTO Signal 8-15
Dual Station Controls 8-16
EXAMPLE OF TYPICAL CUSTOMER INSTALLED CONTROLS 8-19
RELAY BOX CONFIGURATION 8-21
PACCAR MX Engines 8-21
Peterbilt Motors Company iv

TABLE OF CONTENTS
CUMMINS Engines 8-22

CHASSIS HARNESS WIRING 8-23
MX Engines 8-23
Eaton Automated Transmissions 8-23
Namco Split Shaft PTO/Transfer Case Units 8-23
PTO TELLTALE 8-27
MODEL 389 Family 8-27
MODEL 567/579 Family 8-30
ADDITIONAL TELLTALES AND ALARMS 8-31
PTO WIRING DIAGRAM 8-32
PTO PROGRAMMING FOR MX ENGINES 8-33
INTRODUCTION 8-33
Remote PTO Control over V-Can With TSC1… 8-35
In Cab PTO Control 8-37
Hard-Wired Remote PTO Control 8-39
Remote PTO Control over B-Can with Hardwired… 8-42
Remote PTO Control over BCAN with PTO ON/OFF Switch… 8-46
SECTION 9: AFTERTREATMENT SYSTEM

INTRODUCTION 9-1
DEF SYSTEM SCHEMATIC 9-1
GENERAL GUIDELINES FOR DEF SYSTEM 9-3
INSTALLATION REQUIREMENTS AND DIMENSIONS FOR DEF SYSTEM 9-3
ROUTING TO THE DOSING MODULE (INJECTOR) 9-3
DEF SUPPLY MODULE MOUNTING REQUIREMENTS 9-4
SECTION 10: ROUTING

INTRODUCTION 10-1
DEFINITIONS 10-1
ROUTING REQUIREMENTS 10-2
ROUTING OF WIRES AND HOSES NEAR EXHAUST SYSTEM 10-4
Peterbilt Motors Company v

SECTION 1 INTRODUCTION
The Peterbilt Heavy Duty Body Builder Manual was designed to provide body builders with a comprehensive information
set to guide the body planning and installation process. Use this information when installing bodies or other associated
equipment.
This manual contains appropriate dimensional information, guidelines for mounting bodies, modifying frames, electrical
wiring information, and other information useful in the body installation process.
The Peterbilt Heavy Duty Body Builder Manual can be very useful when specifying a vehicle, particularly when the body
builder is involved in the vehicle selection and component ordering process. Information in this manual will help reduce
overall costs through optimized integration of the body installation with vehicle selection. Early in the process, professional
body builders can often contribute valuable information that reduces the ultimate cost of the body installation.
In the interest of continuing product development, Peterbilt reserves the right to change specifications or products at any
time without prior notice. It is the responsibility of the user to ensure that he is working with the latest released information.
Check Peterbilt.com for the latest released version.
If you require additional information or reference materials, please contact your local Peterbilt dealer.
SECTION 2 SAFETY AND COMPLIANCE
SAFETY SIGNALS
We’ve put a number of alerting messages in this book. Please read and follow them. They are there for your
protection and information. These alerting messages can help you avoid injury to yourself or others and help
prevent costly damage to the vehicle.
Key symbols and “signal words” are used to indicate what kind of message is going to follow. Pay special attention
to comments prefaced by “WARNING”, “CAUTION”, and “NOTE.” Please don’t ignore any of these alerts.
WARNINGS, CAUTIONS, AND NOTES
When you see this word and symbol, the message that follows is especially vital. It
WARNING
signals a potentially hazardous situation which, if not avoided, could result in death or
serious injury. This message will tell you what the hazard is, what can happen if you don’t
heed the warning, and how to avoid it.
Example:
WARNING! Be sure to use a circuit breaker designed to meet lift-gate amperage requirements. An
incorrectly specified circuit breaker could result in an electrical overload or fire situation. Follow
the lift-gate installation instructions and use a circuit breaker with the recommended capacity.
CAUTION Signals a potentially hazardous situation which, if not avoided, could result in minor
or moderate injury or damage to the vehicle.
Example:
CAUTION: Never use a torch to make a hole in the rail. Use the appropriate drill bit.
NOTE Provides general information: for example, the note could warn you on how to avoid
damaging your vehicle or how to drive the vehicle more efficiently.
Example:
Note: Be sure to provide maintenance access to the battery box and fuel tank fill neck.
Please take the time to read these messages when you see them, and remember:
WARNING
Indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury.
CAUTION
Signals a potentially hazardous situation which, if not avoided, could result in minor or
moderate injury or damage to the vehicle.
NOTE
Useful information that is related to the topic being discussed.
FEDERAL MOTOR VEHICLE SAFETY STANDARDS COMPLIANCE

As an Original Equipment Manufacturer, Peterbilt Motors Company, ensures that our products comply with all applicable
U.S. or Canadian Federal Motor Vehicle Safety Standards. However, the fact that this vehicle has no fifth wheel and that
a Body Builder (Intermediate or Final Stage Manufacturer) will be doing additional modifications means that the vehicle
SAFETY AND COMPLIANCE 2
was incomplete when it left the build plant. See next section and Appendix A for additional information.
INCOMPLETE VEHICLE CERTIFICATION

An Incomplete Vehicle Document is shipped with the vehicle, certifying that the vehicle is not complete. See Figure 2–1.
In addition, affixed to the driver’s side door frame or edge is an Incomplete Vehicle Certification label. See Figure 2–2.
NOTE These documents list the U.S. or Canadian Federal Motor Vehicle Safety Standard regulations that the
vehicle complied with when it left the build plant. You should be aware that if you add, modify or alter any
of the components or systems covered by these regulations, it is your responsibility as the Intermediate
or Final Stage Manufacturer to ensure that the complete vehicle is in compliance with the particular
regulations upon completion of the modifications.
U.S. EPA Noise Label (U.S. registered vehicles only)
Tire, Rim and Final Stage Manufacturer

Weight Rating Label to be installed by
Data label Final Stage Manufacturer
Chassis Serial
Number
Vehicle Emission Control
Information Label
Safety Mark (Canadian Major Components

Registry Only) and Weights Label
Incomplete Vehicle
Certification Label
FIGURE 2-1. FIGURE 2-2. Locations of Certification
Incomplete Vehicle Labels - Driver’s Door and Frame
Certification Document
As the Intermediate or Final Stage Manufacturer, you should retain the Incomplete Vehicle Document for your records. In
addition, you should record and retain the manufacturer and serial number of the tires on the vehicle. Upon completion of
the vehicle (installation of the body and any other modifications), you should affix your certification label to the vehicle as
required by Federal law. This tag identifies you as the “Intermediate or Final Stage Manufacturer” and certifies that the
vehicle complies with Federal Motor Vehicle Safety Standards. (See Figure 2–2.) Be advised that regulations affecting the
intermediate and final stage manufacturer may change without notice. Ensure you are referencing the most updated copy
of the regulation during the certification and documentation processes.
In part, if the final stage manufacturer can complete and certify the vehicle within the instruction in the incomplete vehicle
document (IVD) the certification label would need a statement that reads, “This vehicle has been completed in accordance
with the prior manufacturers‚ IVD where applicable. This vehicle conforms to all applicable Federal Motor Vehicle Safety
Standards [and Bumper and Theft Prevention Standards if applicable] in effect in (month, year).”
Peterbilt Motors Company 2-2

However, if the vehicle cannot be completed and certified with in the guidance provided in the IVD, the final stage
manufacturer must ensure the vehicle conforms to all applicable Federal Motor Vehicle Safety Standards (FMVSS). The
final stage manufactures certification label would need a statement that reads, “This vehicle conforms to all applicable
Federal Motor Vehicle Safety Standards [and Bumper and Theft Prevention Standards if applicable] in effect in (month,
year).”
These statements are just part of the changes to the new certification regulation. Please refer to the Feb 15, 2005 final
rule for all of the details related to this regulation. You can contact NTEA Technical Services Department at 1-800-441-
NTEA for a copy of the final rule (DocID 101760).
For Canadian final stage manufacturers see:
http://www.gazette.gc.ca/index-eng.html; and
http://www.tc.gc.ca/eng/acts-regulations/menu.htm for the regulations.
Or contact: Transport Canada
Tower C, Place de Ville, 330 Sparks Street
Ottawa, Ontario K1A 0N5 (613) 990-2309
TTY: 1-888-675-6863
NOISE AND EMISSIONS REQUIREMENTS

This truck may be equipped with specific emissions control components/systems* in
NOTE order to meet applicable Federal and California noise and exhaust emissions
requirements. Tampering with these emissions control components/systems* is against
the rules that are established by the U.S Code of Federal Regulations, Environment
Canada Regulations and California Air Resources Board (CARB). These emissions
control components/systems* may only be replaced with original equipment parts.
Additionally, most vehicles in North America will be equipped with a Greenhouse Gas
(GHG) “Vehicle Emission Control Information” door label indicating its certified
configuration. The vehicle components listed on this label are considered emission
control devices.
Modifying (i.e. altering, substituting, relocating) any of the emissions control
components/systems defined above will affect the noise and emissions
performance/certification. Modifications that alter the overall shape and aerodynamic
performance of a tractor will also affect the emission certification. If modifications are
required, they must first be approved by the manufacturer. Unapproved modifications
could negatively affect emissions performance/certification. There is no guarantee that
proposed modifications will be approved.
Tires may be substituted provided the new tires possess a Coefficient of rolling
resistance (Crr) equal to or lower than Crr of the original tires. Consult with your tire
supplier(s) for appropriate replacement tires.
Contact the engine manufacturer for any requirements and restrictions prior to any
modifications.
• For Cummins Contact 1-800-DIESELS or your local Cummins distributor. Reference AEB 21.102.
It is possible to relocate the DEF tank, however the relocation requirements need to be followed. Any variance
from the relocation requirements may cause the emissions control components/systems to operate improperly
potentially resulting in engine de-rate.

NOTE All 2017 engine emissions certified vehicles will be equipped with an On-Board
Diagnostics (OBD) system. The OBD system is designed to detect malfunctions of any
engine or vehicle component that may increase exhaust emissions or interfere with the
proper performance of the OBD system itself.
All diesel engines will be equipped with an On-Board Diagnostics (OBD) system. The OBD
system consists of computer program on one or more of the vehicle’s Electronic Control Units
(ECUs). This program uses information from the control system and from additional sensors to
detect malfunctions. When a malfunction is detected, information is stored in the ECU(s) for
diagnostic purposes. A Malfunction Indicator Light (MIL) is illuminated in the dash to alert the
driver of the need for service of an emission-related component or system.
To ensure compliance to emissions regulations, the final configuration of certain features of the completed vehicle must
meet specific requirements. This section describes requirements relevant for only the most common or critical
modifications done by body builders. For a complete description of acceptable modifications, see the application guidance
available from the manufacturer of the engine installed in the chassis.
FUEL SYSTEM
The following are highlights of some of the more common or critical aspects of this system.
The overall system restriction may not exceed the restriction limitations set forth by the engine manufacturer for both
supply and return.
• Ensure that fuel lines are not pinched or can potentially be damaged when installed between body and frame
• Fuel lines must be routed and secured without dips or sags
• There must be easy access to filter(s) and fill cap
• The tank vent may not obstructed
• Added accessories (heaters, generators) cannot introduce air into system
• Fuel tank must be located so that the full level is not above cylinder head
• “Ultra-Low Sulfur Fuel Only” labels must be present on the dash and fuel fill
• Modification of the pressure side secondary filter and plumbing is not allowed without engine
manufacturer approval
• Body installation of fuel tank or routing of lines must not cause significant increase in fuel temperature
• Fuel hoses shall meet or exceed OEM supplied hose material construction specifications
• Formed nylon fuel lines with quick-connects are installed underneath the cab and hood along the frame
rail. Behind the cab from the fuel tee to tanks are wirebraid-reinforced rubber lines. Supply and return
fittings are poka-yoked to prevent incorrect assembly.

Nylon Wirebraid-reinforced rubber
COMPRESSED AIR SYSTEM

• Air system modification must meet applicable FMVSS regulations
• Compressed Air tank may not be modified (exception – addition or removal of fittings or relocation of the tank)
• Added devices or bodywork may not interfere with or rub air lines
• Air supply to the engine doser may not be restricted or disconnected
• Air lines should be routed, protected from heat, and properly secured to prevent damage
from other components
• Care should be taken so that air lines do not rub against other components
• Care should be taken to protect the air system from heat sources.
EXHAUST AND EXHAUST AFTER-TREATMENT SYSTEM

• The following after-treatment and exhaust system components may not be modified:
• DPF assembly
• SCR Catalyst assembly
• Exhaust pipes between the engine and after-treatment devices (DPF, SCR Catalyst) and between
after-treatment devices
• NOx Sensors
• PM Sensor
• The following modifications may only be done within the guidelines of the “DEF System Relocation Guide.”
• Modifications to Diesel Exhaust Fluid (DEF) throttle, suction, or pressure lines
• Modification or relocation of the DEF tank
• Modification of coolant lines to and from the DEF tank
• All DEF and coolant lines should be routed, protected, and properly secured to prevent damage during
vehicle operation or other components

• If relocation of the DCU or ACM is necessary, use existing frame brackets and mount inside of frame
flanges where necessary. Do not extend the harnesses
• The DPF, the SCR catalyst, or their mounting may not be modified
• The NOx sensor may not be relocated or altered in any way; this includes re-clocking the after-
treatment canister or reorienting the sensor(s)
• Exhaust pipes used for tailpipes/stacks must be properly sized, and must prevent water from entering
• Ensure adequate clearance between the exhaust and body panels, hoses, and wire harnesses
• The body in the vicinity of the DPF must be able to withstand temperatures up to 400°C (750°F)
• Do not add thermal insulation to the external surface of the DPF
• The SCR water drain hole may not be blocked
• Allow adequate clearance (25mm (1 inch)) for servicing the DPF sensors, wiring, and clamped joints
• Drainage may not come in contact with the DPF, SCR catalyst, sensors or wiring
• Allow sufficient clearance for removing sensors from DPF. Thermistors require four inches. Other
sensors require one inch
• Wiring should be routed, protected from heat, and properly secured to prevent damage
from other components
• The exhaust system from an auxiliary power unit (APU) must not be connected to any part of the
vehicle after-treatment system or vehicle tail pipe.
COOLING SYSTEM
• Modifications to the design or locations of fill or vent lines, heater or defroster core, and surge tank are
not recommended
• Additional accessories plumbed into the engine cooling system are not permitted, at the risk of voiding
vehicle warranty
• Coolant level sensor tampering will void warranty
• When installing auxiliary equipment in front of the vehicle, or additional heat exchangers, ensure
that adequate air flow is available to the vehicle cooling system. Refer to engine manufacturer
application guidelines for further detail
• When installing FEPTO drivelines, the lower radiator anti-recirculation seal must be retained with
FEPTO driveline clearance modification only
• Changes made to cooling fan circuit and controls are not allowed, with the exception of AC
minimum fan on time parameter
• See owner’s manual for appropriate winter front usage

ELECTRICAL SYSTEM
• Electrical harnesses providing battery power and electronic control signals to engine and emissions
control/ vehicle OBD components including datalinks may not be spliced. These emissions
control/vehicle OBD components include the following:
• throttle pedal
• vehicle speed sensor
• after-treatment wiring
• 9-pin OBD Connector
• CAN Communication / OBD Diagnostic wiring
• If the alternator or battery is substituted, it must meet the requirements of the engine manufacture’s
guidelines. This includes alternator ground voltage drop and alternator ground cable effectiveness.
See the engine manufacture’s guidelines for recommended test procedure. Additionally the
maximum voltage differential and the peak-peak voltage differential between the engine ECM block
ground stud and battery negative terminal may not exceed 500 mV under any combination of loads
or operating conditions.
• Only an OBD compliant battery disconnect switch may be installed on vehicles equipped EPA 2013
and beyond compliant diesel engines. An OBD compliant switch and harness, even in the off position,
supply a small amount of power to the engine controller and enable certain emissions critical
functions (e.g. DEF line purge). Any modifications to the electrical system which interrupt this power
supply will cause OBD fault codes and illumination of the MIL. In addition, such a modification will
render the engine non-compliant with certain emission regulations. As a general rule of thumb, you
can remove and replace a battery disconnect switch on a truck equipped with a battery disconnect
switch at the factory. However, if a battery disconnect switch was not installed in the factory a
significant harness modification is required before a battery disconnect switch can be added.
• Installation of aftermarket transfer-cases must address the vehicle speed sensor position. The
standard position of the speed sensor is at the transmission tail shaft. When a transfer-case is added
it is best to relocate the sensor to the axle side output shaft of the transfer-case. This is typically
accomplished by adding a tone wheel into the driveline yoke assembly.
• Wiring extensions for the after-treatment wiring are available for relocating the DEF tank from your
dealer via Paccar Parts. For relocation of DEF tank, refer to the after-treatment section of this
manual.
• The emission system requires an accurate Outside Air Temperature (OAT) reading in order to
properly run its control algorithms. The OAT sensor is located in the driver’s side mirror assembly on
Peterbilt trucks and is shown in the figures below. If the body builder needs to modify the mirror
assembly in any way, it is important the OAT sensor stay positioned on the mirror assembly. Running
the vehicle without the OAT sensor connected will cause the MIL lamp to illuminate. If needed, a
replacement sensor can be ordered from your Peterbilt dealer.

FIGURE 2-3: Aerodynamic Mirror OAT Sensor Location
• Coolant Sensor considerations are given in the Cooling section above

• The OBD/Diagnostic connector port is located below the dash to the left of the steering wheel. This
connector and its location may not be changed.
• All vehicles equipped with EPA 2013 compliant diesel and bi-fueled engines must be equipped with a
Malfunction Indicator Lamp (MIL) lamp. This lamp is required to be an engine outline symbol as defined by
ISO (International Standards Organization). The figure below shows the instrument cluster and MIL lamp
position. Note this lamp location is fixed with respect to the controls and its location may not be changed if
you are updating the warning lamp cards.
FIGURE 2-4: Instrument Cluster for 579/567 used with EPA 2013 Emission compliant engines. The Check Engine
lamp and/or the MIL will appear in the Driver Information Display. See 579/567 Operator’s Manual for more
information.
• In addition to the sensors and lamps above, the emission system also depends on signals from the
exhaust DPF (Diesel Particulate Filter), SCR (Selective Catalytic Reduction), and NOx sensor. Wiring
between these devices, the Dosing Control Unit (DCU) and engine ECM should not be tampered with or
altered in any way.

AIR INTAKE SYSTEM
• The air intake screen may not be blocked, either fully or partially
• Modification to the air intake system may not restrict airflow. For example, pipe diameter may not be reduced
• All sensors must be retained in existing locations
• To retain system seal, proper clamp torque must be used. Refer to service manual for proper clamp torque
CHARGE AIR COOLER SYSTEM

• The Charge Air Cooler may not be modified
• The installation of engine over-speed shutdown devices must not introduce restriction in the intake system
• All plumbing associated with the charge air cooler may not be modified

SECTION 3 DIMENSIONS
INTRODUCTION
This section has been designed to provide enough information to successfully layout a chassis in the body planning
process. All dimensions are in inches unless otherwise noted. Optional equipment may not be depicted. Please contact
your local Peterbilt dealer if more dimensional information is desired.
ABBREVIATIONS
Throughout this section and in other sections as well, abbreviations are used to describe certain characteristics on your
vehicle. The chart below lists the abbreviated terms used.
TABLE 3-1. Abbreviations Used

CA Cab to axle. Measured from the back of the cab to the centerline of the rear axle(s).
EOF Frame rail overhang behind rear axle--measured from the centerline of tandems
FOF Front of frame
FAX Front Axle
BOC Back of cab
SOC Side of cab
WB Wheelbase
BFA Bumper to front axle. Measured from front of bumper centerline of front axle.
BBC Bumper to back of cab Measured from front of bumper to back of cab.
OVERALL DIMENSIONS
This section includes drawings and charts of the following Peterbilt Models: 389, 367, 365, 567 and 579. The Extended
Rear Window, Extended Cab and Unibilt sleepers are also included.
On the pages that follow, detail drawings show particular views of each vehicle; all dimensions are in inches (in). They
illustrate important measurements critical to designing bodies of all types. See the “Contents” at the beginning of the
manual to locate the drawing that you need.
All heights are given from the bottom of the frame rail.
Peterbilt also offers .dxf files and frame layouts of ordered chassis prior to build. Please speak with your local dealership
to request this feature when specifying your chassis.
DIMENSIONS 3
567-115 SFFA
NOTES:
1) DIMENSIONS ARE FOR REFERENCE ONLY
2) DIMENSIONS ARE TO FRONT OF BUMPER
FIGURE 3-1. Model 567-115 SFFA – Overall Dimensions
Peterbilt Motors Company 3- 2

DIMENSIONS 3
567-121 SFFA
NOTES:
FIGURE 3-2. Model 567-121 SFFA – Overall Dimensions

DIMENSIONS 3
567-115 SBFA
NOTES:
FIGURE 3-3. Model 567-115 SBFA – Overall Dimensions

DIMENSIONS 3
567-121 SBFA
NOTES:

DIMENSIONS 3
MODEL 389-131
NOTES:
FIGURE 3-5. Model 389-131 Top & LH View – Overall Dimensions

DIMENSIONS 3
MODEL 389-123
NOTES:
FIGURE 3-6. Model 389-123 Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 367-123 SFFA
NOTES:
FIGURE 3-7. Model 367 SFFA Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 367-123 SBFA
NOTES:
FIGURE 3-8. Model 367 SBFA Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 367-123 SBFA 10” Extended Day Cab
NOTES:
FIGURE 3-9. Model 367 SBFA 10” Extended Day Cab Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 367-123 SBFA HH
NOTES:
FIGURE 3-10. Model 367 SBFA Heavy Haul Hood Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 367-123 SBFA HH 10” Extended Day Cab
NOTES:
FIGURE 3-11. Model 367 SBFA Heavy Haul Hood 10” Extended Day Cab Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 367-123 SBFA HH FEPTO
NOTES:
FIGURE 3-12. Model 367 SBFA FEPTO Heavy Haul Hood – Overall Dimensions

DIMENSIONS 3
Model 365-115 SFFA
NOTES:
FIGURE 3-13. Model 365 SFFA Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 365-115 SBFA
NOTES:
FIGURE 3-14. Model 365 SBFA Top & LH View – Overall Dimensions

DIMENSIONS 3
Model 365-115 SBFA 31” FEPTO
NOTES:
FIGURE 3-15. Model 365 SBFA 31” FEPTO Hood – Overall Dimensions

DIMENSIONS 3
Model 365-115 SBFA 22” FEPTO
NOTES:
FIGURE 3-16. Model 365 SBFA 22” FEPTO Hood – Overall Dimensions

DIMENSIONS 3
Model 579-123 SBFA
NOTES:

DIMENSIONS 3
Model 579-117 SBFA
NOTES:
3) OPTIONAL ROOF FAIRING SHOWN
FIGURE 3-18. Model 579-117 SBFA Top & LH View – Overall Dimensions

DIMENSIONS 3
SLEEPERS
TABLE 3-2. Sleeper Dimensions

CAB TO SLEEPER CAB TO
OPENING SLEEPER DIMENSIONS SLEEPER
STD CAB ULTRACAB D = DISTANCE FROM BTM OF FRAME RAIL TO TOP OF ROOF GAP
58" 58" 72" 72"
MODEL "A" "B" "A" "B" 44" LOW HIGH LOW HIGH 78" 80" "E"
389-131 49.0 59.0 59.0 59.0 81.7 83.5 99.3 83.3 99.4 101.6 N/A 2.3
389-123,
386, 384, 49.0 59.0 59.0 59.0 83.7 85.5 101.4 85.3 101.5 103.7 N/A 2.3
367, 365
579, 567 49.0 68.1 66.5 68.1 83.7 85.5 N/A N/A 101.8 N/A 106.3 1.8
SLEEPER LENGTH "C" = 36.0 48.0 48.0 63.0 63.0 70.0 70.0
FIGURE 3-19. Sleeper Dimensions – Front & LH View

DIMENSIONS 3
CAB– 1.9M CAB FAMILY
Models 389, 388, 386, 384, 367, 365
FIGURE 3-20. Cab Dimensions 1.9 m Cab Family

DIMENSIONS 3
EXTENDED CAB – 1.9M CAB FAMILY
Models 389, 388, 386, 384, 367, 365
FIGURE 3-21. Extended Cab

DIMENSIONS 3
FRAME RAILS
Frame rail configurations are shown in FIGURE 3-22. Rail height, flange and structural values can be found in the Body
Mounting Section.
FIGURE 3-22. Frame Rail Configurations
NOTE: The outserted frame section does not extend through the rear suspension area.

DIMENSIONS 3
FRAME HEIGHT CHARTS
FIGURE 3-23. Frame Height

DIMENSIONS 3
TABLE 3-3. Front Frame Height “A” - SFFA
SFFA SUSPENSION SPACER (mm) LIGHT LOADED
10 9.3 8.9
20 9.7 9.3
30 10.1 9.7
3 40 10.5 10.1
12,000 lbs. TAPERLEAF SFFA
50 10.9 10.5
60 11.3 10.9
70 11.7 11.2
80 12.1 11.6
10 9.3 8.9
20 9.7 9.3
30 10.1 9.7
3 40 10.5 10.1
50 10.9 10.5
60 11.3 10.9
70 11.7 11.3
80 12.1 11.5
10 9.3 8.9
20 9.7 9.3
30 10.1 9.7
40 10.5 10.1
50 10.9 10.5
60 11.3 10.9
70 11.7 11.3
80 12.1 11.7
10 10.5 10.0
20 10.9 10.3
30 11.3 10.7
40 11.7 11.1
50 12.1 11.5
60 12.5 11.9
70 12.9 12.3
80 13.3 12.7
10 10.6 9.5
20 11.0 10.0
30 11.4 10.4
18,000 - 20,000 40 11.8 10.8
1 TAPERLEAF SFFA
lbs. 50 12.2 11.2
60 12.6 11.6
70 13.0 12.0
80 13.4 12.4
10 12.4 10.9
20 12.8 11.3
30 13.2 11.7
22,000 - 24,000 40 13.6 12.1
2 TAPERLEAF SFFA
lbs. 50 14.0 12.5
60 14.3 12.9
70 14.7 13.3
80 15.1 13.6
NOTES:
1) Shown with 20K load for laden dim. Add 0.3" to laden dim. if 18K load.
2) Shown with 23K load for laden dim. Add 0.1" to laden dim. if 22K load. Subtract .01" from unladen dim if 24K load.
Note: Standard 3-1/2" drop axle heights shown, for 5" drop axles, subtract an additional 1-1/2".
Spacer blocks are used by Engineering to obtain level frame and are not options.
"A" dimension shown is to bottom of frame rail. Add frame rail height dimension for frame height.

DIMENSIONS 3
TABLE 3-4. Front Frame Height “A” - SBFA
SBFA Suspension Spacer (Mm) Unladen (In.) Laden (In.)
30 9.7 8.5
40 10.1 8.9
50 10.5 9.3
12,000 lbs. TAPERLEAF SBFA
60 10.9 9.7
70 11.3 10.1
80 11.7 10.5
30 9.8 8.5
40 10.2 8.9
50 10.6 9.3
60 11 9.7
70 11.4 10.1
80 11.8 10.5
30 10.1 8.5
40 10.5 8.9
50 10.9 9.3
60 11.3 9.7
70 11.7 10.1
80 12.1 10.5
30 3 11.4 9.5
40 3 11.8 9.9
50 12.2 10.3
60 12.6 10.7
70 13 11.1
80 13.4 11.5
50 11.9 10
1 60 12.3 10.4
18,000-20,000 TAPERLEAF SBFA
70 12.7 10.8
80 13.1 11.2
OMIT 12.3 9.4
30 13.4 10.5
40 13.8 10.9
22,000 - 24,000
2 TAPERLEAF SBFA 50 14.2 11.3
lbs.
60 14.6 11.7
70 15 12.1
80 15.4 12.5
NOTES:
1) Shown with 20K load for laden dim. Add 0.3" to laden dim. if 18K load. S
2) Shown with 23K load for laden dim. Add 0.1" to laden dim. if 22K load. Subtract 0.1" from laden dim. if 24K load.
3) 16K springs with 12K to 14.6K axle minimum spacer block is 30 mm. With 16K springs and 20K axle minimum
spacer block is 50 mm.
Note: Standard 3-1/2" drop axle heights shown, for 5" drop axles, subtract an additional 1-1/2".
Spacer Blocks are used by Engineering to obtain level frame and are not options.
"A" dimension shown is to bottom of frame rail. Add frame rail height for frame height.
DIMENSIONS 3
REAR FRAME HEIGHTS "C"
TABLE 3-5. Single Drive Suspension Heights

Unladen Laden
Suspension Rating Version Height Height
20,000 lbs. Standard 11.4 11.0
AIR TRAC
23,000 lbs. Standard 11.4 11.0
20,000 lbs. Taperleaf (3.38" saddle) 9.4 11.8
21,000 lbs. Taperleaf (1.38" saddle) 7.4 9.8
23,000 lbs. Multileaf (1.38" saddle) 8.8 11.6
REYCO 79KB
23K-29K lbs. 4.38 saddle 12.1 10.2
23K-29K lbs. 4.63 saddle 12.2 10.4
29,000 lbs 3.50 saddle 11.7 10.0
REYCO 102
31,000 lbs 3.50 saddle 12.2 10.5
31,000 lbs 4.38 saddle 12.5 10.7
31,000 lbs 4.63 saddle 12.7 10.9
Standard 9.3 9.3
REYCO 102AR (AIR) 17K -23K
Low 8.3 8.3
TABLE 3-6. Tandem Peterbilt Suspension Heights

Unladen Laden
AIR LEAF 38,000 lbs. 12.0 11.7
LOW AIR LEAF 40,000 lbs. 8.8 8.5
FLEX AIR 38,000 lbs. 8.7 8.5
LOW LOW AIR LEAF 40,000 lbs. 6.8 6.5
AIR TRAC 40K-46K lbs 11.4 11.0
QUADRAFLEX 38,000 lbs. Taperleaf 10.6 8.7
TABLE 3-7. Tandem Neway Suspension Heights

Unladen Laden
NEWAY AD 52,000 lbs. 10.0 10.0
NEWAY ADZ 46K-52K lbs. 10.0 10.0

DIMENSIONS 3
TABLE 3-8. Tandem Reyco Suspension Heights

Unladen Laden
1.75 saddle (STD) 11.7 9.9
40,000 lbs 1.38 saddle 10.2 8.3
REYCO 102
3.38 saddle 13.4 11.5
MULTILEAF
1.75 saddle (STD) 11.7 9.8
44,000 lbs
1.38 saddle 11.5 9.7
REYCO 102AR (Air) 34K-40K STD LOW 8.3 8.3
TABLE 3-9. Tandem Chalmers Suspension Heights

Unladen Laden
1
LOW 11.2 8.9
HIGH 12.4 10.2
CHALMERS 854/860 40,000 lbs
X-HIGH 14.5 12.2
XX-HIGH 17.2 14.9
LOW 11.3 8.9
HIGH 12.5 10.1
CHALMERS 854/860 46,000 lbs
X-HIGH 14.7 12.2
XX-HIGH 17.3 14.9
LOW 11.3 8.9
HIGH 12.5 10.1
CHALMERS 854/860 50K-52K
X-HIGH 14.7 12.1
XX-HIGH 17.3 14.8
LOW 11.2 8.8
HIGH 12.5 10.3
CHALMERS 872 46,000 lbs
X-HIGH 14.7 12.2
XX-HIGH 17.3 14.9
LOW 11.2 8.8
HIGH 12.5 10.3
CHALMERS 872 50,000 lbs
X-HIGH 14.7 12.1
XX-HIGH 17.3 14.8
NOTES:
1) Laden dimension shown with standard restrictor cans. Add 0.7” for #29 High Stability Restrictor Cans.
2) * With Meritor 70K axles frame height is 22.5" for R650.

DIMENSIONS 3
TABLE 3-10. Tandem Hendrickson Suspension Heights
Unladen Laden
6.00 saddle 9.9 8.9
RT-403 40,000 lbs
7.188 saddle (std) 11.2 10.1
6.00 saddle 9.9 8.4
RTE-403 40,000 lbs
7.188 saddle (std) 11.2 9.6
12.80 saddle 5.9 5.9
R-403 40,000 lbs 15.81 saddle (std) 8.9 8.9
17.60 saddle 10.6 10.6
12.25 saddle 9.7 8.9
RS-403 40,000 lbs 14.00 saddle (std) 11.5 10.6
15.25 saddle 12.7 11.9
16.5 saddle (low) 10.6 9.5
HMX 40,000 lbs
18.5 saddle (std) 12.6 11.5
16.5 saddle (low) 10.6 9.5
HMX 46,000 lbs
18.5 saddle (std) 12.6 11.5
HN462 46,000 lbs 20.25 saddle (high) 15 13.3
15.75 saddle (std) 8.8 8.8
R-463 46,000 lbs
20.50 saddle 13.5 13.5
12.25 saddle 9.7 8.9
RS-463 46,000 lbs 14.00 saddle (std) 11.5 10.6
15.25 saddle 12.7 11.9
6.00 saddle 11.3 10.5
RT-463 46,000 lbs 7.188 saddle (std) 13 11.4
11.00 saddle 16.3 15.2
7.188 saddle (std) 11.6 10.2
RTE-463 46,000 lbs
11.00 saddle 15.4 14
14.00 saddle (std) 11.5 10.6
RS-503 50,000 lbs
15.25 saddle 12.7 11.9
7.188 saddle (std) 12.2 11.2
RT-503 50,000 lbs 1
11.0 saddle 6.4 15.4
7.188 saddle (std) 11.6 10.2
RTE-503 50,000 lbs
11.00 saddle 15.4 14
RS-523 52,000 lbs 14.0 saddle (std) 11.5 10.6
7.188 saddle (std) 12.2 11.2
RT-523 , RT-650 52K-65K
11.00 saddle 16.4 15.4
HN522 52,000 lbs 18.50 saddle (std) 12.6 11.5
1 2
15.00 saddle (std) 12.0 11.0
RS650 65,000 lbs 2 2
19.00 saddle 16.0 15.1
3
R650 65,000 lbs 20.25 saddle (std) 12.5 12.5
R850 w/70K Meritor 20.25 saddle 12 12
85,000 lbs
R850 w/SISU 70K 20.25 saddle 12.1 12.1
RS850 w/SISU 70K 85,000 lbs 16.75 saddle 14.5 13.8
NOTES:
1) With SISU 70K axle subtract .39" from light/laden.
2) With SISU 70K axle subtract .28 from light and.39 from laden.
3) With Meritor 70K axles frame height is 22.5" for R650.
DIMENSIONS 3
REAR SUSPENSION LAYOUTS
The rear suspension layouts are provided as a tool to help layout bodies prior to arrival. The applicable dimensions are
shown. Be sure to check the axle spacing that is shown, as alternate spacing may exist and could change some of the
dimensions. The dimensions shown are the most typical installations, in special cases some hole locations will move. If
you are planning on using the holes shown for your body installation, please confirm with your local Peterbilt dealer that
the drawing below will be the installation used on your specific truck. Ensure that proper torque is used to reinstall any
suspension components. It would be a good idea in this case to order the frame layout of your chassis along with your
truck order. This can be done on any Peterbilt truck, and will be provided ahead of the build schedule.
If there are hole locations that are not detailed please work with your local Peterbilt Dealer to request that information.
Additionally optional axle spacing are shown in the charts, if you would like details on the frame drilling with optional
spacing, please contact your local Peterbilt dealer.
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Peterbilt Applications/Technical Support for assistance.

DIMENSIONS 3
PB LOW AIR LEAF TANDEM AXLE
59.4
58.3 56.9
53.8 54.7
8.5
Axle
PB Low Air Leaf Suspensions

Note: “54” Axle Spacing dimensions shown
TABLE 3-11. Rear Suspension Options

Laden Ride Unladen Ride
Suspension Type Rating Axle Spacing
Height Height
PB Low Air Leaf Tandem 40K 52" 8.5" 8.5"
PB Low Air Leaf Tandem 40K 54" 8.5" 8.5"

DIMENSIONS 3
REYCO 79KB SINGLE REAR AXLE
Optional Reyco 79KB Suspensions

Height Height
Reyco 79KB single 20K - 8.3” 10.8”

DIMENSIONS 3
REYCO 102 TANDEM REAR AXLE
Shown with a 52” Axle Spacing
Reyco 102 Suspension
Unladen Ride
Suspension Type Rating Axle Spacing Laden Ride Height
Height
Reyco 102 Tandem 40K 52” 9.2” 10.8”

DIMENSIONS 3
NEWAY ADZ 123 SINGLE REAR AXLE
29.8
27.8
18.0 26.4
24.3
18.8
.9
2.4
4.6
Optional Neway ADZ Single Suspensions

Height Height
Neway ADZ123 single 23K - 10” 10”
Neway ADZ126 single 26K - 10” 10”

DIMENSIONS 3
NEWAY ADZ 246 TANDEM SUSPENSION
Optional Neway ADZ Tandem Suspensions


Height Height
Neway ADZ246 tandem 46K 54” 10” 10”

DIMENSIONS 3
NEWAY ADZ 369 SUSPENSION
Shown with 54” Axle Spacing
Optional Neway ADZ Suspensions

Height Height
Neway ADZ369 69K 54” 10” 10”
Neway ADZ369 69K 54” 12” 12”
Neway ADZ369 69K 60” 12” 12”
Neway ADZ378 78K 54” 10” 10”
Neway ADZ378 78K 60” 10” 10”

DIMENSIONS 3
HENDRICKSON PRIMAAX TANDEM SUSPENSION
Optional Hendrickson Primaax Tandem Suspensions

Height Height
Hendrickson Primaax Tandem 46K 54” 10” 10”

DIMENSIONS 3
HENDRICKSON HMX TANDEM SUSPENSION
Optional Hendrickson HMX Tandem Suspensions

Height Height
Hendrickson ULTIMAAX 460 17.5” Saddle Height 46K 54” 11” 12.5”

DIMENSIONS 3
HENDRICKSON RT TANDEM SUSPENSION
Shown with a 54” Axle Spacing without Track Rods
Optional Hendrickson RT Tandem Suspensions


Height Height
Hendrickson RT463 6” saddle 46K 52” 10.0” 11.1”
Hendrickson RT463 7.19” saddle 46K 54” 11.2” 12.5”
Hendrickson RTE463 7.19” saddle 46K 52” 10.5” 11.6”

DIMENSIONS 3
CHALMERS 854 TANDEM SUSPENSION

Optional Chalmers Tandem Suspensions

Height Height
Chalmers 854-40-L 40K 54” 8.9” 11.1”
Chalmers 854-40-L-HS 40K 54” 9.6” 11.1”
Chalmers 854-40-H 40K 54” 10.2” 12.4”
Chalmers 854-40-H-HS 40K 54” 10.9” 12.4”
Chalmers 854-46-L 46K 54” 8.9” 11.3”
Chalmers 854-46-L-HS 46K 54” 9.6” 11.3”
Chalmers 854-46-H 46K 54” 10.1” 12.5”
Chalmers 854-46-H-HS 46K 54” 10.9” 12.5”
Chalmers 854-50-L 50K 54” 8.9” 11.3”
Chalmers 854-50-L-HS 50K 54” 9.6” 11.3”
Chalmers 854-50-H 50K 54” 10.1” 12.5”

DIMENSIONS 3

Height Height
Chalmers 854-50-H-HS 50K 54” 10.9” 12.5”
Chalmers 854-52-L-HS 52K 54” 9.6” 11.3”
Chalmers 854-52-H-HS 52K 54” 10.9” 12.5”
Chalmers 860-40-L 40K 60” 8.9” 11.1”
Chalmers 860-46-L 46K 60” 8.9” 11.3”
Chalmers 860-46-L-HS 46K 60” 9.6” 11.3”
Chalmers 860-46-H 46K 60” 10.1” 12.5”
Chalmers 860-46-H-HS 46K 60” 10.9” 12.5”
Chalmers 860-52-H 52K 60” 10.9” 12.5”
Chalmers 872-46-H-HS 46K 72” 11.0” 12.5”

DIMENSIONS 3
LIFT AXLES (PUSHERS AND TAGS)
The rear pusher axle layouts are provided as a tool to help layout bodies prior to arrival. The applicable dimensions are
shown. When using the pusher layouts to determine available frame space please be aware that clearances required are
not shown. For information that may not be detailed in these drawings work with your local Peterbilt Dealer to request that
information.
Peterbilt will automatically install highest lift axle kit as applicable based on chassis frame height and loading conditions.
Lift axle available run range it utilized, along with frame height and lift axle tire size to identify applicable kits that can be
installed. Installing highest lift axle kit will maximize ground clearance when axle is in lifted state. If needed, kit may be
lowered in order to clear driveline when in lifted state.
Watson & Chalin 8K Steerable (SL0893SSR)

DIMENSIONS 3
Watson & Chalin 10K Steerable (SL1093SSR)
Watson & Chalin 13.5K Steerable (SL1190SSR)

DIMENSIONS 3
Watson & Chalin 20K Steerable (SL2065)
Watson & Chalin 23K Non-Steerable (AL2200)

DIMENSIONS 3
AXLE TRACK AND TIRE WIDTH
The dimensions provided in this section are representative of some typical product combinations. The purpose of this
section is to demonstrate some of the typical dimensions.
• Axle Track: The distance between the dual tire centerlines on a dual tire arrangement or the distance between the
tire centerlines on a single tire arrangement.
• Width: The distance over the outermost tire sidewall to sidewall.
These dimensions may be significant to the following:
• Appearance relative to other tires and chassis mounted equipment.
• Load carrying capacity. Different wheel disc offset can have a positive or negative impact on the axle carrying
capacity of the axle.
TABLE 3-21. Axle Width Calculation.
Track Overall Width

Axle - Drive Wheel Tire Configuration
Dim “A” Dim “B:
Meritor RT46-160(P)(EH) 46K Dual Alcoa 88367
22.5X8.25 11R22.5 4-4 73.3" 97.8"
Dana Spicer D46-170(H)(P) 46K Dual
Meritor RT46-160(P)(EH) 46K Dual Alcoa 98363
24.5X8.25 11R24.5 4-4 73.6" 98.0"
Dana Spicer D46-170(H)(P) 46K Dual
Meritor RT46-160WT(P)(EH) 46K Alcoa 88367
Dual Wide Track 22.5X8.25
11R22.5 4-4 79.2" 103.7"
Dana Spicer D46-170W(H)(P) 46K
Dual Wide Track
11R24.5 4-4 79.5" 103.9"
Dual Wide Track
Dana Spicer D46-170(H)(P) 46K Dual Alcoa 82262
22.5X12.25 425/65R22.5 2-4 72.7 88.9"
Meritor RT46-160(P)(EH) 46K Dual
425/65R22.5 2-4 78.7" 94.9"
Dual Wide Track

DIMENSIONS 3
Brake Drum Track Overall Width

Axle - Steer Wheel Tire
Type Dim “A” Dim “B:
Meritor MFS13 Std Track Alcoa 98363
24.5X8.25 11R24.5 CAST 80.2" 91.0"
Dana Spicer E-1322I 13.2K
Meritor MFS13 Wide Track Alcoa 98363
24.5X8.25 11R24.5 CAST 82.2" 93.0"
Dana Spicer E-1322W 13.2K
22.5X12.25 425/65R22.5 CAST 86.5" 102.7"
Dana Spicer D2000 20K
22.5X12.25 425/65R22.5 CAST 82.6" 98.8"
Dana Spicer D2000 20K
Wheel Track Overall Width

Lift Axle Model Wheel Tire
Orientation Dim “A” Dim “B”
W&C SL0893SSR Alcoa 66480
215/75R17.5 Same as FR 77.3" 85.8"
8K Steerable 17.5x6
265/70R19.5 Same as FR 78.5" 88.5"
Steerable 10K 19.5x7.5
255/70R22.5 Same as FR 80.4" 90.7"
Steerable 13.5K 22.5x8.25
W&C SL2065 Alcoa 82362
425/65R22.5 Same as FR 83.6" 99.8"
Steerable 20K 22.5x12.25
W&C SL2200 Alcoa 88367 Same as RR,
295/75R22.5 78.2" 102.8"
Steerable 23K 22.5x8.25 dual
W&C AL2200-STD Track Alcoa 88367 Same as RR,
11R22.5 72.2" 96.6"
Non-Steerable 23K 22.5x8.25 dual
W&C AL2200-STD Track Alcoa 82362 Same as RR,
425/65R22.5 78.4" 94.7"
Non-Steerable 23K 22.5x12.25 single
W&C AL2200-Wide Track Alcoa 89465 Same as FR,
315/80R22.5 64.7" 77.3"
Non-Steerable 23K 22.5x9 single
W&C AL2200-Wide Track Alcoa 84362 Same as RR,
445/50R22.5 80.6" 97.7"
Non-Steerable 23K 22.5x14 single

DIMENSIONS 3
FRONT DRIVE AXLE, PTO’S AND AUXILIARY TRANSMISSIONS
The front drive axle, PTO and auxiliary transmission layouts are provided as a tool to help layout bodies prior to arrival.
For information not detailed in these drawings, work with the local Peterbilt dealer to request that information.
EXAMPLES
FIGURE 3-24. Front Drive Axle with Spaghetti Drive Example
FIGURE 3-25. Front Drive Axle with Transfer Case Example

DIMENSIONS 3
FIGURE 3-26. PTO with Transfer Case Example

DIMENSIONS 3

DIMENSIONS 3
GUPPY OUTSERTS
The rear suspension guppy outsert layouts are provided as a tool to help layout bodies prior to arrival. For information not
detailed in these drawings, work with the local Peterbilt dealer to request that information.
FIGURE 3-29. Peterbilt Air Trac Tandem Suspension Guppy
FIGURE 3-30. Peterbilt Air Trac Single Suspension Guppy

DIMENSIONS 3
FIGURE 3-31. Chalmers Tandem Suspension Guppy
FIGURE 3-32. Hendrickson HN/HMX/R Tandem Suspension Guppy

DIMENSIONS 3
FIGURE 3-33. Hendrickson RS Tandem Suspension Guppy
FIGURE 3-34. Hendrickson RT/RTE Tandem Suspension Guppy

DIMENSIONS 3
FIGURE 3-35. Reyco 102 Single Drive Suspension Guppy

DIMENSIONS 3
EXHAUST HEIGHT CALCULATIONS
The exhaust height calculations are provided as a tool to help layout bodies prior to arrival as well as aid in exhaust
configuration selection.
Please work with the local Peterbilt Dealer to request additional information if required.
The overall exhaust height (EH) can be estimated based on the following formula: EH = Y + SPL + (A + B + C + D) / 2
TABLE 3-22. Exhaust Heights

Y = DISTANCE FROM BTM OF FRAME RAIL TO BTM OF STANDPIPE
388 w/ Low
Exhaust 389-123, 386, Profile
Location 389-131 384, 367, 365 579, 567 587 Alum Hood
SOC Mounted
67.2 69.2 70.2 N/A 67.2
(Day Cab)
SOC Mounted
67.2 69.2 67.6 N/A 67.2
(Sleeper)
BOC Mounted N/A 70.7 69.2 N/A 68.7
Frame
N/A 84.9 86.0 84.9 N/A
Mounted
Vertical-
ISX/MX=77.3, ISX/MX=78.3,
Vertical N/A N/A N/A
ISL=75 ISL=75.7
EPA 2013
NOTES:
1) For “A” and “C” values, reference the FRAME HEIGHTS section for front or rear suspension height.
2) For “B” and “D” values, reference the tire manufacturer’s website or catalog for static loaded radius (SLR).
3) For Stand Pipe Length (SPL) values, reference the truck sales order.
FIGURE 3-36. Exhaust Height Calculations

DIMENSIONS 3
GROUND CLEARANCE CALCULATIONS
The ground clearance tables are provided as a tool as a tool to help layout bodies prior to arrival, not all optional
equipment is included.
The ground clearance (GC) can be estimated based on the following formula: GC = (A + B + C + D) / 2 - Y
TABLE 3-23. Ground Clearance

Y = DISTANCE FROM BOTTOM OF
FRAME TO BOTTOM OF COMPONENT
Component Y
RHUC DPF/SCR 16.7
Horizontal (Series or X-Over)

16.5
DPF/SCR
Battery/Tool Box 15.4
Space Saver Battery Box

3.9
(w/o Air Tanks or Step)
Space Saver Battery Box
12.7
(w/ Air Tanks or Step)
Frame Mounted Ladder Step 13.9
20" Diameter Fuel Tank 12.4
DEF Tank 15.4 FIGURE 3-37. Ground Clearance Calculations
NOTES:
1) For “A” and “C” values, reference the FRAME HEIGHTS section for front suspension height or rear suspension
height.
2) For “B” and “D” values, reference the tire manufacturer’s website or catalog for overall diameter or static loaded
radius (SLR).

DIMENSIONS 3
OVERALL CAB HEIGHT CALCULATIONS
The overall cab height tables are provided as a tool as a tool to help layout bodies prior to arrival, no roof mounted
equipment is included.
The overall cab height (CH) can be estimated based on the following formula: CH = (A + B + C + D) / 2 + Y
TABLE 3-24. Overall Cab Height

Y = DISTANCE FROM BTM OF FRAME
TO TOP OF STANDARD CAB ROOF
Model Y
389-131, 389-123 Low
79.4
Profile Hood
389-123, 386, 384, 367,
81.5
365
365 Full Profile Frame
85.5
Extensions
587 Day Cab 85.2
579/567 83.7
FIGURE 3-38. Overall Cab Height Calculations
NOTES:
1) For “A” and “C” values, reference the FRAME HEIGHTS section for front suspension height or rear suspension
height.
2) For “B” and “D” values, reference the tire manufacturer’s website or catalog for overall diameter or static loaded
radius (SLR).
3) Roof mounted content such as horns and antennas are not included.
4) For extended day cab configurations, add 5.8” to overall cab height.

DIMENSIONS 3
FRAME COMPONENTS
This section includes drawings and charts related to common frame mounted components. Optional equipment may not
be depicted.
Please work with the local Peterbilt Dealer to request additional information if required. At the dealer’s request, Peterbilt
can provide frame layouts for individual vehicles prior to delivery.
FUEL TANKS
FIGURE 3-39. Fuel Tanks
TABLE 3-25. Fuel Tank Dimensions TABLE 3-26. Fuel Tank Data
DIMENSIONS GALLONS TANK LENGTH
A B C D USEABLE TOTAL 20" 23" 26"
20" 40 46 33.3 N/A N/A
TANK
22.7 12.4 10.3 27.5
23" 50 57 43.2 34.5 26.7
TANK
24.5 15.2 10.5 31.0 60 67 51.3 40.7 31.5
26" 70 78 57.3 46.8 36.2
TANK
27.2 18.0 10.6 33.7
80 89 65.3 52.9 41.0
90 99 N/A 59.0 45.7
100 110 N/A *65.1 50.5
110 121 N/A N/A 55.2
120 131 N/A 77.3 60.0
135 147 N/A N/A 66.8
150 163 N/A N/A *74.0
NOTES:
1) * Largest capacity without a weld seam.

DIMENSIONS 3
DEF TANKS
FIGURE 3-40. DEF Tanks FIGURE 3-41. DEF Tank Isometric View
TABLE 3-27. DEF Tank Dimensions and Data

DESCRIPTION GALLONS A B C
SMALL DEF TANK 11.0 27.7 15.4 10.5
MEDIUM DEF TANK 20.7 27.7 15.4 10.5
LARGE DEF TANK 31.1 27.7 15.4 10.5
OTHER FRAME COMPONENTS
TABLE 3-28. Other Frame Component Dimensions

DESCRIPTION LENGTH
STANDARD BOC BATTERY BOX 40.9
STANDARD BOC TOOL BOX 31.6
SPACE SAVER BATTERY BOX W/ STEP 28.2
SPACE SAVER BATTERY BOX W/O STEP 25.1
FRAME MOUNTED LADDER STEP 12.8

DIMENSIONS 3
FRAME SPACE REQUIREMENTS
This section includes drawings and charts related to frame space components to ensure adequate space for fuel tanks,
ladder steps, additional tool/battery boxes, pusher axles and other frame mounted components, the amount of available
space must be calculated by using the formula below.
BASIC FORMULA: BOC Frame Space = Wheelbase - Dimension A - Dimension C - Dimension B
Dimension "A" (shown in charts on following pages) is the minimum clearance measured from the
centerline of the front axle to the back of the under cab component (DPF/SCR exhaust, fuel tank,
battery box, tool box, etc). Dimension "C" is the amount of space from the rear of the under cab
component to the back of the DEF tank (can be on LH or RH rail). Dimension "B" is the amount of
required suspension and quarter fender clearance from the rear axle centerline to clear rail for a given
suspension.

DIMENSIONS 3
REAR SUSPESION
TABLE 3-29. Rear Suspension Frame Space Requirements

FRAME SPACE REQUIREMENTS
DIMENSION "B" IN INCHES (52" Axle Spacing on Tandems)
REAR SUSPENSION "B" OVERHANG (1) NOTES
AIR LEAF 53.0 53.0 2
LOW/LOW LOW AIR LEAF 62.4 53.0
LOW AIR LEAF SINGLE 36.5 27.0
AIR TRAC SINGLE 27.0 27.0 3
AIR TRAC TANDEM 53.0 53.0 3
FLEX AIR 59.0 53.7 8
CHALMERS 800 (54" SPACING) 49.0 52.0 4
HENDRICKSON HLM / AL 26.6 N/A 6, 7
HENDRICKSON HLR2 30.5 N/A 6, 7
HENDRICKSON HMX, HN 53.0 54.0
HENDRICKSON R/RS/RT/RTE 53.0 53.0 3
HENDRICKSON SC20 25.6 15.0 6, 7
HENDRICKSON SC8/10/13, FX, FXO, SCO 23.6 13.8 5, 6, 7
NEWAY ADZ (54" SPACING) 61.0 58.3
REYCO 102 SINGLE 30.0 25.8
REYCO 102AR SINGLE 30.0 31.0
REYCO 102 TANDEM 56.0 52.7
REYCO 79KB 30.1 32.2
WATSON-CHALIN AL2200 26.6 22.2 6, 7
WATSON-CHALIN SL0893SSR 27.6 11.8 5, 6, 7
WATSON-CHALIN SL1093SSR 27.6 11.8 6, 7
WATSON-CHALIN SL1190SSR 26.0 12.8 6, 7
WATSON-CHALIN SL2065 28.8 14.4 6, 7
Notes:
1. Overhang for tractor taper EOF and standard mudflap hangers on suspensions; Square EOF w/o Crossmember
for Lift Axles.
2. Add 2.0" to "B" dimension with quarter fenders.
6. Add 3.0" to "B" dimension if pusher is mounted behind sleeper. The suspension bracket protrudes 3" BOS.
7. "B" dimension is from axle centerline (or bogie for tandem) to clear frame forward.
8. Extended Tractor Taper requires 58.0" overhang.

DIMENSIONS 3
Model: 579-123" BBC SBFA and 567-121" BBC SBFA w/o Chassis Fairings
FAX to BOC= 74.1"
Open Frame Space = Wheelbase - (A + B + C)

1) Find the Under Cab Component "A" applicable to your spec for either RH or LH rail.
2) Find the total fuel capacity of the vehicle to determine the DEF tank size used.
3) Find the DEF tank dimension "C" dependent on U/C tanks, DPF/SCR position or bat/tool boxes
4) Note that the "B" dimension is the rear suspension clearance.
5) If you want to find BOC Protrusion Subtract the A (or A+C) dimension from 74.1" (front axle to BOC dimension)
Notes:
1) DEF tank locations are sometimes dependent on sleeper box length, noted in column "capacity/DC, slpr", otherwise
DEF tank location is good for 58/72/80" sleepers as shown.
2) DEF tanks not available on RH rail with Under Frame exhaust.

DIMENSIONS 3
Model: 579-117" BBC SBFA and 567-115" BBC SBFA w/o Chassis Fairings
FAX to BOC= 68.2"

5) If you want to find BOC Protrusion Subtract the A (or A+C) dimension from 68.2" (front axle to BOC dimension)
Notes:
DEF tank location is good for 58/72/80" sleepers as shown.

DIMENSIONS 3
Model: 567-121" BBC SFFA w/o Chassis Fairings
FAX to BOC=90.1"

5) If you want to find BOC Protrusion Subtract the A (or A+C) dimension from 90.1” (front axle to BOC dimension
Notes:
DEF tank location is good for 44/58/72/80" sleepers as shown.
DIMENSIONS 3
Model: 567-115" BBC SFFA w/o Chassis Fairings
FAX to BOC=86.2"

Notes:
DIMENSIONS 3
Model: 389-131”
FAX to BOC=100.6"

Notes:
DIMENSIONS 3
Model: 389-123”
FAX to BOC=92.8"

Notes:

DIMENSIONS 3
Model: 367 SFFA”
FAX to BOC=92.8"

Notes:

DIMENSIONS 3
Model: 367 SBFA”
FAX to BOC=76.8"

Notes:

DIMENSIONS 3
Model: 365 SFFA”
FAX to BOC=86.9"

Notes:

DIMENSIONS 3
Model: 365 SBFA”
FAX to BOC=68.9"

Notes:

DIMENSIONS 3
EXHAUST SYSTEMS
389 FAMILY ISX-12 2013 EMISSIONS
EXHAUST SINGLE RH SIDE OF CAB DPF/SCR RH UNDER CAB 2013 EMISSIONS
(Reference option code 3365040)
FIGURE 3-42. Exhaust Single RH Side of Cab DPF/SCR RH Under Cab

DIMENSIONS 3
EXHAUST DUAL SIDE OF CAB DPF/SCR RH UNDER CAB
2013 EMISSIONS
FIGURE 3-43. Exhaust Dual Side of Cab DPF/SCR RH Under Cab
Notes:
1) 11 5/8" frame rails or outserts are not available with dual side of cab exhaust configuration.
2) Dual side of cab exhaust is not available with Models 384 or 365 SBFA.
3) Dual side of cab exhaust is not available with an PX-9.
4) Dual side of cab exhaust on Model 389-131 will be low route configuration, not the high route shown above.

DIMENSIONS 3
EXHAUST SINGLE RH BACK OF CAB DPF/SCR RH UNDER CAB
2013 EMISSIONS
FIGURE 3-44. Exhaust Single RH Back of Cab DPF/SCR RH Under Cab

DIMENSIONS 3
EXHAUST SINGLE HORIZONTAL DPF/SCR RH UNDER CAB
2013 EMISSIONS
FIGURE 3-45. Exhaust Single Horizontal DPF/SCR RH Under Cab

DIMENSIONS 3
EXHAUST SINGLE RH BACK OF SLEEPER DPF/SCR RH UNDER CAB
2013 EMISSIONS
FIGURE 3-46. Exhaust Single RH Back of Sleeper DPF/SCR RH Under Cab

DIMENSIONS 3
EXHAUST DUAL BACK OF SLEEPER DPF/SCR RH UNDER CAB
2013 EMISSIONS
FIGURE 3-47. Exhaust Dual Back of Sleeper DPF/SCR RH Under Cab

DIMENSIONS 3
EXHAUST SINGLE RH BACK OF SLEEPER DPF/SCR CROSS OVER UNDER FRAME
2013 EMISSIONS
FIGURE 3-48. Exhaust Single RH Back of Sleeper DPF/SCR Cross Over Under Cab

DIMENSIONS 3
EXHAUST DUAL BACK OF SLEEPER DPF/SCR CROSS OVER UNDER FRAME
2013 EMISSIONS
FIGURE 3-49. Exhaust Dual Back of Sleeper DPF/SCR Cross Over Under Cab

DIMENSIONS 3
EXHAUST SINGLE HORIZONTAL LH DPF/SCR CROSS OVER UNDER FRAME
2013 EMISSIONS
FIGURE 3-50. Exhaust Single Horizontal DPF/SCR Cross Over Under Cab
Notes:
1) Day cabs require LH under cab battery box or in-cab battery box and omit hose tenna option.
DEF injector and coolant lines will be routed above the rails.
2) The piping between the DPF and SCR protrudes 1.2” above the 10-5/8” frame rail.

DIMENSIONS 3
EXHAUST SINGLE LH BACK OF CAB/SLEEPER DPF/SCR VERTICAL – DAY CAB
2013 EMISSIONS
FIGURE 3-51. Exhaust Single LH Back of Sleeper DPF/SCR Vertical – Day Cab
Notes:
1) With Model 365 or 384 and an MX engine, the piping will route below the frame rails similar to EXHAUST SINGLE
LH BACK OF SLEEPER DPF/SCR VERTICAL – 44” SLEEPER.

DIMENSIONS 3
EXHAUST SINGLE LH BACK OF SLEEPER DPF/SCR VERTICAL – 44” SLEEPER
2013 EMISSIONS
FIGURE 3-52. Exhaust Single LH Back of Sleeper DPF/SCR Vertical – 44” Sleeper

DIMENSIONS 3
389 FAMILY ISL-G 2013 EMISSIONS
EXHAUST SGL RH SIDE OF CAB ISL-G ONLY
2013 EMISSIONS
FIGURE 3-53. Exhaust Single RH Side of Cab ISL-G Only

DIMENSIONS 3
EXHAUST SINGLE RH BACK OF CAB ISL-G ONLY
2013 EMISSIONS
12.7”
FIGURE 3-54. Exhaust Single RH Back of Cab ISL-G Only

DIMENSIONS 3
EXHAUST SINGLE HORIZONTAL ISL-G OR ISX12-G ONLY
2013 EMISSIONS
29.0”
FIGURE 3-55. Exhaust Single Horizontal ISL-G or ISL12-G Only

DIMENSIONS 3
EXHAUST SINGLE RH FRAME MTD ISL-G OR X12-G ONLY
2013 EMISSIONS
19.4”
FIGURE 3-56. Exhaust Single Vertical ISL-G or ISL12-G Only

DIMENSIONS 3
389 FAMILY 2017 EMISSIONS
MODEL 389-123 EXHAUST SINGLE RH BACK OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 389-123 EXHAUST SINGLE RH SIDE OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 389-123 EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER CAB
2017 EMISSIONS
FIGURE 3-59. Exhaust Single RH Horizontal DPF/SCR RH Under Cab

DIMENSIONS 3
MODEL 389-123 EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER FRAME
2017 EMISSIONS
FIGURE 3-60. Exhaust Single RH Horizontal DPF/SCR RH Under Frame

DIMENSIONS 3
MODEL 389-131 EXHAUST SINGLE RH BACK OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
MODEL 389-131 EXHAUST DUAL SOC DPF/SCR RH UNDER CAB
2017 EMISSIONS
FIGURE 3-65. Exhaust Dual SOC DPF/SCR RH CAB

DIMENSIONS 3
MODEL 365-115 SFFA EXHAUST SINGLE RH BACK OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 365-115 SFFA EXHAUST SINGLE RH SIDE OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 367-123 SBFA EXHAUST SINGLE RH SIDE OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 365-115 SBFA FEPTO EXHAUST SINGLE RH BACK OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 365-115 SBFA FEPTO EXHAUST SINGLE RH SIDE OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 365-115 SBFA FEPTO EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 367-123 SBFA HH EXHAUST SINGLE RH BACK OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 367-123 SBFA HH EXHAUST SINGLE RH SIDE OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 367-123 SBFA HH EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
567/579 FAMILY 2017 EMISSIONS
MODEL 567-115 SBFA EXHAUST SINGLE RH BACK OF CAB DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-115 SBFA EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-115 SBFA EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER FRAME
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-115 SBFA EXHAUST DUAL SOC DPF/SCR RH UNDER CAB
2017 EMISSIONS
FIGURE 3-80. Exhaust Dual SOC DPF/SCR RH Under Cab

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-115 SFFA EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-115 SFFA EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER FRAME
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-115 SFFA EXHAUST DUAL SOC DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-121 SFFA EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-121 SFFA EXHAUST SINGLE RH HORIZONTAL DPF/SCR RH UNDER FRAME
2017 EMISSIONS

DIMENSIONS 3
MODEL 567-121 SFFA EXHAUST DUAL SOC DPF/SCR RH UNDER CAB
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
2017 EMISSIONS

DIMENSIONS 3
MODEL 579-123 EXHAUST DUAL SOC DPF/SCR RH UNDER CAB
2017 EMISSIONS

SECTION 4 BODY MOUNTING
INTRODUCTION
This section has been designed to provide guidelines to aid in body mounting. This is not intended as a complete guide,
rather as general information. Body mounting strategies are unique to each body type and body builder must determine
the appropriate method.
Please contact your local Peterbilt dealer if more information is desired.
FRAME RAILS
Frame rail information is provided per rail.
TABLE 4-1. Single Frame Rails

Section
Rail Height Flange Width Web Thickness Modulus RBM (per rail) Weight (per rail)
(in.) (in.) (in) (cu. In.) (in.-lbs) (lbs/in.)
10 5/8 3.45 0.313 14.8 1,776,000 1.44
10 3/4 3.50 0.375 17.8 2,136,000 1.74
10 11/16 3.50 0.500 22.35 2,683,000 2.35
11 5/8 3.875 0.375 21.4 2,568,000 1.91
(1) 18.2 2,184,000 1.78
13 3/8 3.625 0.375
25.1 3,012,000 2.05
(1)
The 13 3/8 rail has a front rail height of 10 3/4. The front rail height values are listed on top of the 13 3/8 values.
TABLE 4-2. Built-up Frame Rails

Main Rail Section
Height Modulus RBM (per rail) Weight (per rail)
(in.) Insert Outsert (cu. In.) (in.-lbs) (lbs/in.)
10 5/8 9.875 x 2.87 x .250 None 23.6 2,832,000 2.48
10 3/4 9.875 x 2.87 x .250 None 28.9 3,468,000 2.78
10 3/4 9.875 x 2.87 x .250 11.625 x 3.87 x .375 45.7 5,484,000 4.67
11 5/8 10.75 x 3.50 x .375 None 37.7 4,524,000 3.65
BODY MOUNTING 4
CRITICAL CLEARANCES
REAR TIRES AND CAB

CAUTION: Insufficient clearance between rear tires and body structure could cause damage to the body during
suspension movement.
Normal suspension movement could cause contact between the tires and the body. To prevent this, mount the body so
that the minimum clearance between the top of the tire and the bottom of the body is 8 inches (203 mm). This should be
measured with the body empty. See FIGURE 4-1.
FIGURE 4-1. Minimum Clearance Between Top of Rear Tires and Body Structure Overhang
CAUTION: Maintain adequate clearance between back of cab and the front (leading edge) of mounted body. It is
recommended the body leading edge be mounted 4 in. behind the cab. See FIGURE 4-2.
NOTE: Be sure to provide maintenance access to the battery box and fuel tank fill neck.
FIGURE 4-2. Minimum Back of Cab Clearance

BODY MOUNTING 4
BODY MOUNTING USING BRACKETS
CAUTION: Always install a spacer between the body subframe and the top flange of the frame rail. Installation of
a spacer between the body subframe and the top flange of the frame rail will help prevent premature wear of the
components due to chafing or corrosion.
WARNING! When mounting a body to the chassis, DO NOT drill holes in the upper or lower flange of the
frame rail. If the frame rail flanges are modified or damaged, the rail could fail prematurely and cause an
accident. Mount the body using body mounting brackets or U–bolts.
FRAME SILL
If the body is mounted to the frame with brackets, we recommend a frame sill spacer made from a strip of rubber or plastic
(delrin or nylon). These materials will not undergo large dimensional changes during periods of high or low humidity. The
strip will be less likely to fall out during extreme relative motion between body and chassis. See FIGURE 4-3.
FIGURE 4-3. Spacer Between Frame Sill and Body Rail – Rubber or Plastic

BODY MOUNTING 4
BRACKETS
When mounting a body to the chassis with brackets, we recommend designs that offer limited relative movement, bolted
securely but not too rigid. Brackets should allow for slight movement between the body and the chassis. For instance,
FIGURE 4-4 shows a high compression spring between the bolt and the bracket and FIGURE 4-5 shows a rubber spacer
between the brackets. These designs will allow relative movement between the body and the chassis during extreme
frame racking situations. Mountings that are too rigid could cause damage to the body. This is particularly true with tanker
installations.
FIGURE 4-4. Mounting Brackets FIGURE 4-5. Mounting Brackets

BODY MOUNTING 4
MOUNTING HOLES
When installing brackets on the frame rails, the mounting holes in the chassis frame bracket and frame rail must comply
with the general spacing and location guidelines illustrated in FIGURE 4-6.
FIGURE 4-6. Hole Location Guidelines for Frame Rail and Bracket
FIGURE 4-7. Crossmember Gusset Hole Patterns (Additional Holes Available in 50 mm Horizontal Increments)

BODY MOUNTING 4
FRAME DRILLING
WARNING! When mounting a body to the chassis, DO NOT drill holes in the upper or lower flange of the frame
rail. If the frame rail flanges are modified or damaged, the rail could fail prematurely and cause an accident.
Mount the body using body mounting brackets or U–bolts.
FIGURE 4-8. Frame Rail Flange Drilling Prohibited
WARNING! DO NOT drill closely spaced holes in the frame rail. Hole centers of two adjacent holes should be
spaced no less than twice the diameter of the largest hole. Closer spacing could induce a failure between the
two holes.
CAUTION: An appropriately sized bolt and nut must be installed and torqued properly in all unused frame holes.
Failure to do so could result in a frame crack initiation around the hole.
CAUTION: Use care when drilling the frame web so the wires and air lines routed inside the rail are not
damaged. Failure to do so could cause an inoperable electrical or air system circuit.
CAUTION: Never use a torch to make holes in the rail. Use the appropriate diameter drill bit. Heat from a torch
will affect the material properties of the frame rail and could result in frame rail cracks.
CAUTION: The hole diameter should not exceed the bolt diameter by more than .060 inches (1.5mm).

BODY MOUNTING 4
BODY MOUNTING USING U–BOLTS
If the body is mounted to the frame with U–bolts, use a hardwood sill (minimum 1/2 inch (12.7 mm) thick) between the
frame rail and body frame to protect the top surface of the rail flange.
WARNING! Do not allow the frame rails or flanges to deform when tightening the U–bolts. It will weaken the
frame and could cause an accident. Use suitable spacers made of steel or hardwood on the inside of the frame
rail to prevent collapse of the frame flanges.
Use a hardwood spacer between the bottom flange and the U–bolt to prevent the U–bolt from notching the frame flange.
See FIGURE 4-9.
FIGURE 4-9. Acceptable U-Bolt Mounting with Wood and Fabricated Spacers
WARNING! Do not allow spacers and other body mounting parts to interfere with brake lines, fuel lines, or wiring
harnesses routed inside the frame rail. Crimped or damaged brake lines, fuel lines, or wiring could result in loss
of braking, fuel leaks, electrical overload or a fire. Carefully inspect the installation to ensure adequate
clearances for air brake lines, fuel lines, and wiring. See FIGURE 4-10.

BODY MOUNTING 4
FIGURE 4-10. Clearance Space for Air Lines and Cables
WARNING! Do not notch frame rail flanges to force a U–bolt fit. Notched or
damaged frame flanges could result in premature frame failure. Use a larger size U-bolt.
CAUTION: Mount U–bolts so they do not chafe on frame rail, air or electric lines.

BODY MOUNTING 4
REAR BODY MOUNT
When U–bolts are used to mount a body we recommend that the last body attachment be made with a “fishplate” bracket.
See FIGURE 4-11. This provides a firm attaching point and helps prevent any relative fore or aft movement between the
body and frame. For hole location guidelines, See FIGURE 4-7.
FIGURE 4-11. Fishplate Bracket at Rear End of Body

SECTION 5 FRAME MODIFICATIONS
INTRODUCTION
Peterbilt offers customer specified wheelbases and frame overhangs. So, in most cases frame modifications should not
be necessary.
However, some body installations may require slight modifications, while other installations will require extensive
modifications. Sometimes an existing dealer stock chassis may need to have the wheelbase changed to better fit a
customer’s application. The modifications may be as simple as modifying the frame cutoff, or as complex as modifying the
wheelbase.
DRILLING RAILS
If frame holes need to be drilled in the rail, see SECTION 4 BODY MOUNTING for more information.
MODIFYING FRAME LENGTH
The frame overhang after the rear axle can be shortened to

match a particular body length. Using a torch is acceptable;
however, heat from a torch will affect the material
characteristics of the frame rail. The affected material will
normally be confined to within 1 to 2 inches (25 to 50mm) of
the flame cut and may not adversely affect the strength of the
chassis or body installation.
CHANGING WHEELBASE
Changing a chassis’ wheelbase is not recommended.
Occasionally, however, a chassis wheelbase will need to be
shortened or lengthened. Before this is done there are a few
guidelines that should to be considered.
WARNING! When changing the wheelbase, be sure

to follow the driveline manufacturer’s
recommendations for driveline length or angle
changes. Incorrectly modified drivelines can fail
prematurely due to excessive vibration. This can
cause an accident and severe personal injury.
Before changing the wheelbase, the driveline angles of the

proposed wheelbase need to be examined to ensure no
harmful vibrations are created. Consult with the driveline
manufacturer for appropriate recommendations.
Before the rear suspension is relocated, check the new

location of the spring hanger brackets. The new holes for the
spring hanger brackets must not overlap existing holes and
should adhere to the guidelines in the “FRAME DRILLING”
section of this manual.
When shortening the wheelbase, the suspension should be

moved forward and relocated on the original rail. The rail
behind the suspension can then be cut to achieve the desired
frame overhang. See FIGURE 5-1.
FIGURE 5-1. Wheelbase Customization
FRAME MODIFICATIONS 5
CROSSMEMBERS
After lengthening a wheelbase, an additional crossmember may be required to maintain the original frame strength. The
maximum allowable distance between the forward suspension crossmember and the next crossmember forward is 47.2
inches (1200 mm). If the distance exceeds 47.2 inches (1200 mm) after the wheelbase is lengthened, add a crossmember
between them.
FIGURE 5-2. Crossmember Spacing Requirements

TORQUE REQUIREMENTS
Torque values apply to fasteners with clean threads, lightly lubricated, with hardened steel washers, and nylon-insert nuts.
TABLE 5-1. Customary Grade 8 UNF or UNC.

Fastener Torque
Size Nm lb-ft
5/16 22–30 16–22
3/8 41–54 30–40
7/16 75–88 55–65
1/2 109–122 80–90
9/16 156–190 115-140
5/8 224–265 165–195
3/4 394–462 290–340
7/8 517–626 380–460
1 952–1129 800–830
1-1/8 1346–1591 990–1170
1-1/4 1877–2217 1380–1630
TABLE 5-2. U.S. Customary - Grade 8 Metric Class 10.9

Fastener Torque
Size Nm lb-ft
M6 9–15 7–11
M8 23–31 17–23
M10 33–43 24–32
M12 75–101 55–75
M14 134–164 99–121
M16 163–217 120–160
M20 352–460 260–340
WELDING
The frame rails are heat treated and should not be welded. The high heat of welding nullifies the special heat treatment of
the rails, greatly reducing the tensile strength of the frame rail. If a frame member becomes cracked from overloading,
fatigue, surface damage or a collision, the only permanent repair is to replace the damaged frame member with a new
part.
The following information is provided (for temporary emergency repair). Prior to welding a cracked frame rail, the area
should be beveled (V’d out) to allow for a better weld. To prevent spreading of the crack, a 7 to 9 mm (1/4 in. to 3/8 in.)
dia. hole should be drilled at the end of the crack. Widen the crack along its full length by using two hack saw blades
together. When welding steel frames use the shielded arc method. When welding aluminum frames use either the
tungsten inert gas (TIG) or consumable electrode method. Be sure to obtain full weld penetration along the entire length of
the crack.

PRECAUTIONS
CAUTION:
Before welding, disconnect the negative terminal battery cable.
CAUTION:
Before welding, disconnect the alternator terminals. Failure to do so could result in damage to
the voltage regulator and/or alternator.
CAUTION:
To prevent damage to electrical equipment, disconnect battery cables before arc-welding on a
truck, and be sure that the welding ground lead is connected to the frame. Bearings and other
parts will be damaged if current must pass through them in order to complete the circuit.
WELDING PRECAUTIONS: ALL ELECTRONIC ENGINES

Before welding on vehicles with electronic engines, the following precautions should be observed.
1. Disconnect all electrical connections to the vehicle batteries.
2. Disconnect all ECM connectors.
3. Do no use the ECM or engine ground stud for the ground of the welding probe.
4. Ensure that the ground connection for the welder is as close to the weld point as possible. This ensures
maximum weld current and minimum risk to damage electrical components on the vehicle.
5. Turn off key.
NOTE:
Bosch ABS and Wabco ABS: Disconnect ECU.

SECTION 6 ELECTRICAL 389 FAMILY
CONTROL UNIT IDENTIFICATION
This manual provides service information covering models equipped with the multiplexed instrumentation system. Before
attempting to make service repairs, the technician should be knowledgeable about the system design, components,
operation and troubleshooting procedures for diagnosing instrumentation problems.
Vehicle component inputs are sent to the ICU/CECU through the J1939 data bus or conventional wiring. The ICU/CECU
interprets the various inputs and monitors/controls the functions for each input through the ICU/CECU software. Output
signals from the ICU/CECU provide data for the gauges, warning lamps, audible alarms, and displays inside the cluster.
When used in conjunction with the Electronic Service Analyst (ESA) diagnostic software tool, the technician can review
fault codes stored in the ICU/CECU, verify whether the instrumentation is working properly and diagnose the root cause of
the problem more easily.
FUNCTIONAL DESCRIPTION-INSTRUMENTATION CONTROL UNIT

CAB ELECTRONIC CONTROL UNIT (ICU/CECU)
The heart of the multiplexed instrumentation system is the ICU/CECU. The ICU/CECU is located behind the radio at the
center of the dash. See FIGURE 6-1.
FIGURE 6-1. Instrument Control Unit and Electronic Control Unit (ICU/ECU)
This manual provides service information covering trucks equipped with the multiplexed instrumentation system. Before
attempting to make service repairs, the technician should be knowledgeable about the system design, components,
operation and troubleshooting procedures for diagnosing multiplexed instrumentation problems.
Electrical 389 Family 6
ELECTRONIC SERVICE AGENT (ESA)
Introduced in 2005, the Electronic Service Analyst (ESA) is the diagnostic software tool that is used to simplify the
troubleshooting of the new multiplexed instrumentation.
Early multiplexing in Peterbilt trucks was for the instrumentation system only. The module was known as the
Instrumentation Control Unit (ICU).
Now, as multiplexing from this control module is being used for systems other than just the instrumentation, the module
has been renamed the Cab Electronic Control Unit (CECU).
The CECU is an updated ICU. It is still located behind the center console, but now includes a few more circuits to in-
corporate the new features. ESA 2.0 is the tool for both.
Identifying which control module is in the vehicle helps determine what features are present and also aids in
troubleshooting.
MODELS–BUILD DATES IDENTIFICATION
TABLE 6-1. Control Module

Control
Models Production Build Dates
Module
ICU 357, 378, 379, Vehicles built with new conven-

385, 386 tional interiors from April 2005 to
January 2007
365, 367, 384, Vehicles built with EPA compli-

CECU 386, 387, 388, ant engines beginning January
389, 567, 579, 587 2007
IDENTIFICATIONS
Control module identification can be made using a few methods:
• Searching using the Electronic Catalog (ECAT)
• Connecting using the Electronic Service Analyst (ESA) 2.0
• Dome light function
ECAT Identification
Using ECAT or ESA 2.0 are the easiest and most exact ways of determining the type of control module in the truck.
ECAT provides a parts list “as built” and Bill of Materials in formation for each specific truck. The catalog is searchable,
and contains the part number and identification of the truck’s instrument panel control module.
• ICU Part Number Q21-1029-X-XXX
• CECU Part Number Q21-1055-X-XXX

ESA Identification
Connecting using ESA 2.0 brings up a control module information window. In this window, the fourth line item is the
Control Unit Type and identifies whether the truck has an ICU or CECU.
FIGURE 6-2. ESA Identification, Programming Date and Module Software Version
Dome Light Identification
The CECU system has an updated feature that delays turning the dome light off when you close the door. The previous
ICU system did not have this function so the light turns off as soon as the door is shut. Therefore, if the dome light does
not turn off immediately after all doors are shut, then the vehicle has a CECU system. If the dome light does turn off
immediately, then the vehicle may be ICU OR CECU with this function disabled. In these cases, you will need to refer to
ECAT for verification.
Comparison Chart
The following charts show the differences between the ICU and CECU.
The first chart provides an alphabetical listing of the features available for either an ICU or CECU. Since the CECU is an
updated ICU, almost all of the features of an ICU are found in a CECU, except a few out dated options such as the
pyrometer.
The similarity of the modules is easily seen in the second chart as well. This chart is an abbreviated connector pinout of
each module. Since the same wiring connections are used for both modules, it’s easy to see that the CECU has more
circuits to handle the increase in multiplexed features.

TABLE 6-2. Dome Light Identification Supported Features ICU CECU
Supported Features ICU CECU Regeneration switch enable x
Air filter restriction x x Retarder select x
Air pressure transducer x x Right turn x x
Ammeter x x Seat belt telltale x
Axle temperature 1 x x Spare analog input 2R x
Axle temperature 2 x x Spare analog input 3V x
Axle temperature 3 x x Spare digital input 1H x
Backlighting -auxiliary x x Spare digital input 1L x
Brakesaver oil temperature x Stop engine telltale x x
Cab dome lamp x Tail & park lamps active x x
Check engine telltale x x Tractor ABS telltale x x
Clutch switch x Trailer ABS telltale x x
Courtesy lights - left door x x Transfer case oil temp x x
Courtesy lights -right door x Transmission oil temp -aux x x
Cruise control x Transmission oil temp - main x x
CVSG data/power x x V-CAN high x x
Dash buzzer x x V-CAN low x x
Dash/panel illumination x x
Dimmer input x x Con Pin
Dome lamp x nector Number Circuit Function ICU CECU
Editable telltale 1, position 4 x x A 1 CVSG power x x
Editable telltale 2, position 7 x x 2 Power - battery x x
Editable telltale 3, position 8 x x 3 Cab dome lamp x
Editable telltale 4, position 9 x x 4 Menu control switch power x
Editable telltale 5, position 10 x 5 Ground x x
Editable telltale 6, position 12 x x 6 Menu control switch ground x
Editable telltale 7, position 13 x 7 Dash/panel illumination x x
Editable telltale 8, position 14 x x 8 Auxiliary backlighting x x
Editable telltale 9, position 16 x x 9 Power -battery x
Engine fan override x B 1 Menu control switch encode A x
Fifth wheel lock telltale x x 2 Menu control switch encode B x
Fuel filter restriction x x 3 Menu control switch enter x
Fuel level sensor 1 x x Courtesy lights - right door jamb
4 x
switch
Fuel level sensor 2 x x
5 Spare digital input 1H x
General oil temperature x x
6 Dome lamp input x
Hazard x x
7 Seat belt telltale x
Headlamps active x
8 Cruise set x
High beam active x x
9 Cruise resume x
I-CAN high x x
10 Spare digital input 1L x
I-CAN low x x
11 Retarder select 1 x
Idle timer relay x
12 Retarder select 2 x
Interaxle lock telltale x x
13 Clutch switch x
K-line x x
14 Headlamps active x
Left turn x x
15 PTO set (future provision) x
Message display x
16 PTO resume (future provision) x
Outside air temperature x x
17 Engine fan override x
Park brake active x x
18 Regen enable x
Power -accessory x x
19 Spare digital input 3L (future prov) x
Power -battery x x
Power -ignition x x
Power supply +5V sensors x x
22 Spare digital input 2H (future prov) x
Pyrometer x

Con Pin Con Pin IC
nector Number Circuit Function ICU CECU nector Number Circuit Function U CECU
C 1 Power supply +5V sensors x x D 9 Right turn x x
2 Analog return x x (cont.) 10 Cruise on/off x
PTO oil temp (future 11 Interaxle lock telltale x x
3 provision) x
12 Fifth wheel lock telltale x x
4 K-line x x
5 Dimmer input x x 13 Tractor ABS telltale x x
Air pressure transducer - pri- 14 Trailer ABS telltale x x
6 mary x x
15 Check engine telltale x x
Air pressure transducer -
7 secondary x x 16 Stop engine telltale x x
Air pressure transducer - Spare digital input 6L (future
17 x
8 application x x provision)
9 Ammeter x x 19 Editable telltale 1 - position 4 x x
10 Air filter restriction x x 20 Editable telltale 2 - position 7 x x
11 Fuel filter restriction x x 21 Editable telltale 3 - position 8 x x
12 Fuel level sensor 1 x x
22 Editable telltale 4 - position 9 x x
13 Fuel level sensor 2 x x
14 CVSG data x x 23 Editable telltale 5 - position 10 x
15 CVSG return x x 24 Editable telltale 6 - position 12 x x
16 Outside air temperature x x
25 Editable telltale 7 - position 13 x
17 Axle temperature 1 x x
18 Axle temperature 2 x x 26 Editable telltale 8 - position 14 x x
19 Axle temperature 3 x x 27 Editable telltale 9 - position 16 x x
20 General oil temperature x x 28 Dash buzzer 1A x x
Transmission oil temperature
21 - main x x 29 Dash buzzer 1B x x
Transmission oil temperature 30 Dash buzzer 1C x x
22 - aux x x
31 Dash buzzer 2 x x
23 Pyrometer x
24 Brakesaver oil temperature x 32 M-CAN high (future provision) x
25 Analog return x x 33 M-CAN low (future provision) x
Transfer case oil
26 temperature x x 34 I-CAN high x x
Remote throttle signal (future 35 I-CAN low x x

27 provision) x
37 V-CAN high x x
Spare analog input 1V
28 (future provision) x 38 V-CAN low x x
Spare analog input 2V E 1 Idle timer relay x

29 (future provision) x Spare relay output 1 (future
30 Spare analog input 3V x 2 x
provision)
31 Spare analog input 2R x Spare relay output 2 (future
3 x
Spare analog input 1R provision)
32 (future provision) x Spare relay output 3 (future
4 x
Spare relay output 8 (future provision)
39 provision) x
5 Ground x
D 1 Power - ignition x x
Spare relay output 4 (future
Courtesy lights -left door 6 x
provision)
2 jamb switch x x
3 Power - accessory x x 7 x
provision)
4 Hazard x x
5 Tail & park lamps active x x 8 x
provision)
6 High beam active x x
7 Park brake active x x 9 x
provision)
8 Left turn x x

HOW MULTIPLEXED INSTRUMENTS WORK
Multiplexed gauges receive signals through the Instrumentation Control Unit/Cab Electronic Control Unit (ICU/ CECU)
located behind the center console. The ICU/CECU receives sensor signals either through the J1939 data bus or via
conventional wiring sending signals from sensors that read actual pressures or temperatures. The ICU/CECU interprets
this data and monitors or controls vehicle operation through the ICU/CECU software. The ICU/CECU then sends data to
the gauges, warning lamps, audible alarms, and displays located inside the gauge clusters. The central instrument cluster
(Figure 6-3) includes the speedometer (including odometer and trip meter) and tachometer (including engine hour meter
and outside temperature display), plus pre-installed standard and/or editable warning light symbols called “telltale decals”
mounted on the “Icon Tray.”
The Icon Tray slides into the bottom of the cluster. The standard Icon Tray covers most warning light requirements;
editable icon lenses can be added for less common components that also require warning lights.
FIGURE 6-3. Central Instrument Cluster
INTRODUCTION
This section provides service information covering Peterbilt Conventional Models equipped with the multiplexed
instrumentation system. Before attempting to make service repairs, the technician should be knowledgeable about the
system design, components, operation and troubleshooting procedures for diagnosing instrumentation problems.
Vehicle component inputs are sent to the ICU/CECU through the J1939 data bus or conventional wiring. The ICU/CECU
interprets the various inputs and monitors/controls the functions for each input through the ICU/CECU software. Output
signals from the ICU/CECU provide data for the gauges, warning lamps, audible alarms, and displays inside the cluster.
See Figure 6-5.
When used in conjunction with the Electronic Service Analyst (ESA) diagnostic software tool, the technician can review
fault codes stored in the ICU/CECU, verify whether the instrumentation is working properly and diagnose the root cause of
the problem more easily.

CENTRAL INSTRUMENT CLUSTER
The central instrument cluster includes:
• driver information display

• speedometer (including odometer and trip meter)
• tachometer (including engine hour meter and outside temperature display)
• pre-installed standard and/or editable warning light symbols called “telltale decals” mounted on the “Icon Tray.”
The Icon Tray slides into the bottom of the cluster. The standard Icon Tray covers most warning light requirements;
editable icon lenses can be added for less common components that also require warning lights.
The Driver Information Display, located at the top of the instrument cluster, displays vehicle information and warnings
through a constant monitoring of the vehicle systems. The various functions may be accessed by navigating through
menu screens using the menu control switch (rotational knob).
FIGURE 6-4. ICU/CECU Access

FIGURE 6-5. Telltale

ICU/CECU ARCHITECTURE
The software programming of the control module can be grouped into three main types:
• Run Time (RT) - which acts as the operating system where all communication takes place.
• Programmable Logic Controller (PLC) Code - manufacturer specific programmed code and software that is
developed, accessible and editable.
• Vendor Module - blocks of code that are developed for specific manufacturers to allow other features to be
implemented more efficiently.
See Multiplexed Instrumentation Block Diagram (Figure 6-6).
To better understand how Electronic Service Analyst (ESA) functions and why there are current limitations on some of the
multiplexed features, by explaining what ESA can see. Currently ESA can look at all information that is communicated
between the RT and PLC Code portions of the programming. Any signals, be they inputs, outputs, or dataline signals,
sent between the RT and PLC Code are visible to ESA. These are the signals that may be monitored and simulated using
ESA.
Limitations with the ESA program are found in the communications that go to the pre-developed Vendor Modules.
Currently this information is not available for ESA to look at. That is why some features that have Vendor Module
programming, such as the odometer and the message display, are not available to monitor and/or simulate through ESA.
FIGURE 6-6. CECU Block Diagram

The central instrument cluster receives input data from the ICU/CECU via the I-CAN data bus. When the ignition key
is first turned ON, the cluster performs a calibration power
on self-test.
POWER ON SELF-TEST
• Ignition key turned ON.
• The speedometer and tachometer gauge pointers move from pointing at zero, counter-clockwise to their
mechanical limit (approx. -8°), remain there for 1 second and return to pointing at zero.
• At the same time, all LED indicators and telltales are switched on together, and then switched off together.
• A warning sound sequence is also activated five times without a break.
• The warning lamps in the cluster are all activated by the ICU/CECU, Three screens will sequentially display
warning icons on the Driver Information Display. The ICU/CECU receives direct wire inputs for all warning lamps
with the exception of the Low Coolant Level warning and the Traction Control/Stability Control lamp. These lamp
inputs are received via the J1939 (vehicle CAN) data link. The ICU/CECU typically receives the Trailer ABS
warnings via the J1939 (Vehicle CAN) data link, however it can also be direct wired to the ICU/CECU from the
ABS unit on the trailer, if required.
NOTE: Before replacing the ICU/CECU or any gauges, check the wiring and fuses, and perform the diagnostic tests using
ESA to verify that you are not replacing a good component.
COMMERCIAL VEHICLE SMART GAUGES (CVSG)

The right and left instrument panel gauges used with the multiplexed instrumentation are commonly referred to as
Commercial Vehicle Smart Gauges (CVSG). Like the central instrument cluster, the 2-inch gauges also receive input data
directly from the ICU/CECU. CVSG’s are electronic and mechanical. The electronic CVSG’s receive digital data from the
ICU/CECU via the CVSG data bus. The mechanical gauges (i.e. suspension air pressure, etc.) are driven directly from the
air pressure. Both types of gauges receive input signals from the ICU/CECU via a 4-wire “daisy chained” jumper harness
that links one gauge to another. When the ignition key is first turned ON, all the electronic 2-inch gauges will perform a
calibration “power on self-test.”
POWER ON SELF-TEST
• Ignition key turned ON.
• The gauge pointers move from pointing at zero, counterclockwise to their mechanical limit (approx. ¬5°), remain
there for 1 second and return to pointing at zero.
• At the same time, all LED indicators are switched on together, and then switched off together.
Additional CVSG gauge information service technicians should be aware of:
• 2-inch electronic gauges receive their power from the ICU/CECU.

• Yellow = Power wire (9-16 volts)
• Green = Ground (Return) wire
• The ICU/CECU sends 2-inch electronic gauges information over a data link (blue wire) between the ICU/ CECU
and the gauge.
• 4-way jumper harnesses link each 2-inch gauge together.
• Yellow = Power wire
• Green = Ground (Return)
• Blue = Data link
• Brown = Backlighting (used for mechanical gauges only)
• Backlighting for 2-inch electronic gauges is sent from the ICU/CECU to the gauges via the data link (Blue wire).
• If the headlamps are on and the dimmer is turned to bright, you can scan the panel and tell which electronic
gauges are wired and functioning correctly.

• If part of the panel has gauges backlit and some of the gauges are not backlit, the jumper harness wire between
the gauges is probably not connected properly.
• If a 2-inch electronic gauge has power (yellow wire) and ground (green wire) but is not receiving data (blue wire),
then the red indicator lamp at the 6 o’clock position of the gauge blinks after 30 seconds of waiting for data. This
indicates there is an open or short in the blue wire between the gauge and the ICU/CECU.
• If the red indicator lamp is on but the gauge is operational, it indicates the value is out of normal range.
• If a 2-inch electronic gauge has a short or open in the sensor wiring, the gauge needle moves 5° below the first
tick mark (approximately one needle thickness).
• Optional mechanical gauge (such as air suspension) needles are driven mechanically with air pressure. There is
no red warning lamp and the backlighting is through the brown wire from the ICU/CECU (a PWM input). The 4-
way jumper harness is still used to pass all 4 circuits through the gauge to the next gauge in the chain.
• Specialty CVSG gauges (such as the clock, PTO hour meter, and transmission display) are stand-alone gauges
and are independent of the ICU/CECU.
INSTRUMENTS AND CONTROLS OPERATION

Before attempting to repair any instrumentation problems, the technician should have a complete understanding of how
the instruments and controls operate.
Speedometer The Speedometer indicates the vehicle speed in miles per hour (mph) and in kilometers per hour (km/h).
Tachometer The Tachometer measures the engine speed in revolutions per minute (rpm).
Air Filter Restriction Pressure The Air Filter Restriction Pressure gauge indicates the condition of the engine air cleaner
and is measured by inches of water (H 2 O). A clean filter should register 7 in. H 2 O (may vary with system design) and a
filter whose life is over registers approximately 25 in. H 2 O.
Air Starter Pressure The Air Starter Pressure Gauge indicates the amount of air pressure in the air start reservoir.
Ammeter The Ammeter monitors the vehicle’s electrical system and makes sure the system is in balance and operating
normally. If not, it may be drawing power from the alternator (positive reading) or from the batteries (negative reading).
Under normal conditions the ammeter will read nearly “zero.”
Axle, Drive Oil Temperature The Drive Axle Oil Temperature gauges (front, rear, and center) indicate the temperature of
the lubricant in the vehicle’s axles.
Axle, Pusher Air Pressure, #1, #2, #3 The Pusher Axle Air Pressure gauges indicate the air pressure in each of the
pusher axles suspension air bags.
Axle, Tag Air Pressure The Tag Axle Air Pressure gauge indicates the amount of air pressure in the tag axle suspension
air bags.
Brake, Application Air Pressure The Brake Application Air Pressure gauge indicates how much air pressure is being
applied from the foot brake valve or trailer brake hand valve to the air brakes.
BrakeSaver Application Air Pressure (Export vehicles only) The BrakeSaver Application Air Pressure gauge indicates
the amount of air pressure applied to the BrakeSaver hand control valve.
BrakeSaver Oil Temperature (Export vehicles only) The BrakeSaver Oil Temperature gauge indicates the temperature
in the BrakeSaver. If the oil temperature exceeds the maximum limits, a red warning lamp in the gauge turns on.

Engine Coolant Temperature The Engine Coolant Temperature gauge indicates the temperature of the engine coolant.
If the coolant temperature exceeds the maximum limits, a red warning lamp in the gauge illuminates and an audible
warning sounds. If the coolant temperature continues to rise, the Check Engine and/or Stop Engine lights illuminate.
Under normal operating conditions the water temperature gauge should register between 165 and 205°F (74 and 90°C).
Under certain conditions, somewhat higher temperatures may be acceptable. The maximum allowable temperature is
220°F (104°C) with the cooling system pressurized, except for certain engines.
Engine, Oil Pressure If the oil pressure drops below the minimum pressure a red warning light in the gauge illuminates,
the Stop Engine light illuminates and an audible alarm tone sounds.
Engine Oil Temperature The Engine Oil Temperature gauge indicates the engine oil temperature. If the oil temperature
exceeds the maximum limits, a red warning light in the gauge illuminates.
Fuel Filter Restriction Pressure This gauge tells you the condition of the fuel filter by indicating the restriction from the
fuel filter to the fuel pump. The restriction is measured by inches of mercury (in-Hg).
Fuel Level, Primary/Secondary (if equipped) The Primary Fuel gauge and Secondary Fuel gauge (if equipped) indicate
the approximate amount of fuel in each fuel tank. In addition to indicating empty and full, the gauge(s) also indicate the
fuel level in graduated increments. When the fuel level for each tank is below 1/4 full, a red warning light in the gauge
illuminates.
General Air Pressure #1, #2 The General Air Pressure gauge(s) are used for customer installed component applications.
General Oil Temperature The General Oil Temperature gauge(s) are used for customer installed component
applications.
Manifold Pressure (Boost) The Manifold Pressure (Boost) gauge indicates the power the engine is putting out by
showing the amount of turbo boost. If the pressure indicated by the manifold pressure gauge goes down, there may be
something wrong with the engine
Primary and Secondary Air Pressure Gauge The Primary Air Pressure gauge indicates pressure in the rear braking
system. The Secondary gauge indicates pressure in the front braking system. Each gauge indicates the amount of air
pressure in each system in pounds per square inch (psi). On vehicles equipped with metric air pressure gauges, the
gauge faceplate includes a kPa (major) scale and psi (minor) scale. If the pressure in either or both circuits falls below 65
psi, a red warning light in the gauge illuminates and an audible alarm tone sounds when the engine is running.
Suspension Load Air Pressure, #1, #2 The Suspension Load Air Pressure gauge indicates the amount of air pressure in
the air suspension air bags. When the vehicle is equipped with a second Suspension Load Air pressure gauge, the #1
gauge indicates the air pressure in the driver’s side air bags. The #2 gauge indicates the air pressure in the passenger’s
side air bags.
Tractor Brake Application Air Pressure The Tractor Brake Application Air Pressure gauge indicates the amount of air
pressure applied to the tractor brakes.
Trailer Brake Application Air Pressure The Trailer Brake Application Air Pressure gauge indicates the amount of air
pressure applied to the trailer brakes during brake foot valve and/or hand brake control valve applications.
Trailer Reservoir Air Pressure The Trailer Reservoir Air Pressure gauge indicates the amount of air pressure in the trailer
brake reservoir.
Transfer Case Oil Temperature The Transfer Case Oil Temperature gauge indicates the temperature of the oil in the
transfer case. If the oil temperature exceeds maximum limits, a red warning light in the gauge illuminates.
Transmission Oil Temperature, Main The Main Transmission Oil Temperature Gauge indicates the temperature of the oil
in the transmission.

Transmission Oil Temperature, Auxiliary The Auxiliary Transmission Oil Temperature gauge indicates the temperature
of the oil in the auxiliary transmission.
Transmission Retarder Oil Temperature The Transmission Retarder Oil Temperature gauge indicates the temperature
of the oil in the transmission retarder.
Voltmeter The Voltmeter displays the battery voltage. Normally, it shows 12 to 14V (volts). A red warning light in the
gauge illuminates when an out of range condition exists.
TABLE 6-3. Gauge Input Sources

Standard / Optional Input Source Input Source Sensor Type *
Air Filter Restriction Pressure Sensor Active
Air Starter Pressure Mechanical
Ammeter Sensor Active
Auxiliary Transmission Oil Temperature Sensor Passive
Brake Application Pressure Sensor Active
Brake Saver Application Air Pressure Mechanical
Brake Saver Oil Temperature (Not available with
Sensor Passive
CECU instrumentation)
Drive Axle Oil Temperature Sensor Passive
Engine Coolant Temperature V-CAN (J1939)
Engine Oil Pressure V-CAN (J1939)
Engine Oil Temperature V-CAN (J1939)
Fuel Filter Restriction Pressure Sensor Active
Fuel Level Sensor Passive
General Air Pressure Mechanical
General Oil Temperature Sensor Passive
Main Transmission Oil Temperature Sensor Passive
Manifold Pressure (Boost) V-CAN (J1939)
Primary & Secondary Air Pressure Sensor Active
Pusher Axle Air Pressure Mechanical
Pyrometer (Exhaust Temperature) (Not available with
Sensor Passive
CECU instrumentation)
Speedometer V-CAN (J1939)
Suspension Load Air Pressure Mechanical
Tachometer V-CAN (J1939)
Tag Axle Air Pressure Mechanical
Trailer Brake Application Air Pressure Mechanical
Trailer Reservoir Air Pressure Mechanical
Transfer Case Oil Temperature Mechanical
Voltmeter Battery Voltage
* Sensor Types:
Active - Has 3 wires and requires power to operate. Output is a linear voltage.
Passive - Has 2 wires and does not require power to operate. Output is a change in resistance.

TRANSMISSION BACK UP SIGNALS
The back-up signal can be accessed from pin A of the 5-way tail light connector located at the end of frame.
The tail light connector is a 5-way connector located in the chassis harness at the end of frame. It will either be connected
to a tail light, a jumper harness, or tied up in the rail if no tail lights are provided.
FIGURE 6-7. Mating Connector: Packard PN 12186400
JUNCTION BOX
The junction box easy access to various signals as outlined in Figure 6-8.
FIGURE 6-8. Junction Box BOC or EOF

J1939
Warning! The J1939 databus is the communication link between the engine and the Anti-Lock Braking System
(ABS). Only J1939 compatible devices should be added to the databus. Some J1939 compatible aftermarket devices may
disrupt the ability of the databus to communicate. If the databus is disrupted by an aftermarket device, it must be removed
from the databus.
GUIDELINES - J1939 CIRCUIT REQUIREMENTS
• Circuits added must be a twisted pair consisting of a minimum of 1 twist per inch.
• Individual breakout length of circuits added cannot exceed 118 inches.
• Do not splice into existing J1939 circuits. Use the connection points provided.
• J1939 circuits are for data transmission only and are not to be used for power or ground circuits.
• Any modifications must conform to SAE J1939-15.
J1939 ACCESS
All Peterbilt vehicles equipped with 2007 Emissions compliant engines include J1939-15 circuitry. The J1939 circuit can
be accessed in two locations. The first access is located inside the dash near the diagnostic connector. The second
access is at the driver side toward the rear of the engine.
1. Dash Access - Connector located in dash behind key switch panel approximately 1 foot down the harness
FIGURE 6-9. Dash Access
2. Engine Access - Connector located on OEM engine harness on driver’s side of engine toward the rear of engine
FIGURE 6-10. Engine Access

J1939 ACCESS PROCEDURES

1. Identify J1939 Access Connector (note long blue shell)
2. Disconnect connection (note terminating resistor from inside blue connector)
FIGURE 6-11. J1939 Access
3. Make connection in between original connection (tin).

4. Ensure terminating resistor is inserted in blue connector shell (arrow).

SECTION 7 ELECTRICAL 579 FAMILY
INTRODUCTION
This section is written to provide information to the body builder when installing equipment into vehicles built with
Multiplexed instrumentation. The new technology presented by NAMUX 4 level instrumentation integrates J-1939 CAN
data communications to various equipment on the vehicle. This book is intended to address how to work in aftermarket
equipment while still maintaining full functionality of the OEM vehicle.
The most important advancement of NAMUX 4 instrumentation is the implementation of the Cab ECU controlling air
operated aftermarket devices. While it is still possible to wire completely outside of the Cab ECU system, utilizing the
CECU functions will make a cleaner installation and will maintain OEM functionality. NAMUX 4 expands controls to air
operated devices by receiving input from dash switches, remote (aftermarket) switches, sensors mounted to the
aftermarket equipment and other vehicle parameters (engine speed, transmission status etc.) With the proper
programming, the CECU will then process the inputs and will create a J-1939 Data instruction which is communicated to
another controller outside the cab called the Chassis Node. This chassis node receives the instruction and connects 12V
power to an air solenoid. 12V power will open the solenoid and supply air pressure to that air circuit.
FIGURE 7-1. NAMUX 4 System Diagram
In addition to NAMUX 4 technology, the vehicle electrical harness has been redesigned to minimize weight and reduce
various connectors (which have been proven to increase the opportunity for electrical malfunctions which also increase
the amount of time to troubleshoot). What this means for the aftermarket installer is that there is a limitation to modifying
a vehicle with aftermarket equipment if the vehicle was not originally specified for those options from the factory. To the
aftermarket installer, more time will be spent installing pins and routing wires instead of simply installing jumper harnesses
if the vehicle was not specified with ‘customer installed’ equipment from the factory. For example, vehicles ordered with a
‘customer installed’ PTO will have connectors on the vehicle for aftermarket connectors. A vehicle specified with standard
radio will not have a pigtail for premium sound speakers.
DIAGNOSTICS CONNECTOR
For Model Year 2017 (Calendar Year 2016) engines, Peterbilt utilizes a faster connection for diagnostics. Before this time
frame, a 250 kbps baud rate was utilized with a black Type 1 diagnostics connector. After this timeframe, U.S. and
Canadian market chassis (not export engines or natural gas engines) will utilize a new green Type 2 connector at 500
kbps band rate. This new connection will utilize the faster connection specifically for OBD CAN diagnostics on the C and
D terminals, while still broadcasting the Vehicle CAN on the F and G terminals (see figure below for comparison). In order
to connect properly, a “Y” adapter cable is required to connect various service tools (DAVIE, ESA, Eaton ServiceRanger,
Allison DOC, Wabco Toolbox). On the “Y” adapter, both green (new) and black (old) connections are provided to allow
compatibility with 2016 and later as well as pre-2016 chassis without the need to remove the adapter.
FIGURE 7-2. Diagnostic Connector Comparison
FIGURE 7-3. 2016+ Service Environment

BODY BUILDER CONNECTION POINTS
Becoming familiar with the various connectors available to the aftermarket installer is important. This section contains
reference information for the connectors that are used to add equipment.
HARNESS DESIGN
The 579 and the vocational 567 are designed and manufactured with a cab harness that is chassis specific. The new
design minimizes the number of connectors which improves routing, reduces electrical problems and reduces diagnostic
time when servicing. The new design, however, changes the way electrical components are added to the vehicle for final
use customers. The after-market installer will have several options available:
1. Ensure that the vehicle is ordered and specified with the equipment installed or at least have ‘furnish by owner’
provision.
2. Install electronic accessories outside of the CECU network, direct power from the power distribution center and no
splicing into the cab harness.
3. Route new wires and install pins to the designated pin location on all connectors.
It is imperative that the installer never splice into a cab harness for signal or power purposes.
Remote Throttle and Remote PTO Control
The body builder will need to find the 12-pin remote throttle connector, located in the engine compartment on the engine
harness. See the PTO Section for additional information
FIGURE 7-4. 12 Pin Connector
SPARE POWER
Spare power connector P096 is located on lower left side of dash behind key switch or kick panel. The mating harness is
available from PACCAR parts with pre-labeled pigtails, P92-8916-000000001. Any spare power requiring more than 20
amps must go directly to the battery box, not this spare circuit.
Pin Spare Circuit No. Designation Fuse Location and Max Rating
F ORN0731-001 Spare Ignition #2 Cab Side M13 - 20A
C ORN0752-001 Spare Accessory #1 Cab Side R10 - 20A
E ORN0731-002 Spare Ignition #1 Cab Side K13 - 20A

Cab Side G10 - 20A
B RED0712-002 Spare Battery #1 (Not Available on Chassis Built Between
12/1/14 and 6/1/16)
G ORN0791-001 Spare LVD #1 Cab Side E7 - 20A
Engine Side E10 - 20A
A RED0711-001 Spare Battery #2 (Not Available on Chassis Built After
12/1/14)
FIGURE 7-5. Spare Circuit Connector and Pinout Details
GROUNDING
Grounding any post-OEM component/device/apparatus/etc. to the metal cab structure or frame is not acceptable. Failure
to properly ground add-on components can result in vehicle damage and possibly bodily injury.
Ground all post-OEM component/device/apparatus/etc. with combined current draw of less than 30A to the firewall ground
buss bar with appropriately sized wire/cable for the load required.
FIGURE 7-6. Grounding Buss Bar Design
FIGURE 7-7. Grounding Point - Cab Interior Behind Driver’s Side Kick Panel
FIGURE 7-8. Grounding Point - Cab Exterior LH Side of Firewall
Post OEM components/devices/apparatus/etc. with combined current draw in excess of 30A, ground must be attained
from vehicle batteries directly with appropriately sized wire/cable for the load required.

ELECTRICAL WIRE NUMBER AND COLOR
Peterbilt will continue to use the wiring scheme that was employed on legacy trucks. The wire system uses 10 different
colors and only on striped wire color. Each wire has a minimum of seven characters, with the first three characters as the
wire color. The remaining four characters are related to the wire services. The colors determine the circuits function as
follows:
TABLE 7-1. Wire Number General Categories

FIGURE 7-9. Spare circuit location under-dash (P096)

FIGURE 7-10. Spare circuit location on Power Distribution Center (Dash-Side, P001)

FIGURE 7-11. Spare circuit diagram (P001 and P096)

AIR SOLENOID GROUND
Air solenoids are grounded to connectors P157 and P185 which are located behind the overbell between the air manifold
and the chassis node.
CAB SWITCH BACKLIGHTING

Splice blocks P010 and P011 provide power and ground for switch lighting. These are located behind the panel to the
right of the steering column. In some instances, you may need to remove the instrument cluster.
ELECTRIC ENGAGED EQUIPMENT (OPPOSED TO AIR OPERATED)

At the left hand forward cab mount, P198 is available for PTO controls that are electrically engaged via 12V DC power.
Located under cab.
FIGURE 7-12. Electric Engaged Equipment Connector
AIR SOLENOID BANK AND CHASSIS NODE
The installer needs to identify where these two components are located.
FIGURE 7-13. Air Solenoid Bank and Chassis Node

REAR AXLE CONTROLS AND SENSORS
Two connectors are located on the left hand frame rail forward of the forward rear drive axle (approximately 3 feet forward
Bogie Centerline).
P803 is to install axle temperature sensors and J803 is to connect differential lock mechanisms.
FIGURE 7-14. Rear Axle Controls and Sensors Connector
B-CAN INTERFACE
One connector is located at the EOF for the BCAN interface.
FIGURE 7-15. B-CAN Connector

LOCATION DIAGRAMS FOR VARIOUS CONNECTORS ON THE FRAME
FIGURE 7-16. Chassis Harness From Cab Mount to Front of Frame

FIGURE 7-17. Chassis Harness From Cab Mount to BOC
FIGURE 7-18. Connectors Near Front Cab Mount

FIGURE 7-19. Connector Near BOC
FIGURE 7-20. VCAN Connectors
FIGURE 7-21. Firewall Connectors

FIGURE 7-22. Chassis Node and Electric Over Air Solenoid Bank

INSTALLING ADDITIONAL SWITCHES ONTO THE CHASSIS
FIGURE 7-23. Installing Additional Switches onto the Chassis Side

INSTALLING ADDITIONAL GAUGES ON THE DASH
Optional gauges may be installed and connected to the CECU via a jumper harness. See the Dash section below for
additional information.
FIGURE 7-24. Installing Additional Gauges on the Dash

INSTALLING SENSORS ON THE CHASSIS FOR GAUGES
FIGURE 7-25. Installing Sensors on the Chassis Side for Gauges

FIGURE 7-26. Typical Installation of Sensors Diagram
Spare power is found via a connector behind the fuse panel cover (left hand side of the dash, below the ignition switch).
This connector is labeled P096.
FIGURE 7-27. Spare Power Connector

LIFT AXLES (PUSHERS & TAG)
TRUCK LIFT AXLES
All truck lift axles (pushers and tag), are direct wire Electric-Only from the switch to the axle mounted solenoid. This is not
from the EoA Solenoid Bank. There are a total of four lift axle controls available; 3 pushers and 1 tag axle. These are
controlled with separate switches by default.
The customer can order the following configurations; steerable, non-steerable, with auto-reverse, and with park brake
interlock. A lift axle comes with a control switch (single or separate), a gauge, and a regulator valve.
FIGURE 7-28. Truck Lift Axles (Separate Switches)
FIGURE 7-29. Truck Lift Axles (Single Switch)

TABLE 7-2. Truck Lift Axle Logic
Lift Axle Type Raise Condition Logic Lower Condition Logic
- Lift Switch is Inactive OR - Lift Switch is Active AND
Steerable Lift Axle w/o Auto-Reverse - Park Brake Active OR - Park Brake Inactive AND
- Trans in Reverse - Trans Not is Reverse
Steerable Lift Axle with Auto-Reverse
- Lift Switch is Inactive OR - Lift Switch is Active AND
OR
- Park Brake Active - Park Brake Inactive AND
Non-Steerable Lift Axle w/o Park Brake
- Lift Switch is Inactive AND - Lift Switch is Active OR
Non-Steerable Lift Axle with Park Brake
- Park Brake Inactive - Park Brake Active
TRAILER LIFT AXLES
Trailer lift axles can be either EoA or Electric-Only type. There are a total of two available EoA trailer lift axle controls
using latching solenoids. If one axle is ordered, the customer will receive a switch labeled “Trailer Lift Axle”. If two axles
are ordered the customer can have a single switch that controls both axles or two switches. If two switches are present
they are labeled “Forward Trailer Lift Axle” and “Rear Trailer Lift Axle”.
FIGURE 7-30. EoA Trailer Lift Axles

AIR SOLENOIDS
Air solenoids are the devices that translate the electrical signal into physical change that controls the air pressure in
various circuits. The air solenoids are mounted to a bracket outside the cab. The solenoids are designed to stack on each
other so that they share a common air supply rail which reduces the amount of air lines on the vehicle.
Air solenoids used on the vehicle are both of Latching and Non Latching types.
TABLE 7-3. Air Solenoid Types

Latching Requires a signal voltage to close or open a solenoid.
Will remain in position if power is disconnected.
Physically, these require 2 spots on the bank compared to
a non-latching valve.
Non-latching Requires 12v to change a valve from its normal position.

Will revert back to its normal position if power is
disconnected.
For safety reasons, certain circuits are designed with latching type solenoid valves. These circuits include but are not
limited to:
1. Air suspension dump (tractor and trailer)

2. 2 speed rear axle control
3. Liftable axle controls (both on the vehicle and on the trailer)
4. Workbrakes for winches
The aftermarket installer/final vehicle manufacturer needs to decide what type of valve to install and ensure that the
documentation to the operator provides them with enough understanding of how the customized switches work.
NOTE: General air accessory, when ordered from the factory, is wired to a non-latching solenoid. Therefore,
general air accessory options will reset when the ignition is turned off. If a latching solenoid is installed on a
“furnish by owner” air accessory, the installer will need to document how the system operates.

REMOTE THROTTLE
Remote control of the PTO is performed through the 12-pin remote throttle connector on the engine harness. These are
pins 1, 2, and possibly 6 (depending on engine) on J111_.
The 2010 and 2013 MX engine controller port (J2 pin 21) will report a PTO active when driven high (+12V DC).
Since PTO and pump mode signals are low when active a relay is needed to convert the low signal to a high
signal. When a PTO is specified on a chassis the MX engine harness will contain the optional remote throttle/PTO
12-way connector and cap (P111C/J111C).
TABLE 7-4. MX engine (P111C/J111C)

Pin Function
1 CECU INPUT FOR REMOTE PTO RESUME
2 CECU INPUT FOR REMOTE PTO SET
3 CECU INPUT FOR NAMUX ANALOG RETURN (TWISTED TRIPLE)
4 CECU INPUT FOR NAMUX PWR SUPPLY +5V (TWISTED TRIPLE)
10 CECU INPUT FOR REMOTE THROTTLE SENSOR CIRCUIT (TWISTED TRIPLE)
5 PTO ENGAGED SIGNAL (LOW = ENGAGED)
6 PUMP MODE ENGAGED SIGNAL (LOW = ENGAGED)
7 +12V 10A BODY IGN FUSE E_E9
8 VEHICLE GROUND
9 NOT USED
11 +12V 20A ENG PWR (MX) FUSE E_N9
12 NOT USED

FIGURE 7-32. MX-13 Connection location.
FIGURE 7-33. MX-11 Connection location.

The 2010 ISX engine controller port (J3 pin 39) and the 2013 ISX engine controller port (J2 pin 94) will report a
PTO active when driven low (Ground). When a PTO is specified on a chassis the ISX engine harness will contain
the optional remote throttle/PTO 12-way connector and cap (P111A/J111A).
TABLE 7-5. ISX Remote Throttle/PTO Connector P111A/J111A:

Pin Function
1 CC/REMOTE PTO RESUME SWITCH
2 CC/REMOTE PTO SET SWITCH
3 COMMON RTN #1 (SW)
4 REMOTE THROTTLE SENSOR CIRCUIT (TWISTED TRIPLE)
10 SENSOR SUPPLY +5V (TWISTED TRIPLE)
11 COMMON RTN #3 (SENSOR) (TWISTED TRIPLE)
5 PTO ENGAGED SIGNAL (LOW = ENGAGED)
6 CC/PTO ON/OFF SWITCH
7 +12V 10A BODY IGN FUSE E_E9
8 VEHICLE GROUND
9 TORQUE LIMIT SWITCH
12 REMOTE THROTTLE ON/OFF
FIGURE 7-34. ISX15 Connection location

FIGURE 7-35. ISX12 Connection location.

Focusing on the PACCAR MX-13, the electrical design requires an additional relay to turn the normally LOW PTO engage
signal into a 12V HIGH signal to the engine ECU.
Chassis node connector pin reference (Port C).
The label ‘C’ will be in raised lettering on the chassis node.
TABLE 7-6. EoA Chassis Node Guide

EOA switch number Port C Pin location
1 2
2 3
3 5
4 6
5 8
6 9
7 11
8 12
CECU input locations for EOA Switches from the dash.
This connector is the center most connector and has 52 pins.
TABLE 7-7. EoA CECU Guide

EOA switch number CECU (connector C)
Pin location
1 3
2 26
3 17
4 18
5 19
6 20
7 22
8 24

CAB ECU PARAMETER REFERENCE TABLE
Cab ECU parameters are used to define whether a function is turned on in the system. Control hardware may be installed,
however it will not function until the software is programmed to use it.
TABLE 7-8. CECU Parameters

Q30-1024-005 Cruise Control Set 0 1 Parameter is used to define the cruise control set/resume switch
Switch Accel or functionality. Value 0/Disabled means set switch is used for accelerate, and
Decel resume switch is used for decelerate. Value 1/Enabled means set switch is
used for decelerate, and resume switch is used for accelerate.
Q30-1024-006 Cruise Control 0 1 Parameter is used to determine if cruise control is installed and controls the
Present cruise control messages to the engine. Value 0/Disabled means cruise
control switches are not installed. Value 1/Enabled means cruise control
switches are installed.
Q30-1024-039 PTO Oil 0 1
Temperature Gauge Valve 0/Disabled means gauge is not installed. Valve 1/Enable means
Installed gauge is installed.
Q30-1024-042 Transfer Case Oil 0 1 Parameter controls the functionality (output on CVSG bus and DTC's) of
Temperature Gauge the transfer case oil temperature gauge. Value 0/Disabled means Transfer
Installed Case Oil Temperature Gauge is not installed. Value 1/Enabled means
Transfer Case Oil Temperature Gauge is installed.
Q30-1024-047 Engine Fan Override 0 1 Parameter is used to determine if the fan override switch is installed. Value
Present 0/Disabled means engine fan override switch is not installed. Value
1/Enabled means engine fan override switch is installed.
Q30-1024-058 Transfer Case 0 1 Parameter is used to determine which type of transfer case temperature
Temperature Sensor sensor is installed for the transfer case temperature gauge. This determines
Type the input range. Value 0 means Transfer Case Temperature Sensor Type =
Delphi. Value 1 means Transfer Case Temperature Sensor Type =
Siemens (or Continental).
Q30-1024-060 PTO Control Present 0 1 Parameter is used to determine the presence of PTO controls. (For
CUMMINS engine, default value is 1 -Cruise Control PTO idle bump). Value
0/Disabled means PTO Control functionality is disabled. Value 1/Enabled
means PTO Control functionality is enabled.
Q30-1024-063 Remote PTO 0 1 Parameter is used to determine if the remote PTO switches are installed
Present (PACCAR engines only). Value 0/Disabled means Remote PTO switches
are not installed. Value 1/Enabled means Remote PTO switches are wired
to CECU and functionality is enabled.
Q30-1024-075 Engine Fan With 0 1 Parameter is used to determine if an engine fan override is available to the
Park Brake Installed operator. This override will allow the operator to turn the engine fan on
when the park brakes are set and the engine ECU permits the fan to turn
on. Value 0/ Disable means that this function is not enabled and the
operator cannot control when the engine fan turns on. Value 1/Enabled
means that the operator may turn the engine fan on when the park brakes
are on and the engine ECU permits the fan to be on.
Q30-1024-132 Engine Fan on with 0 1 Parameter is used to determine if an engine fan override is available to the
AC and Park Brake operator. This override will allow the operator to turn the engine fan on
when the park brakes are set, A/C is ON and the engine ECU permits the
fan to turn on. Value 0/ Disable means that this function is not enabled and
the operator cannot control when the engine fan turns on. Value 1/Enabled
means that the operator may turn the engine fan on when the park brakes
are on, A/C is ON and the engine ECU permits the fan to be on.
Q30-1024-156 PTO Total Fuel Fault 0 1 Parameter is used to determine if the PTO total fuel fault message is
Enabled enabled. Value 0/Disabled means the PTO total fuel fault message is
disabled. Value 1/Enabled means the PTO total fuel fault message is
enabled.
Q30-1024-160 Electric Over Air Parameter is used to set the function that is installed to this EOA switch-
Function 1 output pair

Q30-1024-168 Electric Over Air Parameter is used to set the interlock speed cutoff for the corresponding
Function 1 Speed EOA switch-output pair
Cutoff
Cutoff
Cutoff
Cutoff
Cutoff
Cutoff
Cutoff
Cutoff
INTERLOCK PROGRAMMING DETAILS

* = Latching Type Solenoid, requires two MUX3P outputs to control on/off.
1
= Dual Single Type Solenoid, function is called twice to achieve two inputs and two outputs.
2
= Dual Single Type Solenoid, function must called as a pair with the Main and Opposite direction to achieve two input and
two outputs.
3
= Momentary switch input.
TABLE 7-9. Interlocks

Default Range Options for
# Function Interlock
Interlock
Air Suspension Dump Under Speed Threshold 7 0-10
1* w/ Park Brake Interlock & Park Brakes Set
Optional Add
Under Speed Threshold 7 0-10
2* Air Suspension Dump
& Park Brakes Set
Standard
Trailer Suspension Under Speed Threshold 7 0-10
3* Dump & Park Brakes Set
Standard
Trailer Suspension 7 0-10
Under Speed Threshold
4* Dump w/ Park Brake
& Park Brakes Set
Optional Add
Interlock
5 Trailer Lift Axle (single) None Standard
Trailer Lift Axle
6 (Forward
None Standard
7 Trailer Lift Axle (Rear) None Standard

Air Suspension Over- 25 0-40 Standard Non-
8 Inflation
Configurable
Inter-Axle Diff. Lock
Two-Speed Rear Axle
9 w/ Park Brake Interlock
Switch Off & Optional Add
Park Brakes Set
Inter-Axle Diff. Lock
10 Two-Speed Rear Axle
Switch Off
Standard

Interlock
11 Fifth Wheel Slide Under Speed Threshold 7 0-10 Standard
12 Front-Axle Declutch Under Speed Threshold 25 0-70 Standard
Inter-Axle Differential 25 0-70 Standard Non-
13 Lock
Configurable
3 Kingpin Release
14 (Momentary)
Park Brakes Set Standard
Rear Axle Declutch Under Speed Threshold 7 0-10
Standard Non-
15 (aka. Transfer Case & Transmission In
Configurable
Engage) Neutral
Under Speed Threshold 7 0-10
Standard Non-
16 Transfer Case Hi/Low & Transmission In
Configurable
Neutral
Aux Trans 3-Position
1
17 Control (AT1202) w/ Park Brakes Set Optional Add
Park Brake Interlock
Front Axle Declutch 25 0-70
18 (not currently used)
Under Speed Threshold Standard
PTO 2-Position
1
19 (Fwd/Rev) w/ Park Park Brakes Set Optional Add
Brake Interlock
PTO #1 w/ Park Brake
20 Interlock
Park Brakes Set Optional Add
PTO #2 w/ Park Brake
21 Interlock
Park Brakes Set Optional Add
Trailer Dump Gate 25 0-40
(single) w/ Speed
22 Interlock Under Speed Threshold Optional Add
(EoA version - KW
ONLY)
Trailer Belly Dump 25 0-40
(Center) w/ Speed
23 Interlock
Under Speed Threshold Optional Add
(not currently used)
(Forward) w/ Speed
(EoA version - KW
ONLY)
(Rear) w/ Speed
(EoA version - KW
ONLY)
Truck Dump Gate w/ 25 0-40
26 Speed Interlock Under Speed Threshold Optional Add
(EoA version - KW only)
Wheel Diff. Lock Axle 25 0-40
Optional Non-
27 (Single Rear) w/ Speed Under Speed Threshold
Configurable
Interlock
Optional Non-
28 (Forward Rear) w/ Under Speed Threshold
Configurable
Speed Interlock
Optional Non-
29 (Center Rear) w/ Speed Under Speed Threshold
Configurable
Interlock

Interlock
Optional Non-
30 (Rear Rear) w/ Speed Under Speed Threshold
Configurable
Interlock
Optional Non-
31 (Dual Rear) w/ Speed Under Speed Threshold
Configurable
Interlock
Optional Non-
32 (Front Drive) w/ Speed Under Speed Threshold
Configurable
Interlock
Air Accessory (Non-
33 Latching) w/ Park Brake Park Brakes Set Optional Add
Interlock
Air Accessory (Non-
34 Latching)
None Standard
1 Aux Trans 3-Position
35 Control (AT1202)
None Standard
1 PTO 2-Position
36 (Fwd/Rev)
None Standard
37 PTO #1 None Standard

38 PTO #2 None Standard
Trailer Dump Gate
39 (single)
None Standard
Trailer Belly Dump None
40 (Center) Standard
41 (Forward)
Standard
42 (Rear)
Standard
Trailer Tow / Pintle None
43 Hook
Standard
44 Truck Dump Gate None Standard

Wheel Diff. Lock Axle None
45 (Single Rear)
Standard
46 (Forward Rear)
Standard
47 (Center Rear)
Standard
48 (Rear Rear)
Standard
Wheel Diff. Lock Axle
49 (Dual Rear)
None Standard
Wheel Diff. Lock Axle
50 (Front Drive)
None Standard
51 Winch Clutch None Standard

All Brakes/ Work 7 0-10
Brakes w/ Speed
52 * Interlock
Under Speed Threshold Standard
(a.k.a Winching Brake)
All Brakes/ Work
53 * Brakes None Standard
(a.k.a Winching Brake)
Double Acting PTO
54 * (not currently used)
None Standard
55 * Double Acting PTO Park Brake Optional Add

Interlock
Reversible PTO – Main
2
56 Direction Switch Input None Standard
Reversible PTO –
2 Opposite Direction
57 Switch Input
None Standard
Reversible PTO – Main
2
58 Direction Switch Input Park Brake Optional Add
Reversible PTO –
2 Opposite Direction
59 Switch Input
Park Brake Optional Add
Interlock Only – Park
60 Brake
Park Brake Standard
61 Interlock Only - Speed Under Speed Threshold 25 0-70 Standard

TRANSMISSION BACK UP SIGNALS
The back-up signal can be accessed from pin D of the 6-way tail light connector located at the end of frame.
The tail light connector is a 6-way connector located in the chassis harness at the end of frame. It will either be connected
to a tail light, a jumper harness, or tied up in the rail if no tail lights are provided.
FIGURE 7-36. Mating Connector: Packard PN 12020786
JUNCTION BOX
The junction box provides easy access to various signals.
FIGURE 7-37. Junction Box BOC or EOF

SNOW PLOW LIGHTING
When the optional switch and wiring for snow plow lights are ordered, the truck will include a switch on the dash to control
the snow plow lights and a body builder connection at the front of the chassis.
The body builder connection will provide electrical support for:

-LH TURN/FRONT DAYTIME RUNNING LIGHT
-RH TURN/FRONT DAYTIME RUNNING LIGHT
-LH SIDE TURN LIGHT
-RH SIDE TURN LIGHT
-CAB PARK LAMP
-LH LOW BEAM
-RH LOW BEAM
-LH HIGH BEAM
-RH HIGH BEAM
-GROUND

J1939
Warning! The J1939 databus is the communication link between the engine and the Anti-Lock Braking System
(ABS). Only J1939 compatible devices should be added to the databus. Some J1939 compatible aftermarket devices may
disrupt the ability of the databus to communicate. If the databus is disrupted by an aftermarket device, it must be removed
from the databus.
Guidelines - J1939 Circuit Requirements
• Circuits added must be a twisted pair consisting of a minimum of 1 twist per inch.
• Individual breakout length of circuits added cannot exceed 118 inches.
• Do not splice into existing J1939 circuits. Use the connection points provided.
• J1939 circuits are for data transmission only and are not to be used for power or ground circuits.
• Any modifications must conform to SAE J1939.
J1939 Access
All Peterbilt vehicles include J1939 circuitry. The J1939 circuit can be accessed in two locations. The first access is lo-
cated inside the dash near the diagnostic connector. The second access is at the driver side toward the rear of the
engine.
1. Dash Access - Connector located in dash behind key switch panel approximately 1 foot down the harness
FIGURE 7-38. Dash Access

2. Engine Access - Connector located on OEM engine harness on driver’s side of engine toward the rear of engine
FIGURE 7-39. Engine Access
J1939 Access Procedures
1. Identify J1939 Access Connector (note long blue shell)

2. Disconnect connection (note terminating resistor from inside blue connector)
3. Make connection in between original connection (tin).

4. Ensure terminating resistor is inserted in blue connector shell (arrow).
The following pigtails are available at PACCAR parts for J1939:

1. PB-H-1006 Connector pigtail with terminating resistor
2. PB15171 Connector pigtail without terminating resistor
3. 1-968849-1 Terminal for Model 579 splice pack (18-20 gauge wire)

HOW DO I...
This section is created to provide specific instructions to completing the installation. Please refer to the section for dash
board to access dash panels for switches and gauges.
INSTALL A MULTIPLEXED INSTRUMENT
Generally, installing gauges and switches into the dash board will require installing pins in a connector of the CECU if a
connector is not present. The CECU will then need to be re-programmed to accept the new instruments.
INSTALL AND AIR OPERATED EXTERNAL DEVICE
After installing the instruments in the cab, and before re-programming the CECU, the electric over air solenoid will need to
be installed onto the solenoid bank. These instructions do not apply to vehicles that have all spaces on the solenoid bank
already in use by some device.
FIGURE 7-42. Install Solenoid
Once the solenoid is installed, wiring must be installed between the chassis node and the solenoid. Then the ground wire
should be installed between the solenoid and the ground splice. Air supply to the solenoid bank is already in place, but air
lines from the output of the solenoid to the air operated device will need to be installed.
RE-PROGRAM THE CECU
The CECU may be programmed by using the software Electronic Service Application (ESA). The engine will need to be
programmed using the engine specific software.
INSTALL NEW TELLTALE ICONS INTO THE INSTRUMENT CLUSTER

To install new telltales into the instrument cluster, the cluster will need to be removed from the dash. The instrument panel
trim is removed after removing the panel immediately to the right of the instrument cluster. Then 4 fasteners hold the
instrument cluster to the dash structure. Refer to the Dash removal chapter to identify the location of the telltale icon tray.

ACCESS THE SOLENOID BANK AND CHASSIS NODE
Accessing these two items will require opening the hood and removing the fairings. After the fairings are removed, the
battery box/batteries will need to be removed from the frame rail. This process will provide open access to the chassis
node, solenoid bank and all electrical connectors.
The solenoid bank and chassis node may be removed without removing the battery box, however this will not provide
access to the splice block needed for ground connection.
GET THE SUSPENSION AIR BAGS TO DEFLATE WHEN THE PTO IS ON
Dump body applications will be able to utilize a function such that when the PTO is active (and the dump body is being
lifted), the body is sitting on the suspension bump stops. This provides a more stable platform than the airbag.
EE_PAR_EOA_bool_SuspensionDumpWithPTOActivation enables this functionality. If any switch is configured to be a

PTO switch and any switch is configured to be Suspension Dump, the Suspension Dump switch shall be considered as
active. All existing Suspension Dump interlocks must still pass for the suspension to be dumped.
INSTALL ELECTRIC OVER AIR SOLENOIDS

The models 567 and 579 utilize electric solenoids to control air supply to various air operated functions and equipment on
the chassis. The solenoids will be located either under the cab just behind the driver’s side front cab mount for chassis
built prior to 1/1/2016 as shown in Figure 7-44, or behind the back of cab crossmember for chassis built after 1/1/2016 as
shown in Figure 7-45. The solenoid bank consists of two types of solenoids, latching and non-latching. An example of
both can be seen below in Figure 7-43. Latching solenoids take up two spots on the solenoid bank and require a 12V
signal to close or open and will remain in the position it is in if power is disconnected. Latching solenoids are typically
used where the circuit requires a built in safety mechanism that would require the air supply to stay connected even with
the ignition key in the off position. Non-latching solenoids require a 12V signal to change the valve from its normal position
and will revert back to its normal position if power is disconnected. Some examples of circuits that will always be on a
latching type solenoid include the air suspension dump, 2 speed rear axle control, liftable axle controls, and workbrakes
for winches.
FIGURE 7-43. Diagrams of Latching and Non-Latching Solenoids
The solenoid bank contains up to 10 solenoid positions. Latching solenoids will occupy 2 spaces while non-latching
solenoids occupy only one position. Positions 1-8 are controlled by multiplexed signals and are wired directly to the
chassis node control unit. Position 9 and 10 are hard wired and can be controlled directly by a dash switch. Latching
solenoids may only occupy positions1 & 2, 3 & 4, or 6 & 7. Non-latching solenoids may be placed in any position
available.

EOA Solenoid Location on chassis built before 1/1/2016. Located under cab, drivers side above frame rail.
FIGURE 7-44. EOA Solenoid Location for Chassis Built Prior to 1/1/2016
EOA Solenoid Location on chassis built after 1/1/2016
FIGURE 7-45. EOA Solenoid Location for Chassis Built After 1/1/2016

Sample solenoid layout and solenoid part numbers. Location shown for chassis built before 1/1/2016.
FIGURE 7-46. EOA Solenoid Layout and Positions for Chassis Built Prior to 1/1/2016
Sample solenoid layout and solenoid part numbers. Location shown for chassis built before 1/1/2016.
FIGURE 7-47. EOA Solenoid Position Example

Table 7-10. EOa Solenoid Part Numbers By Position
Position Latching Hose fitting Part Number
Start No Nylon K073056BXW
Start No Flare Fitting K073057BXW
Middle No Nylon K073055BXW
Middle No Flare Fitting K073221BXW
Start Yes Nylon K073062BXW
Start Yes Flare Fitting K073063BXW
Middle Yes Nylon K073061BXW
Middle Yes Flare Fitting K073223BXW
End Cap NA NA K073091BXW
INSTALL AND REMOVE SOLENOID BANK ASSEMBLY

Disassembly of the solenoid bank to add or remove solenoids is simple. Remove any bolts holding the solenoid bank to
the mounting location. Remove the two screws from the end cap, and the screws from in between the solenoid(s) you
want to remove. Twist the solenoid to unlock it and solenoid should be free as shown in Figures 7-48 and 7-49.
FIGURE 7-48. 23 EOA Solenoid Disassembly
FIGURE 7-49. Disassembled EOA Solenoid

PROGRAM SOLENOID
When programming a non-latching solenoid, the parameter in ESA will match the position that the solenoid is located in
and the pigtail that solenoid is connected to. In the example shown in Figure 7-50, a non-latching solenoid is connected to
the pigtail for “EOA SOL #1” and corresponds to the parameter “Electric Over Air Function 01” to control an interaxle diff
lock with a speed interlock. The pigtail for “EOA SOL #2” and corresponds to the parameter “Electric Over Air Function
02” and is set to control PTO #1 without an interlock.
FIGURE 7-50. Example of EOA Solenoid Programming
When programming a latching solenoid, it will require two pigtail connectors per solenoid. In the example shown in Figure
7-51 an air suspension dump latching solenoid with a speed interlock is in positions 1 & 2 on the solenoid bank and
connected to the pigtails for “EOA SOL #1” and “EOA SOL #2”. The lowest position of the pigtails will be programmed as
the latching function, while the higher number pigtail will be programmed as “None”.
FIGURE 7-51. Example of EOA Solenoid Programming

OPERATE PTO EOA
For chassis equipped with manual or Eaton automated transmission the PTO air supply will be EOA controlled. The PTO
EOA solenoid is a non-latching solenoid and may be placed in various solenoid positions depending on chassis options. If
the PTO option ordered is a double acting PTO, the PTO air supply will still use a single non-latching EOA solenoid, but
an inversion valve will be included on the chassis. The inversion valve will be mounted on the transmission. Plugs will be
used on most F/O PTO plumbing.
Typical Plumbing for Single Acting PTO
FIGURE 7-52. Single Acting PTO EOA Solenoid Schematic
Typical Inversion Valve Plumbing for Double Acting PTO
FIGURE 7-53. Double Acting PTO EOA Schematic

ALLISON TRANSMISSION EOH FUNCTIONALITY AND CONNECTION

Chassis equipped with an Allison transmission that will be fitted with a transmission driven PTO will use electric over
hydraulic control for the PTO. When ordered properly, the Allison transmission harness will have one of two connectors to
plug into the PTO solenoid. Referencing Figure 7-54 on the next page, connector P623 will be on chassis ordered with a
furnished by owner Muncie PTO, and connector P621 will be on chassis ordered with a furnished by owner Chelsea PTO.
If neither of these options is specified, the PTO chassis side wiring will have to be added by the body builder. The cab
side wiring will be tied to the option code for the electric over hydraulic (EOH) dash mounted switch.
Explanation of Circuit Functionality
Please reference the diagram on the following page shown in Figure 7-54. The dash switch when switched to the PTO ON
position, sends a 12V (+) signal out to the TCU pin 43 as well as pin 30 of the Allison 130 relay. This 12V signal is also
sent out to the pin 33 of the cab harness to the transmission harness connector. Pin 33 is not used for anything as
configured from the factory. The Allison TCU will trigger pin 85 to close the Allison 130 relay, thus sending a 12V (+)
signal out via pin 87 to pin B on connector P621 or P623 on the Allison transmission harness. If neither of these
connectors was optioned on the chassis (see above), then the PTO up fitter will need to pick this signal up at pin 34 of the
firewall connector J620. Pin A of connector P621/P623 is a permanent ground signal. This is fed from pin 55 of the J620
firewall connector.
FIGURE 7-54. Allison EOH Electrical System Typical Schematic

DASH
The following section identifies ways to access the dash to install or modify the vehicle for aftermarket devices.
GAUGE AND SWITCH INSTALLATION

The first step to accessing the dash instruments is to remove the trim. The panel immediately to the right is the first panel
to come off. These panels are held in by snap fasteners. Be sure that the metal retaining clips are not lost otherwise the
panel will not install snug.
FIGURE 7-55. Trim Panel Removal

Gauges and switches are fastened directly to the panel. Once the panel is free, the gauge or switch can be installed.
Gauges are held by a screwed on collar while switches have a plastic tab.
FIGURE 7-56. Gauge Installation

FIGURE 7-57. Switch Installation

TELLTALE ICONS INSTALLATION
Removing the first panel will allow the panel covering the instrument cluster to be removed. Removing the cluster is
necessary to install telltale symbols or access other connectors to complete the installation.
FIGURE 7-58. Cluster Removal
To install new telltales into the instrument cluster, the cluster will need to be removed from the dash. The instrument panel
trim is removed after removing the panel immediately to the right of the instrument cluster. Then 4 fasteners hold the
instrument cluster to the dash structure.
FIGURE 7-59. Telltale Installation

SECTION 8 POWER TAKE-OFF (PTO)
INTRODUCTION
A Power Take Off (PTO) provides a way to divert some or all of the trucks engine power to another component. There are
a wide variety of PTO options available on a Peterbilt that are described below.
FIGURE 8-1. Power Take-Off Locations
TRANSMISSION MOUNTED PTO – GENERAL
MANUAL TRANSMISSIONS
This is the most common type of PTO that is used. On a manual transmission there are two locations for PTO’s. On
medium duty transmissions there are 6 bolt PTO locations on the right and left (Figure 8-2). On heavy duty manual
transmissions there is a 6 bolt PTO on the right and an 8 bolt PTO on the bottom left (Figure 8-3). There are also some
options for a thru shaft or extended countershaft PTO. On a thru shaft PTO, the counter shaft extends out through the
back of the transmission which can be used to power a PTO (Figure 8-4). When using a thru shaft PTO the vehicle must
be spec’d with the correct option as not all transmissions will be set up for use with thru shaft PTO’s. For more information
go to www.roadranger.com and enter “PTO Installation Guide” in the search bar in the upper right corner.
FIGURE 8-2. MD Manual Transmission FIGURE 8-3. HD Manual Transmission FIGURE 8-4. Thru Shaft PTO
POWER TAKE-OFF (PTO) 8
AUTOMATIC TRANSMISSIONS
On Allison transmissions there are two locations for PTO’s. The Allison 4000 series has PTO locations at 1 and 8 o’clock
viewed from the back of the transmission. See Figure 8-5. The 4000HS transmissions do not have any PTO locations.
The 3000 series Allison transmissions have PTO locations at 4 and 8 o’clock (Figure 8-6). For more information on using
PTO’s with an Allison transmission go to www.allisontransmission.com and refer to the “Rugged Duty Series Brochure”
and “PTO Request Flyer” which is available in a 1000/2000 version and a 3000/4000 version.
Some PTO configurations will have clearance issues with other components on the truck. With manual transmissions, a 6-
bolt PTO on the right will typically clear most components when the DPF and SCR are under the cab. This is also true
when 30 and 45 degree adapters are used. The 8-bolt bottom mount PTO will not have any issues unless you are running
a driveshaft back to another component and the truck has a crossover style exhaust. In this case, the DPF and SCR
would block any routing for the driveshaft. If a wet kit is used in this scenario there is enough room to mount the PTO and
the hydraulic pump without interfering with the exhaust. On Allison 4000 series transmissions, most PTO’s will fit in the 1
o’clock position without interfering with the cab. If a wet kit is used here, the dipstick housing will most likely need to be
modified as it runs over the top of the transmission to the driver side of the vehicle. The PTO in the 8 o’clock position is
typically ok. The same issue with crossover exhaust would apply here as well. There are some scenarios where the PTO
will be very close to or could interfere with the rear spring shackle on the front suspension. This problem can occur on
vehicles with a set-back front axle and the problem is amplified on the short hood models.
FIGURE 8-5. Allison 4000 Series FIGURE 8-6. Allison 3000 Series

TRANSMISSION MOUNTED PTO – 579 FAMILY
This application guide indicates if a PTO has sufficient clearance to truck components in various mounting configurations.
A green "ok" indicates that there is sufficient clearance to other truck components. A red "x" indicates that there minimal
or no clearance and the application is not recommended. The truck components investigated in this guide include frame
rails, Set Back Front Axle (SBFA) rear shackle, SBFA Front Air Suspension (FAS) rear shackle, over-bell frame brace,
coolant return manifold, transmission clutch actuator, and exhaust system components.
Usage Notes:
1) This application guide is only applicable to 579/567 trucks.
2) Only the specified PTO configurations have been analyzed.
3) Horizontal crossover exhaust limits access behind PTO's for shaft drives and other PTO attachments.
4) Eaton FR transmissions require the use of a 30° adapter when installing Chelsea or Muncie transmission
PTO's in the right hand position.
5) Eaton RT & Ultrashift Plus transmissions require the use of a 49° adapter when installing Chelsea
transmission PTO’s in the right hand position.
6) Eaton RT & Ultrashift Plus transmissions require the use of a 55° adapter when installing Muncie
transmission PTO’s in the right hand position.
7) Eaton transmissions require the use of a 6 to 8 Bolt adapter when installing a 6 bolt PTO in the bottom
position.
PTO CONTROLS
The 579/567 models have been designed to use electric in-dash switches to control air solenoids which
engage/disengage transmission PTOs. This system allows for increased control and interlock opportunities. This also
keeps air lines for transmission PTO controls from routing inside the cab. In cab air valve actuators for transmission PTO
control are still available and are located on the cab floor on the LH side of the driver’s seat. Air valve style transmission
PTO actuators should not be installed on the dash due to the difficulty of air-line routing. Customer installed transmission
PTO controls for use with customer installed transmission PTO's include a chassis and dash harness pre-wire to ease the
installation of in-dash transmission PTO controls at the body builder. It is strongly recommended that the truck be coded
for this if transmission PTO(s) could be installed after initial in-service date.

TRANSMISSION CLEARANCE CHARTS – 579 FAMILY
FIGURE 8-7. 10-Bolt PTO’s for Allison Transmissions

FIGURE 8-8- 6 and 8-Bolt PTO’s for Eaton Transmissions
Notes:
1) Not available with Front Air Leaf Suspension.
2) Not available with Horizontal Crossover or Right Hand behind Fairing Exhaust Systems.
3) Restricted PTO access with RH Cab Step Assembly DPF-SCR exhaust systems with Vertical BOS
tailpipes or RH Horizontal Tailpipe below rail.
4) The Optional Hydraulic Clutch Orientation must be used with this PTO.

FIGURE 8-9. Dual PTO Compatibility for Eaton Transmissions
HYDRAULIC CLUTCH ACTUATOR CONFIGURATIONS

(Only used with 579/567 with Eaton FR or RT transmissions)
FIGURE 8-10. Standard Configuration FIGURE 8-11. Bottom Mount PTO Provisions
Air assist connection faces driver’s side Air assist connection faces passenger’s side
Used with all but Chelsea 880 and 885 PTOs Used with Chelsea 880 and 885 PTOs

FRONT ENGINE PTO
Front engine PTO (FEPTO) is commonly used in mixer, snow plow, and crane applications. When a FEPTO is spec’d on
a truck, the cooling module moves up to allow for a shaft to be bolted to the front of the crankshaft and extend out to the
front of the truck. The vehicle can be spec’d with a 1350 flange adapter to simplify installing the FEPTO shaft. The frame
rails will be extended out to mount a hydraulic pump, snow plow or outriggers. There are options for either a 27.8” or a
22.4” frame extension. See Figures 8-12 to 8-14 for frame extension dimensions.
FIGURE 8-12. Frame Extension Top View FIGURE 8-13. Frame Extension Left Hand View
FIGURE 8-14. Frame Extension

REAR ENGINE PTO
Rear Engine PTO (REPTO) is commonly used in cement mixer and feed lot applications. The REPTO is driven off the
rear gear train on the engine. There is a 1350/1410 flange on the bell housing in the 1 o’clock position that can be used to
attach a hydraulic pump or driveshaft. See Figure 8-15 for an example. The REPTO flange will always be turning when
the engine is running and the output rotation is the same as the engine. The Cummins ISL9 and PX-9 REPTO turns at a
rate of 1.15:1. The Cummins ISX-12 REPTO turns at a rate of 1.32:1. The Paccar MX-13 REPTO turns at a rate of 1.2:1.
The Paccar MX-11 REPTO turns at a rate of 1.3:1.
FIGURE 8-15. REPTO Flywheel Housing

PTO INSTALLATIONS – 389 FAMILY
Standard PTO operation is also called cab PTO. With this feature, the operator can set the engine to pre-programmed set
speed(s) and ramp the engine speed up and down with the set/resume switch. To control the PTO there are various dash
switches that we offer. Standard with every vehicle is the Cruise Control/PTO on off switch and the Set/Resume switch.
There are also several additional PTO control switches that can be used. The PTO control switch will be plumbed with air
lines that will be plugged at the firewall bulkhead. See Section 7 for PTO dash switch plumbing and firewall bulkhead
locations. With the MX engine when the PTO dash switch is engaged a pressure switch on the air lines under the dash
will send a signal to the engine to go into PTO mode. On Cummins engines, when the cruise control switch is activated
and all parameters set in the ECM for PTO mode are met, the engine will go into PTO mode. In this mode, the engine will
respond to all PTO mode parameters that have been programmed into the software. These parameters can be changed
with INSITE on all Cummins engines and DAVIE on all MX engines. There is a PTO light on the dash that should be wired
to the PTO to inform the operator when the PTO has engaged or disengaged. This should be wired to the PTO output, not
just a dash switch or PTO enable circuit. The wire can be found in the right hand rail in the area of the transmission. The
wire is labeled WHT1513 PTO Circuit.
On Allison transmissions, the PTO’s will require an electric signal. We do not currently offer an electric PTO switch for the
389 family, but there are several options available. The most common method of getting an electric signal for the PTO is
to get a factory air switch and install a pressure switch on the air line. It is recommended to provide a 12 volt signal to the
transmission control module (TCM) and have the TCM programmed to check for specific requirements such as engine
speed, gear selection, output speed etc. before engaging the PTO. If the TCM logic is bypassed and the PTO is engaged
directly it could cause damage to the PTO and the transmission. Contact your local Allison rep for more information.

FIGURE 8-16. (1) Double acting PTO Controls Diagram
FIGURE 8-17. (2) Double acting PTO Controls Diagram

FIGURE 8-18- (1) Single acting PTO Controls Diagram
FIGURE 8-19. (2) Single acting PTO Controls Diagram

PTO INSTALLATION – 579 FAMILY
PTO CONTROLS
The 579/567 models use Electric Over Air (EOA) or Electric Over Hydraulic (EOH) controls to supply the signal to activate
the PTO. The EOA controls are recommended for manual or automated transmissions. The EOH controls are
recommended for automatic transmissions.
The EOA controls feature a valve that is located under the left hand side of the cab as shown in Detail “B” of Figure 8-20.
The valve converts an electrical signal from the PTO dash switch into an air supply. This air supply is then plumbed to the
PTO activation port for manual transmissions, or a pressure switch for automatic transmissions (automatic transmissions
require an electrical signal for PTO engagement).
The EOH controls will send an electrical signal from the PTO dash switch to the transmission harness that will activate the
PTO function of the transmission.
FIGURE 8-20.
The EOA controls are used to engage the PTO, but to get the engine to go in to PTO mode a signal must be sent from the
PTO to the engine. When pin 2 (PTO engaged signal) of the chassis PTO connector is grounded, the engine will go to
PTO mode. This can be done by using the PTO activation switch on the PTO to close a circuit between pin 2 and pin 1
(chassis ground) of the chassis PTO connector. This will also activate the dash icon to notify the operator PTO mode is
engaged. The chassis PTO connector is located inside the rail adjacent to the transmission as shown in Detail “C” of
Figure 8-20.
PTO OPTIONS
Single acting PTOs have a single air control. A single chassis node output controls the air solenoid, and the air pressure
engages the PTO, and the lack of air pressure at the control port disengages the PTO from the driveline.
Double acting PTOs have a dual air control. One air controls the engagement, and one air control controls the
disengagement. This can be achieved one of two ways:
1) A Single Acting PTO is configured. The engage air control port is connected to the chassis node output and a pilot
inversion valve in the chassis air plumbing is connected to the second disengage air control port
2) Two chassis node outputs control the PTO. One chassis node output and solenoid is connected to the engage air
control port of the PTO, and one chassis node output and solenoid is connect to the disengage air control port.
Reversible PTOs have three different operational states:

1) Inactive, not engaged to driveline, no air control ports active
2) Main Direction, engaged to driveline, Main air control port pressurized
3) Opposite Direction, engaged to driveline, Opposite air control port pressurized
The CECU software is written as part of 3-position switch design strategy. This 3 position switch prevents the possibility
that both inputs are active at the same time.
CECU INTERFACE WITH PTO CONTROLS

If the vehicle is specified with a PTO installation from the factory a protected PTO on/off switch will be present in the dash.
If the truck has the option for EOA PTO controls, it will connect to the instrument panel harness with a switch connector
labeled "EOA x" x being a number between 1 and 10. If numbered between 1 and 8, the switch will be connected to the
Cab ECU.
FIGURE 8-21. Chassis Node / EoA Diagram

If numbered 9 or 10 the switch will be wired directly to EOA valve 9 or 10.
FIGURE 8-22. Interlock Example Diagram
If the Cab ECU detects the switch in the on position and if applicable, the park brake interlock is validated by the Cab
ECU, the Cab ECU will send a mux signal to the chassis node via F-CAN. The EOA valve will be the same number as on
the dash switch. Electronic Service Application (ESA) can be used to add or remove the PTO engage park brake
interlock. Depending on the application and the PTO type, the switches and wiring may differ.
FIGURE 8-23. PTO Control Example Diagram
For single acting PTO, the chassis node will energize the coil on the EOA valve allowing air to engage the PTO.
For dual acting PTO, the PTO's pilot valve will provide the air function to switch the air between engage and dis-
engage.
If the PTO is a forward/reverse PTO:

A protected PTO forward and a protected PTO reverse switch will be present in the dash. Each switch
controls a separate EOA solenoid, each solenoid is dedicated to either forward or reverse.
If the Cab ECU detects both the forward and reverse switches in the on position the Cab ECU will ignore the switch input
for the second switch thrown and provide a message in the cluster display informing the operator of the non-valid switch
configuration.

PTO AND PUMP MODE WARNING
Instrument panel wiring:
Pump mode warning lamp is an editable telltale and requires a diode.
PTO engaged warning lamp Peterbilt is an editable telltale and requires a diode.
The diodes prevent relay coil back feed from driving the CECU input high which could activate the warning lamp
(bi-stable input) giving false indications.
CK_K10 spare relay #3 is used to power the PTO hour meter whenever the PTO engaged warning lamp is on.
ENGINE PTO SIGNAL

The ISX engine controller port (J2 pin 94) will report a PTO active when driven low (grounded). When a PTO is specified
on a chassis the ISX engine harness will contain the optional remote throttle/PTO 12-way connector and cap
(P111A/J111A). The chassis harness will also contain a 4-way P198 connector in the chassis harness, as noted in Detail
“C” of Figure 8-20.
The MX engine controller port (J2 pin 21) will report a PTO active when driven high (+12V DC). Since PTO and pump
mode signals are low (grounded) when active, a relay is needed to convert the low (ground) signal to a high (+12V DC)
signal. This relay is installed below the left hand side of the cab near the chassis node. When a PTO is specified on a
chassis the MX engine harness will contain the optional remote throttle/PTO 12-way connector and cap (P111C/J111C).
The remote throttle/PTO 12-way connector is located on the back, left hand side of the engine as shown in Detail “A” of
Figure 8-20. See Figure 8-24 for pin out information of the 12-way connector. There are also 16-way and 23-way
connectors available for setting up dual station controls or other high content applications. See Figure 8-27 for the 16-way
pin out information and Figure 8-28 for the 23-way pin out information. The CECU parameters for REMOTE PTO
CONTROL and REMOTE THROTTLE CONTROL may need to be enabled.
There are two common methods of utilizing remote engine speed controls:
1) A 5V variable signal can be used to control the engine speed via a potentiometer. For this configuration the CECU
parameter for REMOTE THROTTLE may need to be activated.
-For the MX engine, pins 3, 4 and 10 can be connected to the potentiometer to convert the 5V signal to a remote
throttle signal.
-For Cummins engines, pins 4, 10 and 11 can be used the same way as described above for the MX engine.
2) The engine speed can be bumped up or down using momentary switches or preset speeds. For this configuration
the CECU parameter for REMOTE PTO may need to be activated.
-For the MX engine, momentarily connecting pin 8 to pin 2 will increase the engine speed. Momentarily
connecting pin 8 to pin 1 will decrease the engine speed.
-For Cummins engines, the engine will go to the first set speed when PTO mode is initially activated by applying
ground from pin 3 to PTO ON/OFF pin 5. If this connection is broken and reapplied within 0.5 seconds, the engine
will go to set speed 2. If this is done again, the engine will go to set speed 3 and so on. There are up to 5 preset
speeds that can be modified using INSITE. If the connection is broken longer than 0.5 seconds and then
reapplied, the engine will go back to set speed 1.

FIGURE 8-25. 2013+ MX-11 and MX-13 Pin-Out FIGURE 8-26. 2013+ ISX15, ISX12, PX-9 Pin-Out
DUAL STATION CONTROLS

When equipped, dual station controls allow extra controls from a remote station outside of the cab. The option will either
include a 16 way connector (P665), or a 23 way connector (P664). When the in-cab PTO control switch is switched to the
“on” position with the park brake applied, the engine will turn off unless the dual station remote run input is properly
powered via the 16 or 23 way connector. To power the remote run input, terminal K of the 23 way connector (P664) or
terminal B of the 16 way connector (P665) will be powered with a 12V+ input which will power terminal 87 of the remote
run relay. To operate the remote start input, terminal F of the 23 way connector (P664) will be powered with a 12V+ input
which will power terminal 85 of the remote run relay and terminal 85 of the remote start relay.
Following is a list of pin descriptions, and the required input or supplied output signal type for both the 23 way (P664) and
the 16 way (P665) connectors for both PACCAR MX and Cummins engines. Also following are examples of wiring
connections for common items used.

FIGURE 8-27. 16 Pin Connector (MX and Cummins)
TABLE 8-1. Cummins Engine 16 Way Connector Descriptions and Functions

Pin Description Input/Output Destination/Source
A External Regeneration Notification Output, Active High Pin C18 From Chassis Node
B Remote Run Input 12V (+) Pin 87A of Remote Run Relay
C Remote Start Input 12V (+) Pin 87 of Remote Start Relay.
D Remote Throttle Sensor Supply Output, 5V (+) Supply Pin 8 Engine ECM
E Remote Throttle Position Input Variable 0-5V Pin 63 of Engine ECM
F Remote Throttle Return Analog Sensor Ground Pin 32 of Engine ECM
G DEF Lamp Return Output Active Low Pin 2 of Engine ECM
H Regeneration Lamp Return Output Active Low Pin 23 of Engine ECM.
J tachometer (+) Tachometer Output (+) Body Builder Supplied Sensor, Input on P669 Pin 1
K tachometer (-) Tachometer Output (-) Body Builder Supplied Sensor, Input on P669 Pin 2
L Remote ECM Power Engine Run Input 12V (+) Pin 87 of Remote Run Relay
M Engine oil Pressure Output Body Builder Supplied Sensor, Input on J668
N NOT USED NOT USED
P Water Temp Output Body Builder Supplied Sensor, Input on J667
R J1939 B-CAN (+) B-CAN (+) Pin 43 of CECU
S J1939 B-CAN (-) B-CAN (-) Pin 44 of CECU
TABLE 8-2. PACCAR Engine 16 Way Connector Descriptions and Functions

A External Regeneration Notification Output, Active High Pin C18 from Chassis Node
B Remote Run Input 12V (+) Pin 87A Remote Run Relay
C Remote Start Input 12V (+) Pin 87 of Remote Start Relay.
D Remote Throttle Sensor Supply Output, 5V (+) Supply Pin C1 of CECU
E Remote Throttle Position Input Variable 0-5V Pin C27 Of CECU
F Remote Throttle Return Analog Sensor Ground Pin C25 of CECU
G DEF Lamp Return Not Used, Cummins ONLY
H Regeneration Lamp Return Not Used, Cummins ONLY
J tachometer (+) Tachometer Output (+) Body Builder Supplied sensor, Input on P669 Pin 1
K tachometer (-) Tachometer Output (-) Body Builder Supplied sensor, Input on P669 Pin 2
Pin 87 Remote Run relay, supplies Pin 1 Engine ECM When Relay
L Remote ECM Power Engine Run Input 12V (+) Active.
M Engine oil Pressure Output Body Builder Supplied sensor, Input on J668
N NOT USED NOT USED
P Water Temp Output Body Builder Supplied sensor, Input on J667
R J1939 B-CAN (+) B-CAN (+) Pin 43 of CECU
S J1939 B-CAN (-) B-CAN (-) Pin 44 of CECU

FIGURE 8-28. 23 Pin Connector (MX and Cummins)
TABLE 8-3. Cummins Engine 23 Way Connector Descriptions and Functions

A 12 VDC IGN Power Output 12V (+) Tied To Pin L of 23 Way Connector. Engine PDC Fuse E9. 10A Fused
B City Horn Input 12V (+) Pin 85 of Horn Relay
C Check Engine Lamp Output Active Low Pin 72 of Engine ECM
D Remote Start Input 12V (+) Pin 87 of Remote Start Relay.
E Remote Throttle Return Analog Sensor Ground Pin 32 of Engine ECM
F Remote Enable Input 12V (+) Pin 85 of Remote Start Relay. Pin 85 of Remote Run Relay
G Remote Resume Input Active Ground Pin 19 of Engine ECM
H Remote Set Input Active Ground Pin 12 of Engine ECM
J Remote Throttle Position Input, Variable 0-5V Pin 63 of Engine ECM
K Remote Run Input 12V (+) Pin 87A of Remote Run Relay
L 12 VDC IGN Power Output 12V (+) Tied To Pin A of 23 Way Connector. Engine PDC Fuse E9. 10A Fused
M J1939 B-CAN (-) B-CAN (-) Pin 44 of CECU
N J1939 B-CAN (+) B-CAN (+) Pin 43 of CECU
O Common Return (General) Common Ground Pin 57 of Engine ECM
P Engine Oil Pressure Output Body Builder Supplied sensor, Input on J668
Pin 94 Engine ECM. Pin 85 of Eaton PTO Relay. Pin 85 of PTO Hour
Q Remote PTO ON/OFF Input, Active Low Meter Relay
R DEF Lamp Return Output, Active Low Pin 2 of Engine ECM
S Regeneration Lamp Return Output, Active Low Pin 23 of Engine ECM.
T External Regeneration Notification Output, Active High Pin C18 of Chassis Node
U Common Return (Switch) Common Switch Ground Pin 62 of Engine ECM
V Torque Limit Switch Input Ground Pin 93 Engine ECM
Remote Throttle Sensor Supply
W (+5V) Output 5V (+) Pin 8 Engine ECM
X Remote ECM Power Engine Run Input 12V (+) Pin 87 Remote Run relay

TABLE 8-4. PACCAR Engine 23 Way Connector Descriptions and Functions
A 12 VDC IGN Power Output 12V (+) Tied To Pin L Of 23 Way Connector. Engine PDC Fuse E9. 10A Fused
B City Horn Input 12V (+) Pin 85 of Horn Relay
C Check Engine Lamp Output Active Low Pin 4 of Engine ECM
D Remote Start Input 12V (+) Pin 87 of Remote Start Relay
E Remote Throttle Return Analog Sensor Ground CECU Pin C25
F Remote Enable Input 12V (+) Pin 85 of Remote Start Relay. Pin 85 of Remote Run Relay
G Remote Resume Input Active Ground Pin B16 of CECU
H Remote Set Input Active Ground Pin B15 of CECU
J Remote Throttle Position Input, Variable 0-5V Pin C27 of CECU
K Remote Run Input 12V (+) Pin 87A Remote Run relay
L 12 VDC IGN Power Output 12V (+) Tied To Pin A of 23 Way Connector. Engine PDC Fuse E9. 10A Fused
M J1939 B-CAN (-) B-CAN (-) Pin 44 of CECU
N J1939 B-CAN (+) B-CAN (+) Pin 43 of CECU
O Common Return (General) Common Ground Firewall Ground
P Engine Oil Pressure Output Body Builder Supplied sensor, Input on J668
Pin 85 MX PTO relay. Pin 85 Eaton PTO Relay. Pin 85 of PTO hour
Q Remote PTO ON/OFF Input, Active low. Meter Relay
R DEF Lamp Return Not Used, Cummins ONLY
S Regeneration Lamp Return Not Used, Cummins ONLY
T External Regeneration Notification Output, Active High Pin C18 of Chassis Node
U Common Return (Switch) Common Switch Ground Firewall Ground
V Torque Limit Switch Not Used, Cummins ONLY
W Remote Throttle Sensor Supply (+5V) Output, 5V (+) Pin C1 of CECU
X Remote ECM Power Engine Run Input 12V (+) Pin 87 Remote Run relay
EXAMPLE OF TYPICAL CUSTOMER INSTALLED CONTROLS
Remote Throttle Controls Using 23 way Connector
Remote Throttle Controls Using 16 way Connector

Murphy Control Box using 23 way connector
Murphy Control Box using 16 way connector
External Regeneration Notification using 23 way connector
External Regeneration Notification using 16 way connector

RELAY BOX CONFIGURATION
MODELS 567/579
Models 567 and 579 use a relay box to transfer signals to the engine ECM and the Eaton Transmission ECU if equipped
with an Eaton automated transmission. The 12 pin connector (P111A) will be connected to the chassis harness PTO
connector which will move the 12 pin connector towards the rear of the frame.
PACCAR MX ENGINES
Typical relay set up pictured in Figure 8-29 for models equipped with PACCAR engines. The chassis harness may be
equipped with connector P198 and the engine harness may be equipped with connector P197 if the chassis is optioned
accordingly. See Figure 8-30 on the following page for system schematic. For the PTO engaged signal, a ground signal
can be connected to Pin 5 of the P197 connector, or pin 2 of the P198 connector. This signal will activate the MX Engine
PTO relay, the Eaton PTO relay, the dash warning telltale, and the hour meter if equipped.
FIGURE 8-29. PACCAR Engine Relay Box Typical Configuration
FIGURE 8-30. Electrical Schematic for PACCAR Engine and Eaton Transmission Equipped Chassis

CUMMINS ENGINES
Typical relay set up pictured below in Figure 8-31 for models equipped with Cummins engines. The chassis harness may
be equipped with connector P198 and the engine harness may be equipped with connector P197 if the chassis is
optioned accordingly. See Figure 8-32 on the following page for system schematic. For the PTO engaged signal, a ground
signal can be connected to Pin 5 of the P197 connector, or pin 2 of the P198 connector. This signal will activate the Eaton
PTO relay, the dash warning telltale, and the hour meter if equipped.
FIGURE 8-31. Cummins Engine Relay Box Typical Configuration
FIGURE 8-32. Electrical Schematic for Cummins Engine and Eaton Transmission Equipped Chassis

CHASSIS HARNESS WIRING
MX ENGINES
The MX PTO relay is required to convert the low PTO engaged signal to a high signal for the MX ECU. The MX PTO relay
(P27-1151) is used to convert this signal. The MX PTO relay coil receives 12V IGN power from fuse E_E9 body IGN from
pin 7 of the MX engine harness PTO/remote throttle connector (P111). When a PTO engages the PTO engage circuit has
a path to ground. This ground path allows current to flow through the MX PTO relay coil. When the MX PTO relay is active
the MX ECU receives a high input signaling that the PTO is engaged.
EATON AUTOMATED TRANSMISSIONS:

For Eaton Ultrashift Plus and Advantage automated transmissions, the transmission ECU requires an isolated PTO
engaged signal. The Eaton PTO relay (P27-1151) is used to isolate the PTO engaged signal to the transmission ECU.
The Eaton PTO relay coil receives 12V IGN power from fuse E_E9 body IGN from pin 7 of the engine harness
PTO/remote throttle connector (P111). PTO engage circuit has a path to ground. This ground path allows current to flow
through the Eaton PTO relay coil. When the relay is active pins 34 and 18 on the transmission controller are shorted
providing the PTO engaged signal to the transmission ECU.
FIGURE 8-33. Relay Wiring Diagram
NAMCO SPLIT SHAFT PTO/TRANSFER CASE UNITS

Note: since the Namco option uses relays in the same position as the snow plow option these options cannot be
called out together. For chassis with a Namco split shaft PTO/transfer case several configurations are available
which require up to three relays to convert the engaged signal to drive the PTO, pump mode and front axle
declutch warning lamps. The three possible clutch configurations: rear axle & front axle, rear axle & PTO, rear
axle, PTO and front axle.
PTO:
When the PTO is not engaged the Namco sensor sends a high signal on pin 2 (J195) energizing the Namco PTO
relay coil (P27-1150). When the Namco PTO relay is energized no signal leaves the relay. When the PTO is
engaged the sensor output goes low. The Namco PTO relay coil de-energizes and the PTO warning lamp is
grounded.
Pump mode: (rear axle declutch)
When the Namco axle clutch is in road mode the Namco sensor sends a high signal on pin 4 (J195) energizing
the Namco pump relay coil (P27-1150). While the Namco pump relay is energized no signal leaves the relay.

When the rear axle is declutched for pump mode the sensor output goes low. The Namco pump relay coil de-
energizes and the pump mode circuit is grounded.
Front axle clutch:
When the Namco front axle clutch is not engaged the Namco sensor sends a high signal on pin 5 (J195)
energizing the Namco front axle clutch relay coil (P27-1150). While the Namco pump relay is energized no signal
leaves the relay. When the front axle is clutched for front axle power the sensor output goes low. The Namco
pump relay coil de-energizes and the front axle clutch circuit is grounded.
Chassis with a Namco split shaft PTO will also be provided with a 6-way connector to connect to the Namco
sensor jumper harness (J195).
Three circuits are passed to the IP harness, PTO, pump mode sense, front axle clutch via the chassis to IP connection
(J161/P033).
Two 12-way connectors are provided to connect to the MX or ISX engine harness remote throttle/PTO connector
(P197/J197).
The Eaton PTO relay, MX PTO relay, Namco PTO relay, Namco pump relay and Namco front axle clutch relay are
located in a 40-way sealed relay box mounted behind the chassis node.
Fabco split shaft PTO/transfer case jumper harness:
There are 4 different split shaft PTO/transfer case jumper harnesses. They account for, rear & front axle, rear &
one PTO, rear & two PTO's, rear & front & one PTO configurations.
PTO sensor to chassis harness connector (P198/J198):
The chassis harness provides for a 4-way connector to connect to a PTO sensor harness. It will always be
capped for shipment to the plant (P198/J198).
Pin 1 - wht4395, provides vehicle ground for 2-pin PTO engagement switches
Pin 2 - gra4395, PTO engaged signal. When low activates the PTO engaged warning lamp.
Pin 3 - gra4355, pump mode engaged signal - When low activates the pump mode warning lamp.
Pin 4 - gra3521, rear axle clutch engaged signal - When low activates the front axle clutch warning lamp.

ELECTRICLY ENGAGED PTO’S
FIGURE 8-34. Electric Engaged PTO Diagrams

FIGURE 8-35. Additional Electric Engaged PTO Diagrams

PTO TELLTALE
With key switch to “RUN” position, all the telltale icons will turn on briefly. PTO icon below will be illuminated green to the
left side of the Driver Performance Center.
FIGURE 8-36. PTO Icon
If the factory did not install the PTO or did not install the PTO pre-wire you may have to install wiring from the PTO
engagement switch to the instrument panel harness to illuminate this icon. Your dealer will have access to your truck’s
Instrumentation diagram. That drawing will have a picture of the cluster and will help identify how to turn on the PTO ICON
you saw doing the key switch test above.
MODEL 389 FAMILY
The model 389 family will have up to 5 additional telltales available for use. Some of these may be already used
depending on chassis options. The pigtails will be located behind the dash behind the instrument cluster or kick panel
area on the driver’s side, see Figure 8-37 for the schematic. The active inputs are bi-polar, meaning the active signal can
be ground or power. These will have to be programmed to specific applications in the Electronic Service Analyst (ESA)
tool if they are to be changed from the default settings. The ESA screen shot in Figure 8-47 shows the default settings.
There are also up to 4 additional alarms that can be used. These inputs will also use a bipolar signal for activation.
FIGURE 8-37. Model 389 Family Schematic for Telltale Input Pigtails

FIGURE 8-38. Model 389 Family Instrument Cluster Telltale Icon Locations
FIGURE 8-39. Model 389 Family Telltale Icon Tray
Table 8-5. Model 389 Family Telltale Icon Location and Default Icons
Position Icon Description Color Signal Source
1 Left Turn Green MFTS Module to CECU
2 Blank Green Editable #1 Breakout on Cab Harness
3 Blank Red Editable #2 Breakout on Cab Harness
4 Blank Yellow Editable #3 Breakout on Cab Harness
6 High Beam Blue MFTS Module to CECU
8 Wait To Start Yellow Direct Controlled (Engine ECU)
9 MLF Yellow Direct controlled (Engine ECU)
10 Right Turn Green MFTS Module to CECU

FIGURE 8-40. Model 389 Family Telltale Optional Icon Labels
FIGURE 8-41. Model 389 Family ESA Programming Example

MODEL 567/579 FAMILY
FIGURE 8-42. PTO Telltale Location
The standard telltale card has a GREEN PTO icon in position #2 (shown above). To activate this icon, locate where (6)
RED, GREEN and YELLOW labeled 2-way connectors are taped to the instrument panel harness on the left side of the
cup holder. One of these 2-way connectors has a GREEN label with the text “EDITABLE TELLTALE #2 P025”. A gray wire
goes to pin 2 of this connector. When that gray wire is grounded the PTO icon will turn on. No programing is needed, and
it can be easily tested before wiring with a ground wire jumper (reference electrical section for new telltale light connector
information).

ADDITIONAL TELLTALES AND ALARMS
Model 567/579 Family
The model 567/579 family will have up to 6 additional telltales available for use. Some of these may be taken up by other
options already ordered on the chassis. The pigtails will be located behind the dash near the center section and will be
close to the air pressure transducers. The active inputs are bi-polar, meaning the active signal can be ground or power.
These will have to be programmed to specific applications in the Electronic Service Analyst (ESA) tool if they are to be
changed from the default settings. The ESA screen shot in Figure 8-44 shows the default settings. Telltale positions 1 and
2 will be green illuminated color, positions 3, 4 and 5 will be amber illuminated color, and position 6 will be red. By default,
the PTO mode telltale icon will be in position 2 as shown on the instrument cluster illustration in Figure 8-42. A trailer
dump belly icon will be placed in position 6 by default, and a pump mode icon may be placed in position 1. There are also
up to 4 additional alarms that can be used. These inputs will also use a bipolar signal for activation.
FIGURE 8-43. Model 567/579 Family Schematic for Telltale Input Pigtails
FIGURE 8-44. ESA Screen Shot Showing Telltale Programming

PTO WIRING DIAGRAM
FIGURE 8-45. Allison EOH Electrical System Typical Schematic
• Application of a ground signal to pin 2 of the P198 connector will put the engine into PTO mode and illuminate the dash
PTO telltale light (if equipped)
• PTO hardwired controls should be connected at the J197 or P198 connectors
• If vehicle is not equipped with P201 connector it may be necessary to make your own harness to connect to P198
• If vehicle is not equipped with J197 or P198 connectors, PTO hardwired controls should be connected directly to the
P111c connector
• Layout and population of 40-Way Snow Plow/PTO Relay will differ depending upon PTO sales code, transmission type
and vehicle model
Troubleshooting:
For sporadic or inconsistent PTO performance: Check and replace the 10A fuse in location “E9” and 20A fuse in location
“N9” in the Power Distribution Center (PDC) on the engine side of the firewall in front of the driver. If these fuses are
blown there will not be +12V power at pin 7 or 11 of the Remote Throttle Connectors (P111C or P197)
For sporadic or inconsistent PTO performance: Check that relays and fuses in the 40-Way Snow Plow/PTO Relay Box are
present and not loose.

PTO PROGRAMMING FOR MX ENGINES
ACRONYMS AND ABBREVIATIONS
BBM Body Builder Module
B-CAN Body Builder CAN
CAN Controller Area Network signal defined by SAE J1939
CECU Cab Electronic Control Unit
DAVIE DAF advanced vehicle investigation equipment
ESA Electronic Service Analyst, a PC based diagnostic service tool for Peterbilt multiplexed cab electronics
V-CAN Vehicle CAN
PEP PACCAR Engine Pro
PTO Power Take Off
INTRODUCTION
This section is intended to be used in conjunction with the PACCAR MX Programming Guide. There are a number of
parameters that must be set to enable PTO functionality on PACCAR MX Engines. The MX Programming Guide explains
how to set these parameters for your application in section 12 “Power Take-Off Engine Speed Control (PTO Mode)”.
This section explains how to configure trucks with MX engines in one of the four PTO options as listed below:
1. Stationary In-cab PTO control
2. Mobile In-cab PTO control
3. Stationary Remote PTO with hardwired control
4. Stationary Remote PTO control over BCAN
5. Stationary Remote PTO with TSC1 control
Depending on the configuration used, it may require one or more of the following:
1. Electrical Wiring Installation
2. Reprogramming of MX Engine using PEP and DAVIE
3. Reprogramming of CECU using ESA
This section explains only the parameter configurations that are specific to one of the four options listed above. There are a
number of common parameters that must be configured which are explained in section 12 “Power Take-Off Engine Speed
Control (PTO Mode)” of the MX Programming Guide.
PTO Controls Utilizing TSC1 Messaging

DISCLAIMER: PACCAR is not responsible for equipment damage or personal loss related to accidental or intentional
misuse of TSC1 functionality
• TSC1 control is only available for “Remote Without Pedal” sales code
• TSC1 control is only available for stationary PTO applications
• See PACCAR MX Engine Programming Guide for necessary ECU configuration for TSC1 PTO control
• See J1939 wiring interface information under Electrical section. Both under-dash and engine locations are
acceptable for customer interface
TABLE 8-6. PACCAR PTO TSC1 Message Requirements
PTO
Priority: 0x6
PGN: 0xFEF0
SA: 0x24 hex
Destination: Not specific
Rx Rate: 100ms
CAN bus: VCAN (250k)
SPN: 980 (PTO on/off switch for CAN based switch operation)
-TSC1_E
Priority: 0x3
PGN: 0x0000
SA: 0x24
Destination: Specific (0x00)
Rx Rate: 10ms *
SPN: 695 (engine override control mode)

SPN: 696 (Engine requested controls condition)
SPN: 897 (OCM priority)
SPN: 898 (Engine requested speed limit)
SPN: 518 (Engine requested Tq. Limit)
SPN: 3349 (TSC1 transmission rate) = 0x07
SPN: 3350 (TSC1 Control purpose) = 0x02 (P3_PTO governor)
SPN:4191 (Engine requested Tq – hi res)
SPN:4206 (Message counter)
Broadcast values 0x00 – 0x07 incrementally and wrapping around back to 0x00.
SPN: 4207 (Message Checksum)
0x0F may be sent to bypass the checksum function. This may be acceptable for PACCAR, but in the event that it is
decided the checksum must be used, it is calculated as follows:
• MessageChecksum = ((((Checksum>>6) & 03n) + (Checksum >> 3) + Checksum) & 07n
• Where Checksum is calculated as:
• Checksum = (Byte1 + Byte2 + Byte3 + Byte4 + Byte5 + Byte6 + Byte7 Message Counter & 0Fn +
Message Identifier byte0 + Message Identifier byte1 + Message Identifier byte2 + Message Identifier
byte3)

*As far as message rates are concerned, PTO should always be sent from the body builder controller at 100ms. The
TSC1 message must be sent at 10ms when the OCM (SPN 695) is broadcast at 0x1,0x2,or 0x3. If the last broadcast was
OCM = disabled (0x00) then the message no longer needs to be sent at 10ms until the next time it is required. This is
preferred to minimize bus loading.
WARNING All configured PTO safeties, limits and interlocks will be observed if the prescribed message format
is followed. Using messages or format other than the PACCAR PTO TSC1 Message Requirements
may result in unexpected vehicle and equipment behavior.
If customer BBM is not powered on at ignition key on a low rate fault CECU configuration is not
necessary for standalone TSC1 PTO control
REMOTE PTO CONTROL OVER VCAN WITH TSC1 CUSTOMER-INSTALLED MODULE
FIGURE 8-46.
• If using TSC1 PTO control and an in-cab PTO ON/OFF switch is required the CECU must be
configured according to cab hardwired control
• If using an in-cab PTO ON/OFF switch t is still necessary to send the a CAN PTO ON message on
VCAN to make the engine enter PTO mode

REMOTE PTO CONTROL OVER VCAN WITH TSC1 CUSTOMER-INSTALLED
MODULE WITH CAB PTO SWITCH
FIGURE 8-47.
• If PTO telltale light is desired, utilize the P198 connection.

IN CAB PTO CONTROL
FIGURE 8-48. In-Cab PTO Control
To activate In-Cab PTO Control, there is a PTO switch in the cab that needs to be turned ON by the operator. This PTO
ON/OFF switch is hardwired to the CECU which activates the PTO equipment. The PTO engagement feedback signal
wire must be connected to CECU and Engine as shown in the diagram. Refer to “Electrical” section of this manual for
more information on wiring.
When the PTO switch is ON and the engine receives signal that PTO is engaged, the engine changes its state to “PTO
Mode” and the CECU will activate the PTO telltale on the cluster. For more information on engine behavior in PTO mode,
please refer MX Programming Guide.
The engine speed in PTO Mode can be controlled by the cruise control switches or the accelerator pedal inside the cab
depending on how the MX Engine is configured. This is explained in Section 1.2 in the BBM. Refer to the MX
programming guide for further details on engine speed control in PTO Mode.
CECU Configuration using ESA

To configure In-Cab PTO Control, the following parameters must be set in CECU using ESA as shown:
TABLE 8-7. In cab PTO Control – ESA Settings

Parameter Attribute
Engine Make PACCAR
PTO Control Present Enable

FIGURE shows the screenshot indicating where these parameters can be found in ESA.
FIGURE 8-49. In-Cab PTO Control – ESA Settings
MX Engine Parameter Configuration using PEP
There are two ways to configure In-Cab PTO Control depending on application:
1. In-Cab PTO Control with Accelerator Pedal
2. In-Cab PTO Control without Accelerator Pedal.
For both these options, the configuration on CECU is the same as described in section 1.1. The engine should be
configured differently depending on whether the accelerator pedal is needed along with the cruise control switch for In-
Cab PTO control. This is done by selecting the right sales code using PEP as explained below.
In PEP, click “Edit Parameters” button to enable editing and scroll down to PTO section “PTO Mode Preferences”.
Towards the end of the section, there will be an entry for “Type of PTO Controls – Enable/Disable (S074)” which can be
edited by making a selection from a dropdown menu. From this dropdown menu, select one of the sales codes shown:

TABLE 8-8. In-Cab PTO Control – PEP Settings
Description Peterbilt Sales Code
Mobile Cab Station Accelerator 2092046
Mobile Cab Station Switches And Accelerator 2092047
Stationary Cab Station Switches 2092048
Stationary Cab Station Switches And Accelerator 2092049
Stationary Remote Station Switches 2092052
Stationary Remote Station Switches And Throttle 2092053
Once the selection is made, scroll to the top of the page or to the bottom of the page to “Save” the changes. Once the
changes are saved, select “Submit” and download the new file when it becomes available and program it on the engine
using DAVIE.
HARD-WIRED REMOTE PTO CONTROL
FIGURE 8-50. Hard-Wired Remote PTO Control
To activate Hard-Wired Remote PTO Control, there is a PTO switch in the cab that needs to be turned ON by the
operator. This PTO ON/OFF switch is hardwired to the CECU which activates the PTO equipment. The PTO engagement
feedback signal wire must be connected to CECU and Engine as shown in the diagram.
The engine speed is controlled by the customer installed Remote PTO Controls. The Remote PTO Controls have digital
Set and Resume signals and an analog Accelerator signal hardwired to the CECU. The CECU sends these inputs to the
Engine via V-CAN using standard SAE messages as shown in Table 8-9. The Remote PTO Controls are hardwired to the
CECU using 12-pin PACCAR connector as explained in “Electrical” section of this manual.

TABLE 8-9. J1939 signals from CECU (SA 0x31) to Engine over VCAN
Label Description
SPN974 Remote Accelerator Pedal Position
SPN979 Engine Remote PTO Governor Preprogrammed Speed Control Switch
SPN3447 Remote PTO Governor Preprogrammed Speed Control Switch #2
SPN982 Engine PTO Resume Switch
SPN984 Engine PTO Set Switch
.CECU Configuration using ESA
To configure Hard-Wired Remote PTO Control, the following parameters must be set in CECU using ESA as
shown:
TABLE 8-10. Hard-wired Remote PTO Control – ESA Settings
Parameter Attribute
Engine Make PACCAR
Remote Accelerator Input Type Analog Input
Remote PTO Input Type Digital Input

Figure shows the screenshot indicating where these parameters can be found in ESA.
FIGURE 8-51. Hardwired Remote PTO Control – ESA Settings
MX Engine Parameter Configuration Using PEP

There are two ways to configure remote PTO Control depending on application:
1. Remote PTO Control with Accelerator Pedal
2. Remote PTO Control without Accelerator Pedal.
For both these options, the configuration on CECU is the same as described in section 2.1. The engine should
be configured differently depending on whether the accelerator pedal is needed along with the cruise control
switch for Hardwired Remote PTO control. This is done by selecting the right sales code using PEP as
explained below.
Towards the end of the section, there will be an entry for “Type of PTO Controls – Enable/Disable (S074)” which
can be edited by making a selection from a dropdown menu. From this dropdown menu, select one of the sales
codes shown:

TABLE 8-11. Hardwired Remote PTO Control – PEP Settings
Remote Station with Accelerator Pedal 2092043
Remote Station without Accelerator Pedal 2092044
using DAVIE.
REMOTE PTO CONTROL OVER BCAN WITH HARDWIRED PTO ENGAGEMENT TO ENGINE
FIGURE 8-52. Remote PTO Control over BCAN with PTO ON/OFF Switch Hardwired to CECU
To activate Remote PTO Control over BCAN as shown here, there is a PTO switch in the cab that needs to be turned ON
by the operator. This PTO ON/OFF switch is hardwired to the CECU which activates the PTO equipment. The PTO
engagement feedback signal wire must be connected to CECU and Engine as shown in the diagram. Refer to “Electrical”
section of this manual for more information on wiring.
The engine speed is controlled by the customer installed PTO Control on the BBM. The CECU gets the “Set”, “Resume”
and “Accelerator” signal from the Body Builder Module over B-CAN. The CECU sends these signals to the Engine via
V-CAN using standard SAE messages as shown in Table. The PTO engagement feedback is hardwired to the CECU and
the engine using 12-pin PACCAR connector as explained in “Electrical” section of this manual.

Label Description
NOTE: When the engine is configured for this PTO option, the Engine expects the J1939 messages from the
BBM whenever the key switch is in the ignition position. If the key is turned ON without having a PTO signal
from BBM over B-CAN, the engine will log these active fault codes shown in Table 8-13. These codes will become
inactive when the BBM starts sending signals. This can be avoided if the ignition and the BBM PTO controls are
powered ON at the same time.
TABLE 8-13. Engine Fault Codes

Engine Fault Code Description
P0221 CAN Communication – Message (EEC2) out of range – Remote accelerator pedal position
U153B CAN Communication – Message (PTO) out of range – Engine PTO resume switch
U1837 CAN Communication – Message (PTO) out of range – Engine PTO governor
preprogrammed speed.
P253B CAN Communication – Message (PTO) out of range – Engine PTO governor set switch.
CECU CONFIGURATION USING ESA
To configure Remote PTO Control over BCAN with hardwired PTO Engagement Feedback to Engine, the
following parameters must be set in CECU using ESA as shown in Table.
TABLE 8-14. Remote PTO Control over BCAN with hardwired PTO Engagement Feedback to Engine
Parameter Attribute
Engine Make PACCAR
Remote Accelerator Input Type BCAN Input
Remote PTO Input Type BCAN Input
Gateway Engine CCVS Message (PGN 65265) Gateway or Route to BCAN
Gateway Engine EEC1 Message (PGN 61444) Gateway or Route to BCAN
Gateway Transmission ETC2 Message (PGN 61445) Gateway or Route to BCAN

Figure show the screenshot indicating where these parameters can be found in ESA.
.
FIGURE 8-53. Remote PTO Control over BCAN with hardwired PTO Engagement Feedback to Engine– ESA Settings

Figure show the screenshot indicating where these parameters can be found in ESA.
FIGURE 8-54. Remote PTO Control over BCAN with hardwired PTO Engagement Feedback to Engine
MX Engine Parameter Configuration using PEP
For both these options, the configuration on CECU is the same as described in section 3.1. The engine should be
configured for one of the above options which are done by selecting the right sales code using PEP as explained below.
edited by making a selection from a dropdown menu. From this dropdown menu, select one of the sales codes shown:

Remote Station with Accelerator Pedal 2092043
Remote Station without Accelerator Pedal 2092044
using DAVIE.
Please refer to “Electrical” section of this manual for details on wiring connections to set up Remote PTO Controllers with
MX engines.
REMOTE PTO CONTROL OVER BCAN WITH PTO ON/OFF SWITCH
FIGURE 8-55. Remote PTO Control over BCAN with PTO ON/OFF Switch Signal over BCAN
To set up Remote PTO Control over BCAN as shown here, there is an ON/OFF switch located on the customer installed
BBM. The “PTO ON/OFF” signal is sent from the BBM to the CECU over B-CAN which sends this signal to the Engine
over V-CAN. The PTO engagement feedback signal wire must be connected to the CECU by the customer. Refer to
“Electrical” section of this manual for more information on wiring.
The engine speed is controlled by the customer installed PTO Control on the BBM. The CECU gets the “SET”, “RESUME”
and “ACCELERATOR” signal from the BBM over B-CAN. The CECU sends them to the Engine via V-CAN using standard
SAE messages as show:

Label Description
NOTE: When the engine is configured for this PTO option, the Engine expects the J1939 messages from the BBM
whenever the key switch is in the ignition position. If the key is turned ON without having a PTO signal from BBM
over B-CAN, the engine will log these active fault codes shown in Table 8-17. These codes will become inactive
when the BBM starts sending signals. This can be avoided if the ignition and the BBM PTO controls are powered
ON at the same time.
TABLE 8-17. Engine Fault Codes

Engine Fault
Code Description
P0221 CAN Communication – Message (EEC2) out of range – Remote accelerator pedal position
U153B CAN Communication – Message (PTO) out of range – Engine PTO resume switch
U1837 CAN Communication – Message (PTO) out of range – Engine PTO governor preprogrammed speed.
U1838 CAN Communication – Message (PTO) out of range – Engine PTO governor enable switch.
P253B CAN Communication – Message (PTO) out of range – Engine PTO governor set switch.
CECU CONFIGURATION USING ESA
To configure Remote PTO Control over BCAN with PTO ON/OFF Switch Signal over BCAN, the following
parameters must be set in CECU using ESA as shown:
TABLE 8-18. Remote PTO Control over BCAN with PTO ON/OFF Switch Signal over BCAN – ESA Settings
Parameter Attribute
Engine Make PACCAR
Remote Accelerator Input Type BCAN Input
Remote PTO Input Type BCAN Input
Gateway Engine CCVS Message (PGN 65265) Gateway or Route to BCAN
Gateway Engine EEC1 Message (PGN 61444) Gateway or Route to BCAN
Gateway Transmission ETC2 Message (PGN 61445) Gateway or Route to BCAN

FIGURE 8-56. Remote PTO Control over BCAN with PTO ON/OFF Switch Signal over BCAN – ESA Settings

FIGURE 8-57. Remote PTO Control over BCAN with PTO ON/OFF Switch Signal over BCAN – ESA Settings

REMOTE PTO CONTROL OVER VCAN WITH TSC1 CUSTOMER-INSTALLED BODY BUILDER
MODULE
FIGURE 8-58.
•If using TSC1 PTO control and an in-cab PTO ON/OFF switch is required the CECU must be configured
according to cab hardwired control
•If using an in-cab PTO ON/OFF switch t is still necessary to send the a CAN PTO ON message on VCAN to
make the engine enter PTO mode (See PACCAR PTO TSC1 Message Requirements for details)

REMOTE PTO CONTROL OVER VCAN WITH TSC1 CUSTOMER-INSTALLED BODY BUILDER
MODULE
FIGURE 8-59.
•If PTO telltale light is desired, utilize the P198 connection. See Section 9 Electrical for further information
MX ENGINE PARAMETER CONFIGURATION USING PEP

To configure Remote PTO Control over B-CAN with PTO ON/OFF Switch Signal sent over B-CAN, the engine should be
configured to select the correct signal source using PEP as explained below.
Towards the end of the section, there will be an entry for “Signal source for PTO main switch (N102) which must be set to
1.Parameter Code: N102
Function: PTO SPEED CONTROL
Description: Signal source for PTO main switch.
Calculation: 0 = Hardwired
1 = CAN
For both these options, the configuration on CECU is the same as described in section. The engine should be configured
for one of the above options which are done by selecting the right sales code using PEP as explained below.

edited by making a selection from a dropdown menu. From this dropdown menu, select one of the sales codes show:
Table 8-19.

Stationary Remote Station Switches PB 2092052
Stationary Remote Station Switches And Throttle PB 2092053
Once these selections are made, scroll to the top of the page or to the bottom of the page to “Save” the changes. Once
the changes are saved, select “Submit” and download the new file when it becomes available and program it on the
engine using DAVIE.
Please refer to “Electrical” section of this manual for details on wiring connections for remote PTO with MX engines.
TABLE 8-20. PACCAR BCAN Message Requirements

PTO
Priority: 0x6
PGN: 0xFEF0
SA: 0x21 hex
Destination: Not specific
Rx Rate: 100ms
SPN: 980 (PTO on/off switch for CAN based switch operation)
• 0x0F may be sent to bypass the checksum function. This may be acceptable for PACCAR, but in the event that it
is decided the checksum must be used, it is calculated as follows:
• MessageChecksum = ((((Checksum>>6) & 03n) + (Checksum >> 3) + Checksum) & 07n
• Where Checksum is calculated as:
• Checksum = (Byte1 + Byte2 + Byte3 + Byte4 + Byte5 + Byte6 + Byte7 Message Counter & 0Fn + Message
Identifier byte0 + Message Identifier byte1 + Message Identifier byte2 + Message Identifier byte3)
Label Description
SPN980 Engine PTO Governor Enable Switch
5. Reference
Paccar MX Engine can be programmed to have preset values for multiple features when operating in PTO mode. The
features available when configuring PTO Mode with PACCAR MX Engines are described in the MX Programming
Guide.

SECTION 9 AFTERTREAMENT
INTRODUCTION
The following section is designed to give you information regarding the exhaust and after-treatment systems on Peterbilt
chassis.
All Peterbilt’s equipped with 2017 emission level engines will utilize Selective Catalyst Reduction (SCR). SCR is a process
in which Diesel Exhaust Fluid (DEF) is injected into the exhaust downstream of the engine. DEF is converted to ammonia
by the heat of the exhaust system. Inside of the SCR canister a catalyst causes a chemical reaction to occur between the
ammonia and NOx, turning it into water and nitrogen. For more information on the specific details of how SCR works,
please contact your local Peterbilt dealer.
DEF SYSTEM SCHEMATIC

On most Peterbilt chassis the DEF Supply Module (or pump) is integrated into the DEF tank. Peterbilt does not allow
relocation of this pump. The following schematic details how the DEF lines route to the after-treatment system.
FIGURE 9-1. DEF System Schematic

AFTERTREATMENT 9
DEF will freeze at approximately 11° F. In order to keep DEF from freezing all tanks will be heated with engine coolant.
The following schematic shows the routing of these lines. It is critical that the system is not compromised in any manner.
Below, numbers denote the order of the component in the flow.
FIGURE 9-2. DEF Coolant Routing Schematic
GENERAL GUIDELINES FOR DEF SYSTEM

The installation of the DEF tank is a critical component of the aftertreatment system. While Peterbilt does not
recommend relocating the DEF tank, there are applications and body installations that will require it. The
guidelines below must be strictly followed by any entity relocating the tank. Failure to follow the guidelines
completely and accurately may result in engine shut-down situations.
PACCAR-approved DEF hoses are required when retrofitting for system to function properly. The use of
unapproved hoses for DEF lines will void warranty and may cause engine shut-down situations. The DEF pump
(or Supply Module) cannot be relocated from the DEF tank.
Peterbilt offers a variety of DEF tank sizes to meet every application. The DEF tank volume is regulated by the
E.P.A. Peterbilt advises against modifying the tank volume after the truck has been delivered from the factory.
These are estimated nominal (published) maximum fuel capacities for various DEF tanks, engines, and fill ratios.
Dosing rates for these calculations are also shown.
TABLE 9-1. DEF Fuel Ratios

FUEL VOLUME ALLOWED (USABLE GALLONS)
Standard DEF-Fuel Ratio Minimum Recommended DEF-Fuel
(2:1) Ratio (1:1), No Derates
PX-7/ MX-11/ PX-7/ MX-11/
DEF Tank ISX15
ISX12
MX-13
PX-9
ISX15
ISX12
MX-13
PX-9
SMALL 153 162 113 189 193 204 152 238

MEDIUM 286 303 212 353 387 409 286 477
LARGE 431 455 318 531 581 614 430 717
MEDIUM AERO 291 307 215 358 393 416 308 485
LARGE AERO 368 389 272 454 538 569 419 664
Rectangular 103 109 76 128 148 157 110 183

AFTERTREATMENT 9
INSTALLATION REQUIREMENTS AND DIMENSIONS FOR DEF SYSTEM
When relocating any DEF system components, the locations must meet the guidelines below. Failure to comply may
result in non-conformance to EPA standards and engine shutdown.
With all relocating procedures, general clearances and routing guidelines must be followed. See section 10 of this manual
for general routing guidelines.
When relocating the components the maximum pressure DEF hose length, from Supply module to Dosing Module, is 5.5
meters (216.5").
Maintain a minimum of 3" clearance to shielded exhaust components when routing DEF lines to prevent possible melting.
If the DEF tank is relocated the coolant lines will need to be modified. During this process if the tank is moved forward on
the chassis (closer to the engine) it is necessary to remove excess coolant lines and maintain the original routing path. If
the tank is moved rearward on the chassis the additional length of cooling line required to complete the installation must
be installed in a straight section of the existing coolant routing lines. This process minimizes the change in coolant flow by
mitigating changes in restrictions. Changes in restriction are added with excessive line length and bends. Work with your
local Peterbilt dealer if you are unsure about the coolant line modifications.
ROUTING TO THE DOSING MODULE (INJECTOR)

A DEF pressure line “trap” is no longer required after EPA 2013 emissions level engine. The dosing module (injector) no
longer needs to be purged and relative heights of components are no longer critical. See Figure 9.3 below for typical
routing with RHUC exhaust and LH DEF tank shown. Also shown in this figure is the coolant line routing for 579 and 567
models.
FIGURE 9-3. Routing for DEF and Coolant Lines

AFTERTREATMENT 9
DEF SUPPLY MODULE MOUNTING REQUIREMENTS
The Supply Module (or Pump) standard mounting location is on the DEF tank assembly. Body builders may need to
relocate this component, and should follow the location and length restrictions above. Additionally the mounting and the
orientation of the Supply Module must not exceed 45° from vertical in any direction.
FIGURE 9-4. Supply Module Allowed Clocking Angle Limit Scribes a 90° Inverted Cone.

SECTION 10 ROUTING
INTRODUCTION
This section specifies the general requirements for securing hoses and electrical wires to present an orderly appearance,
facilitate inspection and maintenance, and prevent potential damage to these lines.
DEFINITIONS
Bundle: Two or more air, electrical, fuel, or other lines tied together to form a unitized assembly.
Clamp: A cushioned rigid or semi-rigid, anti-chafing device for containing the bundle and securing it to the frame or other
structural support. Standard clamps have a black elastomer lining. High temperature clamps (e.g., those used with com-
pressor discharge hose) have a white or red elastomer lining (most applications for these are called out in the bills of
material). An assembly of two clamps fastened together to separate components is referred to as a “butterfly” clamp.
Note: the metal portion of clamps shall be stainless steel or otherwise made capable, through plating or other means, of
passing a 200 hour salt spray test per ASTM B117 without rusting.
FIGURE 10-1. Clamp and Butterfly Clamp
Butterfly Tie: A tough plastic (nylon or equivalent) locking dual clamp tie strap used to separate bundles or single lines,
hoses, etc. These straps must be UV stable. (Tyton DCT11)
FIGURE 10-2. Butterfly Tie
Tie Strap: A tough plastic (nylon, or equivalent) locking strap used to tie the lines in a bundle together between clamps or
to otherwise secure hoses and wires as noted below. These straps must be UV stable.
FIGURE 10-3. Tie Strap

Heavy Duty (HD) Mount: A black rigid device used for securing a tie strap to the frame or other structural support.
Mounts are made of impact modified, heat stabilized UV resistant nylon capable of continuous operation between
temperatures 220°F (150°) and -40°F (-40°).
Routing 10
FIGURE 10-4. Heavy Duty (HD) Mount.
NOTE: Heavy duty tie straps 0.50in (12.7mm) wide (Tyton T255ROHIR or similar) shall be used whenever HD
mounts are specified, although 0.25in (6.4mm) tie straps may be used in some specified applications.
Excess of material: More than 3 inches of slack for every 14 inch section of hose routing, except for air conditioner
hoses.
Shortness of material: Less than 1 inch of slack on a 14 inch section of hose routing.
ROUTING REQUIREMENTS
Electrical Wiring
• Electrical ground wire terminals must be securely attached and the complete terminal surface must contact a
clean bare metal surface. See R414-558 for grounding wire connection practice. Apply electrical contact corrosion
inhibitor Nyogel 759G grease (made by William F. Nye, Inc., New Bedford, MA) per R414-558.
• Don’t bend wires or use tie straps within 3 inches (75 mm) of (connected) wire connectors or plugs.
• Electrical wiring must be routed so that other components do not interfere with it
• Electrical wiring must be routed away from moving components so that at least 13.0 mm (0.5 in.) of clearance
exists when the component is in operation and at maximum limits of the component’s travel
• Electrical wiring must be protected in the locations they are routed
• Electrical wiring must be routed to avoid heat sources
• Electrical wiring must be secured to a crossmember when going from one frame rail to the other
• When crossing other components, electrical wiring must have a covering of convoluted tubing, PSA tape, or must
be separated from the component with a standoff or butterfly clamp
• Electrical wiring must not be routed directly over a sharp edge unless separated from the edge by a clip, standoff
bracket, or similar spacing feature that prevents any risk of chafing or cutting
o Alternatively, the installation of windlace applied to the edge along with PSA tape or convoluted tubing on
the harness is acceptable
• Electrical wiring must be routed in a way that will not place strain on connectors.

Routing 10
Wires in Bundles
Electrical wires (other than the exceptions covered below) running parallel with air or coolant hose bundles, may be
included in the bundle if they are isolated from the hoses with a covering of convoluted plastic tubing.
Exceptions:
Battery cables (including jump start cables) may be bundled with or tied to the charging wire harness. They shall
not be bundled with or tied directly to any other components, including hoses, wires, or bundles. They shall be
separated from other routed components using butterfly ties at intervals not exceeding 14 inches (356 mm).
Battery strap (W84-1000) tie down shall be used without exception to secure battery cables to frame mounted or
other major component (e.g. engine, transmission, etc.) mounted standoffs at intervals not exceeding 14 inches
(356 mm). The (positive) battery cable shall be covered with convoluted plastic tubing from terminal to terminal.
110/220 volt wires for engine heaters, oil pan heaters, transmission oil heaters and battery pad warmers, shall not
be included in any hose/wire bundle with a fuel hose. Individual heater wires not in a bundle shall be separated
from other components by using butterfly clamps or butterfly ties at intervals not exceeding 14 inches (356 mm).
Heater wires with a secondary covering shall be covered with convoluted tubing whether they are in bundles or
not.
Wires Crossing Other Components

Electrical wires crossing over other components, such as lines, bolt heads, fittings, engine components lifting eyes, engine
block, cylinder head, etc., close enough to rub shall be isolated with a covering of convoluted tubing and separated from
the component by using butterfly clamps, butterfly ties, or plastic sheathing. 110/220 volt engine heater wiring shall be
installed with butterfly ties or butterfly clamps
Piping
Use no street elbows in air brake, water, fuel, or hydraulic systems unless specified on the piping diagram and the build
instructions.
Use no elbows in the air brake system unless specified on the air piping diagram and the build instructions.
Hoses Crossing Components

Hoses crossing over other components close enough to rub shall be protected with a secured covering of convoluted
plastic tubing (part number K344-813), another section of hose, or plastic sheathing (part number K213-1312). The usage
of butterfly ties, or butterfly clamps are also recommended.
Air Compressor Discharge Hoses

Wires or hoses shall not be tied to the high temperature air compressor discharge hose. Hoses and wires may be routed
across the air compressor discharge hose at a distance of 18 inches (457 mm) or greater from the compressor discharge
port. In this case the crossing hoses and wires shall be “butterfly” clamped to the air compressor discharge hose and
covered with convoluted tubing at the clamp point (use high temperature clamps on the compressor hose).
Bundles
HD mount and tie strap, or clamp shall be located at intervals not to exceed 14 inches (356 mm) along the bundle.
Regular tie straps shall be located at intervals not to exceed 7 inches (178 mm) between HD mount or clamps. Extra tie
straps may be used as needed to contain the hoses and wires in the bundle.
Routing of Wires and Hoses near Moving Components

Wires and Hoses shall be routed away from moving components, such as fans, shackle links, drivelines, steering
linkages, etc. so that there is at least 0.5 inches (12.7 mm) clearance when the component is operating at its maximum
travel limits.
A minimum clearance of 1.0 inches (25.4) shall be maintained between steering axle tires (and associated rotating parts)
in all positions and routed components, such as hoses, oil lines, wires, pipes, etc.

Routing 10
ROUTING OF WIRES AND HOSES NEAR EXHAUST SYSTEM
TABLE 10-1. Exhaust – System Clearance
Description Shielded Unshielded
Coolant hoses, HVAC hoses and tubing, and electrical wires
within 15” of the turbo and/or over 15” from the turbo 2” minimum 3” minimum
Fuel hoses
within 15” of the turbo n/a 4” minimum
over 15” from the turbo 2” minimum 3” minimum
Fuel tanks and hydraulic tanks
crossing tank n/a 2” minimum
parallel to tank n/a 2” minimum
end of tank n/a 1” minimum
aluminum/ceramic-coated exhaust pipe crossing tank n/a 1.5” minimum
Air hose
nylon 3” minimum 8” minimum
wire braid 2” minimum 3” minimum
FIGURE 10-5. Definition of measurements.

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Release Date 5/26/17

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SECTION 2: SAFETY AND COMPLIANCE

EXHAUST SYSTEMS 3-71

SECTION 5: FRAME MODIFICATIONS

SECTION 6: ELECTRICAL 389 FAMILY

SECTION 7: ELECTRICAL 579 FAMILY

Peterbilt Motors Company iii

Electric Engaged Equipment 7-9

SECTION 8: PTO SECTION

Peterbilt Motors Company iv

CUMMINS Engines 8-22

SECTION 9: AFTERTREATMENT SYSTEM

SECTION 10: ROUTING

Peterbilt Motors Company v

WARNINGS, CAUTIONS, AND NOTES

FEDERAL MOTOR VEHICLE SAFETY STANDARDS COMPLIANCE

INCOMPLETE VEHICLE CERTIFICATION

U.S. EPA Noise Label (U.S. registered vehicles only)

Tire, Rim and Final Stage Manufacturer

Safety Mark (Canadian Major Components

Peterbilt Motors Company 2-2

NOISE AND EMISSIONS REQUIREMENTS

Peterbilt Motors Company 2-3

Peterbilt Motors Company 2-4

Nylon Wirebraid-reinforced rubber

COMPRESSED AIR SYSTEM

EXHAUST AND EXHAUST AFTER-TREATMENT SYSTEM

Peterbilt Motors Company 2-5

Peterbilt Motors Company 2-6

Peterbilt Motors Company 2-7

FIGURE 2-3: Aerodynamic Mirror OAT Sensor Location

• Coolant Sensor considerations are given in the Cooling section above

Peterbilt Motors Company 2-8

CHARGE AIR COOLER SYSTEM

Peterbilt Motors Company 2-9

TABLE 3-1. Abbreviations Used

FIGURE 3-1. Model 567-115 SFFA – Overall Dimensions

Peterbilt Motors Company 3- 2

FIGURE 3-2. Model 567-121 SFFA – Overall Dimensions

Peterbilt Motors Company 3- 3

FIGURE 3-3. Model 567-115 SBFA – Overall Dimensions

Peterbilt Motors Company 3- 4

FIGURE 3-4. Model 567-121 SBFA – Overall Dimensions

Peterbilt Motors Company 3- 5

FIGURE 3-5. Model 389-131 Top & LH View – Overall Dimensions

Peterbilt Motors Company 3- 6

FIGURE 3-6. Model 389-123 Top & LH View – Overall Dimensions

Peterbilt Motors Company 3- 7

Peterbilt Motors Company 3- 8

Peterbilt Motors Company 3- 9

Peterbilt Motors Company 3- 10

Peterbilt Motors Company 3- 11

Peterbilt Motors Company 3- 12

Peterbilt Motors Company 3- 13