Maintenance Manual

Rail Edition
SLXi-DRC
Single Temperature Units

Revision B

August 2018 TK 56433-5-MM-EN

Introduction
This manual is published for informational purposes Manufacturer shall have no liability to any person
only. Thermo King® makes no representations or entity for any personal injury, property damage
warranties express or implied, with respect to the or any other direct, indirect, special, or
information recommendations and descriptions consequential damages whatsoever, arising out of
contained herein. Information provided should not be the use of this manual or any information,
regarded as all-inclusive or covering all contingencies. recommendations or descriptions contained
If further information is required, Thermo King herein. The procedures described herein should
Corporation Service Department should be consulted. only be undertaken by suitably qualified personnel.
Thermo King’s warranty shall not apply to any Failure to implement these procedures correctly
equipment which has been “so installed, may cause damage to the Thermo King unit or
maintained, repaired or altered as, in the other property or personal injury.
manufacturer’s judgment, to affect its integrity.”

Revision History
Revision A (08/17) Original release

Revision B (08/18) Update R-404A to R-452A.

General Information
The maintenance information in this manual covers unit models:

System SLXi-DRC (903708)

For further information, refer to:

SLXi-DRC Operator’s Manual TK 56402

SLXi-DRC Parts Manual TK 56471

SR-3 Trailer Single Temperature SL-400e, SLX/SLXe/SLXi Series Diagnostic Manual TK 56487

SLXi-DRC Diagrams Manual TK 56504

SLXi-DRC Single Temperature Installation Manual TK 56403

TK482 and TK486 Engine Overhaul Manual TK 50136

X214, X418, X426 and X430 Compressor Overhaul Manual TK 6875

Diagnosing Thermo King Truck and Trailer Refrigeration Systems TK 5984

Tool Catalog TK 5955

Evacuation Station Operation and Field Application TK 40612

The information in this manual is provided to assist owners, operators and service people in the proper upkeep and maintenance of Thermo
King units.

©2020 Trane Technologies TK 56433-5-MM-EN

 Introduction

Recover Refrigerant S e r v i c e P r o c e d u r e s - Recommended procedures must

be used to minimize refrigerant loss.
N o t e : In the USA, EPA Section 608 Certification is
required to work on refrigeration systems. In the C o m p o n e n t s m a y b e i s o l a t e d by closing service
EU, local F-gas Regulations must be observed valves and performing system pump-downs.
when working on refrigeration systems. C o m p o n e n t s u n a b l e t o b e i s o l a t e d for service must
At Thermo King®, we recognize the need to preserve be repaired only after refrigerant is properly recovered.
the environment and limit the potential harm to the
ozone layer that can result from allowing refrigerant to Customer Satisfaction Survey
escape into the atmosphere.
Let your voice be heard!
We strictly adhere to a policy that promotes the
recovery and limits the loss of refrigerant into the Your feedback will help improve our manuals. The
atmosphere. survey is accessible through any internet-connected
device with a web browser.
When working on transport temperature control
systems, a recovery process that prevents or minimizes Scan the Quick Response (QR) code or click or type the
refrigerant loss to the atmosphere is required by law. In web address https://tranetechnologies.iad1.qualtrics.
addition, service personnel must be aware of the com/jfe/form/SV_2octfSHoUJxsk6x?Q_CHL=qr&Q_
appropriate European Union, National, Federal, State, JFE=qdg to complete the survey.
and/or Local regulations governing the use of
refrigerants and certification of technicians. For
additional information on regulations and technician
programs, contact your local THERMO KING dealer.
S e r v i c e T o o l s - Use the proper service tools. Gauge
manifold sets should include appropriate shutoff
valves or disconnects near the end of each service line.
R e c o v e r y E q u i p m e n t - Recovery equipment must be
used. Proper recovering, storing and recycling of
refrigerants is an important part of all service work.

TK 56433-5-MM-EN 3
Table of Contents
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . 8 Defrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Danger, Warning, Caution, and Engine Compartment Components. . . . . . . . 22
Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Unit Protection Devices . . . . . . . . . . . . . . . . . . 22
General Practices . . . . . . . . . . . . . . . . . . . . . . . . . 8 Serial Number Locations . . . . . . . . . . . . . . . . . 22
Battery Installation and Cable
Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Electrical Maintenance . . . . . . . . . . . . . . . . . . 25
Alternator Diagnostic Procedures . . . . . . . . . 25
Battery Removal. . . . . . . . . . . . . . . . . . . . . . . . . . 9
General Information. . . . . . . . . . . . . . . . . . 25
Refrigerant Hazards. . . . . . . . . . . . . . . . . . . . . . 10 Alternator Identification . . . . . . . . . . . . . . 25
Refrigerant Oil Hazards. . . . . . . . . . . . . . . . . . . 10 Base Controller Fuse F4. . . . . . . . . . . . . . . 25
Electrical Hazards. . . . . . . . . . . . . . . . . . . . . . . . 10 Test Equipment for Checking Voltage
Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . 10 and Current. . . . . . . . . . . . . . . . . . . . . . . . . . 25
Alternator Load Test . . . . . . . . . . . . . . . . . 26
Microprocessor Service Precautions . . . . . . 11 General Diagnostic and Warranty
Welding Precautions . . . . . . . . . . . . . . . . . . . . . 11 Evaluation Procedure. . . . . . . . . . . . . . . . . 26
First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Field Current Test . . . . . . . . . . . . . . . . . . . . 27
Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Filler Cap Batteries . . . . . . . . . . . . . . . . . . . 27
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Maintenance Free Batteries . . . . . . . . . . . 27
Belt Tension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Battery Load Test . . . . . . . . . . . . . . . . . . . . 28

Refrigeration System . . . . . . . . . . . . . . . . . . . . 14 Battery Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Electrical Control System. . . . . . . . . . . . . . . . . 14 Base Controller . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Base Controller Fuse Size &
Electrical Components . . . . . . . . . . . . . . . . . . . 15 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Fuse F10 . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Maintenance Inspection Fuse F15 . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 LED Functions . . . . . . . . . . . . . . . . . . . . . . . 29
Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Smart FET Outputs . . . . . . . . . . . . . . . . . . . 29

Unit Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 SMART REEFER 3 (SR-3) Microprocessor

Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Design Features . . . . . . . . . . . . . . . . . . . . . . . . . 18
Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . 18 Fuse Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Thermo King X430 Series Air Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Reciprocating Compressor. . . . . . . . . . . . 18 Unit Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Electronic Throttling Valve . . . . . . . . . . . . 18
SMART REEFER 3 (SR-3) Control Wire Harness Routing . . . . . . . . . . . . . . . . . . . . 30
System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Engine Maintenance . . . . . . . . . . . . . . . . . . . . . 31
CYCLE-SENTRY™ Start-Stop
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 EMI 3000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Data Logging . . . . . . . . . . . . . . . . . . . . . . . . 19 Engine Lubrication System . . . . . . . . . . . . . . . 31
TK BlueBox . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Engine Oil Change . . . . . . . . . . . . . . . . . . . 31
CargoLink™ . . . . . . . . . . . . . . . . . . . . . . . . . 20 Oil Filter Change . . . . . . . . . . . . . . . . . . . . . 31
OptiSet Plus™ . . . . . . . . . . . . . . . . . . . . . . . 21 Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . 31
FreshSet™ . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Engine Cooling System . . . . . . . . . . . . . . . . . . 32
Sequence of Operation. . . . . . . . . . . . . . . . . . . 21 Extended Life Coolant (ELC). . . . . . . . . . . 33
Operating Modes . . . . . . . . . . . . . . . . . . . . 21

4 TK 56433-5-MM-EN
 Table of Contents

Antifreeze Maintenance Assembly of Tensioner Clutch . . . . . . . . . 56

Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Engine/Cross Shaft Belt
Checking the Antifreeze. . . . . . . . . . . . . . . 33 Replacement . . . . . . . . . . . . . . . . . . . . . . . 56
Changing the Antifreeze . . . . . . . . . . . . . . 33 Water Pump Belt . . . . . . . . . . . . . . . . . . . . . 58
Bleeding Air from the Cooling
System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Refrigeration Maintenance . . . . . . . . . . . . . . 59
Engine Thermostat . . . . . . . . . . . . . . . . . . . 34 Refrigerant Charge . . . . . . . . . . . . . . . . . . . . . . 59
Coolant Level Switch . . . . . . . . . . . . . . . . . 34 Testing The Refrigerant Charge With
Testing the Coolant Level Switch . . . . . . . 34 An Empty Trailer . . . . . . . . . . . . . . . . . . . . . 59
Checking the Float . . . . . . . . . . . . . . . . . . . 35 Testing the Refrigerant Charge with
Replacing the Coolant Level a Loaded Trailer . . . . . . . . . . . . . . . . . . . . . 59
Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Testing for an Overcharge . . . . . . . . . . . . 59
Engine Fuel System. . . . . . . . . . . . . . . . . . . . . . 35 Moisture Indicating Sight Glass . . . . . . . . . . . 60
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Fuel Line Routing . . . . . . . . . . . . . . . . . . . . 35 Refrigerant Leaks . . . . . . . . . . . . . . . . . . . . . . . . 60
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . 35 Checking Compressor Oil . . . . . . . . . . . . . . . . 60
Fuel Return Line Replacement. . . . . . . . . 37 High Pressure Cutout Switch
Bleeding the Fuel System . . . . . . . . . . . . . 37
(HPCO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Draining Water from Fuel Tank . . . . . . . . 38
Fuel Pre-Strainer . . . . . . . . . . . . . . . . . . . . . 38 Three-Way Valve Condenser Pressure
Fuel Filter/Water Separator . . . . . . . . . . . 39 Bypass Check Valve. . . . . . . . . . . . . . . . . . . . . . 61
Fuel Filter/Water Separator Electronic Throttling Valve (ETV) . . . . . . . . . . 62
Replacement . . . . . . . . . . . . . . . . . . . . . . . . 39
Pressure Transducers . . . . . . . . . . . . . . . . . . . . 63
Engine Speed Adjustments . . . . . . . . . . . 39
High Speed . . . . . . . . . . . . . . . . . . . . . . . . . 39 Hot Gas Bypass Valve . . . . . . . . . . . . . . . . . . . . 63
Low Speed . . . . . . . . . . . . . . . . . . . . . . . . . 39
Injection Pump Timing . . . . . . . . . . . . . . . 40 Refrigeration Service Operations . . . . . . . 64
Injection Pump Removal. . . . . . . . . . . . . . 43 Refrigeration System Components . . . . . . . . 64
Injection Pump Reinstallation . . . . . . . . . 44 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . . 44 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Testing the Fuel Solenoid . . . . . . . . . . . . . 45
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Fuel Solenoid Replacement . . . . . . . . . . . 46
Compressor Coupling Removal
Trochoid Feed Pump . . . . . . . . . . . . . . . . . 46
Trochoid Feed Pump Leaks . . . . . . . . . . . . 47 (Standard Units) . . . . . . . . . . . . . . . . . . . . . 65
Trochoid Feed Pump Compressor Coupling Installation
Replacement . . . . . . . . . . . . . . . . . . . . . . . 47 (Standard Units) . . . . . . . . . . . . . . . . . . . . . 66
Cold Start Device . . . . . . . . . . . . . . . . . . . . 48 Compressors with Pressurized Seal
Checking Cold Start Device Cavity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Cold Start Device Replacement . . . . . . . . 48 Hex Drive Compressor Seal
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Engine Valve Clearance Adjustment. . . . . . . 49
Condenser Coil . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . 50
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
EMI 3000 Air Cleaner. . . . . . . . . . . . . . . . . . . . . 51 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Belts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Discharge Vibrasorber . . . . . . . . . . . . . . . . . . . 70
Fan Drive Belt. . . . . . . . . . . . . . . . . . . . . . . . 52 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Fan Drive Belt Replacement . . . . . . . . . . . 52 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Fan Drive Belt Adjustment . . . . . . . . . . . . 54
Engine/Cross Shaft Belt. . . . . . . . . . . . . . . 55 In-Line Condenser Check Valve . . . . . . . . . . . 71

TK 56433-5-MM-EN 5
Table of Contents

Condenser Check Valve High Pressure Relief Valve. . . . . . . . . . . . . . . . 78

Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Discharge Pressure Transducer . . . . . . . . . . . 78
Bypass Check Valve. . . . . . . . . . . . . . . . . . . . . . 71 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Suction Pressure Transducer . . . . . . . . . . . . . 78
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Electronic Throttling Valve (ETV) . . . . . . . . . . 79
Filter-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Installation of Service Kit . . . . . . . . . . . . . 80
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Installation of Complete ETV
Expansion Valve Assembly . . . . . . . . . . . . . . . 72 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Hot Gas Bypass Valve . . . . . . . . . . . . . . . . . . . . 81
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . 72 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Compressors with Internal Oil Filter . . . . . . . 81
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Internal Oil Filter Replacement . . . . . . . . 81
Evaporator Coil Assembly . . . . . . . . . . . . . . . . 73 Checking Compressor Oil Pressure. . . . . . . . 82
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Structural Maintenance . . . . . . . . . . . . . . . . . . 84
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Unit and Engine Mounting Bolts . . . . . . . . . . 84
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Condenser, Evaporator, and Radiator
Three-Way Valve Repair. . . . . . . . . . . . . . . . . . 74 Coils. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Removal/Disassembly . . . . . . . . . . . . . . . . 74 Micro-Channel Coil Cleaning
End Cap Checks. . . . . . . . . . . . . . . . . . . . . . 75 Recommendations . . . . . . . . . . . . . . . . . . . 84
Check Valve Bleed Hole Diameter . . . . . . 75 Cleaning Intervals . . . . . . . . . . . . . . . . . . . 84
Assembly/Installation . . . . . . . . . . . . . . . . 76 Cleaning Methods . . . . . . . . . . . . . . . . . . . 84
Three-Way Valve Condenser Pressure Defrost Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Bypass Check Valve Repair . . . . . . . . . . . . . . . 77 Unit Installation . . . . . . . . . . . . . . . . . . . . . . . . . 85
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . 85
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Testing Defrost Damper . . . . . . . . . . . . . . 86
Pilot Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Troubleshooting Defrost
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Replacing Damper Gear Motor . . . . . . . . 87
Suction Vibrasorber . . . . . . . . . . . . . . . . . . . . . 77 Condenser and Evaporator Fan
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Condenser Inlet Orifice
High Pressure Cutout Switch . . . . . . . . . . . . . 78 Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Evaporator Fan Blower
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

6 TK 56433-5-MM-EN
 Table of Contents

Fan Shaft Assembly. . . . . . . . . . . . . . . . . . . . . . 88 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 92

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Idler Assemblies. . . . . . . . . . . . . . . . . . . . . . . . . 92
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . 88 Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . 92
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 88 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 93
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Lower Condenser Blower Assembly. . . . . . . 90 Mechanical Diagnosis . . . . . . . . . . . . . . . . . . . 94
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Refrigeration Diagnosis . . . . . . . . . . . . . . . . . 97
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . 90
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 91 Refrigeration Diagrams . . . . . . . . . . . . . . . . . . 99
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 91 Cool Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Cross Shaft Assembly. . . . . . . . . . . . . . . . . . . . 91 Heat/Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . 101
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . 91 Diagram Index . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 92

TK 56433-5-MM-EN 7
Safety Precautions
Danger, Warning, Caution, and DANGER
Notice Refrigerant Vapor Hazard!
Thermo King® recommends that all service be Do not inhale refrigerant. Use caution when
performed by a Thermo King dealer and to be aware of working with refrigerant or a refrigeration system
several general safety practices. in any confined area with a limited air supply.
Refrigerant displaces air and can cause oxygen
Safety advisories appear throughout this manual as depletion, resulting in suffocation and possible
required. Your personal safety and the proper death.
operation of this unit depend upon the strict
observance of these precautions.
DANGER
Indicates an imminently hazardous
situation which, if not avoided, will
Confined Space Hazards!
result in death or serious injury. Avoid engine operation in confined spaces and
areas or circumstances where fumes from the
Indicates a potentially hazardous
situation which, if not avoided, could engine could become trapped and cause serious
result in death or serious injury. injury or death.
Indicates a potentially hazardous
situation which, if not avoided, could WARNING
result in minor or moderate injury and
unsafe practices. Hazard of Explosion!
Never close the compressor discharge service
Indicates a situation that could result
in equipment or property-damage only valve when the unit is operating. Never operate
accidents. the unit with the discharge valve closed (front
seated). This condition increases internal
pressure, which can cause an explosion.
General Practices
DANGER WARNING
Hazard of Explosion! Proper Equipment Condition!
Never apply heat to a sealed refrigeration system Gauge manifold hoses must be in good condition
or container. Heat increases internal pressure, before using them. Never let them come in contact
which might cause an explosion resulting in death with moving belts, fans, pulleys or hot surfaces.
or serious injury. Defective gauge equipment can damage
components or cause serious injury.
DANGER
Hazardous Gases! WARNING
Refrigerant in the presence of an open flame, Personal Protective Equipment (PPE)
spark, or electrical short produces toxic gases that Required!
are severe respiratory irritants which can cause Always wear goggles or safety glasses when
serious injury or possible death. working on a unit. Refrigerant liquid, oil, and
battery acid can permanently damage your eyes.
DANGER See “First Aid”.
Risk of Injury!
Keep your hands, clothing, and tools clear of fans WARNING
and/or belts when working on a unit that is Equipment Damage and Risk of
running or when opening or closing compressor Injury!
service valves. Loose clothing might entangle
moving pulleys or belts, causing serious injury or Never drill holes into the unit unless instructed by
possible death. Thermo King. Holes drilled into high voltage
cables could cause an electrical fire, severe
personal injury, or even death.

8 TK 56433-5-MM-EN
 Safety Precautions

WARNING WARNING
Risk of Injury! Personal Protective Equipment (PPE)
When using ladders to install or service Required!
refrigeration systems, always observe the ladder A battery can be dangerous. A battery contains a
manufacturer’s safety labels and warnings. A work flammable gas that can ignite or explode. A
platform or scaffolding is the recommended battery stores enough electricity to burn you if it
method for installations and servicing. discharges quickly. A battery contains battery acid
that can burn you. Always wear goggles or safety
CAUTION glasses and personal protective equipment when
working with a battery. If you get battery acid on
Sharp Edges! you, immediately flush it with water and get
Exposed coil fins can cause lacerations. Service medical attention.
work on the evaporator or condenser coils is best
left to a certified Thermo King technician.
WARNING
NOTICE Hazard of Explosion!
Always cover battery terminals to prevent them
Equipment Damage! from making contact with metal components
All mounting bolts must be the correct length for during battery installation. Battery terminals
their applications and torqued to specification. grounding against metal could cause the battery
Incorrect bolt lengths and improper torque to explode.
specifications can damage equipment.

CAUTION
Battery Installation and Cable Hazardous Service Procedures!
Routing Set all unit electrical controls to the OFF position
before connecting battery cables to the battery to
WARNING prevent unit from starting unexpectedly and
causing personal injury.
Hazard of Explosion!
An improperly installed battery could result in a
fire, explosion, or injury. A Thermo King approved NOTICE
battery must be installed and properly secured to Equipment Damage!
the battery tray. Do not connect other manufacturer’s equipment or
accessories to the unit unless approved by
Thermo King. Failure to do so can result in severe
WARNING damage to equipment and void the warranty.
Hazard of Explosion!
Improperly installed battery cables could result in
a fire, explosion, or injury. Battery cables must be Battery Removal
installed, routed, and secured properly to prevent
them from rubbing, chaffing, or making contact WARNING
with hot, sharp, or rotating components. Hazard of Explosion!
When removing battery cables, ALWAYS
WARNING disconnect the negative battery terminal first.
Then remove the positive terminal. When
Fire Hazard! reconnecting the battery terminals, connect the
Do not attach fuel lines to battery cables or positive terminal (+) first, and connect the
electrical harnesses. This has the potential to negative (-) terminal last.
cause a fire and could cause serious injury or
death. This order is important because the frame is grounded
to the negative battery terminal. If the negative
terminal is still connected, a complete circuit exists
from the positive terminal of the battery to the frame.
Metal objects contacting the positive side and the
frame simultaneously will cause sparks or arcing. If
there are sufficient hydrogen gases emitted from the

TK 56433-5-MM-EN 9
Safety Precautions

battery, an explosion might occur, causing equipment NOTICE

damage, serious injury, even death.
Equipment Damage!
Use the correct oil in Thermo King systems to
Refrigerant Hazards avoid damaging equipment and nullifying its
warranty.
DANGER
Hazardous Pressures! NOTICE
Always store refrigerant in proper containers, out
of direct sunlight and away from intense heat.
Equipment Damage!
Heat increases pressure inside storage containers, Do not mix refrigerant oils. Mixing incompatible
which can cause them to burst and could result in oils will damage the system.
severe personal injury.
NOTICE
DANGER Equipment Damage!
Combustible Hazard! Use dedicated refrigeration equipment to prevent
Do not use oxygen (O2 ) or compressed air for leak contaminating refrigeration systems with the
testing. Oxygen mixed with refrigerant is wrong type of oil or refrigerant.
combustible.
NOTICE
WARNING System Contamination!
Hazardous Gases! Do not expose the refrigerant oil to the air any
Do not use a Halide torch. When a flame comes in longer than necessary. Store refrigerant oil in an
contact with refrigerant, toxic gases are produced. approved sealed container to avoid moisture
These gases can cause suffocation, even death. contamination. The oil will absorb moisture,
which results in much longer evacuation times
and possible system contamination.
WARNING
Personal Protective Equipment (PPE) NOTICE
Required! Material Damage!
Refrigerant in a liquid state evaporates rapidly Wipe up spills immediately. Refrigerant oil can
when exposed to the atmosphere, freezing damage paints and rubber materials.
anything it contacts. Wear butyl lined gloves and
other clothing and eye wear when handling
refrigerant to help prevent frostbite. Electrical Hazards
NOTICE Low Voltage
Equipment Damage! I m p o r t a n t : Some components are connected directly
to un-switched battery power. All
When being transferred, refrigerant must be in
connections and circuits labeled with a “2”
liquid state to avoid possible equipment damage.
prefix are connected directly to battery
power. Always disconnect the battery
Refrigerant Oil Hazards before servicing the unit.

WARNING WARNING
Personal Protective Equipment (PPE) Live Electrical Components!
Required! Control circuits used in refrigeration units are low
voltage (12 to 24 volts dc). However, the large
Protect your eyes from contact with refrigerant oil. amount of amperage available can cause severe
The oil can cause serious eye injuries. Protect skin burns if accidentally shorted to ground with metal
and clothing from prolonged or repeated contact objects, such as tools. Do not wear jewelry,
with refrigerant oil. To prevent irritation, wash watches, or rings because they increase the risk of
your hands and clothing thoroughly after handling shorting out electrical circuits and damaging
the oil. Rubber gloves are recommended. equipment or causing severe burns.

10 TK 56433-5-MM-EN
 Safety Precautions

Microprocessor Service • Never use a battery and a light bulb to test circuits
on any microprocessor-based equipment.
Precautions
Take precautions to prevent electrostatic discharge Welding Precautions
when servicing the microprocessor and its related
components. Even tiny amounts of current can Take precautions before electrically welding any
severely damage or destroy electronic components. portion of the unit or the vehicle to which it is attached.
Verify that welding currents are not allowed to flow
Observe the following precautions when servicing a
through the unit’s electronic circuits.
microprocessor control system to avoid damaging
electronic components. Refer to the appropriate Observe the following precautions when welding to
microprocessor diagnosis manual for more avoid damaging electronic components.
information. • If the microprocessor has a power switch, turn it
• If the microprocessor has a power switch, turn it OFF before connecting or disconnecting the battery.
OFF before connecting or disconnecting the battery. • Disconnect power to the unit.
• Disconnect power to the unit. • Disconnect all wire harnesses from the
• Avoid wearing clothing that generates static microprocessor. Disconnect the ECU and the
electricity (wool, nylon, polyester, etc.). battery charger if so equipped.
• Wear a wrist strap (P/N 204-622 or equivalent) with • If there are any electrical circuit breakers in the
the lead end connected to the microprocessor’s control box, switch them OFF.
ground terminal. These straps are available from • Close the control box.
most electronic equipment distributors. DO NOT
• Components that could be damaged by welding
wear these straps with power applied to the unit.
sparks should be removed from the unit.
• Avoid unnecessary contact with the electronic
• Use normal welding procedures, but keep the
components.
ground return electrode as close to the area being
• Store and ship electronic components in antistatic welded as practical. This will reduce the likelihood
bags and protective packaging. of stray welding currents passing through any
• Leave electronic components in their antistatic electronic circuits.
packing materials until you’re ready to use them.
• After servicing any electronic components, check
the wiring for possible errors before restoring
power to the unit.

TK 56433-5-MM-EN 11
Safety Precautions

First Aid • S k i n : Remove contaminated clothing. Wash

thoroughly with soap and water. Get medical
REFRIGERANT attention if irritation persists.
• E y e s : For contact with liquid, immediately flush • I n g e s t i o n : Do not induce vomiting. Immediately
eyes with large amounts of water and get prompt contact local poison control center or physician.
medical attention.
BATTERY ACID
• S k i n : Flush area with large amounts of warm water.
Do not apply heat. Remove contaminated clothing • E y e s : Immediately flush with large amounts of
and shoes. Wrap burns with dry, sterile, bulky water for at least 15 minutes. Get prompt medical
dressing to protect from infection. Get prompt attention. Wash skin with soap and water.
medical attention. Wash contaminated clothing ELECTRICAL SHOCK
before reuse.
Take IMMEDIATE action after a person has received an
• I n h a l a t i o n : Move victim to fresh air and use Cardio electrical shock. Get quick medical assistance, if
Pulmonary Resuscitation (CPR) or mouth-to-mouth possible.
resuscitation to restore breathing, if necessary. Stay
The source of the shock must be quickly stopped, by
with victim until emergency personnel arrive.
either shutting off the power or removing the victim. If
• F r o s t B i t e : In the event of frost bite , the objectives the power cannot be shut off, the wire should be cut
of First Aid are to protect the frozen area from with an non-conductive tool, such as a wood-handle
further injury, warm the affected area rapidly, and axe or thickly insulated cable cutters. Rescuers should
to maintain respiration. wear insulated gloves and safety glasses, and avoid
REFRIGERANT OIL looking at wires being cut. The ensuing flash can cause
burns and blindness.
• E y e s : Immediately flush with large amounts of
water for at least 15 minutes. Get prompt medical If the victim must be removed from a live circuit, pull
attention. the victim away with a non-conductive material. Use
wood, rope, a belt or coat to pull or push the victim
• S k i n : Remove contaminated clothing. Wash away from the current. DO NOT TOUCH the victim. You
thoroughly with soap and water. Get medical will receive a shock from current flowing through the
attention if irritation persists. victim’s body. After separating the victim from power
• I n h a l a t i o n : Move victim to fresh air and use Cardio source, immediately check for signs of a pulse and
Pulmonary Resuscitation (CPR) or mouth-to-mouth respiration. If no pulse is present, start Cardio
resuscitation to restore breathing, if necessary. Stay Pulmonary Resuscitation (CPR). If a pulse is present,
with victim until emergency personnel arrive. respiration might be restored by using mouth-to-
• I n g e s t i o n : Do not induce vomiting. Immediately mouth resuscitation. Call for emergency medical
contact local poison control center or physician. assistance.

ENGINE COOLANT ASPHYXIATION

• E y e s : Immediately flush with large amounts of Move victim to fresh air and use Cardio Pulmonary
water for at least 15 minutes. Get prompt medical Resuscitation (CPR) or mouth-to-mouth resuscitation to
attention. restore breathing, if necessary. Stay with victim until
emergency personnel arrive.

12 TK 56433-5-MM-EN
Specifications
Engine
Model TK486V25X (Tier 4)

Number of Cylinders 4

Cylinder Arrangement In-line vertical, number 1 on flywheel end

Firing Order 1-3-4-2

Direction of Rotation Counterclockwise viewed from flywheel end

Fuel Type No. 2 diesel fuel under normal conditions

No. 1 diesel fuel is acceptable cold weather fuel

Oil Capacity 13 quarts (12.3 liters/litres) crankcase and oil filter

Fill to full mark on dipstick

Oil Type API Classification CJ-4 or CK-4

ACEA Rating E6

Oil Viscosity 14 F to 122 F (-10 C to 50 C): SAE 15W-40 (Synthetic)

5 to 104 F (-15 to 40 C): SAE 15W-40
5 to 104 F (-15 to 40 C): SAE 10W-30 (Synthetic or
Synthetic Blend)
-13 to 104 F (-25 to 40 C): SAE 10W-40
-13 to 86 F (-25 to 30 C): SAE 10W-30
-22 to 122 F (-30 to 50 C): SAE 5W-40 (Synthetic)
Below -22 F (-30 C): SAE 0W-30 (Synthetic)

Engine RPM Low Speed Operation 1450 ± 25 rpm

High Speed Operation Adjusted so throttle bracket is tight against high speed
stop screw. Engine speed will be well above 2200 rpm in
light refrigeration load situations.

Engine Oil Pressure 18 psig (127 kPa) minimum in low speed

45 to 57 psig (310 to 390 kPa) in high speed

Intake Valve Clearance 0.006 to 0.010 in. (0.15 to 0.25 mm)

Exhaust Valve Clearance 0.006 to 0.010 in. (0.15 to 0.25 mm)

Valve Setting Temperature 70 F (21 C)

Low Oil Pressure Switch (Normally 17 ± 3 psig (117 ± 21 kPa)

Closed)

Engine Coolant Thermostat 160 F (71 C)

Engine Coolant Type Chevron/Delo XLC (Havoline XLC for Europe) - a nitrite-
free Extended Life Coolant (ELC)
Use a 50/50 concentration
NOTICE
System Contamination!
Do not add other types of coolant to cooling systems using
Chevron/Delo XLC except in an emergency. If another type of
coolant is added, the coolant must be changed to Chevron/
Delo XLC when available.

Coolant System Capacity 7 quarts (6.6 liters/litres) with overflow tank

Radiator Cap Pressure 7 psi (0.48 bar)

Drive Direct to compressor; belts to fans, alternator, and water

pump

TK 56433-5-MM-EN 13
Specifications

Belt Tension
Use of Frequency Gauge P/N 204-1903 to measure
frequency (Hz) is recommended.

Model 30/50 New Belt Field Reset

Electric Motor/Compressor Drive Units fitted with original SLX clutch (up until build 73-76 67-72
Belt date 13 August 2013)

Units fitted with SLX clutch retrofit (P/N 78-1884) Use service tool P/N 204-2436 to set belt tension.
Distance of 139.0 mm as set by service tool equates
to 78-81 Hz for a new belt, and 69-73 Hz for a field
reset belt.

Units fitted with SLXe/SLXi clutch (P/N 77-3189) Use service tool P/N 204-2436 to set belt tension.
Distance of 139.0 mm as set by service tool equates
to 95 Hz for a new belt.

Fan Drive Belt SLX/SLXe/SLXi 106-118 95-106

Water Pump Belt Tension Number on TK Gauge 204–427 Field Reset: 35-40

Use of Frequency Gauge P/N 204-1903 to measure

frequency (Hz) is recommended.

Model 30 New Belt Field Reset

Engine/Cross Shaft (Jackshaft) Clutch Tensioner (P/N 77-3189) Use service tool P/N 204-2436 to set belt tension.
Belt Distance of 139.0 mm as set by service tool equates
to 95 Hz for a new belt.

Fan Drive Belt TK Belt Tension Tool 204-3185 106-118 Hz 95-106 Hz

Water Pump Belt Tension Number on TK Gauge 204-0427 Field Reset: 35-40

Refrigeration System
Compressor Thermo King X430P®

Refrigerant Charge - Type 12.5 lb (5.7 kg) – R452A

Compressor Oil Charge 4.3 qt (4.1 liters/litres)*

Compressor Oil Type Polyol Ester type P/N 203-513

Heat/Defrost Method Hot gas

High Pressure Cutout 470 +/-7 psi (3241 +/-48 kPa)

Automatic reset @ 375 ± 38 psi (2586 ±
262 kPa)

* When the compressor 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.

Electrical Control System

Voltage 12.5 Vdc (nominal)

Battery One, Group C31, 12 volt battery (950 CCA recommended for operation below -15°F or -26°C)

Fuses See Fuses in “Electrical Maintenance”

Battery Charging (Alternator) 37 ampere brush type

Voltage Regulator Setting 13.8 to 14.2 volts @ 25°C

(Alternator)

14 TK 56433-5-MM-EN
 Specifications

Electrical Components
Note: Disconnect components from the unit circuit to check resistance.

Component Current Draw (Amps) at 12.5 Resistance — Cold (Ohms)

Vdc

Fuel Solenoid Pull-in Coil 35 to 45 0.2 to 0.3

Hold-in Coil 0.5 or 1.0 24 to 29

High Speed (Throttle) Solenoid 2.9 4.3

Air Heater 60 to 70* 0.14

Damper Gear Motor 2.5 to 3.1 4.0 to 5.0

Pilot Solenoid 0.7 17.0

Electronic Throttling Valve Coil A (Red [EVA] and Blue [EVB] - 20 to 35

Wires)

Coil B (Black [EVC] and White - 20 to 35

[EVD] Wires)

Hot Gas Bypass Valve 1.5 8.0

Starter Motor 350 to 475**

* Typical current draw during preheat.

** On-the-engine cranking check. Bench test is approximately 140 amps.

TK 56433-5-MM-EN 15
Maintenance Inspection Schedule
Pretrip Every Every Annual/ Inspect/Service These Items
1,500 3,000 4,500
Hours Hours* Hours

Microprocessor

• Run Pretrip Test.

Engine

• Check fuel supply.

• • • • Check engine oil level.

• • • • Inspect belts for condition and proper tension.

• • • • Inspect all belt tensioners and belt idler pulleys for condition and correct
operation. Lubricate as needed.

• • • • Check engine oil pressure hot, on high speed (should display “OK”).

• • • • Listen for unusual noises, vibrations, etc.

• • Visually inspect exhaust system for leakage and abnormal smoke or particulate
emissions.

• • • • Check engine coolant level and antifreeze protection (-30 F [-40 C]).

• • • Drain water from fuel tank and check vent.

• • • Inspect/clean fuel transfer pump inlet strainer.

• • • Check and adjust engine speeds (high and low speed).

• • • Check condition of drive coupling bushings per Service Bulletin TT171.

• Inspect air filter element - Dependent on operating conditions, assess fitness to

continue to next service.

• Check engine mounts for wear.

• Replace EMI 3000 air cleaner element (see “EMI 3000 Air Cleaner”) at 3,000
hours or two years (whichever occurs first).

• Replace EMI 3000 fuel filter/water separator. See Note.

• Change engine oil and oil filter (hot). Requires oil with API Classification CJ-4 or
CK-4 (ACEA Rating E9).

• Adjust engine valve clearance.

• Test fuel injection nozzles at least every 3,000 hours. Based on EPA 40 CFR Part
89.

— Replace all belts every 6,000 hours or every 48 months (whichever occurs
first).

— Change ELC (red) engine coolant every 5 years or 12,000 hours. Units
equipped with ELC have an ELC nameplate on the expansion tank (see “Engine
Cooling System”).

— Replace fuel return lines between fuel injection nozzles every 10,000 hours.

Electrical

• • • • Check operation of defrost damper (closes on defrost initiation and opens on

defrost termination).

• • • Inspect battery terminals.

• • • Inspect wire harness for damaged wires or connections.

• Inspect alternator wire connections for tightness and corrosion.

16 TK 56433-5-MM-EN
 Maintenance Inspection Schedule

Pretrip Every Every Annual/ Inspect/Service These Items

1,500 3,000 4,500
Hours Hours* Hours

• Inspect alternator brushes.

— Change alternator brushes and regulator at 6,000 hours.

Refrigeration

• • • • Check refrigerant level.

• • • Visually inspect condenser/radiator and evaporator coils for damage and dirt
ingress.

• • • Check for proper suction and discharge pressures and ETV operation.

• • • Check compressor oil level and condition.

• Check compressor efficiency and pump down refrigeration system.

• — Replace dehydrator and check discharge and suction pressure every two (2)
years or 3,000 hours.

Structural

• • • • Visually inspect unit for fluid leaks.

• • • • Visually inspect unit for damaged, loose, or broken parts (includes air ducts
and bulkheads).

• • • Inspect cross shaft, fanshaft, and idlers for bearing wear (noise).

• • • Clean entire unit including condenser and evaporator coils and defrost drains.

• • • Check all unit and fuel tank mounting bolts, brackets, lines, hoses, etc.

N o t e : * 3,000 hours or two years, whichever occurs

first.

TK 56433-5-MM-EN 17
Unit Description
Unit Overview The engine is coupled directly to the compressor. Belts
transmit power to the unit fans, alternator, and water
The Thermo King SLXi-DRC is a one piece, self- pump.
contained, diesel powered, air cooling/heating units
operating under the control of the SMART REEFER 3 Figure 2. TK486V25X
(SR-3) programmable microprocessor controller. The
unit mounts on the front of the container with the
evaporator extending through an opening in the front
wall.
The unit features the quiet running Thermo King
TK486V25X engine, and the Thermo King X430P
reciprocating compressor.
Figure 1. Front View

Thermo King X430 Series Reciprocating

Compressor
The unit is equipped with a Thermo King X430 Series
four cylinder reciprocating compressor with 30.0 cu. in.
(492 cm3) displacement.

Electronic Throttling Valve

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 accumulator
and the suction vibrasorber. Discharge and suction
pressure transducers supply pressure information to
the microprocessor control system. The
Design Features microprocessor controls the electronic throttling valve
directly. The ETV replaces the mechanical throttling
• SMART REEFER SR-3 Controller valve used in other units.
• OptiSet™ Plus The ETV system provides enhanced control of the
• ServiceWatch™ Data Logger refrigeration system as follows:
• CargoWatch™ Data Logger • S u c t i o n P r e s s u r e C o n t r o l : The suction pressure
control algorithm is the primary control used to
• Electronic Throttling Valve (ETV)
obtain maximum capacity. This allows the
• EMI-3000 refrigeration system to fully utilize the power
• Solar Panel (36 W) capabilities of the engine under varying conditions.
• D i s c h a r g e P r e s s u r e P r o t e c t i o n : This protection
Diesel Engine algorithm provides an additional measure of
The unit uses the TK486V25X, a 4-cylinder, water protection against high discharge pressures and
cooled, direct injection diesel engine. possible compressor damage. It will prevent
shutdowns in high ambient temperatures by

18 TK 56433-5-MM-EN
 Unit Description

allowing continued operation of the unit at a CYCLE-SENTRY™ Start-Stop Controls

temporarily reduced refrigeration capacity.
The CYCLE-SENTRY Start-Stop fuel saving system
• E n g i n e C o o l a n t T e m p e r a t u r e P r o t e c t i o n : This provides optimum operating economy.
protection algorithm protects the engine from high
coolant temperature shutdowns and possible WARNING
engine damage. It will reduce the load on the
engine by temporarily reducing refrigeration Risk of Injury!
capacity. This lowers the engine temperature while The unit can start at any time without warning.
still allowing continued unit operation. Press the OFF key on the HMI control panel and
• M o d u l a t i o n C o n t r o l : Modulation control provides place the microprocessor On/Off switch in the Off
precise control of the temperature in the cargo area. position before inspecting or servicing any part of
As the return air temperature begins to approach the unit.
the setpoint, the microprocessor begins to close the
When CYCLE-SENTRY Mode is selected, the unit will
ETV to reduce the capacity. The microprocessor
start and stop automatically to maintain setpoint, keep
closes the ETV more as the return air temperature
the engine warm, and the battery charged. When
gets closer to the setpoint. When the return air
Continuous Mode is selected, the unit starts
temperature is near setpoint, the ETV may close to
automatically and runs continuously to maintain
its limit and the hot gas bypass valve may open.
setpoint and provide constant airflow.
When the return air temperature begins to move
away from the setpoint, the ETV begins to open and N o t e : The SR-3 Controller provides a wide range of
the hot gas bypass valve closes (if it was open). control and programming flexibility. However,
This provides very smooth and steady temperature pre-programming of the unit controller may
control and the temperature does not oscillate prohibit operation in certain temperature ranges
above and below setpoint as much as it does in a within some modes and may also prohibit
unit that does not have modulation control. certain modes of operation. Refer to the SR-3
Trailer Single Temperature SL-400e, SLX/SLXe/
SMART REEFER 3 (SR-3) Control System SLXi Series Diagnostic Manual TK 56487 for
information about controller programming.
CAUTION In CYCLE-SENTRY, if the block temperature falls below
Risk of Injury! 30 F (-1 C), the engine will start and run until the block
Do not operate the SR-3 Controller until you are temperature is above 90 F (32 C). If the battery voltage
completely familiar with its function. falls to the programmed limit selected by CYCLE-
SENTRY Battery Voltage (typically 12.6 volts) and
The SR-3 is a microprocessor control system designed Diesel CYCLE-SENTRY mode is selected, the engine
for a transport refrigeration system. The SR-3 will start and run until the charge rate falls below that
integrates the following functions: programmed by CYCLE-SENTRY Amps (typically 2
amperes).
• Changing setpoint and operating mode
Features of the CYCLE-SENTRY system are:
• Viewing gauge, sensor, and hourmeter readings
• Offers either CYCLE-SENTRY or Continuous Run
• Initiating Defrost cycles
operation.
• Viewing and clearing alarms
• Controller regulated all season temperature
The microprocessor components are located inside the control.
control box, which is located inside the lower roadside
• Maintains minimum engine temperature in low
service door. The microprocessor is connected to a
ambient conditions.
Human Machine Interface (HMI) Control Panel. It is
used to operate the unit. The HMI control panel is • Battery Sentry keeps batteries fully charged during
mounted on the face of the control box. It is clearly unit operation.
visible through an opening in the lower roadside • Variable preheat time.
service door.
• Preheat indicator buzzer.
Refer to the SR-3 Trailer Single Temperature SL-400e,
SLX/SLXe/SLXi Series Diagnostic Manual TK 56487 for Data Logging
complete operation and service information about the
SR-3 Control System and the related components. There are two separate data loggers. The data is
downloaded through one of the data ports using a flash
Refer to the Operator’s Manual for information about drive or a PC and WinTrac software.
basic unit operation.

TK 56433-5-MM-EN 19
Unit Description

Figure 3. HMI Controller and Data Ports of a flash drive eliminates the need for an on-site
computer and does not require cables.
I m p o r t a n t : The flash drive must be properly
configured and the desired features must
be enabled using WinTrac software.
Using a properly configured and enabled flash drive,
the following functions may be available:
• Download the ServiceWatch Data Logger
• Download the CargoWatch Data Logger
• Flash load Base Controller Software
• Flash load HMI Control Panel Software
• Send OptiSet Plus Files
• Retrieve OptiSet Plus Files
C a r g o W a t c h P o r t : The CargoWatch port is used to
1. CargoWatch Port
download the CargoWatch Data Logger and to flash
load software to the HMI Control Panel. It is located on
2. USB Port the Control Panel.
S e r v i c e W a t c h P o r t : The ServiceWatch port is used to
S e r v i c e W a t c h ™ : ServiceWatch is standard download the ServiceWatch data logger and to flash
equipment. It records operating events, alarm codes, load software to the Base Controller. It is located inside
and compartment temperatures as they occur and at the engine bay above the engine.
preset intervals. This information is typically used to
P r i n t e r P o r t : This port is used to print trip records from
analyze unit performance. Use a USB port to download
the CargoWatch Data Logger. It is located inside the
the ServiceWatch data.
control box.
I m p o r t a n t : A ServiceWatch download can be helpful
when diagnosing a problem in a unit with TK BlueBox
an SR-3 Controller. Therefore, it is
recommended that a ServiceWatch The TK BlueBox is standard equipment on this unit.
download be performed to help diagnose a This is a wireless communication platform for the SR-3/
problem. A ServiceWatch download must SR-4 Controller that offers fleet owners the ability to
be preformed before contacting the monitor their refrigerated units. Cellular, GPS, and
Thermo King Service Department for Bluetooth capabilities communicate with Thermo
assistance in diagnosing a problem. Refer King’s web-based TracKing™ application, and
to the SR-3 Trailer Single Temperature SL- Bluetooth with the TK Reefer App. A third party
400e, SLX/SLXe/SLXi Series Diagnostic interface with the TK BlueBox offers a gateway for
Manual TK 56487 for information about telematics providers to communicate with the Thermo
downloading the ServiceWatch Data King unit. Refer to the applicable TK BlueBox
Logger and viewing the data. Diagnostic Manual (TK 56391 or TK 56469) for more
C a r g o W a t c h ™ : CargoWatch data logging requires the information about the TK BlueBox.
installation of optional sensors. Up to six temperature
sensor/probes and four door switches can be installed.
CargoLink™
CargoWatch also logs the setpoint. Use the USB Port to CargoLink™ is a wireless sensor system. The main
download the CargoWatch data. If optional components are the coordinator module, interconnect
temperature sensors are installed, the readings are harness, antenna, and wireless sensors. The
displayed as Datalogger Sensor (1-6) Temperature in coordinator module receives information from the
the sensor readings. See the appropriate Diagnostic or wireless sensors through the antenna, and
Operator’s Manual for more information. communicates with the controller through the
A printer can also be used to print a report of the interconnect harness. Currently, only wireless door
optional sensor readings. See the appropriate switches are available. Other wireless sensors will be
Diagnostic or Operator’s Manual for more information. available in the future. Refer to the Truck and Trailer
Edition CargoLink Installation Manual (TK 55151) for
U S B P o r t : A Universal Serial Bus (USB) port is information about installing the CargoLink system and
provided on certain units. If installed, it is located on sensors, and troubleshooting problems with the
the unit control panel. Standard USB flash drives that system.
have been programmed with WinTrac can be used. Use

20 TK 56433-5-MM-EN
 Unit Description

OptiSet Plus™ Defrost

OptiSet Plus is a group of programmable functions that Frost gradually builds-up on evaporator coils as a
control how the unit will operate with specific setpoints result of normal operation. The unit uses hot
or named products. This assures that when a particular refrigerant to defrost the evaporator coils. Hot
setpoint or named product is selected, the unit will refrigerant gas passes through the evaporator coil and
always operate the same way. This allows an entire melts the frost. The water flows through collection
fleet to be configured to match customers’ needs. Refer drain tubes onto the ground. The methods of Defrost
to the SR-3 Trailer Single Temperature SL-400e, SLX/ initiation are Automatic and Manual.
SLXe/SLXi Series Diagnostic Manual TK 56487 and A u t o m a t i c D e f r o s t : The controller is programmed to
OptiSet Plus Help for configuration instructions.. automatically initiate timed or demand defrost cycles.
The controller can be programmed to initiate timed
FreshSet™ defrost cycles at intervals of 2, 4, 6, 8, or 12 hours.
FreshSet is included in OptiSet Plus. FreshSet is a Demand defrost cycles occur if the differences between
demand base temperature control for fresh products. the return air temperature, discharge air temperature,
FreshSet modifies and adjusts unit airflow operation to and coil temperature exceed certain limits. The unit can
control temperature and to maximize protection of enter defrost cycles as often as every 30 minutes if
cargo, while keeping operating costs to a minimum. required.
Refer to the SR-3 Trailer Single Temperature SL-400e, M a n u a l D e f r o s t : In Manual Defrost Mode, the operator
SLX/SLXe/SLXi Series Diagnostic Manual TK 56487 for initiates a defrost cycle. See the appropriate Diagnostic
configuration instructions. or Operator’s Manual.
N o t e : The unit will not perform a Manual Defrost cycle
Sequence of Operation unless the unit has been turned on with the ON
key, the unit is running in Continuous or CYCLE-
When the Microprocessor On/Off switch is turned on SENTRY mode (or shut down in CYCLE-SENTRY
and Controller ON key is pressed, the LCD display is Null mode), and the coil temperature is below 45
illuminated and shows the setpoint and the return air F (7 C).
temperature. If the CYCLE-SENTRY mode has been
selected, the unit will start and stop automatically. If The evaporator coil temperature must be below 45 F (7
the Continuous mode has been selected, the unit will C) to allow defrost.
start and run automatically. The following four defrost timers are used. These
timers can be set for intervals of 2, 4, 6, 8 or 12 hours.
Operating Modes • Defrost Interval In Range with Fresh Setpoint
The microprocessor uses a complex program to (standard setting 6 hours)
determine which operating mode the unit should be in. • Defrost Interval Not In Range with Fresh Setpoint
Therefore, it is difficult to predict which operating (standard setting 4 hours)
mode the unit should be in by comparing the setpoint
to the box temperature. • Defrost Interval In Range with Frozen Setpoint
(standard setting 6 hours)
The diesel engine operates at either low speed or high
speed as determined by the microprocessor. The unit • Defrost Interval Not In Range with Frozen Setpoint
will Cool or Heat in either high or low speed. The unit (standard setting is 4 hours)
will Defrost in low speed only. Heat and Defrost This feature allows a shorter Defrost interval to be used
consists of hot gas delivered to the evaporator coil when the unit is out of range during a pull-down and
distributor. more frequent Defrost cycles may be beneficial.
The microprocessor will select the operating mode Normally, longer defrost timer intervals are used for
from the following: colder loads. The defrost interval may need to be
• High Speed Cool changed if the unit will not hold the compartment
temperature at setpoint.
• Low Speed Cool
Use a longer defrost interval if defrost is not being
• Low Speed Modulated Cool initiated on demand.
• Null (CYCLE-SENTRY operation only) Use a shorter defrost interval if defrost is frequently
• Low Speed Modulated Heat being initiated on demand.
• Low Speed Heat If the unit is in CYCLE-SENTRY Null mode, the engine
• High Speed Heat will start when defrost is initiated. The unit will stay in
defrost until the evaporator coil temperature rises to 58
• Defrost F (14 C).

TK 56433-5-MM-EN 21
Unit Description

Engine Compartment acceptable level, the microprocessor records Alarm

Code 41 and possibly 18. The microprocessor might
Components also shut the unit down.
The following maintenance items can be checked F u s e L i n k ( C u r r e n t L i m i t e r ) : The fuse link is located in
visually. the positive battery cable. The fuse link protects the
electric system from a short. If the fuse link burns out,
WARNING replace it by replacing the positive battery cable.
Risk of Injury! F u s e s : Various fuses are located on the base controller
The unit can start at any time without warning. to protect circuits and components. See “Fuses” in the
Press the OFF key on the HMI control panel and Electrical Maintenance Chapter for more information.
place the microprocessor On/Off switch in the Off S m a r t F E T s : Smart FETs in the base controller protect
position before inspecting or servicing any part of circuits and components. See “Smart FETs” in the
the unit. Electrical Maintenance Chapter for more information.

C o m p r e s s o r O i l S i g h t G l a s s : Use this sight glass to H i g h P r e s s u r e C u t o u t S w i t c h : The high pressure

cutout switch is located on the compressor discharge
check the compressor oil level. See the Refrigeration
manifold. If the compressor discharge pressure
Maintenance section for the correct procedure.
becomes excessive, the switch opens the circuit to the
run relay to stop the unit. The microprocessor will
CAUTION record Alarm Code 10.
Service Procedures! H i g h P r e s s u r e R e l i e f V a l v e : This valve is designed to
Turn the unit off before attempting to check the relieve excessive pressure in the refrigeration system.
engine oil. It is located on the receiver tank. The valve is a spring-
loaded piston that lifts off its seat when refrigerant
E n g i n e O i l D i p s t i c k : Use the engine oil dipstick to pressure exceeds 500 psig (3447 kPa). The valve will
check the engine oil level. reseat when the pressure drops to 400 psig (2758 kPa).
R e c e i v e r T a n k S i g h t G l a s s : Use this sight glass to The valve could possibly leak refrigerant after it has
check the level of refrigerant in the receiver tank. See relieved excess pressure. Tapping the valve lightly may
the Refrigeration Maintenance section for the correct help the valve reseat and seal properly. The valve is
procedure. non-repairable and requires no adjustment. If the valve
fails to reseat properly, recover the refrigerant charge
Figure 4. Engine Compartment Components and replace the valve.
L o w O i l L e v e l S w i t c h : The low oil level switch closes
if the oil drops below an acceptable level. If it stays
closed for a specified time, the microprocessor shuts
the unit down and records Alarm Code 66.
L o w O i l P r e s s u r e S w i t c h : The low oil pressure switch
closes if the oil pressure drops below an acceptable
level. If it stays closed for a specified time, the
microprocessor shuts the unit down and records Alarm
Code 19.
P r e h e a t B u z z e r : The preheat buzzer sounds when the
controller energizes the preheat relay. This warns
anyone near the unit that the controller is about to start
1. Compressor Sight Glass 3. Engine Oil Filter
the engine.
2. Engine Oil Dipstick

Serial Number Locations

Unit Protection Devices U n i t : Nameplate on the frame inside the front doors.

C o o l a n t L e v e l S w i t c h : The coolant level switch closes E n g i n e : Engine identification plate is located on the
if the coolant level drops below an acceptable level. If it engine valve cover.
stays closed for a specified time, the microprocessor C o m p r e s s o r : Stamped between the cylinders on the
records Alarm Code 37. front end above the oil pump.
E n g i n e C o o l a n t T e m p e r a t u r e S e n s o r : The
microprocessor uses the engine coolant temperature
sensor to monitor the engine coolant temperature. If
the engine coolant temperature rises above an

22 TK 56433-5-MM-EN
 Unit Description

Figure 5. Compressor Serial Number Location Figure 7. Unit Serial Number Location

1. Serial Number Location

Figure 6. Engine Serial Number Location

1. Serial Number Location

RAJ724

1. On Frame In Engine Compartment

TK 56433-5-MM-EN 23
Unit Description

Figure 8. Laminated Serial Number Plate (Located 1. Unit Serial Number

Where Shown Above)
2. Unit Model

3. Bill of Material Number

24 TK 56433-5-MM-EN
Electrical Maintenance
Alternator Diagnostic Figure 9. Thermo King Alternator Terminal and
Component Locations
Procedures
General Information
Poor charging performance may not be caused by a
bad alternator. The following conditions can cause
improper battery charging, even with a good alternator
(See Service Bulletin T&T 388 for more information):
• A problem may exist in the 2A output circuit from
the alternator to the base controller or in the 2
circuit from the base controller to the battery. Check
for an open 2 or 2A circuits, fuses FS8 and FS10 if
used, loose connections, defective battery cables,
or dirty battery terminals.
• The battery must be in good condition and capable
of accepting a charge. Check for a damaged battery,
correct electrolyte level, and loose or corroded
connections.
• The alternator charging output will be low if the 1. B+ Terminal (Positive 5. F2 Terminal (Do Not Ground)
alternator belt or pulleys are defective or the belt is Output - 2A Wire)
not properly adjusted. Verify the belt is not loose or
2. B- Terminal (Negative 6. Voltage Regulator and Brush
cracked and the pulleys are the correct size and in
Ground - CH Wire) Assembly
good condition.
3. S Terminal (Regulator 7. W Terminal (AC Output)
• The excitation circuit (EXC circuit) must supply Sense - 2 Wire)
voltage to the excite terminal of the alternator.
4. L Terminal (Regulator
• The sense circuit (2Y circuit) must supply voltage to Excite - 7K/EXC Wire)
the sense terminal of the alternator.
• The alternator must be properly grounded.
Base Controller Fuse F4
• The unit control circuits or installed accessories
may be drawing excessive current. The base controller has a 300 ohm resistor and a
• An overcharged battery is usually caused by a resistor bypass fuse (F4) in the alternator excitation
defective voltage regulator. circuit. The fuse and resistor are connected in parallel
and are located on the base controller. Removing the
Alternator Identification resistor bypass fuse places the 300 ohm resistor in the
excitation circuit as required for Thermo King
These units use Thermo King Alternators (Figure 9, p. alternators (and Australian Bosch alternators).
25), which are painted black. Installing the resistor bypass fuse removes the 300
ohm resistor from the excitation circuit as required for
Prestolite alternators. See the specific unit wiring
diagram for exact details.
N o t e : The F4 fuse must be removed from the base
controller on units equipped with Thermo King
alternators. The voltage regulator on the Thermo
King alternators will be damaged if the unit is
turned On with the F4 fuse in place on the base
controller.

Test Equipment for Checking Voltage

and Current
Always use accurate test equipment such as the Fluke
23 Digital Multi-Meter and the Fluke Clamp-On
Ammeter accessory when checking alternator circuit
voltage and amperage. See the table below for Thermo

TK 56433-5-MM-EN 25
Electrical Maintenance

King service part numbers. Verify voltages are NOTICE

measured from the designated terminal to the
alternator chassis ground. All voltages are DC voltages Equipment Damage!
unless otherwise noted. Energizing the circuit with the resistor bypass fuse
installed will damage Thermo King alternators.
Meter Service Part Number The resistor bypass fuse must be removed for
Fluke 23 Digital Multi-Meter 204-1079 Thermo King alternators.

Clamp-On Ammeter for above Meter 204-947 4. Check that the resistor bypass fuse (F4) has been
removed. Units with Thermo King alternators must
have the resistor bypass fuse (F4) removed.
Alternator Load Test
5. Check and note the battery voltage at the battery
Thermo King no longer recommends a full field test for with the unit turned off.
determining the alternator current output. Full fielding
6. With the unit off, check the voltage at the B+
an alternator can cause increases in alternator output
terminal on the alternator. Battery voltage must be
voltage that may damage internal alternator or unit
present. If not, check the 2A circuit and fuse F2 if
components. This damage may not be readily
used.
apparent.
7. Disconnect the alternator harness from the voltage
To test the alternator under load, Thermo King
regulator. On Thermo King alternators, carefully
recommends the use of a clamp-on ammeter to
push on the spring clip to release the plug lock.
monitor output current, both on initial startup and
under full unit load conditions. For example, on multi- 8. Turn the unit on, enter the Interface Board Test
temp units, all remote evaporators should be turned Mode, and energize the Alternator Excite Output.
on. Refer to the appropriate Diagnostic Manual for
information about the Interface Board Test Mode.
General Diagnostic and Warranty 9. Check the voltage at the sense circuit (2 circuit).
Evaluation Procedure Battery voltage should be present. If not, check the
sense circuit (2 circuit) in the alternator harness and
Complete the following diagnostic procedures before
the main wire harness, and fuse F20 on the base
replacing an alternator or the voltage regulator:
controller.
1. When testing an alternator, use accurate
10. Check the voltage at the excitation circuit (EXC
equipment such as a Thermo King P/N 204-1079
circuit). 10 Vdc or more should be present. If not,
digital multimeter and a Thermo King P/N 204-947
check the excitation circuit (EXC circuit) in the
amp clamp or equivalent.
alternator harness and the unified harness.
2. Verify the drive belts and pulleys of the charging
N o t e : LED 18 lights up when the EXC circuit is
system are in good condition and are adjusted
energized. The EXC circuit is operated by a
properly before testing the alternator. Verify the
Smart FET so during normal operation the
pulleys are the correct size. Worn belts, loose belts,
unit must be running for the EXC circuit to be
and worn or improperly sized pulleys will lower the
energized.
output of the alternator.
11. Turn the unit off and reconnect the alternator
3. The battery must be charged and in good
harness.
condition, the battery cable connections must be
clean and tight, and the 2A, 2 (sense), and EXC 12. Attach a clamp-on ammeter around the 2A wire
(excitation) circuits must be connected properly. All connected to the B+ terminal on the alternator. All
charging circuit connections must be clean and wires connected to the B+ terminal must pass
secure. through the clamp-on ammeter.
N o t e : If the unit battery is questionable, a known 13. Connect a digital multi-meter between the B+
good jumper battery should be substituted terminal at the alternator and chassis ground.
for alternator testing. 14. Turn the unit on and allow it to start. Using the
N o t e : Do not perform this test with a battery clamp-on ammeter, check the current flow in the 2A
charger connected to the unit battery. wire.
N o t e : All voltage readings should be taken between • A positive reading indicates the alternator is
the chassis ground on the alternator and the charging. On unit startup, the current flow
terminals indicated, unless stated otherwise. should momentarily increase to allow for
battery current used during preheat and
cranking. Within a short time the current should
fall to normal unit load plus charge current to
the unit battery (typically 5-10 amps).

26 TK 56433-5-MM-EN
 Electrical Maintenance

• A reading on the clamp-on ammeter at or near 0 N o t e : This check confirms proper diode function.
amps indicates the alternator is not charging. a. With the unit still running, set the digital multi-
Checking the unit ammeter will show a meter connected from the alternator B+ output
discharge condition. The alternator is defective to chassis ground for AC volts. No more than 1.0
if there are no problems in the wiring. Recheck Vac should be present. A reading of more than
the wiring before assuming the alternator is 1.0 Vac indicates damaged alternator diodes.
defective.
20. Turn the unit off.
15. Check the voltage at the B+ terminal. The voltage
should increase until it reaches the anticipated Field Current Test
voltage regulator setting as shown in the table
below. Record the voltage. Use this test to determine if the alternator can be
repaired. Perform this test with the unit turned off.
• The voltage regulator setting varies inversely
with the temperature as shown in the table 1. Attach a clamp-on ammeter to the 2A wire near the
below. Regulator voltage can vary from B+ terminal on the alternator.
approximately 15.2 Vdc at -40 F (-40 C) to 2. Energize the field on the Thermo King alternator by
approximately 13.2 Vdc at 176 F (80 C). connecting a jumper wire between the F2 terminal
and the B+ terminal. Do not connect the F2 terminal
Tempera- Anticipated Regulator
to ground or the alternator will be damaged.
ture Voltage
3. Note the ammeter reading. The ammeter reading
-40 F (-40 C) From 15.2 Vdc to 14.0 Vdc
indicates the field current, which should be 2.0 to
77 F (25 C) From 14.4 Vdc to 13.6 Vdc 6.0 amps at 12 volts.

176 F (80 C) From 14.2 Vdc to 13.2 Vdc

a. No field current or a low field current indicates
an open circuit or excessive resistance in the
field circuit. Remove the voltage regulator and
• If the voltage does not increase to the brush assembly and inspect the slip rings. If the
anticipated voltage regulator setting, the slip rings and are acceptable, install a new
alternator is defective if there are no problems voltage regulator and brush assembly and
in the wiring. Recheck the wiring before repeat the test. If the brushes are not the
replacing the alternator. problem, replace the alternator.
16. If the voltage does increase until it reaches the b. High field current indicates a short in the field
anticipated voltage regulator setting, compare the circuit. Replace the rotor or the alternator.
voltage at the B+ terminal to the voltage between
the battery terminals. The voltage at the B+ terminal
should be no more than 1.0 Vdc higher than the Battery
voltage between the battery terminals.
Filler Cap Batteries
a. If the voltage at the B+ terminal is no more than
1.0 Vdc higher than the voltage between the 1. Inspect/clean the battery terminals and check the
battery terminals, continue with Step 17. electrolyte level during scheduled maintenance
inspections.
b. If the voltage at the B+ (POS) terminal is more
than 1.0 Vdc higher than the voltage between 2. A dead or low battery can be the cause of an
the battery terminals, clean and check the wires ammeter indicating discharge due to lack of initial
and connections in the 2A and 2 circuits and excitation of the alternator even after the unit has
repeat this check. been boosted for starting.
17. Increase the charging system load as much as 3. The minimum specific gravity should be 1.235.
possible by running the unit in high speed heat. 4. Add distilled water as necessary to maintain the
18. Monitor the alternator output voltage. proper water level.
a. With the increased load, the alternator output Maintenance Free Batteries
voltage should decrease no more than 0.5 Vdc.
The voltage may increase as much as 1.0 Vdc. If 1. Inspect/clean the battery terminals and check the
the alternator output voltage decreases no more electrolyte level using the integrated sight glass
than 0.5 Vdc the alternator is good. during scheduled maintenance inspections.
b. If the alternator output voltage decreases more 2. A dead or low battery can be the cause of an
than 0.5 Vdc, the alternator is defective if there ammeter indicating discharge due to lack of initial
are no problems in the wiring. Recheck the excitation of the alternator even after the unit has
wiring before replacing the alternator. been boosted for starting.
19. A l t e r n a t o r D i o d e Q u i c k C h e c k :

TK 56433-5-MM-EN 27
Electrical Maintenance

Battery Load Test Fuse Size Function

1. Verify battery voltage of at least 12.5v before load F7 2A Switch On Power to CAN Bus
testing. F8 5A 2A power to CAN Connector J12
2. Apply 50% Cold Cranking Amps (CCA) load for 15
F9 5A 2A power to CAN Connector J14
seconds and verify minimum voltage of 9.6v.
F10 10A Power to On Relay (Right Position)
Bypass HMI Control of Power (Left Position)
Battery Cables
F11 10A Power to Auto Fresh Air Solenoid
The units use 0-gauge battery cables to ensure reliable
starting in extremely cold weather. Verify the use of the F12 5A 2A power to CAN Connector J13
0-gauge battery cables when replacing the battery F13 2A Power to Remote Lights
cables. Refer to the unit Parts Manual for the correct
part numbers. F15 P/S On/Off Relay (See Note)

F20 2A Power to Alternator Sense

Base Controller F25 7.5A Power to HPCO
Figure 10. SR-3 Base Controller
Notes:
1. Fuse F4 must be in place for Prestolite alternators to
charge. Fuse F4 must be removed for Bosch and
Thermo King alternators. Service Parts Base
Controllers are shipped without the F4 fuse.
2. The F5 preheat fuse is a “slow blow” type fuse. It is
designed for use with the engine air pre-heater.
Always replace the fuse with the TK specified fuse.
Service Parts Base Controllers are shipped without
the F5 fuse.
3. The device identified as F15 is a polyswitch. This
polyswitch provides over-current protection for the
On/Off relay. The polyswitch will reset automatically
and is not field repairable.

Fuse F10
There are three in-line fuse clips that allow for two
configurations of the F10 fuse. The right position is the
normal position. This position has a white bar below it
on the circuit board. When fuse F10 is installed in the
right position, control power is routed to the K9 On/Off
Relay contacts. The On/Off keys on the HMI Control
Panel energize and de-energize the K9 On/Off Relay.
When the K9 On/Off Relay is energized, power is
supplied through the normally open K9 contacts to turn
the unit on.
When fuse F10 is installed in the left position, power
bypasses the K9 On/Off relay contacts and the unit will
start and run without the HMI Control Panel connected.
This fuse position is for emergency bypass
Base Controller Fuse Size & Function o p e r a t i o n o n l y . Do not operate the unit with the F10
Fuse Size Function fuse installed in the left position unless absolutely
necessary.
F2 15A Power to On/Off Switch
I m p o r t a n t : If fuse F10 is installed in the left position,
F3 40A Power to Fuel Sol Pull-In/Starter Solenoid the unit may start and run. If the HMI
F4 None No fuse - all Bosch and TK alternators (See Control Panel is connected and functional,
or 2A Note) the On and Off keys will still work. The Off
2A fuse - all Prestolite alternators (See Note) key will turn the unit off if fuse F10 is in the
F5 60A Preheat Circuit (See Note)
left position, but the Base Controller will
remain powered up.
F6 15A Power to Damper and High Speed Solenoids

28 TK 56433-5-MM-EN
 Electrical Maintenance

I m p o r t a n t : If fuse F10 is installed in the left position Smart FET Outputs

and the unit is turned off using the Off key,
A Smart FET is a self protecting output device used for
the unit will shut down but the Base
the functions shown in the table. Smart FETs halt
Controller will remain powered up. Leaving
current flow if an over-current condition exists and
the unit turned off in this manner for an
generate an alarm. The Smart FET will resume normal
extended period may result in a dead
operation when the alarm is cleared and current flow is
battery.
within limits. Smart FETs are not field repairable. A
Fuse F15 fuse is not required.
The device identified as F15 is a poly switch. This over- Output Function
current device resets automatically and is not
replaceable. EVA, EVB, EVC, EVD ETV Outputs

26/PS Pilot Solenoid

LED Functions
HG/HGS Hot Gas/Hot Gas Bypass Solenoid
The LED is illuminated when the associated circuit
output is energized. Not all output LEDs shown are LV1 Not Used
used on single temperature trailer applications. LV3 Not Used

LED # Function LED # Function EXC Alternator Excitation

LED 3 K2 Preheat LED 19 Liquid Injection LQI Liquid Injection Valve

Valve (Not Used)
LLS Not Used
LED 4 K4 Damper Solenoid LED 20 Loader Valve 3 (Not
Used) GM1, GM2 Damper Gear Motor (See Note)

LED 5 K3 High Speed LED 21 Heartbeat (Note 1) CIS Not Used

Solenoid
RTPS Not Used
LED 6 K1 Run Relay LED 22 K8 Auto Fresh Air
PV Not Used
Solenoid (Optional)

LED 7 K5 Diesel/Electric LED 23 K9 On/Off Relay Note: Gear motor circuitry not present on all Base
Relay Controllers.

LED 8 Pilot Solenoid or LED 24 K6 Fuel Solenoid

Condenser Inlet Pull-In
Solenoid SMART REEFER 3 (SR-3)
LED 9 Receiver Tank LED 25 K7 Starter Relay Microprocessor Controller
Pressure Solenoid/
Liquid Line Solenoid Refer to the SR-3 Trailer Single Temperature SL-400e,
SLX/SLXe/SLXi Series Diagnostic Manual TK 56487 for
LED 10 Hot Gas Bypass/ LED 27 ETV-D (Note 2) complete service information about the
Loader Valve 2
Microprocessor Controller and related components.
LED 11 Purge Valve (Not LED 28 ETV-B (Note 2)
Used) I m p o r t a n t : A ServiceWatch download can be helpful
when diagnosing a problem in a unit with
LED 17 Loader Valve 1 (Not LED 29 ETV-A (Note 2) an SR-3 Controller. Therefore, it is
Used)
recommended that a ServiceWatch
LED 18 Alternator Excite LED 30 ETV-C (Note 2) download be preformed to help diagnose a
problem. A ServiceWatch download must
Notes: be preformed before contacting the
1. The Status LED flashes once per second when the Thermo King Service Department for
Base Controller is powered and operating normally. assistance in diagnosing a problem. Refer
The Status LED flashes several times per second to the SR-3 Trailer Single Temperature SL-
during a flash load. The Status LED is on without
400e, SLX/SLXe/SLXi Series Diagnostic
flashing during reboot and when the Base Controller
is under test. The Status LED flashes twice within Manual TK 56487 for information about
one second followed by one second off if a CAN downloading the ServiceWatch Data
communication error is present. Logger and viewing the data.
2. ETV LEDs are illuminated when the respective ETV
output is energized. On applications without ETV,
the LEDs may be illuminated. Fuse Link
The fuse link is located in the positive battery cable.
The fuse link protects the electric system from a short
in the 2 circuit. If the fuse link burns out, check for a

TK 56433-5-MM-EN 29
Electrical Maintenance

grounded 2 wire before replacing the fuse link. Replace Figure 11. Air Heater
the fuse link by replacing the positive battery cable.

Air Heater
The air heater is mounted on the open end of the intake
manifold. It heats the intake air to help the engine start
in cold weather. The air heater is energized by the
microprocessor during preheat, just before the engine
is started.
The heater is probably defective if the resistance is
more than 0.2 ohms and the current draw is less than
60 amps, or if the current draw is more than 100 amps.
Check the resistance of the air intake heater with an
1. M6 Terminal
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 0.14 ± 0.02
ohms.
Unit Wiring
Check the current draw of the heater with a clamp-on Inspect the unit wiring and the wire harnesses during
ammeter at the H1 wire near the M6 terminal on the scheduled maintenance inspections for loose, chafed,
front of the heater. During preheat the current draw or broken wires to protect against unit malfunctions
should be approximately 70 amps. due to open or short circuits.

Wire Harness Routing

Do not change the factory routing of the wire harnesses
inside the unit.

30 TK 56433-5-MM-EN
Engine Maintenance
EMI 3000 N o t e : It is important to get as much of the oil out as
possible because most of the dirt particles are
EMI 3000 is an extended maintenance interval package. contained in the last few quarts of oil that
The EMI 3000 package consists of the following key drain out of the pan.
components:
3. Refill the pan with oil and check the dipstick level.
• EMI 3000-Hour Cyclonic Air Cleaner Assembly and The new oil filter must also be filled with oil before
Air Cleaner Element it is installed, therefore use a total of approximately
• EMI 3000-Hour 5-Micron Fuel Filter 13 quarts (12.3 liters/litres) to fill the oil filter and
• EMI 3000-Hour Dual Element Oil Filter (blue with refill the pan.
white lettering) 4. Run the unit, and recheck the oil level.
• API Classification CJ-4 or CK-4 Oil 5. The engine oil level should be at the FULL mark
• Five Year or 12,000 Hour Extended Life Coolant with the dipstick turned (threaded) into the oil pan.
(ELC) Never overfill.

The EMI package allows standard maintenance 6. See Specifications for correct type of oil.
intervals to be extended to 3,000 hours, or 2 years,
whichever occurs first.
Oil Filter Change
N o t e : Units equipped with the EMI 3000 package do The oil filter should be changed along with the engine
require regular inspection in accordance with oil. Use a genuine Thermo King extended maintenance
Thermo King's maintenance recommendations. oil filter.
N o t e : The new EMI 3000 oil filters and new EMI 3000 1. Remove the filter.
air cleaners are NOT interchangeable with the oil 2. Fill the new oil filter with clean engine oil.
filters and air cleaners previously used in trailer
3. Apply oil to the two inner O-rings of the new filter
units.
and install the filter.
4. Hand tighten the filter until it seats firmly. The
Engine Lubrication System exposed dust seal ring, if equipped, does not need
The TK486 family of engines use a pressure lubrication to be compressed.
system. Refer to the TK482 and TK486 Engine Overhaul 5. Start the unit and check for leaks.
Manual (TK 50136-2-OM) for a detailed description of
the engine lubrication system. Low Oil Pressure
Engine Oil Change Oil pressure is affected by oil temperature, oil viscosity,
and engine speed.
The engine oil should be changed according to the
• Low oil pressure can usually be traced to the lack of
Maintenance Inspection Schedule.
oil, a faulty oil pressure regulating valve, or worn
1. Drain the oil only when the engine is hot to verify bearings.
that all the oil drains out.
• Low oil pressure is not normally caused by a faulty
2. When changing oil, keep unit and trailer level so all oil pump.
the oil can flow from the oil pan.
• Use the “Low Oil Pressure Flow Chart” (Figure 12,
p. 32) to help diagnose low oil pressure.

TK 56433-5-MM-EN 31
Engine Maintenance

Figure 12. Low Oil Pressure Flow Chart

Engine Cooling System All water cooled engines are shipped from the factory
with a 50 percent permanent type antifreeze
The engine employs a closed, circulating type, concentrate and 50 percent water mixture in the engine
pressurized cooling system. Correct engine cooling system.
temperatures are controlled and maintained by a
radiator, fan, and thermostat. The coolant is circulated This provides the following:
through the system by a belt driven centrifugal pump. 1. Prevents freezing down to -30 F (-34 C).
The pump draws the coolant from the side of the
2. Retards rust and mineral scale that can cause
radiator, circulates it through the cylinder block and
engine overheating.
head and returns it to the radiator. A thermostat
mounted in the coolant outlet line from the cylinder 3. Retards corrosion (acid) that can attack accumulator
head to the radiator automatically maintains coolant tanks, water tubes, radiators, and core plugs.
temperature within the specified temperature range. 4. Provides lubrication for the water pump seal.

32 TK 56433-5-MM-EN
 Engine Maintenance

Extended Life Coolant (ELC) the coolant. Observe the coolant color. If the
coolant is dirty, proceed with steps a, b, and c.
Chevron/Delo XLC is currently the only Extended Life
Otherwise proceed to step 3.
Coolant approved by Thermo King for use in these
units for five years or 12,000 hours: a. Run clear water into the radiator and allow it to
drain out of the block until it is clear.
NOTICE b. Close the block drain and install a commercially
System Contamination! available radiator and block flushing agent, and
operate the unit in accordance with instructions
Do not add other types of coolant to cooling of the flushing agent manufacturer.
systems using Chevron/Delo XLC except in an
emergency. If another type of coolant is added, the
coolant must be changed to Chevron/Delo XLC
CAUTION
when available. Risk of Injury!
Avoid direct contact with hot coolant.
N o t e : The use of 50/50 percent pre-mixed Extended
Life Coolant (ELC) is recommended to assure c. Open the engine block drain to drain the water
that de-ionized water is being used. If 100 and flushing solution.
percent full strength concentrate is used, de-
ionized or distilled water is recommended over 3. Run clear water into the radiator, and allow it to
tap water to insure the integrity of the cooling drain out of the block until it is clear.
system is maintained. 4. Inspect all hoses for deterioration and hose clamp
tightness. Replace if necessary.
Antifreeze Maintenance Procedure 5. Loosen the water pump belt. Check the water
As with all equipment containing antifreeze, periodic pump bearing for looseness.
inspection on a regular basis is required to verify the 6. Inspect the radiator cap. Replace the cap if the
condition of the antifreeze. Inhibitors become worn out gasket shows any signs of deterioration.
and must be replaced by changing the antifreeze.
7. If using ELC concentrate, mix one gallon of ELC
Change ELC (red) engine coolant every five years or
concentrate and one gallon of de-ionized or distilled
12,000 hours (whichever occurs first).
water in a container to make a 50/50 mixture (Do
Do not mix green or blue-green engine coolant with not add antifreeze and then water to the unit. This
ELC (red) engine coolant. See “Extended Life Coolant procedure may not give a true 50/50 mixture
(ELC)” for more information about ELC. because the exact cooling system capacity may not
The factory recommends the use of a 50/50 antifreeze always be known).
mixture in all units even if they are not exposed to 8. Refill the radiator with the 50/50 antifreeze mixture
freezing temperatures. This antifreeze mixture will and verify to bleed the air from the cooling system
provide the required corrosion protection and as needed.
lubrication for the water pump.
Bleeding Air from the Cooling System
Checking the Antifreeze
Jiggle pin thermostats are original equipment on units
Check the solution concentration by using a
that have engines from the TK486 family of engines.
temperature compensated antifreeze hydrometer or a
Jiggle pin thermostats make it unnecessary to bleed
refractometer (P/N 204-754) designed for testing
the air out of the engine block because they keep air
antifreeze. Maintain a minimum of 50 percent
from being trapped in the engine block. Normally, all
permanent type antifreeze concentrate and 50 percent
but about 1.5 qt (1.4 liters) of coolant drain out of the
water solution to provide protection to -30 F (-34 C). Do
cooling system when it is drained. If approximately half
not mix antifreeze stronger than 68 percent permanent
of the Cooling System Capacity (see Specifications
type coolant concentrate and 32 percent water for use
Chapter) seems to fill the cooling system after it has
in extreme temperatures.
been drained, air has been trapped in the block. Bleed
Changing the Antifreeze the air out of the block using the following procedure:
1. Run the engine until it is up to its normal operating
temperature. Stop the unit. NOTICE
Equipment Damage!
CAUTION Do not start the engine without bleeding the air
Risk of Injury! out of the block.
Avoid direct contact with hot coolant.
2. Open the engine block drain and completely drain

TK 56433-5-MM-EN 33
Engine Maintenance

N o t e : If an engine runs with air trapped in the block, 8. Repeat steps 6 and 7 until the coolant level
the engine may be damaged. The high water stabilizes.
temperature switch may not protect an engine
that has air trapped in the block, because the Engine Thermostat
high water temperature switch is designed to
For the best engine operation, use a 160 F (71 C)
protect an engine from overheating due to
thermostat year-round.
failures in the cooling system.
1. Remove the plug from the front end of the water Coolant Level Switch
pump below the thermostat housing as shown
(Figure 13, p. 34). The expansion tank uses a reed type coolant level
switch. The coolant level switch senses the position of
2. Slowly pour the coolant into the system until you the magnetic float inside the expansion tank. When the
see coolant at the plug fitting. coolant level is above the switch, the float is in the
3. Reinstall the plug. upper position and the switch is closed. When the
coolant level is below the switch, the float is in the
4. Pour coolant into the system until it appears to be
lower position and the switch is open.
full.
Figure 14. Expansion Tank
Figure 13. Remove Plug from Water Pump

1. Plug

1. Coolant Level Switch

5. Verify that the amount of coolant that goes back
into the system is approximately equal to the
amount of coolant that came out of the system. Testing the Coolant Level Switch
6. Start the engine and monitor the coolant Testing the switch in the unit is accomplished by
temperature with the unit engine coolant adjusting the coolant level and also by removing the
temperature gauge, or by using a non-contact expansion tank from the unit by flipping the tank
thermometer pointed at the thermostat housing in upside down and right side up.
the location of the high water temperature switch or
1. Remove the wire harness connector from the
sensor.
coolant level switch.
a. When the temperature reaches 150 F (66 C),
2. Use an ohmmeter to check the continuity of the
shut the engine off for two minutes.
switch at the connection pins.
N o t e : This allows time for the thermostat to
3. Verify the coolant level is above the switch and
heat soak and open fully, ensuring that
check the continuity of the switch. The switch
any remaining air will be purged out of
should be closed. If the tank was removed from the
the engine block when the engine is
unit, accomplish this check with the tank upside
restarted.
down.
7. Restart the engine and run it in low speed.
4. Drain coolant from the expansion tank until the
a. Remove the cap from the expansion tank and coolant level is well below the switch level and
slowly pour coolant into expansion tank until it check continuity of the switch. The switch should be
is full, then reinstall the expansion tank cap. open. If the tank was removed from the unit,

34 TK 56433-5-MM-EN
 Engine Maintenance

accomplish this check with the tank right side up. Operation
5. Replace the switch if it is does not close in step 3 Fuel is drawn from the fuel tank and through the fuel
and does not open in step 4. pre-strainer and inlet strainer by the fuel transfer
pump. The fuel transfer pump delivers fuel to the fuel
Checking the Float filter/water separator. Two orifices in the filter head
The float is made of polypropylene foam. It is unlikely control the pressure in the fuel system by allowing a
that the float would fail unless it sticks inside the tank certain amount of fuel to return to the tank. One orifice
so it cannot move. is located in the center of the filter head. It bleeds off
1. Verify the coolant level is above the float. water. The other orifice is located off-center on the filter
head. It bleeds off air. Filtered fuel passes through a
2. Slowly drain coolant from the expansion tank and line from the outlet fitting on the filter base to the
watch the float. The float should drop with the injection pump.
coolant level.
The injection pump forces the fuel, at a very high
3. If the float did not drop with the coolant level, pressure, through the injection nozzles. The injection
remove the expansion tank from the unit. nozzles atomize the fuel as it is injected directly into the
4. Flip the expansion tank upside down and right side combustion chambers.
up to see if the float moves inside the expansion Injection pump leakage, injection nozzle overflow and
tank. Replace the expansion tank with a new one if excess fuel from the fuel filter orifice are then all sent
the float is stuck or does not move with the coolant back to the fuel tank in the return line.
level.

Replacing the Coolant Level Switch Fuel Line Routing

1. Disconnect the wire harness connector from the The fuel lines from the fuel tank connect to the fittings
coolant level switch. on the fuel filter. Do not change the factory routing of
the fuel lines from the fuel filter to the injection pump.
2. Pull the coolant level switch straight up to remove
it from the tank. It may be necessary to use a small Maintenance
pry bar or screwdriver. Take care to avoid damage
to the tank or switch. The injection pump and fuel transfer pump are
relatively trouble-free and if properly maintained will
3. Place the new coolant level switch in the tank and
usually not require major service repairs between
press it straight down until it snaps into place.
engine overhauls.
Check to make sure it is securely in place.
Contamination is the most common cause of fuel
4. Connect the wire harness connector to the coolant
system problems. Therefore, to ensure best operating
level switch.
results, the fuel must be clean and fuel tanks must be
free of contaminants. Change the fuel filter/water
Engine Fuel System separator regularly, inspect/clean the fuel pre-strainer,
and clean the inlet strainer on the inlet side of the fuel
The TK486V25X engine uses a mono-plunger and transfer pump.
distributor injection pump.
I m p o r t a n t : Do not open the fuel system unless
The components of the fuel system are: required.
• Fuel tank N o t e : The injection nozzles must be cleaned and tested
• Fuel pre-strainer (and repaired if necessary) at least every 3,000
• Inlet strainer (in fuel transfer pump) hours in accordance with EPA 40 CFR Part 89.
Normal conditions are considered to be the use
• Priming pump of clean high quality fuel, no used oil blending,
• Fuel transfer pump and regular maintenance of the fuel system
according to the Maintenance Inspection
• Fuel filter/water separator
Schedule. Refer to the TK482 and TK486
• Injection pump Overhaul Manual TK 50136 for injection nozzle
• Trochoid feed pump testing and repair procedures.
• Injection nozzles Whenever the fuel system is opened, take the following
precautions to prevent dirt from entering the system:
The priming pump is used to manually draw fuel from
the tank up to the fuel transfer pump if the unit should • Cap all fuel lines.
run out of fuel. • Work in a relatively clean area whenever possible.
• Complete the work in the shortest possible time.

TK 56433-5-MM-EN 35
Engine Maintenance

Any major injection pump or nozzle repairs should be • Fuel transfer pump replacement or repair.
done by a quality diesel injection service shop. The • Injection line replacement.
necessary service equipment and facilities are not
found in most engine rebuild shops because of the • Engine speed adjustments.
large investment required. • Injection pump timing.
The following procedures can be accomplished under • Nozzle spray pattern testing and adjustment.
field conditions:
• Injection nozzle testing, adjustment, and minor
• Bleeding air from the fuel system. repair.
• Fuel tank and filter system maintenance. • Trochoid feed pump replacement.
• Priming pump (hand) replacement or repair.

Figure 15. Fuel System SLXi DRC

1. Fuel Pre-Strainer 6. Priming Pump

2. Filter Head 7. Fuel Filter/Water Separator

3. Bleed Screw 8. Return Line (To Fuel Tank)

4. Mono-plunger and Distributor Injection Pump 9. Inlet Line (From Fuel Tank)

5. Fuel Transfer Pump

36 TK 56433-5-MM-EN
 Engine Maintenance

Fuel Return Line Replacement the larger clamp.

The fuel return lines (hoses) and end cap on the fuel 4. Install the fuel return lines and clamps. It may be
injection nozzles should be changed every 10,000 necessary to adjust the banjo fitting slightly to
engine operating hours. The return line kit (P/N 10-373) obtain the straightest routing for the long return
contains new return lines, clamps, an end cap, and a line.
decal like the one shown below. The decal is located 5. Be sure all the fittings are tight and check for leaks.
near the unit serial plate. The date and engine hours
6. Write the date and engine hours on the decal.
must be entered on the decal when the fuel return lines
are changed.
Bleeding the Fuel System
Figure 16. Fuel Return Line Replacement Decal
If the engine runs out of fuel, repairs are made to the
fuel system, or if air gets into the system for any other
reason, the air must be bled out of the fuel system.
N o t e : Make sure the fuel tank vent is kept open. If the
vent becomes clogged, a partial vacuum
develops in the tank, and this increases the
tendency for air to enter the system.
To bleed air from the fuel system:
Use the following procedure to replace the fuel return 1. Loosen the bleed screw about one turn.
lines and end cap.
Figure 18. Injection Pump
1. Remove the clamps, the end cap, the short fuel
return lines between the injection nozzles, and the
long fuel return line from the injection nozzle to the
banjo fitting on the injection pump.

Figure 17. Fuel Return Line Replacement

1. Bleed Screw

2. Priming Pump

2. Unscrew the priming pump handle and manually

prime the fuel system until air bubbles are no
1. End Cap 4. Short Fuel Return Lines longer visible in the fuel coming out of the bleed
2. Larger Clamp 5. Long Fuel Return Lines
screw.
3. Tighten the bleed screw and screw the priming
3. Smaller Clamps
pump handle back in.
4. Loosen the injection lines at the injection nozzles.
2. Discard the old clamps, end cap, and fuel return
lines. 5. Crank the engine until fuel appears at the nozzles.

3. Install the end cap and clamp. Note that the end cap 6. Tighten the injection lines.
has a larger OD than the other hoses and requires 7. Start the engine and observe the engine run for a

TK 56433-5-MM-EN 37
Engine Maintenance

few minutes. If the engine fails to start, or starts but Figure 19. Fuel Pre-Strainer Components
stops in a few minutes, repeat the procedure.

Draining Water from Fuel Tank

Water run through the system may damage the fuel
injection system components. Damage to the fuel
injection system 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 during scheduled
maintenance inspections to prevent breakdowns. Drain
the water after the fuel tank and unit have remained
idle for an hour.
1. Place a container under the fuel tank to catch the
draining water and fuel.
2. Remove the drain plug from the bottom of the fuel
tank.
N o t e : Some fuel tanks have a check valve in the
drain plug fitting. Push the check valve open
with a small screwdriver to drain the tank.
3. Let the water and fuel drain into the container until
no water is visible in the fuel draining from the tank.
a. If the water and fuel do not drain freely, the
vent may be plugged. If so, clean or replace the
vent.
4. Install the drain plug.
1. Head 3. Seal
Fuel Pre-Strainer 2. Screen 4. Bowl
The fuel pre-strainer removes the larger contaminant
particles from the fuel before it goes through the fuel N o t e : You must lubricate the seal with diesel fuel and
transfer pump and the fuel filter/water separator. reseat the seal fully into the groove in the bowl
Inspect the fuel pre-strainer during pretrip inspections when reinstalling the screen and bowl. Proper
and scheduled maintenance inspections. Remove the lubrication of the seal is necessary to insure an
bowl and clean the screen if it looks dirty. Fill the bowl air tight seal between the pre-strainer head and
with clean fuel when reinstalling the screen and bowl. the plastic bowl.
Figure 20. Reseat Seal Fully in Groove in Bowl

1. Lubricate seal with diesel fuel and reseat seal fully

into groove in bowl.

38 TK 56433-5-MM-EN
 Engine Maintenance

Fuel Filter/Water Separator High Speed

The fuel filter/water separator filters the fuel, and N o t e : To achieve proper refrigeration system capacity
removes water from the fuel and returns it to the fuel in High Speed engine operation, it is important
tank. to ensure the engine high speed throttle is set
properly.
Fuel Filter/Water Separator Replacement 1. Shut the unit off.
Replace the fuel filter/water separator at intervals 2. Remove the ball socket from the throttle bracket
according to the Maintenance Inspection Schedule. ball.
1. Unscrew the fuel filter/water separator canister with 3. Energize the high speed solenoid by using the
a strap wrench. Drain, and dispose of properly. Interface Board Test Mode to energize the high
2. Clean the filter head seal surface. speed solenoid while the engine is not running.

3. Lubricate the canister seal with clean fuel. 4. Adjust the ball socket on the end of the linkage rod
as necessary to make it align with the throttle
4. Through one of the small openings in the top of the bracket ball with the throttle bracket held tight
canister, fill the new fuel filter/water separator against the high speed stop screw.
canister with clean fuel. This will purge the air from
the canister. Do not fill canister through the center 5. If alignment is not possible or there is a slight gap
hole. between the high speed stop screw and throttle
bracket, de-energize the solenoid and shorten the
Figure 21. Filling Fuel Filter/Water Separator linkage by threading the ball socket in up to one
turn. Reassemble and energize the solenoid. Verify
that the throttle bracket is tight against the high
speed stop screw.
N o t e : The engine speed will be well above 2200
RPM in light refrigeration load situations.
Figure 22. Engine Speed Adjustments

1. Fill Through Small Openings

2. Do Not Fill Through Center Hole

5. Screw the new canister on hand-tight. Using a strap

wrench, tighten another 1/4 turn. 1. High Speed Solenoid 4. Throttle Bracket Ball

Engine Speed Adjustments 2. Linkage Rod 5. Low Speed Adjustment

Screw
When the diesel engine fails to maintain the correct
3. High Speed Stop 6. Ball Socket
engine speed, check the following before adjusting the Screw
speed:
1. Check the fuel pre-strainer and the inlet strainer.
Check the speed. Low Speed
2. Bleed the air out of the fuel system. Check the 1. Start the unit and use the Service Test Mode to run
speed. the unit in Defrost. The engine should run in low
speed.
3. Bleed the air out of the nozzles. Check the speed.
2. Go to the Gauges Menu, select Suction Pressure,
Make the engine speed adjustments with the engine and lock it on the display.
fully warmed up.
3. Wait until the Suction Pressure rises to 40 psig (276
kPa) or higher.
4. Set the low speed to 1450 ± 25 rpm.
a. Loosen the jam nut on the low speed
adjustment screw (see Figure “Engine Speed

TK 56433-5-MM-EN 39
Engine Maintenance

Adjustments” above). 1. Index Mark on Injection Pump

b. Adjust the low speed adjustment screw to 2. Index Mark on Gear Case
obtain the correct speed.
c. Tighten the jam nut and recheck the speed. Figure 25. Marking Gear Case
5. Exit the Service Test Mode.

Injection Pump Timing

Use this timing procedure when installing a new
injection pump. It is not necessary to use this timing
procedure when removing and 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. Index Mark on Injection Pump
1. Before removing the old injection pump, note the
2. Existing Index Mark on Gear Case
alignment of the index marks on the injection pump
and the gear case. The index mark on the injection 3. Make New Mark on Gear Case If Needed
pump is usually aligned with the index mark on the
gear case. If not, make a mark on gear case in line
2. Clean the area with brake cleaner or something
with the index mark on the injection pump (see
similar. Place an injection angle sticker on the gear
Figure 25, p. 40).
case so the center line on the sticker is aligned with
the index mark on the injection pump. An injection
Figure 23. Index Mark Location angle sticker is provided with the new injection
pump.

Figure 26. Place Injection Angle Sticker on Gear

Case

1. Index Marks
1. Index Mark on Injection Pump
Figure 24. Index Mark Alignment
2. Injection Angle Sticker

Figure 27. Injection Angle Sticker

40 TK 56433-5-MM-EN
 Engine Maintenance

1. –1.0 Degrees Mark Figure 29. Injection Angle Mark Location

2. Center Line (0 Degrees Mark)

3. +1.0 Degrees Mark

3. Remove the old injection pump. Use the injection

pump gear tool P/N 204-1011 to remove the
injection pump gear without removing the timing
gear cover (see “Injection Pump Removal,” p. 43).
N o t e : 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
1. Injection Angle Mark
changes the factory-set timing. The EPA
certification is based on the factory-set
timing. If the factory-set timing is changed, Figure 30. Injection Angle Mark
the EPA certification is void.

Figure 28. Removing Injection Pump Gear

1. Injection Angle Mark

N o t e : If you cannot read the injection angle mark,

contact the Thermo King Service Department
with the injection pump serial number or the
1. Do Not Loosen or Remove These Four Bolts
engine serial number and they will provide
the injection angle. The injection pump serial
2. Remove Nut and Lock Washer number is located on the bottom of the
sticker on the injection pump.
4. Record the injection angle marked on the old
injection pump (see the following photographs). Figure 31. Injection Pump Serial Number Location
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 to get the injection angle. The
injection angle mark in the following photographs
is 67. That equals an injection angle of 6.7 degrees.

Examples

Injection Angle Mark Injection Angle

67 6.7 Degrees
1. Injection Pump Serial Number
85 8.5 Degrees

5. Record the injection angle marked on the side of the

TK 56433-5-MM-EN 41
Engine Maintenance

new injection pump. Figure 33. Timing Mark Alignment

6. Calculate the injection angle difference by
subtracting the injection angle of the old injection
pump from the injection angle of the new injection
pump.

Examples

Injection Angle of New

8.5 6.1
Injection Pump (Degrees)

– Injection Angle of Old

– 6.7 – 6.7
Injection Pump (Degrees)

= Injection Angle Difference

= +1.8 = –0.6
(Degrees)

7. Install the new injection pump on the gear case and

position it so the index mark on the injection pump 1. Fuel Injection Pump Gear
is aligned with the mark equal to the injection angle
2. Idler Gear
difference on the injection angle sticker (see the
following examples). Tighten the injection pump 3. Camshaft Gear
mounting nuts when the index mark is aligned as
4. Crankshaft Gear
necessary with the injection angle sticker.

N o t e : The oil pump is located in the timing gear cover

Figure 32. Examples of Injection Pump Index Mark on TK486V25/TK486V25L/TK486VHA engines.
Alignment with Injection Angle Sticker The inner rotor of the oil pump fits around the
crankshaft gear. Make sure that the flat sides of
the inner rotor are aligned with the flat sides on
the crankshaft gear when installing the timing
gear cover.
Figure 34. Align Flat Sides of Crankshaft Gear with
Flat Sides of Inner Rotor in Timing Gear Cover

1. Injection Pump Index Mark at –0.6 Degrees

2. Injection Pump Index Mark at +1.8 Degrees

8. Install the injection pump gear, lock washer, and

nut. Torque the nut to 58 to 65 ft-lb (78 to 88 N•m).
N o t e : If the timing gear cover was removed to remove
the injection pump gear, make sure the timing
marks on the timing gears are aligned as shown
below. It helps to install the idler gear last when 1. Crankshaft Gear
aligning the timing marks. 2. Oil Pump Cover

3. Outer Rotor

4. Inner Rotor

5. Timing Gear Cover

6. Flat Sides on Inner Rotor

7. Flat Side on Crankshaft Gear

42 TK 56433-5-MM-EN
 Engine Maintenance

Injection Pump Removal 1. Index Mark on Injection Pump

The injection pump drive gear will not fit through the 2. Index Mark on Gear Case
gear housing when removing the pump, the gear must
be separated from the pump. Using tool P/N 204-1011,
2. Remove the starter for clearance, remove throttle
it will not be necessary to remove the belts, crankshaft
linkage, fuel lines, harness and mounting hardware
pulley, crankshaft seal or front plate. See Figure 37, p.
from injection pump.
44.
3. Remove the cover plate from the gear case.
1. Note the alignment of the index marks on the
Remove the nut and lock washer which secure the
injection pump and the gear case. The index mark
gear to the injection pump shaft. Use a shop rag to
on the injection pump is usually aligned with the
prevent the lock washer or nut from falling into the
single index mark on the gear case. If not, mark it so
gear case.
the injection pump can be returned to the same
position when it is reinstalled. N o t e : The injection pump gear assembly is made of
three pieces; the flange, the gear, and the
transfer pump cam. Do not loosen or remove
Figure 35. Index Mark Location the four bolts that fasten the gear to the
flange because that changes the timing.
4. Use the hardware from the cover plate to attach the
tool plate (with the marked side pointing up and
out) to the gear case.
5. Align the threaded holes in the injection pump gear
with the two holes in the tool plate by rotating the
engine crankshaft. Attach the gear to the tool plate
with the screws provided with the tool plate.
6. Thread the long screw supplied with the tool plate
into the small end of the adapter, also supplied with
the tool plate. Insert the adapter into the tool plate
and rotate to provide a solid position to force the
injection pump shaft from the gear. Caution should
be made to align the screw over the center of the
injection pump shaft.
1. Index Marks 7. Remove the screw and adapter leaving the tool
plate in place. This holds the gear in proper tooth
Figure 36. Index Mark Alignment alignment until the injection pump is re-installed.

TK 56433-5-MM-EN 43
Engine Maintenance

Figure 37. Injection Pump Gear Tool

1. Injection Pump 5. Adapter (Tool)

2. Gear Case 6. Tool Long Screw (Tool)

3. Cover Plate 7. Tool Short Screw (Tool)

4. Cover Plate Bolt 8. Tool Plate (Tool)

Injection Pump Reinstallation Fuel Solenoid

1. Position injection pump shaft into gear, rotating The fuel solenoid is located on the end of the injection
shaft to mate key with keyway in gear. Take care to pump. It contains two coils: the pull-in coil, and the
make sure the key mates with the keyway. hold-in coil. The pull-in coil draws approximately 35 to
2. Secure injection pump to gear case with previously 45 amps at 12 volts. The hold-in coil draws
removed hardware. Make sure to align the index approximately 0.5 amps at 12 volts.
marks on the injection pump and the gear case like The pull-in coil must be energized to move the injection
they were in step 1 of “Injection Pump pump governor linkage to the fuel on position. Once
Removal,” p. 43. the injection pump governor linkage has been moved
N o t e : If a different injection pump is being installed, to the fuel on position, the hold-in coil will keep it in
see “Injection Pump Timing,” p. 40 to set the fuel on position until the 8D circuit is de-energized. The
timing. pull-in coil must be de-energized after a few seconds to
keep it from being damaged. The pull-in coil is
3. Remove hardware holding gear to tool plate, then controlled by the microprocessor through the fuel
remove tool plate. solenoid pull in relay (K6).
4. Secure the gear to the injection pump shaft with the
lock washer and nut. Use a shop rag, as before, to
prevent the lock washer or nut from falling into the
gear case. Torque the nut to 58 to 65 ft-lb (78 to 88
N•m).
5. Fasten cover plate to gear case and reinstall all
components removed previously to facilitate
injection pump removal.

44 TK 56433-5-MM-EN
 Engine Maintenance

Figure 38. Fuel Solenoid Location 125 F 52 C 24.4 Ohms 29.8 Ohms

150 F 66 C 25.6 Ohms 31.2 Ohms

d. If the resistance is out of specifications, proceed

to “Fuel Solenoid Replacement” (below). If the
resistance is OK, continue to step 4.
Figure 39. Fuel Solenoid Connector Pin
Identification

1. Fuel Solenoid

Testing the Fuel Solenoid B A

If you suspect that the engine does not run because the
fuel solenoid is not operating correctly, use the
following procedure:
1. Measure battery voltage.
a. With engine and controller off, check the voltage
between the positive and negative battery
terminals. If the voltage is below 12.2 Vdc, the
battery needs to be charged or replaced.
2. Remove the fuel solenoid from the engine and
disconnect it from the wire harness. C RAJ528

3. Check the resistance of the hold-in coil. 1. Red (8D)

a. Check the resistance of your meter leads first.
2. White (8DP)
Subtract these values from the resistance values
you measure. 3. Black (CH)
b. Check the hold-in coil resistance between pins A
and C as shown (Figure 39, p. 45). 4. Re-connect the fuel solenoid to the wire harness but
c. The resistance of the hold-in coil should be 22 to do not reinstall on the engine. Leave the fuel
27 ohms at 76 F (24 C). solenoid hanging from the wire harness so that it is
in sight.
N o t e : The resistance specifications above are
for measurement at 76 F (24 C). If it is not 5. Connect an amp clamp on the white wire at the
possible to measure at room temperature, solenoid OR the wire labeled “8DP” on the other
use the following table as a guide for the side of the Deutsch connector (if it is more
expected resistance: accessible there). If your meter is equipped, put it in
“Inrush” or “Min/Max” mode so that it records the
Hold-In Coil Resistance current measured during the time that the pull coil
Temperature
Low End High End is energized.
6. Use the microprocessor keypad to enter the
-25 F -32 C 17.3 Ohms 21.1 Ohms
Interface Board Test Mode. Refer to the appropriate
-10 F -23 C 18.0 Ohms 22.0 Ohms Microprocessor Diagnostic Manual for specific
0F -18 C 18.5 Ohms 22.6 Ohms
information about the Interface Board Test Mode.

25 F -4 C 19.6 Ohms 24.0 Ohms

7. Check the pull-in coil current.
a. Energize the run relay with the Interface Board
50 F 10 C 20.8 Ohms 25.4 Ohms
Test Mode. Verify the pull-in coil measurement
76 F 24 C 22.1 Ohms 27.0 Ohms is recorded during the first two seconds the run
100 F 38 C 23.2 Ohms 28.3 Ohms relay is energized.
b. I m p o r t a n t : C h e c k t h a t t h e p u l l - i n c o i l
amperage (on 8DP) drops off after 2 seconds.

TK 56433-5-MM-EN 45
Engine Maintenance

If this coil continues drawing current for fuel solenoid.

more than 3 seconds there is a relay, 2. Connect the new fuel solenoid wire connector to
controller, or wiring issue. Check unit repair the main/unified wire harness.
history for similar issues.
3. Press the ON Key to turn the unit on.
c. The current through the pull-in coil should be 26
to 32 amps at 76 F (24 C). 4. Use the microprocessor keypad to enter the
Interface Board Test Mode. Refer to the appropriate
N o t e : The current specifications above are for Microprocessor Diagnostic Manual for specific
measurement at 76 F (24 C). If it is not information about the Interface Board Test Mode.
possible to measure at room temperature,
use the following table as a guide for the 5. Perform a visual functionality check per step 8 in
expected current: “Testing the Fuel Solenoid” above to verify the fuel
solenoid operates correctly.
Pull-In Coil Current
Temperature
6. Energize the fuel solenoid by energizing the run
Low End High End relay with the Interface Board Test Mode.
-25 F -32 C 31.8 Amps 38.9 Amps N o t e : The fuel solenoid must be energized when it
is installed. If not, the plunger and the linkage
-10 F -23 C 30.8 Amps 37.7 Amps may not line up correctly and the fuel
0F -18 C 30.4 Amps 37.2 Amps
solenoid will not function properly.
7. Place the O-ring in the groove in the end of the fuel
25 F -4 C 28.7 Amps 35.0 Amps
injection pump. Make sure that the O-ring is
50 F 10 C 27.2 Amps 33.2 Amps positioned correctly during installation to avoid
damage and leaks.
76 F 24 C 26.0 Amps 31.8 Amps
Figure 40. Fuel Solenoid Components
100 F 38 C 24.9 Amps 30.4 Amps

125 F 52 C 23.3 Amps 28.4 Amps

150 F 66 C 23.3 Amps 28.5 Amps

d. If the current is out of specifications, examine

the circuit (fuses, relays, wires, etc.) for faults. If
the circuit is OK, proceed to “Fuel Solenoid
Replacement” (below).
e. If the current is within specifications, proceed to
step 8 for a visual check.
8. Visual functionality check (no measurements
required).
1. Fuel Solenoid
CAUTION 2. O-ring
Risk of Injury! 3. Groove in Fuel Injection Pump
The fuel solenoid casing may get hot during
this rapid cycling, use caution when handling.
8. Install the new fuel solenoid.
a. Using the microprocessor keypad, energize the 9. Press the OFF Key to turn the unit off after installing
fuel solenoid circuit for 4 seconds. Turn off. the fuel solenoid.
Repeat ten times.
b. During each of these cycles, watch that the fuel Trochoid Feed Pump
solenoid plunger retracts completely and stays
The TK486V25X engine has a trochoid feed pump on
retracted until you de-energize the circuit.
the fuel injection pump. The trochoid feed pump
c. If the fuel solenoid plunger fails to actuate or supplies fuel to the injection pump at a pressure of 65
hold during this test, check that the circuit is OK. to 87 psi (450 to 600 kPa). Check the outlet pressure of
If it appears normal, proceed to “Fuel Solenoid the trochoid feed pump by removing the plug and
Replacement” (below). attaching a pressure gauge to the port shown in Figure
41, p. 47. The plug has M12x1.25 threads. You will have
Fuel Solenoid Replacement to make an adaptor to attach a pressure gauge. Replace
1. Disconnect the fuel solenoid wire connector from the trochoid feed pump if the outlet pressure is below
the main/unified wire harness and remove the old the pressure specifications in the following table.

46 TK 56433-5-MM-EN
 Engine Maintenance

Trochoid Feed Pump Outlet Pressure Figure 42. Trochoid Feed Pump Removal
Cranking 15-30 psi (103-206 kPa)

Low Speed 30-50 psi (206-345 kPa)

High Speed 65-87 psi (450-600 kPa)

Figure 41. Trochoid Feed Pump Location

1. Allen Head Screws (Do Not Remove)

2. Hex Head Screws

1. Trochoid Feed Pump Outlet Pressure Port 2. Remove the trochoid feed pump from the injection
pump.
2. Trochoid Feed Pump
N o t e : The gear on the trochoid feed pump is
lubricated with engine oil. Some engine oil
Trochoid Feed Pump Leaks might leak out of the injection pump when
the trochoid feed pump is removed. The
Internal – If the seal in the trochoid feed pump fails, it
trochoid feed pump does not need to be
could allow some fuel to leak into the engine oil. A
timed when it is installed.
faulty injection nozzle can also dilute the engine oil
with fuel. Replace the trochoid feed pump if the engine 3. Clean the area on the injection pump from which
oil is being diluted with fuel and a faulty injection the trochoid feed pump was removed.
nozzle or fuel transfer pump is not the cause. 4. Place new O-rings on the new trochoid feed pump
External – Replace the O-ring seal between the trochoid and make sure it is clean.
feed pump and the injection pump if oil is leaking.
Torque the bolts to prevent leaks (6 to 7 ft-lb [8 to 10 Figure 43. Trochoid Feed Pump
N•m]).
Replace all O-rings if fuel is leaking. Torque the Allen
head screws and Hex head bolts to prevent leaks (6 to 7
ft-lb [8 to 10 N•m]).

Trochoid Feed Pump Replacement

Use the following procedure to replace the trochoid
feed pump.
1. Remove the four hex head screws that attach the
trochoid feed pump to the injection pump (see
Figure 42, p. 47). Do not remove the two Allen head
screws.

1. O-Rings

5. Place the new trochoid feed pump on the injection

pump.

TK 56433-5-MM-EN 47
Engine Maintenance

6. Install and tighten four hex head screws that attach Cold Start Device Replacement
the trochoid feed pump to the injection pump. 1. Drain the engine coolant.
Torque the hex head screws to 6 to 7 ft-lb (8 to 10
N•m). 2. Remove the banjo bolt that fastens the engine
coolant fitting to the cold start device. Use a backup
Cold Start Device wrench on the cold start device if necessary.

The TK486V25X engine has a cold start device located

on the fuel injection pump. The cold start device has a Figure 45. Remove Engine Coolant Fitting
plunger that retracts at engine coolant temperatures
below 41 F (5 C) to advance the injection timing
approximately 2 degrees. The plunger controls the
position of a piston in the injection pump to change the
timing. The plunger is extended and the injection
timing is normal at engine coolant temperatures above
41 F (5 C). Check the operation of the cold start device if
it is difficult to start the engine in cold weather.
N o t e : Do not pull the plunger out of a cold start device
because that will damage it.
Figure 44. Cold Start Device

1. Banjo Bolt

2. Engine Coolant Fitting

3. Coolant Hoses to Cold Start Device

3. Remove the cold start device from the injection

pump fitting. Use a backup wrench on the injection
pump fitting if necessary.

1. Plunger (Extended)
Figure 46. Remove Cold Start Device

Checking Cold Start Device Operation

Use the following procedure to check the operation of
the cold start device. The engine coolant temperature
must be below 32 F (0 C) to start the procedure.
1. Press the ON Key to turn the unit on.
2. Enter the Gauges Menu before the engine starts
and check the coolant temperature to make sure it
is below 32 F (0 C).
3. Let the engine start, then check the engine rpm in
the Gauges Menu. The engine rpm should be
approximately 100 rpm higher than normal (see
Specifications).
4. Let the engine run to warm up and use the Gauges
Menu to check the coolant temperature and engine 1. Cold Start Device
rpm. When the coolant temperature rises above 41
2. Injection Pump Fitting
F (5 C), the engine rpm should drop back to normal.
Replace the cold start device if the engine rpm does
not drop approximately 100 rpm when the engine 4. Make sure the piston inside the injection pump
warms up. fitting is clean.

48 TK 56433-5-MM-EN
 Engine Maintenance

Figure 47. Clean Piston Figure 48. Top Dead Center One and Four

1. Index Mark

2. Top Dead Center Mark for 1 and 4

1. Piston

5. Install the new cold start device with a new O-ring b. Check the rocker arms on the number one
in the injection pump fitting. Torque the cold start cylinder to see if they are loose.
device to 22 to 26 ft-lb (30 to 35 N•m). c. If the rocker arms are loose, the engine is at top
6. Install the coolant fitting and banjo bolt on the cold dead center of the compression stroke for the
start device. Torque the banjo bolt to 16 to 18 ft-lb number one cylinder.
(22 to 25 N•m). d. If the rocker arms are tight, the engine is at top
7. Refill the engine cooling system and make sure to dead center of the exhaust stroke for the
bleed the air from the cooling system. number one cylinder. Rotate the engine 360
degrees to place the engine at top dead center
of the compression stroke for the number one
Engine Valve Clearance cylinder.
Adjustment 4. Use a feeler gauge to check the valve clearance on
both valves for the number one cylinder, the intake
The valve clearance should be adjusted every 3,000
valve for the number two cylinder, and the exhaust
hours.
valve for the number three cylinder. The valve
1. Remove the rocker arm cover. clearance for both the intake valve and the exhaust
2. Remove the round cover (plug) from the timing valve should be 0.006 to 0.010 in. (0.15 to 0.25 mm).
mark access hole on the front of the bell housing. a. Check to verify that the valve stem cap is in
good condition and is positioned squarely on
WARNING the top of the valve stem. Replace the valve
stem cap if it shows significant wear.
Risk of Injury!
Loosen all of the injection lines at the injection 5. Adjust the valves if necessary by loosening the
nozzles to prevent the possibility of the engine locknut and turning the adjustment screw until the
firing while it is being rotated. valve clearance is correct.

3. Place the engine at top dead center of the

compression stroke for the number one cylinder.
See steps a through d.
a. 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.

TK 56433-5-MM-EN 49
Engine Maintenance

Figure 49. Adjusting the Valve Clearance 6. Hold the adjustment screw in place and tighten the
locknut.
7. Recheck the valve clearance.
8. Rotate the engine one full turn (360 degrees) in the
normal direction of rotation (clockwise viewed from
the water pump end), and align the 1-4 timing mark
on the flywheel with the index mark in the timing
mark access hole. This is top dead center of the
compression stroke for the number four cylinder.
9. Check and adjust the exhaust valve for the number
two cylinder, the intake valve for the number three
cylinder, and both valves for the number four
cylinder.
10. Replace the rocker arm cover, the cover for the
timing mark access hole, and tighten the fuel
injection lines when finished.

Valve Adjustments and Cylinder Configurations

Rear Flywheel Front Pulley End

End

Cylinder Number 1 2 3 4

Valve arrangement E I E I E I E I

Piston in No. 1 cylinder is at TDC on

compression stroke

Piston in No. 4 cylinder is at TDC on

compression stroke

Crankcase Breather Figure 50. Crankcase Breather

Gases formed in the crankcase are directed to the
intake manifold. Harmful vapors that would otherwise
collect in the crankcase and contaminate the oil, or
escape to the outside, are drawn back into the engine
and burned.
The crankcase breather is located in the valve cover. A
restrictor is cast into the fitting for the breather hose on
the intake manifold. The restrictor limits the flow of
gases from the crankcase to the intake manifold and
keeps the crankcase pressure from getting too low in
vacuum. A breather hose connects the crankcase
breather to the intake manifold.

1. Breather Hose 5. Baffle Breather

2. Insulation 6. Baffle Plate

3. Breather Cover 7. Intake Manifold

4. O-Ring 8. Restrictor Location

Normal crankcase pressures with a new air cleaner are

0 to 12 in. (0 to 300 mm) H2O of vacuum. The vacuum

50 TK 56433-5-MM-EN
 Engine Maintenance

will increase as the air cleaner gets dirty and becomes Belts
more restrictive. Check the air restriction indicator
before checking the crankcase pressure. Replace the air Belts should be regularly inspected during unit pretrip
cleaner if the reading on the air restriction indicator inspections for wear, scuffing, or cracking. Belt tension
exceeds 20 in. (508 mm) H2O of vacuum. A dirty air should also be checked during scheduled maintenance
cleaner may cause excessive vacuum, leading to oil inspections. Belts that are too loose will whip and belts
carry over and high oil consumption. that are too tight put too much strain on the belt fibers
and bearings.
The crankcase breather and the breather hose should
be inspected when the air cleaner element is replaced Using Frequency Gauge P/N 204-1903 is the best
to verify they are not plugged or damaged. Inspect the method to check belt tension. Other commercially
insulation to verify it is in place and undamaged. The available tension gauges that measure the frequency or
insulation is used to prevent freezing in cold weather. the tension in pounds are also acceptable.

The following items can affect the crankcase pressure N o t e : When using the frequency gauge P/N 204-1903,
readings: place the probe near the belt with the LED
shining on the belt. Pluck the belt with a metal
Crankcase Typical Cause tab as shown below to get an accurate reading.
Pressure Take three readings and average them.
Effect
Figure 53. Using Frequency Gauge P/N 204-1903
Increase Piston Rings Stuck or Worn

Increase Breather Hose or Restrictor Plugged

with Dirt or Ice

Decrease Air Cleaner Dirty or Plugged

EMI 3000 Air Cleaner

The EMI 3000 air cleaner is a dry element air cleaner.
Replace the EMI 3000 air cleaner element at 3,000
hours or 2 years, whichever occurs first.
N o t e : The severe duty air cleaner is similar to the EMI
3000 air cleaner but allows the air cleaner
element to be replaced at 4,000 hour intervals
under normal operating conditions.
Figure 51. EMI 3000 Air Cleaner Assembly
1. Probe

2. Metal Tab

N o t e : Do not attempt to remove or install belts without

loosening adjustments. Belts that are installed
by prying over pulleys will fail prematurely due
to internal cord damage.

Figure 52. EMI 3000 Air Filter Element

TK 56433-5-MM-EN 51
Engine Maintenance

Fan Drive Belt

Figure 54. Belt Arrangement

1. Fan Shaft 10. Fan Drive Belt Tensioner

2. Upper Condenser Blower 11. Idler Pulley

3. Condenser Inlet Orifice 12. Sliding Idler Pulley

4. Alternator 13. Cross Shaft/Fan Pulley

5. Fan Drive Belt 14. Idler Pulley

6. Alternator Pulley 15. Engine/Cross Shaft Belt Tensioner Clutch

7. Lower Condenser Blower 16. Compressor/Clutch Belt

8. Cross Shaft/Engine Pulley 17. Compressor Coupling

9. Cross Shaft (Jackshaft)

Fan Drive Belt Replacement tensioner. Do not pull the tensioner down farther
1. Place a 17 mm socket wrench over the head of the than needed to remove the belt.
fan drive belt tensioner bolt in a horizontal starting
position. Slowly pull down on the tensioner until
the belt is loose enough to remove from the

52 TK 56433-5-MM-EN
 Engine Maintenance

WARNING Figure 57. Stage 2

Risk of Injury!
Do not put fingers between the belt and the
tensioner pulley.

2. Slide the belt from the tensioner pulley by hand in

the direction shown below.
Figure 55. Remove Belt from Tensioner Pulley

Figure 58. Stage 3

3. Slowly release the downward pressure on the

wrench to remove it from the tensioner bolt. The
wrench will rise above the horizontal starting
position under the force of the spring.
4. Loosen (or remove) the mounting screws for the
upper blower condenser spinning enough to allow
the condenser spinning to be moved away from the
upper blower and the belt to be passed between the
upper blower and its condenser spinning.
5. Remove the old belt.
6. Slide the new belt between the upper blower and its
7. Ensure that the new belt is fitted correctly into the
condenser spinning and install the new belt on the
grooves on all pulleys except the tensioner pulley
pulleys in stages as shown below, and to tighten
prior to beginning next step.
the mounting screws for the upper blower
condenser spinning. 8. Slowly pull down on the tensioner bolt with a 17
mm socket wrench and slide the new belt onto the
Figure 56. Stage 1 tensioner pulley until it is correctly fitted into the
grooves of the pulley.
9. Slowly release the downward pressure on the
wrench to remove it from the tensioner bolt. The
belt should be aligned as shown below.

TK 56433-5-MM-EN 53
Engine Maintenance

Figure 59. Final Fan Drive Belt Alignment Fan Drive Belt Adjustment
The sliding idler pulley position is set during factory
production for the correct belt tension. If required, its
position can be adjusted in the field to achieve the
required tension as follows.
N o t e : The distance given below is the nominal starting
point and the exact location will depend on the
variation of the drive system layout.
1. Measure from the center of the sliding idler pulley
bolt to the center of the end of the slot in the frame
as shown below. The factory setting is 2.81 in. (71.5
mm).
Figure 61. Sliding Idler Pulley Position

10. Check the belt tension with Frequency Gauge P/N

2041903. The recommended setting for a new belt
is 106-118 Hz. If the tension is in this range, the
mark on the tensioner arm should align close to the
lower mark on the tensioner housing as shown
below. If the belt tension frequency is not in the
recommended range, the sliding idler pulley
position can be adjusted to increase/decrease belt
tension. See “Fan Drive Belt Adjustment” below.
N o t e : The belt tension frequency measurement should
be the primary method used to determine the
correct belt tension. The markings on the
tensioner arm and housing exist to provide a
rough visual reference of the belt tension.
Figure 60. Tensioner Mark Alignment

2. Perform steps 1-3 of “Fan Drive Belt Replacement”

above to loosen the belt tension.
3. Loosen the sliding idler pulley bolt and adjust
sliding idler position as required.
4. Tighten the sliding idler pulley bolt.
5. Perform steps 7-10 of “Fan Drive Belt Replacement”
above (reset belt position and measure belt
frequency to ensure correct belt tension).

11. Monitor belt tension regularly during the run in

period (initial 10 hours). After the belt has run in,
the mark on the tensioner arm should rest between
the two marks on the tensioner housing.

54 TK 56433-5-MM-EN
 Engine Maintenance

Figure 62. Sliding Idler Pulley Adjustment Figure 63. Engine/Cross Shaft Belt Arrangement

1. Tensioner Pulley

2. Sliding Idler Pulley – Move Forward/Backward

Engine/Cross Shaft Belt

I m p o r t a n t : When replacing the compressor belt,
service tool (2042436 - Tension Tool,
139mm) must be used to set the belt
tension, this will ensure that the correct 1. Cross Shaft/Engine 4. Compressor Coupling
tension is set at all times. PulleyCross Shaft /
Electric Motor Pulley
I m p o r t a n t : When checking the alignment of the pulleys
the service tool (2042435 - Pulley 2. Engine to Motor/Cross 5. Tensioner Clutch
Alignment Tool) must be used to verify the Shaft Belt
correct positioning of theCross Shaft/ 3. Back Idler Pulley
Engine Pulley / Electric Motor Belt so that
alignment is maintained.

TK 56433-5-MM-EN 55
Engine Maintenance

Figure 64. Tensioner Clutch Components place the pulley 0.65 in. (16.6 mm)from the end of
the cross shaft housing). Tighten the pulley.

1. Cross Shaft/Engine Pulley

2. Cross Shaft Mounting Bracket

1
2

RAJ714

1. Plate Adjustment Bolt 6. Grooved Idler 1. Cross Shaft / Engine Pulley

2. Eccentric Plate 7. Flat Idler 2. Cross Shaft Mounting Bracket

3. 1/2 in. Square Hole 8. Arm 3. Pulley Alignment Tool 2042435

4. Spring Damper Strut 9. Arm Pivot Bolt

6. Install the belt following steps 10-15 of “Engine/
5. Support Bracket
Cross Shaft Belt Replacement” below.

Engine/Cross Shaft Belt Replacement

Assembly of Tensioner Clutch
1. Loosen the pivot bolt for the eccentric plate. The the
1. Remove the retainer from the arm pivot bolt. pivot bolt is located behind the cross shaft/engine
2. Place the tensioner components on the support pulley (see below).
bracket.
Figure 65. Eccentric Plate Bolts
1. Eccentric Plate Pivot Bolt

2. Eccentric Plate Adjustment Bolt

3. Arm Pivot Bolt

3. Install the arm pivot bolt, and the eccentric plate

adjustment and pivot bolts, and tighten them finger
tight.

1. Eccentric Plate Pivot Bolt

2. Eccentric Plate Adjustment Bolt

3. Arm Pivot Bolt

4. Torque the arm pivot bolt to 106 to 114 ft-lb (144 to

155 N•m). Do not tighten the eccentric plate bolts,
they will be tighten when the belt is installed.
5. Install the cross shaft/engine pulley. Position pulley
axially using block P/N 2042435 between the pulley
and the cross shaft mounting bracket. This should

56 TK 56433-5-MM-EN
 Engine Maintenance

1. Adjustment Bolt 2. Pivot Bolt Figure 66. Place Gauge Tool on Strut Bolts

2. Place a 1/2 in. drive wrench in the 1/2 in. square

hole in the eccentric plate use it to hold the
eccentric plate when the adjustment bolt is
loosened in the next step.
3. Loosen the adjustment bolt for the eccentric plate
and use the 1/2 in. drive wrench to slowly raise the
eccentric plate to its highest position and release
the belt tension.
4. Remove the belt from the cross shaft/engine pulley
and the idler pulleys.
5. Support the compressor and unbolt the compressor
mounting flange from the engine (leave the
refrigeration lines connected).
6. Slide the compressor assembly away from the
engine.
1. Gauge Tool P/N 2042436
7. Remove the belt through the gap between the
compressor coupling and the flywheel.
Figure 67. Gauge Tool on Strut Bolts
8. Install the new belt on the compressor coupling
through the gap between the compressor coupling
and the flywheel.
9. Slide the compressor back into position and install
the mounting bolts.
10. Use use the 1/2 in. drive wrench to slowly raise the
eccentric plate its highest position.
11. Place the new belt on the cross shaft/engine pulley
and idler pulleys. Verify the belt fits on the pulleys
correctly and is fitted correctly into the grooves in
the grooved pulleys.
12. Use use the 1/2 in. drive wrench to slowly lower the
eccentric plate against the belt pressure until the
Gauge Tool P/N 2042436 fits over the heads of the
spring damper strut bolts.
I m p o r t a n t : Care must be taken when installing the belt
to ensure it s correctly seated in pulley
1. Gauge Tool P/N 2042436
grooves. The belt will be damaged if the
correct installation into the pulley grooves
is not observed. The belt only has to be out 13. Once the gauge tool fits perfectly and freely on the
of place on the grooved idler by one groove screw heads of the spring damper strut, remove it
for it to fail. and tighten the adjustment bolt and the pivot bolt
I m p o r t a n t : The gauge tool must not be locked on the to lock the eccentric plate in that position.
bolt heads but must move freely on and off 14. Place the gauge tool over the heads of the spring
the bolt heads. The center to center damper strut bolts again to verify the setting is
dimension of 5.472 in. (139.0 mm) between correct.
the bolt heads of the spring damper strut is
15. Remove the gauge tool and torque the strut bolts to
verified using Gauge Tool P/N 2042436,
20–24 ft-lbs (27 to 33 N•m).
which is a checking gauge not a setting
gauge and should not be used to hold the
spring damper strut in position prior to
tightening the holding hardware.

TK 56433-5-MM-EN 57
Engine Maintenance

Water Pump Belt CAUTION

The water pump pulley is a split type. Adjust the Risk of Injury!
tension by adding or removing shims between the
Do not attempt to adjust belts with the unit
pulley sheaves. See “Belt Tension,” p. 14 for the
running.
correct water pump belt tension settings.
1. Remove the bolts from the water pump pulley.
WARNING 2. Remove the pulley sliding section and add or
Risk of Injury! remove shims to adjust the belt tension.
The unit can start at any time without warning. 3. Reinstall the belt on the pulley and replace the
Press the OFF key on the HMI control panel and sliding pulley section on the pulley.
place the microprocessor On/Off switch in the Off
4. Tighten the mounting bolts on the water pump
position before inspecting or servicing any part of
pulley.
the unit.
5. Check the belt tension setting and readjust if
necessary.

58 TK 56433-5-MM-EN
Refrigeration Maintenance
N o t e : The following procedures involve servicing the 2. Use the Service Test Mode to run the unit in high
refrigeration system. Some of these service speed cool. Refer to the appropriate Diagnostic
procedures are regulated by Federal, and in Manual for specific information about the Service
some cases, by State and Local laws. Test Mode.
In the USA all regulated refrigeration service 3. Build up and maintain 290 psig (2000 kPa) of head
procedures must be performed by an EPA pressure. If the pressure is below this, it can be
certified technician, using approved equipment raised by covering the roadside condenser grille
and complying with all Federal, State, and Local with a piece of cardboard to block condenser air
laws. flow.
4. Cool the compartment to the lowest temperature
Refrigerant Charge required.
5. Check suction pressure. It should be 15 to 20 psig
Testing The Refrigerant Charge With An (103 to 138 kPa).
Empty Trailer 6. Under these conditions, refrigerant should be
If the unit has an insufficient charge of refrigerant, the visible in the receiver tank sight glass. If refrigerant
evaporator will be “starved” and the box temperature is not visible in the receiver tank sight glass, the
will rise even though the unit is operating. The suction unit is low on refrigerant.
pressure will drop as the refrigerant charge decreases.
If the unit has an overcharge of refrigerant, the unit Testing for an Overcharge
may not cool properly and the suction and discharge Use the following procedure to identify a Thermo King
pressure may be high. The charge may be determined unit with an excessive refrigerant charge:
by inspection of the refrigerant through the receiver
tank sight glasses with the following conditions 1. Install a calibrated gauge manifold on the
established: compressor.

1. Place a test box over the evaporator. 2. Use the Service Test Mode to run the unit in high
speed cool. Refer to the appropriate Diagnostic
2. Install a gauge manifold. Manual for specific information about the Service
3. Use the Service Test Mode to run the unit in high Test Mode.
speed cool. Refer to the appropriate Diagnostic 3. Operate the unit in high speed cool long enough to
Manual for specific information about the Service stabilize system pressures and reduce the box
Test Mode. temperature to approximately 60 F (16 C) or colder.
4. Use the microprocessor thermometer to monitor 4. Observe discharge pressure and cover the
the return air temperature. condenser to increase the discharge pressure
5. Run the unit on high speed cool until the air in the approximately 75 to 100 psig (500 to 690 kPa) above
box is at 0 F (-18 C). By allowing the box to leak a observed pressure.
small amount, you will be able to maintain 0 F (-18 N o t e : If the liquid level in the receiver sight glass
C). drops during step 4, the unit is not
6. The suction pressure should be 15 to 20 psig (103 to overcharged and it is not necessary to
138 kPa). complete the rest of the procedure.
7. The discharge pressure should be at least 290 psig 5. Remove the condenser cover to rapidly reduce
(2000 kPa). If the pressure is below this, it can be discharge pressure.
raised by covering a portion of the condenser grille 6. Observe the receiver tank sight glass and the unit
with a piece of cardboard to block condenser discharge pressure.
airflow.
7. By the time the discharge pressure drops
8. Under these conditions, refrigerant should be approximately 50 psig (345 kPa), the liquid level in
visible in the receiver tank sight glass. If refrigerant the receiver tank should drop.
is not visible in the receiver tank sight glass, the
unit is low on refrigerant. a. When the discharge pressure stabilizes, the
liquid level will rise.
Testing the Refrigerant Charge with a b. If the liquid level will not drop, the unit most
Loaded Trailer likely has an overcharge of refrigerant. The
refrigerant level should be adjusted.
1. Install a gauge manifold.
To adjust the refrigerant level:

TK 56433-5-MM-EN 59
Refrigeration Maintenance

1. Stop the unit and remove some refrigerant with an change the color of the indicator ring until the system
approved refrigerant recovery device. has been recharged and then operated for at least 15
2. Perform a refrigerant level check and repeat the minutes.
overcharge test.
3. If the liquid level is low, add refrigerant as follows: Refrigerant Leaks
a. Connect a refrigerant tank to the gauge Use a reliable leak detector that is suitable for R-452A
manifold service line and purge the line. to leak test the refrigeration system. Inspect for signs of
oil leakage, which is the first sign of a leak in the
b. Mid seat the compressor suction service valve.
refrigeration system.
c. Set the refrigerant tank for liquid removal and
N o t e : It is normal for compressor shaft seals to have a
open the hand valve.
slightly oily film.
d. Operate the unit in high speed cool.
e. Observe the suction pressure and slowly open
the gauge manifold low pressure hand valve to
Checking Compressor Oil
allow liquid refrigerant to flow into the The compressor oil should be checked when there is
compressor suction service valve. evidence of oil loss (oil leaks) or when components in
the refrigeration system have been removed for service
f. Control the liquid flow so the suction pressure
or replacement.
increases approximately 20 psig (138 kPa).
g. Maintain a discharge pressure of at least 290 Figure 69. Compressor Oil Sight Glass - Location
psig (2000 kPa) while adding refrigerant.
h. Close the hand valve on the refrigerant tank
when the liquid level approaches the top of the
receiver sight glass.
4. Repeat the overcharge test.

Moisture Indicating Sight Glass

The receiver tank is equipped with a moisture
indicating sight glass. The outer edge of the sight glass
has a colored ring approximately 0.1 in. (2.5 mm) thick.
The color of the ring indicates the moisture content of
the refrigerant, but it is not completely reliable.
• Green = Dry
• Chartreuse = Caution
• Yellow = Wet 1. Sight Glass
Figure 68. Moisture Indicating Sight Glass
Check Compressor Oil Level - Ambient Air Temp
Above 50 F (10 C)
1. Install a gauge manifold on the compressor.
2. Operate the unit on cool with a 20 psig (138 kPa)
minimum suction pressure and a 185 psig (1275
kPa) minimum discharge pressure for 15 minutes or
more.
3. After the unit has maintained the above conditions
for 15 minutes, observe the oil level. The oil should
be 1/4 to 1/2 up in the sight glass.
1. Floating Ball Check Compressor Oil Level - Ambient Air Temp
2. Colored Ring
Below 50 F (10 C)
1. Run the unit through a complete defrost cycle.
A system has to run for at least 15 minutes to change N o t e : If the box is empty, you can run the unit on
the color of the indicator ring after the moisture content the heat cycle instead of the defrost cycle.
of the system has been changed. For example, 2. After completing the defrost cycle, run the unit on
evacuating a system to remove the moisture will not cool for ten minutes.

60 TK 56433-5-MM-EN
 Refrigeration Maintenance

3. Observe the oil level. The oil should be 1/4 to 1/2 up Figure 70. High Pressure Cutout Manifold
in the sight glass.
Adding Compressor Oil
N o t e : Use refrigeration compressor oil ONLY. Polyol
Ester P/N 203-513 is required for R-404A or R-
452A.
1. Pump down the compressor and equalize the
pressure to slightly positive.
2. Disconnect the compressor oil filter return line or
remove the oil fill plug from the top of the
compressor and add the oil.
3. Reattach the oil filter return line to the compressor
or reinstall the oil fill plug.
4. Evacuate the compressor before opening the
service valves.

High Pressure Cutout Switch

(HPCO)
The High Pressure Cutout Switch (HPCO) is located on
the compressor discharge manifold. If the discharge
pressure rises above 470 psig (3241 kPa), the HPCO
opens the HPCO circuit to the run relay and stops the
unit. To test the HPCO, rework a gauge manifold as
shown (Figure 70, p. 61) and use the following
procedure:
1. Connect the gauge manifold to the compressor 1. Relief Valve (66-6543)
discharge service valve with a heavy duty, black 2. O-Ring (33-1015)
jacketed thick wall #HCA 144 hose with a 900 psig
(6204 kPa) working pressure rating. 3. Adapter Tee Weather Head No. 552X3

2. Use the Service Test Mode to run the unit (or host
unit) in high speed cool.
Three-Way Valve Condenser
Pressure Bypass Check Valve
CAUTION A three-way valve condenser pressure bypass check
Hazardous Pressures! valve is used in this unit. This check valve controls the
If the discharge pressure reaches 477 psig (3289 bypass flow of refrigerant gas between the condenser
kPa), shut the unit off immediately. Do not allow inlet line and the compressor discharge line.
the discharge pressure to exceed 477 psig (3289 The check valve is closed when the unit is running on
kPa). cool, or whenever the discharge pressure is higher
than the condenser pressure.
3. Raise the discharge pressure of the compressor by
blocking the condenser coil air flow by covering the When the unit is running on defrost or heat, if the
condenser grilles with pieces of cardboard. This condenser pressure is higher than the discharge
should increase the discharge pressure enough to pressure, the check valve opens and the condenser
cause the HPCO to cut out. pressure is bled off until it drops to the level of the
discharge pressure. The purpose of the valve is to
4. If the HPCO does not open to de-energize the run
improve the three-way valve response time when
relay and stop the unit, it must be replaced.
shifting from heat to cool.
If a three-way valve does not shift back to cool
immediately after the pilot solenoid closes, and finally
shifts to cool when the temperature rise puts the unit
into high speed, the three-way valve end cap should be
checked. See “Three-Way Valve Repair,” p. 74 in
Refrigeration Service Operations.
Check the operation of the condenser pressure bypass

TK 56433-5-MM-EN 61
Refrigeration Maintenance

check valve as follows: pressure bypass check valve seals properly.

1. Remove the condenser pressure bypass check 9. Back seat condenser pressure bypass check valve
valve cap from the three-way valve. stem against the snap ring. Both gauges should rise
2. Using a screwdriver, gently turn the check valve indicating the condenser pressure bypass check
stem in until the valve is front seated. valve is properly releasing condenser pressure into
the discharge tube and evaporator.
3. Install a gauge manifold set on the compressor.
10. Replace the cap on the condenser pressure bypass
4. Close (front seat) the receiver tank outlet valve. check valve.
N o t e : Valve stem MUST be back seated during
Figure 71. Three-way Valve Condenser Pressure normal unit operation.
Bypass Check Valve
11. Open the receiver tank return outlet valve, remove
the gauges and return the unit to normal operation.

Electronic Throttling Valve (ETV)

The Electronic Throttling Valve (ETV) is standard on the
these units. The ETV is a variable position valve
operated by a stepper motor. The ETV is located in the
suction line between the accumulator and the suction
vibrasorber. The ETV system also uses discharge and
suction pressure transducers, and a hot gas bypass
valve.
The ETV has two internal coils. The microprocessor
operates the valve by energizing the coils with a
variable frequency AC signal. The valve position can be
monitored with the Gauges Menu. Zero (0) indicates
the valve is fully closed and 800 indicates the valve is
fully open.
The microprocessor tests the ETV if required when the
unit is started. Alarm Code 89 indicates the
refrigeration system pressures did not respond as
expected during the test. This may be caused by a
malfunction of the ETV or by a refrigeration system
problem such as low refrigerant level, a frozen
expansion valve, or a restriction in suction line. The
microprocessor ignores the test results if the box
temperature or the ambient temperature is below 10 F
(-12 C). The ETV test can also be performed using the
Service Test Mode.
Use the Gauges Menu to observe the ETV position
1. Check Valve during the ETV test. The expected ETV position
observation is a decrease followed by an increase. The
2. Heating/Defrost Position
suction pressure should decrease when the valve
3. Cooling Position position decreases and increase when the valve
position increases.
5. Operate the unit on cool and pump down the low Refer to the appropriate Diagnostic Manual for
side to 20 in. Hg (-68 kPa)of vacuum. complete information about the testing and operation
of the ETV.
6. Stop the unit. The condenser and suction pressures
should remain stable, indicating no leaks. Refer to “Electronic Throttling Valve” in Refrigeration
Service Operations for removal and installation
7. Shift the three-way valve to the heat position. The
procedures.
low side gauge will raise slightly. The high side
gauge will drop to approximately zero. The gauges
will equalize.
8. The gauges will remain in this position,
approximately zero, if the three-way valve seals
properly toward the condenser and the condenser

62 TK 56433-5-MM-EN
 Refrigeration Maintenance

Figure 72. Old Style ETV Pressure Transducers

The discharge pressure transducer and the suction
pressure transducer supply pressure information to the
microprocessor. These pressures can be monitored
with the Gauges Menu. Check the readings by
comparing them to the readings on a gauge manifold
set attached to the compressor. Refer to the
appropriate Diagnostic Manual for more information
about the testing and operation of the pressure
transducers.

Hot Gas Bypass Valve

The hot gas bypass valve is used in conjunction with
the electronic throttling valve to reduce the capacity of
the unit during modulation. This normally closed
solenoid valve is located in the refrigeration line that
1. Inlet connects the discharge line to the hot gas line. The hot
2. Valve Body gas bypass valve is energized (opened) at full
modulation. The hot gas bypass valve is de-energized
3. Stepper Motor (closed) when modulation is discontinued.
4. Outlet Refer to the SR-3 Trailer Single Temperature SL-400e,
SLX/SLXe/SLXi Series Diagnostic Manual TK 56487 for
information about testing the hot gas solenoid. See
Refrigeration Service Operations for removal and
installation procedures.

TK 56433-5-MM-EN 63
Refrigeration Service Operations
N o t e : The following procedures involve servicing the Refrigeration System
refrigeration system. Some of these service
procedures are regulated by Federal, and in Components
some cases, by State and Local laws. The following figure shows various refrigeration
In the USA all regulated refrigeration service system components.
procedures must be performed by an EPA
certified technician, using approved equipment
and complying with all Federal, State and Local
laws.
Figure 73. Refrigeration System Components

64 TK 56433-5-MM-EN
 Refrigeration Service Operations

1. Evaporator Coil 11. Suction Pressure Transducer

2. Heat Exchanger 12. Suction Vibrasorber

3. Expansion Valve 13. ETV

4. Condenser Coil 14. Accumulator

5. Discharge Pressure Transducer 15. Filter-Drier

6. Three-Way Valve 16. Receiver Tank

7. Discharge Vibrasorber 17. Condenser Check Valve

8. Hot Gas Bypass Valve 18. High Pressure Relief Valve

9. Pilot Solenoid 19. Bypass Check Valve

10. Compressor

Compressor 3. Install the service valves using new gaskets soaked

in compressor oil. Connect the high pressure cutout
Removal switch, the suction pressure transducer, and the
pilot solenoid valve line.
1. Pump down the low side and equalize the pressure
to slightly positive. 4. Pressurize the compressor and test for refrigerant
leaks.
2. Loosen the engine/cross shaft belt.
5. If no leaks are found, evacuate the compressor.
3. Front seat the discharge and suction service valves.
6. Back seat the suction and discharge service valves.
4. Recover the refrigerant remaining in the
compressor. 7. Tighten the engine/cross shaft belt.
5. Unbolt the discharge and suction service valves 8. Operate the unit at least 30 minutes and inspect the
from the compressor. oil level in the compressor. Add or remove oil if
necessary.
6. Disconnect the high pressure cutout switch, the
suction pressure transducer, and the pilot solenoid 9. Check the refrigerant charge and add refrigerant if
line. needed.
7. Support the compressor and unbolt the Compressor Coupling Removal
compressor mounting flange from the engine.
(Standard Units)
8. Lift the service valves out of the way.
N o t e : If the puller tool 2040991 is unavailable or does
9. Slide the compressor to the left until the coupling
not fit, a suitable commercially available puller
pins are clear, and remove the engine/cross shaft
tool can be used.
belt
1. After the compressor has been removed from the
10. Remove the compressor from the front of the unit.
unit, use the appropriate Allen tool provided with
Keep the compressor ports covered to prevent dust,
removal tool P/N 2040991 to loosen the center bolt
dirt, etc., from falling into the compressor.
which holds the coupling to the compressor shaft.
N o t e : When the compressor is removed from the
2. Attach the tool to the coupling with the provided
unit, the oil level should be noted, or the oil
socket head screws and spacers. Two sets of
removed from the compressor should be
spacers are provided with the tool, use the short
measured so that the same amount of oil can
spacers with shallow compressor mounting flanges
be added before placing the replacement
and the longer set for deeper flanges. The side with
compressor in the unit.
the countersunk holes should be toward the
coupling.
Installation
3. To prevent the tool and crankshaft from rotating,
1. Slide the compressor into the unit. use an appropriately sized bolt to pin the tool to the
2. Place the compressor in position, install the flange. If a nut is used to prevent the bolt from
engine/cross shaft belt, and install the mounting falling out, the nut should not be tightened.
hardware. 4. Use the appropriate Allen tool to loosen the
N o t e : The compressor drive coupling will only slide coupling mounting screw.
onto the coupling pins in either of two 5. Once the center screw has been loosened, back the
positions, which are 180 degrees apart. head against the tool and it should push the

TK 56433-5-MM-EN 65
Refrigeration Service Operations

coupling off the crankshaft as you continuing Figure 74. Compressor Coupling Removal Tool
turning the center screw in a counter-clockwise
direction. Using this tool will prevent the coupling
from popping off because the center bolt and flat
washer will hold it in place.

Compressor Coupling Installation

(Standard Units)
N o t e : If the puller tool 2040991 is unavailable or does
not fit, a suitable commercially available puller
tool can be used.
In a tapered fit joint, the entire twisting load should be
handled by the friction fit between the two tapered
parts. The key is only a backup and is used to index the
parts correctly. When a taper fit is machined and
assembled properly, a key is not needed. In fact, if the
key is not installed correctly, it may be worse than no
key at all. If the key does not fit easily into the keyway,
it will push the tapered components apart and the 1. Coupling 5. 10 mm Allen Tool (for large
reduced friction could lead to slippage and premature shaft compressor)
failure.
2. Long Spacers (supplied 6. 5/16 Allen Tool (for small
The following procedure requires the key to be fitted with tool) shaft compressors)
after the tapers are pulled together with 20 ft-lb (27
3. Short Spacers 7. Coupling Removal Tool (P/N
N•m) torque. This verifies that the key cannot hold the (supplied with tool) 2040991)
tapers apart when the final bolt torque is applied.
4. Socket Head Bolts 8. Engine Mounting Flange
Use the following procedure to install a compressor (supplied with tool)
coupling on the compressor crankshaft:
1. Clean the compressor shaft taper and coupling bore 2. Inspect both mating surfaces for burrs, oxidation,
taper with a solvent that leaves no oily residue and other surface imperfections. Dress with crocus
(such as naphtha, lacquer thinner, brake cleaner, or cloth if necessary and re-clean as required.
the like).
NOTICE
Equipment Damage!
If you are assembling a used coupler or crankshaft
and the tool does not fit easily, there is a problem
with one of the keyways. Do not remove the
coupler and place the key in the crankshaft keyway
and then drop the coupler on. If the tool does not
fit, the key will not fit, and it will hold the taper in
the coupler off the taper on the shaft. Check both
keyways for burrs or corrosion. A key can be
coated with fine lapping compound and used as a
lapping tool to clean the keyways.

3. U s i n g n o l u b r i c a n t s , set the coupling on the

crankshaft and align the keyways using the Keyway
Tool (P/N 204-972). Insert the tapered end of the
tool into the keyway and gently move the coupling
on the shaft while pressing the tool into the keyway.
This will align the keyway in the crankshaft with the
keyway in the coupler.

66 TK 56433-5-MM-EN
 Refrigeration Service Operations

Figure 75. Keyway Tool P/N 204–972 9. Re-install the bolt and heavy flat washer and snug
the bolt down by hand. Torque the bolt to 90 ft-lb
(122 N•m).
10. Spray a corrosion inhibitor (such as spray paint) on
the exposed part of the shaft and the joint between
the shaft and the coupling. This prevents moisture
from wicking into the joint and causing corrosion.

Compressors with Pressurized

Seal Cavity
4. Remove the Keyway Tool and check the fit of the
key (P/N 55-9024). It should fit into the keyway with Starting in the first quarter of 2017, the pressurized seal
a light press fit requiring only a minimum of light cavity was phased into use on large shaft four cylinder
tapping. If the key does not fit properly, remove the compressors. Compressors with a pressurized seal
coupler and inspect the keyways and key for burrs cavity can be identified by the “P” on the seal cover as
or other problems. Recheck the fit as shown above. shown (Figure 77, p. 67). The model number of the
compressor has been changed to X430P to signify the
5. When the key fits properly, remove the coupling Pressurized Seal Cavity as shown (Figure 78, p. 68).
and key from the shaft. The pressurized seal cavity uses a new compressor
6. Re-install the coupling and align the keyways with seal with a hex drive and a new crankshaft with a hex
the Keyway Tool. drive collar. See “Hex Drive Compressor Seal
Replacement,” p. 68 for the replacement procedure.
7. D o n o t i n s t a l l t h e k e y a t t h i s t i m e . Install the flat
washer and bolt and pre-torque to 20 ft-lb (27 N•m). Figure 77. Seal Cover for Compressor with
Remove the bolt and washer. Pressurized Seal Cavity
8. Install the key in the keyway. As above, it should fit
with a light press fit requiring only a minimum of
light tapping. D o n o t i n s t a l l t h e k e y i n t o t h e
k e y w a y b e y o n d t h e f r o n t f a c e o f t h e c o u p l i n g . If
tapped in farther, it may cause the coupling to
move off center on the shaft.

Figure 76. Compressor Coupling Installation

1. “P” Indicates Pressurized Seal Cavity

1. Compressor Coupling or Clutch

2. Key tapped flush with outside face of coupling. Do not tap

key any farther into keyway.

3. Torque bolt to 90 ft-lb (122 N•m)

4. Washer

5. Spray this area with corrosion inhibitor after assembling.

TK 56433-5-MM-EN 67
Refrigeration Service Operations

Figure 78. Model Number Location Figure 79. Lip Seal Installation

1. Lip Side Facing Out

2. Flat Side Toward Compressor

NOTICE
Equipment Damage!
DO NOT touch or damage the polished seal face
1. “X430P” Indicates Pressurized Seal Cavity
surfaces on the hard ring. Keep the protective cap
in position on the bellows until final assembly.

Hex Drive Compressor Seal 11. Apply clean compressor oil to the new O-ring and
install it in the seal plate. Apply clean compressor
Replacement oil to the new hard ring. Verify the hard ring
1. Remove the compressor from the unit. installation tool (P/N 204-953) is clean. Use the hard
ring installation tool to push the hard ring (with the
2. Remove the six mounting flange bolts and remove
polished surface toward the installation tool) fully
the mounting flange.
into the seal plate. Do not pinch the O-ring.
3. Remove the three seal plate bolts and use a slide
N o t e : If the installation tool is not available, use the
hammer to remove the seal plate.
pad in the new seal packaging to protect the
N o t e : Use slide hammer P/N 204-638 and adapter P/ polished surface of the hard ring during
N 204-640 to obtain the 5/16-18 male thread assembly.
needed to fit the seal plate.
4. Place the seal plate gasket side down on a work Figure 80. Hard Ring Positions
bench and push the hard ring out of the seal plate.
N o t e : Provide a clean soft surface for hard ring to
fall onto when pushed out of the seal plate.
5. Remove the small lip seal from the seal plate, but
do not remove the larger, internal lip seal unless it
is damaged.
6. Remove the bellows assembly from the shaft by
prying evenly on each side with small pry bar.
7. Retain all old seal parts for warranty return if
required.
8. Clean all parts thoroughly to remove all oil and 1. This Side Toward Seal Plate
gaskets.
2. This Side Toward Compressor
9. Polish the crankshaft with crocus cloth if it is rusted
or dirty. Do not allow abrasives to contaminate the
compressor.
10. Install the new lip seal in the seal plate with the lip
side facing out and the flat side facing toward the
compressor.

68 TK 56433-5-MM-EN
 Refrigeration Service Operations

Figure 81. Hard Ring Installation bellows. Slide the bellows on the crankshaft, align
the hex drive on the bellows with the hex drive
collar, and push the bellows firmly against the hex
drive collar. Leave the protective cap in place
during installation. If the hex drive does not slide on
easily, rotate the assembly 30 degrees.
Figure 83. Hex Drive Bellows Installation (Shown
Without Protective Cap)

1. Seal Plate

2. O-ring

3. Hard Ring - Install with Polished Surface

Toward Compressor

4. Hard Ring Installation Tool P/N 204-953

5. Internal Lip Seal

12. If damaged, replace the internal lip seal by prying 1. Hex Drive Collar
the old one out and press the new one into place
with the lip facing into the seal plate. Verify the lip 2. Hex Drive
seal is pressed all the way down into the seal plate.
Oil the lip seal with supplied compressor oil. Figure 84. Hex Drive Type Bellows Seal
N o t e : Do not replace the internal lip seal unless it is
damaged.
Figure 82. Internal Lip Seal Installation

1. O-ring (Inside Bellows)

2. Hex Drive

3. Seal Faces

4. Hard Ring

5. O-ring (In Seal Plate)

6. Bellows

1. Lip Facing Into Seal Plate

13. Apply clean compressor oil to the O-ring inside the

TK 56433-5-MM-EN 69
Refrigeration Service Operations

NOTICE Figure 85. Top View of Curbside Condenser Coil

Equipment Damage!
Oil applied to the seal faces must be absolutely
clean.
14. Remove the yellow protective cap. Clean the hard
ring and the primary ring (bronze ring) with the
1. Copper Stub Tube
alcohol wipes found in package labeled “1”. Clean
the polished mating surfaces of both rings with the 2. Uniseal Tape (Protects Brazed Connection between Copper
lint free dry wipes from package number “2”. Apply Stub Tube and Aluminum Micro-Channel Condenser Coil)
clean compressor oil to the polished surfaces of the
3. Aluminum Micro-Channel Condenser Coil
seal, the lip seals, and the seal plate gasket from the
package number “3” before assembling.
15. Install the seal plate and gasket to the compressor Installation
body. Do not bump the seal hard ring on the end of 1. Clean the fittings for soldering.
the crankshaft during assembly.
2. Place the coil in the unit and install the mounting
16. Install the seal plate mounting bolts and washers. bolts.
Torque the seal plate bolts to 28 ft-lb (38 N•m) in
two steps using a criss-cross pattern. 3. Solder the inlet and outlet refrigeration line
connections to the copper stub tubes on the micro-
17. Install the mounting flange and torque the bolts to channel condenser coil. Use a heat sink on the
28 ft-lb (38 N•m) in two steps using a criss-cross copper stub tubes.
pattern.
I m p o r t a n t : This unit uses a micro-channel
18. Install the compressor in the unit. condenser coil. Micro-channel coils are
made of aluminum but have copper
Condenser Coil stub tubes at the inlet and outlet
connections. Use a heat sink on the
Removal copper stub tubes to prevent damage to
the uniseal tape and brazed connections
1. Recover the refrigerant charge. (and the aluminum) that attach the
2. Remove the condenser grille and belt panel. copper stub tubes to the aluminum
micro-channel coil. The uniseal tape is
3. Unsolder the inlet and outlet refrigeration line
used to prevent corrosion between the
connections from the copper stub tubes on the
copper and aluminum.
micro-channel condenser coil. Use a heat sink on
the copper stub tubes. 4. Pressurize the refrigeration system and test for
leaks. If no leaks are found, evacuate the system.
I m p o r t a n t : This unit uses a micro-channel
condenser coil. Micro-channel coils are 5. Reinstall the condenser grille and belt panel..
made of aluminum but have copper 6. Recharge the unit with proper refrigerant and
stub tubes at the inlet and outlet check the compressor oil.
connections. Use a heat sink on the
copper stub tubes to prevent damage to
the uniseal tape and brazed connections Discharge Vibrasorber
(and the aluminum) that attach the
copper stub tubes to the aluminum Removal
micro-channel coil. The uniseal tape is 1. Recover the refrigerant charge.
used to prevent corrosion between the
copper and aluminum.
NOTICE
4. Remove the condenser coil mounting bolts and
remove the coil from the unit.
Equipment Damage!
Use a heat sink, P/N 204-584, or wrap the
vibrasorber with wet rags to prevent damaging the
vibrasorber.
2. Heat the connections on the vibrasorber until the
vibrasorber can be removed.

Installation
1. Prepare the vibrasorber and tubing fittings by

70 TK 56433-5-MM-EN
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cleaning thoroughly. 2. Place the check valve in position. The arrow on the
valve body indicates the direction of refrigerant
NOTICE flow through the valve.
Equipment Damage! 3. Place a heat sink on the check valve.
Use a heat sink, P/N 204-584, or wrap the 4. Solder the inlet and outlet connections.
vibrasorber with wet rags to prevent damaging the 5. Pressurize the refrigeration system and test for
vibrasorber. leaks.
2. Solder the vibrasorber connections. 6. If no leaks are found, evacuate the system.
3. Pressurize the system and test for leaks. If no leaks 7. Recharge the unit with proper refrigerant and
are found, evacuate the system. check the compressor oil.
4. Charge the unit with the proper refrigerant and
check the compressor oil level. Bypass Check Valve
In-Line Condenser Check Valve Removal
1. Pump down the low side and equalize the pressure
This unit uses an in-line condenser check valve. The in-
to slightly positive.
line check valve is not repairable and must be replaced
if it fails. A heat sink must be used on the in-line check 2. Close the bypass service valve.
valve when it is being soldered in place to prevent 3. Unsolder the bypass check valve line from the
damage to the neoprene seal. bypass check valve. Use a heat sink on the bypass
Figure 86. Cross Section of In-line Condenser Check check valve.
Valve 4. Unsolder and remove the bypass check valve from
the receiver tank. Use a heat sink on the bypass
check valve.

Installation
1. Solder the bypass check valve onto the receiver
tank. Use a heat sink on the bypass check valve.
2. Solder the bypass check valve line to the bypass
check valve. Use a heat sink on the bypass check
valve.
3. Pressurize the low side and test for leaks. If no
leaks are found, evacuate the system.
4. Open the suction service valve and the bypass
service valve and place the unit in operation.
1. Valve 3. Valve Seat

2. Neoprene Seal 4. Spring

Receiver Tank
Removal
Condenser Check Valve
1. Recover the refrigerant charge.
Replacement 2. Unsolder the inlet, outlet, and bypass check valve
lines from the receiver tank. Use a heat sink on the
Removal
bypass check valve.
1. Recover the refrigerant charge. 3. Unsolder and remove the bypass check valve from
2. Place a heat sink on the check valve. the receiver tank. Use a heat sink on the bypass
3. Unsolder the lines and remove the check valve. check valve.
4. Remove the high pressure relief valve from the
Installation receiver tank.
N o t e : A heat sink must be used on the in-line check 5. Unbolt the mounting brackets and remove the
valve when it is being soldered in place to receiver tank from the unit.
prevent damage to the neoprene seal.
1. Clean the tubes for soldering.
Installation
1. Install the high pressure relief valve in the receiver

TK 56433-5-MM-EN 71
Refrigeration Service Operations

tank. Installation
2. Solder the bypass check valve onto the receiver 1. Install and bolt the expansion valve assembly in
tank. Use a heat sink on the bypass check valve. the unit.
3. Place the receiver tank in the unit and install the 2. Solder the equalizer line, inlet liquid line, and
mounting bolts and nuts loosely. distributor to the expansion valve.
4. Solder the inlet, outlet, and bypass check valve 3. Clean the suction line to a bright polished
lines to the receiver tank. Use a heat sink on the condition. Install the feeler bulb clamps and the
bypass check valve. feeler bulb on the side of the suction line in its
5. Tighten the receiver tank mounting hardware former position. The feeler bulb must make good
securely. contact with the suction line or operation will be
faulty. Wrap with insulating tape.
6. Pressurize the refrigeration system and check for
leaks. If no leaks are found, evacuate the system. Figure 87. Location of Expansion Valve Bulb
7. Recharge the unit with proper refrigerant and
check the compressor oil.

Filter-Drier
Removal
1. Pump down the low side and equalize the pressure
to slightly positive.
2. Disconnect the nuts at the ends of the drier.
3. Loosen the mounting hardware and remove the
drier.

Installation
1. Place the new O-rings in the ORS fittings on the
ends of the drier.
1. End View
2. Install the new drier and tighten the mounting
hardware. 2. Side View

3. Install and tighten the ORS nuts by holding the

drier with a back-up wrench on the hex behind the 4. Pressurize the low side and test for leaks. If no
ORS fitting. leaks are found, evacuate the low side.
4. Pressurize the low side and inspect for leaks. If no 5. Reinstall the access panels.
leaks are found, evacuate the low side. 6. Open the refrigeration valves and place the unit in
5. Open the refrigeration valves and place the unit in operation.
operation. 7. Test the unit to see that the expansion valve is
properly installed.
Expansion Valve Assembly
Removal
Heat Exchanger
1. Pump down the low side and equalize the pressure Removal
to slightly positive. 1. Pump down the low side and equalize the pressure
2. Remove the evaporator access panels as needed. to slightly positive.
3. Remove the feeler bulb from the clamp. Note the 2. Remove the evaporator access panels.
position of the feeler bulb on the suction line. 3. Remove the mounting bolts that hold the heat
4. Unsolder the equalizer line, inlet liquid line, and exchanger on the bulkhead.
distributor from the expansion valve. 4. Unsolder the equalizer line from the suction line.
5. Remove the expansion valve mounting bolt and 5. Unsolder the liquid outlet line from the expansion
remove the expansion valve from the unit. valve.
6. Note the position of the feeler bulb on the side of
the suction line. Remove the expansion valve feeler

72 TK 56433-5-MM-EN
 Refrigeration Service Operations

bulb from the suction tube. 8. Remove the mounting bolts and remove the coil
7. Unsolder the suction line at the evaporator coil from the evaporator housing.
end.
Installation
8. Unsolder the remaining outlet suction line and inlet
liquid line connections. Remove any putty from 1. Place the evaporator coil assembly in position and
around the lines before unsoldering the install the mounting bolts.
connections. 2. Solder the hot gas line and suction line connections
9. Slide the heat exchanger assembly out of the to the evaporator coil.
evaporator housing. 3. Solder the distributor to the expansion valve
assembly.
Installation
4. Reinstall the heat exchanger mounting hardware.
1. Clean the tubes for soldering. 5. Reinstall the sensors.
2. Place the heat exchanger assembly in the 6. Pressurize the low side and test for leaks. If no leaks
evaporator housing and install the mounting are found, evacuate the low side.
hardware loosely.
7. Clean the suction line to a bright polished
3. Solder the liquid inlet and the suction outlet line condition. Install the feeler bulb on the side of the
connections on the curbside of the evaporator. Seal suction line in its former position. The feeler bulb
the openings through the bulkhead with putty when must make good contact with the suction line or its
the refrigerant lines have cooled off. operation will be faulty. Wrap with insulating tape.
4. Solder the suction line connection to the 8. Pressurize the low side and test for leaks. If no leaks
evaporator coil. are found, evacuate the low side.
5. Solder the equalizer line to the suction line and the 9. Reinstall the evaporator access panels.
liquid outlet line to the expansion valve.
10. Open the refrigeration valves and place the unit in
6. Tighten the heat exchanger mounting hardware operation. Check the refrigerant charge and the
securely. compressor oil. Add as required.
7. Pressurize the low side and test for leaks. If no
leaks are found, evacuate the low side.
Accumulator
8. Clean the suction tube to a brightly polished
condition. Install the feeler bulb clamps and the Removal
feeler bulb on the side of the suction line in its
former position. The feeler bulb must make good 1. Pump down the low side and equalize the pressure
contact with the suction line or the operation will be to slightly positive.
faulty. Wrap with insulating tape.
9. Replace the evaporator access panels.
NOTICE
10. Open the refrigeration valves and place the unit in
Equipment Damage!
operation. Use a heat sink or wrap ETV with wet rags to
prevent damaging the ETV.
11. Check refrigerant charge and compressor oil level
2. Unsolder the inlet and outlet suction lines from the
Evaporator Coil Assembly accumulator.
3. Unbolt and remove the accumulator from the unit.
Removal
1. Pump down the low side and equalize the pressure
Installation
to slightly positive. 1. Place the accumulator in the unit and tighten the
2. Remove the evaporator access panels. mounting bolts and nuts.

3. Remove the sensors.

NOTICE
4. Remove the heat exchanger mounting hardware.
Equipment Damage!
5. Remove the feeler bulb from the suction line clamp. Use a heat sink or wrap ETV with wet rags to
Note the position of the feeler bulb on the suction prevent damaging the ETV.
line.
6. Unsolder the distributor from the expansion valve. 2. Solder the inlet and outlet suction lines to the
accumulator.
7. Unsolder the hot gas line and the suction line from
the evaporator coil. 3. Pressurize the low side and test for refrigerant

TK 56433-5-MM-EN 73
Refrigeration Service Operations

leaks. If no leaks are found, evacuate the low side. NOTICE

4. Open the refrigeration valves and place the unit in Equipment Damage!
operation. Check the refrigerant charge and the
Do not force the tool into the brass or against the
compressor oil. Add as required.
bolts.

Three-Way Valve Repair 4. Loosen the four 1/4 inch Allen head screws (DO
NOT REMOVE OR CAP MAY POP OFF); use tool P/N
N o t e : The three-way valve can be repaired in the unit if 204-424 to break the gasket at each side of the
leakage or damage to the PTFE seals should center section.
occur. There is usually enough give in the copper
tubing to separate the three sections of the valve
without unsoldering any tubes. Figure 89. Gasket Tool P/N 204-424

Figure 88. Three-Way Valve

5. Remove the four bolts from the valve.

6. Remove the end cap and spring.
7. Remove the spring clip which secures the stem to
the piston. Slide piston off the stem.
8. Remove the seat and stem assembly.
9. Inspect the following parts for wear or damage:
• Bottom cap, sealing, and support area.
• Seat, sealing surface.
• End cap, sealing, and support surface.
The following parts will be discarded:
1. Cap 7. Clip • Stem assembly.
2. End Cap 8. Seat • All gaskets.
3. Check Valve 9. Gaskets • Piston seal.
4. Spring 10. Stem Assembly
10. Remove the screen. If any particles drop from the
5. Piston 11. Screen screen into the discharge line, the discharge line
6. Seal 12. Bottom Cap must be removed at the compressor.
N o t e : The valve body cannot be reconditioned.
Removal/Disassembly Seat positions change and improper sealing
will result.
1. Recover the refrigerant charge.
2. Clean the exterior surface of the valve.
3. Remove the line from the three-way valve to the
pilot solenoid.

74 TK 56433-5-MM-EN
 Refrigeration Service Operations

Figure 90. Piston and Stem Parts Figure 91. Check Bleed Hole Diameter

1. Number 43 Drill Bit

Piston Bleed Orifice Check

1. Use a number 66 (0.033 in. [0.84 mm]) drill bit to
check the orifice in the bleed hole from the gasket
surface to the groove in the bottom of the piston
bore.
2. Carefully check to see that the drill projects down
into the groove and that there are no burrs at the
1. Seal Groove in Piston end of the hole in the groove. Do not enlarge this
2. Connecting Notch in Piston hole.
3. Internal Spring in Seal
Figure 92. Check Piston Bleed Orifice
4. Connecting Groove in Stem
5. Retaining Clip

End Cap Checks

All end caps, even new ones, should be checked as
follows. See Service Bulletin T&T 260 for more
information.

Check Valve Bleed Hole Diameter

1. Remove the condenser pressure bypass check
valve snap ring, stem, spring, and piston from the
end cap.
2. Use a number 43 (0.089 in. [2.26 mm]) drill bit to
check the size of the hole from the end cap gasket
1. Number 66 Drill Bit
face to the check valve piston bore as shown.
2. Check for Burr Here
3. If the drill does not go all the way into the bore, drill
the hole completely through.
Check Valve Piston Check
4. Deburr the hole in the check valve piston bore. A
used drill bit can be modified to use as a deburring 1. Reassemble the end cap using a new check valve
tool. piston, spring, stem, and snap ring (Kit P/N 60-163).
2. Leave the stem back seated against the snap ring.
Use a paper clip bent into a 90 degree angle to push
the check valve piston back in its bore. Verify you
can feel the piston working against the spring.
3. With the piston pushed all the way back in its bore,
use a strong light to look down the 0.089 in. (2.26
mm) hole towards the back of the piston and

TK 56433-5-MM-EN 75
Refrigeration Service Operations

determine how much of the end of the hole is damaged.

covered by the piston. If the piston covers more a. Place the tapered tool over the piston.
than three-quarters of the hole replace the end cap.
b. Lubricate the seal with refrigeration oil.
N o t e : When front seating a condenser bypass
check valve DO NOT over-tighten the stem. c. Slide the seal onto the tapered tool with the
Excessive torque will deform the piston and spring side facing away from the piston.
the deformed piston can increase the hole d. Use the pipe to hand press the seal onto the
blockage. piston.
Seat (Center Section) Orifice Check
There are three 0.033 in. (0.84 mm) holes located in the Figure 94. Seal Installation with Tool P/N 204-
1008
three-way valve seat (center section). Only one is used
depending on how the valve is configured.
• If the hole is too large the valve will be slow to shift
from heat to cool when the condenser pressure is
higher than discharge pressure because gas will
flow to the discharge line instead of behind the
piston.
• If the hole is too small the valve will be slow to shift
from heat to cool when discharge pressure is
higher than condenser pressure because the flow is
restricted.
Do not enlarge this hole larger than 0.033 in. (0.84
mm).
Whenever you disassemble a three-way valve you
should check that all three of the holes are drilled
cleanly.
Figure 93. Check Seat Orifice

1. Press by Hand 4. Tapered Tool

2. Pipe 5. Piston
3. Seal

5. Place the piston slot on the stem and secure with

spring clip. The open part of the clip should be on
the opposite side of the piston slot.
6. Install the spring and end cap.
7. Line up the passageways in the cap and body.
1. Number 66 Drill Bit Failure to line up the holes will result in improper
operation of the valve.
Assembly/Installation 8. Install the bolts and tighten in rotating sequence.
Torque to 160 in-lb (18 N•m).
After cleaning and inspecting all parts, reassemble the
valve as follows: 9. Install the pilot solenoid line and pressurize the
system with refrigerant to check for leaks.
1. Install the screen in the bottom cap.
10. If there are no leaks, evacuate the system and
2. Install the new stem in the bottom cap.
recharge with the proper refrigerant.
3. Install new gaskets on both sides of the seat. Oil
11. Run the unit to check for proper three-way valve
the gaskets in compressor oil before installing.
operation.
4. Use the three-way valve seal installation tool P/N
204-1008 to install a new seal on the piston. This
prevents the seal from being stretched and

76 TK 56433-5-MM-EN
 Refrigeration Service Operations

Three-Way Valve Condenser NOTICE

Pressure Bypass Check Valve Equipment Damage!
Repair The piston must be inserted with the flat side
against the valve seat to ensure proper sealing.
Removal
3. Coat the entire assembly with compressor oil and
1. Recover the refrigerant charge. install the assembly into the check valve seat in the
2. Unscrew the condenser pressure bypass check three-way valve.
valve cap from the three-way valve. 4. Screw the check valve stem into the three-way
3. Remove the snap ring. valve until the snap ring can be installed.
5. Install the snap ring.
Figure 95. Check Valve Assembly 6. Unscrew (back seat) the check valve stem against
the snap ring.
N o t e : The valve stem must be back seated during
normal unit operation.
7. Coat the sealing area in the cap with compressor
oil, install and tighten the cap on the three-way
valve.
8. Pressurize the refrigeration system and test for
leaks. If no leaks are found, evacuate the system.
9. Recharge the unit with the proper refrigerant.

Pilot Solenoid
Removal
1. Piston 4. Stem 1. Recover the refrigerant charge.

2. Snap Ring 5. O-ring

2. Disconnect the wires and remove the coil from the
valve.
3. Cap 6. Spring
3. Unsolder the refrigeration lines.
4. Remove the mounting bolts and remove the valve.
4. Unscrew the check valve stem by using a
screwdriver in the slot provided. Installation
N o t e : The spring and piston are held in by the stem.
1. Remove the coil from the valve.
While removing the stem, use care so the
spring and piston are not lost. 2. Place the valve in the unit and install the mounting
bolts. The arrow on the valve indicates the direction
5. Remove the spring and piston.
of flow through the valve. Verify that the arrow
6. Inspect the check valve seat in the three-way valve. points in the proper direction.
7. If replacement parts are needed, a kit P/N 60-163 3. Solder the refrigeration lines to the valve.
must be used which includes the piston, spring, O-
4. Install the coil and connect the wires.
ring, valve stem, and snap ring.
5. Pressurize the refrigeration system and test for
Installation leaks. If no leaks are found, evacuate the system.

1. Coat the O-ring with compressor oil and install it 6. Recharge the unit with the proper refrigerant and
on the check valve stem. check the compressor oil.

2. Insert the spring into the hole in the check valve

stem and then install the piston on the other end of Suction Vibrasorber
the spring with the hole in the piston towards the
spring. Removal
1. Pump down the low side and equalize pressure to
slightly positive.
2. Unsolder the suction vibrasorber from the suction
service valve.

TK 56433-5-MM-EN 77
Refrigeration Service Operations

NOTICE to 20 ± 2 ft-lb (27 ± 3 N•m).

Equipment Damage! 4. Connect the wires.

Use a heat sink or wrap ETV with wet rags to 5. Pressurize the compressor and test for leaks.
prevent damaging the ETV. 6. If no leaks are found, open the refrigeration service
valves and place the unit in operation.
3. Unsolder the other end of the suction vibrasorber
from the ETV and remove the vibrasorber from the
unit. High Pressure Relief Valve
Installation Removal
1. Prepare the suction vibrasorber and tube fittings 1. Recover the refrigerant charge.
for soldering by cleaning the thoroughly. 2. Unscrew and remove the high pressure relief
valve.
NOTICE
Equipment Damage! Installation
Use a heat sink or wrap vibrasorber with wet rags 1. Apply a refrigerant oil to the O-ring of the high
to prevent damaging the vibrasorber. pressure relief valve.
2. Install and tighten the high pressure relief valve.
2. Solder the vibrasorber to the suction service valve.
3. Pressurize the refrigeration system and test for
NOTICE leaks. If no leaks are found, evacuate the system.
Equipment Damage! 4. Recharge the unit with the proper refrigerant and
check the compressor oil level.
Use a heat sink or wrap ETV with wet rags to
prevent damaging the ETV.
Discharge Pressure Transducer
3. Solder the other end of the suction vibrasorber to
the ETV. Removal
4. Pressurize the low side and check for leaks. If no 1. Recover the refrigerant charge.
leaks are found, evacuate the system.
2. Disconnect the wires and remove the discharge
5. Open the refrigeration valves and place the unit in pressure transducer.
operation.
Installation
High Pressure Cutout Switch 1. Apply a refrigerant Loctite to the threads of the
discharge pressure transducer.
Removal
2. Install and tighten the discharge pressure
1. Pump down the low side and equalize the pressure transducer and reconnect the wires.
to slightly positive.
3. Pressurize the refrigeration system and test for
2. Front seat the discharge and suction service valves. leaks. If no leaks are found, evacuate the system.
Recover the refrigerant remaining in the
compressor. 4. Recharge the unit with the proper refrigerant and
check the compressor oil.
3. Disconnect the wires and remove the high pressure
cutout switch from the compressor discharge
manifold. Suction Pressure Transducer
Installation Removal
1. A new high pressure cutout switch does not have a 1. Pump down the low side and equalize pressure to
connector installed. Use the old connector and just slightly positive.
install new wire terminals, or install a new 2. Disconnect the wires and remove the suction
connector and wire terminals. Refer to the pressure transducer.
appropriate Parts Manual for the correct connector
and terminal part numbers. Installation
2. Place a new copper sealing washer on the high 1. Apply a refrigerant Loctite to the threads of the
pressure cutout switch. suction pressure transducer.
3. Install the high pressure cutout switch and torque it 2. Install and tighten the suction pressure transducer

78 TK 56433-5-MM-EN
 Refrigeration Service Operations

and reconnect the wires. CAUTION

3. Pressurize the low side and check for leaks. If no Risk of Injury!
leaks are found, evacuate the low side.
If the ETV is stuck in the closed position, much of
4. Open the refrigeration valves and place the unit in the refrigerant charge may be trapped in the
operation. evaporator and accumulator. If you hear
refrigerant begin to flow through the valve when
Electronic Throttling Valve (ETV) the stepper motor and piston assembly are
loosened, unscrew the four screws on the stepper
Removal motor no more than four turns each and check the
suction (low side) pressure on the gauge manifold.
1. Pump down the low side and equalize the pressure If the suction pressure has increased from the
to slightly positive. pressure to which it was equalized after the low
2. The ETV must be open to remove the stepper motor side pump down, refrigerant is trapped and must
and piston assembly. Open the ETV by placing the be recovered. Screw the stepper motor and piston
unit in the Evacuation Mode/Test, and assembly back into the valve body. Attach a
disconnecting the four-pin connector on the main/ refrigerant recovery device to the service port on
unified harness from the four-pin connector on the the receiver tank outlet valve. Midseat the receiver
ETV before turning the unit off. The microprocessor tank outlet valve, and recover the refrigerant
closes the ETV when the unit is turned off. Refer to charge. The stepper motor and piston assembly
the appropriate Diagnostic Manual for information may then be removed.
about the Evacuation Mode/Test.
3. Remove the four screws that attach the stepper
Figure 96. ETV motor to the valve body.
Figure 97. Removing Stepper Motor

1. Four-Pin Connector

2. Stepper Motor

3. Valve Body

1. Remove Four Screws

4. If the complete ETV assembly is being replaced,

unsolder and remove the valve body. It may be
necessary to unsolder the tubes above or below the
valve body to obtain enough clearance to remove
the valve body. Note the position of the valve body
so the new one will be placed in the same position.
The new ETV could interfere with other
components if it is not placed in the same position
as the old one.

TK 56433-5-MM-EN 79
Refrigeration Service Operations

Installation of Service Kit Figure 99. Install O-Ring on Stepper Motor and Piston
Assembly
N o t e : Do not connect the main/unified wire harness to
the ETV and turn the unit on before the stepper
motor and piston assembly is installed in the
valve body. The controller is programmed to
close the ETV when the unit is turned on. If the
unit is turned on with the ETV connected to main
wire harness, the controller will attempt to close
the ETV. This will cause the piston to be turned
(screwed) off the threaded shaft of the stepper
motor because the valve body is not present to
stop it.
1. The new stepper motor and piston assembly is
supplied with the piston in the open position. In the
open position the bottom edge of the piston is 0.3
to 0.7 in. (8 to 18 mm) from the bottom edge of the
piston housing. The piston retracts to open and
extends to close.
Figure 98. Stepper Motor and Piston Assembly
with Piston in Fully Open Position

Figure 100. Install O-Ring in Valve Body

1. Bottom Edge of Piston Housing

2. Bottom Edge of Piston

2. Lubricate the O-rings with refrigeration oil. Place

one on the stepper motor and piston assembly and
place the other in the valve body.
3. Place stepper motor and piston assembly into the
valve body and make sure the arrowhead marks on
them are aligned as shown below.

Figure 101. Align Arrowhead Marks

80 TK 56433-5-MM-EN
 Refrigeration Service Operations

4. Install the four screws and torque them to 4.4 ± 0.4 Hot Gas Bypass Valve
ft-lb (6.0 ± 0.5 N•m).
5. Connect the main/unified wire harness to the ETV at Removal
the four-pin connector. 1. Recover the refrigerant charge.
6. Pressurize the low side and test for leaks. 2. Disconnect the wires and remove the coil for the
7. If no leaks are found, evacuate the low side. valve.
8. Open the refrigeration valves and place the unit in 3. Unsolder the refrigeration lines.
operation. 4. Remove the mounting bolts and remove the valve.

Installation of Complete ETV Assembly Installation

1. Clean the tubes for soldering. 1. Clean the tubes for soldering.
2. Place the new complete ETV assembly (and any 2. Remove the coil from the valve.
tubes that were removed) in the same position from
which the old one was removed. The new ETV 3. Place the valve in the unit and install the mounting
could interfere with other components if it is not bolts. The arrow on the valve indicates the direction
placed in the same position as the old one. The ETV of flow through the valve. Verify that the arrow
assembly must be installed as shown below relative points in the proper direction.
to the direction of refrigerant flow from the 4. Solder the inlet and outlet connections. After the
accumulator to the compressor. valve cools, install the coil.
N o t e : Do not disassemble the new ETV to solder it 5. Pressurize the refrigeration system and test for
in place. leaks.
Figure 102. Installing Complete ETV Assembly 6. If no leaks are found, evacuate the system.
7. Recharge the unit with proper refrigerant and
check the compressor oil.

Compressors with Internal Oil

Filter
In the first quarter of 2014, four cylinder compressors
with an internal oil filter are being phased into truck
and trailer units that typically use compressors with
external oil filters. The internal oil filter is located in the
compressor sump near the oil pickup tube (Figure 103,
p. 82).
N o t e : These units use compressors with oil filters. If
1. Use Heat Sink
the compressor does not have an external oil
2. Direction of Refrigerant Flow filter, it has an internal oil filter.

Internal Oil Filter Replacement

3. Use a heat sink or wrap the valve body with a wet
rag to prevent damage and solder the tubing The internal oil filter should be replaced in the same
connections with 95-5 soft solder. situations in which the external oil filter was replaced,
such as when the drier is replaced or the compressor
4. Connect the main/unified wire harness to the ETV
oil is changed.
at the four-pin connector.
5. Pressurize the low side and test for leaks.
6. If no leaks are found, evacuate the low side.
7. Install the components that were removed to
access the ETV.
8. Open the refrigeration valves and place the unit in
operation.

TK 56433-5-MM-EN 81
Refrigeration Service Operations

Figure 103. Internal Oil Filter

Figure 105. Remove Internal Oil Filter from Oil
Discharge Tube

1. Internal Oil Filter

2. Oil Discharge Tube

1. Oil Discharge Tube 4. Pressure Relief Valve

2. O-Ring 5. Oil Pickup Tube 5. Place the new internal oil filter on the oil discharge
3. Internal Oil Filter 6. Stud On Oil Pickup Tube Bracket tube and the stud on the oil pickup tube bracket. Be
careful to avoid damaging the O-ring in the oil filter.

1. Remove the compressor from the unit if needed to 6. Install and tighten the nut that fastens the internal
access the oil sump. oil filter to the stud on the oil pickup tube bracket.

2. Remove the oil sump. 7. Install the oil sump.

3. Remove the nut that fastens the internal oil filter to 8. Install the compressor in the unit if it was removed.
the stud on the oil pickup tube bracket.
Figure 104. Remove Nut from Stud
Checking Compressor Oil
Pressure
The oil pressure at the oil pressure access port varies
with the suction pressure in the compressor. Therefore,
we need to calculate the “net oil pressure” to
determine the actual compressor oil pressure. The net
oil pressure is the pressure at the oil pressure access
port minus the suction pressure below the throttling
valve. Use the following procedure to check the
compressor oil pressure.
1. Attach a suitable oil pressure gauge to the oil
pressure access port on the compressor oil filter, or
to the oil pressure access port on the oil pump
cover.
2. Attach the low pressure gauge of a gauge manifold
to the fitting on the side of the throttling valve (or
suction valve adapter). This fitting allows you to
monitor the suction pressure in the compressor
below the throttling valve.
3. Start the unit and note the pressure at the oil
1. Stud On Oil Pickup Tube Bracket pressure access port and the suction pressure
below the throttling valve.
4. Remove the internal oil filter from the oil discharge 4. Subtract the suction pressure below the throttling
tube. valve from the pressure at the oil pressure access

82 TK 56433-5-MM-EN
 Refrigeration Service Operations

port to get the net oil pressure. kPa). If the net oil pressure is low, first check the
compressor oil level, then check the compressor oil
Pressure at Oil Pressure Access Port pump and relief valve.
– Suction Pressure Below Throttling Valve

= Net Oil Pressure

5. The net oil pressure should be at least 20 psig (138

TK 56433-5-MM-EN 83
Structural Maintenance
Unit and Engine Mounting Bolts Condenser, Evaporator, and
Check and tighten all unit and engine mounting bolts Radiator Coils
during scheduled maintenance inspections.Torque the
Clean the coils during scheduled maintenance
unit mounting bolts to 60 ft-lb (81 N•m). Torque the
inspections. Remove any debris (e.g., leaves or plastic
engine mounting bolts to 150 ft-lb (203 N•m).
wrap) that reduces the air flow. Clean dirty coils with
Figure 106. Unit and Engine Mounting Bolts compressed air or a pressure washer. Be careful not to
bend the fins when cleaning a coil. If possible, blow the
air or water through the coil in the direction opposite
the normal airflow. Repair bent fins and any other
noticeable damage.

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
N o t e : 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. See
(Figure 108, p. 85) for results. 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.
1. Check Bolts for Tightness • 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
Unit Inspection imbed debris in the coil that was only on the
surface. It is recommended to start with one of the
Inspect the unit during pretrip inspection and first three options before using compressed air if
scheduled maintenance inspections for loose or broken the non-air side is not accessible. The angle at
wires or hardware, compressor oil leaks, or other which the air should be directed at the coil should
physical damage which might affect unit performance not be less than 75 degrees (Figure 109, p. 85).
and require repair or replacement of parts.

84 TK 56433-5-MM-EN
 Structural Maintenance

• Power water sprayer may be used in pressures Figure 108. Coil after Wiping Right Hand Side with
under 600 psi. Water will work best when blown Cloth
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 (Figure 109, p. 85). The spray nozzle should
be kept between 1 inch and 3 inches (25 to 75
millimetres) from the coil surface.
Notes:
1. Chemicals to aid in cleaning WILL VOID
WARRANTY and are NOT RECOMMENDED.
2. In some instances, it 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.
Figure 109. Source Angle for Cleaning with Air or
3. Do not contact the coil with any hard
Water
vacuum nozzle, air nozzle, or any other tool.
This will damage the tubes of the coil.

NOTICE
Equipment Damage!
Failure to comply with above mentioned
guidelines will lead to a shortened life of
the equipment to an indeterminable degree.

Figure 107. Coil Before Cleaning

Defrost Drains
Clean the defrost drains during scheduled maintenance
inspections to verify the lines remain open.

Unit Installation
All nuts that hold the unit to the trailer are accessible
using an impact wrench with a 10 inch (25 cm)
extension, ball-type swivel, and a deep-well socket.
N o t e : The nuts for mounting the unit should be elastic
stop nuts (Nylock type).

Defrost Damper
This unit uses a defrost damper that is actuated by a
damper gear motor. The damper door is attached
directly to the damper gear motor shaft to simplify the
linkage.

TK 56433-5-MM-EN 85
Structural Maintenance

Figure 110. Evaporator Blower Housing • Alarm Code 29 is recorded if the damper fails the
test.
Interface Board Test Mode
• This test is used to verify the damper will move.
• LED 31 Damper Door Open and LED 32 Damper
Door Close illuminate as required.
• The initial (breakaway) current draw occurs over a
very short period of time and cannot be accurately
measured. Once the motor is running, the current
draw should not exceed 0.8 amps.
• A technician must visually verify the damper will
move.

Troubleshooting Defrost Damper

A problem with a damper will usually generate Alarm
Code 29 or Alarm Code 30.
Alarm Code 29 – Check Defrost Damper Circuit
Alarm Code 29 indicates that the amp draw on the
1. Damper Stop 3. Damper Gear Motor
damper gear motor circuit was out of the expected
2. Damper Door (Open) 4. Scroll Panel range.
1. Visually check the damper door to see that is not
The unit is equipped with a base controller that damaged and is attached to the damper gear motor
contains a a damper gear motor drive to control the shaft.
damper gear motor. The base controller used in trailer 2. Use the Interface Board Mode to see if the damper
units without the damper gear motor will not work with moves. Verify LED 31 Damper Door Open and LED
the damper gear motor. Make sure to order the correct 32 Damper Door Close illuminate as required.
base controller if it is being replaced.
3. Check the continuity of the GMRED and GMBLK
The defrost damper is open when the unit is in Cool or circuits from the J15 connector on the base
Heat, and closes when the unit is in Defrost. To close, controller to damper gear motor.
the damper gear motor moves the damper door down
4. Disconnect the damper gear motor harness from
until it contacts the top of the scroll panel. To open, the
the main harness at the J16 connector near the
damper gear motor moves the damper door up until it
damper motor. Check the resistance of the damper
contacts the damper stops.
gear motor between pins 1 and 2 in connector on
Alarm Code 29 – Check Defrost Damper Circuit and the damper gear motor harness. The resistance
Alarm Code 30 – Defrost Damper Stuck are associated should be 4 to 5 ohms. If the resistance is out of this
with the defrost damper. range, check the continuity of the wires from the
• Alarm Code 29 is set during the Pretrip Test if the connector to the damper gear motor. If these wires
controller senses a fault in the damper gear motor have good continuity, the damper gear motor is
operation. probably defective.
• Alarm Code 30 is set any time the controller tries to Alarm Code 30 – Defrost Damper Stuck
move the damper and the damper gear motor 1. Visually check the damper door to see that is not
draws excessive current for a specified time. damaged, stuck, or frozen in place.
In some conditions, such as when the unit is turned off, 2. Use the Interface Board Mode to see if the damper
the damper is left in the last position to minimize moves. Verify LED 31 Damper Door Open and LED
operation and wear on the damper gear motor. 32 Damper Door Close illuminate as required.
3. Check the continuity of the GMRED and GMBLK
Testing Defrost Damper
circuits for a short to ground.
The damper operation can be tested as part of the 4. Disconnect the damper gear motor harness from
Pretrip Test, or by using the Interface Board Test Mode. the main harness at the J16 connector near the
Pretrip Test damper motor. Check the resistance of the damper
• Closes then opens the damper gear motor between pins 1 and 2 in connector on
the damper gear motor harness. The resistance
• Checks amp draw while damper moving should be 4 to 5 ohms. If the resistance is out of this
range, check the continuity of the wires from the

86 TK 56433-5-MM-EN
 Structural Maintenance

connector to the damper gear motor. If these wires 10. Replace the evaporator access panels that were
have good continuity, the damper gear motor is removed to access the damper gear motor and
probably defective. damper door.

Replacing Damper Gear Motor Condenser and Evaporator Fan

1. Remove the evaporator access panels as necessary
to access the damper gear motor and damper door.
Location
2. Remove the two bolts that attach the damper door When mounting the condenser or evaporator fan and
to the damper door shaft. hub assembly on the fanshaft, the blowers and inlet
orifices must be properly aligned for proper air flow
Figure 111. Removing Damper Door and Gear and to prevent damage to the blower.
Motor
Condenser Inlet Orifice Alignment
1. Loosen the condenser inlet orifice on the condenser
coil bulkhead.
2. Center the inlet orifice in the condenser blower and
tighten the inlet orifice mounting hardware to hold
the inlet orifice in this position.
3. Check the radial clearance of the blower by passing
a 0.09 in. (2.3 mm) gauge wire completely around
the circumference of the condenser orifice and the
condenser blower.
Figure 112. Condenser Inlet Orifice Alignment

1. Remove Bolts from Damper Door Shaft

2. Remove Bolts from Damper Gear Motor Shaft

3. Remove Screws from Damper Gear Motor (one not

shown)

3. Remove the two bolts that attach the damper door

to the damper gear motor shaft and remove
damper door.
4. Disconnect the damper gear motor harness from
the main harness.
5. Remove the three screws that attach the damper
gear motor to the evaporator blower housing and 1. Condenser Blower 4. Condenser Coil
Bulkhead
remove the damper gear motor. These screws are
located on the inside of the evaporator blower 2. Check Clearance with 5. Radial Clearance
housing. Wire

6. Place the new damper gear motor in position and 3. Inlet Orifice 6. Overlap 0.10-0.15 in.
fasten it to the evaporator blower housing with the (2.5-3.8 mm)
three screws.
7. Reconnect the damper gear motor harness to the Evaporator Fan Blower Alignment
main harness.
1. Loosen the inlet orifices on the sides of the blower
8. Place the damper door in position and fasten it to housing.
the damper gear motor shaft with the two bolts.
2. Center the blower wheel in the blower housing with
9. Fasten the damper door to the damper door shaft equal overlap on both inlet orifices. The overlap on
with the two bolts. each orifice should be approximately 0.15 in. (3.8
mm).
3. Tighten the hub pinch bolts that hold the blower

TK 56433-5-MM-EN 87
Structural Maintenance

wheel on the fan shaft to a torque of 13 ft-lb (18 N o t e : Make sure to avoid hitting the machined
N•m). surface of the shaft against the structure
4. Center the inlet orifices in the blower orifices. because that could cause damage, making it
Tighten the inlet orifices securely. difficult to remove/install the bearings and
create a starting point for further corrosion.
5. Check the radial clearance by passing a 0.187 in.
(4.75 mm) gauge wire completely around the Disassembly
circumference of the inlet rings and the blower
wheel. 1. Remove the snap ring from the condenser end.
2. Press the fan shaft out from condenser end to the
Figure 113. Evaporator Fan Location
evaporator end.
3. Remove the snap ring from the evaporator end.
4. Remove the bearings from the shaft by supporting
the bearing and tapping on the end of the shaft with
a soft hammer. Make sure to avoid damaging the
end of the shaft, which can make it difficult to
remove/install the bearings.
5. Remove the bearing from the 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.
Figure 114. Fan Shaft Assembly

1. Check Clearance with 4. Evaporator Blower

Wire

2. Blower Housing Sides 5. Radial Clearance

3. Inlet Orifices 6. Equalize Blower Inlet

Overlap

Fan Shaft Assembly

The unit is equipped with a fan shaft assembly that
contains special sealed bearings. The bearings should
be checked when the belt is replaced. Spin the fan shaft
with the belt removed and listen. Unusually loud
bearing noise indicates the fan shaft bearings should
be replaced.

Removal
1. Remove the fan drive belt. See “Fan Drive Belt” in 1. Snap Ring 6. Fan Shaft
the Engine Maintenance Chapter. 2. Bearing (Condenser 7. Bearing (Evaporator
2. Remove the mounting hardware for the upper End) End)
condenser inlet orifice and remove it. 3. Wave Washer 8. Wave Washer
3. Loosen the hub pinch bolts on the upper condenser 4. Housing 9. Washer
blower, slide the blower off the fan shaft and
remove it. Make sure to remove and keep the key. 5. Key

4. Loosen the hub pinch bolts on the evaporator

blower so it can slide on the fan shaft. Reassembly
5. Remove the fan shaft mounting bolts.
I m p o r t a n t : To prevent damage to the bearings, use
6. Remove the fan shaft while sliding the evaporator bearing drivers (or other suitable tools) on
blower off the end of the fan shaft. Make sure to the bearing races when installing the
remove and keep the key. bearings.
1. Install one of the bearings on the evaporator end of
the fan shaft.
88 TK 56433-5-MM-EN
 Structural Maintenance

2. Install the two washers on the evaporator end of the Figure 117. Fan Shaft Housing
fan shaft.
3. Install the wave washer on the evaporator end of
the fan shaft.
4. Install the other bearing on the evaporator end of
the fan shaft (with the washers between the two
bearings).
5. Install the snap ring on the evaporator end of the
fan shaft.
6. Use a wire brush in the machined bore in the
evaporator end of the housing to remove oxide and
other contaminants.
Figure 115. Fan Shaft Housing

1. Apply Loctite 7240 (Activator) to Machined Bore (Inner

Surface)

9. Apply a bead of Loctite 603 to the leading edge of

the machined bore in the evaporator end of the
housing and to the outer races of the bearings on
1. Use Wire Brush to Clean Bore the evaporator end of the fan shaft.
Figure 118. Fan Shaft Housing
7. Clean the machined bore in the evaporator end of
the housing and the outer races of the bearings on
the evaporator end of the fan shaft with Loctite 7063
cleaner. The cleaner needs to be sprayed on, wiped
down and then allowed to evaporate dry.
I m p o r t a n t : The cleaner must be allowed to
evaporate before the next step.
Figure 116. Fan Shaft and Housing

1. Apply Bead of Loctite 603 to Leading Edge of Machined

Bore

1. Clean Bore with Loctite 7063 Cleaner

2. Clean Outer Races with Loctite 7063 Cleaner

8. Apply Loctite 7240 (activator) to the machined bore

(inner surface) in the evaporator end of the housing
and allow it to dry by evaporation.

TK 56433-5-MM-EN 89
Structural Maintenance

Figure 119. Fan Shaft and Housing mounting hardware (see “Condenser Inlet Orifice
Alignment” above).
8. Install the fan drive belt. See “Fan Drive Belt” in the
Engine Maintenance Chapter.

Lower Condenser Blower

Assembly
The lower condenser blower assembly contains special
sealed bearings. The bearings should be checked when
the belt is replaced. Spin the lower condenser blower
with the belt removed and listen. Unusually loud
bearing noise indicates the lower condenser blower
bearings should be replaced.

Removal
1. Apply Bead of Loctite 603 to Leading Edge
1. Remove the fan drive belt. See “Fan Drive Belt” in
2. Apply Bead of Loctite 603 to Outer Races the Engine Maintenance Chapter.
2. Remove the mounting hardware for the lower
10. Insert the fan shaft and bearings into the evaporator condenser inlet orifice and remove it.
end of the housing. Make sure the bonding surfaces
3. Remove the hardware that fastens the blower
of the housing and bearings are well covered with
spindle to the spindle mounting bracket and
Loctite 603.
remove the lower condenser blower assembly.
N o t e : Loctite 603 and Loctite 7240 (activator) will
begin to bond within seconds upon contact. Disassembly
N o t e : Curing time for Loctite 603 is 6 hours when 1. Remove the snap ring.
Loctite 7240 (activator) has been used. Do not
install the fan shaft in the unit until the Loctite 2. Remove the spindle and wave washers from the
has cured. blower hub.

11. Install the wave washer on the condenser end of the 3. Remove the bearings from the blower hub with a
fan shaft. hammer and punch.

12. Install the bearing on the condenser end of the fan 4. Clean and inspect the parts, but do not clean the
shaft. bearings in solvent. Replace the parts that show
significant wear or damage.
13. Install the snap ring on the condenser end of the fan
shaft.

Installation
1. Make sure the key is in place in the evaporator end
of the fan shaft.
2. Install the fan shaft while sliding the evaporator
blower onto the end of the fan shaft.
3. Install and tighten the fan shaft mounting bolts.
4. Center the evaporator blower in the blower housing
with equal overlap on both inlet orifices and tighten
the hub pinch bolts (see “Evaporator Fan Blower
Alignment” above).
5. Make sure the key is in place in the condenser end
of the fan shaft.
6. Place the upper condenser blower on the fan shaft
and slide it into position to where its pulley is
aligned correctly with the other pulleys and tighten
the hub pinch bolts.
7. Install the upper condenser inlet orifice. Center it in
the upper condenser blower and tighten the

90 TK 56433-5-MM-EN
 Structural Maintenance

Figure 120. Lower Condenser Blower Assembly Removal

1. Remove the fan drive belt. See “Fan Drive Belt” in
the Engine Maintenance Chapter.
2. Remove the engine/cross shaft belt. See “Engine/
Cross Shaft Belt” in the Engine Maintenance
Chapter.
3. Loosen the pinch bolts on the cross shaft/fan pulley
and remove it from the cross shaft.
4. Loosen the pinch bolts on the cross shaft/engine
pulley and remove it from the cross shaft.
5. Mark one or both ends of the cross shaft housing to
identify which is the engine pulley end and which is
the fan pulley end.
6. Remove the cross shaft mounting bolts and remove
the cross shaft.

Disassembly
1. Spindle Mounting 5. Bearing
Bracket 1. Remove the snap rings.
2. Blower Spindle 6. Blower Hub 2. Remove the cross shaft from the housing by
tapping on either end of the cross shaft with a soft
3. Wave Washer 7. Snap Ring
hammer. Make sure to avoid damaging the end of
4. Blower Pulley 8. Blower the shaft, which can make it difficult to remove/
install the bearings.
N o t e : The engine pulley end of the cross shaft has a
Reassembly threaded hole in it, and the fan pulley end
I m p o r t a n t : To prevent damage to the bearings, use does not.
bearing drivers (or other suitable tools) on 3. Remove the bearing from the shaft by supporting
the bearing races when installing the the bearing and tapping on the end of the shaft with
bearings. a soft hammer.
1. Install the bearings in the hub. 4. Remove the bearing from the housing with a
2. Place the wave washers on the spindle. hammer and punch.
3. Insert the spindle and wave washers into the 5. Clean and inspect the parts, but do not clean the
blower hub. bearings in solvent. Replace the parts that show
significant wear or damage.
4. Install the snap ring.

Installation
1. Place the lower condenser blower assembly in
position and install the hardware that fastens the
blower spindle to the spindle mounting bracket.
2. Install the lower condenser inlet orifice. Center it in
the lower condenser blower and tighten the
mounting hardware (see “Condenser Inlet Orifice
Alignment” above).
3. Install the fan drive belt. See “Fan Drive Belt” in the
Engine Maintenance Chapter.

Cross Shaft Assembly

The unit is equipped with a cross shaft assembly that
contains special sealed bearings. The bearings should
be checked when the belt is replaced. Spin the cross
shaft with the belt removed and listen. Unusually loud
bearing noise indicates the cross shaft bearings should
be replaced.

TK 56433-5-MM-EN 91
Structural Maintenance

Figure 121. Cross Shaft Assembly 4. Place the cross shaft/engine pulley on the cross
shaft. Position it axially using block P/N 2042435
between the pulley and the cross shaft mounting
bracket and tighten the pinch bolts.
5. Make sure the key is in place in the fan pulley end of
the cross shaft.
6. Place the cross shaft/fan pulley on the cross shaft,
slide it into position to where it is aligned correctly
with the other pulleys and tighten the pinch bolts.
7. Install the engine/cross shaft belt. See “Engine/
Cross Shaft Belt” in the Engine Maintenance
Chapter.
8. Install the fan drive belt. See “Fan Drive Belt” in the
Engine Maintenance Chapter.

Idler Assemblies
The idler assemblies contains special sealed bearings.
1. Snap Ring 5. Cross Shaft The bearings should be checked when the belt is
replaced. Spin the idler pulley with the belt removed
2. Bearing 6. Key
and listen. Unusually loud bearing noise indicates the
3. Wave Washer 7. Engine Pulley End idler bearings should be replaced. The idler assembly
for the idler pulley in the engine/cross shaft belt is
4. Housing 8. Fan Pulley End
shown below. The other idler assemblies are similar.
See the appropriate Parts Manual.
Reassembly Figure 122. Typical Idler Assembly
I m p o r t a n t : To prevent damage to the bearings, use
bearing drivers (or other suitable tools) on
the bearing races when installing the
bearings.
N o t e : Place a thin layer of grease (Mobil 28 or its
equivalent) on the inner and outer bearing races
before assembly.
1. Install a bearing on the fan pulley end of the cross
shaft. The fan pulley end does not have a threaded
hole.
2. Install the snap ring on the fan pulley end of the
cross shaft.
3. Insert the cross shaft and bearing into the fan pulley
end of the housing.
1. Spindle 4. Idler Pulley
4. Install the wave washer on the engine pulley end of
the cross shaft. 2. Washer 5. Snap Ring

5. Install the other bearing on the engine pulley end of 3. Bearing

the cross shaft.
6. Install the snap ring on the engine pulley end of the Disassembly
cross shaft.
1. Remove the appropriate belt. See “Engine/Cross
Installation Shaft Belt” or “Fan Drive Belt” in the Engine
Maintenance Chapter.
1. Place the cross shaft in position. Make sure with the
engine pulley end is located on the engine/cross 2. Remove the snap ring and discard it.
shaft belt side. 3. Remove the idler pulley and bearings from the
2. Install and tighten the cross shaft mounting bolts. spindle.
3. Make sure the key is in place in the engine pulley 4. Remove the washers from the spindle and discard
end of the cross shaft. them.

92 TK 56433-5-MM-EN
 Structural Maintenance

5. Remove the bearings from the idler pulley with a 1. Install the bearings in the idler pulley.
hammer and punch. 2. Place new washers on the spindle.
6. Clean and inspect the parts, but do not clean the 3. Place the idler pulley and bearings on the spindle.
bearings in solvent. Replace the parts that show
significant wear or damage. 4. Install a new snap ring.
5. Install the belt. See “Engine/Cross Shaft Belt” or
Reassembly “Fan Drive Belt” in the Engine Maintenance
I m p o r t a n t : To prevent damage to the bearings, use Chapter.
bearing drivers (or other suitable tools) on
the bearing races when installing the
bearings.

TK 56433-5-MM-EN 93
Mechanical Diagnosis
CONDITION POSSIBLE CAUSE REMEDY

Engine will not crank Electrical problem Check and repair electrical system

Defective starter solenoid Replace solenoid

Defective starter Repair starter

Water in cylinders Check for hydrostatic lock. Remove 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 energized Check 8D and 8DP and CHF circuits and fuel solenoid
pull-in relay. Check that controller is configured for
the correct engine. Refer to appropriate
Microprocessor Diagnostic Manual.

Fuel solenoid defective or stuck Replace

Fuel injection pump defective Replace pump

Air heater defective Replace

No fuel or wrong fuel Fill with proper fuel

Fuel transfer pump defective Replace transfer pump

Air in fuel system Bleed air

Compression low Overhaul engine

Injection nozzles defective Replace nozzles

Incorrect timing Adjust timing

Air cleaner clogged Replace air filter

Exhaust plugged Clean exhaust

Engine stops after starting Air in injection pump Bleed fuel system

Fuel filter obstructed Replace filter element

Vent of fuel tank obstructed Unclog vent

Clogged fuel tank or fuel lines Clean fuel tank and fuel lines

High head pressure Eliminate cause of high head pressure

94 TK 56433-5-MM-EN
 Mechanical Diagnosis

CONDITION POSSIBLE CAUSE REMEDY

Engine does not develop full power Air intake system clogged Clean air intake system

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 filter Check for dirty filter or air in system

Air cleaner clogged Replace air filter

Delivery of fuel pump insufficient Repair pump

Injection pump timing off Adjusting timing

Injection nozzles defective Repair or replace nozzles

Worn injection pump plungers, delivery Repair or replace pump

valve defective, injection rate too low,
gum formations

Compression low or unbalanced Overhaul engine

Engine speed too high Misadjusted high speed solenoid Adjust high speed solenoid

Defective injection pump Repair injection pump

Engine fails to stop when unit is OFF Fuel solenoid defective Replace

Injection pump defective Replace pump

Engine knocks heavily Air in system Bleed fuel system

Wrong fuel Change fuel

Injection pump not timed Retime injection pump

Injection nozzles fouled or opening Clean, repair or replace injection nozzles

pressure too low

Delivery valve spring broken Replace spring or repair injection pump

Compression too low Overhaul engine

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

Oil pressure low Insufficient oil in pan Add oil

Faulty oil pressure switch Check oil pressure switch. Replace if necessary

Oil control valve defective Check oil pressure control valve

Worn oil pump, camshaft, main or Repair engine

connecting rod bearings, loose oil gallery
plug

TK 56433-5-MM-EN 95
Mechanical Diagnosis

CONDITION POSSIBLE CAUSE REMEDY

High oil consumption 10 hour engine break in running was not Run unit for 10 hours on high speed continuous run
successfully completed with trailer doors open as described in the “Unit Check
List” section at the end of the appropriate Installation
Manual

Oil leakage Check and eliminate possible causes at rocker arm

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 bore worn Have engine repaired and rebored. Replace broken
or scored piston rings

Clogged air cleaner system Unclog air cleaner

Engine Emits Excessive Smoke

White Smoke Black Smoke Blue Smoke

Fuel is not burning Excessive Fuel to Air Ratio Oil Consumption

• Air or water in fuel • Type of fuel used • Poor compression

• Incorrect timing • Cold engine • Defective valve seals
• Poor compression • Excessive load
• Faulty injectors • Clogged air intake system
• Faulty nozzles
• Poor compression
• Restricted exhaust
• Faulty injection pump

96 TK 56433-5-MM-EN
Refrigeration Diagnosis
Rapid cycling between cool and heat

Unit cools in heat and defrost cycle

Unable to hold vacuum in low side

Unable to pull vacuum in low side
Unit heats in refrigeration cycle

Unit not heating or defrosting

Unable to pump down system
Unit operating in a vacuum

Receiver sight glass empty

Suction line frosting back

SYMPTOM
High suction pressure

Unit not refrigerating

Low suction pressure

No suction pressure
High head pressure

Low head pressure

Noisy compressor
POSSIBLE CAUSES

• • • • 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 burned 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

• • • Liquid refrigerant entering compressor

TK 56433-5-MM-EN 97
Refrigeration Diagnosis
Rapid cycling between cool and heat

Unit cools in heat and defrost cycle

Unable to hold vacuum in low side

Unable to pull vacuum in low side
Unit heats in refrigeration cycle

Unit not heating or defrosting

Unable to pump down system
Unit operating in a vacuum

Receiver sight glass empty

Suction line frosting back

SYMPTOM
High suction pressure

Unit not refrigerating

Low suction pressure

No suction pressure
High head pressure

Low head pressure

Noisy compressor
POSSIBLE CAUSES

• • Restricted line on the low side

• • • • Restricted line on the high side

• • • • Restricted drier

• Defrost damper stays open

• • • Defrost damper stuck closed

• Evaporator fans stay running

• • • Evaporator fans not running

• Suction service valve back seated

• • • • • • • • Faulty three-way valve

• • • • • Faulty pilot solenoid

• • Loose or broken electrical connections

• • • • • Sensor out of calibration

• • • • Compound pressure gauge out of calibration

• Leaky receiver tank outlet valve

• Leaky bypass check valve

• Leaky condenser check valve

Faulty three-way condenser pressure bypass check

•
valve

• • • • • Faulty ETV

• • • • • Hot gas bypass valve stuck open or leaking

98 TK 56433-5-MM-EN
Refrigeration Diagrams
Cool Cycle

TK 56433-5-MM-EN 99
Refrigeration Diagrams

1. Compressor 18. Equalizer Line

2. Discharge Service Valve 19. Distributor

3. Discharge Vibrasorber 20. Evaporator Coil

4. Discharge Line 21. Suction Line

5. Three-Way Valve 22. Accumulator

6. Three-Way By-pass Check Valve 23. Suction Vibrasorber

7. Condenser Coil 24. Suction Service Valve

8. Condenser check valve 25. Hot Gas Bypass Solenoid

9. High Pressure Relief Valve 26. Pilot Solenoid

10. Receiver Tank 27. Hot Gas Line

11. Sight Glass 28. Defrost Pan Heater

12. Receiver outlet valve 29. Bypass Check Valve

13. Liquid Line 30. Bypass Service Valve

14. Drier 31. Electronic Throttling Valve

15. Heat Exchanger 32. Suction Solenoid

16. Expansion Valve 33. Discharge Transducer

17. Feeler Bulb

100 TK 56433-5-MM-EN
 Refrigeration Diagrams

Heat/Defrost Cycle

TK 56433-5-MM-EN 101
Refrigeration Diagrams

1. Compressor 18. Equalizer Line

2. Discharge Service Valve 19. Distributor

3. Discharge Vibrasorber 20. Evaporator Coil

4. Discharge Line 21. Suction Line

5. Three-Way Valve 22. Accumulator

6. Three-Way By-pass Check Valve 23. Suction Vibrasorber

7. Condenser Coil 24. Suction Service Valve

8. Condenser check valve 25. Hot Gas Bypass Solenoid

9. High Pressure Relief Valve 26. Pilot Solenoid

10. Receiver Tank 27. Hot Gas Line

11. Sight Glass 28. Defrost Pan Heater

12. Receiver outlet valve 29. Bypass Check Valve

13. Liquid Line 30. Bypass Service Valve

14. Drier 31. Electronic Throttling Valve

15. Heat Exchanger 32. Suction Solenoid

16. Expansion Valve 33. Discharge Transducer

17. Feeler Bulb

102 TK 56433-5-MM-EN
Diagram Index
The following table lists the diagrams that are relevant The diagrams are available on TSA Info Central and in
to this unit. the SLXi-DRC Diagrams Manual TK 56504.

Drawing No. Drawing Title

3E31534 Schematic Diagram

2E98198 Wiring Diagram

TK 56433-5-MM-EN 103
Thermo King – by Trane Technologies (NYSE: TT), a global climate innovator – is a worldwide leader in sustainable
transport temperature control solutions. Thermo King has been providing transport temperature control solutions
for a variety of applications, including trailers, truck bodies, buses, air, shipboard containers and railway cars since
1938. For more information, visit www.thermoking.com or www.tranetechnologies.com.

Thermo King has a policy of continuous product and product data improvements and reserves the right to change design and specifications
without notice. We are committed to using environmentally conscious print practices.

TK 56433-5-MM-EN 01 Aug 2018

Supersedes TK 56433-5-MM-EN (August 2017) ©2020 Trane Technologies