SL, SLX e SLXe Manual de Manutenção TK 50045 Rev 14 02-2016

Maintenance Manual
Trailer Units
SL-100
SL-200
SL-300
SL-400
SL-TCI
SL-100e
SL-200e
SL-400e
SPECTRUM SL
SLX-100
SLX-200
SLX-300
SLX-400
SLX SPECTRUM
SLX Whisper
SLX Ferry
SLXe-100
SLXe-200
SLXe-300
SLXe-400
SLXe SPECTRUM
SLXe Whisper
SLXe-300 Whisper Pro
SLXe SPECTRUM Whisper Pro
SLXe Ferry
TK 50045 (Rev. 14, 02-2016)
Ingersoll Rand Company Ltd. • Monivea Road • Mervue, Galway • Ireland

Recover Refrigerant
At Thermo King we recognise the need to preserve the environment and limit the potential harm to the ozone layer that
can result from allowing refrigerant to escape into the atmosphere.
We strictly adhere to a policy that promotes the recovery and limits the loss of refrigerant into the atmosphere.
In addition, service personnel must be aware of Federal regulations concerning the use of refrigerants and the certification
of technicians. For additional information on regulations and technician certification programmes, contact your local
THERMO KING dealer.
©1997 to 2015 by Thermo King Ingersoll Rand, Galway, Ireland. All rights reserved.
Printed in Ireland.
The contents of this manual are the property of Thermo King Europe and are copyrighted. No part of this document
may be reproduced or transmitted in any form or by an means, electronic or mechanical, for any purpose, without the
express written permission of Thermo King.
This maintenance manual is published for informational purposes only and the information should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King should be consulted.
Information in this document is subject to change without notice.
Sale of product shown in this Maintenance Manual is subject to Thermo Kingís terms and conditions including, but
not limited to, the THERMO KING EXPRESS WARRANTY. Such terms and conditions are available on request.
The Thermo King warranty will not apply to any equipment which has been “so repaired or altered outside the
manufacturer’s plants as, in the manufacturer’s judgment, to effect its stability”.
No warranties, express or implied, including warranties of fitness for a particular purpose or merchantability, or
warranties arising from course or dealing or usage of trade, are made regarding the information, recommendations
and descriptions contained herein. Manufacturer is not responsible and will not be held liable in contract or in tort
(including negligence) for any special, indirect or consequential damages, including injury or damage caused to
vehicles, contents or persons, by reason of the installation of any Thermo King product or its mechanical failure.
Table Of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
About This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Units Covered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Other Reference Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Safety Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
General Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Auto Start/Stop Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
SL-400e, SLXe and slx with Smart Reefer 2/3 (SR-2/SR-3) Controller . . . . . . . . . . . . . . . . . . . 2-2
Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Refrigerant Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Microprocessor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Welding of Units or Truck Bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Unit Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Refrigeration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
R-404A/ R452A* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Electrical Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Heat/Defrost System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Evaporator Fan Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Electric Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Electric Drive Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Standby Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Remote Evaporator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
........................................................................... 3-11
Maintenance Inspection Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
SL and SLe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Remote Evaporators: ECT, ELT, EW, SPECTRUM and TLE . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
UNIT MODELS: All SLX, SLXe Range and Spectrum Models Host Unit . . . . . . . . . . . . . . . . 4-5
UNIT MODELS: All SLX, SLXe and Spectrum Models Host Unit . . . . . . . . . . . . . . . . . . . . . . 4-6
UNIT MODELS: All SLX, SLXe and Spectrum Models Host Unit . . . . . . . . . . . . . . . . . . . . . . 4-7
UNIT MODELS: SLX/SLXe SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
UNIT MODELS: All SLX, SLXe and Spectrum MOdels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Unit Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Single Temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Multi-temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Unit Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Service Test Mode (Standard on TG-VI, µP-IV, µP-V, µP-VI, SR-2 and SR-3 Controllers) . 5-5
Electric Standby Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Refrigeration Modulation Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Discharge Air Modulation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Electronic Throttling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Data Logging Option (µP-IV, µP-V, µP-VI, SR-2 and SR-3 Controllers) . . . . . . . . . . . . . . . . 5-5
Sleep Mode Option (Option on µP-IV and µP-V Controllers, Standard on µP-VI, SR-2 and SR-3
Controllers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Tracker Option (µP-IV, µP-V, µP-V, SR-2 and SR-3 Controllers) . . . . . . . . . . . . . . . . . . . . . 5-6
CYCLE-SENTRY (Start/Stop) Control Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Economy Mode Control Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
OptiSet™ Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Data Acquisition System (DAS) Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Remote Control Options (TG-V, µP-IV Multi-Temp, µP-V and µP-VI Controllers) . . . . . . . 5-7
Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
SL-100, SL-100e, SL-200 and SL-200e (TG-VI Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
SL-300 (µP-IV or µP-V Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
SL-400, SLX/SLXe and SLX/SLXe Spectrum (µP-VI, SR-2 and SR-3 Controller) . . . . . . . . 5-15
Thermo King SR basic operational sequence Diesel Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Thermo King SR basic operational sequence Electric Standby Mode . . . . . . . . . . . . . . . . . . . . . 5-20
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
SL TCI, SPECTRUM SL (Multi-Temp µP-IV Controller) and SLX SPECTRUM (with Multi-temp
SR-2/SR-3 Controller). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Engine Compartment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Remote Evaporator Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Defrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Unit Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
TG-VI, µP-IV, µP-V, µP-VI and SR-2 Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Spectrum Remote Evaporator Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Serial Number Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Unit Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
TLE and SPECTRUM Remote Evaporator Nameplate: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Engine Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Compressor Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Electric Motor Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Unit Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
SMART REEFER 2/3 Multi-Temp (SR-2/SR-3 MT) Control System . . . . . . . . . . . . . . . . . . 6-6
HMI Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Control Panel Keys (Single or Multi-temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Unit Operation (Single or Multi-Temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
2
Manual Pretrip Inspection (Before Starting Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Turning Unit On (Single or Multi-temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Turning Unit Off (Single or Multi-Temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Standard Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Operating The Unit In Single Zone Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Standard Display Variations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Alarm Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Temperature Watch Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Other Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Unit Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Unit Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Visual Pre-trip Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Selection of Operating Modes on CYCLE-SENTRY Equipped Units . . . . . . . . . . . . . . . . . . 6-22
Starting Units on Continuous Run, Diesel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Starting Units on CYCLE-SENTRY, Diesel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Starting Model 50 Units on Electric Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
After Start Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Loading Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Post Load Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Post Trip Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Controller Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Thermoguard Multi-temp MT µP-IV and µP-V Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Entering Setpoint Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Selecting CYCLE-SENTRY or Continuous Run Mode (Multi-Temp MT µP-IV and µP-V ONLY)
7-3
Initiating Manual Defrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Viewing Information (Display) Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Checking the Software Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Displaying and Clearing Alarm Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Unit Pre-trip Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Thermoguard TG-VI Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Selecting CYCLE-SENTRY or Continuous Run Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Unit Self-Check Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Multi-Temp Remote Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Displaying Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Thermoguard µP-VI Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Selecting Economy Mode - Revision 4000 and 4010 Software Only . . . . . . . . . . . . . . . . . . . 7-15
Entering a Start of Trip in the Data Logger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
SR-2/SR-3 Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
HMI Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
3
Changing the Setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Selecting CYCLE-SENTRY or Continuous Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Initiating a Manual Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Terminating a Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Viewing Gauge Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Viewing Sensor Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Navigating the Operator Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Alarm Codes for µP-IV, Multi-Temp µP-IV, µP-V, µP-VI, TG-VI , SR-2 and SR-3 Controllers 7-25
Electrical Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Alternator (Australian Bosch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Charging System Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Field Current Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Alternator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Alternator Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Inspecting and Diagnosing Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Alternator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Alternator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Alternator (Thermo King, P/N 41-6780, 41-6781, 41-6782) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Alternator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Unit Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
12 Vdc Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Fuse Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Fuses (Units with TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3) . . . . . . . . . . . . . . . . . . . . 8-17
Relay Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3 Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Air Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Low Oil Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Switch Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
High Water Temperature Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Condenser and Evaporator Fan Rotation (Electric Standby Operation) . . . . . . . . . . . . . . . . . . . . 8-22
Evaporator Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
SL, SLe, SLX, SLXe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
AC Components (Model 50 Units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Electrical Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Overload Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Phase Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Phase Correction Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Diagnosing the Phase Correction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Defrost System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Defrost Cycle Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Defrost Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Engine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Engine Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Oil Filter Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
TK 482, TK 486, TK 486V Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Engine Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
4
Dry Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Cyclonic Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Antifreeze Maintenance Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
ELC (Extended Life Coolant) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Checking the Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Changing the Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Bleeding Air from the Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Engine Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
TK 482, TK 486 and TK 486V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Water in the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Single Element Fuel Filter/Water Separator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
TK 482, TK 486 and TK 486V Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Integral Fuel Solenoid – TK 482, TK 486 and TK 486V . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Diagnosing the Integral Fuel Solenoid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Fuel Solenoid Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Injection Pump Service and Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Injection Pump Installation & Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Belt Tension Adjustment and Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
SL Belt Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
SLe, SLX, SLXe and Spectrum Belt Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Blower Belts - Upper and Lower Poly-V Groove Belt Replacement on SL Units and Upper Belt Only
on SLX, SLXe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
SLX, SLXe Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
SLX, SLXe Upper Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
Compressor Drive Belt Replacement and Adjustment (Model 50) . . . . . . . . . . . . . . . . . . . . 9-42
Clutch drive tensioning Schematic SLXe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-48
SL and SLe Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49
Refrigeration Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Service Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Vacuum Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Gauge Manifold Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
System Clean-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Refrigerant Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Refrigeration Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Additional Information Low Side Pump Down for TCI and SPECTRUM Models . . . . . . . . 10-3
Compressor Oil Acid Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Refrigerant Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Checking Refrigerant Charge with an Empty Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Checking Refrigerant Charge with a Loaded Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Refrigerant Overcharge Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Moisture Indicating Sight Glass (where fitted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
SLX/SLXe Spectrum Charging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Micro-channel condenser and auxiliary receiver design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Charging procedure for SLX SPECTRUM categories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
5
SLX/SLXe SPECTRUM charging procedure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Refrigerant Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-10
Evacuating and Charging Smart Reefer Multi-Temp Systems . . . . . . . . . . . . . . . . . . . . . . . . . . .10-10
Set-up Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-10
System Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-10
Evacuation is Important and Critical to System Performance . . . . . . . . . . . . . . . . . . . . . . . . .10-10
Set-up and Test Evacuation Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-13
Unit Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-15
Unit Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-16
Remove Evacuation Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-18
High Pressure Cutout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-18
Head Pressure Control switch (SL TCI and SL Spectrum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-18
Three-Way Valve Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-18
Modulation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-19
Electronic Throttling Valve (ETV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-20
Hot Gas or Hot Gas Bypass valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-20
Refrigeration Service Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Refrigeration System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Low Side Pump Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
High Pressure Cutout Switch or High Pressure Cycle (Control) Switch . . . . . . . . . . . . . . . . . 11-3
Condenser Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Discharge Vibrasorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Suction Vibrasorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Condenser Inlet Check Valve, Condenser Outlet Check Valve or Receiver Tank Outlet Check Valve
11-5
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
High Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Dehydrator (Filter-Drier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Expansion Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Pilot Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-10
Modulation Valve (SL and SLE only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-10
Hot Gas Bypass Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-10
Throttling Valve (non-ETV Units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-11
Three-Way Valve Condenser Pressure Bypass Check Valve Repair . . . . . . . . . . . . . . . . . . . .11-14
Three-Way Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-15
Compressor Oil Filter – X214, X426 or X430 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . .11-17
Electronic Throttling Valve (ETV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-18
Multi-Temperature System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-20
Discharge Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-20
Liquid Line Solenoid Valve (LLS, LLS2, LLS3, RLLS or CLLS) or Suction Line Solenoid Valve
(SLS, SLS2, SLS3, RSLS or CSLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-20
Condenser Inlet Solenoid Valve (CIS) or Hot Gas Solenoid Valve (HGS, HGS2, HGS3, RHGS or
CHGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-21
Suction Line Check Valve (SLCV, SLCV2, SLCV3, RSLCV or CSLCV), Purge Check Valve (PCV)
or Liquid Return Check Valve (LRCV, LRCV2, LRCV3, RLRCV or CLRCV) . . . . . . . .11-21
Receiver Tank Pressure Solenoid Valve (RTPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-22
Purge Valve (PV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-22
Structural Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
Unit and Engine Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
6
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Defrost Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Condenser, Evaporator and Radiator Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Unit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
SL and SLe Top Center Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
Access to Mounting Holes SLX/SLXe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
SL Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Damper Door Motor with Current Sensing Blade Position Control (SLXe, SLX, SLe and Late Model
SL Units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-23
Fan Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-28
SL and SLe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-28
SLXe, SLX Fan Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-42
Lower Blower Assembly SLXe, SLX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-43
Jackshaft/ Cross Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-44
SL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-44
SLe, SLXe, SLX and SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-46
Lower (engine to electric motor or Cross Shaft) Belt (SLX ONLY) . . . . . . . . . . . . . . . . . . . 12-47
SLXe. SLX Cross Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-51
Remote Evaporator Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
Defrost Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
Mechanical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
TK 482, TK 486 and TK 486V Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
Refrigeration System Diagnosis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
All Models Except TCI and SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
TCI and SPECTRUM Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
Remote Evaporator System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
Single Temperature Refrigeration System Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
SL/SLe 100, 200 and SLX/SLXe 100, 200 without modulation . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
Cooling Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
Heat and Defrost Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
SL, SLe 200 and 300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
Cooling Cycle with Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
Heat and Defrost Cycles with Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
SL-400 and SL-400e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
SLX 200 PPP, 300, 400 and SLXe 300, 400 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
Multi-Temperature Refrigeration System Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
SL TCI, or SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
Zone 1* on Cool and Zone 2** on Cool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
Zone 1* on Cool and Zone 2** on Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
Zone 1* on Cool, Zone 2** on Cool and Zone 3*** on Cool . . . . . . . . . . . . . . . . . . . . . . . . 16-4
Zone 1* on Cool, Zone 2** on Cool and Zone 3*** on Heat . . . . . . . . . . . . . . . . . . . . . . . . 16-5
SLX/SLXe Spectrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
Zone 1* on Cool, Zone 2** on Cool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
Wiring Diagrams and Wiring Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
7
8
1 Introduction
SLe = SL-100e, SL-200e, SL-400e, Spectrum SL

ABOUT THIS MANUAL Single Temperature Systems (system number)
The information in this manual is provided to assist owners, SL-100e 30 (049172)
operators and service people in the proper upkeep and SL-100e 50 (049173)
maintenance of Thermo King units. Each unit family includes SL-200e 30 (049174)
many specific models. When maintenance information differs SL-200e 50 (049175)
between models within a unit family, this manual uses specific SL-400e 30 (049176)
unit model nomenclature. When maintenance information for SL-400e 50 (049177)
specific models within a unit family is the same, this manual SL-400e SR-2 30 (049198)
uses unit family nomenclature. SL-400e SR-2 50 (049199)
Multi-temperature Systems (system number)
Spectrum SL 30-2 (049178)
UNITS COVERED Spectrum SL 30-3 (049180)
Spectrum SL 50-2 (049179)
The maintenance information in this manual covers models: Spectrum SL 50-3 (049181)
Unit Family Specific Unit Models Spectrum Remote Evaporator S-2 (919170)
SL = SL-100, SL-200, SL-300, SL-400, SL TCI Spectrum Remote Evaporator S-3 (919171)
SLe = SL-100e, SL-200e, SL-400e, Spectrum SL
SLXe-100, SLXe-200, SLXe-300, SLX = SLX-100, SLX-200, SLX-300, SLX-400
SLXe SLXe-400, SLXe Whisper, SLXe Ferry Single Temperature Systems (system number)
SLX = SLX-100, SLX-200, SLX-300, SLX-400 SLX-100 30 (900707)
Spectrum = Multi-temperature System: Spectrum SL, SLX-100 50 (900706)
SLX/SLXe SPECTRUM SLX-200 30, MTV (900703)
SR = Units with a µP-IV controller SLX-200 30, ETV(900703)-change to SLX-300(04-09)
TCI = Multi-temperature System: SL TCI, host SLX-200 50, MTV (900702)
unit with single evaporator SLX-200 50, ETV(900702)-change to SLX-300(04-09)
SLX Whisper 30, (901491)
µP-IV = µP-IV, µP-IV+ and Multi-Temp µP-IV SLX Whisper 50, (901489)
controller SLX-400 30, ETV(900705)
SLX-400 50, ETV(900704)
SLX-400 50, ETV/200 Volt (900704)
SL = SL-100, SL-200, SL-300, SL-400, SL TCI Multi-temperature Systems (system number)
Single Temperature Systems (system number) SLX SPECTRUM 30-2 (901033)
SL-100 30 (049134) SLX SPECTRUM 30-3 (901035)
SL-100 50 (049133) SLX SPECTRUM 50-2 (901034)
SL-200 30 (049124) SLX SPECTRUM 50-3 (901036)
SL-200 50 (049123)
SL-300 30 (049122) Spectrum Remote Evaporator S-2 (900279)
SL-300 50 (049121) Spectrum Remote Evaporator S-3 (900280)
SL-400 30 (049136)
SL-400 50 (049135)
Multi-temperature Systems (system number) SLXe = SLXe-100, SLXe-200, SLXe-300, SLXe-400,
SL-300 30 TCI-2 (049117) SLXe Whisper, SLXe-300 Ferry
SL-300 30 HC TCI-2 (049117 w/049122) Single Temperature Systems (system number)
SL-300 30 TCI-3 (049118) SLXe-100 30 (902289)
SL-300 30 HC TCI-3 (049118 w/049122) SLXe-100 50 (902288)
SL-300 50 TCI-2 (049115) SLXe-200 30, MTV (902296)
SL-300 50 HC TCI-2 (049115 w/049121) SLXe-200 50, MTV (902295)
SL-300 50 TCI-3 (049106) SLXe-300 30, ETV(902298)
SL-300 50 HC TCI-3 (049106 w/049121) SLXe-300 50, ETV(902297)
TLE-2 (918060) SLXe-300 Ferry 50, (901243)
TLE-3 (918061) SLXe-400 30, ETV(902300)
SLXe-400 50 200-400V, ETV(902299)
SLXe-400 50 230V, ETV(901853)
SLXe Whisper 30, (902447)
SLXe Whisper 50, (902445) Evacuation Station Operation and Field
SLXe-300 Whisper Pro 30, (902633) Application TK 40612
SLXe-300 Whisper Pro 50, (902629) TC Trailer Unit Refrigeration Systems:
Multi-temperature Systems (system number) Identification, Training and Diagnostic Guide TK 40660
SLXe Spectrum ETV 30-2 (902304) Smart Reefer 2 (SR-2) Diagnostic Manual TK 51727
SLXe Spectrum ETV 30-3 (902306) Smart Reefer 2 (SR-2) Multi-temp Diagnostic TK 53080
SLXe Spectrum ETV 50-2 (902303) Manual
SLXe Spectrum ETV 50-3 (902305) Smart Reefer 3 (SR-3) Diagnostic Manual TK 54842
SLXe Spectrum Whisper 30-2 (902453) Thermoguard® TG-VI Microprocessor
SLXe Spectrum Whisper 30-3 (902479) Controller Operation and Diagnosis Manual TK 41168
SLXe Spectrum Whisper 50-2 (902454) Thermoguard µP-IV Multi-Temp Microprocessor
SLXe Spectrum Whisper 50-3 (902481) Controller Operations and Diagnosis Manual TK 50033
Spectrum Remote Evaporator S-2 (900279) TK 482 and TK 486 Engine Overhaul Manual TK 50136
Spectrum Remote Evaporator S-3 (900280) TLE Evaporator Installation Guide TK 50279
Tool Catalog TK 5955
Trailer Edition Multi-Temperature Spectrum
OTHER REFERENCE MANUALS Systems Installation Manual TK 51331
For detailed descriptions of Thermo King engines, SLX Trailer Edition Installation Manual TK 60197
compressors or temperature control systems, refer to the Trailer Edition SLX Spectrum Multi-Temperature TK 60261
appropriate Thermo King manual: Remote Evaporators Installation Manual
SLXe Single and Multi-Temperature Installation TK 60939
Operating Manuals Manual
SLe Series and Spectrum SL Operator’s Manual SLXe Dealer Installation and Commissioning TK 60938
(En, Fr, It, De, Sp, Du) TK 41040 Manual
SLe Series and Spectrum SL Operator’s Manual X418, X426 and X430 Compressor
(Da, Pl, Sv, Pt, Ru) TK 60057 Overhaul TK 6875
SLX/SLXe Series and SPECTRUM Operator’s TK 53232
Manual
Parts Manuals
SL-100, 200 Parts Manual TK 50308
SL-300 Parts Manual TK 50222
SL-400 Parts Manual TK 50526
SL-100e Parts Manual TK 51514
SL-100e w/Tier2 Engine Parts Manual TK 53551
SL-200e Parts Manual TK 51515
SL-200e w/Tier2 Engine Parts Manual TK 53552
SL-400e Parts Manual TK51516
SL-400e SR-2 Parts Manual TK 51881
SL-400e SR2 w/Tier2 Engine Parts Manual TK 53553
SL TCI Parts Manual TK 50252
Spectrum SL Multi-Temp Parts Manual TK 51486
Spectrum SL Multi-Temp w/Tier2 Engine Parts TK 53550
Manual
SLX 100 Parts Manual TK 53835
SLX 200/SLX 300 Parts Manual TK 53823
SLX 400 Parts Manual TK 53834
SLX Whisper TK 54848
SLX SPECTRUM Multi-Temp Parts Manual TK 54319
SLXe 100 Parts Manual TK 55549
SLXe Whisper Parts Manual TK 55561
SLXe-300 Whisper Pro Parts Manual TK 55791
SLXe SPECTRUM Multi-Temp Parts Manual TK 55560

SLXe SPECTRUM Whisper Parts Manual TK 55776
Diagnosis, Installation, Overhaul and Refrigeration
Maintenance Manuals
Diagnosing TK Refrigeration Systems TK 60201
Electrostatic Discharge (ESD) Training Guide TK 40282
Introduction 1-2
2 Safety Precautions
GENERAL PRACTICES
1. ALWAYS WEAR GOGGLES OR SAFETY GLASSES. Refrigerant liquid and battery acid can permanently damage the
eyes (see First Aid).
2. Never close the compressor discharge service valve with the unit operating. Never operate the unit with the compressor
discharge valve closed.
3. Keep your hands clear of the fans and belts when the unit is operating. This should also be considered when opening and
closing the compressor service valves.
4. Make sure the gauge manifold hoses are in good condition. Never let them come in contact with a belt, fan motor pulley, or
any hot surface.
5. Never apply heat to a sealed refrigeration system or container.
6. Fluorocarbon refrigerants, in the presence of an open flame or electrical short, produce toxic gases that are severe respiratory
irritants capable of causing death.
7. Make sure all mounting bolts are tight and are of the correct length for their particular application.
8. Use extreme caution when drilling holes in the unit. The holes may weaken structural components, and holes drilled into
electrical wiring can cause fire or explosion.
9. Use caution when working around exposed coil fins. The fins can cause painful lacerations.
10. Use caution when working with a refrigerant or refrigeration system in any enclosed or confined area with a limited air supply
(for example, a truck body or garage). Refrigerant tends to displace air and can cause oxygen depletion which may result in
unconsciousness or death from suffocation.
11. Use caution and follow the manufacturer’s suggested practices when using ladders or scaffolds.
AUTO START/STOP CONTROLS

Units equipped with a CYCLE-SENTRY Automatic Start-Stop system may start automatically at any time when the On/Off
switch is in the “On” position and the CYCLE-SENTRY/Continuous Run switch is in the “CYCLE-SENTRY” position (or
CYCLE-SENTRY symbol appears in microprocessor display). Be sure to turn the On/Off switch “Off” before opening unit
service doors or inspecting or working on any part of the unit.
Safety Precautions 2-1

SL-400E, SLXE AND SLX WITH SMART REEFER 2/3 (SR-2/SR-3) CONTROLLER
This unit is capable of automatic operation and could start at any time.
The microprocessor on/off switch must be placed in the Off position ("0") before:
• any inspection, maintenance or service operation is performed on the unit
• the unit is placed in a location where a start-up would be undesirable (for example, a confined area).
The microprocessor on/off switch supplies or removes electrical power to the microprocessor. It is located between the
communication ports on the left side of the Smart Reefer 2 control panel.
REFRIGERANT
General Information
When removing refrigerant from a unit, a recovery process that prevents or minimises refrigerant loss to the atmosphere is
required by law.
When a refrigerant is exposed to the atmosphere in the liquid state, it evaporates rapidly, freezing anything it contacts. If
refrigerant contacts the skin, severe frostbite can result.
First Aid
In the event of frost bite, the objectives of First Aid are to protect the frozen area from additional injury, to warm the affected
area rapidly, and to maintain respiration.
• EYES: For contact with liquid, immediately flush eyes with large amounts of water and get prompt medical attention.
• SKIN: Flush area with large amounts of lukewarm (not hot) water. Do not apply heat. Remove contaminated clothing and
shoes. Wrap burns with dry, sterile, bulky dressing to protect from infection/injury. Get medical attention. Wash contaminated
clothing before reuse.
• INHALATION: Move victim to fresh air and use cardiopulmonary resuscitation or mouth-to-mouth ventilation if necessary.
Stay with victim until arrival of emergency medical personnel.
•
REFRIGERANT OIL
General Information
Observe the following precautions when working with or around synthetic or polyester refrigerant oil:
• Do not allow refrigerant oil to contact your eyes.
• Do not allow prolonged or repeated contact with skin or clothing.
• To prevent irritation, you should wash thoroughly immediately after handling refrigerant oil. Rubber gloves are recommended
when handling polyol ester oil.
First Aid
• EYES: Immediately flush eyes with large amounts of water for at least 15 minutes while holding the eyelids open. Get prompt
medical attention.
• SKIN: Remove contaminated clothing. Wash thoroughly with soap and water. Get medical attention if irritation persists.
• INHALATION: Move victim to fresh air and restore breathing necessary. Stay with victim until arrival of emergency
personnel.
• INGESTION: Do not induce vomiting. Contact a local poison control center or physician immediately.

ELECTRICAL
Microprocessor Service
Precautions must be taken to prevent electrostatic discharge when servicing the microprocessor controller and related
components. Potential differences considerably lower than those which produce a small spark from a finger to a door knob can
severely damage or destroy solid-state integrated circuit components.
The following procedures must be rigidly adhered to when servicing units to avoid microprocessor damage or destruction.
1. Disconnect all power to the unit.
2. Avoid wearing clothing that generates static electricity (wool, nylon, polyester, etc.).
3. Do wear a static discharge wrist strap (TK P/N 204-622) with the lead end connected to the microprocessor’s ground terminal.
These straps are available at most electronic equipment distributors. DO NOT wear these straps with power applied to the unit.
4. Avoid contacting the electronic components on the circuit boards of the unit being serviced.
5. Leave the circuit boards in their static proof packing materials until ready for installation.
6. If a defective controller is to be returned for repair, it should be returned in the same static protective packing materials from
which the replacement component was removed.
7. After servicing the controller or any other circuits, the wiring should be checked for possible errors before restoring power.
Welding of Units or Truck Bodies

When electric welding is to be performed on any portion of the temperature control unit, truck or truck chassis when the
temperature control unit is attached, it is necessary to ensure that welding currents are NOT allowed to flow through the electronic
circuits of the unit.
These procedures must be rigidly adhered to when servicing units to avoid damage or destruction of the controller.
1. Disconnect all power to the unit.
2. Disconnect all wire harnesses from the controller.
3. Switch all of the electrical circuit breakers in the control box to the OFF position.
4. Weld unit and/or container per normal welding procedures. Keep ground return electrode as close to the area to be welded as
practical. This will reduce the likelihood of stray welding currents passing through any electrical or electronic circuits.
5. When the welding operation is completed, the unit power cables, wiring and circuit breakers must be restored to their normal
condition.
High Voltage
When servicing or repairing a temperature control unit, the possibility of serious or even fatal injury from electrical shock exists.
Extreme care must be used when working with a refrigeration unit that is connected to a source of operating power, even if the
unit is not operating. Lethal voltage potentials can exist at the unit power cord, inside the control box, at the motors and within
the wiring harnesses.
Low Voltage
Control circuits used in the temperature control unit are low voltage (24 volts ac and 12 volts dc). This voltage potential is not
considered dangerous, but the large amount of current available (over 30 amperes) can cause severe burns if shorted or grounded.
Do not wear jewelry, watch or rings. These items can short out electrical circuits and cause severe burns to the wearer.

Precautions
1. Be certain the unit On/Off switch is turned OFF before connecting or disconnecting the standby power plug. Never attempt
to stop the unit by disconnecting the power plug.
2. Be certain the unit power plug is clean and dry before connecting it to a power source.
3. When working on high voltage circuits on the temperature control unit, do not make any rapid moves. If a tool drops, do not
grab for it. People do not contact high voltage wires on purpose. It occurs from an unplanned movement.
4. Use tools with insulated handles that are in good condition. Never hold metal tools in your hand if exposed, energised
conductors are within reach.
5. Treat all wires and connections as high voltage until a meter and wiring diagram show otherwise.
6. Never work alone on high voltage circuits on the temperature control unit. Another person should always be present to shut
off the temperature control unit and provide aid in the event of an accident.
7. Have electrically insulated gloves, cable cutters and safety glasses available in the immediate vicinity in the event of an
accident.
Warning: Care must be taken because all external panels are heavier on the SLX/SLXe Whisper than on standard SLX/SLXe
Units.
First Aid
IMMEDIATE action must be initiated after a person has received an electrical shock. Obtain immediate medical assistance if
available.
The source of shock must be immediately removed by either shutting down the power or removing the victim from the source.
If it is not possible to shut off the power, the wire should be cut with either an insulated instrument (e.g., a wooden handled axe
or cable cutters with heavy insulated handles) or by a rescuer wearing electrically insulated gloves and safety glasses. Whichever
method is used, do not look at the wire while it is being cut. The ensuing flash can cause burns and blindness.
If the victim has to be removed from a live circuit, pull the victim off with a non-conductive material. Use the victim’s coat,
a rope, wood, or loop your belt around the victim’s leg or arm and pull the victim off. DO NOT TOUCH the victim. You can
receive a shock from current flowing through the victim’s body. After separating the victim from power source, check
immediately for the presence of a pulse and respiration. If a pulse is not present, start cardiopulmonary resuscitation and call for
emergency medical assistance. If a pulse is present, respiration may be restored by using mouth-to-mouth resuscitation, but call
for emergency medical assistance.
UNIT DECALS
Serial number decals, refrigerant type decals and warning decals appear on all Thermo King equipment. These decals provide
information that may be needed to service or repair the unit. Service technicians should especially read and follow the instructions
on all warning decals.
Refrigerant Decals

Warning Decals

Warning Decals
Information Decals

3 Specifications
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Refrigeration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Electrical Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Heat/Defrost System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Evaporator Fan Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Electric Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Electric Drive Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Standby Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Remote Evaporator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
ENGINE
Diesel Engine Model:
SL-100 and SL-200 TK 482
SL-100e, SL-200e, SL-300, SL-400, SL-400e,
SL TCI and SPECTRUM SL TK 486 and TK 486V (starting in August 2006)
SLX/SLXe-100, SLX/SLXe-200, SLX/SLXe-300, SLX/ TK 486 V
SLXe-400, SLX/SLXe SPECTRUM, SLX/SLXe Whisper
Fuel Type:
All models Diesel fuel must conform to EN590
Oil Capacity:
Crankcase: Fill to full mark on dipstick
TK 482, TK 486 and TK 486V 12.3 litre
Oil Type (All Engines):
Petroleum Multi-grade Oil: API Type CI-4, ACEA Class E3
Synthetic Multi-grade Oil: API Type CI-4, ACEA Class E3 (after first 500 hours)
Oil Viscosity (All Engines):
-30°C to +0°C SAE 5W-30
-25°C to +30°C SAE 10W-30
-25°C to +40°C SAE 10W-40
-15°C to +40°C (or -10°C to +50°C) SAE 15W-40
Engine Oil Pressure:
TK 482, TK 486 and TK 486V 1.0 to 3.8 bar, 15 to 55 psi
Engine RPM*:
SB-III 2200 +/- 25 RPM High Speed
1450 +/- 25 RPM Low Speed
SL-100, SL-100e 1600 +/- 25 RPM High Speed
SL-200 and SL-200e 1900 +/- 25 RPM High Speed
SL-300, SL-400 and SL-400e 2200 +/- 25 RPM High Speed
SL TCI, SPECTRUM SL 2200 +/- 25 RPM High Speed
SLX/SLXe-100, SLX/SLXe Whisper 1450 +/- 25 RPM High Speed
SLX/SLXe 200, SLX/SLXe-300 1550 +/- 25 RPM High Speed
SLX/SLXe-400/SLXe- 300 Whisper Pro, SLX/SLXe 2000 +/- 25 RPM High Speed
SPECTRUM/SPECTRUM Whisper Pro 1250 +/- 25 RPM Low Speed (PIEK speed)
* CAUTION: Do NOT operate the engine in ANY unit more than 100 RPM over the high speed setting shown to avoid blower
overspeed and/or damage.
Valve Clearance:
TK 482, TK 486 and TK 486V 0.15 to 0.25 mm on intake valve
0.15 to 0.25 mm on exhaust valve
Valve Setting Temperature 21 C (Room temperature)
ENGINE (CONTINUED)
Timing Injection Pump:
TK 482, TK 486 and TK 486V 12o +/- 1o BTDC (timed on No. 1 cylinder, fly wheel side)
Low Oil Pressure Switch (Normally Closed):
TK 482, TK 486 and TK 486V 0.69 +/- 0.21 bar, 10 +/- 3 psi
High Coolant Temperature Switch*:
TK 482, TK 486 and TK 486V Sensor*
Engine Thermostat:
All engines (except TK 486V) 82 C
TK 486V 71 C
Coolant System Capacity:
TK 482, TK 486, TK 486V, se 2.2 and di 2.2:
All models in the SL Range 7.1 litre with overflow tank
All Models in the SLX/SLXe Range 7.1 litre with overflow tank
All Models in the SLX/SLXe Range with Microchannel
Coil 6.6 litre with overflow tank
Engine Coolant Type (All engines):
ELC (Extended Life Coolant) Use a 50/50 concentration of any of the following
equivalents:
Texaco ELC (7997, 7998, 16445, 16447),
Havoline Dex-Cool® (7994, 7995),
Havoline XLC for Europe (30379, 33013),
Shell Dexcool® (94040), Shell Rotella (94041),
Saturn/General Motors Dex-Cool®, Caterpillar ELC,
Detroit Diesel POWERCOOL® Plus
CAUTION: Do not mix conventional coolant and ELC.
ELC is red. See “ELC (Extended Life Coolant)” in the

“Engine Maintenance” chapter.
Radiator Cap Pressure:
All engines 0.62 bar, 10 psi
Clutch:
Engagement 400 +/- 100 rpm
Dynamic Torque 79 N•m minimum at 900 rpm
SL/ SLe
Model: ALL
P/N 107-299 6-Pin Coupling with Small Compressor Shaft
P/N 107-340 6-Pin Coupling with Large Compressor Shaft
P/N 107-342 8-Pin Coupling with Small Compressor Shaft
SLX/SLXe
Model: ALL
Specifications 3-3
DRIVE SYSTEM
NOTE: Use belt tension gauge TK P/N 204-427 whenever possible to check belt tension. However, on some
unit models, and on some belts, it is difficult to use the gauge. Adjust these belts to allow 12 mm of deflection
at the centre of the longest span. New belts should be tensioned cold and tensioned cold again after 10 hours
of unit operation.
Tension Number on TK Gauge
Belt 204-427 New TK Gauge 204-1903
Field Reset Field Reset
SL: Direct Drive to Compressor (Model 30)
Electric Motor/Compressor Drive—Double 80
V Belt (Model 50)
37 Ampere, 12 Vdc Alternator 30
65 or 120 Ampere, 12 Vdc Alternator 45
Water Pump 40
Upper Fan (Fan to Jackshaft) 75
Lower Fan (Engine to Jackshaft) w/37 80
Ampere Alternator
Lower Fan (Engine to Jackshaft) w/65 or 120 85
Ampere Alternator
SLe and SPECTRUM SL**: Direct Drive to Compressor (Model 30) Tension Frequency
Electric Motor/Compressor Drive— 80–85
Upper Fan (Fan to Jackshaft) 85–90
Lower Fan (Engine to Jackshaft) w/37 85–90
Ampere Alternator
SLX/SLXe and SLX/SLXe SPECTRUM **: Direct Drive to Compressor (Model 30)
Electric Motor/Compressor Drive 80–85 700-800 67-72
Fan Drive Belt (Model 50) 350-450 95-108
Water Pump 40
** SLe, SPECTRUM SL, SLX, SLXe and SLX/SLXe SPECTRUM units have one/two automatic tensioning fan drive belt
systems, in order to drive the compressor and the evaporator fanshaft. SLX/SLXe only has one, SL has two (Upper and Lower).
The lower polygroove belt runs from the engine/compressor to the intermediate jackshaft (or electric motor, depending on the
unit model).
The upper polygroove belt links the intermediate jackshaft to the evaporator fanshaft, incorporating other belt driven components
such as the condenser blowers and the alternator.
Specifications 3-4
REFRIGERATION SYSTEM
Caution: Fluorinated Refrigerant gases should not be ventilated to atmosphere.
SLXe units from January 2015 are available with R-404A or R-452A Refrigerants. Both of which comply with F-Gas
legislation revision 2014 (Regulation (EC) No 517/2014)
NOTE: Please take note of your refrigerant type (label on outside of unit), and make sure not to cross-contaminate.
Refrigerant GWP
R-404A 3922
R-452A 2140
R-404A/ R452A*
Compressor Model:
SL-100, SL-100e, SL-200 and SL-200e X426
SL-300, SL-400, SL-400e, SL TCI and X430
SPECTRUM SL
SLX/SLXe-100 X426LSC5
SLX/SLXe-200, SLX/SLXe-300, SLX/ X430LSC5
SLXe-400, SLX/SLXe SPECTRUM,
SLX/SLXe Whisper
Refrigerant Charge:
SL-100 and SL-100e 5.00 kg
SL-200, SL-200e and SL-300 6.35 kg
SL-400, SL-400e 6.35 kg
SL TCI-2 and SPECTRUM SL-2 7.40 kg
SL TCI-3 and SPECTRUM SL-3 8.20 kg
SLX-100 7.00 kg
SLX-200, SLX-300, and SLX-400 7.50 kg
SLX SPECTRUM & SLXe Spectrum 6.5 kg approx. (For correct charge procedure for a SPECTRUM system, see
section in Trailer Install manual).
SLXe-100 4.00 kg
SLXe-400 5.70 kg
SLX/SLXe Whisper (and all remaining 5.00 kg
ST SLX/SLXe with Microchannel
condenser coil)
Compressor Oil Charge:
X426LSC5 or X430LSC5 4.10 litre**
6.62 litre (deep sump)**
TCI and SPECTRUM models Add 0.7 litre for remote evaporator system tubing
(with shallow sump)
Compressor Oil Type:
All models TK P/N 203-413 (Polyol Ester)
Suction Pressure Regulator Setting:
Throttling Valve Setting:
SL-100 and SL-100e 1.65 to 1.79 bar, 24 to 26 psi
SL-200, SL-200e, SLX/SLXe-100 and 2.28 to 2.35 bar, 33 to 34 psi
SLX/SLXe-200
SL-300 1.38 to 1.52 bar, 20 to 22 psi
SL TCI 1.38 to 1.52 bar, 20 to 22 psi
SPECTRUM SL
SLX/SLXe SPECTRUM Model 30 1.86 to 2 bar, 27 to 29 psi
SLX/SLXe SPECTRUM Model 50 1.59 to 1.73 bar, 23 to 25 psi
* From January 2015, See referigerant decal on your unit to confirm refrigerant type of the particular unit.
** When the compressor or compressor oil filter is removed from the unit, oil level should be noted or the oil removed from
the compressor should be measured so that the same amount of oil can be added before placing the replacement compressor
in the unit.
Specifications 3-5
R-404A/ R452A*
High Pressure Cutout:
SL, SLe, SLX, SLXe and SPECTRUM Opens: 32.41 +/- 0.48 bar, 470 +/-7 psi
Closes: Automatic reset @ 25.86 +/- 2.62 bar, 375 +/- 38 psi
High Pressure Control Switch (Receiver Tank):
SL TCI and SLe SPECTRUM models Opens: 20.68 +1.72/-0 bar, 300 +25/-0 psi
Closes: 13.79 +/- 0.69 bar, 200 +/- 20 psi
High Pressure Relief Valve:
All models Opens: 34.48 +/- 3.45 bar, 500 +/- 50 psi
Reset: 27.58 bar, 400 psi
HEAT/DEFROST SYSTEM
Heat/Defrost Method*:
All models:
Engine Operation Hot gas
Electric Operation Hot gas & electric heater strips** (Model 50)
Electronic Defrost Termination Switch:
All models with TG-VI, µP-IV, µP-V, µP-VI, SR-2 or Coil must be below 7 C for defrost initiation
SR-3 Coil must be above 14 C for defrost termination
Defrost Timer:
All models with TG-VI 4 hours (Out-of-range)
Setting adjustable through guarded access in controller
software
Terminates defrost 30 to 45 minutes after initiation
All models with µP-IV, µP-V, µP-VI or SR-2 4 hours (Out-of-range)
6 hours (In-range)
Setting adjustable through guarded access in controller
software
Terminates defrost 30 to 45 minutes after initiation
CONTROLLER
Type:
SL-100, SL-100e, SL-200, SL-200e, and SMX-II Thermoguard VI controller (TG-VI)
SL TCI and SPECTRUM SL Thermoguard μP-IV multi-temp controller (μP-IV
Multi-Temp)
SL-300 Thermoguard μP-V controller (μP-V)
SL-400 and SL-400e Thermoguard μP-VI controller (μP-VI)
or Smart Reefer 2 (SR-2) on SL-400e
SLX/SLXe, SLX/SLXe SPECTRUM, SLX/SLXe Smart Reefer 2 (SR-2) or Smart Reefer 3(SR-3)
Whisper
Setpoint Range:
TG-VI, μP-IV, μP-V, μP-VI and SR-2 -28.0 to +28.0 C (optional range to -32.0 C)
Digital Temperature Display:
μP-IV, μP-V, μP-VI and SR-2 -40.0 to +40.0 C
Fresh/Frozen (FRFZ) Temperature Setting (TG-VI, µP-IV, µP-V and µP-VI Only):
TG-VI Factory Setting High Speed Heat (or all Heat) locked out below -4 C
μP-IV, μP-V, μP-VI and SR-2 Factory Setting High Speed Heat (or all Heat) locked out below -4 C,
programmable for -4 C or -9 C
ELECTRICAL CONTROL SYSTEM

Voltage:
All models 12.5 Vdc (nominal)
Battery
Wet Cell 12 volt, AHr Rating - 92AHrs, 760 Cold Cranking Amps at
-18 C
EON
12 volt, AHr Rating - 64AHrs, 880 Cold Cranking Amps at
-18 C
Specifications 3-6
ELECTRICAL CONTROL SYSTEM (CONTINUED)
TG-VI, µP-IV, µP-V, µP-VI and SR-2 Controllers:
2 Circuit:
SL, SLe models 40 ampere fuse
High Speed Solenoid Circuit:
SL/ SLe models 15 ampere fuse
8 or 8F Circuit:
SL/ SLe (except SL-400 and SL-400e) 15 ampere fuse
SL-400 and SL-400e models 25 ampere fuse
Damper Circuit:
SL/ SLe models 15 ampere fuse
Remote Evaporator Fan (RFM) Circuit:
TCI and SPECTRUM models 25 ampere fuse
Other Circuits*:
SL/ SLe 2 or 3 ampere fuses
Fusible Link:
All models 16 gauge wire (100 to 110 amperes)
Evaporator Fan Circuit Breaker:
SL TCI and SPECTRUM SL 30 ampere auto reset
Battery Charging Alternator:
All models (Except TCI and SPECTRUM models) 37 ampere brush type (optional: 65 ampere brush type)
SL TCI and SPECTRUM 120 ampere brush type
Voltage Regulator Setting:
All models 13.8 to 14.2 @ 25 C
Alternator/Regulator LED Diode
Used when replacing “Old Style” Integral Regulator 4.7 mFd 50 Vdc
Alternators with “New Style” Remote Regulator
Alternators
Alternator/Output Capacitor
Used to Filter Electrical Interference on “Old Style” 0.5 mFd 100 Vdc
Integral Regulator Alternators
* The alternator field fuse (F15 or F7) must be removed from the relay board for the Bosch alternator.
SLX/SLXe/SL-400 SR-2/SR-3 Controller
Fuse Size Function
F2 15A 2AB Power
F3 40A Fuel Sol Pull-In/Starter Circuit
F4 None No Fuse - all Bosch Alternators
F5 60A Preheat Circuit (Slow Burn Fuse)
F6 15A High Speed Circuit
F7 2A 8FP Circuit - CAN Bus
F8 5A CAN Connector J12
F10 10A 8X Power (Install Fuse in Upper Position)
F11 10A Zone 1 LLS (SPECTRUM)
F13 2A 8FC Circuit (Remote Lights)
F15 p/s On/Off Relay
F20 2A Alternator Sense
F25 7.5A HPCO Switch Circuit
Specifications 3-7
ELECTRICAL COMPONENTS
Disconnect components from unit circuit to check resistance.
Current Draw
(Amperes) Resistance
at 12.5 Vdc (Ohms)
Starter Motor:
TK 482, TK 486, se 2.2 and di 2.2* 250 to 375 (cranking)
80 (bench test)
TK 486V 350 to 475 (cranking)
Air Heater:
TK 482, TK 486 and TK One 89 0.14
486V
Glow Plug:
se 2.2 and di 2.2 One 7.1 1.8
All Plugs 28.4
Fuel Solenoid:
TK 482, TK 486 and TK Pull-in 35 to 45 0.2 to 0.3
486V
Hold-in 0.5 or 1.0 24 to 29
se 2.2 and di 2.2 Hold-in 1.4 8.8
Throttle Solenoid:
All engines 2.9 4.3
Pilot Solenoid:
All models 0.7 17
Damper Motor:
SL, SLX, SLXe 2.1 6.0
Damper Gear Motor
SL and SLe (beginning August 2000) 3.1 to 4.2 3.0 to 4.0
SLX, SLXe 2.5 to 3.1 4.0 to 5.0
Receiver Tank Pressure Solenoid:
TCI and SPECTRUM models 0.7 17
Liquid Line Solenoid (Front and Rear):
TCI and SPECTRUM models 1.3 9.6
Hot Gas Bypass Solenoid:
Remote Hot Gas Solenoid:
Suction Line Solenoid (Front and Rear):
Condenser Inlet Solenoid:
Purge Valve Solenoid:
Modulation Valve (Option):
All models (Except TCI and SPECTRUM models) 1.7 7.6
Hot Gas Bypass Valve (Option):
All models (including SLXe Spectrum) (Except SL TCI and 1.1 11.1
SL/SLX SPECTRUM models)
*Gear reduction type starter.
Specifications 3-8
EVAPORATOR FAN MOTORS
TLE Fan Motor
Number 2 or 3
Voltage 12 Vdc
Full Load Amps 7 amperes
SPECTRUM Remote Evaporator Fan Motor
Number 2 or 3
Voltage 12 Vdc
SPECTRUM Remote Evaporator Fan Motor (S-2 after Jan 2012)
Number 2
Voltage 12 Vdc
Specifications 3-9
ELECTRIC STANDBY
(Model 50 only)
Electric Heater Strips (optional):
SL-300, SL-400, SL-400e, SLX, SLXe, SMX and SMX-II)
Number 3
Watts (each) 1000
Resistance (cold and disconnected) 122 ohms
*Electric heater strips are standard on SLXe, SLX, SL-400 and SL-400e models, and not available on SL-100, SL-100e, SL-200 and SL-200e
models.
**Models with a TG-VI, µP-IV, µP-V or µP-VI controller use the evaporator coil sensor to provide evaporator high temperature protection.
ELECTRIC DRIVE MOTOR

SL, SLe, SLX and SLXe 400/3/50 380/3/50 190/3/50 460/3/60 230/3/60
Horsepower 11.7 11.7 11.7 14.0 14.0
Kilowatts 8.7 8.7 8.7 10.4 10.4
RPM 1450 1450 1450 1755 1755
Full Load Amps 19.0 19.0 38.0 18.9 37.8
Overload Relay Setting (Amps) 20 20 40 20 40
SLXe Ferry 400/3/50 380/3/50 190/3/50 460/3/60 230/3/60
Horsepower 11.7 11.7 11.7
Kilowatts 14.7 14.7 14.7
RPM 1450 1450 1450
Full Load Amps 19.0 19.0 38.0
Overload Relay Setting (Amps) 20 20 40
STANDBY POWER REQUIREMENTS

Supply Circuit Breaker:
All models 70 ampere for 190-230/3/50-60
40 ampere for 380-460/3/50-60
Extension Cord Size:
190-230/3/50-60: Up to 15 m 10 mm2
Over 15 m 16 mm2
380-460/3/50-60: Up to 15 m 6 mm2
Over 15 m 10 mm2
REMOTE EVAPORATOR SPECIFICATIONS

Refrigeration System
Evaporator Coil Type Direct Expansion

R-404A
Refrigerant Type
R-452A (released as an option January 2015)
Heat/Defrost Method Hot Gas
Electrical
Control System Voltage 12.5 Vdc

Circuit Protection
Smart FETs in the Expansion Module
Fan Motors (each): Power Rating 0.13 hp (100 Watts)

rpm 2500
Full Load Amps 7.0 amps (per motor) (6.0 amps - S-2 from Jan 2012)
Remote Liquid Line Solenoid: Current Draw 1.3 amps
Specifications 3-10
Electrical
Resistance 9.6 ohms

Remote Hot Gas Solenoid: Current Draw 1.5 amps
Resistance 8.3 ohms
Remote Suction Line Solenoid: Current Draw 1.5 amps
Resistance 8.3 ohms
Drain Heaters (each): Current Draw 2.0 amps
Resistance 6.1 ohms
Specifications 3-11
Specifications 3-12
4 Maintenance Inspection
Schedule
SL and SLe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Remote Evaporators: ECT, ELT, EW, SPECTRUM and TLE. . . . . . . . . . . . . . . . . . . . 4-4
All SLX, SLXe and Spectrum Models Host Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
SLX/SLXe SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
SLX/SLXe WHISPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
All SLX, SLXe and Spectrum Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
SL and SLe
Every 1,500*
Every or 3000* Annual/ Inspect/Service These Items
Pre-Trip 500 Hours Hours 4,500 Hours
Microprocessor/Thermostat
• • Perform Unit Self Check (units with TG-VI microprocessor) or Unit
Pre-Trip (units with µP-IV, µP-V, µP-VI or SR-2 microprocessor).
See appropriate Microprocessor Controller Operation and Diagnosis
manual.
• • • • Check thermostat cycle sequence (units with TG-IV or TG-V
thermostat) on Electric, Continuous Run and CYCLE-SENTRY
operation.
Engine
• Check fuel supply.
• • Check engine oil level.
• • • • Check engine coolant level light. (CAUTION: Do not remove
radiator cap while coolant is hot.)
• • • • Inspect belts for condition and proper tension.
• • • • Check engine oil pressure hot, on high speed. Minimum 276 kPa,
2.76 bar, 40 psi.
• • • • Listen for unusual noises, vibrations, etc.
• • • Check air cleaner indicator (if equipped).
Replace dry type element when indicator reaches 635 mm (25 in.)
H2O vacuum (381 mm [15 in.] H2O vacuum on SMX models before
1/93).
Replace Cyclonic air filter element at 3,000 hours or two years
(whichever comes first) if air clean indicator has not reached 635
mm (25 in.) H20 vacuum.
If not equipped with an air restriction indicator, replace air filter
element at 3,000 hours or one year (whichever occurs first).
• • Check and adjust engine speeds (high and low speed).
• • Change engine oil* (hot) and dual element oil filter**.
• • Clean and service crankcase breather. Check air cleaner hose for
damage.
• • Drain water from fuel tank and check vent.
• • Inspect/clean fuel transfer pump inlet strainer.
• • Separate fuel and water separator elements: Change fuel filter every
1,500 hours and water separator filter every 3,000 hours. Single
element fuel/water separator: Change fuel/water separator filter
every 3,000 hours.
• • Check condition of drive coupling bushings***.
• Check condition of engine mounts.
• Change green or blue-green engine coolant.
Maintain anti-freeze protection at -34 C.
Change ELC (red) engine coolant every 5 years or 12,000 hours
(whichever comes first).
Test fuel injection nozzles at least every 10,000 hours.
* Every 3,000 hours or two years (whichever comes first) on units equipped with EMI 3,000 oil filter and oil with ACEA Rating E2-96 (API
Rating CG-4) or better. EMI 3,000 filters are black with gold lettering. Every 3,000 hours on units equipped with synthetic engine oil, but
oil filter must still be changed at 1,500 hour intervals. On units equipped with synthetic oil and a bypass oil filter, oil filter change interval
can be extended to 3,000 hours.
** Single element oil filters require oil and filter change at 1,000 hours.
*** With unit OFF, rotate coupling backward and forward by hand. Any movement indicates the bushings need replacement.
**** Check controller for alarms.
Maintenance Inspection Schedule 4-2

SL and SLe (Continued)
Every 1,500*
Every or 3000* Annual/ Inspect/Service These Items
Pre-Trip 500 Hours Hours 4,500 Hours
Electrical
• • • Check ammeter**** for charge and discharge (glow plug) operation.
• • • • Check operation of evaporator damper**** (closes on defrost
initiation and opens on defrost termination).
• • • • Check defrost initiation and termination****. Test defrost timer
every 1,500 hours.
• • • Inspect battery terminals and electrolyte level.
• • • Inspect wire harness for damaged wires or connections.
• • • Check operation of protection shutdown circuits****.
• • TG-IV or TG-V thermostat: Check thermostat and thermometer
calibration in 0 C ice water bath.
TG-VI, µP-IV, µP-V, µP-VI or SR-2 controller: Check calibration of
return and discharge air sensors yearly or every 3,000 hours.
• Check air switch setting.
• Inspect dc (battery charging) alternator bearings*** and brushes.
• Inspect electric motor bearings***. Check bearings every 6,000
hours or two years.
Refrigeration
• • • • Check refrigerant level.
• • • • Check for proper suction pressure.
• • • Check throttling valve operation on defrost.
• • Check compressor oil level and condition.
• Check compressor efficiency and pump down refrigeration system.
• Check discharge and suction pressures. Replace dehydrator and
compressor oil filter every 2 years.
Structural
• • • • Visually inspect unit for fluid leaks (coolant, oil, refrigerant).
• • • • Visually inspect unit for damaged, loose or broken parts (includes air
ducts and bulkheads, if so equipped).
• • • Clean entire unit including condenser and evaporator coils and
defrost drains.
• • Inspect tapered roller bearing fan shaft, idlers and jackshaft for
leakage and bearing wear (noisy).
• • Check all unit, fuel tank and electric motor mounting bolts, brackets,
lines, hoses, etc.
• • Check evaporator damper door adjustment and operation.
• Inspect clutch***.
* Every 3,000 hours or two years (whichever comes first) on units equipped with EMI 3,000 oil filter and oil with ACEA Rating E2-96 (API
Rating CG-4) or better. EMI 3,000 filters are black with gold lettering. Every 3,000 hours on units equipped with synthetic engine oil, but
oil filter must still be changed at 1,500 hour intervals. On units equipped with synthetic oil and a bypass oil filter, oil filter change interval
can be extended to 3,000 hours.
** Single element oil filters require oil and filter change at 1,000 hours.
*** With unit OFF, rotate coupling backward and forward by hand. Any movement indicates the bushings need replacement.
**** Check controller for alarms.

REMOTE EVAPORATORS: ECT, ELT, EW, SPECTRUM AND TLE
Every Annual/ Inspect/Service These Items
Pre-Trip 1500 Hours 4,500 Hours
Electrical
• • • Check defrost initiation and termination (including defrost timer).
• • • Check thermostat cycle sequence.
• • Check operation of protection shutdown circuits.
• • Inspect wire harness for damaged wires or connections.
• • Inspect/replace dc fan motor brushes.
• Check air switch setting.
Structural
• • • Visually inspect unit for fluid leaks.
• • • Visually inspect unit for damaged, loose or broken parts.
• • Clean entire unit including evaporator coils and defrost drains.
• • Check all unit mounting bolts, brackets, lines, hoses, etc.

UNIT MODELS: ALL SLX, SLXE RANGE AND SPECTRUM MODELS HOST UNIT
The service technician is responsible for assessing the condition of all
parts & components found during any service operation to be in a
condition suitable for further operation up to the next scheduled
service. If parts not considered in suitable condition
INSPECTION SERVICE
A SERVICE B SERVICE C SERVICE
Every 1000 hours Every 3000 hours Every 6000 hours
Or every 12 Or every 24 Or every 48
Months Months Months
(whichever comes (whichever comes (whichever comes
first) first) first) Check/Inspect/Adjust/Change/Replace
1.0 hr 2.5 hrs 7.5 hrs EDAC Labour standard
8.0 hrs For SPECTRUM
Engine & Unit Mechanical Items

Download ServiceWatch data-logger - Check alarm codes & take
5 5 5 corrective action as required
5 5 Check HMI & Controller software revision - Upgrades not included
5 5 5 Check fuel supply.
5 5 5 Check engine oil level
5 Check engine oil (hot) and oil filter.
*Check engine coolant level and protection, maintain protection at
-35'C (or lower if operating in very low ambients.)
5 5 5 If using ELC coolant drain and refill every 12000 hrs or 60 months
(whichever comes first)
5 5 Inspect compressor, fan drive & water pump belts for condition
Inspect all belt tension devises & belt idler pulley for condition &
5 5 5 correct operation
5 Replace all belts
Inspect all belt tension devises & belt idler pulley for condition &
5 5 5 correct operation
5 5 Check and adjust compressor belt tensioner (SLXe only)
* Inspect condition of drive coupling bushings and pins when
5 compressor belt is replaced (Model 30 units)
* Inspect clutch drive bushings and pins, clutch bearings & shoe wear
5 when compressor drive belt is replaced.(Model 50 units)
5 5 5 Check water pump seal for weep age and bearing serviceability.
5 5 5 Perform Automatic Pre-Trip
5 5 5 Listen for unusual noises, vibrations, etc.
Visually inspect exhaust system for leakage and abnormal smoke or
5 5 particulate emissions.
5 5 Check & adjust engine speeds (high and low speed).
Inspect cyclonic air filter element - Dependent on operating
5 conditions, assess fitness to continue to next service.
5 5 Replace air filter
5 5 5 Check air cleaner hose for security and damage.
****Drain fuel tank condensate water and assess fuel
5 5 5 cleanlinesswhere drain plug is available.
5 5 5 Check fuel tank fixings, fuel filler cap security, pipe fittings & air vent.
5 5 5 Check external fuel pre-filter if fitted.
5 Replace external fuel pre-filter if fitted.
Inspect & clean fuel transfer pump inlet strainer - not required if
5 5 5 external fuel pre-filter if fitted.
5 5 Replace unit fuel filter
5* Test & Service fuel injection nozzles at 9,000 hours.

UNIT MODELS: ALL SLX, SLXE AND SPECTRUM MODELS HOST UNIT
SERVICE
INSPECTION B SERVICE C SERVICE
A SERVICE Every 3000 hours Every 6000 hours
Every 1000 hours Or every 24 Or every 48
Or every 6 Months Months Months
Engine & Unit Mechanical Items (continued)

5 Check condition of engine vibration mounts.
5* Test and service the injector nozzles every 9,000hrs. The injector service may be required more frequently depending on the type
and specification of diesel fuel used.
Refer to the latest service bulletins for additional information.
Electrical
5 Check alternator charge rate regulation voltage at battery
5 Inspect alternator brushes
5 Change alternator brushes
5 5 Check evaporator damper system for correct operation
**Inspect battery terminals and electrolyte level. ***If EON battery,
5 5 5 only inspect terminals
Check battery fixture. Remove clean and protect battery terminals.
5 Wet cell batteries, check electrolyte specific gravity
Visually inspect all unit wire harness for damaged wires or
5 5 connections. (Pay particular attention to interconnecting harnesses)
5 Check electric motor or cross-shaft bearings
5 5 5 Check operating modes on electric standby. (50 models)
*Do not mix antifreeze types.
** Wet cell battery may need to be topped up more regularly where unit is operating in high ambients for longer periods. Refer to
Service Bulletin Silver Calcium Batteries
*** EON battery is maintenace free and does not require topping up of electrolyte.
**** If no drain plug is available in the fuel tank the tank manufacturer should provide clear instructions for fuel cleaning. For fuel
supplies taken from the truck tank the truck manufacturer's instructions should be adhered to.
Refrigeration
Visually inspect condenser/radiator & evaporator coils for damage &
5 5 5 dirt ingress
5 5 5 Check refrigerant level.
Leak test entire unit - or annually or as required for F-Gas control
5 5 regulations.
Check for correct suction & discharge pressures & operation of ETV.
5 5 (For ETV check use service test mode)
Check operating pressure on mechanical throttling valve units when
5 5 on cool cycle with higher than 15'C box temperature
Check compressor oil level and condition.(When returning to cool
5 5 from heat cycle above)
Perform full series of pump down internal sealing point tests &
5 5 compressor efficiency test.
* Replace refrigeration filter/dehydrator. This should also be
5 5 performed whenever system is opened for service
* Replace compressor oil filter when compressor drive belt is replaced.

UNIT MODELS: ALL SLX, SLXE AND SPECTRUM MODELS HOST UNIT
SERVICE
INSPECTION B SERVICE C SERVICE
A SERVICE Every 3000 hours Every 6000 hours
Every 1000 hours Or every 24 Or every 48
Or every 6 Months Months Months
Structural & Trailer Body
5 5 5 Check all doors: operation & hardware security
Visually inspect unit for damaged, loose or broken skins, parts &
5 5 5 fittings (includes air ducts and bulkheads)
Check all unit mounting bolts, external mounted equipment & wiring,
5 5 5 hoses, fuel lines etc.
5 5 Clean copper tube and fin condenser
5 5 5 Clean micro-channel condenser
5 5 Clean evaporator coil and defrost drains of debris.
Miscellaneous
Check accuracy of return and discharge sensors as per local
5 5 5 regulations
5 5 5 Check operation of all accessories
Check service records and ensure all service and warranty
5 5 5 modifications have been completed. Upgrades not included.

UNIT MODELS: SLX/SLXE SPECTRUM
condition suitable for further operation up to the next scheduled service.
If parts not considered in suitable condition, they should be replaced.
SERVICE
INSPECTION B SERVICE SERVICE
A SERVICE Every 3000 C SERVICE
Every 1000 hours hours Every 6000 hours
Or every 6 Or every 24 Or every 48
Months Months Months
(whichever (whichever (whichever comes
comes first) comes first) first) Check/Inspect/Adjust/Change/Replace
REMOTE EVAPORATOR (S)
Electrical
5 5 5 Inspect wire harness for damaged wires or connections.
Check defrost operation, including drain heaters operation & defrost
5 5 5 termination.
5 5 5 Check fan motor start speed sequence and operation.
Refrigeration
Leak test remote evaporator & refrigerant lines - annually or as required
5 5 for F-Gas control regulations
Operate the two/three zones in inverted operation to confirm the unit's
5 5 ability to operate in reverse cycle for all zones.
Structural
5 5 5 Check defrost drains for leaks and water flow
5 5 5 Visually inspect unit for fluid leaks.
5 5 5 Visually inspect unit for damaged, loose, or broken parts.
5 5 Clean evaporator coils and defrost drains of loose debris.

UNIT MODELS: ALL SLX, SLXE AND SPECTRUM MODELS
Weekly Preventative Maintenance Schedule
• Check fuel supply.
• Check & adjust engine oil level.
5 • Perform Automatic Pre-Trip
• Listen for unusual noises, vibrations, etc.
• Visually inspect unit for fluid leaks (coolant, oil, refrigerant)
• Visually inspect unit for damaged, loose or broken parts (includes air ducts and bulkheads, if so equipped)

5 Unit Description
Single Temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Multi-temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Unit Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Service Test Mode (Standard on TG-VI, µP-IV, µP-V, µP-VI and SR-2 Controllers) . . . . . . 5-5
Electric Standby Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Refrigeration Modulation Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Discharge Air Modulation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Electronic Throttling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Data Logging Option (µP-IV, µP-V, µP-VI and SR-2 Controllers) . . . . . . . . . . . . . . . . . . . . 5-5
Sleep Mode Option (Option on µP-IV and µP-V Controllers, Standard on
µP-VI and SR-2 Controllers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Tracker Option (µP-IV, µP-V and µP-VI Controllers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
CYCLE-SENTRY (Start/Stop) Control Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Economy Mode Control Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
OptiSet™ Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Data Acquisition System (DAS) Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Remote Control Options (TG-V, µP-IV Multi-Temp, µP-V and µP-VI Controllers) . . . . . . . 5-7
Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
SL-100, SL-100e, SL-200 and SL-200e (TG-VI Controller) . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
SL-300
(µP-IV or µP-V Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
SL-400, SLX and Spectrum SLX (µP-VI and SR-2 Controller) . . . . . . . . . . . . . . . . . . . . . . . 5-15
SL TCI, SPECTRUM SL (Multi-Temp
µP-IV Controller) and SPECTRUM SLX (with Multi-temp SR-2 Controller). . . . . . . . . . 5-22
Engine Compartment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Remote Evaporator Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Defrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Unit Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
TG-IV and TG-V Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
TG-VI, µP-IV, µP-V, µP-VI and SR-2 Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Spectrum Remote Evaporator Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Serial Number Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Unit Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
TLE and SPECTRUM Remote Evaporator Nameplate: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Engine Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Compressor Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Electric Motor Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
SINGLE TEMPERATURE SYSTEMS
The SB-III, SL, Sle, SLX, SMX and SMX-II models are one-piece, diesel powered, temperature control units designed for
trailers. Each unit mounts on the front of a trailer with the evaporator portion protruding into the trailer compartment. There are
two basic models:
• Model 30: Cooling, heating (hot gas) and defrost (hot gas) on engine operation.
• Model 50: Cooling, heating (hot gas) and defrost (hot gas) on engine operation and electric standby operation. Electric
evaporator heaters are provided for heat and defrost (not available on SL-100, SL-100e, SL-200 and SL-200e).
Power is provided by a water-cooled, direct injection diesel engine. The compressor is connected directly to the engine on the
Model 30. A centrifugal clutch transfers power from the engine to the compressor on the Model 50. Belts transfer power to the
fans and alternator.
During electric standby operation (Model 50 only), an electric motor drives the compressor, fans and alternator using belts. The
centrifugal clutch on the engine isolates the engine from the compressor during electric operation.
MULTI-TEMPERATURE SYSTEMS
DE, TC, TCI and SPECTRUM model systems are designed to control the temperatures in separate compartments. Each system
consists of a host unit that mounts on the front of the trailer.
• DE model systems consist of a host unit with a split evaporator to control two longitudinal compartments. An optional remote
evaporator is available to control temperature in a third compartment.
• TC, TCI and Spectrum model systems consist of a host unit with a single evaporator and one (or two) remote evaporator units.
The host unit contains the diesel engine, compressor, system controls and an evaporator. Refrigerant lines and wire harnesses
connect the host unit to the remote evaporators.
Several compartment configurations are possible. The temperature in each compartment is maintained by a separate controller
(except when the unit is set to control at a single temperature). The systems are flexible enough to allow each compartment to be
set at any temperature. There are two basic models:
• Model 30: Cooling, heating (hot gas) and defrost (hot gas) on engine operation.
TCI and SPECTRUM Multi-Temp Systems with TLE or SPECTRUM Remote Evaporators
– Typical Compartment Configurations
1. TCI Host Unit Evaporator
2. **TLE or SPECTRUM Remote Evaporator
3. Adjustable Compartments
A. Zone 1 Compartment
B. Zone 2 Compartment
C. Zone 3 Compartment (TCI-3 System)
** TLE and SPECTRUM remote evaporators are available in 2 models with 2 or 3 evaporator blowers.
Unit Description 5-3

• Model 50: Cooling, heating (hot gas) and defrost (hot gas) on engine operation and electric standby operation. Electric
evaporator heaters are provided for heat and defrost.
Power is provided by a water-cooled, direct injection diesel engine. The compressor is connected directly to the engine on the
Model 30. A centrifugal clutch transfers power from the engine to the compressor on the Model 50. Belts transfer power to the
fans and alternator.
During electric standby operation (Model 50 only), an electric motor drives the compressor, fans and alternator using belts. The
centrifugal clutch on the engine isolates the engine from the compressor during electric operation.
NOTE: Remote evaporator fans are powered by separate electric motors.
UNIT FEATURES
Compressors
• SL-300, SL-400, SL-400e, SLX, SLXe, SL-TCI, SPECTRUM SL/SLX/SLXe, models feature a X430, four-cylinder
compressor with 491 cm3 displacement.
• SL-100, SL-100e, SL-200 and SL-200e models feature a X426CSLS, four-cylinder compressor with 424 cm3 displacement.
Engines
• SL-100 and SL-200 and models feature a TK 482, four-cylinder, diesel engine rated at 21.3 kW at 1900 rpm.
• SL-100e, SL-200e, SL-300, SL-400, SL-400e, SL TCI, SPECTRUM models feature a TK 486, four-cylinder, diesel engine
rated at 25.3 kW at 2200 rpm.
• SL-100e, SL-200e, SL-400e, SLX/SLXe 100/200/300/400 and SPECTRUM models feature a TK 486V (starting in August
2006), four-cylinder, diesel engine rated at 25.3 kW at 2200 rpm.
Controllers
Thermoguard VI Microprocessor (TG-VI)
The TG-VI controller is used on SL-100, SL-100e, SL-200, SL-200e and SMX-II models. The TG-VI is a one-piece,
programmable microprocessor that uses external relays to control unit functions to maintain the cargo at the proper temperature.
The TG-VI integrates the following functions: thermostat, digital thermometer, defrost timer, hourmeters, oil pressure gauge,
coolant temperature gauge, voltmeter, tachometer, mode indicator, refrigeration system controller and diagnostic system.
Thermoguard µP-IV, µP-V or µP-VI Microprocessor Controller (µP-IV, µP-V or µP-VI)

The µP-IV controller is used on all SR models. A Multi-temp µP-IV is used on DE, TCI and SPECTRUM models. The µP-V
controller is used on SL-300 models. The µP-VI controller is used on SL-400 and SL-400e models.
The µP-IV, µP-V or µP-VI controller is a programmable microprocessor that controls all unit functions to maintain the cargo at
the proper temperature. The controller integrates the following functions: thermostat, digital thermometer, defrost timer,
CYCLE-SENTRY system, hourmeters, oil pressure gauge, coolant temperature gauge, ammeter, voltmeter, tachometer, mode
indicator, refrigeration system controller and diagnostic system. µP-VI controller replaces the oil pressure reading with oil
pressure status; and also integrates the discharge and suction pressure gauges and ETV position counter on (SL-400 and SL-400e
models only).
Smart Reefer 2 Microprocessor (SR-2)

The Smart Reefer 2 (SR-2) is used on some SL-400, all SL-400e and SLX models. The SR-2 controller is a programmable
microprocessor that controls all unit functions to maintain the cargo at the proper temperature. The SR-2 integrates the following
functions: changing setpoint and operating mode, viewing gauge/sensor and hourmeter readings, initiating Defrost cycles,
viewing and clearing alarms.
Smart Reefer 3 Microprocessor (SR-3)

The Smart Reefer 3(SR-3) is used on some SLX and all SLXe models. The SR-3 controller is a programmable microprocessor
that controls all unit functions to maintain the cargo at the proper temperature. The SR-3 integrates the following functions:
changing setpoint and operating mode, viewing gauge/sensor and hourmeter readings, initiating Defrost cycles, viewing and
clearing alarms.

Service Test Mode (Standard on TG-VI, µP-IV, µP-V, µP-VI, SR-2 and SR-3 Controllers)
Technicians can use the Service Test mode to place a unit in a specific operating mode for 15 minutes, regardless of setpoint or
temperature sensor inputs. This allows technicians to operate the unit under known conditions while performing diagnosis and
service procedures.
Electric Standby Motors

SL, Sle, SLX and SLXe model 50 units feature a 9.3 kW, 60/50 Hz electric drive motor.
SLX and SLXe Ferry feature a 14.7 kW, 60/50 Hz electric drive motor.
Refrigeration Modulation Option

SL, Sle, SLX, and SLXe models are available with an optional refrigeration modulation system. The modulation system provides
very precise control of the compartment temperature.
As the temperature of the return air approaches the controller setpoint, the modulation system gradually closes the modulation
valve in the suction line between the evaporator and heat exchanger. The modulation valve closes more as the return air
temperature gets closer to the setpoint. When the temperature is near setpoint, the modulation valve is virtually closed and the
hot gas bypass valve opens. This allows hot gas to enter the evaporator coil, further minimising the temperature difference across
the evaporator coil.
When the cargo temperature begins to increase above setpoint, the modulation valve begins to open. The hot gas bypass valve
remains open until the modulation valve is completely open. The hot gas bypass valve then closes. This operation provides very
smooth and steady temperature control.
Discharge Air Modulation Control

The µP-VI, SR-2 and SR-3 Controllers have a selection that allows modulation to be controlled by either the return air
temperature or the discharge air temperature.
Electronic Throttling Valve

The following models feature an electronic throttling valve (ETV) as standard:
• SL-400, SL-400e, SLX/SLXe 300/400
• SLX/SLXe Spectrum manufactured as from 05/2012.
The electronic throttling valve (ETV) is a variable position valve operated by a stepper motor. The ETV system also includes
a suction pressure transducer, discharge pressure transducer and a hot gas bypass valve.
The ETV controls the flow of refrigerant returning to the compressor. Therefore, it operates as both a compressor throttling valve
and a modulation valve. During the Full Cool mode, the unit controller sends an electrical signal to adjust the ETV to maximise
system cooling capacity. During the Modulation Cool mode, the unit controller sends a signal to close the ETV a precise amount.
This throttles the suction gas returning to the compressor and reduces the system cooling capacity to match the load requirements.
The ETV system provides advanced control of the refrigeration system by:
• Suction pressure control algorithm allows the refrigeration system to fully utilize the engine horsepower available under
varying operating conditions.
• Discharge pressure control algorithm protects against high discharge pressures and engine overload in high ambients.
• Engine coolant temperature algorithm protects against unit shutdown and possible engine damage from high engine operating
temperatures.
• Modulation and hot gas bypass system control of the cooling capacity for precise control of the compartment temperature.
SLX/SLXe Spectrum ETV Modulation is only available when using Zone 1 flat.
Data Logging Option (µP-IV, µP-V, µP-VI, SR-2 and SR-3 Controllers)
µP-VI controllers are available with an optional data logging system. SR-2 and SR-3 controllers have them as standard. The data
logging system records operating events, alarm codes and compartment temperatures. This trip data can be retrieved (but not
erased) from the controller memory using an IBM compatible laptop or desktop microcomputer and Thermo King Wintrac or
TracPac™ software. Detailed graph or table trip reports can then be created and printed.

Sleep Mode Option (Option on µP-IV and µP-V Controllers, Standard on µP-VI, SR-2 and
SR-3 Controllers)
µP-IV or µP-V controllers are available with an optional Sleep mode feature. The features includes a 3-position Unit On/Off/
Sleep switch. When the switch is in the Sleep position, the controller display shows “SLEEP MODE” and the CYCLE-SENTRY
operates as required to keep the engine warm and maintain the battery charge level.
Sleep mode is a standard feature on µP-VI, SR-2 and SR-3 Controllers and can be accessed directly using the MODE key on the
controller. The 3-position Unit On/Off/Sleep switch is optional, but is not necessary.
WARNING: With the On/Off/Sleep switch in the SLEEP position, the unit may start at any time without prior warning.
NOTE: Sleep mode operation does NOT maintain temperature inside the trailer.
Tracker Option (µP-IV, µP-V, µP-V, SR-2 and SR-3 Controllers)

µP-IV, µP-V, µP-VI, SR-2 and SR-3 controllers are available with an optional Tracker satellite communication system interface.
The controller transmits recorded trip data through a data cable to a Tracker satellite communication system located in the tractor.
The satellite communication system then transmits the trip data to a central location for processing. The Tracker system can be
configured to transmit data at preset intervals, to transmit data on demand, or to transmit data backwards from the Tracker
interface to the controller.
CYCLE-SENTRY (Start/Stop) Control Option

TG-VI control systems are available with an optional CYCLE-SENTRY Start/Stop fuel saving system. µP-IV, µP-V, µP-VI and
SR-2 control systems include CYCLE-SENTRY as standard.
The CYCLE-SENTRY system automatically starts the unit on controller demand and shuts down the unit when all demands are
satisfied. The CYCLE-SENTRY system maintains the compartment temperature; engine block temperature; and battery charge
level (TG-VI, µP-IV, µP-V, µP-VI and SR-2, SR-3 controllers ONLY).
The controller starts and operates the unit:
• If the compartment temperature demands Cool or Heat operation,
• If the engine block temperature decreases to -1 C
or
• If the battery charge level is decreases below a battery sentry limit, typically 12.2 Volts (TG-VI, µP-IV, µP-V, µP-VI and
SR-2 controllers ONLY).
• When the CYCLE-SENTRY system automatically starts the unit, the engine operates until:
• The compartment temperature demand for Cool or Heat is satisfied,
• The engine block temperature increases to 32 C
• The battery is fully charged (ALL CYCLE-SENTRY systems).
CAUTION: Operation in confined spaces. Diesel operation should be avoided in areas or circumstances where fumes from
the engine could become trapped and cause serious injury or death.
WARNING: With the CYCLE-SENTRY switch in the CYCLE position (or CYCLE-SENTRY icon ON in TG-VI and SR-2
display) and the unit On/Off switch in the ON position, the unit may start at any time without prior warning.
NOTE: A buzzer sounds when the unit is automatically preheating.
CYCLE-SENTRY system features:

• Offers either CYCLE-SENTRY (Start-Stop) or Continuous Run operation
• Controller regulated all-season temperature control
• Maintains minimum engine temperature in low ambient conditions
• Battery Sentry fully charges battery before automatic unit shift to Null (engine shutdown)
• Variable preheat time
• Preheat indicator buzzer
• CYCLE-SENTRY Fresh (CSFR) feature (µP-IV, µP-V, µP-VI, SR-2 and SR-3 controllers only) places the unit on
Continuous Run operation when cargo requires continuous air circulation. CSFR operation is determined by a programmable
setpoint temperature range that locks out CYCLE-SENTRY Start-Stop operation.
CYCLE-SENTRY is designed for use only with products which do not require tight temperature control or continuous airflow,
such as all deep frozen products and non-perishable non-frozen products.
The start/stop nature of CYCLE-SENTRY does not satisfy the temperature control or airflow requirements for perishable or
temperature sensitive products. Thermo King therefore does NOT recommend the use of CYCLE-SENTRY control for these
products.

Economy Mode Control Option
The µP-VI, SR-2 and SR-3 control systems include the Economy mode feature as standard. The Economy mode can be turned
ON or OFF for both CYCLE-SENTRY and Continuous Run operation.
Economy mode operation can save additional fuel by extending the length of the Null mode when the unit set for
CYCLE-SENTRY operation. The CYCLE-SENTRY Null Range changes from 2.8 C to 5.6 C (default setting) when the
Economy mode is ON. The CYCLE-SENTRY Null Range can also be adjusted from 2.8 C to 11.2 C.
The Economy mode saves fuel when the unit is set for Continuous Run operation by extending the length of the Low Speed Cool
mode. The Low Speed Switch Point changes from 2.0 C to 5.6 C (default setting) when the Economy mode is ON. The Low
Speed Switch Point can also be adjusted from 1.7 C to 8.4 C.
OptiSet™ Option
µP-VI and SR-2 control systems include the OptiSet feature as standard. OptiSet allows each customer to program a set of unit
operating details for a specific setpoint or setpoint temperature range. When the unit setpoint falls within a programmed setpoint
range, all unit operation is automatically determined by the OptiSet settings for that setpoint range. Unit operating features that
can be programmed using the OptiSet feature include:
• Setpoint limit high
• Setpoint limit low
• Fresh to Frozen range switch point (-4 C or -9 C)
• Range (0 to 9)
• Economy mode
• Cycle-Sentry mode
• Cycle-Sentry Null Range
• Fuel Saver II (for CYCLE-SENTRY)
• High Speed Pulldown (for CYCLE-SENTRY)
• Maximum Null Time Limit
• Minimum Off Time Limit
• Continuous mode
• Fuel Saver II (for Continuous Run)
• High Speed Pull-down (for Continuous Run)
• Low Speed Switch Point
• Modulation mode.
Data Acquisition System (DAS) Option

A stand-alone data recorder with an independent memory and independent real-time clock is available to record up to 6
independent temperature sensors as well as setpoint and alarm codes from the unit controller to track temperature management
against setpoint. The DAS option can interface with TG-VI, µP-V, µP-VI and multi-temperature µP-IV controllers.
Remote Control Options (TG-V, µP-IV Multi-Temp, µP-V and µP-VI Controllers)
Remote controls are available for TG-V, µP-IV Multi-Temp, µP-V and µP-VI Controllers. Remote controls are used to operate
the unit from inside the trailer or the truck cab. The flush mount remote control is usually mounted in a wall inside the trailer.
The in-cab remote control is usually mounted in the dash of the truck cab.
Sequence of Operation
Engine Operation
Continuous Mode
• High Speed Cool
• Low Speed Cool
• Low Speed Heat
• High Speed Heat2, 3
• Defrost

Basic Operating Modes – Continuous Run Engine
Operation
1. Setpoint
2. Temperature Decrease
3. Temperature Increase
A. High Speed Cool2
B. Low Speed Cool
C. Low Speed Heat
D. High Speed Heat2, 3
Note: Tables shown are for basic operation and can be used for basic diagnostic’s. However, these may change from this
owing the the basic programmable features configurations and/or optiset configurations.

Electric Operation
Continuous Mode1
• Cool
• Null2
• Heat3, 4
• Defrost
1
Fuelsaver I, Modulation and CYCLE-SENTRY are locked out on electric standby operation.
2
The drive motor and compressor do NOT operate during the Null mode.
3
Heat is delayed for 8 minutes on units with Fuelsaver II (or TG-V controller). Exceptions: Initial unit start-up.
4
Null if setpoint is below -9.5 C.
Defrost
The Defrost mode can be initiated any time the evaporator coil temperature is below 6 C (3 C on units with TG-IV controller).
Defrost is initiated automatically by the defrost air switch and defrost timer. Defrost is initiated manually by pressing the manual
defrost switch.
Basic Operating Modes – Electric Operation

1. Setpoint
A. Cool
B. Null
C. Heat

When a Defrost cycle is initiated, the defrost relay energises the damper motor, pilot solenoid and heater contactor (during electric
standby operation on Model 50 units with optional electric heaters). If the unit is in Null mode on CYCLE-SENTRY or Electric
Standby operation, pressing the manual defrost key will initiate a manual defrost. The unit remains on Defrost until the evaporator
coil temperature increases to 14 C, at which time, the unit shifts back to the operating mode required by controller demand.
NOTE: If the controller calls for the Null mode (CYCLE-SENTRY or Electric Standby operation) while the unit is defrosting,
the unit will continue to operate until defrosting is complete. Then the unit will stop.
Center or Rear Evaporator (Basic system on

Continuous Run or CYCLE-SENTRY Engine
Operation)
1. Setpoint
A. Cool
B. Null
C. Heat1

Electric Operation (Model 50 Only)
During electric operation, the operating characteristics of the system are basically the same with the following exceptions:
• If the host unit (front) and remote controllers are both calling for Low Speed Heat, the host unit will shift to Null, the electric
motor will stop and the unit will not operate. The host unit will stay in Null until one (or both) of the controllers calls for High
Speed or until Defrost is initiated by one of the compartment control systems.
The mode of operation charts on these pages show the modes of operation that result from various combinations of controller and
defrost demands.
SMX TCI – Front or Rear Evaporator with System

on Electric Operation
1. Setpoint
A. Cool
B. Cool
C. Null
D. Heat1
E. Null2
1
Null if the setpoint is below -9.5 C.
2
Cool if the unit is operating.

SL-100, SL-100e, SL-200 and SL-200e (TG-VI Controller)
Note, Please refer to the relevant refrigeration system diagram in Chapter 18 of this manual.
Operating Characteristics of TG-VI Controller

• TG-VI software uses a complex algorithm to determine the unit operating mode. Therefore you can NOT predict the unit
mode of operation by comparing the setpoint to the return air temperature.
• Different versions of software may provide different control sequences and operating mode switch points.
• The controller features programmable Low Speed Start. If Low Speed Start is set to [YES], the unit will start in low speed.
Low speed operation continues for a minimum of 2 minutes, or until the engine coolant temperature increases to 10 C. Factory
Low Speed Start setting is [YES] (earlier software versions could not be programmed to [NO]).
• The High Speed Pull-Down (HSPD) feature controls unit operation on initial start-up. If HSPD is set to [YES], the unit
operates in High Speed (after engine warm-up) until setpoint is reached on initial unit start-up. The unit them operates in low
speed or high speed as required by the controller. Factory HSPD setting is YES.
• When the setpoint is below the Fresh/Frozen (FRFZ) temperature, High Speed Heat (or all Heat) is locked out. The Fresh/
Frozen temperature is factory set at -9 C (earlier software versions were programmable to -4 C).
• During Defrost mode, unit operates in Low Speed Heat only.
• When the unit is in Null on electric standby operation, the drive motor and compressor do NOT operate.
• A programmable defrost timer can be set for an initial defrost interval of 2, 4 or 6 hours (factory set at 4 hours). The controller
records the time required to complete the defrost. Subsequent defrost cycles are automatically initiated based on the time
required to complete the previous defrost cycle.
Engine Operation
Continuous Mode without Modulation
• High Speed Cool
• Low Speed Cool
• Low Speed Heat
• High Speed Heat1
• Defrost
1
High Speed Heat is locked out if controller setpoint is below -9 C.
Continuous Mode with Modulation

• High Speed Cool
• Low Speed Cool
• Low Speed Modulated Cool1,2
• Low Speed Modulated Heat1
• Low Speed Heat
• Defrost
1
Modulation valve operation and High Speed Heat are locked out if controller setpoint is below -9 C.
2
Heat Cycle must be satisfied to allow Low Speed Modulated Cool.
CYCLE-SENTRY Mode with or without Modulation1, 2
• High Speed Cool
• Low Speed Cool
• Null3
• Low Speed Heat4
• Defrost
1
Modulation valve operation is locked out during CYCLE-SENTRY operation.
2
If engine temperature, battery condition or defrost initiation requires unit start-up during Null mode, unit starts and operates
in Low Speed Heat or Low Speed Cool.
3
Unit mode is Null when the engine temperature and battery are satisfied.
4
Null mode if setpoint is below -9 C.

Electric Operation
Continuous Mode with or without Modulation1
• Cool
• Modulated Cool2
• Null3
• Hot Gas Heat4
• Full Heat4 (hot gas and electric heaters5)
• Defrost (hot gas and electric heaters5)
1
If battery condition requires unit start-up during Null mode, unit starts and operates in Hot Gas Heat or Cool.
2
If unit is equipped with modulation. If setpoint is below -9 C, modulation valve operation is locked out.
3
Unit mode is Null when battery charge level is satisfied.
4
5
Electric heaters are not available on SL-100, SL-100e, SL-200 and SL-200e.
Cycle-Sentry Mode with or without Modulation1, 2

• Cool
• Null3
• Hot Gas Heat (Cool)4
• Full Heat4 (hot gas and electric heaters5)
• Defrost (hot gas and electric heaters5)
1
2
3
4
5
Electric heaters are not available on SL-100, SL-100e, SL-200 and SL-200e.
Defrost
Defrost can be manually initiated, or automatically initiated by the air switch, controller defrost timer or controller Demand
Defrost algorithm. A demand defrost occurs when the difference between the return air temperature, discharge air temperature
and evaporator coil temperature becomes excessive.
NOTE: An air switch is not available on SL, Sle and SLX models.
Defrost can be initiated any time the evaporator coil temperature is below 7 C. If the unit is in Null (on CYCLE-SENTRY Engine
operation only), initiating defrost will cause the unit to start and operate. When a Defrost cycle is initiated, the controller energises
the damper motor or solenoid, pilot solenoid, heater contactor and Defrost icon. The controller maintains the In-range signal
during defrost.
The unit remains in defrost until the evaporator coil temperature increases to 14 C. If the evaporator coil temperature does not
rise to 14 C within the defrost duration time limit (30 or 45 minutes), the controller terminates defrost. The evaporator then returns
to operation based on controller demand.
SL-300 (µP-IV or µP-V Controller)

Operating Characteristics of µP-IV and µP-V Software
• µP-IV and µP-V software uses a complex algorithm to determine the unit operating mode. Therefore you can NOT predict
the unit mode of operation by comparing the setpoint to the return air temperature.
• The unit always starts in Low Speed. Low speed operation continuous for a minimum of 2 minutes, or until the engine coolant
temperature increases to 10 C.
Frozen temperature is factory set at -4 C, but may be field programmed to -4 C or -9 C (depending on software version).
• When the return air temperature is within several degrees of setpoint, an In-range icon will appear in the LED display.
• Controller defrost timer intervals are factory set for 4 hours when compartment temperature is out-of-range; and for 6 hours
when compartment temperature is in-range.

Engine Operation
• High Speed Cool
• Low Speed Cool
• Low Speed Heat
• Defrost
1
High Speed Heat is locked out if controller setpoint is below Fresh/Frozen temperature setting.

• High Speed Cool
• Low Speed Cool
• Low Speed Modulated Cool1
• Low Speed Heat
• Defrost
1
Modulation valve operation and High Speed Heat are locked out if controller setpoint is below Fresh/Frozen temperature
setting.
• High Speed Cool3
• Low Speed Cool3
• Null4
• Low Speed Heat5
• Defrost
1
2
3
After initial unit start-up and unit pull-down to setpoint, the controller limits Low Speed Cool operation when the controller
setpoint is below Fresh/Frozen temperature setting. On increasing compartment temperature, the unit operates in Low Speed
Cool for a maximum of 8 minutes in an attempt to reach setpoint. If setpoint is not reached within 8 minutes, the unit will
operate in High Speed Cool until setpoint is reached.
4
5
Null mode if setpoint is below Fresh/Frozen temperature setting.
Electric Operation
• Cool
• Null1
• Hot Gas Heat2
• Full Heat2 (hot gas and electric heaters)
• Defrost (hot gas and electric heaters)
1
Null mode ONLY when the setpoint is BELOW the Fresh/Frozen temperature setting. Exceptions: SB-III SR and SMX SR
with software versions 102, 103 and 201 have Null mode at setpoints above the Fresh/Frozen temperature setting.
2
Null mode if controller setpoint is below the Fresh/Frozen temperature setting.
• Cool
• Modulated Cool1
• Null2
• Modulated Heat1, 3
• Hot Gas Heat4
1
Modulation valve operation is locked out if controller setpoint is below Fresh/Frozen temperature setting.
2
Null mode ONLY when the setpoint is BELOW the Fresh/Frozen temperature setting. Exceptions: SB-III SR and SMX SR
with software versions 102, 103 and 201 have Null mode at setpoints above the Fresh/Frozen temperature setting.
3
Modulated Heat mode ONLY available on SB-III SR and SMX SR with software versions 102, 103 and 201. Controller
setpoint must be above Fresh/Frozen temperature setting.
4

• Cool
• Null3
• Hot Gas Heat4
1
2
Software versions 300 and above: If battery condition requires unit start-up during Null mode, unit starts and operates in Hot
Gas Heat or Cool.
3
4
Modulation
The modulation temperature range is factory set at -9 C to 27 C. The lower limit (-9 C) is adjustable through the keypad to -4C.
However, the upper limit (27 C) can be field adjusted from 27 C down to -4 C or -9 C depending on setting. If the upper limit is
set to -4 C or -9 C, the modulation mode is completely disabled.
The Modulation mode is disabled when the controller setpoint is above or below the modulation temperature range, when the unit
is in Defrost, and when the CYCLE-SENTRY switch is in the CYCLE-SENTRY position (except in CYCLE-SENTRY Fresh
range).
Defrost
Defrost can be manually initiated through the controller keypad, or automatically initiated by the controller defrost timer or
controller Demand Defrost algorithm. A demand defrost occurs when the difference between the return air temperature, discharge
air temperature and evaporator coil temperature becomes excessive.
Defrost can be initiated any time the evaporator coil temperature is below 7 C. If the unit is in Null (on Engine or Electric Standby
Operation), initiating defrost will cause the unit to start and operate. When a defrost cycle is initiated, the controller energises the
damper motor, pilot solenoid, heater contactor and Defrost icon. The controller maintains the In-range signal during defrost.
SL-400, SLX/SLXe and SLX/SLXe Spectrum (µP-VI, SR-2 and SR-3 Controller)
Operating Characteristics of µP-VI, SR-2 and SR-3 Software
• µP-VI, SR-2, and SR-3 software use complex algorithms to determine the unit operating mode. Therefore you can NOT
predict the unit mode of operation by comparing the setpoint to the return air temperature.
• The unit always starts in Low Speed. Low speed operation continuous for a minimum of 2 minutes, or until the engine coolant
temperature increases to 10 C.
Frozen temperature is factory set at -4 C, but may be field programmed to -4 C or -9 C.
• The Economy mode feature controls the CYCLE-SENTRY Null Range setting during CYCLE-SENTRY operation; or the
Low Speed Switch Point during Continuous Run operation. The CYCLE-SENTRY Null Range default setting is 5.6 C, but
may be field programmed from 2.8 C to 11.2 C. The Low Speed Switch Point default setting is 5.6 C, but may be field
programmed from 1.7 C to 8.4 C.
• OptiSet™ settings will determine all variable operating features for each setpoint or setpoint range programmed in
the controller.
• All units feature an electronic throttling valve (ETV) that provides a modulation cool mode as standard when the controller
setpoint is above the Fresh/Frozen temperature setting.
• When the return air temperature is within several degrees of setpoint, an In-range icon will appear in the LED display.
• Controller defrost timer intervals are factory set for 4 hours when compartment temperature is out-of-range; and for 6 hours
when compartment temperature is in-range.

Engine Operation
Continuous Mode for µP-VI (with ETV)
• High Speed Cool
• Low Speed Cool
• Low Speed Heat
• Defrost
1
ETV operation and High Speed Heat are locked out if controller setpoint is below Fresh/Frozen temperature setting.
Continuous Mode with SR-2 (without ETV)
• High Speed Cool
• Low Speed Cool
• Low Speed Heat
• Defrost
1
High Speed Heat is locked out if controller setpoint is below Fresh/Frozen temperature setting.
Continuous Mode with SR-2 (with ETV)
• High Speed Cool
• Low Speed Cool
• High Speed Modulated Cool1
• High Speed Modulated Heat1
• Low Speed Heat
• Defrost
1
ETV operation and High Speed Heat are locked out if controller setpoint is below Fresh/Frozen temperature setting.
CYCLE-SENTRY Mode1, 2
• High Speed Cool3
• Low Speed Cool3
• Null4
• Low Speed Heat5
• Defrost
1
ETV operation is locked out during CYCLE-SENTRY operation.
2
3
After initial unit start-up and unit pull-down to setpoint, the controller limits Low Speed Cool operation when the controller
setpoint is below Fresh/Frozen temperature setting. On increasing compartment temperature, the unit operates in Low Speed
Cool for a maximum of 8 minutes in an attempt to reach setpoint. If setpoint is not reached within 8 minutes, the unit will
operate in High Speed Cool until setpoint is reached.
4
5

Electric Operation
Continuous Mode (includes Modulation)
• Cool
• Modulated Cool1
• Null2
• Modulated Heat1, 3
• Hot Gas Heat3
1
ETV operation is locked out if controller setpoint is below Fresh/Frozen temperature setting.
2
Null mode ONLY when the setpoint is BELOW the Fresh/Frozen temperature setting.
3
CYCLE-SENTRY Mode1, 2
• Cool
• Null3
• Hot Gas Heat4
• Full Heat4 (hot gas and optional electric heaters)
• Defrost (hot gas and optional electric heaters)
1
ETV operation is locked out during Cycle-Sentry operation.
2
3
4
Modulation
The upper limit (27 C) can be field adjusted from 27 C down to -9 C. Ito -4 C or -9 C depending on setting. If the upper limit is
The Modulation mode is disabled when the controller setpoint is above or below the modulation temperature range, when the
unit is in Defrost, and when the CYCLE-SENTRY switch is in the CYCLE-SENTRY position (except in Cycle-Sentry Fresh
range).
Defrost
Defrost can be manually initiated through the controller keypad, or automatically initiated controller defrost timer or
controller Demand Defrost algorithm. A demand defrost occurs when the difference between the return air temperature,
discharge air temperature and evaporator coil temperature becomes excessive.
Defrost can be initiated any time the evaporator coil temperature is below 7 C. If the unit is in Null (on Engine or Electric
Standby Operation), initiating defrost will cause the unit to start and operate. When a defrost cycle is initiated, the controller
energises the damper motor or solenoid, pilot solenoid, heater contactor and Defrost icon. The controller maintains the
In-range signal during defrost.
rise to 14 C within the defrost duration time limit (30 or 45 minutes), the controller terminates defrost. The evaporator then
returns to operation based on controller demand. In this case the unit will generate an alarm.

THERMO KING SR BASIC OPERATIONAL SEQUENCE DIESEL MODE
The automatic start and Cycle Sentry operation requires all components to perform properly and in the correct sequence.
Understanding this sequence is important to understanding the operation of the unit
This description is to be used in conjunction with the Diesel Mode block flow chart.
When the unit requires initial start-up in Diesel mode, power is provided through the On/Off switch and On key. The
Microprocessor will review the inputs from the Setpoint, and the Engine temperature.
If in a Null mode then the microprocessor will re-start based on Setpoint, Engine temperature, battery voltage and defrost input.
To allow the unit to enter Null the Setpoint must be satisfied, Engine temperature must be above the predetermined level, Battery
must be fully charged and the unit not in defrost.
The below description of operation is a guide to understand the basic operational sequence of the automatic start sequence and
Cycle Sentry operation.
Note: Because Thermo King Microprocessors are programmable some functionality may change as a result of this
programming, therefore this is a guide to units that are set at factory default settings.
Operation
When the unit requires start up power the Microprocessor activates the components as follows.
1. The Pre-Heat relay is energised to power the Intake heater or glow plugs for the pre-determined time based on engine
temperature. The colder the engine the longer the Pre-Heat time, but this should not exceed 2 minutes.
2. After the proper Pre-Heat time has elapsed, approximately 3 seconds before engine cranking occurs, the Run Relay is
energised. The Run relay energises and feeds power to the hold in coil of the Fuel Solenoid. The Run Relay also makes ready
other unit circuits for operation.
3. After proper Pre-Heat time and approximately 3 seconds after the Run Relay energised the Starter Relay is energised. The
Starter Relay feeds power to the Starter Solenoid and the starter is engaged, the engine starts cranking. As soon as the starter
relay is energised the Microprocessor initiates a 30 second maximum cranking timer, so if the engine fails to start the starter
is disengaged.
4. When the starter cranks the engine, the RPM Sensor produces a signal indicating cranking or running has occurred.
5. The cranking signal must be above 50 RPM within 4 seconds. If not an alarm code 17 is generated indicating that the engine
failed to crank.
6. The running signal must be above 600 RPM for Trailer and 800 RPM for Truck. If not, after the 30 seconds cranking time,
and providing a cranking signal (50 RPM) was recognised by the Micrprocessor, an alarm code 20 is generated indicating that
the engine failed to start.
7. Once the running signal is above the required RPM the Microprocessor de-energises the Pre-Heat and Starter Relays.
The engine remains running. If the unit is in Cycle Sentry mode it will continue to run until all of the following has occurred.
1. Box temperature is satisfied
2. Engine temperature is above 32 C for Trailer and 49 C for Truck
3. Unit is not in defrost
4. The battery is above the setting of CSBV (Cycle Sentry Battery Voltage) and the charge rate is at the CSA (Cycle Sentry
Amps) setting.
The unit will remain in a Cycle Sentry Null mode until:

1. The box temperature moves out of range of Setpoint.
2. The engine temperature fails below -1 C for Trailer and +18 C for Truck.
3. A timed or manual defrost is initiated
4. The battery voltage drops below the setting of the CSBV

Thermo King SR basic operational sequence Diesel Mode
Note: The Unit will remain running in Cycle Sentry until the following occurs:
1. Box temperature is satified

2. Engine temperature is warm
4. Battery is recharged

THERMO KING SR BASIC OPERATIONAL SEQUENCE ELECTRIC STANDBY MODE
The automatic start and Cycle Sentry operation requires all components to perform properly and in the correct sequence.
Understanding this sequence is important to understanding the operation of the unit
This description is to be used in conjunction with the Standby Mode block flow chart.
When the unit requires initial start-up in Standby mode, power is provided through the On/Off switch and On key. The
Microprocessor will review the inputs from the Setpoint, and the PSM [Phase Selection Module].
If in a Null mode then the microprocessor will re-start based on Setpoint, battery voltage and defrost input.
To allow the unit to enter Null the Setpoint must be satisfied, Battery must be fully charged and the unit not in defrost.
The below description of operation is a guide to understand the basic operational sequence of the automatic start sequence and
Cycle Sentry operation.
Note: Because Thermo King Microprocessors are programmable some functionality may change as a result of this
programming, therefore this is a guide to units that are set at factory default settings.
Operation
When the unit requires start up power the Microprocessor activates the components as follows.
1. The PSM receives an On signal from the Microprocessor
2. The PSM at this time must see 180 VAC on all three phases for a minimum of 2 to 4 seconds. A signal is then sent from the
PSM to the Microprocessor on the ER circuit.
3. If not an alarm code 91 will be generated indicating that the electric ready input was not initiated.
4. Once the ER signal is received by the Microprocessor the Pre-Heat Buzzer is energised to warn the operator the Electric motor
is about to start.
5. After the Buzzer time has elapsed and approximately 3 seconds before the K5 Diesel/Electric Relay is energised, the Run
Relay is energised. The Run relay energises and feeds power to the hold in coil of the Fuel Solenoid. The Run Relay also
makes ready other unit circuits for operation.
6. After proper Pre-Heat time, and approximately 3 seconds after the Run Relay energised, K5 Diesel/Electric Relay is
energised. The K5 Diesel/Electric Relay provides a 12vdc signal to the PSM for Motor Contactor power.
7. The PSM decides which Motor Contactor to energise (MC1 or MC2) based on the input sequence of L1, L2 and L3.
8. Once the Motor Contact is energised and the Electric Motor is running the Microprocessor checks the output signal from the
Alternator. The alternator provides a frequency (Hz) signal to the Microprocessor on the W wire. This signal allows the
Microprocessor to determine that the electric motor is running.
9. Approximately 3 seconds after the signal is received from the Alternator on the W wire the Buzzer is de-energised.
The Electric Motor remains running. If the unit is in Cycle Sentry mode it will continue to run until all of the following has
occurred.
3. The battery is above the setting of CSBV (Cycle Sentry Battery Voltage) and the charge rate is at the CSA (Cycle Sentry
Amps) setting.
The unit will remain in a Cycle Sentry Null mode until:

1. The box temperature moves out of range of Setpoint.
2. A timed or manual defrost is initiated
3. The battery voltage drops below the setting of the CSBV

Thermo King SR basic operational sequence Electric Standby Mode
Note: The unit will remain running in Cycle Sentry until the following occurs:

3. The battery is recharged

SL TCI, SPECTRUM SL (Multi-Temp µP-IV Controller) and SLX SPECTRUM (with
Multi-temp SR-2/SR-3 Controller).
Note, Please refer to the relevant refrigeration system diagram in Chapter 19 of this manual.
Operating Characteristics of Multi-Temp µP-IV Software

• Software uses a complex algorithm to determine the unit operating mode. Therefore you can NOT predict the unit mode of
operation by comparing the setpoint to the return air temperature.
• The Host Unit (Zone 1) On-Off switch must be ON before any other zone can be operated. The unit starts automatically in
both the Continuous Run and CYCLE-SENTRY modes.
• The unit starts in Low Speed when the engine coolant temperature is less than 1o C. Low speed operation continues until the
engine coolant temperature increases to 32o C.
• Engine speed is determined by a combination of the requirements of each zone and the discharge pressure. The unit operates
in low speed or high speed as required by the controller.
• Controller fresh and frozen range defrost timer intervals are factory set for 4 hours when compartment temperature is
out-of-range; and for 6 hours when compartment temperature is in-range.
Operating Characteristics of TCI and SPECTRUM Multi-Temp Systems
• All zones can cool at the same time.
• All zones can heat at the same time.
• Any zone can cool while any other zone heats.
• When any zone is in defrost, it delays cool or heat in the other zone(s).
• When a zone is in null, the blowers may operate but the zone does not cool or heat.
• When a zone is in heat while another zone is in cool, the condenser inlet solenoid is closed and the evaporator in the zone that
is in heat acts as the condenser.
• When a zone is in heat while another zone is in cool, the microprocessor will put the cooling zone(s) in the null mode when
the discharge pressure is below 1380 kPa, 13.80 bar, 200 psi.
• The condenser inlet solenoid and the suction line solenoids are normally open solenoid valves that close when energised.
• The liquid line solenoids, hot gas solenoids, receiver tank pressure solenoid and purge valve are normally closed solenoid
valves that open when energised.
• The flow of refrigerant through the system is controlled by the solenoid valves and the check valves.
• The condenser inlet solenoid is energised (closed) when any zone is in heat or defrost. If the discharge pressure exceeds 2760
kPa, 27.60 bar, 400 psi; the condenser inlet solenoid is de-energised until the discharge pressure drops below 1380 kPa, 13.80
bar, 200 psi.
• The receiver tank pressure solenoid and the purge valve are energised (open) when any zone is in heat or defrost. If the
discharge pressure exceeds 2070 kPa, 20.70 bar, 300 psi; the receiver tank pressure solenoid and the purge valve are
de-energised until the discharge pressure decreases to 1550 kPa, 15.50 bar, 225 psi.
• If all zones are in cool during engine operation, the controller will shift the engine to low speed if the discharge pressure
exceeds 2760 kPa, 27.60 bar, 400 psi. High speed may resume when the discharge pressure decreases to 2590 kPa, 25.90 bar,
375 psi.
• If all zones are in heat during engine operation, the controller will shift the engine to low speed if the discharge pressure
exceeds 2586 kPa (375 psi). High speed may resume when the discharge pressure decreases to 2068 kPa (300 psi).
Zone 1 on COOL, Zone 2 on COOL and Zone 3 on COOL
NOTE: The following example shows a TCI-3 or SPECTRUM-3 Multi-Temp system for a 3 compartment trailer. The
operation of a, TCI-2 or SPECTRUM-2 system for a 2 compartment trailer is similar.
See refrigeration system diagram on the following page. High pressure refrigerant vapor leaves the compressor and flows through
the open condenser inlet solenoid to the condenser where the refrigerant condenses into high pressure liquid. The liquid
refrigerant flows through the receiver tank into the liquid line.
The LLS liquid line solenoid is open so some of the refrigerant flows through the Zone 1 expansion valve into the Zone 1
evaporator. There liquid refrigerant cools the evaporator as it evaporates into low pressure vapor. The refrigerant returns to the
compressor through the SLCV suction line check valve and the accumulator.
The LLS2 liquid line solenoid is also open so some of the refrigerant flows through the Zone 2 expansion valve into the Zone 2
compressor through the SLS2 suction line solenoid, the suction line, the SLCV2 suction line check valve and the accumulator.
The LLS3 liquid line solenoid is also open so some of the refrigerant flows through the Zone 3 expansion valve into the Zone 3
compressor through the SLS3 suction line solenoid, the suction line, the SLCV3 suction line check valve and the accumulator.

Modulation (SLX/ SLXe Spectrum ETV)
The upper limit (27 C) can be field adjusted from 27 C down to -9 C. Ito -4 C or -9 C depending on setting. If the upper limit is
The Modulation mode is disabled when the controller setpoint is above or below the modulation temperature range, when the
unit is in Defrost, and when the CYCLE-SENTRY switch is in the CYCLE-SENTRY position (except in Cycle-Sentry Fresh
range).
Note: Modulation is only available when operating with Zone 1 Only switched on. If operating SZC (Simple Zone Control)
mode, the controller sees Zone 2 as switched on, so modulation will not be available.
Z-1 Zone 1 Evaporator (Host Unit): COOL

1. Liquid Line Solenoid (LLS) – Open
2. Liquid Return Check Valve (LRCV) – Closed
3. Suction Line Check Valve (SLCV) – Open
4. Suction Line Solenoid (SLS) – Open
5. Hot Gas Solenoid (HGS) – Closed
6. Condenser Inlet Solenoid (CIS) – Closed**
7. Condenser Inlet Check Valve (CICV) – Closed
8. Receiver Tank Pressure Solenoid (RTPS) – Open**
9. Condenser Check Valve (CCV) – Closed
10. Bypass Hand Valve
11. Purge Valve (PV) – Open**
12. Purge Check Valve (PCV) – Open
13. Hot Gas Bypass Solenoid (HGBP)
14. Electronic Throttling Valve (ETV)
Z-2 Zone 2 Evaporator***: COOL

1C. Zone 2 Liquid Line Solenoid (LLS2) – Open
2C. Zone 2 Liquid Return Check Valve (LRCV2) – Closed
3C. Zone 2 Suction Line Check Valve (SLCV2) – Open
4C. Zone 2 Suction Line Solenoid (SLS2) – Open
5C. Zone 2 Hot Gas Solenoid (HGS2) – Closed
Typical SLX Spectrum ETV - Zone 1 on Cool, Zone 2 on Cool

Zone 1 on COOL, Zone 2 on COOL and Zone 3 on HEAT
NOTE: The following example shows a DE-3, TCI-3 or SPECTRUM-3 Multi-Temp system for a 3 compartment trailer. The
operation of a DE-2, TCI-2 or SPECTRUM-2 system for a 2 compartment trailer is similar.
See refrigeration system diagram on the previous page. The condenser inlet solenoid is closed so high pressure refrigerant vapor
leaves the compressor and flows through the hot gas line and the open HGS3 hot gas solenoid to the Zone 3 evaporator. There
the refrigerant heats the evaporator and condenses into high pressure liquid. Because the SLS3 suction line solenoid is closed,
the liquid refrigerant flows through the LRCV3 liquid return check valve and liquid line to the LLS and LLS2 liquid line
solenoids.
The LLS liquid line solenoid is open so the refrigerant flows through the Zone 1 expansion valve into the Zone 1 evaporator.
There the liquid refrigerant cools the evaporator as it evaporates into low pressure vapor. The refrigerant returns to the compressor
through the SLCV suction line check valve and the accumulator.
The LLS2 liquid line solenoid is open so the refrigerant flows through the Zone 2 expansion valve into the Zone 2 evaporator.
There the liquid refrigerant cools the evaporator as it evaporates into low pressure vapor. The refrigerant returns to the compressor
through the SLS2 suction line solenoid, the suction line, the SLCV2 suction line check valve and the accumulator.
Defrost
Defrost can be manually initiated, or automatically by the controller defrost timer or controller Demand Defrost algorithm. A
demand defrost occurs when the difference between the return air temperature, discharge air temperature and evaporator coil
temperature becomes excessive.
Defrost can be initiated any time the evaporator coil temperature is below 7 C. When a defrost cycle is initiated, the controller
energises the damper motor or solenoid, or turns the remote evaporator fan off. The host unit operates in low speed when a zone
is in Defrost.

1. Expansion Module
2. Base Controller/Interface Board Assembly
3. High Voltage Tray
4. HMI Control Panel
Typical Components Inside Control Box

Engine Compartment Components
The following maintenance items can be checked visually.
WARNING: The unit can start at any time

without warning. Press the Off key on the
HMI control panel and place the
microprocessor On/Off switch in the Off
position before inspecting any part of the
unit.
: Compressor Oil Sight Glas
Use this sight glass to check the compressor oil level. See the Refrigeration Maintenance Chapter for the correct procedure.
Engine Oil Dipstick:
Use the engine oil dipstick to check the engine oil level.
CAUTION: Make sure the engine is

turned off before attempting to check the
engine oil.
Receiver Tank Sight Glass:
Use this sight glass to check the level of refrigerant in the receiver tank. See the Refrigeration Maintenance
Chapter for the correct procedure.
9
1
2
10
3
4
11
5
6
12
7
13
14
8
15
1. Air Filter Restriction Indicator 9. Alternator

2. Suction Service Valve 10. Throttle Solenoid
3. Discharge Service Valve 11. Receiver Tank Sight Glass
4. Engine Starter Motor 12. Hand Primer Pump
5. Engine RPM Sensor 13. Low Engine Oil Pressure Switch
6. Compressor Sight Glass 14. Engine Oil Dipstick
7. Compressor Oil Filter 15. Battery Tray
8. Engine Oil Filter
Engine Compartment Components

Remote Evaporator Unit Description
1. Coil Temperature Sensor (Ungraded) 6. Variable Blower (12 V) 11. Terminal Board Markstrip
2. Hot Gas Solenoid 7. Blower Housing 12. Drain Heater (Resistance Wire)
3. Liquid Solenoid 8. Blower Cover 13. Return Air Sensor (Graded)
4. Suction Line Solenoid 9. Terminal Board Bracket 14. Sensor Clamp
5. Discharge Air Sensor (Graded) 10. Terminal Board 15. Coil Sensor Delay Pad
SPECTRUM S-3 Evaporator Components

The SPECTRUM SB SR-2 multi-temperature refrigeration system provides heavy duty temperature control for multiple
compartment trailers. The system provides direct expansion cooling in all trailer compartments. Non-contaminating refrigerant
tap-ins in the host unit evaporator provide convenient refrigerant piping connections for the remote evaporator(s).
The host unit mounts on the front of the trailer with the evaporator protruding into the trailer. The remote evaporator(s) is a
ceiling mounted SPECTRUM unit.
Heat and defrost is provided in all compartments by circulating hot refrigerant gas through the evaporators.
The remote evaporator(s) are controlled by the SR-2 MT Control System through the expansion module. The SR-2 MT Control
System is located in the host unit. The wire harnesses connect the remote evaporator(s) to the expansion module. The expansion
module is connected to the base controller/interface board assembly through the CAN bus. See “SMART REEFER 2 Multi-Temp
(SR-2 MT) Control System” on page 26 and Refer to the SR-2 Multi-Temp Microprocessor Controller Diagnostic Manual TK
53080 for more information about the SR-2 MT Control System.
UNIT OPERATION
The remote evaporator cycles between cool, null and heat to maintain the trailer’s compartment(s) at the setpoint. The
operating modes include Cool, Null, Heat, and Defrost.
Power to run the direct current fan motors is supplied by the alternator in the host unit.
When cooling is required, the SR-2 MT Control System energizes the remote liquid line solenoid valve. Refrigerant flows
through the evaporator coil to provide cooling.
When the compartment temperature is near setpoint, the SR-2 MT Control System de-energizes the remote liquid line solenoid
valve and switches the remote evaporator to null.
The SR-2 MT Control System energizes the remote hot gas solenoid when the remote compartment requires heat or defrost.
Defrost
The Defrost mode can be initiated any time the evaporator coil temperature is below 45 F (7 C). Defrost is initiated
automatically by the controller or manually by selecting defrost from the Defrost Prompt Screen for the desired zone.
The evaporator fan stops during defrost. The Defrost mode will continue until the evaporator coil temperature rises to 58 F
(14.5 C), causing the controller to terminate defrost. After Defrost, the evaporator may shift back to Cool, Null or Heat.
Operating Modes
Remote evaporator operating modes are:
• Cool
• Null
• Heat
• Defrost
Unit Features
• Direct Expansion Evaporator Coil
• SR-2 MT Control System with Expansion Module
• 12 Vdc Fan Motor (with low speed start feature)
• Aluminum Housing
• Liquid Line Solenoid
• Hot Gas Solenoid
• Suction Line Solenoid
• Liquid Return Check Valve

PROTECTION DEVICES
TG-VI, µP-IV, µP-V, µP-VI and SR-2 Control Systems

• Engine High Coolant Temperature Sensor
• Engine Low Oil Pressure Sensor (Except µP-VI)
• Engine Low Oil Level Switch
• Evaporator High Temperature Sensor
• Refrigerant High Pressure Cutout Switch
• Refrigerant High Pressure Relief Valve
• Suction Pressure Transducer (SL-400, SL-400e, SLX/SLXe 300, and SLX/SLXe 400 Only)
• Discharge Pressure Transducer (SL-400, SL-400e, SLX/SLXe and µP-IV Multi-Temp Units Only)
• 12 V Fuse Link
• Fuse in Main Power Circuit
• Fuse in Control Circuit
• Fuse in Microprocessor Power Circuit
• Fuses in Relay Circuits
• Fuse in Damper Motor or Solenoid Circuit
• Fuse in High Speed Solenoid Circuit
• Fuse in Remote Evaporator Control Circuits (DE, TC, TCI and SPECTRUM Models)
• Fuse in Remote Evaporator Fan Motor Circuits (DE, TC, TCI and SPECTRUM Models)
• Fuse in Modulation Valve Circuit (Option)
• Fuse in Remote Indicator Light Circuit (Option)
• Overload Relay for Electric Standby Motor (Model 50)
• Preheat Buzzer for CYCLE-SENTRY Operation.
Spectrum Remote Evaporator Unit

Smart FETs in the expansion module.
SERIAL NUMBER LOCATIONS
Unit Nameplate
SL, Sle, SLX and SLXe: Nameplate is located inside the front access doors on front of unit frame below compressor.
TLE and SPECTRUM Remote Evaporator Nameplate:

Nameplate is located on end of the Remore Evaporator unit frame.
Engine Nameplate
TK 482 and TK 486: Nameplate on rocker arm cover.
Compressor Nameplate
X426 and X430 Compressors: Stamped on end above oil pump.
Electric Motor Nameplate

Standby Electric Motor: Nameplate on motor housing.

6 Operating Instructions
Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Unit Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
SMART REEFER 2/3 Multi-Temp (SR-2/SR-3 MT) Control System . . . . . . . . . . . . . . . . . . 6-6
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Control Panel Keys (Single or Multi-temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Unit Operation (Single or Multi-Temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Manual Pretrip Inspection (Before Starting Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Turning Unit On (Single or Multi-temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Turning Unit Off (Single or Multi-Temp SR-2/SR-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Standard Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Operating The Unit In Single Zone Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Standard Display Variations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Alarm Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Temperature Watch Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Other Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Unit Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Unit Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Visual Pre-trip Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Selection of Operating Modes on CYCLE-SENTRY Equipped Units . . . . . . . . . . . . . . . . . . 6-22
Starting Units on Continuous Run, Diesel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Starting Units on CYCLE-SENTRY, Diesel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Starting Model 50 Units on Electric Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
After Start Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Loading Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Post Load Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Post Trip Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
UNIT CONTROLS
Unit Control Panel

UNIT ON/OFF Switch. This switch energises the electrical system of the unit including TG-IV, TG-V and TG-VI controllers.
This switch must be OFF before changing a TG-VI controller or software chip ; or before the battery is connected or disconnected.
• ON position. The unit will operate in response to the controller and the compartment air temperature.
NOTE: With the On/Off switch (or Zone 1 On/Off switch) in ON position, the following units may start at any time without
prior warning:
• Units equipped with MT µP-IV, µP-V, µP-VI, SR-2 or SR-3 controllers

• Units equipped with TG-VI controllers and equipped with CYCLE-SENTRY.
Unit Switch Panel – All Models with Multi-Temp MT

µP-IV Controller
1. Zone 1 (Unit) On/Off Switch
2. Diesel/Electric Switch (Model 50 Only)
3. Zone 2 On/Off Switch
4. Zone 3 On/Off Switch (Option)
• OFF position. The electric control system is de-energised and the unit will not operate.
• SLEEP position (optional with MT µP-IV, µP-V and µP-VI). The unit starts and stops as required to keep the engine warm
and the battery charged.
NOTE: The unit will NOT control temperature in the trailer during Sleep mode operation.
TC, TCI and SPECTRUM MODEL NOTE: A separate ON/OFF switch is provided to energise and de-energise each remote
evaporator.
Unit Switch Panel – All Models with µP-V or µP-VI

Controller
1. Unit On/Off Switch
Operating Instructions 6-2

THERMOGUARD μP IV+
TEMPERATURE
COOL CYCLE
SENTRY
HEAT
ALARM
DEFROST MODULATION
HIGH SPEED HIGH SPEED
SETPOINT
A
+
HOURS OIL PRESS WATER TEMP AMPS
C
▲ ▲
▲ !
SELECT SETPOINT ENTER CODE CLEAR
ALARM
Typical Multi-Temp MT µP-IV, µP-V or µP-VI

Controller
1. LCD Display: Display symbols (icons) that appear vary
slightly between controller models.
2. Keypad: µP-VI has 3 different function keys; Mode key,
Gauges key and Pretrip key replace the Oil Press key, Water
Temp key and Amps key. See µP-VI in chapter on Controller
Operation.
The Unit will start automatically on both Continuous Run and CYCLE-SENTRY operation when the On/Off switch is turned
to ON.
DIESEL/ELECTRIC Switch (Model 50 only). This switch selects diesel or electric operation. To operate the unit with the
switch in the ELECTRIC position, the unit must be connected to an electric power source that has the correct voltage and
frequency.
MANUAL DEFROST Switch. Pressing this switch initiates a defrost cycle. The evaporator coil temperature must be below 7 C
(6 C on units with TG-V controller; 3 C on units with TG-IV controller) before the unit will defrost.
NOTE: The following units do not have a Manual Defrost switch:
• Units equipped with a Multi-Temp MT µP-IV, µP-V, µP-VI, or TG-VI controller.
Unit Switch Panel – All Models with TG-VI

Controller
1. Unit On/Off Switch
3. Phase Indicator Light (Model 50 Only)

The manual defrost function is built into the controller. Scroll to the dEF screen in the menu display. Then press the ENTER
key to initiate Defrost. The display will briefly show LOAD or Lod and enter Defrost.
WARNING: With the CYCLE-SENTRY icon ON in controller display and the unit On/Off switch in the ON position, the unit
may start at any time without prior warning.
Diesel Operation:
• CONTINUOUS RUN: Modulation Cool (option) is activated at setpoints above -5 C (-9 C or -4 C on some units). The unit
operates on Cool, Modulation Cool and Null.
• After start-up, the unit operates continuously until the unit On/Off switch is turned off, or a malfunction occurs that causes
a unit shutdown.
THERMOGUARD VI
TEMPERATURE
COOL
CYCLE
1
SENTRY
HEAT ! ALARM
DEFROST ELECTRIC
SETPOINT
▲ ▲ 2
▲
SELECT SETPOINT ENTER
TG-VI Controller
1. LCD Display
2. Keypad

• CYCLE-SENTRY (Auto Start-Stop): All unit starting functions including glow plug (or air heater) preheat, fuel and throttle
solenoid control, and cranking are performed automatically.
NOTE: Units equipped with a µP-VI controller include the CYCLE-SENTRY mode as standard in the software menu display.
Scroll to the CYCLS screen in the menu display. Then press ARROWS key to select CYCLS YES (CYCLE-SENTRY
operation) or CYCLS NO (Continuous Run operation). Then press the ENTER key to load desired operating mode. The
display will briefly show “LOAD” or “Lod”. The CYCLE-SENTRY icon will appear in the controller display when
CYCLE-SENTRY operation is selected.
NOTE: Units with a MT µP-IV (Except Multi-Temp MT µP-IV), µP-V, µP-VI controller include a CYCLE-SENTRY
Fresh (CSFR) feature. If CSFR is active and the setpoint is within the programmed lockout range, the CYCLE-SENTRY
symbol will flash while the unit is automatically starting. After the unit starts, the CYCLE-SENTRY symbol will disappear
and the unit will operate in Continuous Run.
The engine starts automatically whenever the controller calls for cooling or heating; the engine block temperature decreases to
-1 C; the manual defrost switch, air switch or defrost timer initiates defrost; or the battery voltage drops below the
CYCLE-SENTRY setting (TG-VI, MT µP-IV, µP-V, µP-VI controllers only).
The engine operates until the controller reaches setpoint; the block temperature reaches 32 C; and the battery is sufficiently
charged.
Electric Operation:
• CONTINUOUS RUN. Modulation Cool (option) is activated at setpoints above -5 C (-9 C or -4 C on some units). The unit
operates on Cool, Modulation Cool and Null.
• CYCLE-SENTRY (Auto Start-Stop) (CYCLE-SENTRY icon appears in TG-VI, Multi-Temp MT µP-IV, µP-V or µP-VI
controller). Modulation (option) is disabled unless the CYCLE-SENTRY Fresh (CSFR) feature is active and the setpoint
is within the programmed lockout range. The unit operates on Cool and Null (except when CSFR is active).
CONTROLLER
Set the controller at the required temperature. Adjusting the setpoint lower than required will not make the unit cool faster.
The TG-VI controller is a solid-state, programmable microprocessor that controls all unit functions to maintain the cargo at the
proper temperature. A keypad controls the operation of the microprocessor while operating information appears on a liquid
crystal display (LCD). The TG-VI integrates the following functions: temperature sensors, hourmeters, oil pressure gauge, water
temperature gauge, voltmeter, tachometer, operating mode indicator, and refrigeration system controls.
The MT µP-IV, Multi-Temp MT µP-IV, µP-V and µP-VI controllers are solid-state, programmable microprocessors that control
all unit functions to maintain the cargo at the proper temperature. The Multi-Temp MT µP-IV also controls each remote
evaporator. A keypad controls the operation of the microprocessor while operating information appears on a liquid crystal display
(LCD). The controllers integrate the following functions: temperature sensors, hourmeters, oil pressure gauge, water temperature
gauge, ammeter, voltmeter, tachometer, operating mode indicator, refrigeration system thermostat, diagnostic system, data logger
(optional) and Tracker (optional).
The SR-2/SR-3 controller is a programmable microprocessor that controls all unit functions to maintain the cargo at the proper
temperature. The SR-2/SR-3 integrates the following functions: changing setpoint and operating mode, viewing gauge/sensor and
hourmeter readings, initiating Defrost cycles, viewing and clearing alarms.
1 4
2 5
Smart Reefer Controller Single Temperature

(example SR-2 shown)
1. On Key (Dedicated Key)
2. Off Key (Dedicated Key)
3. Display
4. Defrost Key (Dedicated Key)
5. Mode Key (Dedicated Key)
6. Soft Keys

SMART REEFER 2/3 Multi-Temp (SR-2/SR-3 MT) Control System
The microprocessor control system components are located inside the control box, which is located inside
the lower roadside service door. The microprocessor is connected to an HMI (Human Machine Interface)
Control Panel, which is used to operate the unit. (The CargoWatch and Printer ports are used to retrieve
data from the data logging system.)
4
3
Control Box with Service Door Open (SLX Spectrum,

SLXe Spectrum)
1. Control Box
2. Micro-Processor On/Off Switch
3. Port Printer
4. Cargowatch Port
5. HMI Control Panel
6. USB Port
Microprocessor On/Off Switch

This switch supplies or removes electrical power to the microprocessor. It is located on the left side of the control box.

HMI Control Panel
CAUTION: The unit can start at any time without warning. Press the OFF key on the HMI control panel and
place the microprocessor On/Off switch in the Off position before inspecting or servicing any part of the unit.
Use the HMI control panel to operate the unit. Refer to the Trailer Operator Manual TK 53232 and the SR-2/SR-3 Multi-Temp
Microprocessor Controller Diagnostic Manual TK 53080 for more information.
The HMI (Human/Machine Interface) Control Panel is connected to the microprocessor and is used to operate the unit and
display unit information. The HMI communicates with the controller via a controller area network (CAN) bus.
The HMI control panel has a display and eight touch sensitive keys.
The display is capable of showing both text and graphics.
The keys on the left and right sides of the display are dedicated or single function keys. These are termed “hard” keys.
The four keys under the display are termed “soft” keys. The functions of these keys change depending on the operation being
performed. If a soft key is active the current key function is shown in the display directly above the key.
HMI Control Panel

Display
The display presents information to the operator. This information can include setpoint and temperature for each zone, unit or
zone operating information, gauge readings, temperatures and other information as selected by the operator.
The default display is called the Standard Display. See 6-13 for more information about Standard Displays.
The Standard Display of box temperature and setpoint for 3 zones is shown in Figure . The unit is running in Continuous Mode.
Zone 1 has a setpoint of -23 C, and a return air temperature of -22.3 C. The downward pointing arrow shows this zone is cooling.
Zone 2 has a setpoint of -2 C, and a return air box temperature of -2.1 C. The absence of an arrow indicates that this zone is in null.
Zone 3 has a setpoint of 10 C, and a return air temperature of 9.3 C. The upward pointing arrow shows this zone is heating.
NOTE: The zone temperature shown is always return air temperature.
Pressing the soft key under each zone allows the setpoint for that zone to be changed. In addition, the soft keys under Zone 2
and Zone 3 are used to turn those zones on and off. Pressing the soft key under MENU accesses the MAIN MENU.
2 4
1 5
Display and Keys

1. Off Key (Hard Key)
2. On Key (Hard Key)
3. Display
4. Defrost Key (Hard Key)
5. CYCLE-SENTRY/Continuous Mode Key (Hard Key)
6. Soft Keys
NOTE: Zone 1 is always on when the control system is powered up. Zone 1 cannot be turned off using the HMI control panel
menu.

Control Panel Keys (Single or Multi-temp SR-2/SR-3)
The keys on either side of the display are dedicated or “hard” keys. Their function always remains the same. They are described
below.
On Key
Press this key to turn the host unit and Zone 1 on. First the display will briefly show the Thermo King Logo, and
then the statement “Configuring System - Please Wait”. When the power-up sequence is complete, the display
shows the Standard Display of box temperature and setpoint. For more information .
Off Key
Press this key to turn the host unit and Zone 1 off. First the display will briefly show “System is Powering Down -
Please Wait. Press On to Resume”, and then “Off” will appear momentarily. When the power-down sequence is
complete the display will be blank. For more information .
Defrost Key
Press this key to initiate a Manual Defrost cycle. For more information .
Mode Key
Press this key to select CYCLE-SENTRY Mode or Continuous Mode operation if allowed by OptiSet. For more
information .
The four “soft” keys under the display (see Figure ) are multi-purpose keys. Their function changes depending on
the operation being performed. If a soft key is active, the key function is shown in the display directly above the
key. The keys are numbered from left to right, with Key 1 on the far left and Key 4 on the far right.
Typical soft key functions:
•• Zone On/Off and Setpoint Change
•• Menu
•• Next/Back
•• Yes/No
•• +/–
•• Select/Exit
•• Clear/Help
•• Hour Meters/Sensors
•• Gauges

UNIT OPERATION (SINGLE OR MULTI-TEMP SR-2/SR-3)
Manual Pretrip Inspection (Before Starting Unit)

The following Manual Pretrip Inspection should be completed before starting the unit and loading the trailer. While the pretrip
inspection is not a substitute for regularly scheduled maintenance inspections, it is an important part of the preventive
maintenance program designed to head off operating problems and breakdowns before they happen.
Fuel
The diesel fuel supply must be adequate to guarantee engine operation to the next check point.
Note: The diesel fuel must comply to EN590 standard
Engine Oil
The engine oil level should be at the FULL mark with the dipstick turned (threaded) into oil pan. Never overfill.
Coolant
The engine coolant must have antifreeze protection to -34 C(-30 F). Alarm Code 37 indicates low coolant. Add coolant in the
expansion tank.
CAUTION: Do not remove expansion tank cap while coolant is hot.
Note: If the cooling system is low and Extended Life coolant (ELC) has been used previously. The system can only be topped
up with ELC, or de-ionised water.
CAUTION: Do not add “GREEN” or “BLUE-GREEN” conventional coolant to cooling systems using
“RED” Extended Life Coolant, except in an emergency. If conventional coolant is added to Extended Life
Coolant, the cooling system will get contaminated and sludge will form, also crutially, the engine could
overheat.
Battery
The terminals must be clean and tight.
Belts
The belts must be in good condition and adjusted to the proper tensions.
Electrical
The electrical connections should be securely fastened. The wires and terminals should be free of corrosion, cracks or
moisture.
Structural
Visually inspect the unit for leaks, loose or broken parts and other damage. The condenser and evaporator coils should be clean
and free of debris. Check the defrost drain hoses and fittings to make sure they are open. Make sure all the doors are latched
securely.

Turning Unit On (Single or Multi-temp SR-2/SR-3)
Complete the following steps to turn on the unit:
1. Press the ON hard key.
NOTE: With SPECTRUM Multi-Temp applications, Zone 1 is turned on any time the host unit is turned on. Zone 1 is turned
off when the host unit is turned off.
2
1
Press On Key
1. On Key
2. Display
2. The display briefly shows a Thermo King Logo as the display initializes.
NOTE: With extremely cold ambient temperatures it may take up to 15 seconds for the first display to appear.
DIESEL ENGINE STARTING
ARA797
Turning Unit On Screen Sequence

3. The “Configuring System” Screen briefly appears while communications are established and the unit prepares for operation.
4. The Standard Display showing box temperatures and setpoints briefly appears.
5. The “Diesel Engine Starting” Screen briefly appears as the engine preheats and starts. On Model 50 units the electric standby
run screen will appear instead if the unit is connected to standby power.
6. The Standard Display showing box temperatures and setpoints reappears when the unit is running.
Turning Unit Off (Single or Multi-Temp SR-2/SR-3)

Complete the following steps to turn unit off:
1. Press the OFF hard key.
Press Off Key

1. Off Key
2. Display
2. The controller shuts down immediately.

3. The “System is Powering Down” Screen will briefly appear.
Turning Unit Off Screen Sequence

4. The Off Screen will briefly appear.
5. The screen then goes blank. To start the unit again, press the ON hard key.

Standard Display
The Standard Display is the default display that appears if no other display function is selected.
Two Zone Standard Display

A Two Zone Standard Display is shown below. It shows the return air temperature and setpoint for two zones. The top of the
display shows that the unit is operating in Continuous mode. The return air temperature for Zone 1 is -22.3 C with a -23 C setpoint.
The down-pointing arrow indicates that Zone 1 is cooling. The return air temperature for Zone 2 is -2.1 C with a -2 C setpoint.
The down-pointing arrow indicates that Zone 2 is also cooling. The soft key under each zone allows the Setpoint for that zone to
be changed. In addition, the soft key under Zone 2 is used to turn that zone on and off. The soft key labeled MENU allows the
Main Menu to be selected.
2 1 8
5 6 7
Two Zone Standard Display
1. Continuous Mode
2. Box Temperature (Zone 1)
3. Setpoint (Zone 1)
4. Cooling (Zone 1)
5. Zone 1 Soft Key
6. Zone 2 Soft Key
7. Menu Soft Key
8. Zone 2 Display
Three Zone Standard Display

The Three Zone Standard Display adds the third zone for units equipped with three zones. The Three Zone Standard Display
is shown below. It functions the same way as the Two Zone Standard Display, but with a third zone. The top of the display shows
that the unit is operating in Continuous mode. The return air temperature for Zone 1 is -22.3 C with a -23 C setpoint. The
down-pointing arrow indicates that Zone 1 is cooling. The return air temperature for Zone 2 is -2.1 C with a 2 C setpoint. The
down-pointing arrow indicates that Zone 2 is also cooling. The return air temperature for Zone 3 is 9.3 C with a 10 C setpoint.
The up-pointing arrow indicates that Zone 3 is heating. The soft key under each zone allows the Setpoint for that zone to be
changed. In addition, the soft keys under Zone 2 and Zone 3 are used to turn those zones on and off. The soft key labeled MENU
allows the Main Menu to be selected.
Three Zone Standard Display
Single Zone Control Standard Display

This feature, if enabled in Guarded Access, allows Single Zone Control operation to be selected by choosing the Main Menu
and then selecting Single Zone Control from the Mode submenu . When this feature is selected, all zones will be forced on and
will control to the same selected setpoint. The Single Zone Control Standard Display is shown below. It functions the same way
as the other Standard Displays. The top of the display shows that the unit is operating in Continuous mode. The box temperature
for all zones is 25.8 C and all zones are controlling to a 25 C setpoint. The down-pointing arrow indicates that all zones are
cooling. The soft key labeled Setpoint allows the setpoint for all zones to be changed. The soft key labeled Menu allows the Main
Menu to be selected.

Single Zone Standard Display
Operating The Unit In Single Zone Control Mode

There are two methods of operating the unit in Single Zone Control.
Method 1:
The unit may be operated with each Zone individually set to the same setpoint temperature. For example, each Zone could be
individually set to 35 C. The evaporator in each compartment will then control the temperature in that compartment to the same
35 C setpoint.
NOTE: Using Method 1, it is recommended that the bulkheads that separate each compartment be in place to isolate the
compartments.
Method 2:
If Single Zone Control Mode has been has been enabled in the Guarded Access/Main Menu Configuration menu, the following
will apply.
• Single Zone Control Mode will appear in the Mode Menu only if the Single Zone Control feature has been enabled in the
Guarded Access/Main Menu Configuration menu. IF the feature is enabled then Single Zone Control will appear in the Main
Menu/Mode Menu.
• If Single Zone Control operation is selected then all zones will be forced on and will control to the same setpoint. The Zone
1 sensors are used to determine box temperature.
NOTE: Using Method 2, it is recommended that all bulkheads should be taken down to create one large compartment.
• With the exception of defrost, the operating mode of each zone evaporator(s) will be same when in this mode. Unit control is
based on the temperature sensors of Zone 1.
• If Single Zone Control operation is selected the Single Zone Standard Display provides one soft key labeled Setpoint as shown
in Figure . This allows the setpoint for all zones to be changed simultaneously.
• If Single Zone Control operation is selected the individual zones cannot be turned off. The unit and all zones are turned On
and Off simultaneously using the On and Off hard keys at the left side of the display.
NOTE: If Single Zone Control Mode has been enabled in the Guarded Access/Main Menu Configuration menu, either Single
Zone or Multi Zone control can be selected in the Main Menu/Mode menu. For example, to return to Multi Zone Control
from Single Zone Control, select Multi Zone Control in the Main Menu/Mode menu.
NOTE: When using Single Zone Control Mode on SLX units equipped with ETV (SLX Spectrum ETV and SLXe Spectrum)
the modulation function is disabled.

Standard Display Variations
The Standard Display has variations. A display showing any of the following variations is still considered a Standard Display.
The top of the display will show that the unit is operating in either CYCLE-SENTRY or Continuous Mode. The temperature can
be displayed in degrees Fahrenheit (F) or degrees Celsius (C).
1 2
Standard Display Variations

1. CYCLE-SENTRY or Continuous (SR-3 shown -
new cycle sentry icon)
2. Degrees Celsius or Fahrenheit
Alarm Display
If a unit alarm condition occurs the large Alarm Icon will appear on the Standard Display as shown below.
Alarm Display (SR-2 shown - old continuous/

cycle sentry display)
1. Alarm Icon
If an alarm specific to a zone occurs, then a small zone alarm icon will appear next to the affected zone as well. Both Alarm
Icons will be present. Below in Figure the small zone Alarm Icon indicates that an alarm exists specific to Zone 2.
Zone Alarm Display (SR-2 shown - old

continuous/cycle sentry display)
1. Zone Alarm Icon

NOTE: Zone specific alarm codes use the standard Thermo King alarm code numbers. If an alarm is specific to a zone then
both the alarm code number and affected zone number are displayed.
NOTE: If the large alarm icon only appears, then the active alarm(s) are unit level alarm(s). If a zone alarm icon and the
large alarm icon are displayed there is a zone level alarm or a combination of zone level and unit level alarms present.
Temperature Watch Display

If there is no key activity and no check, prevent, or shutdown alarms are present the Temperature Watch Display appears 2-1/
2 minutes after the last key entry from the Standard Display. The Temperature Watch screen will remain on until any key is
pressed or a check, prevent, or shutdown alarm occurs. The Temperature Watch Display shows the return air temperature and
setpoint for each zone. Tenths of a degree are not shown by the Temperature Watch display. The large numbers allow unit
conditions to be checked from a distance.
A Two Zone Temperature Watch Display is shown in Figure . The box temperature for Zone 1 is -22 C with a -23 C setpoint.
The down-pointing arrow indicates that Zone 1 is cooling. The box temperature for Zone 2 is -2 C with a -2 C setpoint. The
down-pointing arrow indicates that Zone 2 is also cooling. Pressing any soft key returns the display to the Standard Display.
Two Zone Temperature Watch Display
If an alarm condition (other than a log alarm) is present the Temperature Watch Display will not appear. If an alarm condition
occurs while the Temperature Watch Display is present the display will return to the Standard Display. If the Defrost or Cycle
Sentry keys are pressed the display will return to the Temperature Watch Display after defrost is initiated or the operating mode
is changed.
In the Three Zone Temperature Watch Display the Menu soft key label covers the Zone 3 label as shown below.
If the unit is operating in Cycle-Sentry Mode, the Cycle-Sentry icon will appear near Zone 2 as shown below. If the unit is
operating in Continuous Mode the Cycle-Sentry icon will not be present.
1 2
Three Zone Temperature Watch Display
1. Cycle-Sentry Icon
2. Menu Soft Key Label
Other Unit Controls

MICROPROCESSOR ON/OFF Switch (MTMT µP-IV and µP-V controllers; µP-VI controllers with datalogger option
only and SR-2/SR-3 controllers). This switch energises the microprocessor.
The switch is located inside the control box or on the front panel between thr CargoWatch Printer ports (earlier SR-2) or in
the engine compartment (later SR-2 and SR-3).
Place this switch in the OFF position to service the microprocessor or to disconnect or connect the battery. The clock/calendar
must be reset whenever this switch is turned OFF.
NOTE: On early µP-VI controllers, disconnect jumper J13 on the relay board in the control box to service the microprocessor
or disconnect or connect the battery.
DEFROST TERMINATION . Units equipped with a SR-2 or SR-3 controller, defrost initiation and termination are controlled
by an evaporator coil sensor and the controller.
THROTTLING VALVE. This valve is located in the suction line and limits the suction pressure at the compressor. See
“Refrigeration Systems” in the Specifications chapter for normal pressure setting for your specific unit.

DEFROST TIMER. A solid-state defrost timer automatically places the unit on Defrost every 2, 4, 8 or 12 hours, depending on
the interval selected. On TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 controllers, the defrost timer function is built into the
controller menu display.
HEAD PRESSURE CONTROL SWITCH (HPCS). On SPECTRUM models with a Multi-Temp MT µP-IV controller, this
switch confirms the operation of the receiver tank pressure solenoid and purge valve to control the refrigerant discharge pressure
when a zone is in the Heat or Defrost mode.
DISCHARGE PRESSURE SENSOR. This sensor monitors refrigerant pressure in the discharge line to control the discharge
pressure when a zone is in the Heat or Defrost mode. (Not available on some units)

UNIT INSTRUMENTS
HOURMETER: ENGINE. The engine hourmeter records the total number of hours that the engine is in operation so proper
maintenance can be scheduled.
The engine hourmeter function is built into the TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 controller menu displays.
HOURMETER: ELECTRIC STANDBY (Optional). The electric standby hourmeter records the total hours of unit operation
on electric standby power.
The electric hourmeter function is built into the TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 controller menu displays.
DIGITAL (OR DIAL) THERMOMETER. A thermometer indicates the temperature of the air returning to the evaporator
from the cargo area.
The digital thermometer function is built into the TG-V, TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 and SR-3 controller menu
displays.
CONTROLLER LCD DISPLAY. The LCD display normally shows the setpoint/return air temperature. Some controllers also
display a symbol to indicate air temperature, operating mode or alarm(s).
TG-VI controller symbols:
• Setpoint Symbol
• CYCLE-SENTRY Symbol
• Alarm Symbol
• Electric Symbol
• Cool Symbol
• Heat Symbol
• Defrost Symbol
MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 controller symbols:
• Return Air Symbol
• Discharge Air Symbol
• Setpoint Symbol
• CYCLE-SENTRY Symbol
• Alarm Symbol
• Modulation Symbol
• In-range Symbol
• Electric Symbol
• Cool Symbol
• Heat Symbol
• Defrost Symbol
• High Speed Symbol
• Zone 1 Symbol (Multi-Temp MT µP-IV)
DATA INTERFACE. A serial port on the front of the MT µP-IV, µP-V, , SR-2 , SR-3 and µP-VI controllers can be connected
to a computer with Thermo King Wintrac software to download data.
OIL PRESSURE GAUGE. The oil pressure gauge indicates engine oil pressure. Engine oil pressure should rise immediately
on starting. A low pressure switch will open the reset switch and stop the engine if oil pressure becomes too low for 30 to 50
seconds.
The oil pressure gauge function is built into the TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 controller menu displays.
WATER (COOLANT) TEMPERATURE GAUGE (Optional). The engine coolant temperature gauge indicates
the temperature of the coolant in the engine block.
The coolant temperature gauge function is built into the TG-VI, MT µP-IV, µP-V, µP-VI and controller menu displays.
RECEIVER TANK SIGHT GLASS. Use the receiver tank sight glass to check the refrigerant charge. The sight glass also
indicates the moisture content of the refrigerant.
COMPRESSOR OIL SIGHT GLASS. The compressor oil sight glass indicates the level of compressor oil in the compressor
sump.
REMOTE LIGHT INDICATORS (Optional). A remote indicator light box can be mounted on the front of the trailer so they
are visible in the driver’s rear view mirror.
AIR RESTRICTION INDICATOR. An air restriction indicator attaches to the air intake elbow (SL and SLe only).Visually
inspect the restriction indicator periodically to ensure the air filter is not restricted. Service the air filter when the air filter
indicator reads 635 mm (25 in.) H2O vacuum. Press the button on the bottom of the indicator to reset it after servicing the air filter.

COMBO DISPLAY (Option SLX/SLXe).Allows viewing of unit status and alarms directly from the driver’s cab, including
operating mode, box temperature and fuel level.

UNIT PROTECTION DEVICES
Units equipped with a TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3 controller use the microprocessor to protect the engine.
FUSES (TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 control systems). A number of fuses located on the relay board
protect unit circuits and components.
• A 40 amp fuse protects the main power circuit.
• 25 amp fuses protect the remote evaporator fan motors on TCI and Spectrum models; and On/Off switch circuit on SL-400
and SL-400e models.
• 15 amp fuses protect the damper motor or solenoid; high speed solenoid; and various control relays and components.
• Several 3 amp fuses protect microprocessor circuits, control relay circuits, remote light circuits (optional) and other
components.
NOTE: Refer to the unit wiring diagram or the appropriate Controller Operation and Diagnosis Manual for additional fuse
number and size information.
LOW OIL PRESSURE SWITCH. The low oil pressure switch confirms that the engine oil pressure is within tolerance. If low,
the oil switch will close and the unit will record an alarm.
LOW OIL LEVEL SWITCH. The low oil level switch closes if the crankcase oil level becomes too low. If the switch stays
closed for more than 30 seconds, the controller will shut the unit down and record an alarm.
HIGH PRESSURE CUTOUTS. One or two high pressure cutouts (HPCO) are located in the compressor discharge manifold.
The HPCOs are pressure sensitive switches that open if the discharge pressure becomes excessive.
One switch (HPCO1) opens the circuit to the fuel solenoid which stops the engine during engine operation.
The other switch (HPCO2) (Model 50 Units Only) opens the circuit to the electric motor contactor, stopping the electric motor
during electric operation.
If either switch opens, the unit will shutdown and record an alarm.
HIGH PRESSURE RELIEF VALVE. The high pressure relief valve is designed to relieve excess pressure within the
refrigeration system. The valve is a spring-loaded piston that lifts off its seat when refrigerant pressure exceeds 34.48 +/- 3.45
bar, 500 +/- 50 psi. The valve will reset when the pressure drops to 27.58 bar, 400 psi. The valve could possibly leak refrigerant
after it has relieved excess pressure. Tapping the valve lightly may help the valve reseat and SEAL PROPERLY. The valve is
non-repairable and requires no adjustment. If the valve fails to reseat properly, remove the refrigerant charge and replace the
valve.
The high pressure relief valve is located on a high pressure line near the condenser. The location of the valve directs refrigerant
away from anyone servicing the unit if pressure is expelled from the valve.
OVERLOAD RELAY (MODEL 50). An overload relay protects the standby electric motor. The overload relay opens the
circuit from the motor contactor to the electric motor if the motor overloads (e.g., low line voltage or improper power supply)
while the unit is on electric standby operation. Press the Motor Reset switch to manually reset the overload relay.
EVAPORATOR HIGH TEMPERATURE PROTECTION (Model 50). Units equipped with a TG-VI, MT µP-IV, µP-V,
µP-VI, SR-2or SR-3 controller use the controller and the evaporator coil sensor to provide evaporator high temperature
protection.
PREHEAT BUZZER. The preheat buzzer sounds whenever the unit is starting in either diesel or electric mode operation.This
should warn anyone near the unit that the unit is about to start the diesel engine.
WARNING: The glow plugs (or air heater) do not always preheat before the engine starts.
Unit Operation
Visual Pre-trip Inspection

The following Pre-trip Inspection should be completed before starting the unit and loading the trailer. While the Pre-trip
Inspection is not a substitute for regularly scheduled maintenance inspections, it is an important part of the preventive
maintenance programme designed to prevent operating problems and breakdowns before they happen.
FUEL. The diesel fuel supply must be sufficient to guarantee engine operation to the next check point.
NOTE: The diesel fuel must comply with EN590 standard
ENGINE OIL. The engine oil level should be at the FULL mark with the dipstick NOT threaded into the oil pan. Never overfill.

COOLANT. The engine coolant must be above the ADD mark and have antifreeze protection to -34 C. Check and add coolant
in the expansion tank.
WARNING: Do not remove the expansion tank cap while coolant is hot.
CAUTION: Do not add “GREEN” or “BLUE-GREEN” conventional coolant to cooling systems using “RED” Extended Life
Coolant, except in an emergency. If conventional coolant is added to Extended Life Coolant, the cooling system will get
contaminated and sludge will form, also crutially, the engine could overheat.
BATTERY. The terminals must be clean and tight and that the battery is mounted securely.
BELTS. The belts must be in good condition and adjusted to proper tension.
ELECTRICAL. The electrical connections should be securely fastened. The wires and terminals should be free of corrosion,
cracks or moisture.
STRUCTURAL. Visually inspect the unit for leaks, loose or broken parts and other damage. The exhaust rain cap (if
fitted)should move freely. The condenser and evaporator coils should be clean and free of debris. Check the defrost drain hoses
and fittings to make sure they are open. The damper in the evaporator outlet must move freely with no sticking or binding. Make
sure all doors are latched securely.

Selection of Operating Modes on CYCLE-SENTRY Equipped Units
The Thermo King CYCLE-SENTRY Start-Stop system is designed to save temperature and control fuel costs. The savings vary
with the commodity, ambient temperatures and trailer insulation.
CYCLE-SENTRY is designed for use only with products which do not require tight temperature control or continuous airflow,
such as all deep frozen products and non-perishable non-frozen products.
The start/stop nature of CYCLE-SENTRY does not satisfy the temperature control or airflow requirements for perishable or
temperature sensitive products. Thermo King therefore does NOT recommend the use of CYCLE-SENTRY control for these
products.
Since highly sensitive products will normally require continuous air circulation, CYCLE-SENTRY is selected through a
programmable menu screen:
• CYCLE-SENTRY units equipped with a TG-VI, Multi-Temp µP-IV, µP-V, µP-VI, SR-2 or SR-3 controller include CYCLS
screen in the controller display to select CYCLE-SENTRY (CYCLS YES screen) or Continuous Run (CYCLS NO screen)
operation. Refer to the appropriate Controller Operation and Diagnostic manual for detailed information about selecting
Cycle-Sentry.
• Units equipped with a µP-V, µP-VI, SR-2 or SR-3 controller include a CYCLE-SENTRY Fresh (CSFR) feature that can
lockout CYCLE-SENTRY operation and force Continuous Run operation within a programmable range of setpoints. This
feature can be used to provide continuous air circulation (within the programmed setpoint range) during CYCLE-SENTRY
operation. (not available for Multi-Temp MT µP-IV)
Your selection of an operation mode for the proper protection
of a particular commodity should use the following guidelines.
Examples of Products Normally Acceptable for CYCLE-SENTRY Operation
• Frozen foods (in adequately insulated trailers)
• Boxed or processed meats
• Poultry
• Fish
• Dairy products
• Candy
• Chemicals
• Film
• All non-edible products
Examples of Products Normally Requiring Continuous Run Operation for Air Flow
• Fresh fruits and vegetables, especially asparagus, bananas, broccoli, carrots, citrus, green peas, lettuce, peaches, spinach,
strawberries, sweet corn, etc.
• Non-processed meat products (unless pre-cooled to recommended temperature)
• Fresh flowers and foliage
These listings are not all inclusive. Consult your grower or shipper if you have any questions about the operating mode selection
for your type of load.
Continuous Run Operation
With CONTINUOUS-RUNoperation (CYCLE-SENTRY icon OFF in TG-VI, Multi-Temp MT µP-IV, µP-V, µP-VI , SR-2 and
SR-3 display), the unit will operate in its regular cooling and heating modes. Refer to instructions for “Starting Units on
Continuous Run, Diesel Operation”.
CYCLE-SENTRY (Auto Start-Stop) Operation

With CYCLE-SENTRY operation (AUTO START-STOP) operation (CYCLE-SENTRY icon ON in TG-VI, Multi-Temp
µP-IV, µP-V, µP-VI, SR-2 and SR-3 display), the CYCLE-SENTRY system shuts down the unit when the compartment
temperature reaches the setpoint and restarts the unit on controller demand. Refer to instructions for “Starting Units on
CYCLE-SENTRY, Diesel Operation”.
On CYCLE-SENTRY the unit start-ups may also be initiated by Defrost cycle initiation, engine block temperature switch
demand or low battery voltage.
If defrost is initiated manually or automatically (defrost timer or demand), the unit will start and operate on high speed. When
the Defrost cycle is complete, the unit will operate in whichever operating mode the controller is calling for until the compartment
temperature reaches setpoint.
In cold ambients, the CYCLE-SENTRY system automatically maintains engine temperature by restarting the unit if the engine
block temperature drops to -1 C . When the unit starts up because of low engine block temperature, the unit will operate in
whichever operating mode the unit controller is calling for until the battery is fully charged (option on some models) and the
engine block temperature rises to 32 C.

After the unit starts on CYCLE-SENTRY operation, the control system monitors the voltage across the field of the alternator and
will keep the unit operating until the battery is recharged sufficiently. The unit operates in whichever mode the controller requires
to properly maintain the load temperature. When the battery is sufficiently recharged, the unit will shut down on controller
demand.
WARNING: With the selector switch in CYCLE-SENTRY (Auto Start Stop) operation (or CYCLE-SENTRY icon ON in
TG-VI, Multi-Temp MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 display) and the unit On/Off switch in the ON position, the unit
may start at any time without prior warning.
NOTE: Fully charged batteries in good condition are essential for reliable unit operation. This is especially true on
CYCLE-SENTRY equipped units in cold weather.
Starting Units on Continuous Run, Diesel Operation

TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 NOTE: A unit that has been OFF for a long time should be put through a
Full Pre-trip Test before releasing the unit for service.
1. Place Diesel/Electric switch to DIESEL position (Model 50 units).
WARNING: After 10 seconds, the units start automatically when On/Off switch is turned to ON:
CAUTION: Never use starting fluid.
TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 NOTE: If the controller displays the cool or heat icon but the engine does
not start within 15 seconds, turn the unit On/Off switch to OFF. Check and correct any alarm code conditions. Also check
and correct the engine control circuit and engine for the cause of the failure. Then repeat start procedure.
NOTE: Place each rear compartment (Zone 2, Zone 3) On/Off switch in the ON position to start the remote evaporators
Starting Units on CYCLE-SENTRY, Diesel Operation

1. On Model 50 units, place the Diesel/Electric switch in the DIESEL position.
2. Select CYCLE-SENTRY operation:
• TG-VI, Multi-Temp MT µP-IV, µP-V, µP-VI, SR-2 or SR-3 controllers: set the CYCLS display in the controller menu to
CYCLS ON (CYCLE-SENTRY icon in controller display ON).
3. Place the unit (or Zone 1) On/Off switch in ON position. The CYCLE-SENTRY symbol should appear (TG-VI, MT µP-IV,
µP-V, µP-VI , SR-2 and SR-3 controllers).
4. Set the compartment (Zone 1) setpoint at the desired temperature. DO NOT adjust the setpoint lower than required (lowering
the setpoint does not make the unit cool faster).
5. If the controller calls for cool or heat, the cool or heat symbol (TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 controllers)
will be ON and the glow plugs (or air heater) will automatically preheat (if necessary). Preheat time ranges from 5 to 120
seconds, depending on the engine temperature.
6. At the end of the preheat period, the engine then begins cranking. The glow plugs (or air heater) and the preheat buzzer are
energised during the cranking period. If the engine rpm does not exceed 50 rpm during the first 4 seconds of cranking, or if
the engine does not start after 30 seconds of cranking, the cranking cycle terminates.
NOTE: Units with a µP-V, µP-VI(Except Multi-Temp MT µP-IV), SR-2 or SR-3 controller include a CYCLE-SENTRY Fresh
(CSFR) feature. If CSFR is active and the setpoint is within the programmed lockout range, the CYCLE-SENTRY symbol will
flash while the unit is automatically starting. After the unit starts, the CYCLE-SENTRY symbol will disappear and the unit
will operate in Continuous Run as long as the setpoint is within the programmed lockout range. The CYCLE-SENTRY light
on the optional remote indicator light assembly will remain on, indicating that the CYCLE-SENTRY switch is in the
CYCLE-SENTRY position.
7. If the engine fails to start, place the unit switch in the OFF position. Determine and correct the cause of the starting failure.
TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 NOTE: If the controller displays the cool or heat icon but the engine does
not start within 15 seconds, turn the unit On/Off switch to OFF. Check and correct any alarm code conditions. Also check
and correct the engine control circuit and engine for the cause of the failure. Then repeat start procedure.
NOTE: Place each remote compartment (Zone 2, Zone 3) On/Off switch in the ON position to start the remote evaporators.
Then set remote compartment setpoint at desired temperature.

Starting Model 50 Units on Electric Standby Power
TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 NOTE: A unit that has been OFF for a long time should be put through a
Full Pre-trip Test before releasing the unit for service.
1. With the On/Off switch in the OFF position and the high voltage power supply OFF, connect the power receptacle to the
power supply. Make sure the power supply is the proper voltage, amperage and phase.
NOTE: Always turn the electric power supply OFF when handling, connecting, or disconnecting high voltage power cords.
NOTE: Units equipped with an Auto Phase Correction System will automatically adjust to the phase of the power supply.
2. Turn the high voltage power supply ON.
NOTE: On units equipped with a phase indicator light, check the phase indicator light on control panel (or power receptacle).
If the phase indicator light is ON, the phase of the power supply is WRONG and must be corrected. Use a qualified electrical
repair technician to reverse the power leads on the power plug. First turn OFF the power to the cable. Then remove the socket
and reverse the position of any two power leads on the socket. DO NOT disturb the green ground wire.
3. Place the Diesel/Electric switch to the ELECTRIC position.
CAUTION: Do not start the electric motor until the diesel engine has come to a complete stop, disengaging the clutch.
4. On CYCLE-SENTRY equipped units, place selector switch in desired position:

• TG-VI, µP-V, µP-VI, SR-2 or SR-3 controllers: Set the CYCLS display in the controller menu to CYCLS OFF or CYCLS
ON.
5. Place the unit (Zone 1) On/Off switch in the ON position.
6. Set the compartment (Zone 1) setpoint at the desired temperature. DO NOT adjust the setpoint lower than required (lowering
the setpoint does not make the unit cool faster).
7. If the controller is demanding cool or heat, the electric motor will start and the unit will operate. The unit will not operate if
the compartment temperature is near the controller setpoint.
NOTE: If the controller setpoint is well above or below the compartment temperature, check the overload relay reset button
on the unit to make sure the overload relay has not opened.
TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 NOTE: If the controller displays the cool or heat icon but the electric motor
does not start within 15 seconds, turn the unit On/Off switch to OFF. Check and correct any alarm code conditions. Also check
and correct the electric motor control circuit and electric motor for the cause of the failure. Then repeat start procedure.
NOTE: Place each remote compartment (Zone 2, Zone 3) On/Off switch in the ON position to start the remote evaporators.
Then set remote compartment setpoint at desired temperature.
After Start Inspection

OIL PRESSURE (Diesel Operation). Check engine oil pressure at high speed.
NOTE: Press OIL PRESS key on MT µP-IV or µP-V controller. Press GAUGES key on µP-VI , SR-2 and SR-3 controller
and scroll to oIL.P. Scroll to oIL screen in the TG-VI menu display.The display will show OK.
Press AMPS key on MT µP-IV, uPV and mPVI controller to display amp reading. Press GAUGES key on SR-2 and SR-3
controller and scroll to AMPS display. The TG-VI controller do NOT include an AMPS menu display.
COMPRESSOR OIL. Compressor oil level should be visible in the sight glass.
REFRIGERANT. Check the refrigerant charge. See Refrigerant Charge in the Refrigeration Maintenance chapter.
OPERATING MODES. Check unit operating modes.

TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 Controllers:
Perform a Full Pre-trip Test or Unit Self Check to check the trailer, unit and unit control circuits. The test must be performed with
the unit in Diesel mode and no alarms present. A Full Pre-trip Test may take up to 30 minutes. The unit will operate unattended.
Clear and correct all alarms conditions before beginning.
• If the unit is operating on electric power, turn the unit
On/Off switch to the OFF position. Then turn electric power supply OFF and disconnect power cord.
• Units with MT µP-IV or µP-V controller: A Full CYCLE-SENTRY Pretrip Test can be initiated by pressing the TK LOGO
key before the engine starts. To perform a Full CYCLE-SENTRY Pretrip Test, stop the unit by turning the unit On/Off switch
OFF. On mPVI, the Pre-trip key can be pressed to initiate Pre-trip.
• Units with TG-VI: The Unit Self Check or Full Pretrip test does not test the CYCLE-SENTRY system. Therefore, the TK
LOGO key can be pressed to initiate the test after the engine has started.
• Units with SR-2/SR-3 controller: A Pretrip Test can be initiated by Menu soft key. Then press the Back or Next soft keys until
the Pretrip screen appears.
Performing a Full Pre-trip Test or Unit Self Check:

a. MT µP-IV controllers only: Select Cycle Sentry i/o in the Cycle Sentry menu to perform a Full Pre-trip Test.
b. Place unit (or Zone 1) On/Off switch in the ON position. To test remote evaporator circuits, also place Zone 2 and Zone 3
On/Off switches in the ON position.
TCI and SPECTRUM MODEL NOTE: Only the zones with the On/Off switch ON will be tested.
c. Press and hold the TK LOGO key for at least 3 seconds (or PRETRIP key on µP-VI). PRE TRIP then appears on the MT
µP-IV, or µP-V or µP-VI display (USC appears on the TG-VI display).
MT µP-IV, µP-V and µP-VI NOTE: Press the TK LOGO key (or PRETRIP key on µP-VI) before the engine starts to perform
a Full Pretrip Test. After the ENTER key is pressed, PRE AMPS appears on the MT µP-IV display, indicating the amps check
is being performed. The amps check continues for several minutes. Then the unit starts automatically and the controller
performs the operating tests.
d. Press the ENTER key while PRE TRIP or USC is displayed. PRE LOAD appears on the MT µP-IV, µP-V or µP-VI display
(Lod appears on the TG-VI display) and the Full Pre-trip/Unit Self Check test starts.
e. When the Pre-trip/Unit Self Check test is complete, the controller displays PASS, CHECK (CHEC) or FAIL. If CHECK
(CHEC) or FAIL occurs, view alarm codes and correct all conditions. Then repeat the Full Pre-trip Test/Unit Self Check
test. The unit should PASS before being released for service.
PRE-COOLING. Adjust the controller to the required temperature setpoint. Allow the unit to operate for one-half to one hour
(longer if possible) before loading the trailer. Pre-cooling removes residual body heat and moisture from the trailer interior and
provides a good test of the refrigeration system.
DEFROST. When the unit has finished pre-cooling the trailer interior, manually initiate a Defrost cycle. This will remove the
frost that builds up while operating the unit to pre-cool the trailer. Defrost cycle should terminate automatically.
TG-VI, µP-V, µP-VI , SR-2 and SR-3 NOTE: A manual defrost function is built into the controller. Press SELECT key
(MODE key on µP-VI) (Manual Defrost key on SR-2/SR-3) to scroll to the dEF screen in the menu display. Then press the
ENTER key to initiate Defrost. The display will briefly show Lod (load) and enter Defrost.
Loading Procedure
1. To minimise frost accumulation on the evaporator coil and heat gain in the trailer, make sure the unit is OFF before opening
the doors. (Unit may be operating when loading the trailer from a warehouse with door seals.)
2. Spot check and record load temperature while loading. Especially note any off-temperature product.
3. Load product so that there is adequate space for air circulation completely around the load. DO NOT block the evaporator
inlet or outlet.
4. Products should be pre-cooled before loading. Transport temperature control units are designed to maintain loads at the
temperature at which they were loaded. Temperature control units are not designed to pull hot loads down to temperature.

Post Load Procedure
1. Make sure all the doors are closed and locked.
2. Make sure the setpoint is at the desired setting.
3. Start the unit.
4. A half hour after loading, defrost the unit by manually initiating a defrost cycle. If the evaporator coil temperature is below
7 C (6 C on units with a TG-V controller; 3 C on units with a TG-IV controller), the unit will defrost. The defrost cycle should
terminate automatically.
TG-VI, MT µP-V AND µP-VI NOTE: A manual defrost function is built into the controller. Press SELECT key (MODE key
on µP-VI) (MANUAL DEFROST key on SR-2/SR-3) to scroll to the dEF screen in the menu display. Then press the ENTER
key to initiate Defrost. The display will briefly show Lod (load) and enter Defrost.
Post Trip Inspection

1. Wash the unit.
2. Check for fluid leaks.
3. Check for loose or missing hardware.
4. Check for physical damage to the unit.

7 Controller Operation
Thermoguard Multi-temp MT µP-IV and µP-V Controllers . . . . . . . . . . . . . . . . . . . . . 7-2
Selecting CYCLE-SENTRY or Continuous Run Mode (Multi-Temp MT µP-IV
and µP-V ONLY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Initiating Manual Defrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Bypass (Emergency) Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Thermoguard TG-VI Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Unit Self-Check Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Multi-Temp Remote Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Displaying Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Thermoguard µP-VI Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Selecting Economy Mode - Revision 4000 and 4010 Software Only . . . . . . . . . . . . . . . . . . . 7-15
Entering a Start of Trip in the Data Logger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
SR-2/SR-3 Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Changing the Setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Selecting CYCLE-SENTRY or Continuous Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Initiating a Manual Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Terminating a Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Viewing Gauge Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Viewing Sensor Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Navigating the Operator Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Alarm Codes for µP-IV, Multi-Temp µP-IV, µP-V, µP-VI, TG-VI,
SR-2 and SR-3 Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
THERMOGUARD MULTI-TEMP MT ΜP-IV AND ΜP-V CONTROLLERS
The MT µP-IV, Multi-Temp MT µP-IV and µP-V controllers are programmable microprocessors that control all unit functions
to maintain the cargo at the proper temperature. The controller continuously monitors unit operational information including:
Return air, discharge air, coil and ambient temperature sensors; unit hourmeters; oil pressure gauge; water temperature gauge;
ammeter; voltmeter; tachometer; mode indicators; and temperature control system controls.
WARNING: Make sure to turn the On/Off switch OFF before opening unit doors or inspecting or working on any part of the
unit.
• • Multi-Temp MT µP-IV or µP-V Controller: The unit may START automatically AT ANY TIME when the On/Off switch
is in the ON position.
CAUTION: The microprocessor On/Off switch (or circuit breaker CB3) MUST be in the OFF position before disconnecting
or connecting the unit battery.
NOTE: Refer to the appropriate Controller Operation and Diagnosis Manual for complete operation and diagnosis
information.
Unit operational information appears on liquid crystal display (LCD). During normal operation, the Standard Display appears on
the screen. Return air temperature (upper display) and setpoint temperature (lower display) is the factory set Standard Display
(this may be changed). Check the symbols (icons) that appear on the display. These symbols identify the operating information
that currently appears.
Multi-Temp MT µP-IV: The Standard Display for each zone automatically alternates on the screen every 10 seconds.
A keypad allows the operator to select information to display and programme unit features including the setpoint temperature. If
no key is pressed for about 10 seconds, the display will return to the Standard Display.
1
14
13
2
12
3
4 11
5
6 8 9 10
MT µP-IV, Multi-Temp MT µP-IV and µP-V Display Screen

1. Temperature Display (Upper Display) 8. Setpoint Display (Lower Display)
2. Cool Symbol 9. Setpoint Symbol
3. Heat Symbol 10. Electric Standby Symbol
4. Defrost Symbol 11. In-range Symbol
5. High Speed Symbol 12. Modulation Symbol
6. Return Air Symbol 13. Alarm Symbol
7. Discharge Air Symbol 14. CYCLE-SENTRY Symbol
Entering Setpoint Temperature
The setpoint temperature of the unit can be easily changed. To adjust the setpoint, begin from the Standard Display:
1. Multi-Temp MT µP-IV: Press the SELECT key to scroll to the Standard Display of the zone you want to enter a new setpoint.
• ZONE 1, ZONE 2 and ZONE 3 icons in display identify which Standard Display you are currently viewing.
2. With the Standard Display on the controller, press the UP or DOWN arrow key until the desired setpoint temperature shows
in the lower display.
3. When the correct setpoint shows in the lower display, press the ENTER key to load the new setpoint in the microprocessor
memory.
• “LOAD” will appear in the lower display for a few seconds.
• The new setpoint will then appear. Multi-Temp MT µP-IV: Check the setpoint shown in the display against the zone shown
in the display to be certain that the setpoint was changed for the correct zone.
• If the ENTER key is not pressed, the setpoint will NOT change and the display will return to the Standard Display in about
10 seconds.
Selecting CYCLE-SENTRY or Continuous Run Mode (Multi-Temp MT µP-IV and µP-V

ONLY)
WARNING: With the On/Off switch (or Zone 1 On/Off switch) in ON position, the unit may start at any time without prior
warning.
1. With the Standard Display on the controller, press and release the SELECT key until CYCLS appears in the upper display.
2. Press the UP or DOWN arrow key until the desired setting shows in the lower display.
• Yes = CYCLE-SENTRY mode
• No = Continuous Run mode
3. When the correct setting shows in the lower display, press the ENTER key to load the new setting in the controller memory.
• CYCLE-SENTRY icon appears in the display when CYCLE-SENTRY mode is selected.
• If the ENTER key is not pressed, the operating mode will NOT change and the display will return to the standard display
in about 10 seconds.
Initiating Manual Defrost

1. With the Standard Display on the controller, press and release the SELECT key until dEF appears in the upper display for the
zone you want to place in Defrost mode.
• ZONE 1, ZONE 2 and ZONE 3 icons in display identify which zone prompt (dEF) you are currently viewing.
2. When the correct zone dEF prompt shows in the lower display, press the ENTER key to place zone you selected in the Defrost
mode.
NOTE: The Zone On/Off switch must be ON and the evaporator coil temperature must be below 7 C to initiate a Defrost cycle
in the zone you select.

• The defrost symbol will appear in the display when the a zone enters defrost.
• Defrost will terminate automatically.
• If the ENTER key is not pressed, the operating mode will NOT change and the display will return to the Standard Display
Controller Operation 7-3

1 2 3 4 5
A
+
HOURS OIL PRESS WATER TEMP AMPS
C
▲ ▲
▲ !
ALARM
6 7 8 9 10 11
MT µP-IV, Multi-Temp MT µP-IV and µP-V Keypad
1. HOURS Key
2. OIL PRESSURE Key
3. WATER TEMPERATURE Key
4. AMPS Key
5. TK Key
6. SELECT Key
7. UP Key
8. DOWN Key
9. ENTER Key
10. ALARM Key
11. ALARM CLEAR Key
Viewing Information (Display) Screens

General unit operating information including mode settings, sensor temperatures and hourmeters can be easily viewed.
View Hourmeters, Oil Pressure, Water Temperature or Ammeter

Press the appropriate key with the unit operating:
• HOURS key: Displays total hours (TLHR), diesel engine hours (ENHR), electric hours (ELHR), zone 2 hours (TLZ2), zone
3 hours (TLZ3) or programmable hours (HRM6).
• OIL PRESS key: Displays diesel engine oil pressure.
• WATER TEMP key: Displays diesel engine coolant temperature.
• AMPS key: Displays battery current flow.
View Additional Display Screens:

1. With the unit operating, press the SELECT key to display information screens. If no alarms exist, the first screen to appear
will be the dEF1 screen.
2. Repeatedly press the SELECT key to display additional information screens.
Information screens that may appear on a controller:
NOTE: The information and organization of screens displayed by a controller depend on the controller type, software version,
unit model and optional equipment. See the appropriate Controller Operation and Diagnosis Manual for more specific
information.
Prompt Display
dEF1 Zone 1 Defrost mode
CYCLS Continuous Run or CYCLE-SENTRY mode
screen:
Yes = Cycle-Sentry, No = Continuous Run
Zone 2 Zone 2 Standard Display
DEF2 Zone 2 Defrost mode
Zone 3 Zone 3 Standard Display
DEF3 Zone 3 Defrost mode
AMB.T Ambient temperature display
BAT.V Battery voltage display
RPM Diesel Engine RPM
HED.P Discharge (Head) Pressure

Prompt Display
RET.A Return Air Temperature, Zone 1
DIS.A Discharge Air Temperature, Zone 1
TPDF Temperature Differential, Zone 1
COIL Coil Temperature, Zone 1
TPDF* Temperature Differential, Zone 2
SPR.1 Spare 1 sensor
SPR.2 Spare 2 sensor
DEFI Defrost interval, in-range
DEFN Defrost interval, not in-range
DDUR Defrost duration
MVST Modulation (Option): YES = Energise modulation
valve for 1 minute when engine starts, nO =
Normal engine start
TCI and SPECTRUM MODEL NOTE: A remote evaporator must be operating to view information for a specific zone.
Checking the Software Version

NOTE: The software version is important to know when servicing the unit.
1. With the unit operating, press and hold the TK LOGO key until “PrE TRIP” appears in upper display.
2. Press the SELECT key to display “REU” and the software version code.
Displaying and Clearing Alarm Codes

When the controller senses an alarm condition, an alarm symbol appears on the display. A two or three digit alarm code is used
to identify the type of alarm. There are three types of alarms:
• Stored Alarms: This alarm indicates that a condition should be investigated but does not currently affect unit operation. The
ALARM symbol appears for 30 seconds when the ON key is pressed and then disappear.
• Check Alarms: This alarm indicates that a condition requires corrective action before an abnormal condition becomes severe.
The ALARM symbol appears and remains ON.
• Shutdown Alarms: This alarm indicates that a condition may damage the unit. The controller stops the unit, the ALARM
symbol appears and the entire display flashes ON and OFF.
1. To display the alarm code, press the CODE key to view the alarm. Press the CODE key again to view any additional alarms
that may exist. Code 00 appears when no alarm codes are present.

Multi-Temp MT µP-IV NOTE: If an alarm is specific to a zone, the appropriate Zone icon also appears in the display.
2. Write down each alarm code that appears. Then correct the cause of each alarm.
NOTE: Turn the Unit On/Off switch OFF to stop unit before inspecting or servicing the unit. Turn the unit Microprocessor
On/Off switch to OFF to service the microprocessor module or disconnect the unit battery. Finally, disconnect the battery to
completely remove 12 Vdc power to the unit for service of the microprocessor relay board and unit controls.
3. To clear the alarms after all problems have been corrected, start the unit. Then press the CODE key to display the alarm again.
4. While the alarm screen is showing, press the CLEAR key. The alarm will clear and the standard display will appear on the
screen. If more than one alarm code is present, repeatedly press the CLEAR key to clear each alarm code individually.
NOTE: Alarms may continue to appear as the unit operates if the alarm condition is not corrected.
Unit Pre-trip Test

The Unit Pre-trip Test automatically performs a functional check of unit operation. The test must be performed with the unit in
Diesel mode and no alarms present. If necessary, turn electric power supply OFF and disconnect power cord. Clear and correct
all alarm conditions before beginning. With the unit set for Diesel operation:
WARNING: Units equipped with a Multi-Temp MT µP-IV or µP-V controller start automatically 10 seconds after the Unit
(Zone 1) On/Off switch is turned ON.
1. Turn the unit (or zone 1) On/Off switch to ON.

2. TCI and SPECTRUM Models: Turn the zone 2 (and zone 3) On/Off switch to ON. Each remote evaporator must be ON to
be tested.
3. Press and hold (at least 3 seconds) the TK LOGO key on the control panel until PrE TRIP (unit Pre-trip prompt) appears in
the display.
NOTE: Press the TK LOGO key before the engine starts to perform a Full CYCLE-SENTRY Pre-trip Test. After the ENTER
key is pressed, PRE AMPS appears on the MT µP-IV display, indicating the amps check is being performed. The amps check
continues for several minutes. Then the unit starts automatically and the controller performs the operating tests.
4. With PrE TRIP in the display, press the ENTER key to start the test.
• “LOAD” will appear in the display for a few seconds.
• The controller then performs a series of unit tests.
5. When the Pre-trip Test is complete, the controller displays PASS, CHEC or FAIL. Press any key to clear test results display
from controller.
NOTE: If CHEC or FAIL occurs, view alarm codes and correct all conditions. Then repeat the Unit Self-Check Test. The unit
should PASS before being released for service.
Pre-trip Tests
The controller performs the following checks. Operator attention is not required after the programmable settings have been
displayed.
• Preheat and Start Test: Engine preheats and starts. On Multi-Temp MT µP-IV and µP-V controllers, the TK LOGO key must
be pressed before engine starts to perform Full Pretrip test.
• Display Test: All display segments light at the same time.
• Show Programmable Settings: Controller displays all programmable settings for operator verification.
• RPM Check: Check engine rpm in high and low speed.
• Low Speed Cooling Check: Checks unit cooling performance in low speed.
• Heating Check: Checks unit heating performance.
• Defrost Damper Check: Check damper door operation.
• Low Speed Cooling Check: Second cooling test ensures that unit can cycle between Heat and Cool modes.
• Modulation Check: Checks ability of modulation valve to open and close.
Unit Pre-trip Report

When the Unit Pre-trip is complete, the controller displays the results:
• PASS: Unit passed the test.
• CHEC: Alarm conditions (check or stored alarms) were detected during the test. A dash (-) is displayed in front of these alarms
on the controller display to indicate that they were detected during a Unit Self-Check test.
• FAIL: Shutdown alarm conditions were detected during the test and the controller stopped the unit to prevent possible
damage. The Unit Self Check test was NOT completed.

THERMOGUARD TG-VI CONTROLLER
The Thermoguard TG-VI controller is a one-piece, programmable microprocessor. The microprocessor uses external relays to
control unit functions to maintain the cargo at the proper temperature. The TG-VI continuously monitors unit operational
information including: Return air, discharge air and coil temperature sensors; unit hourmeters; oil pressure gauge; water
temperature gauge; voltmeter; tachometer; mode indicators; and temperature control system controls.
Several different TG-VI microprocessor controller options are available. To determine the TG-VI controller options available
on your unit, check the label at the top of the controller.
• THERMOGUARD VI: This label means that the controller includes the CYCLE-SENTRY option, but DOES NOT include
the Modulation option.
• THERMOGUARD VIa: This label means that the controller DOES NOT include the CYCLE-SENTRY option or the
Modulation option (no options).
• THERMOGUARD VIb: This label means that the controller includes BOTH the CYCLE-SENTRY option and the
Modulation option.
WARNING: Units equipped with THERMOGUARD VI and THERMOGUARD VIb controllers may START automatically
AT ANY TIME when the On/Off switch is in the ON position and the CYCLE-SENTRY icon APPEARS in the TG-VI display
(CYCLS screen in menu display set to YES). Make sure to turn the On/Off switch OFF before opening unit doors or inspecting
or working on any part of the unit.
CAUTION: The Unit On/Off switch MUST be in the OFF position before disconnecting or connecting the unit battery.
information.
the screen. The Standard Display shows the return air temperature (upper display) and the setpoint temperature (lower display).
no key is pressed for about 10 seconds, the display will return to the Standard Display. Check the symbols (icons) that appear on
the display. These symbols identify the operating information that currently appears.
2
9
3 8
4 7
5 6
TG-VI Display Screen

1. Temperature Display (Upper Display) 6. Setpoint Symbol
2. Cool Symbol 7. Electric Standby Symbol
3. Heat Symbol 8. Alarm Symbol
4. Defrost Symbol 9. Cycle-Sentry Symbol
5. Setpoint Display (Lower Display)

The setpoint temperature of the unit can be easily changed. To adjust the setpoint:
1. Turn the unit On/Off switch ON. The Standard Display will appear.
2. Press the UP or DOWN arrow key until the desired setpoint temperature shows in the lower display.
memory.
• “LOD” (abbreviation for LOAD) will appear in the lower display for a few seconds.
• The new setpoint will then appear.
• If the ENTER key is NOT pressed, the setpoint will NOT change and the display will return to the Standard Display in
about 10 seconds.
Selecting CYCLE-SENTRY or Continuous Run Mode

1. With the Standard Display on the controller, press and release the SELECT key until CYCLS appears in the upper display.
• “LOd” (abbreviation for LOAD) will appear in the lower display for a few seconds.
1 2 3 4 5
TG-VI Keypad
1. SELECT Key
2. UP Key
3. DOWN Key
4. ENTER Key
5. TK Key

1. With the Standard Display on the controller, press and release the SELECT key until dEF appears in the upper display.
2. With dEF in the upper display, press the ENTER key to enter Defrost.
NOTE: The coil temperature must be below 7°C and the unit must be operating to initiate a defrost cycle.
• The defrost symbol will appear in the display when the unit starts the defrost cycle.

1. With the unit operating, press and hold the TK LOGO key until “USC” appears in upper display.
2. Press the SELECT key to display “rEU” and the software version code.

When the controller senses an alarm condition, an alarm symbol appears on the display. A two digit alarm code is used to identify
the type of alarm. There are three types of alarms:
1. To display the alarm code, press and release the SELECT key until the alarm screen is displayed.
NOTE: If more than one alarm has been sensed, all alarm codes present will automatically alternate on the screen.
NOTE: Press the OFF key to stop unit before inspecting or servicing the unit. Turn the unit On/Off switch to OFF to service
the TG-VI microprocessor module or disconnect the unit battery. Finally, disconnect the battery to completely remove 12 Vdc
power to the unit for service of the microprocessor relay board and unit controls.
3. To clear the alarms after all problems have been corrected, start the unit. Then press and release the SELECT key until the
alarm screen is displayed again.
4. While the alarm screen is showing, press the ENTER key. The alarm will clear and the Standard Display will appear on the
screen. If more than one alarm code is present, repeatedly press the ENTER key to clear each alarm code individually.

will be the dEF screen.
NOTE: Each screen will remain on the display for about 10 seconds. If no other key is pressed, the controller display returns
to the Standard Display.
Information screens appear on TG-VI controllers in the following order:

Prompt Display
ALr Alarm codes if present. If no codes exist this
screen will not appear.
dEF Defrost mode.
CYCLS Continuous Run or Cycle-Sentry mode screen:
Yes = Cycle-Sentry, No = Continuous Run.
dIS* Discharge air sensor temperature.
tLH Total hours the unit has been ON (On key ON).
EnH Total hours the diesel engine has operated.
ELH Total hours the electric motor has operated
(model 50 units only).
Hr4 Total hours on hourmeter 4 (appears if hourmeter
is set to Type 1, 2 or 3).
oIL* Diesel engine oil pressure.
Ent* Diesel engine coolant temperature.
rPn* Diesel engine RPM.
bAt* Battery voltage.
CoL* Evaporator coil sensor temperature.
dFI Initial defrost interval.
ddr Defrost duration.
*These screens can be locked on the display by pressing the ENTER key within 10 seconds. Press any key to unlock the
display.
Unit Self-Check Test

The Unit Self-Check test automatically performs a functional check of unit operation. The test must be performed with the unit
in Diesel mode and no alarms present. If necessary, turn electric power supply OFF and disconnect power cord. Clear and correct
all alarm conditions before beginning. With the unit operating in the Diesel mode:
1. Press and hold (at least 3 seconds) the TK LOGO key on the control panel until USC (unit self-check prompt) appears in the
display.
2. With USC in the display, press the ENTER key to start the test.
3. When the Unit Self-Check is complete, the controller displays PASS, CHEC or FAIL. Press any key to clear test results
display from controller.
NOTE: If CHEC or FAIL occurs, view alarm codes and correct all conditions. Then repeat the Unit Self-Check Test. The unit
Self-Check Tests
displayed.
• Preheat and Start Test: Engine preheats and starts.

• Full Modulation Capacity Check (Modulation Option Only): Checks ability of modulation valve to fully close.
• No Modulation Capacity Check (Modulation Option Only): Checks ability of modulation valve to fully open.
Unit Self-Check Report

When the Unit Self-Check is complete, the controller displays the results:
on the controller display to indicated that they were detected during a Unit Self-Check test.
MULTI-TEMP REMOTE CONTROL PANEL

The Multi-temp remote control panel connects to the Multi-Temp MT µP-IV controller so the unit can be operated from a remote
location. The remote control panel provides the following functions:
• Start and stop the host unit (Zone 1)
• Start and stop the remote evaporators (Zone 2 and Zone 3)
• Adjust the setpoint of each zone (compartment)
WARNING: The unit may START automatically AT ANY TIME when the CYCLE-SENTRY symbol is visible in the control
panel display. Make sure to press the ZONE 1 OFF key before opening unit doors or inspecting any part of the unit.
NOTE: Refer to the Multi-Temp MT µP-IV Controller Operation and Diagnosis Manual for complete operation and
diagnosis information on Multi-Temp remote control panel.
Display Symbols for Multi-Temp Remote Control

Panel
1. Cool Mode or Heat Mode (Cool: Thermometer with Arrow
Pointing Down; Heat: Thermometer with Arrow Pointing Up)
2. Temperature Display (Upper Display)
3. CYCLE-SENTRY Mode
4. Alarm Symbol
5. Electric Standby Mode
6. Low Speed Mode
7. Setpoint Symbol
8. Setpoint Display (Lower Display)
9. ZONE Symbols
10. Defrost Mode
11. Test Symbol (Appears during remote panel test only)

Displaying Operating Data
the screen. The Standard Display is the return air temperature (upper display) and setpoint temperature (lower display). Check
the symbols (icons) that appear on the display. These symbols identify the operating information that currently appears. The
ZONE icons at the bottom of the display identify the zone information that appears in the display.
NOTE: The Standard Display for each zone automatically alternates on the screen every 10 seconds.
A keypad allows the operator to program the setpoint temperature for each zone.

1. Press the ON key of the zone you want to enter a new setpoint.
• If the zone was OFF, the zone will turn and show the Standard Display.
• If the zone was ON, the display will immediately show the Standard Display for the selected zone.
• ZONE 1, ZONE 2 and ZONE 3 icons in display identify which Standard Display you are currently viewing.
2. Immediately press the UP or DOWN arrow key until the desired setpoint temperature shows in the lower display.
Remote Control Panel for Multi-Temp MT µP-IV

Controller
1. ZONE 2 ON Key
2. ZONE 1 ON Key
3. ZONE 1 OFF Key
4. ZONE 2 OFF Key
5. UP Key
6. DOWN Key
7. Display
8. ENTER Key
9. ZONE 3 OFF Key
10. ZONE 3 ON Key

memory.
• “Lod” will appear in the lower display for a few seconds.
• The new setpoint will then appear. Check the setpoint shown in the display against the zone shown in the display to be
certain that the setpoint was changed for the correct zone.
10 seconds.
THERMOGUARD ΜP-VI CONTROLLER

The µP-VI controller is a programmable microprocessor that controls all unit functions to maintain the cargo at the proper
temperature. The controller continuously monitors unit operational information including: Return air, discharge air, coil and
ambient temperature sensors; unit hourmeters; oil pressure; water temperature gauge; ammeter; voltmeter; tachometer; suction
pressure; discharge pressure; ETV position counter; mode indicators; and temperature control system controls.
unit. The unit may START automatically AT ANY TIME when the On/Off switch is in the ON position.
CAUTION: The Controller On/Off switch MUST be in the OFF position before disconnecting or connecting the unit battery.
information.
1
14
13
2
12
3
4 11
5
6 8 9 10
µP-VI Display Screen

1. Temperature Display (Upper Display) 8. Setpoint Display (Lower Display)
2. Cool Symbol 9. Setpoint Symbol
3. Heat Symbol 10. Electric Standby Symbol
4. Defrost Symbol 11. In-range Symbol
5. High Speed Symbol 12. Modulation Symbol
6. Return Air Symbol 13. Alarm Symbol
7. Discharge Air Symbol 14. Cycle-Sentry Symbol

the screen. Return air temperature (upper display) and setpoint temperature (lower display) is the factory set Standard Display
(this may be changed). Check the symbols (icons) that appear on the display. These symbols identify the operating information
that currently appears.
no key is pressed for about 10 seconds, the display will return to the Standard Display.

1. With the Standard Display on the controller, press the UP or DOWN arrow key until the desired setpoint temperature shows
in the lower display. The setpoint will flash as a reminder to press the ENTER key.
memory.
• The new setpoint will then appear.
10 seconds.
Selecting CYCLE-SENTRY or Continuous Run Mode

1. With the Standard Display on the controller, press and release the MODE key until CYCLS appears in the upper display.
NOTE: If OptiSet has been programmed for CYCLE-SENTRY or Continuous Run, the arrow keys will not change the screen
setting.

1. With the Standard Display on the controller, press and release the MODE key until dEF appears in the upper display.
2. When dEF shows in the lower display, press the ENTER key to place the unit in the Defrost mode.
• The defrost symbol will appear in the display when the a zone enters defrost.

1 2 3 4 5
P
MODE HOURS GAUGES PRETRIP
C
▲ ▲
▲ !
ALARM
6 7 8 9 10 11
µP-VI Keypad
1. MODE Key
2. HOURS Key
3. GAUGES Key
4. PRETRIP Key
5. TK Key
6. SELECT Key
7. UP Key
8. DOWN Key
9. ENTER Key
10. ALARM Key
11. ALARM CLEAR Key
Selecting Economy Mode - Revision 4000 and 4010 Software Only

NOTE: Economy Mode is controlled using OptiSet and this display does not appear in Revision 4020, 4021, and later software.
The Economy mode can be turned ON or OFF for both CYCLE-SENTRY and Continuous Run operation.
Economy mode extends the length of the Null mode on CYCLE-SENTRY operation. The CYCLE-SENTRY Null Range changes
from 2.8 C to 5.6 C (default setting) when the Economy mode is ON. The CYCLE-SENTRY Null Range can also be adjusted
from 2.8 C to 11.2 C.
The Economy mode extends the Low Speed Cool mode on Continuous Run operation. The Low Speed Switch Point changes
from 2.0 C to 5.6 C (default setting) when the Economy mode is ON. The Low Speed Switch Point can also be adjusted from
1.7 C to 8.4 C.
1. With the Standard Display on the controller, press and release the MODE key until ECOn appears in the upper display.
NOTE: If OptiSet has been programmed to determine the Economy mode setting, the arrow keys will not change the screen
setting.

NOTE: Each screen will show for 10 seconds if no other key is pressed. These screens can be locked on the display by pressing
the ENTER key within 10 seconds. Press any key to unlock the display.

View HOURS Display Screens:
1. With the unit operating, press the HOURS key to display information screens. If no alarms exist, the first screen to appear
will be the TLHR screen.
2. Repeatedly press the HOURS key to display additional information screens.
Prompt Display
TLHR Total Hours
ENHR Engine Hours
ELHR Electric Hours
HRM4 Programmable Hours
View GAUGES Display Screens:
1. With the unit operating, press the GAUGES key to display information screens. If no alarms exist, the first screen to appear
will be the WAT.T screen.
2. Repeatedly press the GAUGES key to display additional information screens.
Prompt Display
WAT.T Engine Water Temperature
OIL.P Engine oil Pressure Status
AMPS Battery Current Flow
BATV Battery Voltage
RPM Engine speed
SUC.P Suction Pressure
DIS.P Discharge Pressure
ETV.P ETV Position
View SELECT Display Screens:
will be the DIS.A screen.
Prompt Display
DIS.A Discharge Air Temperature
TPDF Temperature Differential
COIL Coil Temperature
AMB.T Ambient Temperature
SPR.1 Spare 1 Sensor Temperature
SPR.2 Spare 2 Sensor Temperature
DAS1 DAS Sensor 1 Temperature

View TK LOGO Display Screens:
1. With the unit operating, press the Thermo King LOGO key for 3 seconds to display information screens. If no alarms exist,
the first screen to appear will be the PrE TRIP screen.
2. Repeatedly press the LOGO key to display additional information screens.
NOTE: Each display screen will show for 3 minutes if no other key is pressed.
Prompt Display
PrETRIP Pre-trip Prompt Screen
PRNT Print Prompt Screen
REV Software Revision Display
YEAR Current Year
MNTH Current Month
dAY Current Day
DATE Current Day of Month
HOUR Current Time (24 Hours)
MIN Current Time (Minutes)
SOT Start of Trip

1. With the unit operating, press and hold the TK LOGO key until “PrE TRIP” appears in upper display.
2. Press the SELECT key to display “REV” and the software version code.

When the controller senses an alarm condition, an alarm symbol appears on the display. A two or three digit alarm code is used
to identify the type of alarm. There are three types of alarms:
1. To display the alarm code, press the CODE key to view the alarm. Press the CODE key again to view any additional alarms
that may exist. Code 00 appears when no alarm codes are present.
NOTE: Turn the Unit On/Off switch OFF to stop unit before inspecting or servicing the unit. Turn the unit Microprocessor
On/Off switch to OFF to service the microprocessor module or disconnect the unit battery. Finally, disconnect the battery to
completely remove 12 Vdc power to the unit for service of the microprocessor relay board and unit controls.
3. To clear the alarms after all problems have been corrected, turn the Unit On/Off switch ON. Then press the CODE key to
display the alarm again.
4. While the alarm screen is showing, press the CLEAR key. The alarm will clear and the standard display will appear on the
screen. If more than one alarm code is present, repeatedly press the CLEAR key to clear each alarm code individually.
Unit Pre-trip Test

The Unit Pre-trip Test automatically performs a functional check of unit operation. The test must be performed with the unit in
Diesel mode and no alarms present. If necessary, turn electric power supply OFF and disconnect power cord. Clear and correct
all alarm conditions before beginning. With the unit set for Diesel operation:
NOTE: The controller automatically starts the unit 10 seconds after the Unit On/Off switch is turned ON.
1. Turn the unit On/Off switch to ON.

2. Clear all alarms using the CODE and CLEAR keys.
3. Before the engine starts, press the PRETRIP key to perform a Full CYCLE-SENTRY Pre-trip Test. The Pre-trip prompt (PrE
TRIP) screen will appear.
4. With PrE TRIP in the display, press the ENTER key to start the test.
• “LOAD” will appear in the display for a few seconds.
5. When the Pre-trip Test is complete, the controller displays PASS, CHEC or FAIL. Press any key to clear test results display
from controller.
NOTE: If CHEC or FAIL occurs, view alarm codes and correct all conditions. Then repeat the Full Pre-trip Test. The unit
Pre-trip Tests
displayed.
• Control Component Amps Test: Each electrical control component energizes for a current draw measurement.
• Preheat and Start Test: Engine preheats and starts.
• ETV Check: The electronic throttling valve is checked for correct operation.

Unit Pretrip Report
When the Unit Pre-trip is complete, the controller displays the results:
on the controller display to indicated that they were detected during a Unit Self-Check test.
Entering a Start of Trip in the Data Logger

(Units Equipped with DAS Option Only)
1. Turn the unit On/Off switch to ON
2. Press the PRETRIP key until “SOT” appears in upper display.
3. With SOT in upper display, press the ENTER key to enter a Start of Trip marker in the data logger.

SR-2/SR-3 CONTROLLER
The SR-2/SR-3 controller is a programmable microprocessor that controls all unit functions to maintain the cargo at the proper
temperature. The SR-2/SR-3 integrates the following functions: changing setpoint and operating mode, viewing gauge/sensor and
hourmeter readings, initiating Defrost cycles, viewing and clearing alarms.
WARNING: This unit is capable of automatic operation and could start at any time.
The microprocessor On/Off switch must be placed in the Off position ("0") before:
• any inspection, maintenance or service operation is performed on the unit
• the unit is placed in a location where a start-up would be undesirable (for example, a confined area).
The microprocessor on/off switch supplies or removes electrical power to the microprocessor. It is located between the
communication ports on the left side of the Smart Reefer 2 control panel.
unit. The unit may START automatically AT ANY TIME when the On/Off switch is in the ON position.
CAUTION: The Controller On/Off switch MUST be in the OFF position before disconnecting or connecting the unit battery.
information.
1
2 4
5
6
SR-2/SR-3 Controller
1. On Key (Dedicated Key)
2. Off Key (Dedicated Key)
3. Display
4. Defrost Key (Dedicated Key)
5. Mode Key (Dedicated Key)
6. Soft Keys
HMI Control Panel

The HMI control panel has a display and eight touch sensitive keys. The display is capable of showing both text and graphics.
The four keys on the left and right sides of the display are dedicated keys. The four keys under the display are “soft” keys. The
function of “soft” keys change depending on the operation being performed. If a soft key is active, its function will be shown in
the display directly above the key.
Control Panel Keys

The four keys on the left and right sides of the display screen are “dedicated keys”. Their functions are listed below.
On Key. Press this key to turn the unit on.
Off Key
Press this key to turn the unit off.
Defrost Key
Press this key to initiate a Manual Defrost cycle.

Mode Key
Press this key to switch back and forth between the CYCLE-SENTRY mode and the Continuous Run mode.
The four “soft” keys under the display are multi-purpose keys. Their function changes depending on the operation
being performed. If a soft key is active, it’s function will be shown in the display directly above the key.
Changing the Setpoint

To change the setpoint complete the following steps.
1. Press the Setpoint soft key on the Standard Display. The “Current Setpoint” Screen will appear.
2. Press the + or - soft keys to change the setpoint reading.
3. Press the Yes or No soft key accordingly.
• If the No key is pressed the setpoint change made with the “+” or “-” soft keys will not be accepted, the setpoint will not
be changed and the display will return to the Standard Display.
• If the Yes soft key was pressed, the setpoint change made with the “+” or “-” soft keys will be accepted.
The “Programming New Setpoint” Screen will appear.
The “New Setpoint Is XX” Screen briefly appears.
The Standard Display appears with setpoint changed to the new setpoint.
Selecting CYCLE-SENTRY or Continuous Mode

1. Press the Mode key on the Standard Display.
The “Programming Continuous Mode” or “Programming CYCLE-SENTRY Mode” Screen briefly appears.
The “New System Mode is Continuous” Screen or the “New System Mode CYCLE-SENTRY” Screen briefly appears.
The Standard Display appears and the bar on top of screen reads the new mode.
Press the Mode key again to change the unit back to the previous mode.
Initiating a Manual Defrost Cycle

Use the following steps to initiate a Manual Defrost:
1. Press the Defrost key.
• The “Defrost” Screen briefly appears.
• The “Programming Defrost” Screen briefly appears.
• The “Defrost Started” Screen briefly appears.
A modified Standard Display appears. The bar indicator will fill in showing time remaining to complete the Defrost cycle. The
bar indicator in the figure shows that the Defrost cycle is 50% complete. When the Defrost cycle is complete the display returns
to the Standard Display.
Terminating a Defrost Cycle

The Defrost cycle will terminate automatically when the coil temperature is greater than 14 C or the defrost timer expires. Defrost
can also be terminated by turning the unit off.
Viewing Gauge Readings

1. Press the Gauges soft key from the Standard Display.
2. Press Back or Next soft keys to scroll through following gauges: Coolant Temperature, Coolant Level, Engine Oil Pressure,
Amps, Battery Voltage, Engine RPM, Discharge Pressure, Suction Pressure, ETV Position, and I/O. Selecting I/O enters a
group of screens that are used only by technicians. If no keys are pressed within 30 seconds, the screen will return to the
standard display.
3. Press the Lock soft key to display any Gauge Screen for an indefinite period. Press the key again to unlock the screen.
4. Press the Exit soft key to return to the Standard Display.

Viewing Sensor Readings
Use the following steps to view miscellaneous sensor readings.
1. Press the Sensor soft key from the Standard Display.
2. Press the Back or Next soft keys to scroll through the following sensor screens: Control Return Air Temperature, Display
Return Air Temperature, Control Discharge Air Temperature, Display Discharge Air Temperature, Temperature Differential,
Evaporator Coil Temperature, Ambient Air Temperature, Spare 1 Temperature, optional Datalogger Temperature Sensors 1-6
and Board Temperature Sensor. If no keys are pressed within 30 seconds, the screen will return to the Standard Display.
3. Press the Lock soft key to display any sensor screen for an indefinite period. Press the key again to unlock the screen.
Navigating the Operator Menu

The Operator Menu contains nine individual menu areas that allow the operator to view information and modify unit operation.
Use the following steps to access these menu areas:
1. Press the Menu soft key from the Standard Display.
2. Press Next and Back soft keys to scroll up or down through the nine main menu areas.
3. Press the Select soft key to access a specific menu area when shown on the display screen.
Operator Menu Choices

Language Menu. To select an alternate language:
1. Press the Menu soft key on the Standard Display.
2. The Language Menu Screen appears. Press the Select soft key to choose the Language Menu Screen.
3. The “NEW LANGUAGE WILL BE” Screen will appear.
4. Press the + or - soft keys to select the desired language.
5. When the desired language is shown, press the Yes soft key to confirm the choice.
6. The “PROGRAMMING LANGUAGE-PLEASE WAIT” Screen briefly appears.
7. The “LANGUAGE SELECTED IS XXX” Screen briefly appears.
Alarms Menu. Alarms are viewed and cleared using the Alarm Menu as follows:
1. Start at the Standard Display.
2. Press the Next soft key until the Alarm Menu appears.
3. Press the Select soft key. The Alarm Display will appear.
4. If no alarms are present, the “No Alarm” Screen is shown. Press the Exit soft key to return to the Standard Display.
5. If alarms are present, the quantity of alarms and the most recent alarm code number will be shown. If there is more than one
alarm, press the Next soft key to view each alarm.
6. If a serious alarm occurs, the unit will be shut down to prevent damage to the unit or the load. If this occurs, the display will
show that the unit is shut down and display the alarm code that caused the shutdown.
7. To clear an alarm press the Clear soft key.
Datalogger Menu. Allows the operator to view the datalogger displays. A “Start Of Trip” places a marker in the datalogger
memory. A Start Of Trip can be initiated through the use of WinTrac datalogging software, or manually in the field.
2. Press the Back and Next soft keys as required to show the Datalogger Menu.
3. Press the Select soft key on the Datalogger Menu. The “Start Trip” Screen will appear.
4. Press the Select soft key. The “Start Of Trip” Screen will appear.
5. Press the Select soft key to initiate a start of trip.
6. A Start Of Trip Marker has been inserted into the datalogger memory.
Hourmeters Menu. Hourmeters can be viewed in the Hourmeters Menu as follows:
2. Press the Next and Back soft keys as required to show the the Hourmeters Menu.
3. Press the Select soft key to enter the Hourmeters Menu.
4. Press the Next and Back soft keys to view the hourmeter displays.

Mode Menu. Operating modes between CYCLE-SENTRY mode and Continuous Run mode as follows:
2. Press the Next and Back soft keys as required to show the the Mode Menu.
3. Press Select soft key to enter the Mode Menu.
4. Press the Select soft key, to switch between modes.
The new mode is then confirmed for 10 seconds. The display then returns to the Mode Menu. Press the Select soft key again
to change the mode again.
Selecting Economy Mode
4. Press the Next soft key as required to display Economy mode. The current state of Economy mode, either enabled or disabled
will appear in the display.
5. Press the Select soft key to turn the Economy mode on or off. The display will confirm the change. The new mode is then
confirmed for 10 seconds.
Selecting Sleep Mode
4. Press the Next soft key as required to display the Sleep Mode Screen.
5. Press the Select soft key to start the Sleep mode.
• You now choose to program a Sleep mode Wake-up Time or simply enter Sleep mode immediately. Press the No soft key
to immediately enter Sleep mode.
• The display will show “SLEEP” and the unit will start and stop as required to keep engine warm and/or the battery charged.
Sleep mode does not maintain the compartment temperature.
6. Press the Exit soft key to exit Sleep mode or turn the unit off and back on. The unit will resume normal operation and control
to setpoint.
7. To enter a Wake-up Time verify that the unit clock is set properly. Then press the Yes soft key at the “Program A Wake-Up
Time?” Screen.
8. Press the + or - soft keys to select the day the unit is to restart in normal operation. Press the Yes soft key to confirm the day.
9. The display will now prompt you for the hour the unit is to restart in normal operation. In this example 18:00 hours has been
chosen. Note that 24 hour “military time” is used. Press the Yes soft key to confirm the hour.
10. The display will now prompt you for the minute the unit is to restart in normal operation. In this example 18:37 hours has
been chosen. Press the Yes soft key to confirm the minute.
11. The display will now prompt you to “Run A Pretrip On Wake-Up?” Press Yes soft key or the No soft key accordingly and
the display will show the unit is programming the Sleep mode.
The display will show “SLEEP” and the unit will start and stop as required to keep the engine warm and/or the battery charged.
Sleep mode does not maintain compartment temperatures.
Pretrip. Start a Pretrip as follows:
2. Press the Back and Next soft keys as required to show the Pretrip Screen.
3. Press the Select soft key to start a Pretrip.
• A Full Pretrip will be initiated if the unit is not running. If the unit is running in either Diesel or Electric mode a Running
Pretrip will be performed.
7. The Pretrip display appears. The top line of the display indicates the unit is performing the non-running Pretrip. Test
progress is measured by the number of tests completed out of a total of 26. The soft keys may be used during the Pretrip
Test to select the Hourmeter, Gauge or Sensor menus.
8. Turn the unit off to stop a Pretrip Test at any time. This will generate Alarm Code 28–Pretrip Abort. Other alarm codes may
also be generated. This is normal when the Pretrip test is halted before completion.
9. When all tests are complete, the results are reported as “PASS”, “CHECK” or “FAIL”. If the results are Check or Fail, the
accompanying alarm codes will direct the technician to the cause of the problem.
10. When the non-running test are complete the unit will start automatically and continue with the Running Pretrip Test.
11. If the Pretrip Test results are Check or Fail the problem should be diagnosed and corrected before the unit is released for
service.

Electric Standby/Diesel Mode. Select Electric Standby/Diesel Mode as follows:
2. Press the Next soft key as required to display the Electric Standby/Diesel Mode Screen.
3. Press the Select soft key to select the mode shown on the display.
Adjust Brightness. Allows the operator to adjust the display intensity as follows:
2. Press the Back and Next soft keys as required to show the the Adjust Brightness Menu.
3. Press the + or - soft keys to select the desired brightness.
4. Press the Yes soft key to enter the new brightness level.
5. The selected level appears on the screen.
The Adjust Brightness Main Menu Screen reappears and if no keys are pressed the Standard Display appears.
Time. Allows the operator to view the Time and Date. The Time is displayed in 24 hour military time.
2. Press the Next soft key until the Time Display appears.
3. Press the Select soft key to view the time and date.

ALARM CODES FOR ΜP-IV, MULTI-TEMP ΜP-IV, ΜP-V, ΜP-VI, TG-VI , SR-2 AND SR-3
CONTROLLERS
NOTE: The alarms recorded by a controller depend on the controller type, software version, unit model and optional
equipment. See the Alarm code chart on your unit or the appropriate Controller Operation and Diagnosis Manual for more
specific information.
NOTE: If the alarm occurred during a Unit Self-Check, it will be preceded by a dash (-).
00 No Alarms Exist 53 Economizer Valve Circuit

01 Microprocessor Power Up Reset 54 Test Mode Time-Out
02 Evaporator Coil Sensor 55 Check Engine Speeds
03 Control Return Air Sensor 56 Evaporator Fan Low Speed Circuit
04 Control Discharge Air Sensor 57 Evaporator Fan High Speed Circuit
05 Ambient Air Sensor 58 Condenser Fan Low Speed Circuit
06 Coolant Temperature Sensor 59 Condenser Fan High Speed Circuit
07 Engine RPM Sensor 60 Boost Circuit
08 Unit Running on Coil Sensor 61 Low Battery Voltage Check
09 High Evaporator Temperature 62 Ammeter Out of Calibration Range
10 High Discharge Pressure 63 Engine or Vapour Stopped - Reason Unknown
11 Unit Controlling on Alternate Sensor 64 Pretrip Reminder
12 Sensor or Digital Input Shutdown 65 Abnormal Temperature Differential
13 Sensor Check 66 Low Engine Oil Level
14 Defrost Terminated By Time 67 Liquid Line Solenoid
15 Glow Plug Check/Intake Air Heater 68 Internal Controller Fault
16 Manual Start Not Completed 69 Re magnetization Circuit
17 Engine Failed to Crank 70 Hourmeters Failure
18 High Engine Coolant Temperature 71 Maintenance Hourmeter 4 Exceeds Set Time Limit
19 Low Engine Oil Pressure 72 Maintenance Hourmeter 5 Exceeds Set Time Limit
20 Engine (Vapor Motor CR) Failed to Start 73 Maintenance Hourmeter 6 Exceeds Set Time Limit
21 Cooling Cycle Check 74 Controller Reset to Defaults
22 Heating Cycle Check 75 Controller RAM Failure
23 Cooling Cycle Fault 76 Controller EEPROM Failure
24 Heating Cycle Fault 77 Controller EEPROM Checksum Failure
25 Alternator Check 78 Data Log EEPROM Failure
26 Refrigeration Capacity Check 79 Data Log Overflow
27 Vapour Motor RPM High 80 Compressor Temperature Sensor
28 Pre-Trip or Self Check Abort 81 High Compressor Temperature
29 Defrost Damper Circuit 82 High Compressor Temperature Shutdown
30 Defrost Damper Stuck Closed 83 Low Coolant Temperature
31 Oil Pressure Switch 84 Restart Null
32 Refrigeration Capacity Low 85 Forced Unit Operation
33 Check Engine RPM 86 Discharge Pressure Sensor
34 Modulation Circuit 87 Suction Pressure Transducer
35 Run Relay Circuit 88 Reserved for CR
36 Electric Motor Failed to Run 89 Electronic Throttling Valve Circuit
37 Engine Coolant Level 90 Electric Overload
38 Electric Phase Reversed 91 Electric Ready Input
39 Water Valve Circuit 92 Sensor Grades Not Set
40 High Speed Circuit 93 Low Compressor Suction
41 Check Engine Coolant Temperature 94 Loader #1
42 Unit Forced to Low Speed 95 Loader #2
43 Unit Forced to Low Speed Modulation 96 Low Fuel Level
44 Check Fuel System 97 Remote Return Air Sensor (CR)
45 Hot Gas Bypass or Hot Gas Bypass Circuit 98 Fuel Level Sensor
46 Check Air Flow 99 High Compressor Pressure Ratio
47 Remote Sensor Shutdown 100 Heater Fan Failure
48 Check Belts or Clutch 101 Controlling on Evap. Coil Outlet Temp (CR)
49 Check Spare Sensor 1 102 Low Evaporator Coil Temperature (CR)
50 Reset Clock 103 Low Heater Fuel Level
51 Shutdown Circuit 104 Check Remote Fan Speed (Not Currently Used)
52 Heat Circuit 105 Receiver Tank Pressure Solenoid Circuit

106 Purge Valve Circuit 251 Check Radio Expansion Board Configuration
107 Condenser Inlet Solenoid Circuit 252 Check Auto Fresh Air Exchange Circuit
108 Door Open Time-Out
109 High Discharge Pressure
110 Suction Line Solenoid Circuit
111 Unit Configuration
112 Check Remote Fans
113 Electric Heat Circuit
114 Multiple Alarms - Cannot Run
115 High Pressure Cutout Switch
116 High Pressure Cut In Switch (Not Currently Used)
117 Auto Switch from Diesel to Electric
118 Auto Switch from Electric to Diesel
119 Reserved for CR
120 Alternator Exciter Circuit
121 Liquid Injection Circuit
122 Diesel/Electric Relay Circuit
123 Evaporator Coil Inlet Temp Sensor
124 Check Evaporator Coil Outlet Temp Sensor
125 Tank Level Sensor
126 Back Pressure Regulator
127 Setpoint Not Entered
128 Engine Run Time Maintenance Reminder #1
129 Engine Run Time Maintenance Reminder #2
130 Electric Run Time Maintenance Reminder #1
131 Electric Run Time Maintenance Reminder #2
132 Total Unit Run Time Maintenance Reminder #1
133 Total Unit Run Time Maintenance Reminder #2
134 Power On Hours
135 Spare Digital Inputs
136 Spare Digital Outputs
137 Check Damper Motor Heater Output
138 Log DAS Real Time Clock Battery Failure (DAS)
139 Abort Evacuation Mode
140 Not Currently Used
141 Auto Switch Diesel to Electric Disabled
142 Check Thermax Valve
143 Check Remote Zone Drain Hose Heater Output
144 Lost CAN Communications to Expansion Mode
145 Lost Controller ON Feedback Signal
146 Software Revision Mismatch
147 Multi Temp Fan Speed Output Control
148 Auto Switch Electric to Diesel Disabled
149 Alarm Not Identified
150 Sensor Out of Range Low (DAS & HMI)
151 Sensor Out of Range High (DAS & HMI)
152 DAS Failed Sensor (DAS)
153 Expansion Module Flash Load Failure
154 Low Suction Pressure Switch Failure
155 Lost CAN Communications to HMI
156 Suction/liquid Heat Exchanger Bypass Valve
157 OptiSet Plus Profile Mismatch
158 Primary Software Failed to Load
159 Check Battery Condition
160 Lost CAN Communications to Radio Expansion
Board
161 Log DAS Real Time Clock Invalid (DAS)
188 Log DAS Microprocessor Fault (DAS)
203 Display Return Air Sensor
204 Display Discharge Air Sensor
216 DAS Digital Inputs (DAS)
234 Check Relative Humidity Sensor
250 DAS Clock Time Reset (DAS)

8 Electrical Maintenance
Alternator (Australian Bosch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Charging System Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Field Current Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Alternator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Alternator Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Inspecting and Diagnosing Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Alternator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Alternator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Alternator (Thermo King, P/N 41-6780, 41-6781, 41-6782) . . . . . . . . . . . . . . . . . . . . . 8-13
Alternator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Unit Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
12 Vdc Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Fuse Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Fuses (Units with TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3) . . . . . . . . . . . . . . . . . . . . 8-17
Relay Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3 Controller . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Air Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Low Oil Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Switch Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
High Water Temperature Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Condenser and Evaporator Fan Rotation (Electric Standby Operation) . . . . . . . . . 8-22
Evaporator Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
AC Components (Model 50 Units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Electrical Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Overload Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Phase Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Phase Correction Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Diagnosing the Phase Correction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Defrost System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Defrost Cycle Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Defrost Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Electrical Maintenance 8-1

ALTERNATOR (AUSTRALIAN BOSCH)
Charging System Diagnostic Procedures

NOTE: Units manufactured with CYCLE-SENTRY and alternators with integral regulators MUST use replacement
alternators with integral regulators.
CAUTION: Full-fielding alternators with the integral regulator is accomplished by installing a jumper from terminal F2 to
ground. Attempting to full-field the alternator by applying battery voltage to terminal F2 will cause voltage regulator failure.
Complete the following checkout procedure before replacing the voltage regulator or the alternator.
• When testing alternators use accurate equipment such as a Thermo King P/N 204-615 (FLUKE 23) digital multimeter and a
Thermo King P/N 204-613 amp clamp or an equivalent.
• Make sure the drive belts and pulleys of the charging system are in good condition and are adjusted properly before testing
the alternator. Worn belts and pulleys or loose belts will lower the output of the alternator.

Check Points for Bosch Alternator Test
1. Check 2A Amperage Here
2. Check B+ Voltage Here
3. Check Excitation Circuit Voltage Here
4. Place Full Fielding Jumper Here
• The battery must be well charged, the battery cable connections must be clean and tight, and the 2A and excitation circuits
must be connected properly.
NOTE: All voltage readings should be taken between the negative battery terminal, or a good chassis ground, and the
terminals indicated, unless stated otherwise.
CAUTION: Check to make sure the alternator field fuse (F15 on uP-VI and TG-VI, F7 on uP-IV and F4 on SR-2/SR-3) has
been removed from the relay board. If the fuse has not been removed, the voltage regulator has probably been damaged.
1. Set the unit for CONTINUOUS operation and place the main On-Off switch in the OFF position.
2. Check the battery voltage. If the battery voltage is less than 12 volts, the battery must be charged or tested to determine if it
should be replaced.
3. Check the voltage at the B+ terminal on the alternator. Battery voltage must be present. If not, check the 2A circuit.
4. Disconnect the alternator harness from the voltage regulator by carefully pushing on the spring clip to release the plug lock.
5. Set the unit for CONTINUOUS operation and place the main On-Off switch in the ON position.
6. Check the voltage at pin A and pin B in the two pin connector on the alternator harness.
a. The A pin is the battery sense circuit and should be at battery voltage. If not, check the sense circuit (2 or equivalent) in the
alternator harness and in the main wire harness.
b. The B pin is the excitation circuit and should be at 10 volts or higher. If not, check the excitation circuit (7K or equivalent)
in the alternator harness and in the main wire harness.
7. If battery voltage is present on the sense and excitation circuits, connect the alternator harness to the voltage regulator and
check the voltage on the B pin in the two pin connector on alternator harness. The voltage should be 1 to 3 volts.
a. No voltage or a voltage reading below 1 volt indicates that the rotor or the voltage regulator may be shorted. Perform the
field current test to further isolate the problem.
b. A voltage reading above 3 volts indicates that the field circuit may be open or have high resistance. The brushes or the rotor
are probably defective.

8. Attach a clamp-on ammeter to the 2A wire connected to the B+ terminal on the alternator.
9. Connect a voltmeter between the B+ terminal and a chassis ground.
10. Start the unit and operate it in high speed.
11. Connect a jumper wire between the F2 terminal and a chassis ground. This will full field the alternator.
CAUTION: DO NOT full field the alternator for more than seven seconds while checking the meter readings, or the electrical
system may be damaged.
12. Check the amperage in the 2A wire and record the reading. Check the voltage at the B+ terminal and continue to observe this
voltage for a few seconds to see if it increases, decreases, or stays the same. Note the change in voltage and record the voltage
reading.
Amperage in the 2A wire =____amps.
Voltage at the B+ terminals =___volts.
The voltage at the B+ terminal should be 13 to 18 volts and the amperage in the 2A wire should be at least as high as the rated
output of the alternator.
Amperage in 2A Voltage at B+ Problem / Solution

At or above rated output At or above battery voltage and Voltage regulator defective / Replace
increasing voltage regulator and brush assembly
Approximately 60% of rated output Approximately equal to battery Rectifier diode defective / Repair or
voltage and does not change, or rises replace alternator
slightly
Low or no output Less than or equal to battery voltage Stator windings, field windings, brush
and decreasing or diode defective / Perform Field
Current Test to check brushes and field
coil, or repair or replace alternator
Diagnosis Chart (Alternator P/N 44-8500)
Australian Bosch Alternator Identification (P/N 44-9571)

1. S Terminal 6. Capacity
2. L Terminal 7. + Terminal
3. Field (Green) Wire 8. B+ Positive
4. F2 Terminal 9. Regulator/Brush Assembly Mounting Screws
5. Capacitor Mounting Screw 10. Voltage Regulator & Brush Assembly

NOTE: An alternator can easily exceed its rated output. An alternator MUST at least reach its rated output when full fielded.
An alternator that has a defective rectifier diode may reach 75% of its rated output with a full field.
13. Stop the unit.

14. Use the readings obtained previously to determine the problem by referring to the Diagnosis Chart.
NOTE: This assumes that the alternator did not charge properly prior to the full field test.
Field Current Test

(Checks the field windings, brushes and slip rings)
Perform this test with the On-Off switch in the OFF position.
1. Attach a clamp-on ammeter to the 2A wire near the B+ terminal on the alternator.
2. Connect a jumper wire between the F2 terminal on the alternator and a chassis ground, and note the ammeter reading.
3. The ammeter reading indicates field current. The following chart shows the field current for each alternator with 12 volts
applied to the field:
Alternator Rating Field Current 12 Volts

23 Amp 1.0 to 3.0 Amps
120 Amp 5.0 to 6.0 Amps
a. No field current or a low field current indicates an open circuit or excessive resistance in the field circuit. Replace the
voltage regulator and brush assembly, inspect the slip rings and repeat the test. If the brushes are not the problem, replace
the rotor or the alternator.
b. High field current indicates a short in the field circuit. Repair or replace the alternator.
Removing Screws and Bolts

1. Through Bolts
2. Screws surrounding rotor shaft

Alternator Removal
1. Disconnect the battery power from the unit.
2. Remove the wires from the alternator terminals. Note the location of each wire so they will be installed correctly.
3. Remove the mounting bolts and remove the alternator.
Alternator Disassembly
1. Remove the pulley and the fan. Remove the nut, lock washer, pulley, fan and the spacer from the rotor shaft.
2. Remove the capacitor.
a. Unplug the wire from the capacitor to the + terminal.
b. Loosen the capacitor mounting screw and remove the capacitor.
3. Remove the brush-regulator assembly.
a. Remove the field (green) wire from the terminal on the alternator.
b. Remove the brush-regulator assembly by removing the two mounting screws.
4. Remove the front housing.
a. Remove the nut, lock washer, flat washer, and isolation washer from the B+ terminal on the alternator.
b. Remove the four screws on the front of the alternator that surround the rotor shaft.
c. Remove the nut, lock washer, and flat washer from the longest of the four through bolts on the alternator.
Mark Housing and Stator

1. Longest Through Bolt
2. Place marks here
3. Front Housing
4. Stator
5. Rear Housing
d. Mark the rear housing, front housing, stator, and the longest through bolt to aid in assembly later.
e. Remove the four through bolts from the alternator.
f. Remove the front housing. (Front housing should slide off the front rotor shaft bearing with minimal force.)
5. Remove the rotor. Support the rear housing and stator. Slide the rotor shaft assembly toward the front of the alternator. This
can be done by hand, but considerable force is needed.
NOTE: The nut can be screwed on the rotor shaft to aid in pulling on the rotor shaft.

Removing Rotor
1. Rear Housing
2. Stator
3. Rotor
4. Nut
Removing Diode Plate/Stator

1. Diode plate secured by 3 screws
6. Remove the diode plate-stator assembly.

a. Remove the three screws that secure the diode plate to the rear housing.
b. Applying finger pressure on the B+ terminal at the rear of the alternator, slide the stator-diode plate assembly toward the
front of the alternator and remove.
CAUTION: Note the position of the isolation washer and the isolation spacer on the B+ terminal.
7. Separate stator windings from the diode plate (only if necessary). Unsolder the three leads of the stator winding from the diode
plate.
Diode Plate Showing Position of Isolation Spacer and

Washer
1. Stator
2. Diode Plate
3. Isolation Washer
4. Isolation Spacer
5. B+ Terminal

Stator Lead Connection
1. Diode Plate
2. Stator
3. Three (3) Leads
Inspecting and Diagnosing Components

Brushes
1. Inspect the brush assembly. The original brush set may be reused if the brushes are 4.8 mm or longer and if the brushes are
not oil soaked, cracked, or show evidence of grooves on the sides of the brushes caused by vibration.
2. Check the brushes with a continuity tester.
Brush Test
1. Remove and replace the O-ring in the bearing bore of the rear housing if needed.
2. Inspect the rear housing for a cracked or broken casting, stripped threads, or evidence of severe wear in the bearing bore due
to a worn rear bearing.
Front Housing
1. Inspect the front housing for cracks. Check the condition of the threads of the adjusting boss.
2. Check the bore in the mounting boss. Discard housing if bore shows signs of elongation (oval or out of roundness).
Brush Test
Continuity:
From A to B
From C to D
No Continuity:
From A or B to C or D

Rear Housing Inspection
1. O-ring
2. Bearing Bore
Rotor
1. Place 15 volts dc across the slip rings on the rotor.
CAUTION: Turn off the dc power source before installing or removing test leads on slip rings to prevent arcing and damage
to the slip ring surface.
2. Check the current draw. The draw should be near the appropriate value shown in the following chart.
Alternator Current Draw

23 amp 2.5 amps @ 20.0°C
37 amp 5.18 amps @ 25.0°C
65 amp 5.77 amps @ 25.0°C
120 amp Not Available
3. Remove the power source from the rotor.
4. Check resistance. Resistance of winding should be near specified resistance.
Alternator Rotor Resistance

23 amp 6.0 Ohms @ 20.0°C
37 amp 2.9 Ohms @ 25.0°C
65 amp 2.6 Ohms @ 25.0°C
120 amp 2.6 Ohms @ 25.0°C
5. Check for grounded slip ring or windings by placing an ohmmeter across the rotor body and the slip rings.
Should be no continuity.
6. Check condition of slip rings.
a. Clean the brush contacting surfaces with a fine crocus cloth, wipe dust and residue away.
b. If surfaces are worn beyond this restoration, replace the entire rotor assembly.
7. Replace entire rotor assembly if any of the following conditions exist:
a. Stripped threads on shaft.
b. Worn bearing surfaces.
c. Scuffed pole fingers.

Rotor
1. Bearings (2)
2. Slip Rings
3. Pole Fingers (Rotor Body)
Strator
The stator assembly consists of three individual windings terminated in the delta-type connections. Using an ohmmeter or test
lamp, check for winding continuity between leads A, B, and C. There should be no continuity from any lead to point D
(laminations). Also, stators showing signs of winding discolouration should be discarded
Diode Plate Assembly

The diode plate assembly consists of two plates, each containing three diodes. Both plates are mounted on a plastic insulator thus
making a diode plate assembly. The plate with the B+ terminal contains the positive diodes and the other plate contains the
negative diodes. When testing the diodes, the positive and negative diodes are tested separately.
Using an ohmmeter or diode tester, check for continuity as follows:
1. Place the negative lead of the meter on G. Place the positive lead of the meter on A, B, and C. There should be continuity
from G to A, B, and C.
2. Place the positive lead of the meter on G. Place the negative lead of the meter on A, B, and C. There should be no continuity
from G to A, B, or C.
3. Place the positive lead of the meter on H. Place the negative lead of the meter on D, E, and F. There should be continuity from
H to D, E, and F.
4. Place the negative lead of the meter on H. Place the positive lead of the meter on D, E, and F. There should be no continuity
from H to D, E, or F.
Alternator Assembly
1. Connect the stator windings to the diode plate.
Solder the three leads of the stator windings to the diode plate if either is to be replaced.
Testing Stator — Stator Resistance Values

Alternator A to B A to C B to C A, B, C to
D
23 amps .21 ohm* .21 ohm* .21 ohm* None
37 amp .32 ohm** .32 ohm** .32 ohm** None
65 amp .11 ohm** .11 ohm** .11 ohm** None
*20.0°C **25.0°C

2. Install the diode plate-stator assembly into the rear housing.
a. Install the insulating washer on the B+ terminal of the diode plate.
b. Install the insulating spacer on the B+ terminal of the diode plate.
c. Align the B+ terminal of the diode plate with the hole on the rear housing labelled B+, and slide the diode plate-rotor
assembly into the rear housing.
d. Insert the three screws into the diode plate and secure it to the rear housing.
3. Install the rotor.
Slide the small bearing end of the rotor into the rear housing. Apply hand pressure to the rotor so the rear bearing seats in the
O-ring.
Diode Plate Assembly

1. Plate containing B+ terminal
See Diode Plate Assembly continuity test instructions regarding
points A through H.
Brush Installation
1. Brush Contacts (Spring Loaded)

4. Install the front housing.
a. Align the marks of the rear housing and the front housing. (Marks refer to the marks made during disassembly.) Slide the
front housing over the rotor shaft and onto the bearing.
b. Install the four through bolts and tighten.
c. Install the flat washer, lock washer, and the nut on the longest of the through bolts and tighten.
d. Install the four screws that surround the rotor shaft on the front of the alternator and tighten.
5. Install Brush-regulator Assembly.
a. Install the brush-regulator assembly and secure using the two mounting screws.
CAUTION: Care must be used during installation of brushes to prevent damage to slip rings or brushes.
b. Attach the field (green) wire to field terminal on alternator.

6. Install the insulator on the B+ terminal.
Install the insulating washer, flat washer, lock washer, and nut on the B+ terminal.
7. Install the capacitor.
a. Mount the capacitor with the mounting screw.
b. Plug the wire from the capacitor onto the + terminal.
8. Install the fan and pulley onto the rotor shaft.
a. Slide the large spacer onto the rotor shaft.
b. Slide the fan onto the rotor shaft. (Bent fins pointing toward the rear housing.)
c. Slide the pulley onto the rotor shaft.
d. Install the lock washer and nut. Tighten.
Alternator Installation
1. Mount the alternator on the bracket. Do not tighten the bolts.
2. Install the alternator drive belt, tension it correctly and tighten the mounting bolts.
3. Install the wires on the alternator terminals and secure them with the nuts.
4. Connect the battery power to the unit.

ALTERNATOR (THERMO KING, P/N 41-6780, 41-6781, 41-6782)
Thermo King Alternators are painted Black and are identified by a label on the side of the Alternator that lists the Amp Rating,
the Service Part number and the drawing number.
Amp Rating Service Part number Drawing Number

37 41-6780 1E32215G01
65 41-6781 1E32216G01
120 41-6782 1E32217G01
Interchangeable with Bosch Alternators

The Thermo King Series Alternators are interchangeable with the current Bosch Alternators.
Alternator Exchange Table
Amp Rating Service Part number Drawing Number
37 44-9571 41-5458 41-6780
65 44-9572 41-5457 41-6781
120 41-2571 41-5456 41-6782
CAUTION: “Full Fielding” Unlike other alternators a Thermo King alternator it is accomplished by installing a jumper from
terminal F2 to Positive Battery Voltage (+12V). Attempting to full-field the alternator by connecting Ground pin to terminal
F2 will cause regulator failure.
Complete the following checkout procedure before replacing the voltage regulator or the alternator.
• When testing alternators use accurate equipment such as a Thermo King P/N 204-615 (FLUKE 23) digital multimeter and a
Thermo King P/N 204-613 amp clamp or an equivalent.
• Make sure the drive belts and pulleys of the charging system are in good condition and are adjusted properly before testing
the alternator. Worn belts and pulleys or loose belts will lower the output of the alternator.
• The battery must be well charged, the battery cable connections must be clean and tight, and the 2A and excitation circuits
must be connected properly.
NOTE: All voltage readings should be taken between the negative battery terminal, or a good chassis ground, and the
terminals indicated, unless stated otherwise.

Check Points for Bosch Alternator Test
1. B+ Terminal (Positive Output - 2A Wire)
2. B- Terminal (Negative Ground - CH Wire)
3. S Terminal
4. L Terminal
5. F2 Terminal (Do not Ground)
6. Voltage Regulator and Brush Assembly
7. W Terminal (AC Output - W wire)
NOTE: The alternator field fuse (F15 on uP-VI and TG-VI, F7 on uP-IV and F4 on SR-2/SR-3) must be removed on the relay
board on units equipped with the Prestolite alternator. If this fuse is inserted in the relay board, the alternator will not function
properly.
1. Set the unit for CONTINUOUS operation and place the main On-Off switch in the OFF position.
2. Check the battery voltage. If the battery voltage is less than 12 volts, the battery must be charged or tested to determine if it
should be replaced.
3. Check the voltage at the B+ terminal on the alternator. Battery voltage must be present. If not, check the 2A circuit.
4. Disconnect the alternator harness from the voltage regulator by carefully pushing on the spring clip to release the plug lock.
5. Set the unit for CONTINUOUS operation and place the main On-Off switch in the ON position. If possible, enter Service
Test Mode High Speed Cool (HSC) before the Unit starts. Refer to the appropriate Diagnostic’s Manual for specific
Information on Service Test Mode.
6. Check the voltage at pin A and pin B in the two pin connector on the alternator harness.
a. The A pin is the battery sense circuit and should be at battery voltage. If not, check the sense circuit (2 or equivalent) in the
alternator harness and in the main wire harness.
b. The B pin is the excitation circuit and should be at 10 volts or higher. If not, check the excitation circuit (7K or equivalent)
in the alternator harness and in the main wire harness.
7. If battery voltage is present on the sense and excitation circuits, connect the alternator harness to the voltage regulator.
Note:The Current through the L Terminal must be limited through a 300ohm resistor in the EXC or 7-circuit. (Like the bosch
Alternator). The Alternator will be damaged if +12V is connected directly to the L Terminal.
The Nominal Voltage regulator setting for Thermo King Alternators is 14.15 +/- 0.20 @ 25’C)

The following illustrations show schematic Diagrams for the alternators:
Schematic Diagram for 37 and 65 Amp Alternator
Schematic Diagram for 120 Amp Alternator
Alternator Removal
1. Disconnect the battery power from the unit.
2. Remove the wires from the alternator terminals.
3. Remove the mounting bolts and remove the alternator.
Battery
CAUTION: Before connecting or disconnecting the unit battery:
• Place the Unit On/Off switch in OFF position.

• On units with a µP-VI, SR-2 or SR-3 controller, also place the Microprocessor On/Off switch in OFF position.

Inspect and clean the battery terminals and check the electrolyte level during scheduled maintenance inspections. The minimum
specific gravity should be 1.235. Add distilled water as necessary to maintain the proper water level.
CAUTION: When Connecting the Battery - connect the positive Battery cable first and then the negative.
CAUTION: When Disconnecting the Battery - disconnect the negative battery cable first and then the positive.
A dead or low battery can be the cause of an ammeter indicating discharge due to lack of initial excitation of the alternator.
NOTE: If the battery was discharged enough that a boost was needed, the alternator may not recharge the battery because
there may not be adequate current to excite the alternator field.
NOTE: Units with TK 486V engines use 0-gauge battery cables to ensure reliable starting in extremely cold weather.
UNIT WIRING
Inspect the unit wiring and the wire harnesses during scheduled maintenance inspections for loose, chaffed or broken wires to
protect against unit malfunctions due to open or short circuits.
12 Vdc CHARGING SYSTEM

Immediately after start-up, the ammeter may show a discharge condition on systems with brush type alternators. This is due to a
light film build-up on the alternator slip rings. The film build-up occurs primarily on units that have been sitting unused for long
periods of time. The film should disappear after a minute or two, and the ammeter should show a high charge rate that will
continue until the battery voltage is brought back up to normal. Under normal operating conditions, the ammeter will show a
slight charge condition. If the ammeter shows a discharge after start-up, check the alternator belt tension and all charging circuit
connections including the battery.
FUSE LINK
The fuse link is located in the engine compartment near the battery. The fuse link protects the electric system from a short in the
2 (2P or 2A) circuit. It also protects the electrical system should a circuit breaker fail to open. If the fuse link burns out, check for
a grounded 2 (2P or 2A) wire or a short in the glow plug or alternator circuits. Also check for any condition that would cause a
circuit breaker to open. If a circuit breaker is defective, replace it before replacing the fuse link.
SL, SLe, SLX, SLXe NOTE: Beginning in August 2000 the fuse link is located in the positive battery cable.

FUSES
Fuses (Units with TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3)

A number fuses protect various circuits and components.
The fuses are located on the relay board.
• A 40 amp fuse protects the main power circuit.
• 25 amp fuses protect the remote evaporator fan circuits on DE, TCI and Spectrum models; and On/Off switch circuit on
SL-400 and SL-400e models.
• 15 amp fuses protect the damper motor or solenoid; high speed solenoid; and various control relays and components.
• Several 2 or 3 amp fuses protect microprocessor circuits, control relay circuits, remote light circuits (optional) and other
components.
NOTE: Refer to the unit wiring diagram or the appropriate Controller Operation and Diagnosis Manual for additional fuse
number and size information.
Typical Relay Board – µP-VI Controller

1. K1: Fuel Solenoid Pull-in Relay
2. K2: High Speed Relay
3. K3: Damper Relay
4. K4: Preheat Relay
5. K5: Starter Relay
6. K7: Run Relay

RELAY BOARD
Typical Relay Board – µP-VI Controller

1. K1: Fuel Solenoid Pull-in Relay
3. K3: Damper Relay
6. K7: Run Relay
Typical Relay Board – Multi-Temp MT µP-IV

2. K3: Damper Relay Zone 1
5. K7: Run Relay
6. DFR: Damper/Fan Relay Zone 2
7. FR3: Fan Relay Zone 3

Typical Relay Board – SR-2/SR-3
1. K1: Run Relay
4. K4: Damper Relay
5. K5: D/E
6. K6: Fuel Solenoid Pull In
7. K7: Start Relay
8. K8: Electric Clutch Relay
9. K9: On/Off Relay
TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3 Controller

The microprocessor uses relays to operate unit valves and solenoids. Each relay circuit is fuse protected. The relay board also
contains the CYCLE-SENTRY buzzer, remote light fuses, ammeter shunt and jumpers to configure the relay board for proper
operation.
NOTE: Refer to the appropriate Controller Operation and Diagnosis Manual for more specific relay board information for
your unit.

AIR HEATER
The air heater heats the intake air to help the engine start in cold weather. The air heater is energised when the Preheat-Start switch
is held in the PREHEAT or START position, or when the microprocessor initiates a unit start-up (CYCLE-SENTRY switch in
the CYCLE position).
The air heater is mounted on the open end of the intake manifold. Check the resistance of the air intake heater with an ohmmeter
between the M6 terminal on the front of the heater and the screw on the back of the heater (or the heater case). The resistance
should be 0.1 to 0.2 ohms.
Check the current draw of the heater with a clamp-on ammeter at the H1 wire near the M6 terminal on the front of the heater.
Hold the Preheat-Start switch in the PREHEAT position. The current draw should be approximately 89 amps at 12.5 volts. The
heater is probably defective if the current draw is less than 60 amps or more than 100 amps.
Air Heater – TK 482, TK 486 or TK 486V Engine

1. M6 Terminal

LOW OIL LEVEL SWITCH
The low oil level switch (LOL) or oil level switch (OLS) will close and cause the reset switch to open if the engine oil level drops
below the actuation level. The low oil level switch is located in the oil pan on the front side of the engine near the oil filter.
TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 and SR-3 NOTE: This switch alerts the microprocessor that engine oil level is low.
Shutdown Code 66 occurs after 5 minutes.
Switch Test
1. Make sure that the unit is turned off.
2. Disconnect the switch wires from the main wire harness.
3. Connect a continuity tester to the switch wires at the switch wire connector.
4. Check the oil level with the dipstick and make sure that it is between the low mark and the full mark. Add oil if necessary.
5. The switch should be open and there should be no continuity between the switch wires with the oil level between the low mark
and the full mark on the dipstick.
Bench test the switch if there is continuity between the 20A and CH wires and there are no short circuits in the wires.
Switch Removal and Installation

1. Disconnect the switch wires from the main wire harness before removing the switch.
Push-in Style Oil Level Switch

1. Connector
2. Red Wire
3. Black Wire
4. Upper Stop
5. Float
6. Lower Stop
2. Remove the push-in style switch by carefully prying it out of the oil pan with a pry bar. The neoprene seal may stay in the oil
pan.
3. To install the push-in style switch, first lubricate the neoprene seal and install it in the oil pan. Then press the switch into the
neoprene seal. No tools are required.
4. Connect the switch wires to the main wire harness after installing it.
Bench Test
1. Disconnect the switch wires from the main wire harness. Remove the switch from the oil pan.
2. Use a small container partially filled with engine oil to check the float. Make sure that it floats in engine oil and that it slides
freely between the upper and lower stops.
3. Slide the float up to the upper stop and check the continuity through the switch (between wire 20A and wire CH). The switch
should be open.
4. Slide the float down to the lower stop and check the continuity through the switch (between wire 20A and wire CH). The
switch should be closed.
5. Replace the switch if the float sinks or does not slide freely, or if the switch does not open and close properly.

HIGH WATER TEMPERATURE SWITCH
MT µP-IV NOTE: On units with an Emergency Bypass switch, the high water temperature switch operates ONLY when
emergency operation is selected to bypass microprocessor control.
The high water temperature switch will close and open the reset switch if the coolant temperature is greater than 104 C. Use a
continuity tester to check the switch. Use a coolant temperature gauge to check the coolant system temperature.
Switch Test
1. Remove wire 20A from the high water temperature switch.
2. Operate the unit until it reaches normal operating temperature of 82 C. There should be no continuity from the switch to
ground.
3. If the engine becomes overheated and reaches 104 C, the switch should have continuity to ground.
4. Replace a defective switch.
CONDENSER AND EVAPORATOR FAN ROTATION (ELECTRIC STANDBY OPERATION)

The condenser and evaporator fans are belt driven. On electric standby operation, check for correct fan rotation by placing a small
cloth or sheet of paper against the condenser fan grille on the front of the unit. Correct rotation will hold the cloth or paper against
the grille. Improper rotation will blow the cloth or paper away from the grille. To correct improper condenser fan rotation, reverse
any two power cord leads at the power cord. (DO NOT move the ground wire which is normally GREEN.)
Correct Unit Airflow

1. Condenser Air In
2. Condenser Air Out
3. Evaporator Air In
4. Evaporator Air Out

EVAPORATOR HEATERS
(If So Equipped)
Test the resistance of each evaporator heater by disconnecting it from the circuit. Check resistance with an ohmmeter.
SL, SLe, SLX, SLXe

The resistance of each heater should be 115 to 140 ohms.
AC COMPONENTS (MODEL 50 UNITS)

NOTE: The unit uses high voltage alternating current (ac) during electric operation. Lethal voltage potentials can exist on
connections in the high voltage box. Take appropriate precautions and use extreme care when testing the unit.
Electrical Contacts
Inspect all relay contacts for pitting or corrosion during scheduled maintenance inspections and repair or replace as necessary.
Test the contact points of the contactor by checking the voltage drop across each set of points when the contactor is energised
and the system is operating. If the voltage drop is more than 15 Vac, replace the contact points as a set.
Test the contactor coil by checking the voltage across the coil. The contactor coil should be energised by a minimum of 10 Vdc.
Overload Relay
The overload relay should open if the motor circuit current draw is more than 20 amperes at 380-460 Vac. The overload relay
should open the motor circuit if the current draw is more than 40 amperes at 200-230 Vac.
Phase Indicator
Standard TG-VI model 50 units are equipped with a phase indicator light. This light comes on when the phase of the power supply
is incorrect. Incorrect phase causes the electric motor to spin backwards, which causes the unit’s fans to spin backwards. (MT
µP-IV, µP-V, µP-VI , SR-2 and SR-3 have automatic phase correction).
If the phase indicator light comes on when the unit is connected to an electric power supply, the phase of the power supply must
be corrected. Turn the power off and switch the positions of any two of the power leads in the power cable plug. DO NOT disturb
the green ground wire. This procedure should be performed by a qualified electrical technician.
If the electric motor spins backwards (unit airflow incorrect), but the phase indicator light does not come on:
1. Turn the electric power supply off and check the unit wiring.
a. Wires from the phase indicator module should be connected to the heater contactor terminals as follows: BRN to L1, BLU
to L2, and RED to L3.
b. Wires L1, L2, and L3 should be connected respectively to terminals L1, L2, and L3 on the heater contactor and the motor
contactor.
c. Wires L1, L2, and L3 should be connected respectively to terminals X, Y, and Z in the power receptacle.
2. Disconnect the BLK wires from the phase indicator light, turn the power supply ON, and check the voltage between the two
BLK wires coming from the phase indicator module.
Voltage of approximately 120 volts ac indicates that phase indicator module is acceptable and that the light is probably
defective.
No voltage indicates that the phase indicator module is probably defective if the wiring is correct and the power supply phase
is incorrect.

PHASE CORRECTION OPTION
Phase correction is a system that automatically adjusts the phase sequence of the power supply to correspond with the wiring of
the electric motor. The main components of the system are the phase sensing module (PSM), two relays, and the two motor
contactors (MC1 and MC2). Contactor MC1 is wired to retain the phase sequence. Contactor MC2 is wired to change the phase
sequence. The phase sensing module senses the phase sequence at the heater contactor and energises the appropriate motor
contactor by energizing one of the relays.
The electric disconnect relay (EDR) is energised by the phase sensing module when ac voltage is detected on L1, L2 and L3.
When the electric relay is energised, it enables the dc segment of the unit’s electrical system.
Diagnosing the Phase Correction System

If the electric motor operates backwards (unit airflow incorrect):
Turn the electric power supply OFF. Refer to the appropriate diagnostic’s manuals and wiring/schematics diagrams.
If the electric motor does not operate at all:

1. Make sure that the unit is turned ON, the Diesel-Electric switch is in the ELECTRIC position, and that the power supply is
connected and turned ON.
2. Check for battery voltage (12 Vdc) at the terminal strip in the high voltage tray.
a. Battery voltage should be present at the 8 terminal. If not, check the 8 circuit, reset switch, control circuit breaker, On-Off
switch, 2A circuit, 2 circuit fuse link and battery.
b. Battery voltage should be present at the 8E terminal. If not, check the 8E circuit and the Diesel-Electric switch.
c. Battery voltage should be present at the 8A terminal. If not, check the EDR relay .
Typical High Voltage Tray – SL, SLe,

or SMX-II
1. Heater Contactor
2. Motor Contactor - MC1
3. Motor Contactor - MC2*
4. Phase Indicator Module;
or Phase Sensing Module (PSM)*
5. PSM Relays (2)*
6. Overload Relay
*Auto Phase Option Only

Typical High Voltage Tray — SLX, SLXe with SR-2/
SR-3 Controller
1. Overload Relay
2. Heaters Contactor *
3. Phase Selector
4. Drive Motor Contactors

DEFROST SYSTEM
Initiate a unit defrost cycle during Unit Preload Operation and during scheduled maintenance inspections to test defrost system
components. To check the defrost cycle:
1. Set the thermostat to -2 C.
2. Operate the unit on cooling to drop the evaporator coil temperature below 3 C (TG-IV), 6 C (TG-V) or 7 C (TG-VI, MT
µP-IV, µP-V, µP-VI, SR-2or SR-3).
3. Initiate a manual defrost. The unit should shift from the cooling cycle to the defrost cycle.
If the evaporator continues to cool, double check the evaporator coil temperature and refer to the Defrost Cycle Checkout
Procedure.
Check the automatic defrost timer during scheduled maintenance inspections. Refer to “Defrost Timer Checkout” in this section.
The defrost air switch setting should be checked annually. Refer to “Defrost Air Switch Checkout and Adjustment” in this
section.
Defrost Cycle
NOTE: The unit will not defrost during normal unit operation unless the evaporator temperature is below 3 C (TG-IV), 6 C
(TG-V) or 7 C (TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 or SR-3).
TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 or SR-3 NOTE: Defrost initiation and termination is controlled by the microprocessor
using an evaporator coil sensor.
Engine Operation
The Defrost cycle can be initiated by the manual defrost switch, the defrost air switch or the automatic defrost timer when the
defrost termination thermostat is closed.
The initiation of the Defrost cycle energises the defrost relay, pilot solenoid, damper solenoid (or damper motor) and defrost
indicator light.
NOTE: Units with a TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 or SR-3 controller do hot have a defrost relay. The microprocessor
controls the pilot solenoid, damper solenoid (or motor) and the defrost indicator.
The pilot solenoid allows the three-way valve to shift and divert heated refrigerant vapor to the evaporator coil, melting frost. The
damper solenoid (or damper motor) closes the damper in the discharge opening of the evaporator housing to hold the heat within
the evaporator and prevent warm air from passing over the load.
The unit will stay in Defrost until the frost has melted and the evaporator temperature rises above 9 C (TG-IV), 11 C (TG-V) or
14 C (TG-VI, MT µP-IV, µP-V, µP-VI , SR-2 or SR-3).
Electric Operation (Model 50 Unit Only)

The Defrost cycle on electric standby operation is similar to defrost on diesel operation. An optional heater contactor and electric
heater strips can be added for increased defrosting capability. The high temperature cutout (or electronic evaporator high
temperature) switch must be closed to energise the heater contactor.
Defrost Cycle Checkout Procedure

Refer to relevant Diagnostic’s manual

Defrost Components
Evaporator Coil Sensor (Units with TG-VI, MT µP-IV, µP-V, µP-VI, SR-2or SR-3)
The evaporator coil sensor is mounted in the evaporator and senses the evaporator col temperature to control defrost. If the
evaporator coil temperature is below 7 C, a Defrost cycle may be initiated by the microprocessor, air switch, or manual defrost.
Internal Defrost Timer (Units with TG-VI, MT µP-IV, µP-V, µP-VI, SR-2or SR-3)
The standard factory settings are 6 hours for in-range defrost intervals and 4 hours for pull down intervals. See the appropriate
Controller Operations and Diagnostic manual for more specific information about programmable defrost intervals.
TG-VI NOTE: The in-range defrost interval is automatically determined by the controller based on the time required to
complete the previous Defrost cycle.
NOTE: The recommended defrost interval setting is 4 hours
Temperature Compensating Thermistor

The block temperature compensating thermistor is a bolt type thermistor located in a bolt hole in the rear of the engine block.
This location is one of the bolts that holds the block temperature switch in position on the engine. It is readily identified by two
wires that appear to be coming from the center of the bolt.
Temperature Compensating Thermistor

9 Engine Maintenance
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Engine Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Oil Filter Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
TK 482, TK 486, TK 486V Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Engine Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Dry Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Cyclonic Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Antifreeze Maintenance Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
ELC (Extended Life Coolant) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Checking the Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Changing the Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Bleeding Air from the Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Engine Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
TK 482, TK 486 and TK 486V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Water in the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Single Element Fuel Filter/Water Separator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Integral Fuel Solenoid – TK 482, TK 486 and TK 486V . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Diagnosing the Integral Fuel Solenoid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Fuel Solenoid Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Injection Pump Service and Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Belt Tension Adjustment and Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
SLBelt Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
SLe, SLX, SLXe and Spectrum Belt Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Blower Belts - Upper and Lower Poly-V Groove Belt Replacement on SL Units
and Upper Belt Only on SLX, SLXe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
SLX, SLXe Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
SLX, SLXe Upper Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
SLX, SLXe Lower (engine to electric motor or Cross Shaft) Belt . . . . . . . . . . . . . . . . . . . . . 9-40
Compressor Drive Belt Replacement and Adjustment (Model 50) . . . . . . . . . . . . . . . . . . . . . 9-42
Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-48
SL, SLe 50 Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49
.......................................................................... 9-50
ENGINE LUBRICATION SYSTEM
Oil pressure is affected by oil temperature, viscosity and engine speed. Subnormal oil pressures usually may be traced to a lack
of oil, a defective oil pressure control valve, loose connection in the lubrication system or worn bearings. The use of improper
viscosity oil will also produce low oil pressure shutdowns.
Engine Oil Change

The engine oil should be changed according to the Maintenance Inspection Schedule. Drain the oil only when the engine is hot
to ensure that all the oil drains out. When changing oil, keep the unit and trailer level so all the oil can flow from the oil pan.
1. Drain out as much of the oil as possible. Most of the dirt particles are found in the last few quarts of oil that drain out.
2. Refill the pan with oil and check the dipstick level.
• TK 482, TK 486 or TK 486V Engine: Add 12.3 litres of oil.
NOTE: See Specifications chapter for unit oil capacity and correct type of oil to use.
3. Operate the unit. Then recheck the oil level. Add oil as necessary to reach the full mark.
Oil Filter Change

The oil filter should be changed when you change engine oil.
Spin-on Filter
1. Remove the filter.
2. Apply oil to rubber ring of new filter and install filter.
3. Tighten the filter by hand until the rubber ring makes contact. Then tighten 1/2 turn more.
4. Start the unit and check for leaks.
NOTE: Do not use a tool to tighten the filter.
CRANKCASE BREATHER
The crankcase breather system ducts crankcase gases formed in the crankcase directly to the intake elbow. Harmful vapours that
would otherwise collect in the crankcase and contaminate the oil or escape to the outside, are now drawn back into the engine
and burned. The breather hose should be inspected to make sure it is not plugged during scheduled maintenance inspections.
,
TK 482, TK 486, TK 486V Engines

The crankcase breather includes a baffle, screen and cover located in the rocker arm cover. The crankcase pressure should be
between 0 and 50 mm H2O. Inspect the breather assembly and hose during scheduled maintenance inspections to make sure they
are not plugged or damaged.
Crankcase Breather System – TK 482 and TK 486

Engines
1. Air Heater
2. Air Restriction Indicator
3. Intake Manifold
4. Restrictor in Breather Hose
5. Crankcase Breather
1 2
7 6 5
Crankcase Breather System – TK 486V Engine

1. Breather Hose
2. Insulation
3. Breather Cover
4. O-Ring
5. Baffle Breather
6. Baffle Plate
7. Intake Manifold
8. Restrictor Location
ENGINE AIR CLEANER
Dry Type
A dry element air cleaner filters all of the air entering the engine. Excessive restriction of the air intake system affects horsepower,
fuel consumption and engine life.
SL Units
Replace the dry type element after every 3,000 hours of operation or one year (whichever occurs first).
Engine Maintenance 9-3

Typical Dry Air Cleaner System – SL, SLX, SLXe and
Spectrum Models (TK 482 or TK 486 Engine)
1. Dry Air Cleaner with Air Cleaner Hose
2. Dry Air Cleaner with Reasonator Tube (LDB Option)
3. Air Restriction Tube

Cyclonic Air Cleaner
The Cyclonic air cleaner is a dry element air cleaner. Replace the Cyclonic air filter element at 3000 hours or 2 years, whichever
occurs first. It cannot be interchanged with air filters used on previous Thermo King trailer units, however it can be retrofit on
previous units by using the Cyclonic Air Cleaner Conversion Kit.
Cyclonic Air Cleaner Assembly
Cyclonic Air Filter Element

1. Dust Ejector Must Point Down When Installed

ENGINE COOLING SYSTEM
The engine uses a closed, circulating type, pressurised cooling system. Correct engine temperatures are controlled and maintained
by a radiator, fan and thermostat. The coolant is circulated through the system by a belt-driven centrifugal pump. The pump draws
the coolant from the side of the radiator, circulates it through the cylinder block and head, then back to the radiator. A thermostat
mounted in the water outlet from the cylinder head to the radiator automatically maintains coolant temperature within the
specified temperature range.
All water-cooled engines are shipped from the factory with a 50% permanent type antifreeze concentrate and 50% water mixture
in the engine cooling system. This provides the following:
1. Prevents freezing down to -34.0 C.
2. Retards rust and mineral scale that can cause the engine to overheat.
3. Retards corrosion (acid) that can an attack accumulator tank, water tubes, radiator and engine block plug.
4. Provides lubrication for the water pump seal.
ANTIFREEZE MAINTENANCE PROCEDURE

Regular inspection is required to verify the condition of the antifreeze. Inhibitors become worn out and must be replaced by
changing the antifreeze. Change green or blue-green engine coolant every two year.s Change ELC (red) engine coolant every 5
years or 12,000 hours (whichever occurs first). Do not mix green or blue-green engine coolant with ELC (red) engine coolant.
See “ELC (Extended Life Coolant)” on the following page for more information about ELC.
The factory recommended the use of a 50/50 antifreeze mixture in all units even if they are not exposed to freezing temperatures.
This anitfreeze mixture will provide the required corrosion protection and lubrication for the water pump.

SLX, SLXe, SL, Spectrum MODEL NOTE: The expansion tank vent tube vents air from the expansion tank to the top of the
radiator inlet tube while the cooling system is being filled. If the vent tube becomes bent, coolant can be trapped in a low spot
in the tube. This coolant can trap air in the expansion tank and make the cooling system appear to be full when it is not. The
unit will overheat if the cooling system is not full. Make sure that there are no low spots in the expansion tank vent tube
between the expansion tank and the radiator inlet tube.
Engine Cooling System – SL, SLe Models
A.>Water Pump Assembly – TK 482, TK 486 or TK

486V Engine
1. Expansion Tank
2. Coolant Level Sensor
3. Radiator Bleed Tube
4. Radiator Cap
5. Radiator
6. Overflow Hose
7. Accumulator Tank (if so equipped)
8. Vent Tube
9. Engine Thermostat Housing
10. Water Pump

Engine Cooling System - SLX, SLXe
1. Expansion Tank Cap
2. Expansion Tank
3. Coolant Level Sensor
4. Radiator
5. Engine Coolant INLET
6. Engine Coolant OUTLET
7. Vent Tube
8. Engine Thermostat Housing

ELC (Extended Life Coolant)
ELC has been phased into all trailer units equipped with TK 486, TK 482 and TK 486V. A nameplate on the coolant expansion
tank identifies units with ELC.
NOTE: The new engine coolant, Texaco Extended Life Coolant, is RED in colour instead of the current GREEN or
BLUE-GREEN coloured coolants.
The following are the Extended Life Coolants currently approved by Thermo-King for use in ELC units for five years or 12,000
hours:
• Texaco ELC #16445 (nitrite free) 100% concentrate.
• Texaco ELC #1644 premixed 50/50% concentrate.
• Havoline Dex-Cool #7994 (nitrite free) 100% concentrate, or #7997 (with nitrites) 100% concentrate.
• Havoline Dex-Cool #7995 (nitrite free) premixed 50/50% concentrate.
• Shell Dexcool #94040.
• Shell Rotella #94041.
• Havoline XLC #30379 (Europe) 100% concentrate.
• Havoline XLC #33013 (Europe) premixed 50/50% concentrate.
• Saturn/General Motors Dex-Cool.
• Caterpillar ELC.
• Detroit Diesel POWERCOOL Plus.
NOTE: NEVER add “RED” Extended life Coolants to cooling systems using “GREEN or BLUE-GREEN” coolants. NEVER
add “GREEN or BLUE-GREEN” coolants to cooling systems using “RED” Extended Life Coolants. The coolants react and
can cause gels and sludges to form. This can block the coolant galleries and lead to engine overheating.
NOTE: The use of 50/50% pre-mixed extended life coolant (ELC) is recommended to insure that de-Ionized water is being
used. If 100% full strength concentrate is used, de-ionized or distilled water is recommended over tap water to insure the
integrity of the cooling system is maintained.
ELC Nameplate – Located On Expansion Tank

ELC cannot be used in older units. The water pump seal bellows and O-rings used on older units are not compatible with ELC.
To upgrade new production engines for ELC use, all water pump seal bellows were changed from NBR to HNBR elastomer, and
the O-rings upgraded from NBR to EPDM elastomer. These changes were made as of the following engine serial numbers:
• TK 486, S/N, L16553 and after
• TK 482, S/N, A05679 and after
Units with these engine serial numbers and after can be changed over to ELC coolant. The cooling system must be flushed until
all traces of green or blue-green coolant dye are gone, and the discharge fluid (water) is clear. The system can then be filled with
extended life coolant (ELC).
Checking the Antifreeze

Check the solution concentration by using a temperature compensated antifreeze hydrometer or a refractometer designed for
testing antifreeze. Maintain a minimum of 50 percent permanent type antifreeze concentrate and 50 percent water solution to
provide protection to -34.0 C. Do not mix antifreeze stronger than 68 percent permanent type coolant concentrate and 32 percent
water for use in extreme temperatures.
Changing the Antifreeze

1. Operate the engine until it is up to operating temperature. Then stop the unit.
2. Open the engine block drain and completely drain coolant. Observe coolant colour. If the coolant is dirty, proceed with a, b,
and c. Otherwise go to step 3.
WARNING: Avoid direct contact with hot coolant.
a. Pour clear water into radiator and allow it to drain out of the block until it is clear.
b. Close the block drain and install a commercially available radiator and block flushing agent. Operate the unit in accordance
with instructions of the flushing agent manufacturer.
c. Open the engine block drain to drain water and flushing solution.
3. Pour clear water into the radiator. Allow it to drain out of the block (and accumulator) until it is clear.
4. Inspect all the hoses for deterioration and the hose clamp for tightness. Replace if necessary.
5. Loosen the water pump belt. Check the water pump bearing for looseness and retighten the belt.
6. Inspect the radiator cap. Replace the cap if the gasket shows any signs of deterioration.
7. Mix 4 litres of permanent type antifreeze and 4 litres clean water in a container to make a 50/50 mixture. (Do not add
antifreeze and then add water to the unit. This procedure may not give a true 50/50 mixture because the exact cooling system
capacity may not always be known.)
8. Close all drains and refill the radiator with the 50/50 antifreeze mixture. Make sure all air is bled from the cooling system.
Bleeding Air from the Cooling System

SLX, SLXe, SL, Spectrum
Jiggle pin thermostats are original equipment on units that have TK 482, TK 486 or TK 486V engines. Jiggle pin thermostats
make it unnecessary to bleed the air out of the engine block because they keep air from being trapped in the engine block.
Normally approximately 7.6 litres of coolant will drain from the cooling system. If only 4 litres of coolant seem to fill the cooling
system after it has been drained, air has been trapped in the block. Bleed the air out of the block using the following procedure:
CAUTION: IF YOU SUSPECT THAT AIR IS TRAPPED IN THE BLOCK, DO NOT START THE ENGINE WITHOUT
BLEEDING THE AIR OUT OF THE BLOCK.
NOTE: If an engine operates with air trapped in the block, the engine may be damaged. The high water temperature switch
may not protect an engine that has air trapped in the block.
1. Before pouring coolant into the cooling system:

• TK 482, TK 486 or TK 486V Engine: Loosen the plug on the back of the water pump.
2. Slowly pour coolant into the system until coolant comes out of the bypass hose (or plug) fitting.

3. Tighten plug on water pump (TK 482 or TK 486 engine).
4. Pour coolant into the system until it appears to be full.
5. Make sure that the amount of coolant that goes back into the system is approximately equal to the amount of coolant that was
drained from the system. (Check Specifications section for “Coolant System Capacity:” on page 3-3)
6. Start and operate the unit for a minute. Then stop the unit.
7. Check the coolant level and add coolant if necessary.
9. Repeat steps 6 and 7 until the coolant level stabilises.
Engine Thermostat
For best engine operation, always use a 82.0°C thermostat.
For TK 486V engine operation, always use a 71.0°C thermostat.
Engine Thermostat
1. Jiggle Pin
2. Install This End Toward Engine

ENGINE FUEL SYSTEM
The components of a typical fuel system include:
1. Fuel tank
2. Prefilter or fuel strainer
3. Fuel filter (or Primary and Secondary Fuel Filters)
4. Water separator
5. Hand fuel pump
6. Transfer pump (or electric fuel pump)
7. Injection pump
8. Injection nozzles
The hand fuel pump is used to manually draw fuel from the tank up to the transfer pump if the unit should run out of fuel. Fuel
is drawn from the fuel tank through the prefilter by the transfer pump (or electric fuel pump). The transfer pump (or electric fuel
pump) delivers fuel to the water separator and fuel filter. Filtered fuel passes through a line from the outlet fitting on the filter
base to the injection pump.

TK 482, TK 486 and TK 486V
TK 482 and TK 486, direct injection diesel engines use an in-line injection pump. TK 486V injection diesel engines use an
mono-plunger and distributor injection pump. The mono-plunger and distributor injection pump uses a higher injection pressure
than the in-line injection pump. The higher injection pressure atomizes the fuel more efficiently, which reduces the emissions.
TK 486 Engine
1. In-Line Injection Pump
TK 486V Engine
1. Mono- Plunger and Distributor Injection Pump
The injection pump camshaft is driven at one end by the engine timing gears. The cam lobes actuate the plungers, forcing fuel
through the injection nozzles. A governor assembly is connected to the other end of the injection pump camshaft. The governor
meters the amount of fuel delivered to the injection nozzles by controlling the position of the plungers.

Maintenance
The fuel system is relatively trouble-free and if correctly maintained will usually not require major service repairs between engine
overhauls.
Contamination is the most common cause of fuel system problems. Therefore, to ensure best operating results, the fuel must be
clean and fuel tanks must be free of contaminants. Change the fuel filters regularly. On TK 482, TK 486 and TK 486V engines,
clean the fuel strainer on the inlet side of the transfer pump at each injection.
NOTE: The injection nozzles should be tested every 9,000 when only clean fuel is used and the fuel system is maintained
according to the Maintenance Inspection Schedule. Refer to the appropriate Engine Overhaul Manual for injection nozzle
testing and repair.
NOTE: Use only diesel fuel that conforms to EN590 standard.
Whenever the fuel system is opened, take the following precautions to prevent dirt from entering the system:
• Cap all fuel lines.
• Work in a relatively clean area whenever possible.
• Complete the work in the shortest possible time.
Any major injection pump or nozzle repairs should be done by a quality diesel injection service shop. The necessary service
equipment and facilities are not found in most engine rebuild shops because of the large investment required.
The following procedures can be done under field conditions:
• Bleeding air from the fuel system
• Fuel tank and filter system maintenance.
• Prime pump (hand) replacement or repair ( TK 482, TK 486 and TK 486V engines)*
• Transfer pump replacement or repair ( TK 482, TK 486 and TK 486V engines)*
• Injection line replacement*
• Pump and governor adjustments ( TK 482, TK 486 and TK 486V engines)*
• Pump timing
• Nozzle spray pattern testing and adjustment*
• Minor rebuilding of nozzles*
*TK 482, TK 486 and TK 486V Overhaul Manual TK 8312.
Bleeding the Fuel System

The fuel system must have the air bled out if the fuel tank becomes empty, if repairs are made to the fuel system, or if air gets
into the system for any other reason.
NOTE: MAKE SURE to keep the fuel tank vent open. If the vent becomes clogged, a partial vacuum develops in the tank. This
increases the tendency for air to enter the system.
TK482, TK486 and TK 486V Engines

1. Loosen the bleed screw at the injection pump about one turn.
2. Unscrew the hand pump handle and manually prime the fuel system until air bubbles are no longer visible in the fuel coming
out of the bleed screw.
3. Tighten the bleed screw and screw the hand pump handle back in.
4. TK 482, TK 486 and TK 486V Only:
a. Loosen the injection lines at the injection nozzles.
b. Crank the engine until fuel appears at the nozzles.
c. Tighten the injection line.
5. Start the engine and observe engine operation for a few minutes. If the engine fails to start, or starts but stops in a few minutes,
repeat the procedure

1
TK 486 - Injection Pump

1. Bleed Screw
2. Priming Pump
TK 486V - Injection Pump

1. Bleed Screw
2. Priming Pump
Water in the Fuel System

Water in the fuel system can damage the injection pump, nozzles and prechambers. This damage will subsequently cause more
expensive damage to the engine. A large accumulation of water in the bottom of the fuel tank will stop a diesel engine. Water
should be drained off during scheduled maintenance inspections. Let the tank set idle for an hour before removing the drain plug
from fuel tank. Let water and fuel drain into a container until only fuel is draining from tank. Replace drain plug. DO NOT steam
clean fuel tank caps.
NOTE: Some fuel tanks have a check valve in the drain plug fitting. Push the check valve open with a small screw driver to
drain water and fuel.

Single Element Fuel Filter/Water Separator Replacement
3
4
7 5
TK 486 and 486V – Engine Fuel System

1. Relief Valve (Keeps air from entering fuel system when
engine is not running.)
2. Filter Head
3. Bleed Screw
4. Mono-Plunger and Distributor Injection Pump
5. Fuel Transfer Pump
6. Priming Pump
7. Fuel Filter/Water Separator
A single element fuel filter/water separator is used on all engines. Two orifices in the filter head control the pressure in the fuel
system by allowing a certain amount of fuel to return to the tank. One orifice is located in the center of the filter head bleeds off
water and returns it to the fuel tank. The other orifice is located off-center on the filter head and bleeds off air. Replace the single
element fuel/water separator filter every 3,000 hours.
1. Unscrew the filter using a strap wrench. Drain filter and properly dispose of fuel and filter.
2. Fill the new filter with clean fuel through one of the small openings in the top of the filter body. Do not use the center hole to
add fuel to the filter or unfiltered fuel may reach the injection pump. Filling the filter with fuel purges air from the filter.
3. Clean the filter head seal surface. Lubricate filter seal with clean fuel.
4. Install and tighten the filter until it is hand-tight. Then tighten 1/4 turn more using a strap wrench.
Typical Fuel Tank

1. Drain Plug

TK 482, TK 486 and TK 486V Engines
NOTE: Use the Service Test mode to operate units with a TG-VI, MT µP-IV, µP-V, µP-VI, SR-2 or SR-3 controller. See the
appropriate Controller Operation and Diagnosis manual for instructions.
High Speed
1. Start the unit and check the high speed rpm.
2. Shut the unit off.
3. Remove the ball joint from the eye bolt in the high speed solenoid.
4. Remove the boot from the high speed solenoid.
5. Pull the plunger out of the solenoid enough to loosen the jam nut. An Allen wrench placed in the hex opening in the face of
the plunger will keep the plunger from turning. Turn the plunger eye bolt clockwise to increase the speed and counter
clockwise to decrease the speed.
6. Replace the ball joint, start the unit and check the speed. When the speed is correct, tighten the jam nut and replace the
solenoid boot.
High Speed Adjustment – TK 482, TK 486 and TK

486V Engines
1. Throttle Solenoid
2. Solenoid Boot
3. Ball Joint
4. Control Rod
5. Low Speed Adjustment Screw
NOTE: If the correct speed cannot be set close enough with half turns of the eye bolt, use the Allen wrench to turn the
plunger in smaller increments.
Low Speed
1. Loosen the jam nut on the low speed adjustment screw.
2. Operate the unit in low speed. Adjust the screw to obtain the correct speed.
3. Tighten the jam nut and recheck the speed.
Integral Fuel Solenoid – TK 482, TK 486 and TK 486V

The fuel solenoid contains 2 coils: the pull-in coil, and the hold-in coil. The pull-in coil draws approximately 35 to 45 amperes
at 12 volts. The hold-in coil draws approximately 1 ampere at 12 volts. The pull-in coil must be energised to move the injection
pump governor linkage to the fuel on position. Once the governor linkage is in the fuel on position, the hold-in coil will keep the
linkage in the fuel on position until the 8D circuit is de-energised. The pull-in coil must be de-energised after a few seconds to
keep it from being damaged.
TK 482, TK 486 or TK 486V Engine: A fuel solenoid timer printed circuit board contains the timer and relay that control the
pull-in coil in the fuel solenoid. Refer to a parts manual for the correct printed circuit board for your unit.

NOTE: Models SL-400, SL-400e, SLX and SLXe units do not have a fuel solenoid timer printed circuit board. The µP-VI
controller and standard relay board control the pull-in coil in the fuel solenoid.
NOTE: On units with a TK482, TK 486 or TK 486V engine, the unit may be restarted immediately.
Diagnosing the Integral Fuel Solenoid System

NOTE: The fuel solenoid pull-in coil may require 35 to 45 amperes to pull the solenoid plunger in. The unit’s battery must be
in good condition. If the battery has enough power to crank the engine over, it has enough power to energise the fuel solenoid
pull-in coil.
If you suspect that the engine does not operate because the fuel solenoid is not operating correctly, use the following procedure:
1. Disconnect wire 8S from the starter solenoid.
2. Disconnect the fuel solenoid wire connector from the main wire harness.
NOTE: For SL-400, SL-400e and all SLX/SLXe modeks, refer to the relevant operation and diagnostic’s manual.
Simplified Schematic of Integral Fuel Solenoid System

– TK 482, TK 486 and TK 486V Engines
1. Fuel Solenoid Relay Contacts
2. Fuel Solenoid Pull-in Coil
3. Fuel Solenoid Hold-in Coil
4. Fuel Solenoid Relay Coil
5. Fuel Solenoid Timer (not used with µP-VI controller)

3. Adjust the following unit switches if they are provided on your unit:
• Place the Diesel-Electric switch in the DIESEL position.
• Place the Cycle-Sentry switch in the CONTINUOUS RUN position.
• Place On-Off switch(es) in the ON position.
4. Check the voltage on 8D circuit in the main wire harness connector for the fuel solenoid. Refer to the illustrations on the
previous page to identify the pins in the wire harness and fuel solenoid connectors.
a. If battery voltage is not present on the 8D circuit, check the 8D circuit and related components for a fault.
b. If battery voltage is present on the 8D circuit, go to step 6.
5. Check CH circuit in the main wire harness at the fuel solenoid connector for continuity to a good chassis ground.
a. If there is no continuity between CH circuit and a good chassis ground, check the CH wire for an open circuit.
b. If there is continuity between CH circuit and a good chassis ground, go to step 7.
6. Place a jumper wire between the CH circuit in the connector on the fuel solenoid and a good chassis ground.
Integral Fuel Solenoid Harness Connections – TK 482,

TK 486 and TK 486V Engines
1. Pin B: White (8DP) Wire
2. Pin A: Red (8D) Wire
3. Pin C: Black (CH) Wire
4. Fuel Solenoid and Connector
5. Main Wire Harness Connector and Pins:
Pin A = 8D
Pin B = 8DP
Pin C = CH

7. Test the pull-in coil by momentarily placing a jumper between the 8DP circuit pin in the connector on the fuel solenoid and
terminal 2 at the fuse link. The fuel solenoid should make a definite click when the pull-in coil is energised and should click
again when the pull-in coil is de-energised.
NOTE: The pull-in coil may draw 35 to 45 amperes so do not leave the jumper connected to pin 8DP for more than a few
seconds.
a. If the pull-in coil does not energise, check the resistance of the pull-in coil by placing an ohmmeter between 8DP circuit
and the CH circuit in the connector on the fuel solenoid. The resistance of the pull-in coil should be 0.2 to 0.3 ohms. If the
resistance of the pull-in coil is not in this range, replace the fuel solenoid.
NOTE: If the pull-in coil fails, make sure to replace the fuel solenoid relay with the correct relay (Potter-Brumfield relay P/N
44-9111 on older models). Refer to unit parts manual.
b. If the pull-in coil does energise, go to step 9.

8. Test the hold-in coil.
a. Energise the hold-in coil by placing a jumper between the 8D circuit in the connector to the fuel solenoid and terminal 2 at
the fuse link.
b. Momentarily energise the pull-in coil by placing a jumper between the 8DP circuit in the connector to the fuel solenoid and
terminal 2 at the fuse link. The fuel solenoid should make a definite click when the pull-in coil is energised, but should not
click when the pull-in coil is de-energised.
Relay Socket Terminal Identification – Engines with

Integral Fuel Solenoid
1. 87 Terminal/8DP Wire
2. 85 Terminal/8D Wire
3. 86 Terminal/8DC Wire
4. 30 Terminal/2A or 2B Wire
c. De-energise the hold-in coil by removing the jumper from the 8D circuit and terminal 2. The fuel solenoid should make a
definite click when the hold-in coil is de-energised.
d. If the hold-in coil does not function properly, check the resistance of the hold-in coil by placing an ohmmeter between the
8D circuit and the CH circuit in the connector to the fuel solenoid. The resistance of the hold-in coil should be 24 to 29
ohms. If the resistance of the hold-in coil is not in this range, replace the fuel solenoid.
e. If the hold-in coil does function properly, go to step 10.
9. Reconnect the main wire harness connector to the fuel solenoid connector.
10. Remove the fuel solenoid relay from its socket and make sure the unit On-Off switch is in the ON position.
11. Check the voltage on the 8D circuit at terminal 85 in the fuel solenoid relay socket.
a. If battery voltage is not present on the 8D circuit, check the 8D circuit and related components for a fault.
b. If battery voltage is present on the 8D circuit, go to step 13.

Integral Fuel Solenoid Components
1. Integral Fuel Solenoid
2. O-ring
3. Fuel Injection Pump Groove

12. Check the voltage on the 2A or 2B circuit at terminal 30 in the fuel solenoid relay socket.
a. If battery voltage is not present on the 2A or 2B circuit, check circuit 2A or 2B for an open or a short.
b. If battery voltage is present on circuit 2A or 2B, go to step 14.
13. Test the relay.
a. Use a jumper to connect the 85 terminal on the relay to terminal 2 at the fuse link.
b. Use another jumper to connect the 86 terminal on the relay to a CH circuit.
c. If the relay does not energise, it is defective. Replace the relay.
d. If the fuel solenoid does energise, the timer is defective. Replace the fuel solenoid timer PC board on a TK 482, TK 486 or
TK 486V engine.
14. Turn the unit OFF.
Fuel Solenoid Replacement

1. Disconnect the fuel solenoid wire connector and remove the old fuel solenoid.
2. Connect the main harness connector to the new fuel solenoid.
3. Adjust the following unit switches if they are provided on your unit:
• Place the Diesel-Electric switch in the DIESEL position.
• Place the Cycle-Sentry switch in the CONTINUOUS RUN position.
• Place On-Off switch(es) in the ON position to energise the fuel solenoid.
NOTE: The fuel solenoid must be energised when it is being installed. If it is not, the plunger and the linkage may not line up
correctly. Then the fuel solenoid will not function properly.
4. Place the O-ring in the groove in the end of the fuel injection pump. Make sure that the O-ring is positioned correctly during
installation to avoid damage and leaks.
5. Install the new fuel solenoid.
6. Turn the unit OFF.
INJECTION PUMP SERVICE AND TIMING
Injection Pump Installation & Timing

1. Remove the rocker arm cover and rotate the engine in the direction of rotation, clockwise from the front. Rotate the engine
until both push rods on the No. 1 cylinder are loose and the injection timing mark on the flywheel lines up with the pointer in
the bell housing.
An alternative method is to remove both access covers from the timing gear cover. Then rotate the engine in the direction of
rotation until the “O” on the cam gear lines up with the pointer in the cam gear access hole. The injection timing mark should
now line up with the pointer in the bell housing.
NOTE: The injection timing mark is a line scribed in the flywheel approximately 35 mm from the TC mark. The injection
timing mark has no identification markings.
The engine now has the No. 1 cylinder at the fuel injection mark of its compression stroke.
2. Before installing the pump, rotate the gear until the “O” marked on the gear is approximately in the 10 o’clock position as
you face the gear end of the pump.
3. Remove the access cover from the timing gear cover.
4. Install the pump in the engine, lining up the “O” with the timing mark cast into the access hole
5. Install and torque the injection pump mounting bolts.
6. Remove the 8 mm bolt located at the back of the injection pump in the middle of the injection lines. Install the special dial
indicator, P/N 204-589 in its place. Make sure the adapter bottoms out tightly on the pump housing. Insert the dial indicator
into the adapter until the dial indicator contacts the pump plunger. Preload the dial indicator at least 2.0 mm and lock the dial
indicator in place by tightening the locking collar.
7. Rotate the engine backwards, counter clockwise from the front, to approximately 89 mm from the TC mark on the flywheel.
8. Adjust the dial indicator to zero. The pump plunger should be at the bottom of its stroke. To check this, rotate the engine back
and forth no more than 13 mm. The dial indicator should stay at zero.

9. Rotate the engine forward, clockwise from the front, to the injection timing mark.
NOTE: The injection timing mark is a line scribed in the flywheel approximately 35 mm from the TC mark. The injection
timing mark has no identification markings.
10. The dial indicator should now show the pump plunger is at 0.5 mm from the bottom of its stroke and ready to inject fuel.
11. If the timing position is not correct, loosen the 3 (or 2) bolts on the front flange of the pump.
12. If the dial indicator shows a figure larger than 0.5 mm, rotate the top of the pump away from the engine until the dial indicator
reads the correct value. A figure less than 0.5 mm requires the pump be turned in towards the engine until the correct value
is reached. Tighten the three bolts and lock the pump in position.
13. Perform a final check by turning the engine backwards, counter clockwise from the front, beyond the injection timing mark
and then clockwise back to the injection timing mark. The dial indicator should now read 0.5 mm. Slight adjustments may be
necessary.
14. Remove the dial indicator and replace the 8 mm timing bolt.
Align Timing Marks – TK 482 and TK 486 Engines

1. Number One Cylinder
2. Timing Mark Access Hole

NOTE: The procedure outlined will assume the pump is being removed and replaced on the engine. If the pump has not been
removed, only the last portion of the procedure is used for timing.
Injection Pump Removal

1. Remove the fuel injection lines. Cover all injection lines and fuel lines with plastic covers or tape. The smallest amount of
dirt can damage the fuel system.
2. Remove the oil line that goes from the cylinder block to the injection pump and the timing gear cover.
3. Remove the fuel transfer pump from the timing gear cover.
4. Remove the front crankshaft bolt.
5. Remove the crankshaft pulley by using a suitable puller.
6. Remove the timing gear cover and sound shield.
7. Remove the injection pump gear nut and lock washer.
8. Remove the injection pump gear by using a suitable puller.
9. Note the position index marks on the edge of the injection pump.
10. Remove the injection pump from the timing gear housing.
Injection Pump Installation

1. Install the injection pump, align the index marks and tighten the mounting nuts.
2. Place the engine at top dead center of the compression stroke for the number one cylinder. This positions the camshaft gear
and the crankshaft gear as shown in the “Align Timing Marks” illustration.
Injection Pump – TK 482 and TK 486 Engines

1. Delivery Valve Holder
2. Index Mark Location

3. Remove the idler shaft and idler gear.
4. Install the injection pump gear, lock washer and mounting nut. Make sure the key is aligned properly. Torque the mounting
nut to 60 to 68 Nm.
5. Turn the injection pump gear to the position shown in the “Align Timing Marks” illustration.
6. Install the idler gear and the idler shaft and align the timing marks as shown in the “Align Timing Marks” illustration. The A
mark on the idler gear should line up with the A mark on the crankshaft gear. The B mark on the idler gear should line up with
the B mark on the injection pump gear. The C mark on the idler gear should line up with the C mark on the camshaft gear.
7. Install the timing gear cover and sound shield. Tighten the mounting bolts.
8. Install the crankshaft pulley and align it with the dowel pin in the crankshaft gear. Torque the mounting bolt to 113 to 123 Nm.
9. Install the oil line that goes from the cylinder block to the injection pump and the timing gear cover.
10. Remove the fuel transfer pump in the timing gear cover.
11. Connect the fuel lines and injection lines to the injection pump.
12. Bleed the air from the fuel system.
13. Check the injection pump timing.
Align Timing Marks – TK 482, TK 486 and TK 486V

Engines
1. Injection Pump Gear
2. Idler Gear
3. Camshaft Gear
4. Crankshaft Gear
5. Oil Pump Gear

Injection Pump Timing (except TK 486V Engine)
This timing procedure requires fuel pressure at the injection pump inlet. This can be accomplished by pumping the priming pump
by hand, or by using an electric fuel pump to supply fuel to the fuel pump inlet.
1. Place the On-Off switch in the OFF position.
2. Remove the round cover (plug) from the timing mark access hole on the front of the bell housing. The index marks on either
side of this hole and the timing marks on the flywheel are used to check the injection pump timing.
WARNING: Loosen all of the injection lines at the injection nozzles to prevent the possibility of the engine firing while it is
being rotated.
3. Remove the injection line for the number one cylinder from the injection nozzle and from the delivery valve on the injection
pump.
NOTE: The number one cylinder is the cylinder at the flywheel end of the engine.
Top Dead Center Marks – TK 482 and TK 486

Engines
1. Index Mark
2. Top Dead Center Mark for Cylinders 1 and 4
Timing Mark Alignment – TK 482 and TK 486

Engines
1. Position Timing Mark in Bottom of Access Hole
2. Correct Timing Mark Alignment as Fuel Rises in Delivery
Valve Holder
3. Injection Timing Mark

4. Remove the rocker arm cover.
5. Place the engine at top dead center of the compression stroke for the number one cylinder.
e. Rotate the engine in the normal direction of rotation (clockwise viewed from the water pump end) until the 1-4 timing mark
on the flywheel lines up with the index mark in the timing mark access hole.
f. Check the rocker arms on the number one cylinder to see if they are loose.
g. If the rocker arms are loose, the engine is at top dead center of the compression stroke for the number one cylinder.
h. If the rocker arms are tight, the engine is at top dead center of the exhaust stroke for the number one cylinder. Rotate the
engine 360 degrees to place the engine at top dead center of the compression stroke for the number one cylinder.
6. Energise the fuel solenoid:
a. Disconnect the 8S wire from the starter solenoid to prevent the Cycle-Sentry system from cranking the engine. Then place
the On-Off switch in the ON position.
NOTE: Disconnect the 8S wire from the starter solenoid to prevent the engine from cranking. Otherwise, units with
Cycle-Sentry or MT µP-IV, µP-V, µP-VI, SR-2 and SR-3 controllers may start at any time when the unit On/Off switch is ON.
b. If the engine is not in the unit, use jumper wires to energise the fuel solenoid at the three pin fuel solenoid connector. Place
a jumper between the black wire (CH wire, pin C) and the negative terminal of a 12 Vdc power source. Place a jumper
between the red wire (8D wire, pin A) and the positive terminal of a 12 Vdc power source. Then momentarily place a jumper
between the white wire (8DP wire, pin B) and the positive terminal of a 12 Vdc power source.
CAUTION: Do not leave the jumper on the white wire (8DP wire, pin B) more than a few seconds or the fuel solenoid will be
damaged.
7. Rotate the engine backwards (counter clockwise viewed from the water pump end) until the injection timing mark is
positioned in the bottom of the timing mark access hole. The injection timing mark is a horizontal line stamped on the flywheel
approximately 30 mm (1.2 in.) before the top dead center mark.
8. Pump the priming pump by hand a few times, or energise the electric fuel pump if an electric fuel is being used.
9. Use a clean towel to remove the fuel from the top end of the delivery valve holder.
10. Slowly turn the engine in the normal direction of rotation until you see the fuel rise in the end of the delivery valve holder.
Stop as soon as you see the fuel rise.
11. Check position of the timing marks. The injection timing mark on the flywheel should be aligned with the index mark on the
side of the timing mark access hole. Repeat steps 8 and 12 to recheck the timing.
12. If the timing is off by more than 1 degree (2.5 mm), loosen the mounting nuts on the studs that fasten the injection pump to
the engine and rotate the injection pump to change the timing.
a. Pull the top of the injection pump away from the engine to advance the timing.
b. Push the top of the injection pump toward the engine to retard the timing.
13. Tighten the injection pump mounting nuts and recheck the timing. Repeat steps 8 through 14 until the timing is correct.
14. Install the cover in the timing mark access hole, install the injection line for the number one cylinder, install the rocker arm
cover, and tighten the other injection lines when finished with the procedure.
Injection Pump Timing (TK 486V Engine)

Use this timing procedure when installing a new injection pump on TK 486V engine. It is not necessaery to use this procedure
when removing or reinstalling the original injection pump. In that case, align the index marks on the injection pump and the gear
case as they were before removing the injection pump.
1. Before removing old injection pump, note the alignment of the index marks on the injection pump and the gear case. The
index mark on the injection pump is usually aligned with the indexmark on the gear case. If not, make a mark on gear case in
line with the index mark on the injection pump.

1
Index Marks Location – TK 486V Engines

1. Index Marks
2. Clean the area with brake cleaner or something similar. Place an injection angle sticker on the gear case so the center line on
the sticker is aligned with the index mark on the injection pump. An injection angle sticker is provided with the new injection
pump.
3. Remove the old injection pump. Use the injection pump gear tool P/N 204-1011 to remove injection pump gear without
removing timing gear cover.
NOTE: Remove the injection pump gear by removing the nut and lock washer that secure the injection pump gear assembly
to the injection pump shaft. The injection pump gear assembly is made of three pieces; the flange, the gear, and the transfer
pump cam. Do not loosen or remove the four bolts that fasten the gear to the flange because that changes factory-set timing
and the EPA certification would void.
4. Record the injection angle marked on the old injection pump. The injection angle mark is located on the side of the pump
facing the engine. The injection angle mark on the pump does not use a decimal point. Add a decimal point before the last
digit of the injection angle mark. (sample: number 67 equals an injection angle of 6.7 degrees.
5. Record the injection angle marked on the side of the new injection pump.
6. Calculate the injection angle difference by subtracting the injection angle of the old from the new injection pump.
Examples
Injection Angle of New Injection
Pump (Degrees) 8.5 6.1
- Injection Angle of Old Injection
Pump (Degrees) -6.7 -6.7
= Injection Angle Difference
(Degrees) =+1.8 =-0.6
7. Install the new injection pump on the gear case and position it so the index mark on the injection pump is aligned with the
mark equal to the injection angle difference on the injection angle sticker. Tighten the injection pump mounting nuts when
the index mark is aligned as necessary with the injection angle sticker.
8. Install the injection pump gear, lock washer, and nut. torque the nut to 78 to 88 Nm.
NOTE: If the timing gear cover was removed to remove the injection pump gear, make sure the timing marks on the timing
gears are aligned. It helps to install the idler gear last when aligning the timing marks.

1. Remove the rocker arm cover.
2. Remove the round cover (plug) from the timing mark access hole on the front of the bell housing.
CAUTION: Loosen all of the injection lines at the injection nozzles to prevent the possibility of the engine firing while it is
being rotated.
3. Place the engine at top dead center of the compression stroke for the number one cylinder.
a. Rotate the engine in the normal direction of rotation (clockwise viewed from the water pump end). Rotate the engine until
the 1-4 timing mark on the flywheel lines up with the index mark in access hole.
b. Check the rocker arms on the number one cylinder.
c. If the rocker arms are loose, the engine is at top dead center of the compression stroke for the number one cylinder.
d. If the rocker arms are tight, the engine is at top dead center of the exhaust stroke for the number one cylinder. Rotate the
engine 360 degrees to place the engine at top dead center of the compression stroke for the number one cylinder.
4. Check the valve clearance of both valves for the number one cylinder with a feeler gauge. The clearance for both the intake
and exhaust valve should be 0.15 to 0.25 mm.
NOTE: Check to make sure that the valve stem cap is in good condition and is positioned squarely on the top of the valve stem.
Replace the valve stem cap if it shows significant wear.
5. Loosen the lock nut and adjust the valves as required by turning the adjustment screw.
6. Hold the adjustment screw while tightening the lock nut.
7. Recheck the valve clearance.
8. Place the engine at top dead center of the compression stroke for the number three cylinder.
a. Rotate the engine again in the normal direction of rotation until the 2-3 timing mark on the flywheel lines up with the index
mark in the access hole.
b. Check the rocker arms on the number three cylinder.
c. If the rocker arms are loose, the engine is at top dead center of the compression stroke for the number three cylinder.
d. If the rocker arms are tight, the engine is at top dead center of the exhaust stroke for the number three cylinder. Rotate the
engine 360 degrees to place the engine at top dead center of the compression stroke for the number three cylinder.
9. Check and adjust both valves for the number three cylinder.
Timing Marks – TK 482, TK 486 and TK 486V

Engines
1. Timing Mark

10. Place the engine at top dead center of the compression stroke for the number four cylinder.
b. Check the rocker arms on the number four cylinder.
c. If the rocker arms are loose, the engine is at top dead center of the compression stroke for the number four cylinder.
d. If the rocker arms are tight, the engine is at top dead center of the exhaust stroke for the number four cylinder. Rotate the
engine 360 degrees to place the engine at top dead center of the compression stroke for the number four cylinder.
11. Check and adjust both valves for the number four cylinder.
12. Place the engine at top dead center of the compression stroke for the number two cylinder.
b. Check the rocker arms on the number two cylinder.
c. If the rocker arms are loose, the engine is at top dead center of the compression stroke for the number two cylinder.
d. If the rocker arms are tight, the engine is at top dead center of the exhaust stroke for the number two cylinder. Rotate the
engine 360 degrees to place the engine at top dead center of the compression stroke for the number two cylinder.
13. Check and adjust both valves for the number two cylinder.
14. Replace the rocker arm cover and the timing mark access hole cover. Tighten the fuel injection lines when finished.
Valve Adjustments – All Engines

BELT TENSION ADJUSTMENT AND BELT REPLACEMENT
NOTE: Belt tension specifications are measured using Thermo King belt gauge tool, P/N 204-427 or 204-1903.
Belts should be regularly inspected during unit pre-trip for wear, scuffing or cracking and correct tension.
Correct belt tension is critical for correct unit operation. Belts that are too loose will slip, squeal or whip causing excessive
vibration levels and poor unit performance. Belts that are too tight will put too much strain on the belt fibres and bearings, causing
premature belt and bearing failures.
New belts should be tensioned cold and re-tensioned cold after 10 hours of unit operation.
NOTE: DO NOT attempt to remove or install belts without loosening adjustments. Belts that are installed by prying will fail
prematurely due to internal cord damage.
WARNING: DO NOT jump belts on by cranking the engine. Personal injury may result.
WARNING: DO NOT attempt to adjust belts with the unit operating.
WARNING: CYCLE-SENTRY Equipped Units with the CYCLE-SENTRY switch in the CYCLE position and unit On/Off
switch in ON position, the unit may start operation at any time without prior warning. Switch unit On/Off switch to OFF
position before performing maintenance or repair procedures.

SL Belt Adjustments
WARNING: DO NOT attempt to adjust belts with the unit operating.
Alternator Belt Replacement and Adjustment

The alternator belt tension should read 30 on the belt tension gauge. When replacing or adjusting the fan belts, adjust the alternator
belt tension last.
1. Loosen the alternator pivot bolt and the lower adjusting arm bolt.
2. Remove, replace or reinstall the alternator belt.
3. Move the alternator on adjusting arm slot to obtain a reading of 30 on the belt tension gauge.
4. Tighten the adjusting arm bolt and the alternator pivot bolt.
Water Pump Belt Replacement and Adjustment

The water pump belt tension should read 35 on the belt gauge.
NOTE: On model 30 units, the lower fan belt must be removed to remove the water pump belt.
SL:
1. Remove the bolts on the water pump pulley.
2. Remove the pulley sliding section and remove the belt.
3. Install new belt on the stationary pulley.
4. Replace the sliding pulley section on the pulley. Add or remove shims to adjust the belt tension.
5. Tighten the mounting bolts on the water pump pulley. The belt tension should read 35 on the belt gauge

Upper and Lower Fan Belt Replacement and Adjustment
NOTE: Do not remove or install the belts without loosening the components correctly. Belts that are installed by prying them
over the pulleys are likely to fail.
NOTE: The alternator belt must be removed to remove the upper belt.
1. Loosen the alternator adjustment arm bolts and the alternator pivot bolt. Remove the alternator belt.
2. Loosen the jackshaft adjustment arm bolts and the jackshaft angle pivot bolts.
3. Push on the jackshaft adjustment arm and move the jackshaft toward the back of the unit as far as it will go.
4. Loosen the two bolts that fasten the jackshaft to the jackshaft angle until the threaded ends of these bolts are flush with the
nuts welded on the jackshaft angle. These bolts must be loosened so the jackshaft can be moved enough to remove the belts.
5. Loosen the idler and move it toward the front of the unit as far as possible.
6. Remove the lower belt from the jackshaft pulley, the idler pulleys (if equipped) and from the engine (or electric motor) pulley.
7. Remove the upper belt from the jackshaft pulley, the idler, and the blower pulley.
Belt Arrangement – SL 30 Models

1. Jackshaft Adjustment Arm 8. Lower Fan Belt
2. Jackshaft 9. Water Pump Belt
3. Upper Fan Belt 10. Water Pump Pulley, Adjustable
4. Alternator Belt
5. Alternator Adjustment Arm and Mounting Bracket
6. Idler Pulleys and Tension Bracket (3/99 and After)
7. Idler Pulleys and Tension Bracket (Before 3/99)

8. Place the upper belt in the blower pulley, the idler, and the jackshaft pulley. Check the upper belt alignment in the idler. Belt
center must align with the idler groove center. Align by adjusting the idler pulley between the support brackets.
9. Place the lower belt in the engine (or electric motor) pulley, the idler pulleys (if equipped) and in the jackshaft pulley.
10. Check the lower belt alignment in the idler pulleys (if equipped). Belt center must align with idler groove center. Align by
installing spacer washer between mounting plate and idler pulley assembly. Correct alignment should require:
• Model 30 units (3/99 and After): 1 washer, 12.7 mm thick with 56 mm O.D. on rear idler; and 1 washer, 9.5 mm thick with
56 mm O.D. on front idler.
• Model 50 units (3/99 and After): 1 washer, 4.8 mm thick with 56 mm O.D. on rear idler; and no washer at the front idler.
• Use additional washers if required for correct belt alignment.
11. Tighten the bolts that fasten the jackshaft to the jackshaft angle.
12. Move the idler toward the back of the unit until any slack is taken out of both the upper and lower belts. Tighten the idler in
this position.
13. Pull on the jackshaft adjustment arm. Move the jackshaft towards the front of the unit and allow the jackshaft to rotate on the
jackshaft angle pivot bolts until both the upper belt reads 75 and the lower belt reads 80 (85 on TCI model with 120 ampere
alternator) on the belt tension gauge.
14. Tighten the jackshaft in this position. Make sure to tighten all of the jackshaft adjustment arm bolts and the jackshaft angle
pivot bolts.
15. Install and adjust the alternator belt.
Belt Arrangement – SL 50 Models

1. Jackshaft Adjustment Arm 8. Lower Fan Belt
2. Jackshaft 9. Water Pump Belt
3. Upper Fan Belt 10. Water Pump Pulley, Adjustable
4. Alternator Belt 11. Compressor Drive Belts
5. Alternator Adjustment Arm and Mounting Bracket
6. Idler Pulleys and Tension Bracket (3/99 and After)
7. Idler Pulleys and Tension Bracket (Before 3/99)

Compressor Drive Belt Replacement and Adjustment (Model 50)
Removal:
1. Loosen the six (three on each end) mounting bolts on the electric motor.
2. Insert a pry bar into the access hole in the unit frame and pry the electric motor upward to remove the tension from the
compressor drive belts.
3. Remove the compressor drive belts from the pulley on the electric motor shaft, and remove the pry bar.
4. Support the compressor and unbolt the compressor from the bell housing (leave the refrigeration lines connected).
5. Slide the compressor assembly away from the flywheel housing.
6. Remove the belts through the gap between the clutch and the flywheel.
Installation:
1. Install the belts on the clutch pulley through the gap between the clutch and the flywheel.
2. Place the compressor in position and install the mounting bolts.
3. Insert a pry bar into the access hole in the unit frame and pry the electric motor upward.
4. Place the compressor drive belts on the pulley on the electric motor shaft.
Compressor Drive Belt Adjustment:
The compressor drive belts should read 80 on the belt gauge.
1. Loosen the six (three each end) mounting bolts on the electric motor.
2. Pry the electric motor down to apply tension to compressor drive belts. Tighten two of the mounting bolts (one on each end).
Check the belt tension with the belt gauge.
3. When the belt tension is correct, tighten the remaining mounting bolts on the electric motor.
4. Adjusting the compressor drive belts may change the tension of the lower fan belt. Check the lower fan belt tension and adjust
it if necessary.

SLe, SLX, SLXe and Spectrum Belt Adjustments
SLe, SLX, SLXe and Spectrum units have an automatic tensioning polygroove belt system driving the condenser and evaporator
fanshaft. The lower polygroove belt runs from the engine or electric motor to the intermediate jackshaft. The upper polygroove
belt runs from the intermediate jackshaft to the fanshaft and includes the drive for the alternator.
Water Pump Belt Replacement and Adjustment

The water pump belt tension should read 35 on the belt gauge. Thermo King Belt Gauge Tool P/N 204-427
NOTE: On model 30 units, the lower fan belt must be removed to remove the water pump belt. (SLe and Spectrum SL units
only)
1. Remove the bolts on the water pump pulley. Refer to “Belt Arrangement – SL 30 Models”, or “Belt Arrangement – SL 50
Models” for illustrations of the adjustable water pump pulley.
2. Remove the pulley sliding section and remove the belt.
3. Install new belt on the stationary pulley.
4. Replace the sliding pulley section on the pulley. Add or remove shims to adjust the belt tension.
5. Tighten the mounting bolts on the water pump pulley. The belt tension should read 35 on the belt gauge.
7 8
9
6
10
5
4
3
11
1 2
12
13
Belt Arrangement – SLe and Spectrum SL 30 Models

1. Water Pump Belt 8. Fanshaft Pulley
2. Lower Polygroove Belt 9. Upper Polygroove Belt
3. Idler 10. Alternator Pulley
4. Teinioner Assembly 11. Jackshaft Pulley (Upper Polygroove Belt)
5. Jackshaft Pulley (Lower Polygroove Belt) 12. Jackshaft
6. Alternator 13. Engine Pulley
7. Fanshaft Bearing Assembly (Control Box Side)

Blower Belts - Upper and Lower Poly-V Groove Belt Replacement on SL Units and Upper
Belt Only on SLX, SLXe
WARNING: The belt tension device is spring loaded. It is strongly recommended to use tension pawl lock and hold tool - to
avoid accidental entrapment of hands, fingers and clothing.
204-1078
SLe Belt Replacement

1. Place the tensioner tool socket over the head of the tensioner pivot bolt. Screw the tool fixing bolt into the tensioner base.
Make sure that the tensioner tool is secured tightly in position.
2. With a 19 mm wrench turn the tool until belt tension is released, engage tool pawl to lock the tool with the belt tension in a
loose position and the belt is slack enough to be removed. Do not tighten the tensioner assembly more than needed to remove
the belt. Remove the wrench as a safety precaution.
WARNING: Do not put fingers between the belt and the tensioner assembly.
3. Remove the old belt and install the new belt correctly on the pulleys - taking care over the belt routing
4. Use a 19mm wrench and the pawl release mechanism and carefully release the tensioner assembly checking the belt is
correctly set in the Poly-V Grooves
5. Remove the tensioner tool.

7 8
9
6
10
5
4
4
3
2 11
1
12
17
16
13
15 14
Belt Arrangement – SLe and Spectrum SL 50 Models

1. Water Pump Belt 10. Alternator Pulley
2. Lower Polygroove Belt (Blower) 11. Jackshaft Pulley (Upper Belt)
3. Idler 12. Jackshaft
4. Teinioner Assembly 13. Electric Motor
5. Jackshaft Pulley (Lower Polygroove Belt) 14. Electric Motor Pulley (Lower Polygroove Belt)
6. Alternator 15. Electric Motor Pulley (Compressor Drive Belt)
7. Fanshaft Bearing Assembly (Control Box Side) 16. Compressor Drive Belt
8. Fanshaft Pulley 17. Clutch
9. Upper Polygroove Belt

SLX, SLXe Belt Replacement
Belt Arrangement – SLX, SLXe

1. Blower Belt (Only 1 on SLX) 11. Blower - Upper
2. Alternator Pulley 12. Condenser Spinning
3. 37 Amp Alternator 13. Motor Pulley
4. Belt Tensioner 14. Motor 15HP
5. Grooved Idler 15. Clutch Tensioner
6. Smooth Idler 16. Idler Pulley
7. Slider Block 17. Engine to Motor Belt
8. Spindle Bracket 18. Belt Guard
9. Shaft Assembly 19. Clutch
10. Blower - Lower 20. Motor Pulley
SLX, SLXe have both manual and automatic belt adjustment. Additionally it has special procedures to facilitate easy belt
changes.
SLX, SLXe Upper Belt Replacement

1. Place the tensioner tool socket over the head of the tensioner (4) pivot bolt. Screw the tool fixing bolt into the tensioner base.
Make sure that the tensioner tool is secured tightly in position.
2. With a 19 mm wrench turn the tool until belt tension is released, engage tool pawl to lock the tool with the belt tension in a
loose position and the belt is slack enough to be removed. Do not tighten the tensioner assembly more than needed to remove
the belt. Remove the wrench as a safety precaution.
WARNING: Do not put fingers between the belt and the tensioner assembly.
3. Loosen the sliding pulley centre bolt (5) and push sliding pulley to it’s furthest position.

4. With a suitable air or electric or hand ratchet socket, loosen the 3 x 6mm top fan blower air inlet cowl (12) as far as it’s end
stops. this allows the inlet cowl to be moved away from the upper fan blower and the belt to be passed between the upper fan
blower and it’s inlet cowl.
5. Remove the old belt and install the new belt correctly on the pulleys - taking care over the belt routing
6. Refit the top fan blower air inlet cowl - reverse of step 4.
7. With the new belt correctly installed in it’s Poly-V Grooves, pull the sliding pulley (5) to apply tension to the belt. Tighten
and lock the sliding pulley into position.
8. Use a 19mm wrench and the pawl release mechanism and carefully release the tensioner assembly checking the belt is
correctly set in the Poly-V Grooves
9. Remove the tendioner tool
Note: -Adjustment of the Upper Belt length while in service

Follow steps: 1, 2, 3, then 7, 8, 9
Using Belt Frequency Measuring Tool

This tool measures the resonance frequency of the stationary belt. A loose belt will have a lower resonance than a tight belt.
1. Switch on the tension gauge. The device will first perform a power-on self test. The gauge is ready to start measurement when
0000 appears in the display.
2. Hold the gauge over the flat side of the belt (2) half to be measured so that the sensor (1) is centred above the section to be
measured at a distance of about 1 to 20mm. Generally, it applies that with light coloured materials having good reflection
properties the sensor can be held further away and dark colours closer to the belt. A red beam spot on the belt shows the
position of the sensors above the belt.
3. Strike the belt so that it starts to vibrate. Try to generate uniform vibrating motion with sufficiently high amplitude.
4. The vibration frequency in Hz is indicated in the display. An acoustic signal confirms measurement success
See below - 1. Sensor, 2. Belt

.

1
2
3
6 5
1
2
7
4
5 8
6
Tensioner Tool – SL, SLX, SLXe and Spectrum Units

1. Tensioner Tool 5. Tensioner Pivot Bolt
2. Tool Fixing Bolt 6. Tensioner Tool Nut
3. Tensioner Base 7. Pawl Release Mechanism
4. Tensioner Assembly 8. Tensioner Tool Socket

Compressor Drive Belt Replacement and Adjustment (Model 50)
Please refer to Specifications Section “Drive System” on page 3-4 for TK belt tension gauge tension settings for the
compressor drive belt.
Removal
1. Remove the two (one on each end) lower electric motor mounting bolts.
2. Loosen the remaining four (two on each end) electric motor mounting bolts until the lockwashers disengages. It is important
that these four bolts are not loosened too much.
3. Loosen the adjusting bolt lock nut.
4. Turn the adjusting bolt clockwise to raise the motor until the old belt can be easily removed. Make sure that the motor is not
forced beyond its arc of motion.
5. Remove the compressor drive belt from the pulley on the electric motor.
6. Support the compressor and unbolt the compressor from the flywheel housing (leave the refrigeration lines connected).
7. Slide the compressor assembly away from the flywheel housing.
8. Remove the belt through the gap between the clutch and the flywheel.
Installation
1. Install the belt on the clutch pulley through the gap between the clutch and the flywheel.
2. Place the compressor in position and install the mounting bolts.
3. Place the compressor drive belt on the electric motor pulley.
4. Make sure that the belt is properly engaged in the pulley grooves on the clutch and on the electric motor pulley.
5. Turn the adjusting bolt counterclockwise to lower the motor until the target belt tension is achieved.
6. Turn the belt through five revolutions.
7. Measure the belt tension and readjust if necessary.
8. Tighten the adjusting bolt lock nut.
9. Reinstall the two lower electric motor mounting bolts and tighten all six (three each end) electric motor mounting bolts.

Compressor Drive Belt Adjustment
1. Loosen the six (three on each end) electric motor mounting bolts until the lockwashers disengage.
2. Loosen the lock nut on the adjusting bolt.
3. Turn the adjusting bolt as necessary to obtain the correct belt tension.
4. Tighten the adjusting bolt lock nut.
5. Tighten the six electric motor mounting bolts.
5 4
6 7
Compressor Drive Belt – SLe and Spectrum 50 Models

1. Clutch 5. Lower Electric Motor Mounting Bolts (One On Each End)
2. Compressor Drive Belt 6. Adjusting Bolt
3. Electric Motor Mounting Bolts (Two On Each End) 7. Adjusting Bolt Lock Nut
4. Electric Motor Pulley

Clutch drive tensioning Schematic SLXe
Note: SLXe Engine Belt Tension set by position not by frequency method.
Set SLXe Engine Belt Tension by setting Centre to centre dimension between tensioning element screws & checking using
checking gauge Service P/N 2041964

Description of SLXe tensioning system
Warning: Only use the screws provided with the tensioning system. Use appropriate tools and respect maximum torque to
tighten the screws. The tensioner element must not be cut by contact with any sharp object.

3
1 2
10 9 8
SLXe system belt and tensioning system
1. SLXe System Belt 6. Bracket Support

2. SLXe Tensioning System 7. Arm
3. Eccentric plate 8. Idler grooved
4. Square hole For 1/2’’ standard Socket Wrench 9. Idler Flat
5. Tensioner Element 10. Pivot screw : M14 l 100 mm Torque: 110 Ft.LB ± 4 Ft-lb
(150Nm±5Nm)

Assembly of the SLXe tensioning system
1. Remove the screw retainer of the pivot screw (S1). Place the tensioning system on the frame. Hand tighten the screws (S1),
(S2), (S3) with appropriate tool. Tighten only the pivot screw (S1) until the required torque is reached.
Warning: DO NOT tighten the plate screws (S2) and (S3) to keep the plate movable during the adjustment of the tensioning
system, just make sure the plate screws are in contact with the plate.

c
b d
e
f
a
Assembly of the SLXe tensioning system
a. Plate screws d. S4
b. Pivot screw : M14 l 100 mm Torque : 110 Ft.Lb ± 4 Ft.Lb e. S2
c. S3 f. S1
2.Put the electric engine pulley. Position pulley axially using block 2E13011H01
(Service P/N 2041963). (eccentric bkt to pulley 14.3mm or 42.3 from motor surface to
pulley) . Tighten pulley.
3.Move the eccentric plate to the higher position using the square hole of the plate. Fit
the belt on the pulleys and idler. Make sure all the ribs of the belt are in correct
position on the grooved pulleys.

4.Adjust the position of the tensioning system: by using the square hole of the plate, rotate
the arm slowly down and compress the tensioner element until you can fit the gauge tool on
the 2 screw heads of the tensioner.
Warning: The gauge tool must not be locked on the screw heads but must move freely on
and off the head screws. Centre to centre dimension between screws of 136.0mm on
Tensioning Element to be verified by using checking Gauge 2E13012H01 (Service P/N
2041964).
Note: 2E13012H01 is a checking gauge not a setting gauge & should not be used to hold
the dampener in position prior to tightening holding hardware.
5. Once the gauge tool fits perfectly and freely on the screw heads of the tensioner element, remove it and tighten the plate
screws (S2) and (S3) to lock the eccentric plate in that position.
After tightening of the plate screws, check the tensioner centre to centre distance again with the gauge tool and tighten the
screw (S4) to 22 Ft-lb ±2 Ft-lb (30 Nm±3Nm).
Warning: Do not use the tensioning system if the gauge tool does not fit correctly on the tensioner.

S3
S2
S4

CLUTCH MAINTENANCE
Inspect the clutch every 6,000 hours of unit operation or yearly, whichever occurs first. Remove the clutch, clean the shoes and
drum, and regrease the bearings. Replace the bearings if they are worn. Inspect the drive bushings, anchor bushings, shoe lining
and springs for wear and replace if necessary.
Clutch Assembly – SL, SLe

1. Bearing
2. Spring
3. Friction Shoe
4. 6-Pin Coupling:
• Clutch P/N 107-234 for small shaft compressor
• Clutch P/N 107-275 for large shaft compressor
5. 8-Pin Coupling:
• Clutch P/N 107-274 for small shaft compressor
• Clutch P/N 107-276 for large shaft compressor

6. Inspect the friction shoes and springs.
a. Replace the friction shoes if the linings are worn to a thickness of less than 1.6 to 2.4 mm.
b. Replace the springs if they are worn or broken.
7. Install the bearings with seal side out and the shield side in. Fill the cavity between the bearings 1/3 full with Mobil #28 or
equivalent grease.
8. Torque the clutch mounting bolt to 54 to 68 Nm.
NOTE: Do not allow the key to be pushed out of place behind the clutch during clutch installation.
9. Install and tighten the flat washers, lock washers and nuts on the studs.
NOTE: The 8-pin compressor drive hub will only slide onto the coupling pins in one of two positions that are 180 degrees
apart.
10. Reconnect the suction and discharge valves to the compressor if they were removed. Evacuate the compressor. Then backseat
the discharge service valve.
11. Reinstall the compressor drive belts on the electric motor pulley. Readjust the compressor drive belts.
SL and SLe Models

Periodically inspect the clutch for worn bearings, worn friction shoes and for broken springs. To inspect the compressor clutch:
1. Pump down the compressor. Stop the unit.
2. Loosen the six (three each end) mounting bolts on the electric motor.
3. Insert a pry bar in the access hole in the unit frame and pry the electric motor upward to remove the tension from the
compressor drive belts.
4. Remove the compressor drive belts from the pulley on the electric motor shaft, and remove the pry bar.
5. Frontseat the discharge service valve.
1. Friction Shoe
2. Spring
3. Shoe Shaft
4. Bearings

6. Support the compressor and unbolt the compressor from the bell housing studs.
7. Remove the compressor from the bell housing and turn the compressor to provide better access to the clutch.
NOTE: Unbolt the discharge and suction service valves from the compressor to allow more movement of the compressor for
better access to the clutch.
8. Remove the compressor belts.

9. Remove the clutch mounting bolt and special washer.
10. Remove the clutch with a clutch puller.
11. Remove the key from the compressor crankshaft and inspect the key and the crankshaft for wear, burrs, or damage.
12. To disassemble the clutch, press the pulley out of the bearing.
13. Inspect the friction shoes and springs.
a. Replace the friction shoes if the linings are worn to a thickness of less than 1.6 to 2.4 mm.
b. Replace the springs if they are worn or broken.
14. To replace the friction shoes:
a. Remove the springs form the friction shoes.
b. Remove the lock nuts from the friction shoe mounting bolts.
c. Use a soft hammer to tap the friction shoe mounting bolts out of the hub and remove them from the friction shoes.
d. Attach the new friction shoes to the hub with the mounting bolt plate, the mounting bolts, and the lock nuts. Torque the lock
nuts to 41 to 47 Nm.
15. To replace the bearing:
a. Remove the snap ring and press the bearing out of the hub.
b. Press the new bearing into the hub and install the snap ring.
16. To assemble the clutch, press the pulley into the bearing.
17. Place the key in the compressor crankshaft.
18. Place the clutch on the compressor crankshaft and align the keyway with the key.
CAUTION: Do not allow the key to be pushed out of place behind the clutch during clutch installation.
19. Install the special washer and the clutch mounting bolt. Torque the clutch mounting bolt to 54 to 68 Nm.
20. Reinstall the compressor drive belts.
21. Reinstall the compressor on the bell housing studs.
apart.
22. Install and tighten the flat washers, lock washers and nuts on the studs.
23. Reconnect the suction and discharge valves to the compressor if they were removed. Evacuate the compressor. Then backseat
the discharge service valve.
24. Reinstall the compressor drive belts on the electric motor pulley.
25. Readjust the compressor drive belts and lower fan belt (electric motor to jackshaft) as described in Belts (Removal,
Installation and Adjustment).

10 Refrigeration Maintenance
Service Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Vacuum Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Gauge Manifold Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
System Clean-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Refrigerant Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Compressor Oil Acid Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Refrigerant Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Checking Refrigerant Charge with an Empty Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Checking Refrigerant Charge with a Loaded Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Refrigerant Overcharge Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Moisture Indicating Sight Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Refrigerant Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Evacuating and Charging Smart Reefer Multi-Temp Systems . . . . . . . . . . . . . . . . . 10-10
Set-up Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
System Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Evacuation is Important and Critical to System Performance . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Set-up and Test Evacuation Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
Unit Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
Unit Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Remove Evacuation Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
High Pressure Cutout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
Head Pressure Control switch (SL TCI and SL Spectrum). . . . . . . . . . . . . . . . . . . . . 10-18
Three-Way Valve Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . 10-18
Compound Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Modulation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Electronic Throttling Valve (ETV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Hot Gas or Hot Gas Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
NOTE: Some of the following service procedures are regulated by EU or local laws. All regulated refrigeration service
procedures must be performed by a certified technician, using approved equipment and complying with all EU and local laws.
TG-VI, µP-IV, µP-V, µP-VI, SR-2 and SR-3 NOTE: A Service Test mode on these controllers allows technicians to operate
the unit under known conditions while performing diagnosis and service procedures. See the appropriate Controller
Operation and Diagnosis manual for instructions on how to use the Service Test mode.
SERVICE TOOLS
CAUTION: To prevent contamination, use only service tools certified for and dedicated to the refrigerant type and compressor
oil type used in the temperature control system you are servicing. Service tools (i.e., vacuum pump, gauge hoses and
refrigerant recovery equipment) should be dedicated for non-HFC or HFC refrigerants. Residual non-HFC refrigerants or
non-ester based oils will contaminate and damage HFC systems.
See Thermo King Truck and Trailer Diagnosing manual TK 60201-8-OD for additional information
Leak Detection
Leaks can be detected with the use of soap bubbles or a Halogen leak detector such as the GE H10G (P/N 204-712) or GE H10N
(portable model, P/N 204-756).
Compressor Oil
Synthetic compressor oil, P/N 67-404 is required with R-403B.
Polyolester oil (also called ester base oil), P/N 203-413, is required with R-134a , R-404A and R-452A. Because polyol ester oil
has an affinity for moisture, keep it in a closed container and add it as the last step in system repair. Wear rubber gloves when
handling polyol ester oil to prevent possible skin irritation.
Vacuum Pumps
A two-, three- or five-stage vacuum pump is recommended for evacuation. Purging the system with dry nitrogen is recommended
before evacuation.
Because residual refrigerants may remain in used vacuum pumps, a new vacuum pump should be used and dedicated strictly as
a HFC refrigerant pump. Use only recommended vacuum pump oils and change oil after every major evacuation. Because
vacuum pump oils are highly refined to obtain low vacuums, failure to follow these recommendations may result in acidic
conditions that will destroy the pump.
Gauge Manifold Sets

Use self-sealing quick disconnect fittings whenever possible to limit the loss of refrigerant into the atmosphere.
Dedicate and use a separate gauge manifold set and manifold hoses with HFC refrigerants only.
NOTE: Gauge hoses with self-sealing fittings may be removed and re-installed without additional purging if a slight positive
pressure remains in the lines when removed from the unit.
System Clean-up
Existing clean-up devices such as suction line filters and compressor oil filters may be used if they are properly cleaned and new
filters and cartridges are used. All standard petroleum and synthetic compressor oils must be removed from the clean-up devices
to prevent contamination of HFC systems. System failure from contamination will result if non-HFC refrigerants or non-ester
oils are introduced into a HFC system.
Refrigerant Recovery
When servicing an HFC refrigeration system, use only refrigerant recovery equipment approved for and dedicated to HFC
refrigerant recovery.
Refrigeration Maintenance 10-2

Refrigeration Maintenance Procedures
The following procedures can be found in the Thermo King Truck and Trailer Diagnosing Manual TK 60201-8-OD
1. Installing Gauge Mainfold

2. Compressor Pump Down and Checkout
3. Low Side Pump Down
Additional Information Low Side Pump Down for TCI and SPECTRUM Models
1. Install a gauge manifold at the compressor.
2. Operate all compartments in COOL for 2 to 5 minutes. Then front seat the receiver tank outlet valve and bypass hand valve,
and pump down the low side to a -0.68 to -0.85 bar, 20 to 25 in. Hg vacuum. Turn all compartment On/Off switches OFF.
If the unit pumps down acceptably and then holds at least a , -0.51 bar, 15 in. Hg vacuum for 2 minutes or more, it can be
assumed that the receiver tank outlet valve, the compressor discharge valve plates, the hot gas solenoid, the rear (and center)
hot gas solenoid and the purge valve solenoid (TCI and SPECTRUM models) are sealing properly.
3. Prepare to perform service on the unit’s low side by equalizing the high side and low side pressures.
a. Disconnect the purge valve solenoid wires from the main wire harness (TCI and SPECTRUM models).
b. Keep Zone 1 setpoint adjusted to require COOL and turn the front compartment On/Off switch ON.
c. Adjust the Zone 2 setpoint to require HEAT. Then turn the rear compartment On/Off switch ON for 1/2 second and then
OFF again. The high pressure gauge will indicate a pressure decrease and the low pressure gauge will indicate a pressure
increase when the Zone 2 hot gas solenoid opens.
d. Adjust the Zone 3 setpoint (if so equipped) to require HEAT. Then turn the center compartment On/Off switch ON for 1/2
second and then OFF again. The high pressure gauge will indicate a pressure decrease and the low pressure gauge will
indicate a pressure increase when the Zone 3 hot gas solenoid opens.
e. Adjust the Zone 1 setpoint to require HEAT. Then turn the front compartment On/Off switch ON for 1/2 second and then
OFF again. The high pressure gauge will indicate a pressure decrease and the low pressure gauge will indicate a pressure
increase when the Zone 1 hot gas solenoid opens.
f. Adjust all zone setpoints to require HEAT. Then turn all compartment On/Off switches ON. Equalise the low side pressure
to 0.07 to 0.14 bar, 1 to 2 psi. Then turn all Zone On/Off switches OFF.
NOTE: If the compartment temperatures are high, the hot gas solenoids (Zones 1, 2 and 3) must be energised with a test lead.

NOTE: Repeat the pump down procedure if the pressures equalise above 1.40 bar, 20 psi. If suitably low pressures cannot be
achieved after the third pump down, the refrigerant must be recovered to perform service on the low side.
If the reading on the gauge manifold’s high pressure gauge increases after the high and low side pressures have been
equalised, the condenser inlet check valve is leaking.
g. Remember to reconnect the purge valve solenoid wires (DE, TCI and SPECTRUM models) to the main wire harness when
the service procedures have been completed.
Compressor Oil Acid Test

Perform an oil acid test whenever a unit has a substantial refrigerant loss, a noisy compressor or dark/dirty oil.
CHECKING COMPRESSOR OIL

NOTE: Use the Service Test mode to operate units with a TG-VI, µP-IV, µP-V, µP-VI or SR-2 controller. See the appropriate
Controller Operation and Diagnosis manual for instructions.
The compressor oil should be checked when there is evidence of oil loss (oil leaks) or when components in the refrigeration
system have been removed for service or replacement.
Checking Compressor Oil – X426 and X430

Compressors
1. Compressor Oil Sight Glass
2. Add and Remove Compressor through Fitting on
Compressor Oil Pump
To check compressor oil level:

Operate the unit (and all remote evaporators) through a complete heat cycle and raise the box temperature to 15C. At 15C, operate
the unit on COOLING for ten minutes. Observe the oil level. The oil should be 1/4 to 1/2 up in the sight glass.
If the evaporator temperature is above 0 C, it will be necessary to force defrost. To force defrost, use a jumper wire and jump the
12 wire at the defrost relay to ground. Then push the manual defrost switch. Allow evaporator temperature to rise to
approximately 7 C. Remove the jumper wire from the defrost relay.
If the trailer is empty, you can operate the unit on the heat cycle instead of the defrost cycle.
NOTE: Use refrigeration compressor oil ONLY. Special polyol ester oil, TK P/N 203-413 is required on R-404A and R-452A
systems.
To add or remove compressor oil:

1. Pump down the compressor and equalise pressure 0.07 to 0.14 bar, 1 to 2 psi.
2. Attach a access valve actuator on the compressor oil pump, oil filter or oil filter return line fitting.
3. Remove or add correct type of compressor oil.
4. Remove the access valve actuator.
5. Evacuate the compressor before opening the service valves.

REFRIGERANT CHARGE
NOTE: Use the Service Test mode to operate units with a TG-VI, µP-IV, µP-V, µP-VI, SR-2 or SR-3 controller. See the
NOTE: For additional information regarding category regarding category A, B & C for SLX/SLXe, see SLX/ SLXe charging
procedure later in this chapter. For SLXe Spectrum, use Category C.
Checking Refrigerant Charge with an Empty Trailer

If the unit has an insufficient charge of refrigerant, the evaporator will be “starved” and the compartment temperature will rise
even though the unit is operating. The suction pressure will decrease as the refrigerant charge decreases. The charge may be
determined by inspection of the refrigerant through the receiver tank sight glass with the following conditions established:
1. Place a test compartment over the evaporator.
2. Place a thermometer (P/N 204-135) test lead in the compartment near the evaporator return air opening.
3. Install the gauge manifold.
Note: For Category B unit, close all doors on unit and ensure all unit panels and skins are securely attached.
4. Operate the unit (and all remote evaporators) on Cool until the air in the compartment indicates -18 C. By allowing the
compartment to leak a small amount, you can maintain -18 C.
5. The ball in the sight glass should be floating under the conditions below.
For category B SLX, open doors to view the sight glass and close again
• Discharge pressure reading:
R404A: The discharge pressure gauge should read 19.00 bar, 275 psi.
NOTE: If the discharge pressure is low, raise it by covering a portion of the condenser grille with a piece of cardboard. On
SL and SLe models, the condenser grille is located above the unit control panel. For SLX, SLXe, it is located on the side of
the unit, above the control panel.
• Suction pressure reading:

R-404A Systems: The compound gauge should be indicating 0.90 to 1.24 bar, 13 to 18 psi.
NOTE: If there is any doubt about the accuracy of the discharge or compound gauge, check the calibration.
Checking Refrigerant Charge with a Loaded Trailer

1. Install a gauge manifold (optional).
2. Operate the unit (and all remote evaporators) on the Cool cycle 5 to 10 minutes.
3. Cover at least three quarters of the condenser grille to drive any excess refrigerant from the condenser coil into the receiver
tank. On SL and SLe models, the condenser grille is located above the unit control panel. For SLX and SLXe, it is located on
the side of the unit, above the control panel.
4. As the head pressure is rising, check the receiver tank sight glass.

The ball in the sight glass should be floating. If there is no indication of refrigerant in the sight glass, the unit is low on
refrigerant. For category B SLX, open doors to view the sight glass and close again
NOTE: If the ball floats, there is sufficient refrigerant in the unit for that load at that particular compartment temperature.
This test does not determine if the unit contains a full charge of refrigerant.
Refrigerant Overcharge Check

Use the following procedure to identify a system with an excessive refrigerant charge:
1. Install a calibrated gauge manifold on the compressor.
2. Operate the unit in high speed COOL to stabilise system pressures and reduce the compartment temperature to approximately
16 C or colder. Also operate all remote evaporators on COOL to reduce the compartment temperature to 16 C.
3. Observe the discharge pressure and cover the condenser grille to increase the discharge pressure 5.20 to 6.90 bar, 75 to 100 psi
above the observed pressure. On SL, SLe models, the condenser grille is located above the unit control panel. For SLX and
SLXe, it is located on the side of the unit, above the control panel.
NOTE: If the ball and liquid level in the sight glass decline during this step, the unit is not overcharged. You do not need to
continue this test.
4. Remove the condenser cover to rapidly reduce the discharge pressure.
Note: Momentarily open doors for this check
5. Observe the receiver tank sight glass(es) and the unit’s discharge pressure.
When the discharge pressure decreases approximately 3.45 bar, 50 psi; the ball in the sight glass should move and the liquid
level should decline. When the discharge pressure stabilises, the ball and liquid level will rise to the previous level. If the
liquid level declines during this test, the refrigerant charge is correct.
If the ball does NOT move or liquid level does NOT decline, the unit has an overcharged of refrigerant. Remove refrigerant
to reduce the refrigerant charge.
To remove refrigerant:
1. Connect a gauge manifold set to the receiver tank outlet valve and an approved sealed container.
2. Operate the unit in high speed COOL (and the remote evaporators in COOL).
3. Use a gauge manifold set to pump refrigerant from the receiver tank into the approved sealed container.
4. When the liquid level begins to decline in the receiver tank sight glass (bottom sight glass on two sight glass receiver tank),
close the hand valve on the gauge manifold immediately. Allow the new liquid level in the sight glass to stabilise (1 to
2 minutes).
• If the refrigerant level is still high, repeat steps 2 through 4.

• If the refrigerant level is now low, add refrigerant to the unit (see below).
• If the refrigerant level is ok, perform a complete refrigerant level check and repeat the overcharge test.

To add refrigerant:
1. Connect a gauge manifold set to a refrigerant bottle and the suction service valve.
2. Set the refrigerant bottle for liquid charging.
3. Operate the unit in high speed COOL (and the remote evaporators in COOL).
4. Open the valve on the refrigerant bottle and read the suction pressure on the gauge manifold.
5. Add liquid refrigerant through the suction service valve. Open the gauge manifold low pressure hand valve only enough to
permit suction pressure to increase 1.40 bar, 25 psi. This will meter liquid refrigerant slowly into the low side.
NOTE: For Category B unit, after the first additional 0.25kg is added, all doors should be closed and high speed cool should
be maintained. Proceed as per step 7. Wait 5 minutes. Check refrigerant level by opening doors momentarily.
NOTE: Maintain a discharge pressure of 19.00 bar, 275 psi or more.
6. Add refrigerant until the ball 1/4 to 1/3 of the sight glass (bottom sight glass on two sight glass receiver tank). Allow the level
to stabilise (1 to 2 minutes).
• If the refrigerant level is now high, remove refrigerant (see above).
• If the refrigerant level is still low, repeat steps 4 through 6.
• If the refrigerant level is ok, perform a complete refrigerant level check and repeat the overcharge test.
Note: Please take note of your refrigerant type (label on outside of unit), and make sure not to cross-contaminate.
Moisture Indicating Sight Glass (where fitted)

The receiver tank is equipped with a moisture indicating sight glass. The outer edge of the sight glass has a coloured ring
approximately 2.5 mm thick. The colour of the ring indicates the general moisture content of the refrigerant. However, the colour
indication may not be completely reliable.
Moisture Indicating Sight Glass

1. Floating Ball
2. Coloured Ring
A system has to operate for at least 15 minutes to change the colour of an indicator ring after the moisture content of the system
has been changed. For example, evacuating a system to remove the moisture will not change the colour of the indicator ring until
the system has been recharged and then operated for at least 15 minutes.
Ring Colour Moisture Content Indication
Green Dry
Chartreuse Caution
Yellow Wet

SLX/SLXE SPECTRUM CHARGING PROCEDURES
The following procedures outline the steps that must be taken to correctly charge Thermo King SLX/ SLXe SPECTRUM units
to ensure maximum performance and reliability. A new chart will be released soon (SMC 2013), however until this is available
please follow the steps as outlined below:
Micro-channel condenser and auxiliary receiver design.

Thermo King introduced micro-channel condenser coils on SLX SPECTRUM units manufactured after the 14th of
November 2011. All SLX SPECTRUM units equipped with micro-channel condensers are fitted with auxiliary receivers
alongside the main receiver. The auxiliary receiver is not fitted with a sight glass so the main receiver sight glass must be used
to determine the refrigerant charge level within the system (including the auxiliary receiver). The serial plate on the unit frame
will no longer contain the refrigerant charge information, instead there is a refrigerant charge decal near the serial number plate,
which will need to have the charge entered on completion, please refer to step 11 below.
Unit configuration categories.

As a result of continuous improvement and design changes, Thermo King SLX SPECTRUM units may be categorized as A,
B or C depending on the date of manufacture.
• Category A:
SLX SPECTRUM units manufactured prior to the 14th of November 2011. These units are equipped with
mechanical throttling valves and fin-tube condensers.
• Category B:
SLX SPECTRUM units manufactured between the 14th of November 2011 and the 30th of April 2012.
These units are fitted with mechanical throttling valves and micro-channel condensers.
• Category C:
SLX SPECTRUM units manufactured after the 30th of April 2012. These units are fitted with electronic throttling
valves and micro-channel condensers.
SLXe Spectrum units should all be regarded as Category C.
The exact quantity of refrigerant charge required will depend on the layout of the refrigeration systemconcerned; therefore,
without this procedure it is difficult to pre-determine the correct charge.
Refrigerant charge levels should be checked by running all zones in high speed cool with all separation walls stowed in the
open position.
Charging procedure for SLX SPECTRUM categories.

Prior to charging, it is necessary to make a rough estimate of the charge requirements of the unit. The correct quantity of
refrigerant required for an installation will depend on the type and number of remote evaporators used, and the refrigerant line
route between host unit and remote evaporators.
Each S-2 and S-3 remote evaporator will require an additional 0.75kg and 1kg of refrigerant charge
respectively.
The following table refers to the combined length of refrigeration tube for adding refrigerant. This is for the combined total
for 1 metre of length for the three tubes not for each individual tube. Irrespective of suction line size the calculation is the same.
Example:
1 metre = 0.13kg refrigerant in total for the 3 lines

Category A Category B Category C
Condenser Finned-tube Micro-channel Micro-channel
Throttle valve Mechanical Mechanical Electronic
Receiver 1 2 2
Charge (approximate) 7.5kg Host + 6kg Host + 0.75kg 6kg Host + 0.75kg
0.75kg (per S-2) or (per S-2) or (per S-2) or
1.0kg (per S-3) for 1.0kg (per S-3) for 1.0kg (per S-3) for
each evaporator, each evaporator, each evaporator,
plus plus plus
0.13kg/m of 0.13kg/m of 0.13kg/m of
refrigerant tube refrigerant tube refrigerant tube
Charging procedure Standard All doors must be closed Standard
Table: Refrigerant charges for unit configuration categories.
The following charge procedure is the same for all units with the exception of the micro-channel units equipped with MTV
(Mechanical Throttling Valve).
This unit requires that all panels be closed and installed prior to carrying out the controlled refrigerant level check. With
this unit there is a possibility that the auxiliary receiver can become cooler than the main receiver and thus the liquid can
migrate to the cooler auxiliary receiver.
SLX/SLXe SPECTRUM charging procedure:

1. Install a calibrated gauge manifold on the unit.
2. Recover residual refrigerant charge and evacuate the system completely.
3. Make a quick calculation of the approximate required refrigerant charge. Refer to Table 1 for initial charge calculations.
4. Liquid charge unit with the exact calculated amount from step 3 utilising weighing scales to ensure accurate measurement.
5. For Category B unit, close all doors on unit and ensure all unit panels and skins are securely attached.
6. Run unit in high speed cool with a set point of ‐20°C in all zones and with any separation walls stowed in the open position.
Note: Carry out manual defrost of remote evaporators and then host unit evaporator at -15°C to ensure all ice is cleared from
all evaporators.
7. Maintain unit running in high speed cool and check refrigerant level. Cover condenser to raise discharge pressure to
approximately 325psig to 350psig (22 Bar to 23 Bar gauge). Ball in receiver sight glass should be between ⅓ and ½ full, if the
ball is not floating add charge at 0.25kg increments until the ball floats.
8. For Category B unit, after the first additional 0.25kg is added, all doors should be closed and high speed cool should be
maintained. Proceed as per step 7. Wait 5 minutes. Check refrigerant level by opening doors momentarily.
9. If ball is not floating, close doors, uncover condenser and proceed to add more refrigerant according to step 7 until the ball
floats.
10. If the recommended charge level is exceeded by 1kg, this indicates that the unit may now be overcharged and the installation
should be checked for possible problems.
11. Once system is charged and prior to placing the unit into service, ensure the correct refrigerant charge is entered into the
refrigerant charge decal on the frame near the serial plate. This must be filled in so the next technician knows the quantity
required for the system. Please ensure that the installed date information is also entered.

REFRIGERANT LEAKS
Use soap bubbles or a Halogen leak detector (e.g. electronic detector) to leak test the refrigeration system. Inspect for signs of oil
leakage, which is the first sign of a leak in the refrigeration system.
NOTE: It is normal for compressor shaft seals to have a slightly oily film.
EVACUATING AND CHARGING SMART REEFER MULTI-TEMP SYSTEMS
Set-up Unit
The Multi-Temp microprocessor must be placed in the Evacuation Test to evacuate and charge the unit. When the microprocessor
is in the Evacuation Test it opens all the normally closed solenoid valves in the refrigeration system. This allows the refrigeration
system to be evacuated properly. Refer to the appropriate Diagnostic Manual for complete information about the microprocessor.
SYSTEM EVACUATION
NOTE: Use the Service Test mode to operate units with a TG-VI, µP-IV, µP-V, µP-VI, SR-2 or SR-3 controller. See the
Evacuation is Important and Critical to System Performance

Testing and system analysis shows that refrigeration systems, which contain non-condensables such as nitrogen and/or air, can
be overcharged with refrigerant when charged using the sight glass method. An overcharge of refrigerant will cause compressor
damage.
Therefore, Thermo King recommends that all major repairs to the refrigeration system include the removal and reclamation
(cleaning) of the refrigerant, followed by a thorough evacuation using the proper tools and procedures. A major repair is any
repair that requires soldering, replacement of a major system component or leaves open a portion of the system to the atmosphere
for more than 30 minutes.

Vacuum Gauge
1. 100 Microns
2. 500 Microns
3. 1000 Microns
4. 2500 Microns
5. 5000 Microns
6. 20,000 Microns
7. Atmospheric Pressure

Constant Pressure Rise After Evacuation Indicates
System Leak
1. Close the vacuum valve and watch the movement of vacuum
gauge needle. If needle continues to rise, this is an indication
that a leak exists in the unit or connecting line. The leak must
then be located and eliminated.
2. Time
3. Pressure (Vacuum)
Pressure Rise Levels Off After Evacuation Indicates

Moisture in System
1. Close the vacuum valve and watch the movement of vacuum
gauge needle. If needle shows a pressure rise but finally
levels off to a constant pressure, the system still contains too
much moisture. Dehydration and additional evacuation time
are required.
2. Time
3. Pressure (Vacuum)

The primary objective of evacuation is to bring the system’s pressure to a low micron level to ensure the removal of moisture and
non-condensables. There are some other principles that must be observed. These are:
• Evacuate from 3-points to access both sides of check valves and solenoids. Energise solenoids during evacuation to prevent
trapping of refrigerant or non-condensables.
• Always leave service valve caps on during evacuation and do not exercise the valve stems while the unit is in a deep vacuum.
Packing glands on older valves are prone to leak.
• Do NOT attempt evacuation without a micron or vacuum gauge. The micron gauge will help determine:
a. If the pump is capable of pulling a deep vacuum.
b. When the vacuum pump oil is contaminated.
c. If the vacuum hoses and valves are leak free.
d. If the unit is leak free.
e. How long you should evacuate the unit.
f. That the unit is still in a deep vacuum before any lines are disconnected or refrigerant is added.
NOTE: It will be necessary to use a battery charger. Make sure that the battery voltage is sufficient to keep the solenoids
energised when in evacuation mode.
NOTE: The evacuation line to Evacuation pump should be larger than the other 3 lines => this will speed up the evacuation
time.
Set-up and Test Evacuation Equipment

1. Install Manifold Gauge
NOTE: A four port manifold should be used.
2. Prepare the unit for evacuation. Recover all refrigerant from the unit and reduce the unit pressure to -0.35 bar, 10 in. Hg
vacuum.
3. Break vacuum with dry nitrogen and equalise pressure to 0 bar, 0 psi. Replace the liquid line filter drier.
4. Connect a 2-stage vacuum pump equipped with a vacuum gauge to the suction service valve, the discharge service valve and
the receiver outlet valve.
5. Back seat the suction service valve and discharge service valve and the receiver outlet valve.
6. If connecting a refrigerant tank to the evacuation pump, close the gauge manifold and refrigerant tank valves to prevent
refrigerant from being drawn from the tank.
7. Open the vacuum valve at the vacuum pump and start the pump.

Unit Evacuation
1. Vacuum Gauge 5. Scale
2. Isolation Valve Open 6. Refrigerant
3. Vacuum Valve 7. Back Seated Valves
4. Gauge Manifold
NOTE: Evacuation hose to the evacuation pump should be larger than the other three hoses to the unit. This will speed up
evacuation time.

8. Evacuate the hoses to 100 microns, or the lowest achievable level below 500 microns.
9. When a vacuum of 100 microns has been reached, close the vacuum valve and stop the vacuum pump.
10. Wait 5 minutes and then check the vacuum gauge. The pressure should not exceed 1500 microns.
11. If the pressure rises above 1500 microns in 5 minutes, check all the hoses, connections and packing glands on unit service
valves for leaks. Then repeat steps 3 through 6. If the pressure rises slower this time, moisture may be present in the hoses.
Repeat steps 3 through 6 until the results are satisfactory.
NOTE: Dirty vacuum pump oil or a defective vacuum pump will prevent a low micron reading. Hoses and fittings can be
isolated individually to identify leaks.
Unit Evacuation
NOTE: Battery charger must be connected and system must be energised throughout this procedure.
NOTE: Do not attempt to evacuate the unit until the evacuation equipment has been tested and its performance has been
verified.
CAUTION: Do not attempt to evacuate a unit until you are sure the unit is leak free. A unit with less than a full refrigerant
charge should be thoroughly leak checked and all leaks must be repaired.
1. Close isolation valve at the manifold to isolate the vacuum gauge.

2. Open the compressor service valves and the receiver outlet valve.
3. Replace and tighten the valve stem caps on all three service valves. Do not remove them unit unit is charged.
4. Open the vacuum valve at the vacuum pump and start the pump.
5. Evacuate the system for 5 minutes. Then open the isolation valve at the manifold to access the vacuum gauge.
6. Evacuate the system to 500 microns or the lowest achievable level between 500 and 1000 microns.
(All units except Spectrum)Continue to evacuate for 15 minutes after a 500 to 1000 micron vacuum is achieved .
SPECTRUM AND TCI MODEL NOTE: Continue to evacuate for 1 hour after a 500 to 1000 micron vacuum has been
achieved.
NOTE: The presence of refrigerant in the compressor oil may prevent a low micron reading from being achieved. The oil can
continue to “outgas” for long periods of time. If the micron level appears to stall after 30 to 45 minutes between 1000 and
1500 microns, front seat the suction and discharge service valves and observe the micron gauge. A sharp drop in the micron
reading (1000 to 1500 microns) would indicate that refrigerant is present in the oil or a leak exists in the compressor area.
7. When the desired micron level has been achieved (500 to 1000 microns), close the vacuum valve at the vacuum pump. Turn
the vacuum pump OFF.
8. Observe the reading on the vacuum gauge for 5 minutes. The vacuum rise should not exceed 2000 microns. If the vacuum
level exceeds 2000 microns after 5 minutes, a leak is present, or additional evacuation time is required.
9. If the vacuum level is acceptable, start the pump and open the vacuum valve. Evacuate the system for 5 minutes to remove
the pressure rise.
10. Close the vacuum valve and stop the pump. Observe the vacuum gauge to confirm that the system remains in a deep vacuum.
11. Close the isolation valve at the manifold. The unit is now ready to charge.

Unit Evacuation
1. Leave hand valve closed for first 5 minutes of evacuation

2. Valves to be in cracked open position
Unit Charging
NOTE: The electrical system must be energised throughout this procedure.
NOTE: Please take note of your refrigerant type (label on outside of unit), and make sure not to cross-contaminate.
NOTE: Before charging the system, make sure that the refrigerant lines from the gauge manifold to the refrigerant supply
bottle have been evacuated or purged.
1. Mid seat the suction service valve, the discharge service valve and receiver outlet valve remain mid-seated.
2. Weigh the tank of refrigerant.
3. Check the unit data plate for the required weight of refrigerant charge. Then subtract the amount of the charge to be input to
your unit from the total weight of the tank of refrigerant. This provides the final tank weight after the unit receives a full
system charge.
4. Set the refrigerant supply bottle for liquid. Open the gauge manifold hand valve to receiver tank and charge liquid refrigerant
into receiver tank until the system has the proper charge or until the system will take no more liquid. The remainder of the
charge will be added through the suction service valve if more refrigerant is required.

5. If additional refrigerant must be added, close the gauge manifold hand valve. Then turn the unit (and remote evaporator)
On/Off switch(es) OFF.
6.
a. Leave the valve set for liquid charging.
b. Back seat the receiver outlet valveto the suction service valve.
c. Open the gauge manifold hand valve.
d. Start and operate the unit (and all remote evaporators) in high speed with the thermostat(s) set to cool.
e. Open the valve on the refrigerant supply bottle. Open the gauge manifold hand valve only enough to permit suction pressure
to increase approximately 1.70 bar, 25 psi. This will add liquid refrigerant slowly into the low side through the suction
service valve.
f. Add refrigerant until the correct charge is attained.
NOTE: If you are charging a partially charged unit, make sure the liquid level does not rise above the top of the receiver tank
sight glass (top of the bottom receiver tank sight glass on two sight glass receiver tanks).
NOTE: SLXe Spectrum units have a seperate charge level label as shown. Charge the unit to the figure written on the label
NOTE: For charging TCI and Spectrum units where the correct charge weight is not knowen, refer to the Charge Procedure
On page10-8 of this chapter.
7. When the correct amount of charge has been added, close the gauge manifold hand valve.
Unit Charging
1. Isolation valve closed 5. Refrigerant
2. Vacuum valve closed 6. Valves to be in ‘cracked’ open position
3. Evacuate or purge hoses before charging
4. Scale

Remove Evacuation Hoses
Refer to Thermo King Truck and Trailer Diagnosing Manual TK 60201-8-OD for correct procedure
HIGH PRESSURE CUTOUT

The high pressure cutout (HPCO) is located on the compressor discharge manifold. If the discharge pressure exceeds the pressure
switch setting, the switch opens the 8D circuit, de-energizing the fuel solenoid to stop the unit. See Specifications chapter for
switch settings.
It is identified by it’s yellow coloured wires
HEAD PRESSURE CONTROL SWITCH (SL TCI and SL Spectrum)

The Head Pressure Control Switch (HPCS) is located on the compressor discharge manifold. The HPCS controls the operation
of the Purge Valve (PV) and RTPS as a back up should the discharge transducer fail. See Specification Chapter for switch
settings.
THREE-WAY VALVE CONDENSER PRESSURE BYPASS CHECK VALVE

(Single Temperature units only)
The condenser pressure bypass check valve is built into the three-way valve. This check valve controls the bypass flow of
refrigerant gas between the condenser inlet line and compressor discharge line.
The check valve is closed when the unit is operating on cool, or whenever the discharge pressure is higher than the condenser
pressure.
When the unit is operating on defrost or heat, or if the condenser pressure is higher than the discharge pressure, the check valve
opens and the condenser pressure is bled off until it decreases to the level of the discharge pressure. This improves
heating/defrosting performance and three-way valve response.
Three-way Valve Condenser Pressure Bypass Check

Valve
1. Three-way Valve Cool Position
2. Check Valve Closed
3. Three-way Valve Heat/Defrost Position
4. Check Valve Open
To check the operation of the valve:

1. Remove the condenser pressure bypass check valve cap from the three-way valve.
2. Using a screwdriver, gently turn the check valve stem clockwise until the valve is front seated.

3. Install a service gauge manifold set on compressor.
4. Front seat the receiver tank outlet valve.
5. Operate the unit on cooling and pump down the low side to -0.68 bar, 20 in. Hg vacuum.
6. Stop the unit. The condenser and suction pressures should remain stable, indicating no leaks.
7. Shift the three-way valve to HEAT position. Low side gauge will raise slightly. High side gauge will decrease to
approximately zero. Gauges will equalise.
8. Gauges will remain in this position (approximately zero) if the three-way valve seals properly toward the condenser and the
condenser pressure bypass check valve seals properly.
9. Gently turn the check valve stem out until the condenser bypass check valve is back seated against the circlip. Both gauges
should rise indicating the condenser pressure bypass check valve is properly releasing condenser pressure into the discharge
tube and evaporator.
10. Replace the cap on the condenser pressure bypass check valve.
NOTE: Valve stem MUST be back seated during normal unit operation.
11. Back seat the receiver tank outlet valve, remove the gauges and return the unit to normal operation.
MODULATION VALVE
The modulation valve is normally open. As a controlled electrical signal is applied to the coil, the armature overcomes the spring
tension and the valve closes a precise amount. As the signal strength is increased, the valve closes more. This controls the flow
of suction gas to the compressor. The unit controller (TG-VI or µP-IV) controls the signal and the position of the modulation
valve.
Because of the valve and seat design, the pressure from the flow of fluid past the valve has no opening or closing force on the
valve spool. This allows the valve to provide very precise control of unit cooling capacity.
Service of the valve includes replacement of the coil or replacement of the complete valve.
TG-VI, µP-IV AND µP-V NOTE: See the appropriate Controller Operation and Diagnosis manual for instructions on testing
the modulation valve.
Modulation Valve
1. Outlet
2. Inlet
3. Enclosure Tube
4. Armature
5. Electric Coil
6. Piston
7. Closing Spring
8. Valve Seats
9. Opening Spring

ELECTRONIC THROTTLING VALVE (ETV)
The electronic throttling valve (ETV) is a variable position valve operated by a stepper motor. The ETV is located in the suction
line between the heat exchanger and the accumulator. The ETV controls the flow of refrigerant returning to the compressor.
Therefore, it replaces the modulation valve and compressor throttling valve. During the Full Cool mode, the unit controller sends
an electrical signal to adjust the ETV to maximise system cooling capacity. During the Modulation Cool mode, the unit controller
sends a signal to close the ETV a precise amount. This throttles the suction gas returning to the compressor and reduces the system
cooling capacity to match the load requirements.
Refer to the appropriate Microprocessor Operation and Diagnosis manual for instructions on testing the ETV. Service of the ETV
includes replacement of the stepper motor and piston assembly or the entire valve and body.
Electronic Throttling Valve (ETV - Alco Valve) Electronic Throttling Valve (ETV - Danfross Valve)
1. Stepper Motor
2. Valve Body
3. Inlet
4. Outlet
HOT GAS OR HOT GAS BYPASS VALVE

The hot gas (or hot gas bypass) valve is used in conjunction with the modulation valve or Electronic Throttling valve to reduce
the capacity of the unit during modulation. This normally closed solenoid valve is located in the refrigeration line that connects
the discharge line to the hot gas line. The controller energises (opens) the hot gas bypass valve when the unit reaches full
modulation. The controller de-energises (closes) the hot gas bypass valve when the modulation cycle ends.
NOTE: See the appropriate Controller Operation and Diagnosis manual for instructions on testing the hot gas or hot gas
bypass valve.

11 Refrigeration Service
Operations
Refrigeration System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Low Side Pump Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
High Pressure Cutout Switch or High Pressure Cycle (Control) Switch . . . . . . . . . . . . . . . . . 11-3
Condenser Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Discharge Vibrasorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Suction Vibrasorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Condenser Inlet Check Valve, Condenser Outlet Check Valve or Receiver
Tank Outlet Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
High Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Dehydrator (Filter-Drier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Expansion Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Pilot Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Modulation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Hot Gas Bypass Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Throttling Valve (non-ETV units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Three-Way Valve Condenser Pressure Bypass Check Valve Repair . . . . . . . . . . . . . . . . . . . 11-14
Three-Way Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
Compressor Oil Filter – X214, X426 or X430 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17
Electronic Throttling Valve (ETV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Multi-Temperature System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Discharge Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Liquid Line Solenoid Valve (LLS, LLS2, LLS3, RLLS or CLLS) or
Suction Line Solenoid Valve (SLS, SLS2, SLS3, RSLS or CSLS) . . . . . . . . . . . . . . . . . . 11-20
Condenser Inlet Solenoid Valve (CIS) or Hot Gas Solenoid Valve
(HGS, HGS2, HGS3, RHGS or CHGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
Suction Line Check Valve (SLCV, SLCV2, SLCV3, RSLCV or CSLCV),
Purge Check Valve (PCV) or Liquid Return Check Valve (LRCV, LRCV2,
LRCV3, RLRCV or CLRCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
Receiver Tank Pressure Solenoid Valve (RTPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
Purge Valve (PV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
REFRIGERATION SYSTEM COMPONENTS
NOTE: It is generally good practice to replace the filter drier whenever the high side is opened or when the low side is opened
for more than 30 minutes. Replace the compressor oil filter whenever the filter drier is replaced.
TG-VI, µP-IV, µP-V, µP-VI, SR-2 and SR-3 NOTE: A Service Test mode on these controllers allows technicians to operate
the unit under known conditions while performing diagnosis and service procedures. See the appropriate Controller
Operation and Diagnosis manual for instructions on how to use the Service Test mode.
Low Side Pump Down

NOTE: Operate all the evaporators in Cool for 2 to 5 minutes with the service valves in their normal
operating positions before performing the low side pump down. Install a gauge manifold at the
compressor.
1. Run all the evaporators in cool, front seat the receiver tank outlet valve and the bypass hand valve, and pump down the low
side to 20 to 25 in. Hg vacuum (-68 to -85 kPa). Turn the unit Off. If the unit pumps down acceptably and then holds at least
15 in. Hg vacuum (-51 kPa) for 2 minutes or more, it can be assumed that the receiver tank outlet valve, the compressor
discharge valve plates, the HGS solenoid, the HGS2 solenoid, the HGS3 solenoid, and the purge valve solenoid are sealing
acceptably.
2. Prepare to perform service on the unit’s low side by equalizing the high side and low side pressures.
a. Disconnect the purge valve solenoid wires from the main wire harness.
NOTE: If the purge valve solenoid wires are not disconnected from the main wire harness, the purge valve is energized when
the unit is placed in the Evacuation Test. This allows the refrigerant in the condenser to flow into the accumulator, undoing
the low side pump down.
b. Place the unit in the Evacuation Test. Refer to the appropriate Microprocessor Diagnostic Manual. The high and low side
pressures should equalize in the Evacuation Test.
NOTE: Repeat the pump down procedure if the pressures equalize above 20 psi (138 kPa). If suitably low pressures cannot
be achieved after the third pump down, the refrigerant must be recovered to perform service on the low side.
c. If the reading on the gauge manifold’s high pressure gauge increases after the high and low side pressures have been
equalized, the condenser inlet check valve is leaking.
NOTE: Remember to reconnect the purge valve solenoid wires to the main wire harness when the service procedures have
been completed.
Compressor
Removal
1. Pump down the compressor and equalise the pressure to 0 psig, (0 bar g).
2. Loosen and remove the compressor/electric motor belt from the Electric Motor pulley (SLe Model 50 and all SLX and SLXe
units).
3. Front seat the discharge and suction service valves. Recover remaining refrigerant pressure from compressor.
4. Unbolt and remove compressor oil filter bracket from flywheel housing (optional).
5. Unbolt the discharge valve and the suction valves from the compressor.
6. Keep the compressor ports covered to prevent dust, dirt, etc., from falling into the compressor.
7. Disconnect all high pressure cutout switch wires. Disconnect the pilot solenoid valve line. (SLX and SLXe - remove
compressor belt guard)
8. Support compressor and remove the compressor mounting bolts from flywheel housing.
9. Lift the service valves out of the way.
10. Slide the compressor to the left until coupling pins are clear.
11. Remove the compressor from the front of the unit.
NOTE: When the compressor is removed from the unit, note the oil level or measure the oil removed from the compressor.
Add the same amount of oil to the replacement compressor.
12. Remove clutch from compressor crankshaft on Model 50 units, from drive coupling on model 30 units.
Installation
1. Replace clutch from compressor crankshaft on Model 50 units, or on drive coupling on model 30 units.
2. Lift compressor into the unit and install the mounting bolts.
apart.
3. Install suction and discharge service valves and torque to the correct value. Coat new o-ring or gasket with compressor oil.
Connect the high pressure cutout switch wires.
4. Reconnect the pilot solenoid valve and compound pressure gauge lines.
5. Pressurise the compressor and test for refrigerant leaks.
6. If no leaks are found, evacuate the compressor. Replace the compressor/electric motor belt and adjust the tension (SLe Model
50 and all SLX and SLXe units).
7. Refit the belt guard on SLX/ SLXe units
8. Back seat the suction and discharge service valves.
9. Operate the unit at least 30 minutes and then inspect the oil level in the compressor. Add or remove oil if necessary.
10. Check refrigerant charge and add refrigerant if needed.
High Pressure Cutout Switch or High Pressure Cycle (Control) Switch

Removal
1. Pump down the compressor and equalise pressure to 0 psig, (0 bar g).
2. Front seat the discharge service valve. Recover remaining refrigerant from the compressor head and discharge service valve
tube.
3. Disconnect the wires and remove switch from the compressor discharge manifold.
Installation
1. Apply a refrigerant locktite to the threads of switch.
2. Install and tighten switch and reconnect the wires.
3. Open the discharge service valve slightly to pressurise the compressor high side and test for leaks.
4. If no leaks are found, evacuate the compressor.
5. Open the suction and discharge service valves. Place the unit in operation.
Refrigeration Service Operations 11-3

Condenser Coil
Removal
1. Remove the refrigerant charge.
2. Drain engine coolant from the expansion tank.
• SL and SLe: Unbolt and remove coolant expansion tank from condenser coil frame. Unsolder tank breather tube.
• SLX (with copper tube and fin): Drain all coolant. Remove coolant hoses from radiator portion of the coil.
3. Unsolder the refrigerant line connections.
4. Unbolt and remove the condenser coil.
NOTE: For Micro Channel Coil, please follow points 1, 2 and 4 above. (Radiator can be left in for this one)
Installation
1. Clean the refrigerant tubes for soldering.
2. Place the condenser coil in the unit and install the mounting hardware.
3. Solder the refrigerant line connections.
4. Change drier.
5. SLX copper tube and fin condenser - refit coolant hoses to radiator portion of coil.
6. Pressurise the refrigeration system and test for leaks. If no leaks are found, evacuate the system.
7. Fill tank half way with 50/50 antifreeze of correct specification for the system.
• SL and SLe: Install clamps on the condenser inlet line. Install engine coolant expansion tank. Solder tank breather tube.
8. After evacuation, charge the unit with refrigerant.
9. Operate unit and check compressor oil level and refrigerant charge.
• Check and add correct coolant solution to fill the cooling system to the top of the filler neck if required. Make sure there
are no low spots in the vent tube that will trap air in the expansion tank.
• SLX and SLXe, make sure that tank is half full
• SLX copper tube and fin: Refill coooling system (refer to correct system refill procedure in Engine MAintenance Chapter
of this manual)
Discharge Vibrasorber
Removal
2. Heat the connections on the vibrasorber until the vibrasorber can be removed.
CAUTION: Use a heat sink or wrap the vibrasorber with wet rags to protect the vibrasorber.
Installation
1. Prepare the vibrasorber and tubing fittings by cleaning thoroughly.
2. Solder the vibrasorber connections.
3. Change drier
CAUTION: Use a heat sink or wrap the vibrasorber with wet rags to protect the vibrasorber.
4. Pressurise the system and test for leaks. If no leaks are found, evacuate the system.
5. Charge the unit with correct refrigerant and check the compressor oil level.
NOTE: SLX and SLXe => refer to correct refrigerant charging procedure
Suction Vibrasorber
NOTE: If there ia a possibility that the unit has been in a vacuum owing to a leak to the vibraabsorber, the refrigerant must
be recovered.
Removal
1. Pump down the low side and equalise pressure to 0 psig, (0 bar g).
2. Unsolder the suction vibrasorber from the suction service valve. Unsolder the connection to the accumulator and remove from
the unit.

Installation
1. Prepare the suction hose and tube fittings for soldering by cleaning thoroughly.
2. Solder the vibrasorber to the suction service valve.
CAUTION: Use a heat sink or wrap vibrasorber with wet rags to prevent damaging the vibrasorber.
3. Solder the suction hose connection to the accumulator.

4. Pressurise the low side and check for leaks. If no leaks are found, evacuate the system.
5. Open refrigeration valves and place unit in operation.
Condenser Inlet Check Valve, Condenser Outlet Check Valve or Receiver Tank Outlet
Check Valve
Disassembly and Inspection
1.
• Condenser Inlet or Condenser Outlet Check Valve:
Remove the refrigerant charge.
Typical In-line Check Valve Cross-section

1. Valve
2. Neoprene Seal
3. Valve Seal
4. Spring
2. Remove the bonnet nut (or cap) from the check valve.
NOTE: An in-line check valve (P/N 66-5722 or 66-5763) does not have a bonnet nut and is not repairable. An in-line check
valve must be replaced if it fails.
3. Inspect the seat in the check valve for damage or foreign particles which might adhere to the seat and would damage the new
seat. If damaged, replace the entire check valve assembly
Replacement
1. If the seat in the check valve is damaged, unsolder the inlet and outlet line connections. Remove the check valve.
2. Clean the tubes for soldering.
3. Place a new disassembled check valve in position. Arrow on the valve body indicates the direction of refrigerant flow through
the valve.
NOTE: Place a heat sink on an in-line check valve

(P/N 66-5722 or 66-5763) or wrap valve with wet rags before soldering the inlet and outlet connections to prevent damage to
the neoprene seal. Then go to step 3 under Repair/Assembly.
4. Solder the inlet and outlet connections. After the valve cools, reassemble the valve.
Repair/Assembly
1. Install the new seat and spring.
2. Place a new gasket on the cap and torque to 61 N•m.
3. Replace drier
4. Pressurise the refrigeration system and test for leaks.
5.
• Condenser Inlet or Condenser Outlet Check Valve: If no leaks are found, evacuate the system. Charge unit with correct
refrigerant and check the compressor oil level.

Typical Condenser Inlet Check Valve
1. Cap
2. Gasket
3. Spring
4. Seat
Receiver Tank
Removal
2. Unsolder liquid inlet line from the receiver tank.
3. Disconnect the filter drier line from receiver tank.
4. SL and SLe: Disconnect bypass check valve line from receiver tank. Remove the bypass check valve from the receiver tank.
5. Unbolt the mounting brackets and remove the receiver tank from the unit.
Installation
1. SL and SLe: Coat the bypass check valve fittings with compressor oil. Install the check valve on the receiver tank. Tighten
securely, holding the hex on the receiver tank with a back-up wrench.
2. Place the receiver tank in the unit. Install the mounting bolts and nuts loosely. Position the receiver tank so the sight glass is
clearly visible (through viewing hole in mounting bracket) and the outlet tube lines up.
3. Solder the inlet tube to the receiver tank.
4. Connect filter drier outlet tube and bypass check valve line (SL and SLe) to receiver tank.
5. Tighten the receiver tank mounting hardware securely.
6. Replace drier
7. Pressurise the refrigeration system and check for leaks. If no leaks are found, evacuate the system.
8. Charge the unit with correct refrigerant.
Bypass Check Valve

Removal
1. Pump down the low side and equalise the pressure to 0 psig (0 bar g).
2. Front seat the bypass hand valve.
3. Unolder the bypass check valve.
Installation
1. Wrap the new By-pass Check Valve with a suitable heat sink to prevent damage to the valve whilst .soldering
2. Solder in new By-pass Check Valve.
3. Replace drier
4. Back seat the By-pass Hand Valve and place unit in service.

High Pressure Relief Valve
Removal
2. Unscrew and remove the high pressure relief valve.
Installation
1. Apply compressor oil to the O-ring on the high pressure relief valve.
2. Apply a refrigerant locktite to the threads of the high pressure relief valve.
3. Install and tighten the high pressure relief valve.
5. Recharge the unit with refrigerant and check the compressor oil level.
Dehydrator (Filter-Drier)
Removal
1. Pump down the low side and equalise the pressure to 0 psig, (0 bar g).
2. Disconnect the nuts at the end of the drier. Hold the drier with a back-up wrench on the hex behind the flare fitting.
3. Loosen the mounting hardware and remove the drier.
Installation
1. Apply a thin layer of compressor oil to new O-rings and install in the inlet and outlet nuts.
2. Install the new drier and tighten the mounting bracket screws and nuts.
3. Install and tighten the inlet nut to the receiver tank outlet valve line (inlet end of drier is labelled “IN”). Hold the drier with a
back-up wrench on the hex behind the Flare/ORS (depending on manufacture date of the unit) fitting .
4. Pressurise the system and inspect for leaks. If no leaks are found, evacuate low side (See the correct operation and diagnostic
manual for more information. Place the unit in operation.
5. Back seat the receiver outlet valve, check the refrigerant charge and compressor oil level.
Expansion Valve Assembly

Removal
1. Pump down the low side and equalise pressure to 0 psig, (0 bar g). (Check for Fgas regulations)
2. Remove necessary evaporator access panels.
3. Remove the feeler bulb from the suction line clamp. Note the position of the feeler bulb on the suction line.
4. Disconnect (or unsolder) the equaliser line from the expansion valve.
5. Unsolder the inlet liquid line and the distributor from the expansion valve.
6. Remove the expansion valve mounting bolt. Remove the expansion valve from the unit.
Location of Expansion Valve Bulb

1. End View
2. Side View

Installation
1. Install and bolt the expansion valve assembly in the unit.
2. Solder (95-5 Solder) the inlet liquid line and the distributor to the expansion valve.
3. Solder (95-5 Solder) the equaliser line to the expansion valve.
4. Clean the suction line to a bright polished condition. Install the feeler bulb clamps and the feeler bulb on the side of the suction
line in its former position. The feeler bulb must make good contact with the suction line or the operation will be faulty. Wrap
with correct insulating material.
NOTE: Do not use oil or grease once the surfaces are clean.
5. Replace Drier
6. Pressurise the low side and test for leaks. If no leaks are found, evacuate the low side.
7. Install evaporator access panels.
8. Open the receiver tank outlet valve. Place the unit in operation.
9. Test the unit to see that the expansion valve is correctly installed.
10. Check refrigerant charge
Evaporator Coil
Removal
2. Remove the evaporator access panels.
3. Unsolder the expansion valve from the distributor.
4. Remove thermostat and thermometer sensors.
5. Remove insulating tape and feeler bulb from suction line clamp. Note the position of the feeler bulb on the suction line.
6. Unsolder the suction line and hot gas line from the evaporator coil.
7. Disconnect the electric heaters and high temperature cutout switch (model 50 units).
8. Remove the mounting bolts and remove the coil from the evaporator housing.
Installation
1. Place the evaporator coil in the housing.
2. Install the mounting bolts and tighten.
4. Solder the suction line and hot gas line connections to the evaporator coil.
5. Solder or connect the distributor to the expansion valve assembly.
6. Replace Drier
7. Pressurise the low side and test for leaks. If no leaks are found, evacuate the low side.
8. Clean the suction line to a bright polished condition. Install the feeler bulb clamps and the feeler bulb on the suction line.
Locate the bulb on the side of the suction line in its former position. The feeler bulb must make good contact with the suction
line or the operation will be faulty. Wrap it with correct insulating material.
9. Install thermostat and thermometer sensors. Install the high temperature cutout switch and electric heaters (Model 50 units).
11. Back seatthe receiver tank outlet valve. Place the unit in operation. Check the refrigerant charge and compressor oil level and
add as required.

Heat Exchanger
Removal
2. Remove the evaporator access panels.
3. Remove the mounting bolts that hold the heat exchanger on the bulkhead.
TLE and SPECTRUM REMOTE EVAPORATOR NOTE: Unsolder the inlet and outlet connections. Then go to step 8a.
4. Unsolder or disconnect the equaliser line from the suction line.

5. Unsolder or disconnect the liquid outlet line from the expansion valve.
6. Note the position of the feeler bulb on the side of the suction line. Remove the expansion valve feeler bulb from the suction
tube.
7. Unsolder the suction line at the evaporator coil end.
8. Unsolder the remaining outlet suction line and inlet liquid line connections from the condenser side of the bulkhead. Remove
putty from around the lines before unsoldering the connections.
a. TLE and Spectrum evaporators: Unsolder the remaining outlet suction line and inlet liquid line connections from the heat
exchanger.
9. Lift the heat exchanger assembly out of the evaporator housing.
Installation
2. Place the heat exchanger assembly in the evaporator housing. Install the mounting hardware loosely.
TLE and SPECTRUM REMOTE EVAPORATOR NOTE: Tighten mounting hardware. Solder the inlet and outlet
connections. Then go to step 8.
3. Solder liquid inlet and suction outlet line connections on the condenser side of the bulkhead. Seal openings through bulkhead
with putty when refrigerant lines have cooled off.
4. Tighten the heat exchanger mounting hardware securely.
5. Solder suction line connection to the evaporator coil.
6. Solder the equaliser line to the suction line.
7. Solder liquid outlet line to expansion valve.
8. Replace Drier
9. Pressurise the low side and test for leaks. If no leaks are found, evacuate the unit.
10. Clean the suction tube to a bright polished condition. Install the feeler bulb clamps and feeler bulb on the side of the suction
line in its former position. The feeler bulb must make good contact with the suction line or operation will be faulty. Wrap with
correct insulating material.
NOTE: Do not use oil or grease once the surfaces are clean.
11. Open the receiver tank outlet valve. Place the unit in operation. Install refrigerant charge.
12. Check refrigerant charge and compressor oil level
Accumulator
Removal
2. Remove the mounting bolts from the accumulator tank mounting brackets.
3. Unsolder the inlet and outlet suction lines from the accumulator tank.
CAUTION: Use a heat sink or wrap vibrasorber with wet rags to prevent damage to the vibrasorber.
4. Remove the accumulator from the unit.
Installation
1. Place the accumulator in the unit and loosely install the mounting bolts.
2. Solder the inlet and outlet suction lines to the accumulator tank.
CAUTION: Use a heat sink or wrap vibrasorber with wet rags to prevent damage to the vibrasorber.

3. Tighten the accumulator tank mounting bolts.
4. Replace Drier
5. Pressurise the low side and test for refrigerant leaks. If no leaks are found, evacuate the low side.
6. Open the receiver tank outlet valve. Place the unit in operation. Check refrigerant charge and compressor oil level and add as
required.
Pilot Solenoid
Removal
1. Remove the refrigerant.
2. Disconnect the wires and remove the coil from the valve.
3. Unsolder the refrigeration lines.
4. Remove the mounting bolts and remove the valve.
Installation
1. Remove the coil from the valve.
2. Place the valve in the unit and install the mounting bolts.
3. Solder the refrigeration lines to the valve.
4. Install the coil and connect the wires.
5. Replace Drier
7. Recharge the unit with the proper refrigerant and check the compressor oil level.
Modulation Valve (SL and SLE only)

Removal
2. Remove the lower evaporator access panel.
3. Disconnect the wires and remove coil from modulation valve.
4. Unsolder two elbows that connect the modulation valve between the evaporator outlet and heat exchanger. Remove the valve.
CAUTION: Use a heat sink or wrap valve with wet rags to prevent damaging the valve.
Installation
1. Clean the tubes and elbows for soldering.
2. Remove the coil from the new valve. Correctly position the modulation valve and elbows between the evaporator outlet and
the heat exchanger inlet.
3. Solder the connections.
4. Allow the valve to cool. Install the coil on the modulation valve and connect the wires.
5. Replace Drier
6. Pressurise the low side and check for leaks. If no leaks are found, evacuate the low side.
7. Install the evaporator access panel.
Hot Gas Bypass Solenoid Valve

NOTE: SLX/SLXe Spectrum: The Hot Gas Bypass Purge Valve (HGBPV) is located in the Host Evaporator section, next to
the Hot Gas Solenoid (HGS)
Removal
2. SLX/SLXe Spectrum: Remove the lower evaporator access panel.
3. Disconnect the wires and remove coil from the valve.
4. Unsolder the lines and remove the valve.

Installation
2. Remove the coil from the new valve. Correctly position the valve hot gas line.
4. Allow the valve to cool. Install the coil on the valve and connect the wires.
5. Replace Drier
6. SLX/SLXe Spectrum: Refit the lower evaporator access panel.
7. Pressurise the refrigeration system and check for leaks. If no leaks are found, evacuate the system.
8. Charge the unit with correct refrigerant. Place the unit in operation and check compressor oil level.
Throttling Valve (non-ETV Units)

Removal
2. Front seat the discharge and suction service valves.
3. Remove the suction valve and pilot solenoid line.
4. Unbolt and remove the throttling valve from the unit.
NOTE: If the throttling valve joints are leaky and/or the rubber cap is detached or missing, the refrigerant may be
contaminated and should be recovered.
Disassembly/Repair
1. Remove the piston end cap (round end).
2. Remove cotter pin from the castle nut and remove nut.
3. Remove the spring and piston.
4. Loosen all the bolts on end cap.
WARNING: This end cap is under slight spring pressure.
Throttling Valve End Cap, Piston and Housing

1. Inspect end cap for wear
2. Inspect piston for wear
3. Inspect housing for damage

Throttling Valve Piston End Cap
1. Inspect Cap
2. Inspect Spring
3. Shims
5. Break the gasket free and remove the end cap.

6. Note the number of shims next to the cap. These can be reused.
7. Remove bellows (discard).
8. Inspect all the parts. (Replace if excess wear is found.)
a. Piston and cap for wear (scuff marks)
b. Body for stripped threads
c. Bellows end cap for damage in pilot hole
NOTE: Bellows is normally replaced.
9. Clean the parts to be reused.
Assembly
1. Install new bellows with O-ring into the housing.
2. Center the spring on bellows shoulder.
3. Coat the gasket with compressor oil. Install gasket on the valve body. Place shims in end cap (use same number as removed).
Tighten end cap in place with vent hole closest to outlet opening of the valve body.
4. Install the piston and spring. Tighten the castle nut until firmly seated against the bottom of the piston.
5. Back off the castle nut, one full turn only.
6. Insert the cotter pin.
7. Oil the gasket and install the end cap.
8. Throttling valve will have to be recalibrated on operating unit. (Refer to Specification section for setting.)
9. Adjust by adding or removing shims under the spring.
Adjusting Throttling Valve Castle Nut

1. Tighten castle nut to bottom. Then back off one turn and
insert cotter pin.

Throttling Valve
1. Screw and Washer 9. O-ring, Valve to Compressor
2. Bellows End Plate 10. Piston Housing Gasket
3. End Plate Gasket 11. Piston
4. Adjusting Washers (Shims) 12. Piston Spring
5. Bellows Spring 13. Cotter Pin
6. Bellows and Shaft 14. Adjusting Nut
7. O-ring 15. Piston Housing
8. Housing 16. Rubber Cap

Installation
1. Install the throttling valve using new O-ring soaked in compressor oil (same type of oil that is used in the system). Bolt the
throttling valve to the compressor.
2. Connect the suction hose from the throttling valve to the accumulator tank. Install pilot solenoid line.
3. Replace Drier
4. Pressurise the system and check for leaks. If no leaks are found, evacuate the system.
5. Open receiver tank outlet valve. Place the unit in operation.
Three-Way Valve Condenser Pressure Bypass Check Valve Repair

Removal
2. Unscrew the condenser pressure bypass check valve cap from the check valve.
3. Remove the circlip.
4. Unscrew the check valve stem by using a screwdriver in the slot provided.
NOTE: Spring and valve are held in by the stem. While removing the stem, use care so the spring and valve are not lost.
5. Remove the spring and Teflon valve.

6. Inspect the check valve seat in the three-way valve.
7. If replacement parts are needed, a 60-163 kit must be used which includes the Teflon valve, spring, O-ring, valve stem and
circlip.
Installation
1. Coat the O-ring with compressor oil and install it on the check valve stem.
2. Insert the spring into the hole in the check valve stem and then install the Teflon check valve on the other end of the spring
with the hole in the valve towards the spring.
3. Coat the entire assembly with compressor oil and install the assembly into the check valve seat in the three-way valve.
CAUTION: The Teflon valve must be inserted with the flat side against the valve seat to ensure correct sealing.
4. Screw the check valve stem into the three-way valve until the circlip can be installed.
5. Install the circlip.
6. Unscrew (back seat) the check valve stem against the circlip.
NOTE: Valve stem must be back seated during normal unit operation.
7. Coat sealing area in cap with compressor oil, install and tighten the cap on the three-way valve.
9. Recharge the unit.
Three-Way Valve Condenser Bypass Check Valve

1. Teflon Check Valve Inspect Cap
2. Spring
3. O-ring
4. Stem
5. Circlip
6. Cap

Three-Way Valve Repair
NOTE: The three-way valve can be repaired in the unit if leakage or damage to the Teflon seals should occur. There is usually
enough movement in the copper tubing to separate the three sections of the valve without unsoldering any tubes.
Removal
2. Clean the exterior surface of the valve.
3. Unsolder the copper line from the three-way valve to the pilot solenoid.
4. Loosen the 4 Allen head screws (DO NOT remove). Use tool #204-424 to break the gasket at each side of the center section.
CAUTION: Do not force the tool into the brass or against the bolts.
5. Remove the 4 bolts from the valve.

6. Remove the top cap and spring.
7. Remove the spring clip. Observe the slot in the spool shaft and slide piston off the stem.
8. Remove the seat and stem assembly.
9. Inspect the following parts for wear and damage:
a. Bottom cap sealing and support areas.
b. Seat, sealing surface.
c. Top cap, sealing and support surface.
d. The following parts will be discarded:
e. Stem assembly.
f. All gaskets.
g. Teflon seal and O-ring (or PTFE seal).
10. Remove the screen. If any particles drop from the screen into the discharge line, the discharge line must be removed at the
compressor and the particles removed.
NOTE: The valve body cannot be reconditioned. Seat positions change and incorrect sealing will result.

Assembly/Installation
Three-Way Valve Assembly

1. Screw
2. Top Cap
3. Check Valve Cap
4. Check Valve Assembly
5. Spring
6. Piston (Valves built before 11/97)
7. Clip
8. Teflon Seal (Valves built before 11/97)
9. O-ring (Valves built before 11/97)
10. Gasket
11. Seat
12. Gasket
13. Stem Assembly
14. Screen
15. Bottom Cap
16. Piston for PTFE Seal (Valves built 11/97 and after)
17. PTFE Seal (Valves built 11/97 and after)

After cleaning and inspecting all parts, reassemble the valve.
1. Install the screen into the bottom cap.
2. Install new stem into the center section.
3. Install new gaskets on both sides of the valve body. Dip gaskets in compressor oil before installing.
4. Install new PTFE seal on the piston.
NOTE: The open side of the seal must face the stem and seat. The closed side of the seal must face the top cap.
5. Install the spring and top cap.

6. Line up the passageways in the cap and body. Failure to line up the holes will result in incorrect operation of the valve.
7. Install bolts and tighten in rotating sequence.
NOTE: Make sure that the stem assembly is located correctly into the hole in the bottom cap.
8. Solder pilot solenoid line and pressurise system with refrigerant to check for leaks.
9. Replace Drier
10. If there are no leaks, evacuate the system and recharge with refrigerant.
11. Operate the unit to check for correct three-way valve operation.
Compressor Oil Filter – X214, X426 or X430 Compressor

Removal
2. Disconnect the nuts at the end of the filter. Hold the filter with a back-up wrench on the hex behind the flare fitting.
3. Loosen the mounting hardware and remove the oil filter.
X426 and X430 Compressor Oil Filter – After 4/97

1. O-ring
2. Oil Filter w/Service Fitting
3. O-ring

Installation
1. Apply a thin layer of refrigerant oil to new O-rings and install in the inlet and outlet nuts.
2. Install the new oil filter and tighten the mounting bracket screws and nuts (inlet end of filter is labelled “IN”).
3. Install and tighten the inlet and outlet line nuts to the filter. Hold the filter with a back-up wrench on the hex behind the flare
fitting.
4. Evacuate the compressor and filter to 500 microns to remove trapped air.
5. Replace Drier
6. Pressurise the system and inspect for leaks. If no leaks are found, open the receiver tank outlet valve. Place the unit in
operation.
Electronic Throttling Valve (ETV)

Removal
2. Remove the lower evaporator access panel. (SL/SLe 400 only)
3. Disconnect the ETV wire harness connector.
4. Unscrew the nut that attaches the stepper motor and piston assembly to the valve body.
5. To replace the valve body, unsolder two elbows that connect the ETV between the heat exchanger and accumulator. Remove
the valve.
Installation
1. Clean the tubes and elbows for soldering.
2. Remove the stepper motor and piston assembly from the new valve. Correctly position the valve body and elbows in the
evaporator.
NOTE: Use a heat sink or wrap valve with wet rags to prevent damaging the valve.
4. Allow the valve to cool. Install the stepper motor and piston assembly on the valve body and nut.
CAUTION: The stepper motor piston must be fully retracted (valve open position) prior to installing into valve body.
5. Connect the ETV wire connector to the wire harness.

6. Pressurise the low side and check for leaks. If no leaks are found, evacuate the low side.
7. Install the evaporator access panel. (SL/SLe only)

Electronic Throttling Valve (ETV - Old Alco Valve) Electronic Throttling Valve (ETV - New Danfross
Valve)
1. Stepper Motor 1. Stepper Motor
2. Nut 2. Valve Body
3. Valve Body 3. Inlet
4. Outlet

MULTI-TEMPERATURE SYSTEM COMPONENTS
NOTE: The following components are unique to multi-temperature systems, including:
• TCI and SPECTRUM Host Units

• TLE and SPECTRUM Remote Evaporators
Discharge Pressure Sensor

Removal
2. Disconnect the wire connector.
3. Remove the mounting clamp from the sensor.
4. Hold the discharge tube adapter with a backup wrench. Unscrew the sensor from the adapter.
Installation
1. Apply a refrigerant locktite to the threads of sensor.
2. Hold the discharge tube adapter with a backup wrench. Screw the sensor into the adapter.
3. Install mounting clamp on sensor. Connect wire connector.
5. If no leaks are found, evacuate the system.
6. Charge the unit with the correct refrigerant. Operate the unit and check the compressor oil level.
Liquid Line Solenoid Valve (LLS, LLS2, LLS3, RLLS or CLLS) or Suction Line Solenoid
Valve (SLS, SLS2, SLS3, RSLS or CSLS)
NOTE: Valves that have nylon seats must be disassembled before soldering.
Removal
2. Remove evaporator access panels.
3. Remove the coil and disassemble the valve.
4. Unsolder the liquid lines from the valve. Remove the valve from the unit.
CAUTION: Use a heat sink to prevent damaging the valve.
Installation
2. Remove the coil and disassemble the valve. Place the valve in position in the unit.
3. Solder the inlet and outlet connections. After the valve cools, assemble the valve and install the coil.
4. Replace Drier
9. Check refrigerant charge.

Condenser Inlet Solenoid Valve (CIS) or Hot Gas Solenoid Valve (HGS, HGS2, HGS3,
RHGS or CHGS)
Removal
3. Unsolder the hot gas lines form the valve, and remove the valve from the unit.
Installation
2. Remove the coil, disassemble the valve, and place the valve in position.
4. Replace Drier.
7. Charge the unit with the correct refrigerant. Operate the unit and check the compressor oil level.
Suction Line Check Valve (SLCV, SLCV2, SLCV3, RSLCV or CSLCV), Purge Check Valve
(PCV) or Liquid Return Check Valve (LRCV, LRCV2, LRCV3, RLRCV or CLRCV)
Disassembly and Inspection
2. Remove the bonnet nut (or cap) from the check valve.
NOTE: An in-line check valve (P/N 66-5722 or 66-5763) does not have a bonnet nut and is not repairable. An in-line check
valve must be replaced if it fails. Place a heat sink on the valve before unsoldering the inlet and outlet connections to prevent
damage to the neoprene seal.
3. Inspect the seat in the check valve for damage or foreign particles which might adhere to the seat and would damage the new
seat. If damaged, replace the entire check valve assembly.
Replacement
1. If the seat in the check valve is damaged, unsolder the inlet and outlet line connections. Remove the check valve.
3. Place a new disassembled check valve in position. Arrow on the valve body indicates the direction of refrigerant flow through
the valve.
NOTE: Place a heat sink on an in-line check valve

(P/N 66-5722 or 66-5763) before soldering the inlet and outlet connections to prevent damage to the neoprene seal. Then go
to step 3 under Repair/Assembly.
4. Solder the inlet and outlet connections. After the valve cools, reassemble the valve.
Repair/Assembly
1. Install the new seat and spring.
2. Place the new gasket on the cap and torque to 61 N•m.
3. Replace Drier.
4. Pressurise the low side and test for leaks.
7. Check refrigerant charge and the compressor oil level.

Receiver Tank Pressure Solenoid Valve (RTPS)
Removal
2. Remove the coil from the valve.
3. Unsolder the hot gas lines from the valve. Remove the valve from the unit.
CAUTION: Use a heat sink or wrap the valve with wet rags to prevent damage.
Installation
2. Remove the coil from the valve. Place the valve in position in the unit.
3. Solder the inlet and outlet connections. After the valve cools, install the coil on the valve.
CAUTION: Use a heat sink or wrap the valve with wet rags to prevent damage.
4. Replace Drier.
7. Recharge unit with correct refrigerant. Check the compressor oil level.
Purge Valve (PV)

Removal
3. Unsolder the refrigeration lines from the valve, and remove the valve form the unit.
Installation
2. Remove the coil and disassemble the valve. Place the valve in position in the unit.
4. Replace Drier.
7. Recharge the unit with the correct refrigerant.

12 Structural Maintenance
Unit and Engine Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Defrost Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Condenser, Evaporator and Radiator Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Unit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
SL and SLe Top Center Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Access to Mounting Holes SLX/SLXe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
SL Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Damper Door Motor with Current Sensing Blade Position Control
(SLXe, SLX, SLe and Late Model SL Units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-23
Fan Shaft Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-28
SL and SLe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-28
SLXe, SLX Fan Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-42
Lower Blower Assembly SLXe, SLX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-43
Jackshaft/ Cross Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-44
SL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-44
SLe, SLXe, SLX and SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-46
Remote Evaporator Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
Defrost Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-52
UNIT AND ENGINE MOUNTING BOLTS
Periodically check and tighten all unit and engine mounting bolts. Torque the unit mounting bolts to 81.3 N•m. Torque the engine
mounting bolts to 203 N•m.
Typical Engine Mounting Bolt Location
1. Check and tighten four (4) engine mounting bolts.
Typical Unit Mounting Bolt Location

1. All Models: Check and tighten six (6) unit mounting bolts.
2. SL and SLe Models: Check and tighten two (2) additional mounting bolts.
UNIT INSPECTION
Inspect the unit during unit pre-trip and scheduled maintenance inspections. Look for loose or broken wires or hardware,
compressor oil leaks, or other physical damage that might affect unit performance and require repair or replacement of parts.
DEFROST DRAINS
Clean the defrost drains during scheduled maintenance inspections to be sure the lines remain open.
Structural Maintenance 12-3

CONDENSER, EVAPORATOR AND RADIATOR COILS
Clean the coils during scheduled maintenance inspections. Remove any debris like leaves or plastic wrap that reduces airflow.
Clean dirty coils with compressed air or a pressure washer. If possible, blow air or water through the coil in the direction opposite
normal airflow. Be careful not to bend coil fins when cleaning a coil. Straighten any bent fins.
CAUTION: Air or water pressure should not be high enough to damage coil fins.
MICRO-CHANNEL COIL CLEANING RECOMMENDATIONS
Cleaning Intervals
• The coils should be cleaned a Minimum of once a year.
• It is recommended that any time the unit is in for service or maintenance that the coils be inspected and cleaned if needed.
• The coil should be cleaned if there are visible accumulations that obstruct the view of the fins or tubes of the coil.
• The coils should be cleaned if there is debris imbedded in the tubes and fins
The area and conditions in which the unit operates will dictate the cleaning intervals and method(s) needed.
Cleaning Methods (listed in order of recommended method)

• Take a cloth or towel and wipe the air side of the coil going with the fins, across the tubes. (Results shown in Figure .) The
coil will clean in a manner similar to the way lint cleans from the lint trap of a household clothes dryer.
• Use a soft bristled brush (DO NOT USE A WIRE BRUSH) and brush the coil going with the fins, across the tubes. The coil
will clean in a manner similar to the way lint cleans from the lint trap of a household clothes dryer.
• A vacuum with a soft attachment can be used to suck the debris off the face as well as in the fins and tubes from the air side
of the coil.
• Compressed air can be used and will work best when blown thru the coil from the non-air side when possible. Blowing thru
from the airside may imbed debris in the coil that was only on the surface. It is recommended to start with one of the first
three options before using compressed air if the non-air side is not accessible. The angle at which the air should be directed
at the coil should not be less than 75 degrees (see Figure ).
• Power water sprayer may be used in pressures under 600 psi. Water will work best when blown thru the coil from the non-air
side when possible. Spraying thru from the airside may imbed debris in the coil that was only on the surface. It is
recommended to start with one of the first three options before using water if the non-air side is not accessible. The angle at
which the water should be directed at the coil should not be less than 75 degrees (see Figure ).
NOTE:Chemicals to aid in cleaning WILL VOID WARRANTY and are NOT RECOMMENDED.
In some instances in may take a combination of two methods to result in a clean coil. Such as, first wiping the coil to clean the
surface and then using a vacuum, water or compressed air to clean down in the fins. This will depend on the type of debris that
needs to be cleaned from the coil.
Be sure not to contact the coil with any hard vacuum nozzle, air nozzle, or any other tool. This will damage the tubes of the coil.

Coil Before Cleaning => Coil after Wiping Right Hand Side with Cloth
Source Angle for Cleaning with Air or Water

UNIT INSTALLATION
All nuts that hold the unit to the trailer are accessible using an impact wrench with a 25 cm extension, ball-type swivel and a
deep-well socket.
NOTE: The nuts for mounting the unit should be elastic stop nuts (Nylock type)
Unit Installation – SL and SLe

1. Reach this top nut through the hinged condenser grille.
2. SL and SLe: Reach the top center nut by opening the control panel side condenser grille and removing the blower access panel.
3. Reach this top nut through the hinged condenser grille.
4. Reach this center nut through the hinged condenser grille.
5. Reach this bottom nut by opening (SL and SLe) the control panel.
6. Reach the center nut through the center of the engine compartment.
7. Reach this bottom nut through the front access door.
8. Reach this center nut through the hinged condenser grille.

SL and SLe Top Center Nut
To reach the top center nut when installing unit:
1. Open the control box side condenser grille door.
2. Remove the coil blower access panel. This is the diagonal panel just above the blower inlet area.
3. Install the mounting bolt washer and nut. Tighten using wrench socket and swivel attachment.
4. Replace the access panel. The unit will not operate properly with the panel removed.
NOTE to trailer manufacturer: Not all trailer configurations will permit adding the top center unit mounting bracket assembly
9154C10G01. The top center mounting bolt can be permanently mounted to the trailer structure as part of the trailer. Trailer
structure to support mounting bolt must fit within the limits of the evaporator assembly bolt pocket to avoid interference with
the unit during installation.
SL and SLe Top Center Mounting Bolt Installation

A. Side View
B. Front View
1. Unit Condenser Coil
2. Trailer Ceiling
3. Unit Foam
4. Evaporator Bolt Pocket
5. Mounting bolt assembly supplied with unit installation kit

SL and SLe Optional Top Center Mounting Bolt
Installation
A. Side View
1. Unit Condenser Coil
2. Trailer Ceiling
3. Unit Foam
4. Evaporator Bolt Pocket
5. Trailer Installed Top Center Mounting Bolt
Access to Mounting Holes SLX/SLXe

1. Access the top center and top left mounting holes is normally possible without removing the Unit Top Cover.
2. Access the top compressor side mounting hole under the Grill Panel
3. Swing open the entire control box to access the bottom control box side mounting holes.
4. The center mounting hole on the compressor side is accessible through the road-side access door.
5. The lower mounting hole on the compressor side is accessible through the front access door near the compressor.
6. Access the top mounting hole on the compressor side through the road-side access door.
SLX/SLXe Mounting Holes
Note: For SLX Whisper, service access is provided through access points in the noise Insulation Foam.
DEFROST DAMPER
Check the damper during scheduled maintenance inspections for shaft wear, end play and the ability to stop the airflow. The
damper should close and seal so the airflow is stopped on the top and bottom edges with the solenoid plunger bottomed out. If
the damper does not seal properly, adjust the damper assembly.

SL Defrost Damper
The SL (up to August 2000) use a damper motor assembly to open and close the defrost damper. Later model SL units (from
August 2000) and SLe units have been fitted with a different model damper gear motor. The details of this are covered in the next
section.
The damper motor does not reverse. The output shaft on the damper motor assembly rotates in the same direction (counter
clockwise viewed from the gear case end) to both open and close the damper. When defrost is initiated, the output shaft rotates
180 degrees to close the damper. When defrost is terminated, the output shaft rotates 180 degrees to open the damper.
The main components of the damper motor assembly are the electric motor, gear case, cams, and micro switches. Two micro
switches are activated by cams on the motor end of the output shaft. The outer cam leads the inner cam by 20 degrees.
Electrically the micro switches are placed in the circuits between the defrost relay and damper motor. The micro switches stop
the damper door at the open and closed positions. The micro switches also cause the damper door to fully open or close (it may
close and then open) when the unit is turned on. This keeps the damper from staying in a partially open (or closed) position if the
unit was turned off while the damper was opening or closing.
Theory of Operation
Micro Switch Logic
Each micro switch is a double-pole, single-throw switch that is activated through a lever. The lever is also called a follower. One
set of contacts in the switch are normally closed and one set are normally open.
When a switch is in the normal position, the yellow wire (pole 1) is connected to the red wire (throw) and the blue wire (pole 2)
is open.
Defrost Damper Open – SL

1. Damper Door Bracket*
2. Damper Door
3. Non-freeze Strip
4. Damper Link
5. Ball Joint Link
6. Damper Motor Bracket**
*Adjusts Arc of Damper Operation
**Adjusts Damper Vertically

When a switch is in the active position, the blue wire (pole 2) is connected to the red wire (throw) and the yellow wire (pole 1)
is open.
The two micro switches are connected in parallel to the defrost damper circuit. Energizing the 29 circuit closes the damper.
Energizing the 29A circuit (29B on TCI models) opens the damper.
The blue wire from the outer switch and the yellow wire from the inner switch are connected to the 29 circuit at the connector on
the damper motor assembly.
The yellow wire from the outer switch and the blue wire from the inner switch are connected to the 29A (or 29B) circuit at the
connector on the damper motor assembly.
The red wires from both switches are connected to the positive pole of the damper motor. The negative pole of the damper motor
is connected to the CH circuit through a diode.
NOTE: The damper motor is sensitive to polarity. If the motor leads are reversed, the motor will rotate in the opposite
direction. This will damage the micro switches and cause erratic operation of the defrost damper.
Defrost Damper Closed – SL

1. Damper Door Bracket*
2. Ball Joint Link
3. Damper Link
4. Non-freeze Strip
5. Damper Motor Bracket**
*Adjusts Arc of Damper Operation
**Adjusts Damper Vertically

Damper Closing Logic
Defrost can be initiated manually or automatically when the evaporator coil temperature is below 3 C (TG-IV), 6 C (TG-V) or
7 C (TG-VI, µP-IV, µP-V or µP-VI). When defrost is initiated, the damper relay (K3 or D3) is energised. The 29 circuit is then
energised by the 2AA (or 2A or 8VF) circuit through the damper fuse (F3) and the normally open contacts in the damper relay.
Damper Motor Assembly (Motor End) – SL

1. Micro Switches
2. Gear Case
3. Electric Motor
4. Output Shaft
5. Inner Cam
6. Outer Cam
Damper System Schematic – SL

DM Damper Motor
IMS Inner Micro Switch
OMS Outer Micro Switch
K3 Damper Relay
NOTE: 29A circuit is 29B on TCI models.

At this point the outer cam is in contact with the outer micro switch and the outer micro switch is in the active position. The 29
circuit is connected to the damper motor through the outer micro switch.
The outer cam leads the inner cam by 20 degrees, therefore the inner cam is not in contact with the inner micro switch and the
inner micro switch is in the normal position. The 29 circuit is also connected to the damper motor through the inner micro switch.
Two circuits are available to provide power to the damper motor when defrost is initiated (see “Two Initial Micro Switch Circuits
Close Damper” illustration).
As the damper motor rotates, the inner cam makes contact with the inner micro switch and places the inner micro switch in the
active position. The 29 circuit is no longer connected to the damper motor through the inner micro switch. A single circuit through
the outer micro switch is now providing power to the damper motor (see “Outer Micro Switch Circuit Still Closing Damper”
illustration).
The damper motor continues to rotate until the outer cam leaves the outer micro switch and the outer micro switch returns to the
normal position. The 29 circuit is no longer connected to the damper motor through the outer micro switch. No power is reaching
the damper motor and the damper motor stops. The damper is now in the closed position. Open circuits stop the damper motor
in the closed position (see “Micro Switch Circuits When Damper is Closed” illustration).
Damper Opening Logic
Defrost is terminated when the evaporator coil temperature rises to 9 C (TG-IV), 11 C (TG-V) or 14 C (TG-VI, µP-IV, µP-V or
µP-VI).
When defrost is terminated, the damper relay (K3 or D3) is de-energised. The 29A (or 29B) circuit is then energised by the
2AA (or 2A or 8VF) circuit through the damper fuse (F3) and the normally closed contacts in the damper relay.
Two Initial Micro Switch Circuits Close Damper – SL

DM Damper Motor
K3 Damper Relay

Outer Micro Switch Circuit Still Closing Damper – SL
DM Damper Motor
K3 Damper Relay
Micro Switch Circuits When Damper Is Closed – SL

DM Damper Motor
K3 Damper Relay
Two Initial Micro Switch Circuits Open Damper – SL

DM Damper Motor
K3 Damper Relay

Outer Micro Switch Circuit Still Opening Damper –
SL
DM Damper Motor
K3 Damper Relay
Micro Switch Circuits When Damper Is Open – SL

DM Damper Motor
K3 Damper Relay
Damper Motor Output Shaft Position with Damper

Closed – SL
1. Output Shaft
2. Flat to Right

At this point the outer cam is not in contact with the outer micro switch and the outer micro switch is in the normal position. The
29A (or 29B) circuit is connected to the damper motor through the outer micro switch.
The outer cam leads the inner cam by 20 degrees, therefore the inner cam is in contact with the inner micro switch and the inner
micro switch is in the active position. The 29A (or 29B) circuit is also connected to the damper motor through the inner micro
switch. Two circuits are available to provide power to the damper motor when defrost is first terminated (see “Two Initial Micro
Switch Circuits Open Damper” illustration).
As the damper motor rotates, the inner cam leaves the inner micro switch and the inner micro switch returns to the normal
position. The 29A (or 29B) circuit is no longer connected to the damper motor through the inner micro switch. A single circuit
through the outer micro switch continues to provide power to the damper motor (see “Outer Micro Switch Circuit Still Opening
Damper” illustration).
The damper motor continues to rate until the outer cam makes contact with the outer micro switch and places the outer micro
switch in the active position. The 29A (or 29B) circuit is no longer connected to the damper motor through the outer micro switch.
No power is reaching the damper motor and the damper motor stops. The damper is now in the open position. Open circuits stop
the damper motor in the open position (see “Micro Switch Circuits When Damper Is Open” illustration).
Damper Motor Installation and Damper Adjustment

Damper Motor Test
Check the operation of the damper motor assembly before installing it.
1. Position the damper motor assembly so the electric motor is on the bottom side of the gear case. Look at the gear case end of
the damper motor assembly and watch the output shaft to see if the damper motor assembly operates correctly. The gear case
end of the output shaft has a flat machined on one side.
2. Ground the CH circuit of the damper motor assembly by connecting it to the negative terminal of a 12 volt dc power source.
3. Connect the 29 circuit in the wire connector on the damper motor assembly to the positive terminal of the power source. This
should energise the damper motor assembly and the output shaft should rotate counter clockwise until it stops. When it stops
the flat should be on the right side of the output shaft and approximately parallel with the vertical sides of the gear case. In
this position the damper would be closed. If the output shaft was in this position to begin with, it may not move.
4. Connect the 29A (or 29B) circuit in the wire connector on the damper motor assembly to the positive terminal of the power
source. This should energise the damper motor assembly and the output shaft of the damper motor assembly should rotate
counter clockwise until it stops.
Damper Motor Output Shaft Position with Damper

Open – SL
1. Flat to Left
2. Output Shaft

Install Damper Link – SL
1. Damper Link
2. Damper Motor Bracket
When it stops, the flat should be on the left side of the output shaft and approximately parallel with the vertical sides of the
gear case. In this position the damper would be open. The output shaft must be in this position (damper open) when the damper
motor is being installed in the unit.
NOTE: If the damper motor assembly does not function properly, it should not be installed.
Damper Motor Installation

1. Make sure that the flat is on the left side of the damper motor output shaft (see “Damper Motor Test” earlier in this chapter).
2. Attach the damper motor assembly to the damper motor bracket.
Ball Joint Link – SL
Center Ball Joint Link to Damper Bracket – SL, SMX

and SMX-II
1. Damper Bracket
2. Spacer Washers
3. Ball Joint Link

3. Attach the damper link to the output shaft (see “Install Damper Link” illustration).
NOTE: The damper link MUST be installed correctly. If the damper link is not installed correctly, the damper will not operate
properly. The damper will move between half open and half closed and it will be impossible to adjust the damper properly.
4. Attach the damper motor bracket to the evaporator blower housing. Tighten the mounting hardware enough to hold the
damper motor bracket in place, but do not completely tighten the mounting hardware.
5. Push the damper motor and bracket assembly up so it is positioned as high as possible in the evaporator blower housing.
6. Assemble the ball joint link. Set the length between the ball joint centers at 57 mm and make sure that the centers are
approximately parallel.
7. Attach one end of the ball joint link to the damper door bracket with a stainless steel screw, spacer washers, and a Nylock nut.
Use the spacer washers as required to center the ball joint link in the damper door bracket.
Attach Damper Door Bracket and Ball Joint – SL
1. Damper Door Bracket

2. Damper Link
3. Damper Door

4. Attach the damper door bracket to the damper door. Snug the mounting screws enough to hold the damper door bracket in
place, but do not completely tighten the mounting screws.
5. Position the damper door bracket so the mounting screws are in the middle of the slots in the damper door.
6. Attach the other end of the ball joint link to the damper link with a stainless steel screw, lock washer, and two flat washers.
The flat washers should be placed between the ball joint link and the damper link. Check to make sure that the ball joint link
is approximately vertical (see “Align Ball Joint Vertically” illustration). Add or remove flat washers between the ball joint
link and the damper link to align the ball joint link vertically. The ball joint link must be aligned vertically or it may bind and
interfere with the operation of the damper system.
Align Ball Joint Vertically – SL
1. Damper Door Bracket

2. Ball Joint Link
3. Damper Link
4. Flat Washers

Damper System Adjustment
WARNING: This damper system can cause serious injuries. Make sure to keep your hands away from the damper door and
the moving parts of the damper system while the damper motor is energised. It is necessary to change the position of the
damper by energizing the damper motor during the adjustment procedure. It may also be desirable to energise the damper
motor while installing some of the components.
The damper system must be adjusted properly. The damper motor assembly has enough power to damage some of the damper
system components if the damper is not adjusted correctly. Two different adjustments are needed to adjust the damper properly.
First, the damper motor and bracket assembly must be positioned vertically so the rubber strip on the damper door barely makes
contact with the non-freeze strip on the bottom of the damper door opening when the damper is open. Second, the damper door
bracket must be positioned on the damper door so the damper door closes completely when the damper is closed.
1. Make sure that the damper motor and bracket assembly is positioned as high as possible in the evaporator blower housing and
that the damper is in the open position.
2. Move the damper motor and bracket assembly down until the rubber strip on the damper door barely makes contact with the
non-freeze strip on the bottom of the damper door opening.
NOTE: Make sure that the metal edge of the damper door does not contact the non-freeze strip on the bottom of the damper
door opening when the damper door is open. Such contact will damage the components of the damper system.
3. Energise the 29 circuit to close the damper.

4. With the damper closed, position the damper door bracket in the slots on the damper door so the rubber strip on the damper
door makes contact with the top of the evaporator blower housing.
5. Energise the 29A (or 29B) circuit to open the damper and check to make sure that the rubber strip on the damper door is barely
making contact with the non-freeze strip on the bottom of the damper door opening.
6. If necessary, reposition the damper motor and bracket assembly so the rubber strip on the damper door barely makes contact
with the non-freeze strip on the bottom of the damper door opening.
7. Repeat steps 3 through 6 until the rubber strip on the damper door is barely making contact with the non-freeze strip when
the damper is open, and the rubber strip is making contact with the top of the evaporator blower housing when the damper is
closed.
8. Tighten the hardware on the damper motor bracket and damper door bracket and make sure all of the fasteners in the defrost
system are tight.
9. Open and close the damper a few times to make sure that the system operates properly.
Troubleshooting the Damper System

After the damper system has been correctly adjusted, it should stay in adjustment. The motor is protected by a 10 amp fuse that
will open if the motor overloads. If the unit does not go into defrost and the damper does not close, check the defrost fuse. The
defrost fuse is located on the switch panel circuit board near the defrost timer. When an open fuse is replaced, check the following
items before initiating defrost or applying power to the 29 circuit:
• Check for an obvious misalignment of the ball joint link and the damper link that could cause the damper system to bind and
bend the output shaft.
• Make sure that when the damper is open, the metal edge of the damper door does not contact the non-freeze strip on the bottom
of the damper door opening. The rubber strip on the damper door should barely make contact with the non-freeze strip.
• Make sure that the hardware on the damper door bracket and the damper motor bracket is tight enough to hold these
components in place while checking the operation of the damper.

Symptom – Damper motor does not turn when defrost is initiated (see “Defrost Cycle Checkout Procedure” in Electrical
Maintenance chapter for additional information):
• Make sure that the evaporator coil temperature is below 3 C (TG-IV), 6 C (TG-V) or 7 C (TG-VI, µP-IV, µP-V, µP-VI or
SR-2).
• Check the defrost fuse.
• Check the 29 wire at the damper motor connector and make sure that voltage (12 volts dc) is present when defrost is initiated.
If the above items are satisfactory, check the following items:
1. Remove the damper motor assembly and check the wiring harness for damage.
2. Examine the outer micro switch.
a. Make sure that the lever (follower) is not damaged.
b. Make sure that the lever actuates the switch. You should hear a click when the lever is pressed, and another click when the
lever is released.
c. Check the outer cam. Make sure it is tight on the output shaft. If the set screw is not tight enough the cam may remain
stationary while the output shaft turns. Therefore, the cam will not actuate the switch.
NOTE: Do not overtighten the set screw or the threads in the cam may be stripped.
If the above items are satisfactory, disassemble the damper motor and check the following items:
1. Check the brushes to see if they are damaged or worn out.
2. Check the armature to see if it is damaged or if the windings are burned out.
SYMPTOM – When the unit goes into defrost, the damper door closes and opens a few times before closing properly:
1. Check the outer micro switch. It may be staying in the active position.
a. If the outer cam is loose, it may fail to rotate with the output shaft and hold the micro switch in the active position.
b. Something may be stuck on the switch that causes the switch to stay in the active position.
2. Check the inner micro switch. It may be staying in the normal position.
a. If the inner cam is loose, it may fail to rotate with the output shaft and fail to actuate the micro switch.
b. Something may be stuck on the switch that causes the switch to stay in the normal position.

Damper Motor Heater
The damper motor is equipped with a damper motor heater. The heater improves the operation of the damper motor at low
temperatures. The damper motor heater consists of a length of resistance wire wrapped around the damper motor and a thermostat
switch that is mounted on the damper motor. The switch closes when the temperature falls to -12 +/- 3 C. The switch opens when
the temperature rises to -1.0 +/- 3 C. The heater is connected to the 7K circuit and the chassis ground (CH) (8F and CL circuits
on units with TG-VI, µP-IV, µP-V or µP-VI). When the unit is operating and the temperature of the switch is below -12 C, the
resistance wire is energised. If the temperature of the switch is above -1 C (or the unit is in heat or defrost on units with TG-VI,
µP-IV, µP-V, µP-VI or SR-2), the heater is de-energised.
Damper Motor Heater – SMX Before 6/93

1. Thermostat Switch
2. Thermostat Switch Wires
3. Resistance Wire
4. Resistance Wire
5. Splice Connector
6. Thermostat Switch Wire

Testing the Damper Motor Heater
1.
• Units with TG-V: Disconnect the thermostat switch wire from the 7K wire in the evaporator wire harness.
• Units with TG-VI, µP-IV, µP-V, µP-VI or SR-2: Disconnect the damper motor connector from the evaporator harness.
2.
• Units with TG-V: Check the resistance between the thermostat switch wire and CH.
• Units with TG-VI, µP-IV, µP-V, µP-VI or SR-2: Check the resistance between pins 3 and 4 in the 6-pin connector on the
damper motor.
a. When the temperature of the thermostat switch is above 2 C, there should be no continuity between the thermostat switch
wire and CH (or pins 3 and 4). If there is continuity, the thermostat switch is defective.
b. When the temperature of the thermostat switch is below -16 C, the resistance between the thermostat switch wire and CH
(or pins 3 and 4) should be approximately 12 ohms. If not, check the switch and the resistance wire separately.
3. To check the switch and resistance wire separately, cut the splice connector that connects the switch wire to the resistance
wire.
Damper Motor Heater – SMX (After 5/93), SMX-II

and SL
1. Thermostat Switch
2. Thermostat Switch Wires
3. Resistance Wire
4. Diode
5. Pin 3 (CL Wire)
6. Pin 4 (Resistance Wire)
7. CL Wire
8. Resistance Wire
4. Check the resistance wire by checking the resistance between the end of the resistance wire and CH (or pin 4). The resistance
should be approximately 12 ohms. If not, the resistance wire is defective.
5. Check the thermostat switch by checking the resistance between the switch wires (or switch and pin 3).
a. When the temperature of the thermostat switch is above 2 C, there should be no continuity through the switch. If there is
continuity, the thermostat switch is defective.
b. When the temperature of the thermostat switch is below -16 C, there should be continuity through the switch. If not, the
thermostat switch is defective.

Damper Door Motor with Current Sensing Blade Position Control (SLXe, SLX, SLe and
Late Model SL Units)
SLe units, SL units produced from August 2000 and a limited number of SL-400 units produced from April 2000 feature a new
defrost damper gear motor with a current sensing system to control damper blade position. The motor and gearbox are located at
the damper door; the current sensing motor controller is located in the control box.
Gear Motor Controller

The gear motor controller is located in the unit control box. It is wired as shown below.
Wiring
See the schematic below for gear motor and gear motor controller wiring.
Operation
Any time the gear motor is not required to run 12 Vdc power is supplied to both sides of the motor via the gear motor controller
X and Y terminals. When the motor is required to run, the gear motor controller supplies a chassis ground to either the X or Y
terminal to cause the motor to run in the desired direction.
Gear Motor Controller
Gear Motor Wiring Schematic

Closing the Damper Door
When a Defrost cycle is initiated 12 volts is supplied to the A terminal of the gear motor controller via the 29 wire. The gear
motor controller then supplies chassis ground to the gear motor via the Y terminal to energize the motor. The gear motor
controller ignores the amount of current drawn for the first few seconds of operation to accommodate the current spikes that may
result if the damper is frozen in position.
After this initial “break away” time, the gear motor controller then monitors current while the motor continues to close the damper
door. When the door is completely closed the motor will stall, causing an increase in the motor current. This current increase
indicates to the gear motor controller that the damper door has reached the fully closed position. The gear motor controller then
removes chassis ground from the motor at the controller Y terminal. 12-Vdc power is again present at both sides of the gear motor.
Opening the Damper Door

When a Defrost cycle is complete 12 volts is supplied to the B terminal of the gear motor controller via the 29A wire. The gear
motor controller then supplies ground to the gear motor via the X terminal to energize the motor. The gear motor controller
monitors current while the motor opens the damper door. When the door is completely open the motor will again stall, causing
an increase in the motor current. This current increase indicates to the gear motor controller that the damper door has reached the
fully open position. The gear motor controller then removes chassis ground from the motor at the controller X terminal. 12 Vdc
power is again present at both sides of the gear motor.
Diagnostics
The only tool required is an accurate digital multi-meter such as a Fluke.
Refer to the electrical schematics and wiring diagrams for the specific unit.
Voltages are measured from the specified gear motor controller terminal to chassis ground. Proceed in the order shown below:
1. Disconnect the GM+ wire at the “X” terminal of the controller. Measure the resistance of the gear motor from the GM+ wire
to the “Y” terminal of the controller. If the motor resistance is not between 3.0 and 4.0 ohms the motor or motor harness is
defective and must be repaired or replaced.
2. Reconnect the GM+ wire to the “X” terminal of the controller.
3. Be sure a secure connection exists from the “-” terminal of the controller to chassis ground.
4. Start the unit and use Service Test mode to place the unit in Low Speed Cool. See Service Procedure in the relevant
microprocessor Diagnostic Manual for details of using Service Test mode.
5. Battery voltage should be present at the “B” terminal (29A wire) of the controller. If not, check the defrost relay K3 located
on the relay board.
6. Battery voltage should be present at the “+” terminal (HGP wire) of the controller. If not, check the unit 8F and HGP circuits.
7. Battery voltage should be present at both the “X” (GM+ wire) and “Y” (GM- wire) terminals of the controller. If not, the
controller is defective and must be replaced.
8. Place the unit in Defrost using Service Test mode. Battery voltage should be present at the “A” terminal (29 wire) of the
controller. If not, check the defrost relay K3 located on the relay board.
9. Place the unit in Low Speed Cool using Service Test mode.
10. Connect the voltmeter to the “Y” terminal (GM- wire) of the controller. Carefully monitor the meter and place the unit in
Defrost using Service Test mode. When the defrost relay is energized the voltage from the “Y” terminal to ground should fall
below 0.5-vdc for 3 to 10 seconds. If not, the controller is defective and must be replaced.
11. Connect the voltmeter to the “X” terminal (GM+ wire) of the controller. Carefully monitor the meter and place the unit in
Low Speed Cool using Service Test mode. When the defrost relay is energized the voltage from the “X” terminal to ground
should fall below 0.5-vdc for 3 to 10 seconds. If not, the controller is defective and must be replaced.
12. Check to be sure the linkage is connected correctly. Note that due to the gear reduction involved moving the defrost damper
door manually is impossible.
Gear Motor Controller Connections
Terminal Description Wire
A Close Signal 29
B Open Signal 29A
+ Power 8F/HGP
- Chassis Ground CH
X + Motor Lead GM+ (BLK Motor Wire)
Y - Motor Lead GM- (RED Motor Wire)

Gear Motor Adjustment Procedure
The gear motor adjustment is only required if the assembly is removed or replaced, once correctly set it will not require further
adjustment.
Install the Gear Motor and linkage in the position indicated in the attached drawings, note the linkage assembly orientation layout
and the limit stop bolts. See Figures 1 to 4 on the following pages.
Plug the Gear Motor wire connector into the harness connector.
The door may be at any random position.
CLOSED POSITION OPEN POSITION
Figure 1
1. Limit Stop Bolts
Adjust the door to correctly open and close and set the limit stops as follows:
1. Loosen off the two 8 mm limit stop adjusting bolts.
2. Disconnect the “A”, “B” and “+” wires from the controller.
3. Jumper a #2 wire circuit (battery +) to terminal “B” on the controller.
4. The motor will operate and the door will open until the damper blade touches the air discharge housing. The motor bracket
and damper door will bend slightly until the controller senses a rise in motor current and will switch off.
5. Screw in the 8 mm open side limit stop bolt until it just touches the linkage crank arm; turn in a further 1 turn.
6. Operate the door to close and reopen and observe the operation.
7. The motor bracket should not noticeably move and the damper blade should lightly touch the air discharge anti-ice strip.
8. This will set the damper blade to touch the air discharge anti-ice strip and the limit stop bolt simultaneously.
9. Tighten the open side limit stop bolt lock nut and re-check the operation.
10. Jumper a #2 wire circuit (battery +) to terminal “A” on the controller.
11. The motor will operate and the damper door will move to the close position.
12. The damper blade neoprene air seal will press into the air discharge housing making a tight seal against the housing. The motor
bracket will bend slightly until the controller senses a rise in motor current and will switch off.
13. Screw in the 8 mm close side limit stop bolt until it just touches the linkage crank arm; turn in a further 1 turn.
14. Operate the door to open and close and observe the operation.
15. Adjust the 8 mm screw until the damper door blade neoprene seal makes a light but uniform contact with the air discharge
housing.
16. Tighten the close side limit stop bolt lock nut.
17. Repeat the opening and closing operation ensuring the damper blade seal neoprene and the limit stops make simultaneous
contact giving a light and uniform air seal.

KEEP VERTICAL
Figure 2
1. Spacer Washers
2. Damper Bracket
3. Ball Joint Link
CLOSED POSITION
Figure 3

OPEN POSITION
Figure 4
Note:Please refer to previous paragraphs on Damper Door Logic and Operation - this is the same principle on the SLXe/SLX.
Defrost Damper Closed – SLXe/SLX
1. Evaporator Grille
2. Damper Door
3. Evaporator Blower
4. Evaporator Blower Housing
5. Blower Hub
6. Scroll Pane

Defrost Damper Open – SLXe/SLX
1. Evaporator Grille
2. Damper Door
4. Evaporator Blower Housing
5. Blower Hub
6. Scroll Panel
FAN SHAFT ASSEMBLY
SL and SLe
The SL and SLe are equipped with a one-piece fan shaft that is supported by separate compressor side and control box side
bearing assemblies. Check the bearing assemblies for leaky oil seals during pre-trip inspections. If a seal is leaking, remove and
repair that bearing assembly.
Fan Shaft Assembly Overhaul

Disassembly
This procedure details the complete disassembly of the fan shaft.
1. Remove the upper fan belt.
2. Remove mounting hardware for the control box side condenser orifice (item 2).

3. Remove mounting hardware for the compressor side condenser orifice (item 1) and remove the compressor side condenser
orifice.
4. Loosen the two evaporator blower mounting screws (item 16).
5. Remove mounting hardware for the control box side evaporator orifice (item 8).
6. Remove mounting hardware for the compressor side evaporator orifice (item 7).
7. Slide the evaporator blower toward the control box side end of the fan shaft and remove the square key (item 18). Slide the
evaporator blower back toward the compressor side end of the fan shaft.
8. Loosen the set screw in the evaporator shaft seal collar (item 13) and slide the collar toward the compressor side of the fan
shaft.
9. Loosen the two fan shaft pulley screws.
10. Remove the end shaft screw (item 14) from the control box side end of the fan shaft.
11. Remove the fan shaft pulley (item 12) and the Woodruff key (item 17) from the fan shaft.
12. Loosen the condenser blower mounting screws (item 15).
13. Remove the end shaft screw (item 14) from the compressor side end of the fan shaft.
14. Remove the compressor side condenser blower (item 3) and the Woodruff key (item 17) from the fan shaft.
15. Remove the mounting hardware from the control box side bearing (item 11) and slide the control box side bearing off the
control box side end of the fan shaft.
16. Slide the fan shaft out of the compressor side bearing assembly and remove the fan shaft from the control box side of the unit.
Slide the components that are still on the fan shaft off from the compressor side end of the fan shaft. Make sure to remove the
square key (item 18) from the control box side condenser blower when possible.

Fan Shaft Assembly – SL and SLe
1. Compressor Side Condenser Orifice 12. Fan shaft Pulley
2. Control Box Side Condenser Orifice 13. Evaporator Shaft Seal Collar
3. Compressor Side Condenser Blower 14. End Shaft Screws (2)
4. Control Box Side Condenser Blower 15. Condenser Blower Mounting Screws (4)
5. Fan Shaft 16. Evaporator Blower Mounting Screws (2)
6. Compressor Side Bearing Assembly 17. Woodruff Key (2)
7. Compressor Side Evaporator Orifice 18. Square Key (2)
8. Control Box Side Evaporator Orifice 19. Evaporator Blower Housing
9. Evaporator Blower 20. Condenser Seal Gauge Pin
10. Seal Plate (2) 21. Evaporator Shaft Seal Gauge
11. Control Box Side Bearing Assembly 22. Dry Film Lubricant

Assembly
The fan shaft is symmetrical and either end can be put into the unit first. However, the fan shaft must be installed from the control
box side of the unit.
1. Install the compressor side bearing assembly (item 6) and fasten it securely. The compressor side bearing is self-aligning and
does not need to be adjusted.
2. Bolt the seal plates (item 10) loosely in place. Make sure to spray dry film lubricant (item 22) on the outer surfaces of the seal
plates (the sides with “THIS FACE UP” stamped on them are the surfaces that contact the rubber seals).
Install Fan Shaft from Control Box Side – SL and SLe

1. Seal Plate (item 10)
2. Fan shaft (item 5) is symmetrical. Insert either end first
Install Control Box Side Condenser Blower and

Orifice – SL and SLe
1. Control Box Side Condenser Blower (item 4)
2. Control Box Side Condenser Orifice (item 2)

3. Slide the fan shaft (item 5) into the control box side condenser blower area. Place the control box side condenser orifice (item
2) around the fan shaft. Then slide the control box side condenser blower (item 4) over the compressor side end of the fan
shaft.
4. Slide the fan shaft through both seal plates (item 10) and the hole in the bulkhead. When the fan shaft enters the evaporator
section, slide the evaporator shaft seal collar (item 13) over the compressor side end of the fan shaft. The rubber gasket on the
collar should face toward the control box side of the unit so it will contact the seal plate when it is adjusted properly.
Install Evaporator Shaft Seal Collar and Orifice –

SL, SLe, SMX and SMX-II
1. Evaporator Shaft Seal Collar (item 13)
2. Control Box Side Evaporator Orifice (item 8)
Evaporator Blower Orientation (Control Box Side

View) – SL and SLe
1. Condenser Side
2. Orient Blower Wheel Blades as Shown
3. Evaporator Side

5. Place the control box side evaporator orifice (item 8) around the fan shaft. The draw on the control box side evaporator orifice
should face the evaporator blower (toward the compressor side of the unit). The compressor side evaporator orifice will be
fastened to the outside of the evaporator blower housing (item 19).
6. Slide the fan shaft into evaporator blower housing. Slide evaporator blower (item 9) over the compressor side end of the fan
shaft. The blades on the evaporator blower must be oriented as shown in the “Evaporator Blower Orientation” illustration.
7. Place the compressor side evaporator orifice (item 7) around the fan shaft before sliding the fan shaft through the compressor
side of the evaporator blower housing. The draw on the compressor side evaporator orifice should face the evaporator blower
(toward the control box side of the unit). The compressor side evaporator orifice will be fastened to the inside (blower side)
of the evaporator blower housing (item 19).
8. Slide the fan shaft through the compressor side bearing assembly (item 6). The compressor side bearing is self-aligning and
does not need to be adjusted.
Install Evaporator Blower and Orifice – SL and SLe

1. Compressor Side Evaporator Orifice (item 7)
2. Evaporator Blower (item 9)
9. Tap one Woodruff key (item 17) into the keyway on the compressor side end of the fan shaft for the compressor side
condenser blower (item 3).
10. Tap one square key (item 18) into the keyway on the control box side end of the fan shaft for the control box side condenser
blower (item 4).
11. Slide the control box side bearing assembly (item 11) onto the control box side end of the fan shaft. Make sure to align the
tabs on the inner race of the bearing with the slots in the fan shaft collar. Orient the control box side bearing as shown in the
illustrations with the oil plug and the vent on the front side of the bearing assembly. Fasten the control box side bearing to the
mounting bracket, but do not completely tighten the mounting hardware
Compressor Side Evaporator Orifice – SL and SLe

Position Seal Plate – SL and SLe
1. Fan shaft
2. Uniform Clearance Around Fan shaft
3. Seal Plate (This Face Up)
12. Slide the compressor side condenser blower (item 3) onto the compressor side end of the fan shaft and make sure to align the
Woodruff key.
13. Install an end shaft screw (item 14) in the compressor side end of the fan shaft. Torque the end shaft screw to 25 N•m. The
end shaft screw secures the inner race of the compressor side bearing between the compressor side condenser blower and the
shoulder on the fan shaft. This keeps the inner bearing race from turning on the fan shaft.
14. Torque the compressor side condenser blower mounting screws (item 15) to 17.5 N•m.
15. Tap the remaining Woodruff key (item 17) into the keyway on the control box side end of the fan shaft for the fan shaft pulley
(item 12).
Install Condenser Seal Gauge Pin – SL and SLe

2. Condenser Seal Gauge Pin (item 20)

Position Control Box Side Condenser Blower – SL and
SLe
1. Bulkhead
2. Seal Gauge Pin
16. Slide the fan shaft pulley (item 12) onto the control box side end of the fan shaft and make sure to align the Woodruff key.
17. Install an end shaft screw (item 14) in the control box side end of the fan shaft. Torque the end shaft screw to 25 N•m. The
end shaft screw secures the inner race of the control box side bearing between the fan shaft pulley and the shoulder on the fan
shaft. This keeps the inner bearing race from turning on the fan shaft.
18. Torque the two, M8, fan shaft pulley mounting screws to 25 N•m.
19. Torque the three, M10, control box side bearing assembly mounting screws to 44 N•m.
Adjust Evaporator Shaft Seal Collar – SL, SLe, SMX

and SMX-II
1. Evaporator Shaft Seal Gauge (item 21)

Evaporator Shaft Seal Collar Position – SL and SLe
3. Fan shaft (item 5)
20. Position the seal plate (item 10) that is next to the evaporator blower so the hole in the seal plate is centered on the fan shaft.
Tighten the seal plate mounting hardware to hold the seal plate in this position.
21. Screw the condenser seal gauge pin (item 20) into one of the tapped holes in the control box side condenser blower. Screw
the seal gauge pin in until it is firmly finger tight. The thin tip of the tool should be sticking out of the compressor side of the
blower.
22. Slide the control box side condenser blower toward the bulkhead (compressor side of the unit) until the tip of the seal gauge
pin contacts the bulkhead and stops the blower from sliding any farther to the compressor side of the fan shaft.
23. Hold the control box side condenser blower firmly in this position against the bulkhead and torque the control box side
condenser blower mounting screws to 17.5 N•m.
24. Remove the condenser seal gauge pin from the control box side condenser blower after the mounting screws have been
tightened.
25. Position the seal plate (item 10) that is next to the control box side condenser blower so the hole in the seal plate is centered
on the fan shaft. Tighten the seal plate mounting hardware to hold the seal plate in this position.
Evaporator Blower and Orifice Adjustment – SL and

SLe
1. Check Clearance with Wire
2. Blower Housing Sides
3. Inlet Rings
4. Radial Clearance
5. Equalise Blower Inlet Overlap

26. Place the forked prongs of the evaporator shaft seal gauge (item 21) between the evaporator seal plate (item 10) and the
evaporator shaft seal collar (item 13).
27. Push the evaporator shaft seal collar up against the evaporator shaft seal gauge and tighten the 1/4-20 set screw on the shaft
seal collar. This adjustment leaves 4.78 mm of clearance between the seal plate and the large diameter step on the shaft seal
collar.
28. Slide the evaporator blower toward the control box side end of the fan shaft until the fan shaft keyway is accessible. Tap the
remaining square key (item 18) into the keyway.
29. Remove the evaporator shaft seal gauge after tightening the set screw in the shaft seal collar.
30. Slide the evaporator blower, back into the evaporator blower housing and align the square key.
31. Fasten the compressor side evaporator orifice (item 7) loosely in place on the evaporator blower housing.
32. Fasten the control box side evaporator orifice (item 8) loosely in place on the evaporator blower housing.
33. Center the evaporator blower (item 9) in the evaporator blower housing (item 19). The evaporator blower should overlap both
evaporator orifices equally, by approximately 3.8 mm.
Condenser Orifice Adjustment – SLXe, SLX, SL and

SLe
1. Condenser Blower
2. Check Clearance with Wire
3. Inlet Ring
4. Condenser Coil Bulkhead
5. Radial Clearance
6. Overlap: 2.5 to 3.8 mm

34. Torque the two evaporator blower mounting screws (item 16) to 17.5 N•m.
35. Center each evaporator orifice in the evaporator blower and tighten the evaporator orifice mounting hardware to hold the
evaporator orifice in this position.
36. Check the radial clearance of the evaporator blower by passing a 2.3 mm wire completely around the circumferences of the
evaporator orifices and the evaporator blower.
Compressor Side Bearing Assembly – SL and SLe

1. O-ring
2. Idler Bearing
3. Wave Spring Washer
4. Snap Ring
5. Tabs
6. End Cap
7. Gasket
8. Seal
9. Bearing Housing
10. Wave Spring Washer
11. Snap RIng
12. Inner Race
13. Seal
14. Oil Plug

37. Fasten the compressor side condenser orifice (item 1) loosely in place. Center the condenser orifice in the condenser blower
and tighten the condenser orifice mounting hardware to hold the condenser orifice in this position. Check the radial clearance
of the blower by passing a 2.3 mm wire completely around the circumference of the condenser orifice and the condenser
blower.
38. Fasten the control box side condenser orifice (item 2) loosely in place. Center the condenser orifice on the condenser blower
and tighten the condenser orifice mounting hardware to hold the condenser orifice in this position. Check the radial clearance
of the blower by passing a 2.3 mm wire completely around the circumference of the condenser orifice and the condenser
blower.
Fan Shaft Bearing Assembly Overhaul (SL and SLe)
NOTE: The fan shaft bearing assemblies require a special oil, TK P/N 203-0278.
Compressor Side Bearing

Disassembly.
1. Remove the compressor side bearing assembly from the unit.
2. Remove the oil plugs and drain the oil.
3. Position the bearing assembly in vise with protective jaws or use two pieces of wood to protect the bearing housing.
4. Remove the six hex head bolts and flat washers from the end cap.
5. Remove the end cap, gasket and bearing seal.
6. With soft hammer, drive the inner race and bearing assembly out of the bearing housing toward the end cap side of the
housing.
NOTE: There is an O-ring on the outer bearing race. Be careful not to damage it during disassembly.
7. Inspect the roller bearing and the outer bearing race for scoring, wear, or other significant damage. Replace it necessary.
8. Inspect the wave washers, O-ring, and bearing seals for wear or other damage. Replace if any signs of wear or damage are
visible.
9. Clean the air vent hole.
10. Clean the parts thoroughly with clean solvent.

Reassembly
1. Coat the outer edge of the oil seal with gasket sealant and press the seal into the bearing housing.
2. Install the inner wave spring washer.
3. Install the O-ring on the outer bearing race and place the roller bearing assembly and the inner race in the housing. Be careful
not to damage the O-ring.
4. Install the outer wave spring washer.
5. Coat the outer edge of the oil seal with gasket sealant and press it into end cap.
6. Lubricate the gasket with light oil and position it on the bearing housing.
7. Install the bearing end cap on the bearing housing and tighten the six bolts in a star pattern.
8. Torque the housing bolts to 13.6 N•m.
9. Fill the oil reservoir.
CAUTION: Make sure to install the bearing assembly in the unit with the vent facing up.
Control Box Side Bearing – SL and SLe

1. O-ring
2. Bearing Housing
3. Roller Bearing and Race
4. Inner Race
5. Seal
6. Roller Bearing and Race
7. Shims
8. Tabs
9. Seal

Control Box Side Bearing
Disassembly.
1. Remove the control box side bearing assembly from the unit.
2. Remove the oil plug and drain the oil.
3. Position the bearing assembly in a vise with protective jaws or use two pieces of wood to protect the bearing housing.
4. Remove the four hex head bolts and flat washer from the end cap.
NOTE: There are shims in the bearing housing end cap. These should be saved for possible use during reassembly.
5. Remove the end cap, O-ring, bearing seal, shims, inner race and roller bearings.
NOTE: There is an O-ring on bearing end cap. Be careful not to damage it during disassembly.
6. With a bearing splitter or similar tool, remove the roller bearings from the inner race.
7. With a hammer and punch remove the bearing races from the bearing housing.
8. Inspect the roller bearings and races for wear, scoring or other significant damage. Replace if necessary.
9. Inspect the O-ring and bearing seals for wear or other damage. Replace if any signs of wear or damage are visible.
10. Clean the air vent hole.
11. Clean the parts thoroughly with clean solvent.
Reassembly.
1. Coat the outer edges of the oil seals with gasket sealant and press them into the bearing housing and the bearing end cap.
2. Press the bearing races into the bearing housing and the bearing end cap.
3. Press the roller bearings on to the inner race and place the inner race in the bearing housing.
4. Place the O-ring on the end cap, and apply oil to the O-ring.
5. Install the original shims and the end cap.
6. Torque the four bolts in a criss-cross pattern in equal steps to 13.5 N•m.
7. Lock the assembly in a vise and set up a dial indicator to check the end-play. To measure the end-play, rotate the shaft while
pushing in one direction and set the dial indicator to ‘0’. Now rotate the shaft and pull in the opposite direction while reading
the dial indicator. The end-play should be 0.025 to 0.127 mm. If the end-play is incorrect, use different shims to obtain the
correct end-play. After the correct end-play is obtained, fill the oil reservoir.
8. Place the assembly on the work bench with the vent up. Rotate the shaft by hand. The shaft should be free enough to rotate
without having to hold the housing.
CAUTION: Make sure to install the bearing assembly in the unit with the vent facing up.

SLXe, SLX Fan Shaft Assembly
SLXe, SLX models have a fanshaft with 2 main components - the Fanshaft and the Fanshaft housing.The fanshaft Assembly is
supported in the housing by compressor and control box side Bearing Assemblies.
Disassembly
1. Remove snap Ring (compressor side)
2. Then Press out Shaft from Compressor side.
3. Remove Control Box Side Snap Ring.
4. All components will now separate apart and will be accessible for service.
Assembly
1. Install the bearing on the shaft
2. Install the flat washers (x2) to Fanshaft
3. Install wave washer onto bearing ontop of the flatwasher
4. Add the second bearing onto wavewasher and flatwasher (i.e. the washers are in between the two bearings).
5. Place the narrow end on the Fanshaft housing over the two bearings.
6. Add the ring snap and place into slot provided (on the bearing).
7. Insert the second wavewwasher on the other end of the Fanshaft housing.
8. Install Bearing and then ring snap now over this wavewasher.
Fan Shaft Assembly – SLXe, SLX

1. Housing Fanshaft 6. Bearing
2. Ring-Snap 7. Washer
3. Bearing 8. Wave Washer
4. Wave Washer 9. Key
5. Fan Shaft

Lower Blower Assembly SLXe, SLX
In the SLXe, SLX the two Condenser Blowers are in different positions to the SL. (Upper and Lower Blowers, instead of left and
right of the Evaporator Blower) The Upper Blower is similar to the SL Blower. Here is the Lower Blower assembly.
Note: See Chapter 9, Belt Arrangement SLXe, SLX for more details.
Removal
1. Remove the Upper Belt Drive
2. Loosen Orifice Mounting Screws (x3)
3. Remove Front mounting Bracket Bolts (x3) and Screw caps (x2)
4. With the Front mounting Plate removed, remove the remaining Cap screws (x2), holding the blower spindle onto the rear
mounting Bracket.
5. Loosen the Screws (7 below x 4) which hold the bearing Hub into the blower. Ensure that the screws do not come out of the
hub.
6. Allow the bearing and the spindle to slide into the blower.
7. Remove Blower.
7
6
5
1
7
6
5
11
4
2
09
10
4
08
Lower Blower Assembly - SLXe, SLX
1. Blower Fan 6. Washer Lock, M8

2. Hub Lower 7. Screw, M8
3. Pulley Lower 8. Screw, Weight Balancing
4. Bearing 9. Wave washer
5. Spacer 10. Spindle
11. Ring Snap

JACKSHAFT/ CROSS SHAFT ASSEMBLY
SL
The SL are equipped with a one-piece jackshaft assembly that contains tapered roller bearings in a sealed oil reservoir. Check the
jackshaft during the pre-trip inspection for oil leakage. If there is any sign of leakage, remove the jackshaft assembly and repair it.
NOTE: The jackshaft assembly requires a special oil,

TK P/N 203-0278.
Removal
1. Loosen and remove the alternator, upper and lower belts (see Belt Removal and Replacement).
2. Loosen the alternator pivot bolt and remove the alternator adjustment bolt. Swing the alternator out of the way.
3. Remove the jackshaft adjustment bracket.
4. Remove the jackshaft pivot bolts.
5. Remove the jackshaft assembly from the unit.
Disassembly
With the jackshaft assembly removed from the unit:
1. Position the jackshaft in a vise with protective jaws or use two pieces of wood to protect the jackshaft housing from damage.
Vise jaws should be firm but not tight.
2. Remove the oil level and fill plugs and drain the oil reservoir.
3. Remove the pulleys from the jackshaft.
4. Remove the four hex-head screws and flat washers from the bearing housing cap.
NOTE: There are shims in the bearing housing. These should be saved for possible use during reassembly.
5. Remove the bearing housing cap and seal.

6. Remove the O-ring, shaft and bearings.
7. Use a hammer and punch to remove the seals and bearing races from the bearing housing and bearing housing cap.
8. Use a bearing splitter or similar tool to remove the bearing cones from the shaft.
9. Clean all parts in clean solvent and then examine the bearing races and bearing cones for wear, scoring or other significant
damage.

Reassembly
1. Coat the outer edges of the oil seal with gasket sealant.
2. Using a suitable tool, slightly smaller than the outside diameter of bearing races, install the bearing races in the bearing
housings.
3. Using a soft or wooden hammer, install the seals in the bearing housing and bearing housing cap. Fill the space between the
seal lips with oil.
4. Lubricate the roller bearings with oil by rolling it in the palm of your hand, making sure oil fully penetrates the bearings.
5. Using a suitable tool slightly larger than the bearing shaft, tap bearings onto the shaft until the bearings are seated on the
bearing shaft.
6. Install the shaft into the housing and assemble the remaining bearing race, shims, O-ring, and bearing housing cap on the
bearing house. Torque bolts to 13.5 N•m.
7. Check the end play with a dial indicator. Add or remove shims until end play is between 0.025 to 0.127 mm.
8. Remove the fill plug and the oil level plug.
9. Fill the oil reservoir through the fill plug hole until oil starts to come out of the oil level plug hole.
10. Install the oil level plug and the fill plug.
Jackshaft Assembly – SL
1. Oil Fill Plug
2. Vent
3. Oil Level Plug

SLe, SLXe, SLX and SPECTRUM
SLXe, SLX, SLe and SPECTRUM units are equipped with a jackshaft that contains special sealed bearings. The jackshaft
bearings should be checked when the belts are replaced. Spin the jackshaft with the belts removed and listen. Unusually loud
bearing noise indicates the jackshaft bearings should be replaced. See the following procedures and illustrations for removal of
Jackshaft for SLe, SLXe, SLX and Spectrum.
Removal
1. Remove the polygroove belts.
2. Remove both tensioner assemblies.
3. Remove the plain and grooved idlers.
4. Remove the jackshaft mounting bolts.
5. Remove jackshaft assembly from the unit.
Jackshaft Removal/Installation – SLXe, SLX, SLe

1. Tensioner
2. Jackshaft
3. Plain Idler
4. Grooved Idler

Lower (engine to electric motor or Cross Shaft) Belt (SLX ONLY)
1. Remove belt guard

2. With 17mm and 22mm wrench spanners, loosen lock nut on automatic spring tension arm. With 17mm wrench spanner, turn
the tension screw to loosen spring tension on the automatic tension arm.
3. Remove the loosened belt from the tensioner pulley and electric motor/cross shaft pulley
N.B. Complete removal of the belt will require the compressor to be removed
To refit and Set Belt Tension

4. Fit belt over Poly-V pulley Grooves
5. Tighten the adjusting screw to tension the automatic tension arm spring.
6. Check and adjust the tension with Thermo King belt frequency measuring tool, P\N 204-1903 to tension number 85-90 on the
tool
7. Lock the adjuster screw lock nuts
8. Refit the belt guard.

Disassembly
1. Remove the pulleys and keys from the jackshaft.
2. Remove the snap rings.
3. Remove the jackshaft from the housing by tapping on either end of the jackshaft with a soft hammer.
4. Remove the bearing from the jackshaft by supporting the bearing and tapping on the end of the jackshaft.
5. Remove the bearing from the jackshaft housing with a hammer and punch.
6. Clean and inspect the parts, but do not clean the bearings in solvent. Replace the parts that show significant wear or damage.
1
1
Jackshaft Mounting Bolt Removal/Installation – SLXe, SLX, SLe

1. Upper Mounting Bolt
2. Lower Mounting Bolt

Reassembly
CAUTION: To prevent damage to the bearings, use bearing drivers (or other suitable tools) on the bearing races when
installing the bearings.
NOTE: Place a thin layer of grease (Mobil 28 or its equivalent) on the inner and outer bearing races before assembly.
1. Install the bearing on the small end (approximately 24 mm diameter) of the jackshaft.
2. Install the snap ring on the small end of the jackshaft.
3. Install the jackshaft and bearing in the jackshaft housing from the end opposite the lower mounting bolt tab.
4. Place the wave washers in lower mounting bolt tab end of the jackshaft housing.
5. Install the bearing on the large end (approximately 25 mm diameter) of the jackshaft and in lower mounting bolt tab end of
the jackshaft housing.
6. Install the snap ring on the large end of the jackshaft.
7. Install the key and pulley on the small end of the jackshaft. Make sure the pulley hub is up against the shoulder on the small
end of the jackshaft before tightening the pulley clamping bolts.
8. Install the key and pulley on the large end of the jackshaft. Position the pulley on the large end of the jackshaft so the distance
between the pulleys is 220 mm, and tighten the pulley clamping bolts.
Installation
1. Place the jackshaft assembly in position, and install and tighten the jackshaft mounting bolts. Install the lower mounting bolt
with the threaded end pointing towards the fan drive pulley (pulley on the small end of the jackshaft).
2. Install the grooved and plain idlers.
3. Install both tensioner assemblies.
4. Install the upper and lower polygroove belts.
220 mm
Jackshaft Pulley Installation – SLXe, SLX, SLe

7
4 1
3
3 2
Jackshaft Assembly – SLe

1. Snap Ring 5. Lower Mounting Bolt Tab
2. Bearing 6. Jackshaft Housing
3. Wave Washer 7. Small End of Jackshaft
4. Large End of Jackshaft

SLXe. SLX Cross Shaft Assembly
Cross Shaft (Jackshaft) Assembly – SLXe, SLX
1. Cross Shaft Housing 4. Shaft

2. Wave Washer 5. Snap Ring
3. Bearing 6. Key
CrossShaft Assembly – SLXe, SLX
1. Cross Shaft Housing

2. Wave Washer
3. Bearing
4. Shaft
5. Snap Ring
6. Key

REMOTE EVAPORATOR UNIT
Unit Inspection
Inspect the unit during the unit pre-trip inspection and scheduled maintenance inspections. Look for loose or broken wires or
hardware, compressor oil leaks, or other physical damage that might affect unit performance and require repair or replacement
of parts.
Defrost Drains
Clean the defrost drains during scheduled maintenance inspections to make sure the lines remain open.
Evaporator Coil
Clean the evaporator coil during scheduled maintenance inspections by blowing compressed air from the top side of the coil down
toward the bottom (the direction opposite the normal airflow). Inspect the coil and fins for damage, and repair if necessary.
CAUTION: Air pressure should not be high enough to damage the coil fins.

13 Mechanical Diagnosis
TK 482, TK 486 and TK 486V Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
NOTE: This diagnosis guide applies to units equipped with TK 482, TK 486 and TK 486V engines.
For major repair of TK 482, TK 486 and TK 486V engines, refer to Overhaul Manual TK 50136.
NOTE: For diagnosis of units, see the appropriate Controller Operation and Diagnosis manual.
CONDITION POSSIBLE CAUSE REMEDY

Unit switch OFF; LCD blank Batteries discharged Charge or replace batteries
(μP-VI controller) Corroded battery cable connections Clean and tighten
Fuse link blown Check for short circuit and replace fuse link
NOTE: A blank LCD is normal on Fuse F12 blown (F10 on DE, TC, Check for short circuit and replace fuse
units with Screen Blanker. TCI and SPECTRUM models)
Microprocessor switch turned OFF Check switch
Open circuit Check 2, 2P and 2PA circuits
Unit switch ON; LCD backlight Fuse F9 blown (F20 on DE, TC, Check for short circuit and replace fuse
does not come on (TG-VI, μP-IV, TCI and SPECTRUM models)
μP-V or μP-VI controller) Faulty On/Off switch Check switch
Fuse F21 blown (F22 on DE, TC, Check for short circuit and replace fuse
TCI and SPECTRUM models)
Emergency switch not in µP-IV Check switch
position
Open circuit Check 2A, 2AA, 2AB, 8 and 8F circuits
TG-VI, μP-IV, μP-V or μP-VI: Batteries discharged Replace or lights come recharge battery
Unit switch ON and LCD ON but Defective Preheat/Start switch Replace switch
engine will not crank Defective starter solenoid Replace solenoid
Corroded battery connections Clean and tighten
Defective starter Repair starter
Water in cylinders Check for hydrostatic lock. Remove glow plugs
(or injectors) and turn engine slowly
Starter motor turns but engine does Starter clutch defective Replace
not crank
Engine cranks but fails to start Fuel solenoid not energised Check 8D, 8DP circuits and fuel relay;
Check for correct YAN screen setting in
Super Guarded menu of μP-IV, μP-V and μP-VI
controllers
Fuel solenoid valve defective or Replace
stuck
Injection nozzles defective Repair or replace nozzles
Injection pump defective Replace pump
Engine oil pressure switch open Replace engine oil pressure switch
Glow plugs (or air heater) defective Replace defective glow plugs (or air heater)
No fuel or wrong fuel Fill with proper fuel
Fuel pump defective Replace pump
Air in fuel system Bleed air
Compression low Overhaul engine
Incorrect timing Adjust timing
Air cleaner clogged Replace air filter
Exhaust plugged Clear exhaust system
Defective high pressure cutout Replace high pressure cutout switch
Mechanical Diagnosis 13-3

Engine stops after starting Air in injection pump Bleed fuel system
Fuel filter obstructed Replace filter element
High head pressure Eliminate cause of high head pressure
Vent of fuel tank obstructed Unclog vent
Clogged fuel tank or fuel lines Clean fuel tank and fuel lines
Engine does not develop full power Air cleaner or intake system Clean air intake system; clean or replace air filter
clogged
Fuel tank vent clogged Unclog vent
Clogged fuel tank or fuel lines Clean fuel tank and fuel lines
Speed adjustment wrong Adjust speed
Insufficient fuel volume leaving Check for dirty filters or air in system
filters
Delivery of fuel pump insufficient Repair pump
Injection pump timing off Adjust timing
Nozzles defective Repair or replace nozzles
Compression low or unbalanced Overhaul engine
Worn injection pump plungers, Repair or replace pump
delivery valve defective, injection
rate too low, gum formations

Engine speed too high Misadjusted throttle solenoid Adjust throttle solenoid
Control rod sticks Repair injection pump
Engine fails to stop when unit is Fuel solenoid valve defective Replace
Off Injection pump defective Replace pump
Engine knocks heavily Air in system Bleed fuel system
Injection pump not timed Retime injection pump
Wrong fuel Change fuel
Compression too low Overhaul engine
Injection nozzles fouled or opening Clean, repair or replace injection nozzles
pressure too low
Delivery valve spring broken Replace spring or repair injection pump
Valve out of adjustment Adjust valves
Fuel return line plugged Remove return line restriction
Rod or main bearing worn Replace rod or main bearings
Engine runs hot Dirty radiator Wash radiator
Coolant level is low Add coolant
Cooling system heavily scaled Clean cooling system
Cylinder head gasket leaks Replace cylinder head gasket
Use correct gasket
Faulty thermostat Check or replace thermostat
Loose or worn water pump belt Replace belt
Condenser shutters don’t open Adjust shutters or check power element

Oil pressure too low or drops Insufficient oil in pan Add oil
suddenly. Minimum oil pressure Oil relief valve sticking Disassemble and clean oil pressure regulator valve
for a hot engine is 1.03 bar, 15 psi Defective oil pressure gauge Check oil line to oil pressure gauge to see if it is
blocked. Check oil pressure gauge. Replace if
necessary
Worn oil pump, camshaft, main or Repair engine
connecting rod bearings, loose oil
gallery plug
High oil consumption Oil leakage Check and eliminate possible causes at cylinder head
cover, oil lines, oil filter, front timing cover or
crankshaft seals
Damaged valve seals Replace seals on valve stem
Worn valve stem Replace valves
Broken piston rings or cylinder Have engine repaired and rebored.
bore worn or scored Replace broken piston rings
Clogged air cleaner system Unclog air cleaner
Clogged crankcase breather Clean breather system
Poor compression Check and eliminate possible causes.
Repair as necessary
Battery is not recharging or is Loose connections in electrical Check all electrical connections and charging system
overcharging system
Alternator defective Repair alternator
Voltage regulator faulty Replace regulator
Battery defective Replace battery
Voltage regulator wire harness Replace wire harness
defective
Loose alternator belt Replace alternator belt
Defective Battery Sentry module Replace Battery Sentry module

White Smoke (fuel is not burning) Cold engine Allow engine to warm up
Low compression Check and eliminate possible causes.
Repair as necessary
Timing incorrect Readjust timing
Air or water in fuel Bleed system. Replace filters, clean fuel system, drain
and clean tank and check supply tank for water. Use
known good fuel
Insufficient preheat Check glow plugs (or air heater)
Injection pump defective Replace or repair pump
Blue Smoke (oil consumption) Excessive oil consumption Refer to High Oil Consumption. Repair as necessary
Engine is sooting heavily, emits Cold engine Allow engine to warm up
thick black clouds of smoke Wrong fuel Drain and refill with correct fuel
(excessive fuel to air ratio) Clogged air intake system Clean or replace air cleaner
Restricted exhaust system Clean or replace
Opening pressure of nozzle is too Repair nozzle. Replace if necessary
low or needle sticks
Injection amount too great Have pump repaired
Oil being drawn in Check oil level in oil bath air filter
Injection pump not timed Check timing of injection pump
Excessive load Check drive system and engine oil pressure
Poor compression Check and eliminate possible causes.
Repair as necessary

14 Refrigeration System
Diagnosis
All Models Except TCI and SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
TCI and SPECTRUM Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
Remote Evaporator System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
ALL MODELS EXCEPT TCI AND SPECTRUM
Unit Operating with reduced refrigeration capacity
Unit operating with reduced heating capacity/DF
Unable to hold vacuum in compressor

Rapid cycling between Cool and Heat
Unable to pull vacuum in compressor

Unit cools in Heat and Defrost cycle
Unit heats in Refrigeration cycle
SYMPTOM
Unit not heating or defrosting
Unable to pump down system
Receiver sight glass empty
Unit operating in vacuum
Suction line frosting back

High suction pressure
Unit not refrigerating

Low suction pressure
No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
POSSIBLE CAUSE
• • • • Overcharge of refrigerant
• • • • • • Shortage of refrigerant
• • • • • No refrigerant
• • Air through condenser too hot (ambient)
• • Air flow through condenser restricted
• • • • Air through condenser too cold (ambient)
• • • Air in refrigerant system
• • Condenser fan blades bent or broken
• Air short cycling around evaporator coil
• • Air through evaporator restricted
• • • • Evaporator needs defrosting
• • • Compressor discharge valves leaking
• • • • Compressor suction valves leaking
• Too much compressor oil in system
• Faulty oil pump in compressor
• Faulty compressor drive coupling
• Compressor bearing loose or worn out
• • • • • • Broken valve plate in compressor
• • Expansion valve power element lost its charge
• • Expansion valve feeler bulb improperly mounted
• • • Expansion valve feeler bulb making poor contact
• • Expansion valve open too much
• • Expansion valve closed too much
• • Expansion valve needle eroded or leaking
• • • Expansion valve partially closed by ice, dirt or wax
Refrigeration System Diagnosis 14-2

ALL MODELS EXCEPT TCI AND SPECTRUM (Continued)
Unit Operating with reduced refrigeration capacity
Unit operating with reduced heating capacity/DF
Unable to hold vacuum in compressor

Rapid cycling between Cool and Heat
Unable to pull vacuum in compressor

SYMPTOM


No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
POSSIBLE CAUSE
• • • • Liquid refrigerant entering compressor
• • • Restricted line on the low side
• • • • Restricted line on the high side
• • • • Restricted dehydrator
• Evaporator damper open
• • • Evaporator damper stuck closed
• Discharge service valve back seated
• Suction service valve back seated
• • • • • • • • Faulty three-way valve
• • • • Faulty pilot solenoid
• • • • • Controller or sensor out of calibration
Leaky receiver tank outlet valve
• • • *Leaky bypass check valve
• Leaky condenser check valve
Faulty three-way condenser pressure bypass check valve
• • • • • Modulation or ETV valve stuck closed
• • • • • Hot gas bypass valve stuck open or leaking
NOTE: *Unit would be able to ramp down if the unit had the BPCV valve front seated

TCI AND SPECTRUM MODELS
Unable to hold vacuum in low side

Unable to pull vacuum in low side

Zone Cooling past setpoint

Zone heating past septoint
SYMPTOM

No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
POSSIBLE CAUSE
• • • Faulty Condenser Inlet Solenoid (CIS)
• • • • • • Faulty hot gas solenoid (HGS)
• • • Leaky check valve
• • • • Faulty check valve
• Leaky receiver tank pressure solenoid (RTPS)
• • Closed receiver tank pressure solenoid (RTPS)
• • • • • Leaky front hot gas solenoid (HGS)
• • Closed front hot gas solenoid (HGS)
• Leaky front liquid line solenoid (LLS)
• • • • Closed front liquid line solenoid (LLS)
• Leaky suction line check valve (SLCV)
• • • Leaky rear hot gas solenoid (RHGS or HGS3)
• • Closed rear hot gas solenoid (RHGS or HGS3)
• Leaky rear liquid line solenoid (RLLS or LLS3)
• • • • Closed rear liquid line solenoid (RLLS or LLS3)
• • • Leaky rear liquid return check valve (RLRCV or LRCV3)
• Leaky front liquid return check valve (FLRCV or LRCV3)
• • Leaky rear suction line solenoid (RSLS or SLS3)
• • Leaky front suction line solenoid (FSLS or SLS3)
• • • • Leaky purge valve (PV)
• Leaky rear suction line check valve (RSLCV or SLCV3)
• Leaky front suction line check valve (FSLCV or SLCV3)
• • • Leaky center hot gas solenoid (CHGS or HGS2)
• • Closed center hot gas solenoid (CHGS or HGS2)
• Leaky center liquid line solenoid (CLLS or LLS2)
• • Closed center liquid line solenoid (CLLS or LLS2)
• Leaky center liquid return check valve (CLRCV or LRCV2)
• • Leaky center suction line solenoid (CSLS or SLS2)
• Leaky center suction line check valve (CSLCV or SLCV2)

REMOTE EVAPORATOR SYSTEM DIAGNOSIS
NOTE: This diagnosis guide applies to all TCI and SPECTRUM host unit models and TLE and SPECTRUM remote
evaporators.

Load temperature too high Refrigerant shortage Repair leak and recharge
Controller defective Replace thermostat
Controller set too high Adjust thermostat setting
Expansion valve plugged Clean or replace
Partial obstruction in low side Locate obstruction and repair
of refrigeration system
Iced or dirty evaporator coil Defrost or clean evaporator coil
Expansion valve open too much Replace or adjust valve
Poor fitting trailer doors Repair or replace doors
Liquid line solenoid partially Repair or replace
closed or defective
Evaporator fan not operating Check and correct evaporator fan
Evaporator fan motor does not Multi-Temp µP-IV Controller: Check for short circuit and replace fuse
operate Fuse F2, F12 or F15 blown
No output from 12 Vdc alternator Repair charging system
Open in 2A RFM wires. Locate open and repair
Defective fan motor Replace motor
Electric heaters (optional) do not Defective heater contactor Check heater contactor
heat Open circuit Check 7EH, L1, L2, L3, BRN, BLUE and RED circuits
Faulty heaters Check heaters

15 Single Temperature
Diagrams
SL/SLe 100, 200 and SLX/SLXe 100, 200 without modulation . . . . . . . . . . . . . . . . . . 15-2
Cooling Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
Heat and Defrost Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
Cooling Cycle with Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
Heat and Defrost Cycles with Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
SL, SLe 200 and 300. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
SL-400 and SL-400e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
SLX 200 PPP, 300, 400 and SLXe 300, 400. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
SL/SLe 100, 200 AND SLX/SLXe 100, 200 WITHOUT MODULATION
Cooling Cycle
1. Compressor
2. Discharge Service Valve
3. Discharge Line
4. Discharge Vibrasorber
5. Three-way Valve
6. Three-way Valve Bypass Check Valve
7. Condenser Coil
8. Condenser Check Valve
9. High Pressure Relief Valve
10. Receiver Tank
11. Sight Glass
12. Receiver Outlet Valve
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
23. Suction Vibrasorber
24. Suction Service Valve
25. Throttling Valve
26. Pilot Solenoid
27. Hot Gas Line
28. Defrost Pan Heater
29. Bypass Check Valve
30. Bypass Service Valve
Single Temperature Refrigeration System Diagrams 15-2

Heat and Defrost Cycles
1. Compressor
3. Discharge Line
5. Three-way Valve
7. Condenser Coil
10. Receiver Tank
11. Sight Glass
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
26. Pilot Solenoid
27. Hot Gas Line

SL, SLe 200 AND 300
Cooling Cycle with Modulation
1. Compressor
3. Discharge Line
5. Three-way Valve
7. Condenser Coil
10. Receiver Tank
11. Sight Glass
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
26. Pilot Solenoid
27. Hot Gas Line
31. Modulation Valve
32. Hot Gas Bypass Valve

Heat and Defrost Cycles with Modulation
1. Compressor
3. Discharge Line
5. Three-way Valve
7. Condenser Coil
10. Receiver Tank
11. Sight Glass
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
26. Pilot Solenoid
27. Hot Gas Line
31. Modulation Valve

SL-400 and SL-400e
1. Compressor
3. Discharge Line
5. Three-way Valve
7. Condenser Coil
10. Receiver Tank
11. Sight Glass
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
25. Suction Valve Adapter
26. Pilot Solenoid
27. Hot Gas Line
31. Discharge Transducer
33. Suction Transducer

1. Compressor
3. Discharge Line
5. Three-way Valve
7. Condenser Coil
10. Receiver Tank
11. Sight Glass
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
26. Pilot Solenoid
27. Hot Gas Line

SLX 200 PPP, 300, 400 AND SLXe 300, 400
1. Compressor
3. Discharge Line
5. Three-way Valve
7. Condenser Coil
10. Receiver Tank
11. Sight Glass
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
26. Pilot Solenoid
27. Hot Gas Line
34. Electronic Throttling Valve (ETV - Danfoss
Valve)

1. Compressor
3. Discharge Line
5. Three-way Valve
7. Condenser Coil
10. Receiver Tank
11. Sight Glass
13. Liquid Line
14. Drier
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equaliser Line
19. Distributor
20. Evaporator Coil
21. Accumulator
22. Suction Line
26. Pilot Solenoid
27. Hot Gas Line
34. Electronic Throttling Valve (ETV - Danfoss
Valve))

16 Multi-Temperature
Diagrams
SL TCI, or SPECTRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2

Zone 1* on Cool and Zone 2** on Cool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
Zone 1* on Cool and Zone 2** on Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
Zone 1* on Cool, Zone 2** on Cool and Zone 3*** on Cool . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
Zone 1* on Cool, Zone 2** on Cool and Zone 3*** on Heat . . . . . . . . . . . . . . . . . . . . . . . . . 16-5
SLX/SLXe Spectrum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
Zone 1* on Cool, Zone 2** on Cool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
SL TCI, OR SPECTRUM
Zone 1* on Cool and Zone 2** on Cool
Z-1 Zone 1 Evaporator* (Host Unit): COOL

6. Condenser Inlet Solenoid (CIS) – Open
7. Condenser Inlet Check Valve (CICV) – Open
8. Receiver Tank Pressure Solenoid (RTPS) –
Closed
9. Condenser Check Valve (CCV) – Open
11. Purge Valve (PV) – Closed
12. Purge Check Valve (PCV) – Closed
Z-2 Zone 2 Evaporator**: COOL

1C. Zone 2 (or Rear) Liquid Line Solenoid (LLS2 or
RLLS) – Open
2C. Zone 2 (or Rear) Liquid Return Check Valve
(LRCV2 or RLRCV) – Closed
3C. Zone 2 (or Rear) Suction Line Check Valve
(SLCV2 or RSLCV) – Open
4C. Zone 2 (or Rear) Suction Line Solenoid (SLS2 or
RSLS) – Open
5C. Zone 2 (or Rear) Hot Gas Solenoid (HGS2 or
RHGS) – Closed
*Also called Front Evaporator

**Also called Rear Evaporator
Multi-Temperature Refrigeration System Diagrams 16-2

Zone 1* on Cool and Zone 2** on Heat

6. Condenser Inlet Solenoid (CIS) – Closed
Open
11. Purge Valve (PV) – Open
Z-2 Zone 2 Evaporator**: HEAT

1C. Zone 2 (or Rear) Liquid Line Solenoid (LLS2 or
RLLS) – Open
2C. Zone 2 (or Rear) Liquid Return Check Valve
(LRCV2 or RLRCV) – Open
3C. Zone 2 (or Rear) Suction Line Check Valve
(SLCV2 or RSLCV) – Closed
4C. Zone 2 (or Rear) Suction Line Solenoid (SLS2 or
RSLS) – Closed
5C. Zone 2 (or Rear) Hot Gas Solenoid (HGS2 or
RHGS) – Open

**Also called Rear Evaporator

I
Zone 1* on Cool, Zone 2** on Cool and Zone 3*** on Cool

6. Condenser Inlet Solenoid (CIS) – Open
7. Condenser Inlet Check Valve (CICV) – Open
Closed
9. Condenser Check Valve (CCV) – Open
11. Purge Valve (PV) – Closed
12. Purge Check Valve (PCV) – Closed

2C. Zone 2 Liquid Return Check Valve (LRCV2) – Z-3 Zone 3 Evaporator***: COOL
Closed 1R. Zone 3 Liquid Line Solenoid (LLS3) – Open
3C. Zone 2 Suction Line Check Valve (SLCV2) – 2R. Zone 3 Liquid Return Check Valve (LRCV3) –
Open Closed
4C. Zone 2 Suction Line Solenoid (SLS2) – Open 3R. Zone 3 Suction Line Check Valve (SLCV3) –
5C. Zone 2 Hot Gas Solenoid (HGS2) – Closed Open
4R. Zone 3 Suction Line Solenoid (SLS3) – Open
5R. Zone 3 Hot Gas Solenoid (HGS3) – Closed

**Also called Center Evaporator
***Also called Rear Evaporator

Zone 1* on Cool, Zone 2** on Cool and Zone 3*** on Heat

6. Condenser Inlet Solenoid (CIS) – Closed****
Open****
11. Purge Valve (PV) – Open****
12. 12.Purge Check Valve (PCV) – Open
Z-3 Zone 3 Evaporator***: HEAT
Z-2 Zone 2 Evaporator**: COOL 1R. Zone 3 Liquid Line Solenoid (LLS3) – Open
1C. Zone 2 Liquid Line Solenoid (LLS2) – Open 2R. Zone 3 Liquid Return Check Valve (LRCV3) –
2C. Zone 2 Liquid Return Check Valve (LRCV2) – Closed
Closed 3R. Zone 3 Suction Line Check Valve (SLCV3) –
3C. Zone 2 Suction Line Check Valve (SLCV2) – Open
Open 4R. Zone 3 Suction Line Solenoid (SLS3) – Open
4C. Zone 2 Suction Line Solenoid (SLS2) – Open 5R. Zone 3 Hot Gas Solenoid (HGS3) – Closed
5C. Zone 2 Hot Gas Solenoid (HGS2) – Closed *Also called Front Evaporator
**Also called Center Evaporator
***Also called Rear Evaporator
****NOTE: The controller opens and closes these
valves as required to control the head pressure.

SLX/SLXe SPECTRUM
Zone 1* on Cool, Zone 2** on Cool

Note: SLX Spectrum ETV and SLXe Spectrum modes are the same as the SLX Spectrum with the exception of host only
operation, then Modulation control is activated for host zone.
Note: Early generation of SLX Spectrum units (until 04-2012) are fitted with MTV (not ETV). Therefore, please refer to
pages 15-4 and 15-4 for these Host unit diagrams

6. Condenser Inlet Solenoid (CIS) – Closed****
Open****
11. Purge Valve (PV) – Open****
13. Hot GAs Bypass solenoid (HGBS)
14. Electronic Throttling Valve

2C. Zone 2 Liquid Return Check Valve (LRCV2) –
Closed
3C. Zone 2 Suction Line Check Valve (SLCV2) –
Open
4C. Zone 2 Suction Line Solenoid (SLS2) – Open
5C. Zone 2 Hot Gas Solenoid (HGS2) – Closed

17 Wiring Diagrams and
Wiring Schematics
The wiring diagrams and schematics indexed here can be

found in the Thermo King Europe master wiring diagram
book. Wiring diagrams and schematics can also be found in
the appropriate Controller Operation and Diagnosis manual
for units with a μP-VI, SR-2 or SR-3 controller.
Wiring Wiring
Model
Diagram Schematic
SL
Single Temperature Systems
SL-100 30: 5D50976 5D50977
SL-100 50: 5D50481 5D50482
SL-200 30: 5D50976 5D50977
SL-200 50: 5D50481 5D50482
SL-300 30: 5D50978 5D50979
SL-300 50: 5D50465 5D50466
SL-400 30: 5D54368 5D54367
SL-400 50: 5D50737 5D50756
Multi-temperature Systems
SL-300 30 TCI-2/3: 5D50980 5D50981
SL-300 30 HC TCI-2/3: 5D50980 5D50981
SL-300 50 TCI-2/3: 5D50115 5D50114
SL-300 50 HC TCI-2/3: 5D50115 5D50114
SLe
SL-100e 30: 5D50976 5D50977
SL-100e 50: 5D51439 5D50482
SL-200e 30: 5D50976 5D50977
SL-200e 50: 5D51439 5D50482
SL-400e 30: 1E06785 1E06784
SL-400e 50: 1E08158 1E08157
SL-400e SR-2 30: 1E08158 1E08157
SL-400e SR-2 50: 1E08158 1E08157
Multi-temperature Systems
Spectrum SL 30-2: 5D50980 5D50981
Spectrum SL 30-3: 5D50980 5D50981
Spectrum SL 50-2: 5D50115 5D50114
Spectrum SL 50-3: 5D50115 5D50114
SLX/SLXe
SLX 30/50: 1E35058 1E35057
SLXe 30/50: 1E64644 1E64645
SLX
Multi-Temperature Systems
SLX Spectrum 30/50: 1E42258 1E42257
SLXe Spectrum 30/50: 1E42258 1E42257
Wiring Diagrams and Wiring Schematics 17-2

SL, SLX e SLXe Manual de Manutenção TK 50045 Rev 14 02-2016

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Maintenance Manual

TK 50045 (Rev. 14, 02-2016)

Ingersoll Rand Company Ltd. • Monivea Road • Mervue, Galway • Ireland

SLe = SL-100e, SL-200e, SL-400e, Spectrum SL

SLXe SPECTRUM Multi-Temp Parts Manual TK 55560

AUTO START/STOP CONTROLS

Safety Precautions 2-1

Safety Precautions 2-2

Welding of Units or Truck Bodies

Safety Precautions 2-3

Safety Precautions 2-4

Safety Precautions 2-5

Safety Precautions 2-6

CAUTION: Do not mix conventional coolant and ELC.

ELC is red. See “ELC (Extended Life Coolant)” in the

ELECTRICAL CONTROL SYSTEM

ELECTRIC DRIVE MOTOR

STANDBY POWER REQUIREMENTS

REMOTE EVAPORATOR SPECIFICATIONS

Evaporator Coil Type Direct Expansion

Control System Voltage 12.5 Vdc

Fan Motors (each): Power Rating 0.13 hp (100 Watts)

Resistance 9.6 ohms

Maintenance Inspection Schedule 4-2

Maintenance Inspection Schedule 4-3

Maintenance Inspection Schedule 4-4

Engine & Unit Mechanical Items

Maintenance Inspection Schedule 4-5

Engine & Unit Mechanical Items (continued)

Maintenance Inspection Schedule 4-6

Maintenance Inspection Schedule 4-7

Maintenance Inspection Schedule 4-8

Maintenance Inspection Schedule 4-9

Unit Description 5-3

NOTE: Remote evaporator fans are powered by separate electric motors.

Thermoguard µP-IV, µP-V or µP-VI Microprocessor Controller (µP-IV, µP-V or µP-VI)

Smart Reefer 2 Microprocessor (SR-2)

Smart Reefer 3 Microprocessor (SR-3)

Unit Description 5-4

Electric Standby Motors

Refrigeration Modulation Option

Discharge Air Modulation Control

Electronic Throttling Valve

Unit Description 5-5

Tracker Option (µP-IV, µP-V, µP-V, SR-2 and SR-3 Controllers)

CYCLE-SENTRY (Start/Stop) Control Option

NOTE: A buzzer sounds when the unit is automatically preheating.

CYCLE-SENTRY system features:

Unit Description 5-6

Data Acquisition System (DAS) Option

Unit Description 5-7

Unit Description 5-8

Basic Operating Modes – Electric Operation

Unit Description 5-9

Center or Rear Evaporator (Basic system on

Unit Description 5-10

SMX TCI – Front or Rear Evaporator with System

Unit Description 5-11

Operating Characteristics of TG-VI Controller

Continuous Mode with Modulation