Maintenance Manual: Self-Powered Truck Units

Maintenance Manual
Self-Powered Truck Units

T-500R
T-DAIRY
T-600R
T-800R
T-800R SPECTRUM
T-1000R
T-1000R SPECTRUM
T-1200R
T-1200R INTERMODAL
T-1200R SPECTRUM
UT-800
UT-1200
UT XTREME HIGH AMBIENT
UT SPECTRUM
TK 60484-1 (Rev. 6, 09-2016)
Ingersoll Rand Company Ltd. • Monivea Road • Mervue, Galway • Ireland

Recover Refrigerant
At Thermo King we recognise the need to preserve the environment and limit the potential harm to the ozone layer that
can result from allowing refrigerant to escape into the atmosphere.
We strictly adhere to a policy that promotes the recovery and limits the loss of refrigerant into the atmosphere.
In addition, service personnel must be aware of Federal regulations concerning the use of refrigerants and the certification
of technicians. For additional information on regulations and technician certification programmes, contact your local
THERMO KING dealer.
©2012-2016 Thermo King Ingersoll Rand Ltd., Monivea Road, Mervue, Galway • Ireland. All rights reserved.
Printed in Ireland.
The contents of this manual are the property of Thermo King and are copyrighted. No part of this document may be
reproduced or transmitted in any form or by an means, electronic or mechanical, for any purpose, without the express
written permission of Thermo King.
This maintenance manual is published for informational purposes only and the information should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King Europe should be
consulted. Information in this document is subject to change without notice.
Sale of product shown in this Maintenance Manual is subject to Thermo Kingís terms and conditions including, but
not limited to, the THERMO KING WARRANTY. Such terms and conditions are available on request.
The Thermo King warranty will not apply to any equipment which has been ìso repaired or altered outside the
manufacturerís plants as, in the manufacturerís judgment, to effect its stability.î
No warranties, express or implied, including warranties of fitness for a particular purpose or merchantability, or
warranties arising from course or dealing or usage of trade, are made regarding the information, recommendations
and descriptions contained herein. Manufacturer is not responsible and will not be held liable in contract or in tort
(including negligence) for any special, indirect or consequential damages, including injury or damage caused to
vehicles, contents or persons, by reason of the installation of any Thermo King product or its mechanical failure.
All other trademarks are the property of their respective owners.
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Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Engine ...........................................................................................................................................3-2
Belt Tension ..................................................................................................................................3-3
Engine Clutch ...............................................................................................................................3-4
Refrigeration System ....................................................................................................................3-5
Electrical Control System .............................................................................................................3-6
Fuses - (except T-500R/T-Dairy) .................................................................................................3-7
Fuses T-500R/T-Dairy ..................................................................................................................3-7
Electrical Components ..................................................................................................................3-8
Evaporator Fan Motors (UT-Series) .............................................................................................3-9
Electrical Standby T-Series (except T-500R/T-Dairy) (Model 50 Units Only) ...........................3-9
Electrical Standby UT-Series........................................................................................................3-10
Electrical Standby T-500R/T-Dairy..............................................................................................3-10
Electric Heater Strips (Optional) ..................................................................................................3-10
Maintenance Inspection Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Unit Models: T-Series (Except T-500R) and T-Series Spectrum Host ........................................4-2
Unit Models: T-Series Spectrum ..................................................................................................4-4
Unit Models: T-500R....................................................................................................................4-5
Unit Models: UT1200 and UT-800 ..............................................................................................4-7
Unit Models: UT1200 and UT-800 Remote Evaporators.............................................................4-9
Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
General Description ......................................................................................................................5-2
Design Features.............................................................................................................................5-2
Unit Options..................................................................................................................................5-3
Engine ...........................................................................................................................................5-3
Standard HMI Control Panel ........................................................................................................5-3
Mechanics HMI Control Panel .....................................................................................................5-4
Premium HMI Control Panel (Optional) ......................................................................................5-4
CYCLE-SENTRYTM Start/Stop System.....................................................................................5-4
Defrost ..........................................................................................................................................5-5
DAS - Data Acquisition System (Optional - except on T-500R/T-Dairy) ...................................5-5
Electric Standby (Model 50 Units Only) ......................................................................................5-5
Engine Compartment Components ...............................................................................................5-5
Unit Protection Devices ................................................................................................................5-6
Refrigeration System Components ...............................................................................................5-11
Single Temperature Refrigeration System Diagrams ...................................................................5-13
Multi-Temperature Refrigeration System Diagrams ....................................................................5-24
Operating Instructions Premium HMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Controller Description ..................................................................................................................6-3
Starting the Diesel Engine ............................................................................................................6-10
Starting the Electric Motor ...........................................................................................................6-10
Switching from Diesel to Electric (Premium HMI only) .............................................................6-10
Switching from Electric to Diesel (Premium HMI only) .............................................................6-11
Defrost ..........................................................................................................................................6-11
Selecting High Speed Lockout Mode (If Enabled).......................................................................6-12
Selecting CYCLE-SENTRY or Continuous Mode ......................................................................6-13
Using the Gauges Key .................................................................................................................. 6-13
Using the Sensors Key.................................................................................................................. 6-14
Using The Main Menu.................................................................................................................. 6-15
Main Menu Choices ..................................................................................................................... 6-16
Languages..................................................................................................................................... 6-16
Alarms .......................................................................................................................................... 6-18
Datalogger .................................................................................................................................... 6-21
Hourmeters ................................................................................................................................... 6-21
Mode............................................................................................................................................. 6-22
Pretrip ........................................................................................................................................... 6-26
Diesel/Electric Menu .................................................................................................................... 6-28
Adjust Brightness ......................................................................................................................... 6-29
Time.............................................................................................................................................. 6-30
Operating Instructions Standard HMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Controller Description .................................................................................................................. 7-2
Alarms .......................................................................................................................................... 7-13
Pretrip Test ................................................................................................................................... 7-14
Checking Truck HMI Control Panel Software Revision and Serial Number............................... 7-16
Electrical Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Alternator Charging System Diagnostic Procedures .................................................................... 8-2
Battery .......................................................................................................................................... 8-5
Fuses ............................................................................................................................................. 8-5
Smart FETs ................................................................................................................................... 8-8
SMART REEFER 2/3 (SR-2/3) Microprocessor Controller........................................................ 8-8
Expansion Module (SPECTRUM systems ONLY [T-Series SPECTRUM
and UT SPECTRUM]) ................................................................................................................. 8-9
Flywheel (RPM) Sensor ............................................................................................................... 8-10
Glow Plugs ................................................................................................................................... 8-11
Unit Wiring................................................................................................................................... 8-12
AC Components (Model 50 Units Only)...................................................................................... 8-12
Overload Relay ............................................................................................................................. 8-17
Engine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
EMI 2000...................................................................................................................................... 9-2
Engine Lubrication System .......................................................................................................... 9-2
Engine Air Cleaner (EMI 2000) ................................................................................................... 9-3
Crankcase Breather System .......................................................................................................... 9-3
Engine Cooling System ................................................................................................................ 9-5
Engine Fuel System ...................................................................................................................... 9-12
Adjust Engine Valve Clearance.................................................................................................... 9-29
Engine Mounts.............................................................................................................................. 9-32
Belts .............................................................................................................................................. 9-37
Refrigeration Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Evacuation, Dehydration, and Charging ...................................................................................... 10-3
Refrigerant Leaks ......................................................................................................................... 10-12
Refrigerant Charge ....................................................................................................................... 10-12
Checking Compressor Oil ............................................................................................................ 10-12
Refrigeration System Checks ....................................................................................................... 10-13
Low Side Pump Down.................................................................................................................. 10-14
R-404A/R-452A/R-134A ............................................................................................................. 10-14
Refrigeration System Component Locations................................................................................ 10-16
Accumulator Replacement ........................................................................................................... 10-22
Reciprocating Compressor Replacement (T-Series) .................................................................... 10-23
TKO Scroll Compressor (UT-Series) ........................................................................................... 10-25
Condenser Check Valve Test (Single Temperature Units Only) ................................................. 10-29
Condenser Check Valve and Purge Check Valve Test (T-500R/T-Dairy)...................................10-29
Condenser Check Valve, Purge Check Valve, and Receiver Tank Pressure Solenoid Leak
Test (Multi-Temp Units Only)......................................................................................................10-30
Condenser Inlet Solenoid (CIS) Test ............................................................................................10-31
Condenser/Radiator Coil Replacement.........................................................................................10-31
Dehydrator (Filter-Drier) Replacement ........................................................................................10-32
Discharge Pressure Regulator (DPR) Test....................................................................................10-32
Discharge Pressure Regulator (DPR) Replacement......................................................................10-30
Discharge Pressure Transducer Testing........................................................................................10-33
Discharge Pressure Transducer Replacement...............................................................................10-33
Discharge Strainer Test.................................................................................................................10-33
Discharge Strainer Replacement...................................................................................................10-34
Electronic Throttling Valve (ETV) Testing..................................................................................10-34
Electronic Throttling Valve (ETV) Replacement .........................................................................10-34
Evaporator Coil Replacement .......................................................................................................10-39
Expansion Valve Replacement .....................................................................................................10-40
Heat Exchanger Replacement .......................................................................................................10-41
High Pressure Cutout Switch (HPCO) Test..................................................................................10-41
High Pressure Cutout Switch (HPCO) Replacement....................................................................10-41
High Pressure Relief Valve Replacement.....................................................................................10-42
Hot Gas Bypass Solenoid (HGBS) Test .......................................................................................10-43
Hot Gas Solenoid (HGS) Test ......................................................................................................10-43
In-Line Check Valve Replacement...............................................................................................10-43
Liquid Injection Solenoid (LIS) Test............................................................................................10-44
Liquid Injection Solenoid (LIS) Replacement..............................................................................10-44
Liquid Line Solenoid (LLS) and Liquid Return Check Valve Test (Multi-Temp Units Only)....10-45
Low Pressure Cutout Switch (LPCO) Test (T-500R/T-Dairy Only)............................................10-45
Low Pressure Cutout Switch (LPCO) Replacement.....................................................................10-45
Purge Valve (PV) Test ..................................................................................................................10-46
Receiver Tank Pressure Check Valve Test...................................................................................10-46
Receiver Tank Pressure Solenoid (RTPS) Test (Multi-Temp Units Only) ..................................10-46
Receiver Tank Replacement .........................................................................................................10-47
Solenoid Valve Replacement........................................................................................................10-47
Suction Line Check Valve Test (Multi-Temp Units Only) ..........................................................10-48
Suction Line Solenoid (SLS) Test (Multi-Temp Units Only) ......................................................10-48
Suction Pressure Regulator (SPR) Test ........................................................................................10-49
Suction Pressure Regulator (SPR) Replacement ..........................................................................10-49
Suction Pressure Transducer Testing (UT-Series and T-Series except T-500R/T-Dairy) ...........10-50
Suction Pressure Transducer Replacement...................................................................................10-50
Throttling Valve Test....................................................................................................................10-50
Throttling Valve Replacement and Repair ...................................................................................10-50
Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Centrifugal Clutch.........................................................................................................................11-2
Clutch Maintenance ......................................................................................................................11-4
Structural Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
Unit and Engine Mounting Bolts ..................................................................................................12-2
Unit Inspection..............................................................................................................................12-2
Condenser, Evaporator and Radiator Coils...................................................................................12-2
Micro-Channel Coil Cleaning Recommendations ........................................................................12-2
Fan Location .................................................................................................................................12-4
Defrost Drains (UT-Series)...........................................................................................................12-4
Defrost Damper.............................................................................................................................12-4
Fanshaft Assembly........................................................................................................................12-5
Mechanical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
Electric Standby Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Refrigeration System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
Remote Evaporators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
Unit Description ........................................................................................................................... 16-2
Electrical Maintenance ................................................................................................................. 16-7
Structural Maintenance................................................................................................................. 16-7
Remote Evaporator System Diagnosis ......................................................................................... 16-7
Wiring Diagrams and Wiring Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
1 Introduction
ABOUT THIS MANUAL

The information in this manual is provided to assist owners, operators and service people in the proper upkeep and maintenance
of Thermo King units. Each unit family includes many specific models. When maintenance information differs between models
within a unit family, this manual uses specific unit model nomenclature. When maintenance information for specific models
within a unit family is the same, this manual uses unit family nomenclature.
THE MAINTENANCE INFORMATION IN THIS MANUAL COVERS MODELS:

Unit Family Specific Unit Models
T-1200R, T-1200R SPECTRUM, T-1000R, T-1000R SPECTRUM, T-800R, T-800R
T Series SPECTRUM, T-600R, T-500R
UT-Series UT-1200, UT SPECTRUM, UT-800, UT Xtreme High Ambient
T-Series UT-Series
T-500R 30 SR (901907) UT-800 30 SR3 200/1/60 (902131)
T-500R 50 SR (901908) UT-800 50 SR3 230/1/60 (902174)
T-500R 50 SR 400/3/50 (901911) UT-800 50 SR3 400/3/50 (902098)
T-600R 30 SR (901361) UT-800 50 SR3 460/3/60 (902133)
T-600R 50 SR (901420) UT-1200 50 SR3 200/1/60 (902099)
T-800R 30 SR (901423) UT-1200 50 SR3 230/1/60 (902173)
T-800R 50 SR (901424) UT-1200 50 SR3 400/3/50 (902079)
T-800R 50 SR 230/3/60 (901425) UT-1200 50 SR3 460/3/60 (902132)
T-800R 50 SR 400/3/50 (901426) UT-1200 SR3 400/3/50 R134A (903368)
T-1000R 30 SR (901427) UT-1200 SR3 230/3/60 R134A (903385)
T-1000R 50 SR 230/3/50 (901428) UT SPECTRUM 208V/3/60 (903360) 2 ZONE
T-1200R 30 SR (901432) UT SPECTRUM 400V/3/50 (903363) 2 ZONE
T-800R SPECTRUM 30 SR (901566) UT SPECTRUM 400V/3/50 (903382) 3 ZONE
T-800R SPECTRUM 50 SR 230/3/50 (901567)
T-800R SPECTRUM 50 SR 230/3/60 (901568)
T-800R SPECTRUM 50 SR 400/3/50 (901569)
T-1000R SPECTRUM SR (901571) 2 ZONE
T-1000R SPECTRUM 50 SR 230/3/50(901572) 2 ZONE
T-1000R SPECTRUM 50 SR 230/3/60 (901573) 2 ZONE
T-1000R SPECTRUM SR (901575) 3 ZONE
T-1000R SPECTRUM 50 SR 230/3/50(901576) 3 ZONE
T-1200R SPECTRUM 30 SR (901579) 2 ZONE
T-1200R SPECTRUM 30 SR (901579) 3 ZONE
T-1200R SPECTRUM 50 SR 400/3/50 (901583)3 ZONE
OTHER REFERENCE MANUALS
For detailed descriptions of Thermo King engines, compressors or temperature control systems, refer to the appropriate Thermo
King manual:
Operating Manuals
Self-Powered Truck Units T-500R, T-600R, T-800R, TK 60483
T-1000R, T-1200R, T-Series SPECTRUM
Self-Powered Undermount Truck Units UT-800, UT-1200, TK 60652
UT SPECTRUM
Parts Manuals
T-500R Parts Manual TK 55306
T-Dairy Parts Manual TK 55654
T-800R SPECTRUM Parts Manual TK 54566
UT-1200 Parts Manual TK 53568
UT-800 Parts Manual TK 55366
UT SPECTRUM Parts Manual TK 61416
Diagnosis, Installation, Overhaul and Refrigeration Maintenance Manuals
T-Series ST Installation Manual TK 54354
T-Series MT Installation Manual TK 54481
UT-Series Undermount Systems Installation Manual TK 60712
UT SPECTRUM Installation Manual TK 61415
Truck TSR Single Temperature Microprocessor Control TK 54843
System
Truck SR-3 Single Temp Diagnostic Manual TK 55208
Truck SR-2/SR-3 Multi Temp Diagnostic Manual TK 54293
Truck SR-2 Single Temp Diagnostic Manual TK 54292
Diagnosing TK Truck and Trailer Refrigeration Systems TK 60201
TK270, TK370 and TK 376 Engine Overhaul Manual TK 53163
Principles of Evacuation for Field Application TK 40612
Tool Catalog TK 5955
X214, X418, X426 and X430 Compressor Overhaul TK 6875
ElectroStatic Discharge (ESD) Training Guide TK 40282
Introduction 1-2
2 Safety Precautions
Thermo King recommends that all service be performed by a Thermo King dealer. However, you should be aware of several
general safety practices:
GENERAL PRACTICES
1. ALWAYS WEAR GOGGLES OR SAFETY GLASSES. Refrigerant liquid and battery acid can permanently damage the
eyes (see First Aid).
2. Never close the compressor discharge service valve with the unit operating. Never operate the unit with the compressor
discharge valve closed. This condition increases internal pressure, which can cause an explosion.
3. Keep your hands clear of the fans and belts when the unit is operating. This should also be considered when opening and
closing the compressor service valves.
4. Make sure the gauge manifold hoses are in good condition. Never let them come in contact with a belt, fan motor pulley, or
any hot surface.
5. Never apply heat to a sealed refrigeration system or container.
6. Fluorocarbon refrigerants, in the presence of an open flame or electrical short, produce toxic gases that are severe respiratory
irritants.
7. Make sure all mounting bolts are tight and are of the correct length for their particular application.
8. Use extreme caution when drilling holes in the unit. The holes may weaken structural components, and holes drilled into
electrical wiring can cause fire or explosion.
9. Use caution when working around exposed coil fins. The fins can cause painful lacerations.
10. Use caution when working with a refrigerant or refrigeration system in any enclosed or confined area with a limited air supply
(for example, a truck body or garage). Refrigerant tends to displace air and can cause oxygen depletion which may result in
unconsciousness or death from suffocation.
11. Use caution and follow the manufacturer’s suggested practices when using ladders or scaffolds.
AUTO START/STOP CONTROLS

Units equipped with a CYCLE-SENTRY Automatic Start-Stop system may start automatically at any time when the unit is on
and CYCLE-SENTRY is the selected mode. Be sure to turn the On/Off switch “Off” before opening unit service doors or
inspecting or working on any part of the unit.
BATTERY INSTALLATION AND CABLE ROUTING

1. Improperly installed battery could result in a fire or explosion! A Thermo King approved battery must be installed and
properly secured to the battery tray.
2. Improperly installed battery cables could result in fire or explosion! Battery cables must be installed, routed and secured
properly to prevent them from rubbing, chaffing or making contact with hot, sharp or rotating components.
3. Do not attach fuel lines or any additional wiring harnesses to the battery cables as this could cause an electrical fire!
4. Do not connect other manufacturer’s equipment or accessories to the Thermo King unit. This could result in severe damage
to equipment and void the warranty!
5. Set all unit electrical controls to the OFF position before connecting battery cables to the battery to prevent unit from starting
unexpectedly and causing personal injury.
6. Always wear protective clothing, gloves and eye wear when handling and installing batteries. Battery acid can cause serious
burns when exposed to eyes or skin. If battery acid contacts skin or clothing, wash immediately with soap and water. If acid
enters your eye, immediately flood it with running cold water for at least twenty minutes and get medical attention
immediately.
7. Always cover battery terminals to prevent them from making contact with metal components during battery installation.
Battery terminals grounding against metal could cause the battery to explode.
Safety Precautions 2-1

BATTERY REMOVAL
DANGER: Disconnect the negative battery terminal (-) first when removing a battery. Connect the
positive terminal (+) first when installing a battery.
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 battery, an explosion might occur, causing equipment
damage, serious injury, even death.
REFRIGERANT
General Information
When removing refrigerant from a unit, a recovery process that prevents or minimises refrigerant loss to the atmosphere is
required by law.
Do not use oxygen (O2 ) or compressed air for leak testing. Oxygen mixed with refrigerant is combustible.
Do not use a Halide torch. When a flame comes in contact with refrigerant, toxic gases are produced. These gases can cause
suffocation, even death.
When a refrigerant is exposed to the atmosphere in the liquid state, it evaporates rapidly, freezing anything it contacts. If
refrigerant contacts the skin, severe frostbite can result.
First Aid
In the event of frost bite, the objectives of First Aid are to protect the frozen area from additional injury, to warm the affected
area rapidly, and to maintain respiration.
• EYES: For contact with liquid, immediately flush eyes with large amounts of water and get prompt medical attention.
• SKIN: Flush area with large amounts of lukewarm (not hot) water. Do not apply heat. Remove contaminated clothing and
shoes. Wrap burns with dry, sterile, bulky dressing to protect from infection/injury. Get medical attention. Wash contaminated
clothing before reuse.
• INHALATION: Move victim to fresh air and use cardiopulmonary resuscitation or mouth-to-mouth ventilation if necessary.
Stay with victim until arrival of emergency medical personnel.
REFRIGERANT OIL
General Information
Observe the following precautions when working with or around synthetic or polyol ester refrigerant oil:
• Do not allow refrigerant oil to contact your eyes.
• Do not mix refrigerant oils because that can cause system damage.
• Do not allow prolonged or repeated contact with skin or clothing.
• To prevent irritation, you should wash thoroughly immediately after handling refrigerant oil. Rubber gloves are recommended
when handling polyol ester oil.
First Aid
• EYES: Immediately flush eyes with large amounts of water for at least 15 minutes while holding the eyelids open. Get prompt
medical attention.
• SKIN: Remove contaminated clothing. Wash thoroughly with soap and water. Get medical attention if irritation persists.
• INHALATION: Move victim to fresh air and restore breathing necessary. Stay with victim until arrival of emergency
personnel.
• INGESTION: Do not induce vomiting. Contact a local poison control center or physician immediately.

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

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

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

UNIT DECALS
Serial number decals, refrigerant type decals and warning decals appear on all Thermo King equipment. These decals provide
information that may be needed to service or repair the unit. Service technicians should especially read and follow the instructions
on all warning decals.
tkrsmd31
T-Series Refrigerant Decal Locations

1. Below the fuel filters, inside the engine access
door.
2. On the evaporator beside the expansion valve.
3. Beside the serial number plate on top of the unit
frame above the switch panel.
4. On the top of the condenser coil.
ARA2505
UT-Series Refrigerant Decal Locations

1. On accumulator tank.
2. On front of frame above compressor.
refdec-NT
Refrigerant Decal

2e24151g0
Warning Decals

3 Specifications
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Engine Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Refrigeration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Electrical Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Fuses - (except T-500R/T-Dairy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Fuses T-500R/T-Dairy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Evaporator Fan Motors (UT-Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Electrical Standby T-1000R/T-1200R/T-1000R Spectrum/T-1200R Spectrum (Model 50 Units
Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Electrical Standby T-600R/T-800R/T-800R Spectrum . . . . . . . . . . . . . . . . . . . . . . 3-9
Electrical Standby UT-Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Electrical Standby T-500R/T-Dairy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Electric Heater Strips (Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
ENGINE
Model:
T-500R/T-Dairy TK 270
T-600R, T-800R, RT-800R, T-800R SPECTRUM TK370
T-1000R,T-1000R SPECTRUM, T-1200R,T-1200R TK376 (Tier 2 Euro 4)
SPECTRUM,
UT-800, UT-1200, UT XTREME HIGH Ambient, UT TK376U
SPECTRUM
Fuel Type No. 3 Biofuel compatibility Max. B7
No. 2 Diesel fuel under normal conditions
No. 1 Diesel fuel is acceptable cold weather fuel
Oil Capacity:
T1200R, T1000R Crankcase & Oil Filter 11.0 liters Fill to full mark on dipstick
T1200R, T1000R w/Bypass Oil Filter 12.0 liters. Fill to full mark on dipstick
T-500R/T-Dairy Crankcase & Oil Filter 3.7 litres Fill to full mark on dipstick
T-500R/T-Dairy w/Bypass Oil Filter 4.0 litres. Fill to full mark on dipstick
T600R and T800R Crankcase & Oil Filter 8.5 liters Fill to full mark on dipstick
T600R and T800R w/Bypass Oil Filter 9.5 liters. Fill to full mark on dipstick
UT-Series w/Bypass Oil Filter 12.1 liters. Fill to full mark on dipstick
Oil Type API Classification CI-4 or better
(ACEA Rating E3 or better for Europe)
Oil Viscosity -10 C to 50 C: SAE 15W-40 (Synthetic)
-15 to 40 C: SAE 15W-40
-25 to 40 C: SAE 10W-40
-25 to 30 C: SAE 10W-30
-30 to 0 C: SAE 5W-40 (Synthetic)
Below -30 C: SAE 0W-30 (Synthetic)
Engine rpm:
T-Series Low Speed Operation 1650 ± 25 rpm
T-Series High Speed Operation (except T-500R/
2250 ± 25 rpm
T-Dairy)
T-500R/T-Dairy High Speed Operation 2300 ± 25 rpm
UT-800 Low Speed Operation 1450 ± 25 rpm*
UT-800 High Speed Operation 2200 ± 25 rpm
UT-1200/UT XTREME HIGH Ambient/UT
1625 ± 25 rpm*
SPECTRUM Low Speed Operation
UT-1200/UT XTREME HIGH Ambient/UT
2425 ± 25 rpm
SPECTRUM High Speed Operation
Engine Oil Pressure 138 to 345 kPa (20 to 50 psig) in low speed
276 to 414 kPa (40 to 60 psig) in high speed
Intake Valve Clearance 0.15 to 0.25 mm
Exhaust Valve Clearance 0.15 to 0.25 mm
Valve Setting Temperature 21 C
Fuel Injection Timing 16 ± 1 degrees BTDC
Injection Nozzle Pressure 12,300 to 13,300 kPa (1784 to 1929 psig)
Low Oil Pressure Switch/Sensor 69 ± 14 kPa (10 ± 2 psig) —shutdown
High Coolant Temperature Sensor 104 ± 3 C (220 ± 5 F)—shutdown
Engine Thermostat 71 C (160 F)
* UT series engine low speed setting, can dip too low when under load - if this occurs, please refer to Bulletin
SB 944 for more details
Specifications 3-2
ENGINE (CONTINUED)
Engine Coolant Type ELC (Extended Life Coolant), which is “RED”
Use a 50/50 concentration of any of the following
equivalents:
Chevron Dex-Cool
Texaco ELC
Havoline Dex-Cool®
Havoline XLC for Europe
Shell Dexcool®
Shell Rotella
Saturn/General Motors Dex-Cool®
Caterpillar ELC
Detroit Diesel POWERCOOL® Plus
CAUTION: Do not add “GREEN” or “BLUE-GREEN”
conventional coolant to cooling systems using “RED”
Extended Life Coolant. In an emergency deionized
water can be used but must be replaced with the
correct coolant as soon as possible.
Coolant System Capacity T-1200R, T-1000R 6.2 liters with coolant expansion tank
Coolant System Capacity T-800R, T-600R 5.7 liters with coolant expansion tank
Coolant System Capacity T-500R 5.7 liters with coolant expansion tank
Coolant System Capacity T-Dairy 5.7 liters with coolant expansion tank
Coolant System Capacity UT-Series 5.2 liters with coolant expansion tank
Coolant Expansion Tank Cap Pressure
T-Series 103 kPa (15 psig)
UT-Series 48kPa (7 psig)
BELT TENSION
Belt Tension No. Frequency Gauge P/N
on TK Gauge 204-1903
P/N 204-427
New (Hz) Run-In (Hz)
Water Pump Belt 40
Engine/Electric Motor (Jackshaft)
T-500R/T-Dairy 79 70-75
T-600R, T-800R, T-1000R, T-1200R 69 55-60
T-800R, T-1000R, T-1200R SPECTRUM 59 45-50
UT-Series 65-75
Electric Motor (Jackshaft)/Compressor
T-500R/T-Dairy 146 146
UT-Series 65-75
T-1000R
T-1200R
See page 9-33 thru’ 9-35 for details
T1000R SPECTRUM
T1200R SPECTRUM
Alternator (UT-Series only) 45-55

Note: Refer to relevant chapter for correct belt tension procedure.
Note: Most recent models of T-Series Units now generally use plates for setting the tension - see Chapter 9 for
correct belt tension procedures.
Specifications 3-3
ENGINE CLUTCH
Engagement 600 ± 100 RPM
Dynamic Torque 66 fT-lb (89.5 N•m) minimum @ 1600 RPM
Specifications 3-4
REFRIGERATION SYSTEM
Caution: Fluorinated Refrigerant gases should not be ventilated to atmosphere.
T-Series units from end of 2015 are available with R-404A or R-452A Refrigerants. Both of which comply with F-Gas
legislation revision 2014 (Regulation (EC) No 517/2014)
NOTE: Please take note of your refrigerant type (label on outside of unit), and make sure not to cross-contaminate.
Refrigerant GWP
R-404A 3922
R-452A 2140
Compressor Model
T-500R/T-Dairy, T-600R, T-800R, Thermo King X214 Deep Sump
T-1000R Thermo King X426 LSC5
T-1200R Thermo King X430 LSC5
UT-Series TK06 Scroll 6 HP
Refrigerant Charge
T-800R/T-1000R/T-1200R SPECTRUM (Host) 4.11 kg (9.06 lb) **
T-1200R, T-1000R 3.5 kg (7.7 lb) R-404A/R-452A
T-800R 3.2 kg (7 lb) R-404A/R-452A
T-600R 3.2 kg (7 lb) R-404A/R-452A
T-500R 2.5 kg (5.5 lb) R-404A/R-452A
T-Dairy 2.4 kg (5.3 lb) R-134A
UT-Series (Host) 4.11 kg (9.06 lb) **
*Compressor Oil Charge
T-Series (except T-500R/T-Dairy) 4.1 liters (4.3 quarts)
T-500R/T-Dairy 3.0 litres (3.2 quarts)
UT-Series 1.86 liters (1.97 quarts)
Ester base P/N 203-513 required for Reciprocating
Compressor Oil Type Compressor
Ester base P/N 203-516 required for Scroll Compressor
Suction Pressure Regulator Valve Setting:
T-500R/T-Dairy 190 to 210 kPa (28 to 31 psig)
T1000R 140 to 160 kPa (21 to 23 psig)
T800R 240 to 260 kPa (35 to 37 psig)
T600R 190 to 210 kPa (28 to 31 psig)
T1000R Spectrum 140 to 160 kPa (21 to 23 psig)
T800R Spectrum 240 to 260 kPa (35 to 37 psig)
Throttling Valve Setting:
T-Series and UT-Series 220 to 234 kPa (32 to 34 psig)
Discharge Pressure Regulator Valve Setting: Discharge Pressure Regulator Valve Setting
All Except UT XTREME HIGH Ambient 2413 ± 34 kPa (350 ± 5 psig)
UT XTREME HIGH Ambient 1276 ± 34 kPa (185 ± 5 psig)
High Pressure Cutout Switch R-404A/R-452A:
Open 3241 ± 48 kPa (470 ± 7 psig)
Close 2586 ± 262 kPa (375 ± 38 psig)
***High Pressure Cutout Switch R-134A: Open 2320 ± 70 kPa (337 ± 10 psig)
Close 1380 ± 140 kPa (200 ± 20 psig)
* When the compressor is removed from the unit, oil level should be noted or the oil removed from the
compressor should be measured. This is to be sure that the same amount of oil can be added before placing the
replacement compressor in the unit.
** See “Charging procedure for T-Spectrum & UT units. ” on page 10-10 for refrigerant charge calculation for
Multi-Temperature Self-Powered Truck units.
*** UT XTREME HIGH Ambient unit uses the same settings as the R404A/R452A units.
Specifications 3-5
ELECTRICAL CONTROL SYSTEM
Control System Voltage 12.5 Vdc
12 Volt,
Standard, Silver Calcium, AHr Rating - 75 AHrs, 640 Cold
Battery Cranking Amps at -18 C (0F) (ENCCA)
Option: EON - AHr Rating - 68 AHrs, 880Cold Cranking
Amps at -18 C (0F) (ENCCA)
Battery Charging System
T-Series (except T-500R/T-Dairy) 12 volt, 37 amp, brush type, Thermo King alternator
T-500R/T-Dairy 12 volt, 65 amp, brush type, Thermo King alternator
UT-800 12 volt, 65 amp, brush type, Thermo King alternator
T-800R SPECTRUM 12 volt, 65 amp, brush type, Thermo King alternator
T-1000R/T-1200R SPECTRUM 12 volt, 120 amp, brush type, Thermo King alternator
UT-1200/UT SPECTRUM 12 volt, 120 amp, brush type, Thermo King alternator
Voltage Regulator Setting 13.8 to 14.4 volts @ 25 C (77 F)
NOTE: Fuse F4 (Bypass resistor for Prestolite Alternator) must be removed for the Thermo King
Alternator.
Specifications 3-6
FUSES - (EXCEPT T-500R/T-DAIRY)
Fuse Size Function
F2 15A Power to On/Off Switch
F3 40A Fuel Sol Pull-In/Starter Circuit
None No Fuse - All Bosch and Thermo King Alternators
F4
2A 2A Fuse - All Prestolite Alternators
F5 40A Preheat Circuit
F6 15A Damper and High Speed Circuits
F7 2A 8XP Circuit - Controller On Feedback to HMI
F8 5A CAN Connector J12
F10 10A 8X Power (Install fuse in upper position)
F13 2A 8FC Circuit (Remote Lights)
F20 2A Alternator Sense
F21 60A Main Fuse (2 Circuit)
F25 7.5A HPCO/Run Circuit
F4 Remove fuse F4 for Model 30 units with Australian Bosch or Thermo King Alternators. Install fuse F4 for Model
50 units with Prestolite Alternator.
F10 When fuse F10 is installed in the upper position the On/Off keys on the HMI turn the unit on and off. When
fuse F10 is installed in the lower position the unit will start and run without the HMI control panel.
FUSES T-500R/T-DAIRY
Fuse Size Function
F1 5A 2P Circuit - Battery Power to TSD CAN Connector
F2 2A 8XP Circuit - Switch On Power to TSD CAN Bus
F3 2A 8FC Circuit - Remote Light
F5 7.5A HPCO/PHPCO Circuit
F7 40A Starter Solenoid Circuit
F8 15A Damper Solenoid Circuit
F11 10A 8X Circuit - Power From On Relay (K4) - Install fuse in upper position.
F13 15A High Speed (Throttle) Solenoid Circuit
F14
2A 2A Fuse - All Prestolite Alternators
F20 2A Battery Power to Alternator Sense Circuit
F11 When fuse F11 is installed in the lower position the On/Off keys on the TSD Control Panel turn the unit on and
off. When fuse F11 is installed in the upper position the unit will start and run without the TSD control panel.
F14 Remove fuse F4 for units with Australian Bosch or Thermo King Alternators. Install fuse F4 for units with
Prestolite Alternator.
Specifications 3-7
ELECTRICAL COMPONENTS
Component Current Draw (Amps) Resistance
at 12.5 Vdc (Ohms)
Glow Plugs (3) Each 4.3 2.3 ± 0.2
Fuel Solenoid: Pull In Coil 35 to 45 0.2 to 0.3
Hold In Coil 0.5 24 to 29
High Speed (Throttle) Solenoid 3.3 3.8
Damper Solenoid 5.7 2.2
Condenser Inlet Solenoid (CIS) 1.8 6.9
Hot Gas Solenoid (HGS) 1.1 11.3
Purge Valve (PV) 1.1 11.3
Liquid Injection Solenoid (LIS) (UT Only) 1.1 11.3
Hot Gas Bypass Solenoid (HGBS) (UT-Spectrum 0.8 15.6
Only)
Electronic Throttling Valve (ETV): (T-Series Only)
Coil A (Red [EVA] and Blue [EVB] Wires) — 20 to 35
Coil B (Black [EVC] and White [EVD] Wires) — 20 to 35
Starter Motor (No Load Bench Test) 90
Evaporator Fan Motors (Each) (T-500R/T-Dairy 7.0 to 7.6
Only)
Specifications 3-8
EVAPORATOR FAN MOTORS (UT-SERIES)
UTSE Evaporator: Number Used 3
Power Rating 0.17 hp (0.12 kW) each
RPM 2860
Full Load Current Each 9.2 amps each
Spectrum Evaporator (2 evaps used):

Number Used 6 (3 per evaporator unit)
RPM 2450
Full Load Current Each 7.0 amps/motor
ES800 (1 evap used):
Number Used 3
RPM 2450
Full Load Current Each 7.0 amps/motor
ELECTRICAL STANDBY T-1000R/T-1200R/T-1000R SPECTRUM/T-1200R SPECTRUM

(MODEL 50 UNITS ONLY)
Electric Motor and Overload Relay
Voltage/Phase/Frequency Horsepower Kilowatts rpm Full Load Overload Relay

(amps) Setting (amps)
230/3/50 10.0 7.5 1460 22.5 25
230/3/60 12.0 8.9 1750 28.8 32
400/3/50 10.0 7.5 1460 17.0 16
460/3/60 12.0 8.9 1750 14.4 16
ELECTRICAL STANDBY T-600R/T-800R/T-800R SPECTRUM


230/3/50 6.0 4.5 1460 17.0 19
230/3/60 7.2 5.4 1765 19.4 22
400/3/50 6.0 4.5 1460 9.8 11
460/3/60 7.2 5.4 1765 9.7 11
Specifications 3-9
ELECTRICAL STANDBY UT-SERIES
208/3/60 12 8.9 1735 31.4 32
220/3/50 10 7.5 1445 25.1 28
230/3/60 12 8.9 1750 28.8 32
400/3/50 10 7.5 1445 14.5 16
460/3/60 12 8.9 1750 14.4 16
ELECTRICAL STANDBY T-500R/T-DAIRY


230/3/50 6.0 4.5 1460 19.5 19
400/3/50 6.0 4.5 1460 9.8 11
ELECTRIC HEATER STRIPS (OPTIONAL)

Number 3
Watts 750 watts (each)
Resistance 71 ohms (each)
Standby Power Requirements

Supply Circuit Breaker:
T-500R/T-Dairy, T-600R, T-800R 200-230/3/50-60 30 amps
T-1200, T1000R, UT-Series 200-230/3/50-60 50 amps
All 380-460/3/50-60 20 amps
Extension Cord Size: Up to 50 ft—10 gauge (Up to 25 ft for UT-Series and
T-500R/T-Dairy)
50 to 75 ft—8 gauge
Specifications 3-10
4 Maintenance Inspection
Schedule
Unit Models: T-Series (Except T-500R) and T-Series Spectrum Host . . . . . . . . . . 4-2
Unit Models: T-Series Spectrum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Unit Models: T-500R. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Unit Models: UT-Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Unit Models: UT-Series Remote Evaporators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
UNIT MODELS: T-SERIES (EXCEPT T-500R) AND T-SERIES SPECTRUM HOST
The service technician is responsible for assessing the
condition of all parts & components found during any service
operation to be in a condition suitable for further operation
up to the next scheduled service. If parts not considered in
suitable condition they should be replaced.
SERVICE SERVICE
INSPECTION B SERVICE C SERVICE
A SERVICE Every 2000 hours Every 4000 hours
Every 1000 hours Or every 12 Or every 24
Or every 6 Months Months Months
(whichever comes (whichever comes (whichever comes
first) first) first) Check/Inspect/Adjust/Change/Replace
1.0 hr 2.5 hrs 3.75 hrs EDAC Labour standard
5.0 hrs For 24 months items
Engine & Unit Mechanical Items

Download ServiceWatch data-logger - Check alarm codes &
   take corrective action as required
Check HMI & Controller software revision -Upgrades not
  included
   Check fuel supply.
   Check engine oil level.
   Check engine coolant level.
*Check engine coolant level and protection, maintain protection
at -35'C (or lower if operating in very low ambients.)
   If using ELC coolant drain and refill every 12000 hrs or 60
months (whichever comes first)
   Inspect compressor, fan drive & water pump belts for condition
 Replace all belts at 4000hrs or 48 months
Inspect all belt tension devices & belt idler pulley for condition
   & correct operation
* Inspect clutch bearings & shoe wear when compressor drive
 belt is replaced.
   Check water pump seal for weep age and bearing serviceability.
   Perform Automatic Pre-Trip
   Listen for unusual noises, vibrations, etc.
Visually inspect exhaust system for leakage and abnormal smoke
   or particulate emissions.
  Check & adjust engine speeds (high and low speed).
  Change engine oil (hot) and oil filter
Inspect cyclonic air filter element - Dependent on operating
 conditions, assess fitness to continue to next service.
  Replace air filter
   Check air cleaner hose for security & damage.
   ****Drain fuel tank condensate water and assess fuel cleanliness
Check fuel tank fixings, fuel filler cap security, pipe fittings & air
   vent.
   Check external fuel pre-filter if fitted.
 Replace external fuel pre-filter if fitted.
  Inspect & clean fuel transfer pump inlet strainer
  Replace unit fuel filter
5* Test & Service fuel injection nozzles at 8,000 hours.
 Check condition of engine vibration mounts.
Maintenance Inspection Schedule 4-2

suitable condition they should be replaced.
SERVICE SERVICE
INSPECTION B SERVICE C SERVICE
A SERVICE Every 2000 hours Every 4000 hours
Every 1000 hours Or every 12 Or every 24
Or every 6 Months Months Months
first) first) first) Check/Inspect/Adjust/Change/Replace
5.0 hrs For 24 months items
Electrical
Check alternator connections for corrosion and clean and protect
 as required.
 Inspect alternator brushes
  Check evaporator damper system for correct operation
**Inspect battery terminals, and electrolyte level. ***If EON
   battery only inspect terminals
Check battery fixture. Remove clean and protect battery
  terminals. Wet cell batteries, check electrolyte specific gravity
Visually inspect all unit wire harness for damaged wires or
  connections. (Pay particular attention to interconnect harnesses)
 Check idler and fan shafts and electric motor bearings 24 months
  Check operating modes on electric standby.
Refrigeration
Visually inspect condenser/radiator & evaporator coils for
   damage & dirt ingress
   Check refrigerant level.
Leak test entire unit - or annually or as required for F-Gas control
  regulations
Check for correct suction & discharge pressures & when
  equipped operation of ETV. (For ETV check use service test
mode)
Check operating pressure on mechanical throttling valve units in
  heat cycle with higher than 15'C box temperature
Check compressor oil level and condition.(When returning to
  cool from heat cycle above)
Perform full series of pump down internal sealing point tests &
  compressor efficiency test.
* Replace refrigeration filter/dehydrator. This should also be
 performed whenever system is opened for service
* Replace compressor oil filter when compressor drive belt is
 replaced.
Structural & Vehicle Body
   Check all doors: operation & hardware security
Visually inspect unit for damaged, loose or broken skins, parts &
   fittings (includes air ducts and bulkheads)
Check all unit mounting bolts, external mounted equipment &
   wiring, hoses, fuel lines etc.
  Clean micro-channel condenser and radiator
Miscellaneous
* Check calibration of return and discharge sensors as per
   customers HACCP or annually.
   Check operation of all accessories
Check service records and ensure all service and warranty
   modifications have been completed. Upgrades not included.

*Do not mix antifreeze types.
** Wet cell battery may need to be topped up more regularly where unit is operating in high ambients for longer periods. Refer
to service bulletin for Silver Calcium Batteries
*** EON battery is maintenance free and does not require topping up of electrolyte.
**** If no drain plug is available in the fuel tank the tank manufacturer should provide clear instructions for fuel cleaning. For
fuel supplies taken from the truck tank the truck manufacturer's instructions should be adhered to.
5* Test and service the injector nozzles every 8,000hrs. The injector service may be required more frequently depending on the
type and specification of diesel fuel used.
Refer to the latest service bulletins for additional information.
UNIT MODELS: T-SERIES SPECTRUM

suitable condition, they should be replaced.
INSPECTION SERVICE SERVICE
A SERVICE B SERVICE C SERVICE
Every 1000 hours Every 2000 hours Every 4000 hours
Or every 6 Months Or every 12 Or every 24
(whichever comes Months Months
first) (whichever comes (whichever comes Check/Inspect/Adjust/Change/Replace
REMOTE EVAPORATOR (S)
Electrical
   Inspect wire harness for damaged wires or connections.
Check defrost operation, including drain heaters operation &
   defrost termination.
   Check fan motor start speed sequence and operation.
Refrigeration
Leak test remote evaporator & refrigerant lines - annually or as
  required for F-Gas control regulations
Operate the two/three zones in inverted operation to confirm the
  unit's ability to operate in reverse cycle for both zones.
Structural
  Check defrost drains for leaks and water flow
   Visually inspect unit for fluid leaks.
   Visually inspect unit for damaged, loose, or broken parts.
  Clean evaporator coils and defrost drains of loose debris
Operator Weekly / Pre-Trip Checks

Check fuel supply.
Check & adjust engine oil level.
Perform Automatic Pre-Trip
Listen for unusual noises, vibrations, etc.
Visually inspect unit for fluid leaks (coolant, oil, refrigerant)
Visually inspect unit for damaged, loose or broken parts (includes air ducts and bulkheads, if so equipped)

UNIT MODELS: T-500R
The service technician is responsible for assessing the condition

of all parts & components found during any service operation to
be in a condition suitable for further operation up to the next
scheduled service. If parts not considered in suitable condition
they should be replaced.
Or every 6 Or every 12 Or every 24 Check/Inspect/Adjust/Change/Replace
Months Months Months
first) first) first)

Download Remote Watch maintenance logger - Check alarm codes
   & take corrective action as required
Check HMI & Controller software revision - InstalI latest revision if
  customer approved or approved by Thermo King for upgrade.
   Check fuel supply.
 Check engine oil level.
  Check engine coolant level.
 Check & maintain coolant antifreeze at -35'C
  Inspect compressor, fan drive & water pump belts for condition
 Replace all belts every 4000hrs or every 48 months
Inspect all belt tension devises & belt idler pulley for condition &
   correct operation
 Check water pump seal for weep age and bearing serviceability.
   Perform Automatic Pre-Trip
   Listen for unusual noises, vibrations, etc.
Visually inspect exhaust system for leakage and abnormal smoke or
   particulate emissions.
Check engine oil pressure hot, on high speed - Minimum 276 kPa,
  2.76 bar, 40 psi.
  Check & adjust engine speeds (high and low speed).
  Change engine oil (hot) and oil filter
Inspect cyclonic air filter element - Dependent on operating condi-
 tions, assess fitness to continue to next service.
 Change air filter every 4000 hrs or 48 months
   Check air cleaner hose for security & damage.
   Drain fuel tank condensate water and assess fuel cleanliness
Check fuel tank fixings, fuel filler cap security, pipe fittings & air
   vent.
   * Check/Clean/Replace external fuel pre-filter if fitted.
  Inspect & clean fuel transfer pump inlet strainer
  Replace unit fuel filter
Electrical
Check alternator charge rate regulation voltage, maximum amper-
 age output and pre-heater amp draw.
 Inspect alternator bearings
Check defrost initiation and termination. Check evaporator fans
  function during defrost (fans should be stopped during defrost)
**Inspect battery terminals, and electrolyte level. ***If EON bat-
   tery only inspect terminals
Remove clean and protect battery terminals.
 Wet cell batteries, check electrolyte specific gravity

The service technician is responsible for assessing the condition
of all parts & components found during any service operation to
be in a condition suitable for further operation up to the next
scheduled service. If parts not considered in suitable condition
they should be replaced.
Or every 6 Or every 12 Or every 24 Check/Inspect/Adjust/Change/Replace
Months Months Months
first) first) first)
Visually inspect all unit wire harness for damaged wires or connec-
   tions.
 Check idler and electric motor bearings
  Check operating modes on electric standby.

Check fuel supply.

UNIT MODELS: UT-SERIES
The service technician is responsible for assessing the condition of

all parts & components found during any service operation to be in
a condition suitable for further operation up to the next scheduled
service. If parts not considered in suitable condition they should be
replaced.
INSPECTION SERVICE
A SERVICE B SERVICE
Every 1000 hours Every 2000 hours Check/Inspect/Adjust/Change/Replace
Or every 6 Months Or every 24 Months
(whichever comes first) (whichever comes first)
1.7 hr 3.5 EDAC Labour standard

Download ServiceWatch logger - Check alarm codes and system opera-
  tion and function & take corrective action as required
  Check HMI & Controller software revision -Upgrades not included
  Check fuel supply.
  Check engine oil level.
 Change engine oil (hot) and oil filter
*Check engine coolant level and protection, maintain protection at
  -35'C (or lower if operating in very low ambients.) If using ELC coolant
drain and refill every 12000 hrs or 60 months (whichever comes first)
Inspect compressor, fan drive & water pump belts for condition and ten-
  sion
 Replace all belts at 4000hrs or 24 months of belt operation.
Inspect all belt tension devices & belt idler pulley for condition & cor-
  rect operation
* Inspect clutch bearings & shoe wear when compressor drive belt is
 replaced.
  Check water pump seal for weep age and bearing serviceability.
  Perform Automatic Pre-Trip
  Listen for unusual noises, vibrations, etc.
Visually inspect exhaust system for leakage and abnormal smoke or par-
  ticulate emissions.
 Check & adjust engine speeds (high and low speed).
Inspect cyclonic air filter element - Dependent on operating conditions,
 assess fitness to continue to next service.
 Replace air filter
 Check air cleaner hose for security & damage.
****Drain fuel tank condensate water and assess fuel cleanliness where
 drain plug is available.
Check fuel tank fixings, fuel filler cap security, pipes and fittings & air
 vent.
 Check external fuel pre-filter if fitted.
 Replace external fuel pre-filter if fitted.
  Inspect & clean electric fuel pump inlet strainer
 Replace unit fuel filter
5* Test & Service fuel injection nozzles at 8,000 hours.

Electrical
Check alternator connections for corrosion and clean and protect as
  required.
 Inspect alternator brushes
Check defrost initiation and termination. Check evaporator fans function
 during defrost (fans should be stopped during defrost)
**Inspect battery terminals, and electrolyte level. ***If EON battery
  only inspect terminals. Also inspect main fuse connections.
Check battery fixture. Remove clean and protect battery terminals. Wet
 cell batteries, check electrolyte specific gravity
Visually inspect all unit wire harness for damaged wires or connections.
 (Pay particular attention to interconnecting harnesses)
 Check Electric motor bearings
  Check operating modes on electric standby. (50 models)
Refrigeration
Visually inspect condenser/radiator & evaporator coils for damage &
  dirt ingress
  Check refrigerant level.
Leak test entire unit - or annually or as required for F-Gas control regu-
 lations
 Check for correct suction & discharge pressures
Check all hoses and tubing for damage or leakage (Pay particular atten-
 tion to all interconnecting tubing)
Check operating pressure of mechanical throttling valve units in heat
 cycle with higher than 15?C box temperature
 Check operating pressure of DPR valve in heat cycle.
Visually check compressor oil level and condition.(When returning to
 cool from heat cycle above)
Perform full series of pump down internal sealing point tests & com-
 pressor efficiency test. (Refer to diagnostic manual for pump down pro-
cedure)
* Replace refrigeration filter/dehydrator. This should also be performed
 whenever system is opened for service

UNIT MODELS: UT-SERIES REMOTE EVAPORATORS
Electrical
  Inspect wire harness for damaged wires or connections.
Check defrost operation, including drain heaters operation & defrost ter-
  mination.
  Check fan motor start speed sequence and operation.
Refrigeration
Leak test remote evaporator & refrigerant lines - annually or as required
 for F-Gas control regulations
UT SPECTRUM Only - Operate the two/three zones in inverted
 operation to confirm the unit's ability to operate in reverse cycle for both
zones.
Structural
  Check defrost drains for leaks and water flow
  Visually inspect unit for fluid leaks.
  Visually inspect unit for damaged, loose, or broken parts.
  Clean evaporator coils and defrost drains of loose debris.
Structural & Vehicle Body
  Check all doors: operation & hardware security
Visually inspect unit for damaged, loose or broken skins, parts & fittings
  (includes air ducts and bulkheads)
Check all unit mounting bolts, external mounted equipment & wiring,
  hoses, fuel lines etc.
  Clean micro-channel condenser and radiator.
Miscellaneous
These procedures may be carried out as an addition to the standard
service procedures
* Check calibration of return and discharge sensors as per customers
 HACCP or annually. Also stand alone loggers if installed. Testing not
included as part of service time.
  Check operation of all accessories
Check service records and ensure all service and warranty modifications
  have been completed. Upgrades not included.

Check fuel supply.

5 Unit Description
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

Design Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Unit Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Standard HMI Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Mechanics HMI Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Premium HMI Control Panel (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
CYCLE-SENTRYTM Start/Stop System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Defrost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
DAS - Data Acquisition System (Optional - except on T-500R/T-Dairy) . . . . . . . 5-5
Electric Standby (Model 50 Units Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Engine Compartment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Unit Protection Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Refrigeration System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Single Temperature Refrigeration System Diagrams . . . . . . . . . . . . . . . . . . . . . 5-13
Multi-Temperature Refrigeration System Diagrams . . . . . . . . . . . . . . . . . . . . . . 5-24
GENERAL DESCRIPTION
The T-600, T-800, T-1000, T-1200R, UT-800, UT-1200 unit is a microprocessor based transport temperature control system
that uses the SR-2/SR-3 (UT-Series - SR-3 only) Truck HMI microcontroller to manage system functions.
The T-500R/T-Dairy is a microprocessor based transport temperature control system that uses the TSD Control Panel to
manage system functions.
The unit is a one-piece, fronT-mounted, diesel powered cooling and heating system designed for straight trucks. The unit
mounts on the front of a truck with the evaporator portion protruding into the box. It is designed for use with chlorine free
R-404A/R-452A refrigerant. The basic models provide the following:
Model 30:
Cooling and hot gas heating on engine operation.
Model 50:
Cooling and hot gas heating on engine operation and electric standby operation. Electric evaporator heaters are optional.
Engine power for the unit is provided by a diesel engine. Optional electric standby power (Model 50) is provided by an electric
motor. A clutch on the diesel engine isolates the engine during electric standby operation.
The continuous monitoring function of the SR-2/SR-3/TSD microprocessor optimizes the unit’s performance, reducing fuel
consumption and unit down time. The unit has a self check feature that can be run before the daily distribution route to identify
possible malfunctions.
The builT-in CYCLE-SENTRY, an exclusive Thermo King feature, automatically starts and stops the unit according to
temperature demands.
DESIGN FEATURES
• Microprocessor Controller, TSD/TSR-2/TSR-3
•Alarm Code Display
•Battery Voltage Display (not on TSD)
•Continuous System Monitoring
•Coolant Temperature Display (not on TSD)
•CYCLE-SENTRYTM Start/Stop Controls
•Engine and Electric (Model 50) Hour Display
•In-Cab Remote
•Smart Defrost
•Symbolic Controller Interface
•Unit Self Check-pretripping
•Remote Watch (TSD Only)
• Aerodynamic Thermo Plastic Recyclable Geloy Injection Molded Skins with In-mold Color
• Air Cleaner, Dry Type
• Alternator, 12 Volt, 37 Amp
• Alternator, 12 Volt, 65 Amp (T-500R/T-Dairy)
• Alternator, 12 Volt, 120 Amp (SPECTRUM, UT-Series)
• Automatic Phase Correction (Model 50)
• Bypass Oil Filter
• Coolant Expansion Tank
• Diesel/Electric Autoswitching (Model 50) (except T-500R/T-Dairy)
• Economy Mode (except T-500R/T-Dairy)
• Fahrenheit and Celsius Scales
• Fuel Filter, Spin On
• Whisper Kit
• Oil Filter, Full Flow
• Poly-V Stretchy Belt System with Quiet Channel Technology
• R-404A/R-452A Chlorine-free Refrigerant (except T-Dairy => R134A)
• Robotic Welded Steel Frame with E-Coating
• TK X214 deep sump Compressor (T-500R/T-Dairy, T-600R/T-800R/RT-800R/T-800R SPECTRUM)
• TK X426 Compressor (T-1200R/T-1000R)
• TK X430 Compressor (T-1200R/T-1200R SPECTRUM)
• TKO scroll compressor - 6hp/4.5 kW (UT-Series models).
• Self-tensioning Idler Pulley (except T-500R/T-Dairy)
• Stainless Steel Condenser and Evaporator Hardware
• TK270 Diesel Engine (T-500R/T-Dairy)
• TK370 Diesel Engine (T-600R/T-800R/RT-800R/T-800R SPECTRUM),
• TK376 Diesel Engine (T-1000R/T-1200R/T-1000R SPECRTUM/T-1200R SPECTRUM, UT-800, UT-1200/UT XTREME
HIGH
Ambient/UT SPECTRUM)
• Electric Evaporator fans (T-500R/T-Dairy only)
• Top Cover System
Unit Description 5-2

UNIT OPTIONS
• Body Mount HMI Enclosure Systems
• DAS (Data Acquisition System) (except T-500R/T-Dairy)
• Door Switch
• Electric Evaporator Heater
• Electric Standby Operation (Model 50)
• Hose Management System
• Rear Remote Control (flushmount)
• Remote Indicator Light
• Snow Cover (not available on T-500R/T-Dairy)
• Telematics
• EON Battery, 12 Volt, Dry Cell
ENGINE
Engine power for the T-1200R, T-1000R, T-1200R SPECTRUM, T-1000R SPECTRUM, and UT-Series is a three cylinder,
TK376/TK376U, a special clean and quiet diesel engine rated at 18.8 continuous horsepower (14.0 kW) at 2200 RPM, 18.9
continuous horsepower (14.1 kW) at 2250 RPM, and 19.6 continuous horsepower (14.6 kW) at 2425 RPM.
Engine power for the T-600R, T-800R, RT-800R and T-800R SPECTRUM is provided by the engine TK370 rated at 14.5
continuous horsepower (10.8 kW) at 2250 RPM. Engine power for the T-500R/T-Dairy is provided by the engine TK270 rated at 10.0
continuous horsepower (7.5 kW) at 2300 RPM. A belt drive system transfers energy to the compressor, unit fans and alternator.
ELC (Extended Life Coolant)

The maintenance interval for ELC is five years or 12,000 hours. A nameplate on the coolant expansion tank identifies units
with ELC (see “Safety Decals and Locations”). The new engine coolant, Texaco Extended Life Coolant, is Red instead of the
previous Green or Blue-Green coolants.
CAUTION: Do not add Green or Blue-Green coolants to cooling systems that use Red Extended Life
Coolants.
Note: The use of 50/50% pre-mixed ELC is recommended to ensure that deionized water is being used. If 100% full strength
concentrate is used, deionized or distilled water is recommended instead of tap water to ensure the integrity of the cooling
system is maintained.
Clutch
The centrifugal clutch engages fully at 600 ± 100 RPM on engine operation, constantly turning the compressor, alternator, and
fans at both high and low speed. The clutch isolates the engine from the belt drive system during electric standby operation on
Model 50 units.
Compressor
The T- Series units feature reliable four-cylinder reciprocating compressors. T-500R/T-Dairy, T-600R and T-800R - X214,
T-1000R - X426 and T-1200R - X430 compressors
The UT-Series features a TKO Scroll Compressor
STANDARD HMI CONTROL PANEL

The Standard HMI Control Panel (Human/Machine Interface) is used to operate the unit and display unit information. The
Control Panel is typically located in the vehicle driver's compartment and communicates with the base controller using a
connection on the interface board.
Standard HMI Control Panel

Premium HMI Control Panel
Standard HMI Control Panel - SPECTRUM
Premium HMI Control Panel - SPECTRUM
MECHANICS HMI CONTROL PANEL

The Mechanics HMI Control Panel is available as a hand held diagnostic tool. It is used on units with a Standard HMI Control
Panel if it is necessary to access the Maintenance Menu or the Guarded Access Menu to service the unit. Refer to the Truck Single
Temp Diagnostic Manual for more information about the Mechanics HMI Control Panel.
NOTE: The Mechanics HMI Control Panel and the Premium HMI Control Panel look the same and have the same
functionality. The Mechanics HMI Control Panel in enclosed in a protective housing.
Mechanics/Premium HMI Control Panel
PREMIUM HMI CONTROL PANEL (OPTIONAL)

The Premium HMI Control Panel is available as an option that replaces the Standard HMI Control Panel. It is used operate the
unit and display unit information. It also provides access to all the controller functions and menus. Refer to the relevant Truck
SR-2 Single Temp Diagnostic Manual for more information about the Premium HMI Control Panel.
CYCLE-SENTRYTM START/STOP SYSTEM

The CYCLE-SENTRY Start/Stop fuel saving system provides optimum operating economy.
WARNING: Turn the unit off by pressing the OFF key before opening doors or inspecting any part of the unit. The
unit can start at any time without warning if it has been turned on by pressing the ON key.
The CYCLE-SENTRY system automatically starts the unit on microprocessor demand and shuts down the unit when all
demands are satisfied.
The system monitors and maintains the compartment temperature, the engine block temperature, and battery charge levels at
a point where quick, easy starts are possible.

DEFROST
Frost will gradually build up on the evaporator coils as a result of normal operation. Periodically this frost must be melted to
prevent a loss of cooling and airflow.
Defrost is accomplished by passing hot refrigerant gas through the evaporator coil, thus melting the frost (or ice). Melted frost
drains out of the unit onto the ground through the drain tubes. The defrost damper closes during defrost to prevent warm air from
entering the cargo area. The optional electric heater strips are also energized in defrost during electric standby operation.
Defrost can be initiated at any time the evaporator coil temperature is below 5.5 C (42 F).
There are two methods of defrost initiation:
Microprocessor Controller
The Microprocessor Controller is programmed to automatically initiate timed and forced defrost cycles. It uses temperature
sensors to determine if forced defrost is required.
Manual Defrost
Manual Defrost allows the operator to initiate a defrost cycle by pressing the DEFROST key. See “Initiating a Manual Defrost
Cycle.”
DAS - DATA ACQUISITION SYSTEM (OPTIONAL - EXCEPT ON T-500R/T-DAIRY)

The DAS (Data Acquisition System) monitors and records the temperatures of (up to) six additional sensors. The sensors are
independent from the microprocessor controller and are normally located in the truck box to monitor load temperatures. DAS
data can be downloaded through a serial port to an IBM® PC compatible computer. WinTrac™ 4.0 (or higher) software is used
to view and analyze the data. Brief reports can be printed on a microprinter connected to the serial port.
ELECTRIC STANDBY (MODEL 50 UNITS ONLY)

The Electric Standby option allows the unit to be operated on either the diesel engine or external electric power.
DANGER: High voltage AC power is present whenever the unit is operating in the Electric mode and
whenever the unit is connected to external standby power. Voltages of this magnitude can be lethal. Exercise
extreme caution when working on the unit.
Standard Model 50 Features

The following features are standard equipment on units equipped with Electric Standby.
Automatic Diesel/Electric Selection
The unit will automatically switch to electric operation when a power cord is connected and the standby power is switched On.
Overload Relay
The overload relay is self-resetting.
Hot Gas Heat
Hot gas heat is utilized on all units.
Automatic Phase Correction
The control system features two motor contactors. This allows correct motor rotation regardless of phase rotation on the
incoming power.
Optional Model 50 Features

The following feature is available as an option on units equipped with Electric Standby.
• Electric Heater Strips

• Water Heat
ENGINE COMPARTMENT COMPONENTS

Coolant Expansion Tank
The coolant level and temperature are monitored by the base controller. If the coolant temperature becomes too high or the
level becomes too low, an alarm will occur and the engine will shut down.
The engine must have antifreeze protection to –34 C (–30 F). Check and add coolant in the expansion tank as needed.
CAUTION: Do not remove expansion tank cap while the coolant is hot.

CAUTION: Do not add Green or Blue-Green coolants to cooling systems that use Red Extended Life Coolants.
Engine Oil Dipstick: Use the engine oil dipstick to check the engine oil level.
Receiver Tank Sight Glass: The receiver tank sight glass is used to assist in checking the amount of refrigerant in the system.
Compressor Oil Sight Glass: The compressor oil sight glass is used to check the relative level of compressor oil in the
compressor sump.
UNIT PROTECTION DEVICES

High Pressure Cutout Switch (HPCO): This normally closed switch monitors the discharge pressure at the compressor. It
opens on high discharge pressure to shut the unit down to prevent damage.
Low Pressure Cutout Switch (LPCO): This normally closed switch monitors the suction pressure at the compressor. It
opens on low suction pressure to shut the unit down to prevent damage.
Suction Pressure Regulator (SPR): This component is a mechanical control device used to limit the suction pressure to
the compressor. The valve controls suction pressure based on the actual system pressure.
Electronic Throttling Valve (ETV): (T-1200R, T-1200R SPECTRUM):
This component is an electromechanical control device used to limit the suction pressure to the compressor. The valve is
controlled by the microprocessor controller.
Engine Oil Pressure Switch/Sensor: The engine oil pressure switch/sensor is located on the filter head above the bypass
oil filter. Engine oil pressure should rise immediately on starting. If engine oil pressure drops below 10 ± 2 psig (69 ± 14 kPa),
the switch/sensor signals the microprocessor to stop the engine.
Preheat Buzzer: The preheat buzzer sounds when the CYCLE-SENTRYTM system energizes the glow plugs. This should warn
anyone near the unit that the CYCLE-SENTRYTM system is about to start the diesel engine.
Coolant Temperature Sensor (UT-Series and T-500R/T-Dairy)): This sensor provides an engine coolant temperature
input to the microprocessor. If the engine coolant temperature is too high, the controller stops the unit and records an alarm.
Battery Fuse (UT-Series): The battery fuse is a 60 amp fuse that protects the 2 circuit. It is located in a fuse holder in the 2
wire near the battery.
Low Oil Level Sensor: The low oil level sensor detects if the oil drops below a certain level. If it stays below that level for a
specified time, the microprocessor will shut the unit down and record alarm code 66 (normal code when changing oil).
Compressor Temperature Sensor (UT-Series): This sensor provides a compressor temperature input to the
microprocessor. If the compressor temperature is too high, the controller stops the unit and records an alarm.
Electric Motor Overload Relay (Model 50): The overload relay protects the electric standby motor. The overload relay
opens the circuit from the contactor to the electric motor if the motor overloads for any reason and an alarm will occur. The relay
resets when the alarm code is cleared.
Fuses: Sizes and functions are described in the Specifications section of this manual. T500R runs 3 electric evap fans. Independantly
fused.

UNIT COMPONENT IDENTIFICATION
AMA944
T-1200R Front View
2 3
1
4
5
1. Engine Oil Dipstick (on side of engine) 5. Alternator

2. Engine 6. Compressor
3. Coolant Expansion Tank 7. Dehydrator (Filter-Drier)
4. Electric Motor
T-Series Main Components (except T-500R/T-Dairy)

T-500R Front View
2 3
4
1. Coolant Expansion Tank 5. Dehydrator (Filter-Drier)

2. Engine 6. Compressor
3. Electric Motor 7. On/Off Switch
4. Alternator
Main Components T-500R/T-Dairy

Front View (UT-1200 Shown, UT-800, UT XTREME HIGH Ambient, and UT SPECTRUM Similar)
6
1 2 3
4
1. Accumulator 4. Compressor
2. Receiver Tank 5. Condenser/Radiator Coil
3. Filter/Drier 6. Fuel Filter/Water Separator
UT-Series Components, Front and Side Views (Panels Removed)

3
1. Compressor Pulley 3. Engine Clutch

2. Electric Motor Pulley
UT-Series Components, Rear View (Panels Removed)

REFRIGERATION SYSTEM COMPONENTS
The the refrigeration system is these units does not have a three-way valve. Instead, it uses a condenser inlet solenoid (CIS)
and a hot gas solenoid. Some of the main components are briefly described below.
Solenoids and Valves

Condenser Inlet Solenoid (CIS)
This valve stops the flow of refrigerant to the condenser. This solenoid is energized (closed) when the unit is operating in the
heat and defrost modes. This is a normally open valve.
Condenser Check Valve

This check valve prevents refrigerant from migrating from the receiver tank back into the condenser during the heat and defrost
modes.
Hot Gas Solenoid (HGS)

This valve is energized (open) in the heat and defrost modes. It allows hot gas to enter the evaporator coil. This is a normally
closed valve.
Electronic Throttling Valve (ETV) (T-1200R/T-1200R Spectrum)

This is an electronic valve that the microprocessor uses to control the suction pressure to the compressor. The ETV is a variable
position valve operated by a stepper motor. The ETV system also uses discharge and suction pressure transducers. The ETV is
not used if the unit is equipped with an SPR.
Suction Pressure Regulator (SPR) (T-500R/T-Dairy/T-Series Except T-1200R)

This component is a mechanical control device used to limit the suction pressure to the compressor. The valve controls suction
pressure based on the actual system pressure.
Receiver Tank Pressure Check Valve

This check valve allows hot gas to force the liquid refrigerant out of the receiver tank during the heat and defrost modes. It
prevents refrigerant from migrating from the receiver tank to the hot gas line during the cool mode.
Purge Valve (PV)

The purge valve is energized (open) in the purge mode (and in heat and defrost modes) to move the refrigerant out of the
condenser to ensure adequate refrigerant is available. This is a normally closed valve.
Purge Check Valve (T-500R/T-Dairy/T-Series Spectrum)

This check valve prevents refrigerant from migrating from the accumulator back into the condenser during the heat and defrost
modes.
Liquid Injection Solenoid (LIS)(UT-Series)

This valve helps control the temperature of the scroll compressor. It is energized or pulsed (open) when the scroll compressor
temperature exceeds a set value to inject liquid refrigerant directly into the compressor. The liquid refrigerant flashes to a gas to
effectively cool the compressor. This valve is normally closed.
Discharge Pressure Regulator (DPR)

This component is a mechanical control device used to maintain a minimum discharge pressure during heat and defrost. The
valve controls discharge pressure based on the actual system pressure.
Throttling Valve (UT-Series)

This component is a mechanical control device used to limit the suction pressure to the compressor.
Hot Gas Bypass Solenoid (HGBS) (UT SPECTRUM)

This normally closed valve helps regulate compressor suction pressure. If the suction pressure falls below a set limit, this valve
is energized (open) to allow high pressure refrigerant gas from the discharge line to flow into the suction line to raise suction
pressure to an acceptable level.
Receiver Tank Pressure Solenoid (RTPS) (T-800R SPECTRUM/T-1000R SPECTRUM/T-1200R SPECTRUM/UT

SPECTRUM)
This normally closed valve is energized (open) when any zone is operating in heat or defrost mode and the refrigerant
discharge pressure is low. It pressurizes the receiver tank to push stored liquid refrigerant into the system. This insures adequate
refrigerant is available to heat or defrost the zone.

Sensors, Switches, and Transducers
High Pressure Cutout Switch (HPCO)
This normally closed switch monitors the discharge pressure at the compressor. It opens on high discharge pressure to shut the
unit down to prevent damage.
Low Pressure Cutout Switch (LPCO) (T-500R/T-Dairy)

This normally closed switch monitors the suction pressure at the compressor. It opens on low suction pressure to shut the unit
down to prevent damage.
Discharge Pressure Transducer

This transducer supplies the discharge pressure at the compressor to the microprocessor. This information is used by the
microprocessor and software to determine the unit operating conditions. The discharge pressure transducer is used on units
equipped with an ETV. It is not used on units equipped with an SPR.
Suction Pressure Transducer

This transducer supplies the suction pressure at the compressor to the microprocessor. This information is used by the
microprocessor and software to determine the unit operating conditions and control the ETV. The suction pressure transducer is
used on units equipped with an ETV. It is not used on units equipped with an SPR.
Compressor Temperature Sensor (UT-Series)

This sensor supplies the compressor temperature to the microprocessor. This information is used by the microprocessor and
software to determine the unit operating conditions and control the LIS.
Discharge Pressure Transducer (UT-Series)

This transducer supplies the discharge pressure at the compressor to the microprocessor. This information is used by the
microprocessor and software to determine the unit operating conditions.

SINGLE TEMPERATURE REFRIGERATION SYSTEM DIAGRAMS
The following pages show the refrigeration system and examples of the refrigerant flow in the various
modes for T600/T800/T1000 and T1200R.
1. Compressor 13. Heat Exchanger

2. Compressor Sight Glass 14. Expansion Valve
3. Discharge Pressure Transducer 15. Distributor
4. High Pressure Cutout Switch (HPCO) 16. Evaporator Coil
5. Discharge Service Valve 17. Drain Pan Heater
6. Discharge Strainer 18. Accumulator
7. Condenser Inlet Solenoid (CIS) 19. Electronic Throttling Valve (ETV)
8. Condenser Coil 20. Suction Service Valve
9. High Pressure Relief Valve 21. Suction Pressure Transducer
10. Receiver Tank Sight Glass 22. Hot Gas Solenoid (HGS)
11. Receiver Tank Outlet Valve 23. Receiver Tank Pressure Check Valve
12. Dehydrator (Filter-Drier) 24. Condenser Check Valve
Refrigeration System Components T1200R

1. Compressor 14. Distributor
2. Compressor Sight Glass 15. Evaporator Coil
3. Discharge Service Valve 16. Drain Pan Heater
4. High Pressure Cutout Switch (HPCO) 17. Suction Access Port
5. Discharge Strainer 18. Accumulator
6. Condenser Inlet Solenoid (CIS) 19. Suction Pressure Regulator (SPR)
7. Condenser Coil 20. Suction Service Valve
8. High Pressure Relief Valve 21. Low Pressure Cutout Switch (LPCO)
9. Receiver Tank Sight Glass 22. Hot Gas Solenoid (HGS)
10. Receiver Tank Outlet Valve 23. Purge Check Valve
11. Dehydrator (Filter-Drier) 24. Purge Valve (PV)
12. Heat Exchanger 25. Receiver Tank Pressure Check Valve
13. Expansion Valve 26. Condenser Check Valve
Refrigeration System Components T-500R/T-Dairy

1. Scroll Compressor 14. Expansion Valve
2. Compressor Temperature Sensor 15. Distributor
3. Compressor Sight Glass 16. Evaporator Coil
4. Liquid Injection Solenoid (LIS) 17. Drain Pan Heater
5. High Pressure Cutout Switch (HPCO) 18. Accumulator
6. Discharge Service Port 19. Mechanical Throttle Valve
7. Condenser Inlet Solenoid (CIS) 20. Suction Service Valve
8. Condenser Coil 21. Suction Pressure Transducer
9. High Pressure Relief Valve 22. Hot Gas Solenoid (HGS)
10. Receiver Tank Outlet Valve 23. Discharge Pressure Regulator (DPR)
11. Receiver Tank Sight Glass 24. Purge Valve (PV)
12. Dehydrator (Filter-Drier) 25. Condenser Check Valve
13. Heat Exchanger
Refrigeration System Components UT-Series
Cool Mode
The refrigerant flow in Cool Mode is a conventional refrigeration cycle. High pressure refrigerant vapor leaves the compressor
and flows through the open CIS to the condenser where the refrigerant releases heat and condenses into high pressure liquid. The
liquid refrigerant flows through the condenser check valve, receiver tank, drier, heat exchanger, and the expansion valve into the
evaporator. There, liquid refrigerant absorbs heat as it evaporates into low pressure vapor. The refrigerant returns to the
compressor through the heat exchanger, accumulator, (and ETV - T-Series or SPR in T-500R/T-Dairy).

Solenoid and Check Valves T-Series (except T-500R/T-Dairy)
1. Condenser Inlet Solenoid (CIS)-Open/ De-energized
2. Condenser Check Valve-Open
3. Receiver Tank Pressure Check Valve-Closed
4. Hot Gas Solenoid (HGS)-Closed/ De-energized
4 1
Cool Mode T1200R
4 1
Cool Mode T600, T800 and T1000R

Solenoid and Check Valves (UT-Series)
2. Liquid Injection Solenoid (LIS)-Closed/ De-energized but the microprocessor will open it if necessary to control compressor
temperature.
4. Purge Valve (PV)-Closed/De-energized
5
2
Cool Mode UT-Series
Solenoid and Check Valves (T-500R/T-Dairy)

5. Purge Check Valve-Closed

6 1
Cool Mode T-500R/T-Dairy
Heat/Defrost Mode
T-Series (except T-500R/T-Dairy)

The refrigerant flow in Heat/Defrost Mode is a conventional hot gas heat cycle. The CIS is closed and the HGS is open so high
pressure refrigerant vapor leaves the compressor and flows through the HGS to the hot has line. Most of the refrigerant flows
through the hot gas line and the drain pan heater to the evaporator. There, the refrigerant heats the evaporator and returns to the
compressor through the heat exchanger, accumulator, and ETV. Some of the refrigerant flows through the receiver tank pressure
check valve and forces any liquid refrigerant out of receiver tank through the drier, heat exchanger, and expansion valve to the
evaporator.
From which it returns to the compressor through the heat exchanger, accumulator, (and ETV T-Series).
Solenoid and Check Valves

1. Condenser Inlet Solenoid (CIS)-Closed/ Energized
2. Condenser Check Valve-Closed
3. Receiver Tank Pressure Check Valve-Open
4. Hot Gas Solenoid (HGS)-Open/Energized

4 1
Heat/Defrost Mode T1200R

4 1
Heat/Defrost Mode T600, T800 and T1000R
T-500R/T-Dairy
pressure refrigerant vapor leaves the compressor and flows through the HGS to the hot has line. Most of the refrigerant flows
through the hot gas line and the drain pan heater to the evaporator. There, the refrigerant heats the evaporator and returns to the
compressor through the heat exchanger, accumulator, and SPR. Some of the refrigerant flows through the receiver tank pressure
check valve and forces any liquid refrigerant out of receiver tank through the drier, heat exchanger, and expansion valve to the
evaporator. From which it returns to the compressor through the heat exchanger, accumulator, and SPR.

3. Receiver Tank Pressure Check Valve-Open
4. Purge Valve (PV)-Open/Energized
5. Purge Check Valve-Closed
6 1
Heat/Defrost Mode T-500R/T-Dairy
UT-Series
pressure refrigerant vapor leaves the compressor and flows through the DPR (which maintains a minimum discharge pressure)
to the hot has line. The refrigerant flows through the hot gas line and the drain pan heater to the evaporator. There, the refrigerant
heats the evaporator and returns to the compressor through the heat exchanger, and accumulator.

temperature.

1
Heat/Defrost Mode UT-Series
Purge Mode (T-500R/T-Dairy)

Purge Mode is similar to Condenser Evacuation Mode in previous systems. It is used to move the refrigerant out of the
condenser into the accumulator when the unit shifts from Cool (or Null) to Heat. The unit goes into Purge Mode for 20 to 100
seconds before shifting to Heat. The ambient and return air temperatures determine the duration. Lower temperatures cause the
unit to stay in Purge Mode longer.
High pressure refrigerant vapor leaves the compressor and flows through the open CIS to the condenser. The PV is open so
most of the refrigerant flows from the condenser through the PV and the purge check valve to the accumulator. Some of the
refrigerant flows through the condenser check valve, receiver tank, drier, heat exchanger, expansion valve, and evaporator to the
accumulator. From the accumulator the refrigerant returns to the compressor through the SPR.

5. Purge Check Valve-Open

6 1
Purge Mode T-500R/T-Dairy
Purge Mode (UT-Series)

Purge Mode is similar to Condenser Evacuation Mode in previous systems. It is used to move the refrigerant out of the
condenser into the accumulator when the unit shifts from Cool (or Null) to Heat or Defrost. The unit goes into Purge Mode for
20 to 100 seconds before shifting to Heat or Defrost. The ambient and return air temperatures determine the duration. Lower
temperatures cause the unit to stay in Purge Mode longer.
High pressure refrigerant vapor leaves the compressor and flows through the open CIS and condenser to the receiver tank, The
PV is open so most of the refrigerant flows through the PV to the accumulator. Some of the refrigerant flows through the drier,
heat exchanger, expansion valve, and evaporator to the accumulator. From the accumulator the refrigerant returns to the
compressor.

temperature.

1
Purge Mode UT-Series

MULTI-TEMPERATURE REFRIGERATION SYSTEM DIAGRAMS
The following pages show the refrigeration systems and examples of the refrigerant flow in the various
modes for T-800R/T-1000R/T-1200R and UT SPECTRUM units. The examples show two zone systems.
The three zone systems are similar with a Zone 3 evaporator and its components added.
T-800R/T-1000R/T-1200R SPECTRUM Units

24 25 21
17 7
26
22
18 14 8
27
28 15 6
5
16
23 13 3 4
19
29
11 1
2
20
12
10 Normally Open
Normally Closed
1. Compressor (2-Cylinder in T-800R) 15. Suction Service Valve

2. Compressor Sight Glass 16. Suction Pressure Transducer
3. Discharge Pressure Transducer 17. Purge Check Valve (PCV)
4. High Pressure Cutout Switch (HPCO) 18. Purge Valve (PV)
5. Discharge Service Valve 19. Receiver Tank Pressure Solenoid (RTPS)
6. Discharge Strainer 20. Condenser Check Valve (CCV)
7. Condenser Inlet Solenoid (CIS) 21. Heat Exchanger - Remote
8. Condenser Coil 22. Expansion Valve - Remote
9. High Pressure Relief Valve 23. Distributor - Remote
10. Receiver Tank Sight Glass 24. Evaporator Coil - Remote
11. Receiver Tank Outlet Valve 25. Liquid Line Solenoid (LLS) - Remote
12. Dehydrator (Filter-Drier) 26. Liquid Return Check Valve (LRCV) - Remote
13. Accumulator 27. Suction Line Solenoid (SLS) - Remote
Suction Pressure Regulator (SPR) T-800R/T-1000R 28. Suction Line Check Valve (SLCV) - Remote
14.
Electronic Throttling Valve (ETV) T-1200R 29. Hot Gas Solenoid (HGS) - Remote
Refrigeration System Components T-800R/T-1000R/T-1200R SPECTRUM

Zone 1 Cool and Zone 2 Cool T-800R/T-1000R/T-1200R SPECTRUM Units
High pressure refrigerant vapor leaves the compressor and flows through the open CIS to the condenser where the refrigerant
releases heat and condenses into high pressure liquid. The liquid refrigerant flows through the CCV, receiver tank, and drier, into
the liquid lines.
The LLS1 is open so some of the refrigerant flows through the Zone 1 heat exchanger and expansion valve into the evaporator.
There, liquid refrigerant absorbs heat as it evaporates into low pressure vapor. The refrigerant returns to the compressor through
the heat exchanger, SLS1, suction line, SLCV1, accumulator, and SPR/ETV.
The LLS2 is also open so some of the refrigerant flows through the Zone 2 heat exchanger and expansion valve into the
compressor through the heat exchanger, SLS2, suction line, SLCV2, accumulator, and SPR/ETV.
Zone 1 Evaporator
1F. Zone 1 Liquid Line Solenoid (LLS1)-Open/ Energized
2F. Zone 1 Liquid Return Check Valve (LRCV1)-Closed
3F. Zone 1 Suction Line Solenoid (SLS1)-Open/ De-energized
4F. Zone 1 Suction Line Check Valve (SLCV1)-Open
5F. Zone 1 Hot Gas Solenoid (HGS1)-Closed/ De-energized
Zone 2 Evaporator
1R. Zone 2 Liquid Line Solenoid (LLS2)-Open/ Energized
2R. Zone 2 Liquid Return Check Valve (LRCV2)-Closed
3R. Zone 2 Suction Line Solenoid (SLS2)-Open/ De-energized
4R. Zone 2 Suction Line Check Valve (SLCV2)-Open
5R. Zone 2 Hot Gas Solenoid (HGS2)-Closed/ De-energized
Condensing Unit
7. Condenser Check Valve (CCV)-Open
8. Receiver Tank Pressure Solenoid (RTPS)-Closed/De-energized
10. Purge Check Valve (PCV)-Closed
Solenoid Delays
HGS Delay – When there is a requirement for the CIS valve to open (de-energize) and a HGS to close (de-energize), the HGS
will delay closing (de-energizing) for 5 seconds.

1F 10 6
2F
3F 9
4F
Zone 1
8
5F
1R
2R
3R
7
4R
Normally Open
Zone 2
Normally Closed
5R
Zone 1 Cool and Zone 2 Cool T-800R/T-1000R/T-1200R SPECTRUM Units

Purge Mode T-800R/T-1000R/T-1200R SPECTRUM Units
Purge Mode is used to move the refrigerant out of the condenser into the accumulator when the unit shifts from all zones in
Cool (or Null) to any zone in Heat. The unit goes into Purge Mode for 20 to 100 seconds before shifting to Heat. The ambient
and return air temperatures determine the duration. Lower temperatures cause the unit to stay in Purge Mode longer.
most of the refrigerant flows from the condenser through the PV and the PCV to the accumulator.
Some of the refrigerant flows through the CCV, receiver tank, and drier, into the liquid lines.
The LLS1 is open so some of the refrigerant flows through the Zone 1 heat exchanger, expansion valve, evaporator, SLS1,
suction line, and SLCV1, to the accumulator.
The LLS2 is also open so some of the refrigerant flows through the Zone 2 heat exchanger, expansion valve, evaporator, SLS2,
From the accumulator the refrigerant returns to the compressor through the SPR/ETV.
Zone 1 Evaporator
Zone 2 Evaporator
Condensing Unit
8. Receiver Tank Pressure Solenoid (RTPS)-Closed/ De-energized
10. Purge Check Valve (PCV)-Open
Solenoid Delays
Purge Mode delays the normal output of the CIS, HGS, and RTPS when the unit shifts from all zones in Cool (or Null) to any
zone in Heat.

1F 10 6
2F
3F 9
4F
Zone 1
8
5F
1R
2R
3R
7
4R
Normally Open
Zone 2
Normally Closed
5R
Purge Mode T-800R/T-1000R/T-1200R SPECTRUM Units

Zone 1 Cool and Zone 2 Heat T-800R/T-1000R/T-1200R SPECTRUM Units
The CIS is closed so high pressure refrigerant vapor leaves the compressor and flows into the hot gas lines.
The HGS2 is open so most of the refrigerant flows through it into the Zone 2 evaporator. There, the refrigerant heats the Zone
2 evaporator and condenses into high pressure liquid. Because the SLS2 is closed, the liquid refrigerant flows through the
LRCV2 and the liquid lines to the LLS1.
The LLS1 is open so the refrigerant flows through the Zone 1 heat exchanger and expansion valve into the Zone 1 evaporator.
There, liquid refrigerant absorbs heat as it evaporates into low pressure vapor. The refrigerant returns to the compressor
through the heat exchanger, SLS1, suction line, SLCV1, accumulator, and SPR/ETV.
Some of the refrigerant flows through the open RTPS and forces any liquid refrigerant out of receiver tank through the drier
and into the liquid lines, where it joins the liquid refrigerant going to the Zone 1 evaporator.
In the condensing unit, the CIS will open momentarily if necessary to control high discharge pressure. The PV is open
continuously during heat to drain the condenser coil.
Zone 1 Evaporator
5F. Zone 1 Hot Gas Solenoid (HGS1)-Closed/ De-Energized
Zone 2 Evaporator
2R. Zone 2 Liquid Return Check Valve (LRCV2)-Open
3R. Zone 2 Suction Line Solenoid (SLS2)-Closed/ Energized
4R. Zone 2 Suction Line Check Valve (SLCV2)-Closed
5R. Zone 2 Hot Gas Solenoid (HGS2)-Open/ Energized
Condensing Unit
6. Condenser Inlet Solenoid (CIS)-Closed/ Energized but the microprocessor will open it if necessary to control high discharge
pressure.
7. Condenser Check Valve (CCV)-Closed
8. Receiver Tank Pressure Solenoid (RTPS)-Open/Energized
Solenoid Delays
zone in Heat or Defrost.
CIS Delay – When there is a requirement for the CIS valve to close (energize) and a HGS to open (energize), the CIS will
delay closing (energizing) for 5 seconds.
SLS Delay – When there is a requirement for an SLS valve to close (energize), the SLS will delay closing (energizing) for 120
seconds.

1F 10 6
2F
3F 9
4F
Zone 1
8
5F
1R
2R
3R
7
4R
Normally Open
Zone 2
Normally Closed
5R
Zone 1 Cool and Zone 2 Heat T-800R/T-1000R/T-1200R SPECTRUM Units

UT SPECTRUM Unit
1. Scroll Compressor 17. Suction Pressure Transducer

2. Compressor Temperature Sensor 18. Discharge Pressure Regulator (DPR)
3. Compressor Sight Glass 19. Hot Gas Bypass Solenoid (HGBS)
4. Liquid Injection Solenoid (LIS) 20. Purge Check Valve (PCV)
5. High Pressure Cutout Switch (HPCO) 21. Purge Valve (PV)
6. Discharge Pressure Transducer 22. Receiver Tank Pressure Solenoid (RTPS)
7. Discharge Service Port 23. Condenser Check Valve (CCV)
8. Condenser Inlet Solenoid (CIS) 24. Heat Exchanger - Remote
9. Condenser Coil 25. Expansion Valve - Remote
10. High Pressure Relief Valve 26. Distributor - Remote
11. Receiver Tank Outlet Valve 27 Evaporator Coil - Remote
12. Receiver Tank Sight Glass 28. Liquid Line Solenoid (LLS) - Remote
13. Dehydrator (Filter-Drier) 29 Liquid Return Check Valve (LRCV) - Remote
14. Accumulator 30. Suction Line Solenoid (SLS) - Remote
15. Mechanical Throttling Valve 31. Suction Line Check Valve (SLCV) - Remote
16. Suction Service Valve 32. Hot Gas Solenoid (HGS) - Remote
Refrigeration System Components UT SPECTRUM

Zone 1 Cool and Zone 2 Cool UT SPECTRUM Units
High pressure refrigerant vapor leaves the compressor and flows through the open CIS to the condenser where the refrigerant
releases heat and condenses into high pressure liquid. The liquid refrigerant flows through the CCV, receiver tank, and drier, into
the liquid lines.
The LLS1 is open so some of the refrigerant flows through the Zone 1 heat exchanger and expansion valve into the evaporator.
There, liquid refrigerant absorbs heat as it evaporates into low pressure vapor. The refrigerant returns to the compressor through
the heat exchanger, SLS1, suction line, SLCV1, accumulator, and ETV.
The LLS2 is also open so some of the refrigerant flows through the Zone 2 heat exchanger and expansion valve into the
compressor through the heat exchanger, SLS2, suction line, SLCV2, accumulator, and ETV.
Zone 1 Evaporator
Zone 2 Evaporator
Condensing Unit
7. Liquid Injection Solenoid (LIS)-Closed/De-energized but the microprocessor will open it if necessary to control compressor
temperature.
9. Receiver Tank Pressure Solenoid (RTPS)-Closed/De-energized
12. Hot Gas Bypass Solenoid (HGBS)-Closed/De-energized but the microprocessor will open it if necessary to control suction
pressure.
Solenoid Delays
HGS Delay – When there is a requirement for the CIS valve to open (de-energize) and a HGS to close (de-energize), the HGS
will delay closing (de-energizing) for 5 seconds.

Zone 1 Cool and Zone 2 Cool UT SPECTRUM Units

Purge Mode UT SPECTRUM Units
Purge Mode is used to move the refrigerant out of the condenser into the accumulator when the unit shifts from all zones in
Cool (or Null) to any zone in Heat. The unit goes into Purge Mode for 20 to 100 seconds before shifting to Heat. The ambient
and return air temperatures determine the duration. Lower temperatures cause the unit to stay in Purge Mode longer.
most of the refrigerant flows from the condenser through the PV and the PCV to the accumulator.
Some of the refrigerant flows through the CCV, receiver tank, and drier, into the liquid lines.
The LLS1 is open so some of the refrigerant flows through the Zone 1 heat exchanger, expansion valve, evaporator, SLS1,
The LLS2 is also open so some of the refrigerant flows through the Zone 2 heat exchanger, expansion valve, evaporator, SLS2,
From the accumulator the refrigerant returns to the compressor through the ETV.
Zone 1 Evaporator
Zone 2 Evaporator
Condensing Unit
temperature.
9. Receiver Tank Pressure Solenoid (RTPS)-Closed/ De-energized
11. Purge Check Valve (PCV)-Open
12. Hot Gas Bypass Solenoid (HGBS)-Closed/ De-energized but the microprocessor will open it if necessary to control suction
pressure.
Solenoid Delays
zone in Heat.

Purge Mode UT SPECTRUM Units

Zone 1 Cool and Zone 2 Heat UT SPECTRUM Units
The CIS is closed so high pressure refrigerant vapor leaves the compressor and flows through the DPR (which maintains a
minimum discharge pressure) to the hot gas lines.
The HGS2 is open so most of the refrigerant flows through it into the Zone 2 evaporator. There, the refrigerant heats the Zone
2 evaporator and condenses into high pressure liquid. Because the SLS2 is closed, the liquid refrigerant flows through the
LRCV2 and the liquid lines to the LLS1.
The LLS1 is open so the refrigerant flows through the Zone 1 heat exchanger and expansion valve into the Zone 1 evaporator.
There, liquid refrigerant absorbs heat as it evaporates into low pressure vapor. The refrigerant returns to the compressor
through the heat exchanger, SLS1, suction line, SLCV1, accumulator, and ETV.
Some of the refrigerant flows through the open RTPS and forces any liquid refrigerant out of receiver tank through the drier
and into the liquid lines, where it joins the liquid refrigerant going to the Zone 1 evaporator.
In the condensing unit, the CIS will open momentarily if necessary to control high discharge pressure. The PV is open
continuously during heat to drain the condenser coil.
Zone 1 Evaporator
5F. Zone 1 Hot Gas Solenoid (HGS1)-Closed/ De-Energized
Zone 2 Evaporator
2R. Zone 2 Liquid Return Check Valve (LRCV2)-Open
3R. Zone 2 Suction Line Solenoid (SLS2)-Closed/ Energized
4R. Zone 2 Suction Line Check Valve (SLCV2)-Closed
5R. Zone 2 Hot Gas Solenoid (HGS2)-Open/ Energized
Condensing Unit
6. Condenser Inlet Solenoid (CIS)-Closed/ Energized but the microprocessor will open it if necessary to control high discharge
pressure.
temperature.
8. Condenser Check Valve (CCV)-Closed
9. Receiver Tank Pressure Solenoid (RTPS)-Open/Energized
12. Hot Gas Bypass Solenoid (HGBS)-Closed/De-energized but the microprocessor will open it if necessary to control suction
pressure.
Solenoid Delays
zone in Heat or Defrost.
CIS Delay – When there is a requirement for the CIS valve to close (energize) and a HGS to open (energize), the CIS will
delay closing (energizing) for 5 seconds.
SLS Delay – When there is a requirement for an SLS valve to close (energize), the SLS will delay closing (energizing) for 120
seconds.

Zone 1 Cool and Zone 2 Heat UT SPECTRUM Units

6 Operating Instructions
Premium HMI
Controller Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

Controller Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Keys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
The Premium Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Operating The Unit in Single Zone Control Mode (SPECTRUM). . . . . . . . . . . . . . . . . . . 6-5
Operating The Unit at a Single Temperature (SPECTRUM) . . . . . . . . . . . . . . . . . . . . . . . 6-5
Turning the Unit On and Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
If More Than One Language is Enabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Changing the Setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Changing the Setpoint (SPECTRUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Starting the Diesel Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Starting the Electric Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Switching from Diesel to Electric (Premium HMI only) . . . . . . . . . . . . . . . . . . . 6-10
Switching from Electric to Diesel (Premium HMI only) . . . . . . . . . . . . . . . . . . . 6-11
Defrost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Initiating a Manual Defrost Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Terminating a Defrost Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Selecting High Speed Lockout Mode (If Enabled) . . . . . . . . . . . . . . . . . . . . . . . 6-12
Selecting CYCLE-SENTRY or Continuous Mode . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Using the Gauges Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Using the Sensors Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Using The Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Main Menu Choices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Languages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Alarm Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Log Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Check Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Shutdown Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Prevent Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Alarm Code Notification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Clearing Alarm Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Displaying and Clearing Alarm Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Datalogger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Hourmeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Turn CYCLE-SENTRY On or Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Keypad Lockout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Start Sleep Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Selecting CYCLE-SENTRY or Continuous Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Selecting Sleep Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Pretrip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Pretrip Test Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Performing a Pretrip Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Diesel/Electric Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Adjust Brightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
CONTROLLER DESCRIPTION
The Premium Truck HMI (Human/Machine Interface) Control Panel is available as an option on TSR-2/3 Truck applications.
It is used to operate the unit, display unit information and access all TSR-2/3 Maintenance and Guarded Access Menus. The
Premium HMI Control Panel communicates with the base controller via the CAN (Controller Area Network) bus. It is connected
to the base controller via CAN Connector J14 on the interface board. The Premium HMI Control Panel is typically located in
the vehicle driver's compartment. It may be installed in the truck instrument panel using a DIN mounting ring or under the
instrument panel using an under dash mounting kit.
1 6 7 8 3
2 4
5
Premium HMI Control Panel Premium Display
ZIZI
Hard Keys
1. On Key
2. Off Key
3. Defrost
4. High Speed Lockout
5. Soft Keys
6. Box Temperature
7. Setpoint
8. Display
1 6 7 8 3
2 4
5 9 10
SPECTRUM - Premium HMI Control Panel Display

1. On Key
2. Off Key
3. Defrost
5. Zone 1 Soft Key
6. Box Temperature
7. Setpoints
8. Zone 2 Display
9. Zone 2 Soft Key
10. Menu Soft Key
The HMI control panel consists of a display and 8 touch-sensitive keys.

The display is capable of showing both text and graphics.
The keys on the left and right sides of the display are dedicated single function "hard" keys.
The four keys under the display are "soft" keys. The functions of these soft keys change depending on the operation being
performed. If a soft key is active the current key function is shown in the display directly above the key.
Operating Instructions Premium HMI 6-3

Controller Features
• Displays Box Temperature and Setpoint in Fahrenheit or Celsius
• Displays Engine Running and Motor Running Hourmeters
• Changes Setpoint
• Indicates Alarm Condition Exists
• Displays and Clears Alarms
• Selects and Indicates CYCLE-SENTRY or Continuous Mode Operation
• Selects and Indicates High Speed Lock-Out Operation
• Initiates and Indicates a Defrost Cycle
• Initiates and Indicates a Pretrip Test
• Sends a Start of Trip to the ServiceWatch data logger.
Display
The display presents information to the operator. This information includes setpoint and temperature, unit operating
information, gauge readings, temperatures and other information as selected by the operator.
The Premium Display of box temperature and setpoint is shown here. The CYCLE-SENTRY Icon in the upper right of the
display shows the unit is running in CYCLE-SENTRY (StarT-Stop) Mode. The unit has a setpoint of 35 F, and an actual box
temperature of 35.8 F. The down-pointing arrow at the left side of the display shows the unit is cooling.
The four keys under the display are termed "soft" keys. The functions of these keys change depending on the operation being
performed. The function of each soft key is shown by labels in the display located directly above each soft key. In the example
shown above, pressing the left soft key accesses the SETPOINT and pressing the right soft key accesses the MAIN MENU. The
other two soft keys access the GAUGES menu and SENSORS menu as shown by the labels above the keys.
Keys
Hard Keys
The keys on either side of the display are dedicated or "hard" keys. Their function always remains the same.
Soft Keys
Soft Key Description

The four "soft" keys under the display are multi-purpose keys. Their
function changes depending on the operation being performed. If a soft key
is active the key function is shown in the display directly above the key. The
keys are numbered from left to right, with Key 1 on the far left and Key 4 on
the far right.
Typical soft key functions:

• MENU
• NEXT/BACK
• YES/NO
• +/-
• SELECT/EXIT
• CLEAR/HELP
• HOUR METERS/SENSORS
• GAUGES
The Premium Display

Verify the Base Controller On/Off Switch is turned on before turning on the HMI Control Panel. The Base Controller On/
Off switch is located on the outside of the control box side of the unit.
The Single Zone Control Premium Display

The Premium Display is the default display that appears if no other display function is selected. The Premium Display shows
the box temperature and setpoint. The box temperature is that measured by the controlling sensor, usually the return air sensor.
The box temperature in Figure "Premium HMI Control Panel Premium Display" page 6-3 is 35.8 F with a 35 F setpoint.
The CYCLE-SENTRY Icon in the upper right corner of the display shows that the unit is operating in CYCLE-SENTRY
Mode. If the CYCLE-SENTRY Icon is not present, the unit is operating in Continuous Mode.
The down-pointing arrow indicates that the unit is cooling. If the unit was heating the arrow would be pointing upward.

Pressing the left soft key allows the user to change the SETPOINT, and pressing the right soft key accesses the MAIN MENU.
The other two soft keys access the GAUGES menu and the SENSORS menu.
The Two Zone Premium Display
2 Zone Premium Display

The 2 Zone Premium Display in a figure shows the return air temperature and setpoint for two zones.
• The Cycle Sentry Icon in the upper right of the display shows that the unit is operating in Cycle Sentry mode.
• The return air temperature for Zone 1 is -21.3°C with a -20°C setpoint. The down-pointing arrow indicates that Zone 1 is
cooling.
• The return air temperature for Zone 2 is 2.3°C with a 2°C setpoint. The down-pointing arrow indicates that Zone 2 is also
cooling.
• The soft key under each zone is used to turn that zone on and off and allows the Setpoint for that zone to be changed.
• The soft key labeled MENU allows the Main Menu to be selected
The Three Zone Premium Display
The 3 Zone Premium Display adds the third zone for units equipped with three zones. The 3 Zone Premium Display functions
the same way as the 2 Zone Premium Display.
Operating The Unit in Single Zone Control Mode (SPECTRUM)

The following differences exist when operating the unit in Single Zone Control Mode.
• Single Zone Control Mode will appear in the Main Menu/Mode Menu only if the Single Zone Control feature has been
enabled in the Guarded Access/Main Menu Configuration menu.
• If Single Zone Control operation is selected then all zones will be forced on and will control to the same setpoint.
• Unit control is based on the temperature sensors of one zone, usually Zone 1.
• All bulkheads should be taken down to create one large compartment.
• With the exception of defrost the operating mode of each zone evaporator(s) will be same when in this mode. Unit control is
based on the temperature sensors of one zone, usually Zone 1.
• f Single Zone Control operation is selected the Single Zone Premium Display provides one soft key labeled Set Point as
shown above. This allows the setpoint for all zones to be changed simultaneously.
• If Single Zone Control operation is selected the individual zones cannot be turned off. The unit and all zones are turned On
and Off simultaneously using the On and Off hard keys at the left side of the display.
Operating The Unit at a Single Temperature (SPECTRUM)

If Single Zone Control Mode is not enabled, the unit can still be run at a single temperature.
Single Temperature
• All bulkheads should be taken down to create one large compartment.
• Turn all zones on.
• Set all zones to the same setpoint.

Turning the Unit On and Off
The unit is turned on by pressing the ON key and off by pressing the OFF key. When the ON key is pressed the display briefly
shows the THERMO KING Logo as the display initializes.
Important: The ON key must be held down until the Thermo King Logo appears. If the ON key is not held down long enough
(approximately ½ second), the display may flicker but the unit will not start up. If this occurs, hold the ON key down until the
Thermo King logo appears.
Note: With extremely cold ambient temperatures it may take up to 15 seconds for the display to appear on initial startup.
Thermo King Logo

Then the startup screen shown in Figure appears while communications are established and the unit prepares for operation.
Startup Screen
If More Than One Language is Enabled

If more than one language has been enabled, a prompt will appear to allow the desired language to be chosen as shown below.
Only languages enabled from the Guarded Access Menu are available. If a different language is desired, press the NO key as
shown in Figure .
NO key
The Language menu will appear as shown in Figure . Press the + or - keys to select the desired language. When the desired
language is shown press the YES key to confirm the choice.
YES Key
The display will briefly show PROGRAMMING LANGUAGE - PLEASE WAIT in the new language as shown below.
Programming Language

The new language is confirmed, and then the Premium Display will appear in the new language as shown below. The unit is
ready to run.
Premium Display
Should it be necessary to change to another language at any time, return to the Premium Display and then press and hold the
first and last soft keys for 5 seconds as shown in Figure . The Premium Display below is shown in Deutsch (German).
First and Last Soft Keys

The Language Menu will appear in the current language as shown in Figure . Press the + or - keys to select the desired
language. When the desired language is shown press the YES key to confirm the choice. Note that all languages in the installed
software can be selected using this method.
Language Menu
When the unit is ready to run the Premium Display appears.
Pressing the OFF key stops unit operation. The unit shuts down immediately and the display briefly shows the power down
message.
Power Down Message

The display briefly shows OFF and then goes blank. To start the unit again, press the ON key.
Off Display

Changing the Setpoint
From the Premium Display, press the SETPOINT soft key.
SETPOINT Key
The setpoint display appears as shown below
Setpoint Display
The "-" and "+" soft keys are used to increase or decrease the setpoint until the desire setpoint is shown. In Figure the setpoint
has been changed to 40 F using the "+" key.
Increase Setpoint
The YES and NO soft keys confirm the setpoint change. When the desired setpoint has been selected using the "+" and/or "-"
keys, press the YES soft key to confirm and load the new setpoint. If the setpoint is changed using the "+" or "-" keys, the change
must be confirmed or rejected by pressing the YES or NO soft key within 10 seconds of changing the setpoint.
Failure to confirm the new setpoint by pressing YES or NO within 10 seconds of changing the setpoint will result in no setpoint
change. In addition, Alarm Code 127 Setpoint Not Entered is set, to indicate that the setpoint change was not completed.
Soft Keys
After the YES soft key has been pressed, the display briefly shows PROGRAMMING NEW SETPOINT - PLEASE WAIT.
The display then confirms the new setpoint for several seconds.
New Setpoint
If the NO soft key is pressed the display will briefly show SETPOINT NOT CHANGED and return to the Premium Display.
The Premium Display will show the old setpoint.The display then returns to the Premium Display showing the new setpoint.
Notice below that the arrow now points up to indicate that the unit is heating.

Premium Display, New Setpoint
Important: If the setpoint is changed using the "+" or "-" keys, the change must be confirmed or rejected by pressing the YES
or NO soft key within 10 seconds of changing the setpoint.
• If the YES key is pressed, the setpoint change made with the "+" or "-" key is accepted, the setpoint changes, and the display
returns to the Premium Display.
• If the NO key is pressed the setpoint change made with the "+" or "-" key is not accepted, the setpoint is not changed, and the
display returns to the Premium Display.
If either the YES or NO key is not pressed within 10 seconds of making a change with the "+" or "-" key, the setpoint is not
changed, and the display returns to the Setpoint Display. The display briefly shows [SETPOINT NOT CHANGED] and
Alarm Code 127 Setpoint Not Entered is set, to indicate that a setpoint change was started but not completed.
Changing the Setpoint (SPECTRUM)

From the Premium Display, press the ZONE soft key for the desired zone.
Zone 2
Turning a Zone On and Off
IMPORTANT: Unlike trailer unit applications, Zone 1 can be turned off without affecting unit operation, so long as at least
one other zone is turned on.
IMPORTANT: At least one zone must be turned on. If all configured zones but one are turned off, the controller will not allow
the last zone to be turned off.
The state of each zone is retained when the unit is turned off and on. For example, on a three zone unit if zones 1 and 2 are
turned off and Zone 3 is turned on and the unit is turned off, the zone states remain as they were. When the unit is turned back
on Zones 1 and 2 will still be off and Zone 3 will still be on.
To turn a zone on or off, press the soft key under the desired zone.
The Zone 2 setpoint display appears as shown below. If the zone is turned on, the third soft key will be labeled TURN ZONE
OFF. If the zone is turned off, the third soft key will be labeled TURN ZONE ON.
Turn Zone OFF

Press the TURN ZONE OFF soft key to turn the zone off.
The display briefly shows PROGRAMMING ZONE ON/OFF – PLEASE WAIT. The display then confirms the new Zone 2
setting for several seconds.
New Zone 2 Setting

The display then returns to the Premium Display showing Zone 2 is off. The setpoint for Zone 2 has been replaced with OFF
as shown below to indicate that the zone is now off.

Zone 2 is OFF
STARTING THE DIESEL ENGINE

Diesel engine preheats and starts are automatic in both Continuous Mode and CYCLE-SENTRY Mode. The engine will
preheat and start as required when the unit is turned on. The engine preheat and start will be delayed in CYCLE-SENTRY mode
if there is no current need for the engine to run. If any keys are being pressed on the HMI control panel the engine will not preheat
and start until 10 seconds after the last key is pressed
Note: If the unit is equipped with optional Electric Standby there may be some additional prompts before the engine will start. See
STARTING THE ELECTRIC MOTOR on the following pages for details.
CAUTION: The engine may start automatically any time the unit is turned on.
WARNING: Never use starting fluid.
When the engine is preparing to start the HMI control panel will display the engine start screen, as shown in Figure . The
preheat buzzer sounds during the engine preheat and crank sequence.
Engine Start Screen

After the engine is started the display returns to the Premium Display of temperature and setpoint.
STARTING THE ELECTRIC MOTOR

Units equipped with the Electric Standby option only.
Electric motor starting is automatic in both Continuous Mode and CYCLE-SENTRY Mode. The motor will start as required
when the unit is turned on. If any keys are being pressed on the HMI control panel prior to the motor start, the motor start will
be delayed until 10 seconds after the last key is pressed.
CAUTION: The motor may start automatically any time the unit is turned on.
When the motor is preparing to start the HMI control panel will display the motor start screen, as shown in Figure . The preheat
buzzer sounds for 20 seconds before the electric motor starts.
Motor Start Screen

After the motor is running the display returns to the Premium Display of temperature and setpoint.
SWITCHING FROM DIESEL TO ELECTRIC (Premium HMI only)

If the Diesel to Electric Autoswitch Enabled feature in Guarded Access is set YES then the unit will automatically switch to
Electric Mode operation when standby power is connected and available.
If the Diesel to Electric Autoswitch Enabled feature in Guarded Access is set NO then the prompt screen shown in Figure will
appear when standby power is connected and available.

Prompt Screen, Guarded Access Set to No
If YES is selected then the display will briefly show the screen below
Prompt Screen, Guarded Access Set to Yes

Electric Mode operation will briefly be confirmed. If unit operation is required the electric motor will start as shown in
STARTING THE ELECTRIC MOTOR.
SWITCHING FROM ELECTRIC TO DIESEL (Premium HMI only)

If the Electric to Diesel Autoswitch Enabled feature in Guarded Access is set YES then the unit will automatically switch to
Diesel Mode operation when standby power is turned off or is no longer available.
If the Electric to Diesel Autoswitch Enabled feature in Guarded Access is set NO then the prompt screen shown in Figure will
appear when standby power is turned off or is no longer available.
Prompt Screen, Guarded Access Set to No

If YES is selected then the display will briefly show the screen below

Diesel Mode operation will briefly be confirmed. If unit operation is required the diesel engine will start as shown in above
in STARTING THE DIESEL ENGINE.
DEFROST
Initiating a Manual Defrost Cycle

Defrost cycles are usually initiated automatically based on time or demand. Manual defrost is also available.
Manual defrost is available if the unit is running and the evaporator coil temperature is less than or equal to 45°F (7°C).
Other features such as door switch settings may not allow manual defrost under some conditions. To initiate a manual defrost
cycle, press the Defrost Key as shown in Figure "Premium HMI Control Panel Premium Display" page 6-3
The display briefly shows [DEFROST], [PROGRAMMING DEFROST - PLEASE WAIT] and then [DEFROST STARTED].

The display then shows the Defrost display. The bar indicator shows approximately how much time remains to complete the
defrost cycle. The bar indicator in Figure shows that the defrost cycle is about 25% complete.
Defrost Display
Terminating a Defrost Cycle

The defrost cycle terminates automatically when the coil temperature is greater than or equal to 52 F (11 C) or the defrost timer
expires. Defrost can also be terminated by turning the unit off and back on.
SELECTING HIGH SPEED LOCKOUT MODE (IF ENABLED)

High speed operation can be locked out in noise sensitive areas if required.
Note: High Speed Lockout Enable must be set to [Enabled] in the Guarded Access/Programmable Features Menu or this feature will not
be available.
Important: HIGH SPEED LOCKOUT TIMEOUT (configuration only possible with Service tool): If High Speed Lockout Mode is selected, the
High Speed Inhibit Timeout feature may be set to return the unit to normal operation after a set time period has expired. This prevents extended operation with
high speed operation locked out. The time period may be from 15 minutes to 2 hours. If the time period is set and is exceeded the unit will return to normal
operation, with high speed operation allowed. If this occurs, the message HIGH SPEED LOCKOUT ACTIVE at the top of the display will disappear. If
necessary to return to High Speed Lockout Mode, press the High Speed Lockout Key again.
The High Speed Lockout Key is a toggle. If high speed is currently allowed, then pressing the High Speed Lockout Key will
disable high speed operation. Pressing the High Speed Lockout Key again will allow high speed operation. To change the setting,
press the High Speed Lockout key as shown in Figure "Premium HMI Control Panel Premium Display" page 6-3.
The display will briefly show [PROGRAMMING HIGH SPEED LOCKOUT - PLEASE WAIT].
PROGRAMMING HIGH SPEED LOCKOUT - PLEASE WAIT

The change is confirmed by briefly displaying [HIGH SPEED LOCKOUT ACTIVE] or [HIGH SPEED LOCKOUT
INACTIVE].
High Speed Lockout Display

The display will then return to the Premium Display. If High Speed Lockout is turned on, the message HIGH SPEED
LOCKOUT ACTIVE will be shown at the top of the display.
Premium Display, High Speed Lockout Active
Pressing the High Speed Lockout key again will turn the feature off.

SELECTING CYCLE-SENTRY OR CONTINUOUS MODE
With Thermo King Truck unit applications, CYCLE-SENTRY Mode or Continuous Mode operation is selected from the Main
Menu - Mode Submenu. See the Main Menu - Mode Submenu material later in this section for complete details.
USING THE GAUGES KEY

The GAUGES key allows the operator to view the unit gauges. To access the GAUGES menu press the GAUGES key.
Gauges Key
The first gauge display will appear. Press the NEXT and BACK keys to scroll thru the gauges as desired. The Battery Voltage
Gauge is shown in Figure . Press the LOCK key to lock the selected gauge on the display.
Next, Back, Lock Keys

The gauges available are shown in the following list. The order in which the gauges appear may vary slightly based on
software revision. Not all gauges may appear, depending on unit configuration and software revision
To return to the Premium Display press the EXIT key.
Gauges Available
NOTE: Not all gauges or I/O states will appear, dependent upon unit type and configuration
Coolant Temperature - Displays the temperature of the engine coolant.
Coolant Level - Displays the coolant level in the overflow tank as OK or LOW.
Oil Pressure - Displays the engine oil pressure as OK or LOW.
Oil Level - Displays the engine oil level as OK or LOW.
Amps - Displays the current flow in amps to or from the unit battery
.
Battery Voltage - Displays the voltage of the unit battery.
Engine RPM - Displays the engine speed in RPMs.
Discharge Pressure - Displays the unit discharge pressure. (ETV units only)
Suction Pressure - Displays the unit suction pressure. (ETV units only)
ETV Position - Displays the current position of the Electronic Throttling Valve (ETV). (ETV units only)
Compressor Temperature - Displays the temperature sensed by the compressor temperature sensor.

I/O (Input/Output State) - Displays the current state of the input/output devices listed below as ON or OFF.
• High Speed Relay/Electric Heat
• Run Relay
• Run Relay Feedback
• Alternator Excite Output
• Defrost Damper
• Hot Gas Solenoid
• Alternator Frequency
• Diesel/Electric Relay (Model 50 units only)
• Electric Ready Input (Model 50 units only)
• Electric Overload (Model 50 units only)
• Condenser Inlet Solenoid
• Drain Hose Heater
• Purge Valve
USING THE SENSORS KEY

The SENSORS key allows the operator to view the temperatures read by the unit temperature sensors. To access the
SENSORS menu press the SENSORS key.
Sensors Key
The first sensor display will appear. Press the NEXT and BACK keys to scroll thru the sensors as desired. The Discharge Air
Temperature sensor is shown in Figure . Press the LOCK key to lock the current sensor on the display.
Next, Back, Lock Keys

The sensors available are shown in the following list.

Sensors Available
Return Air Temperature - Displays the temperature of the control return air sensor.
Discharge Air Temperature - Displays the temperature of the control discharge air sensor.
Temperature Differential - Displays the calculated difference between the control return air sensor and the control discharge
air sensor.
Evaporator Coil Temperature - Displays the temperature of the evaporator coil sensor.
Ambient Air Temperature - Displays the temperature of the ambient air sensor.
Data Logger Sensor 1 Temperature - Display the temperature of Data Logger Sensor 1.
Data Logger Sensor 6 Temperature - Display the temperature of Data Logger Sensor 6
Sensors Available (SPECTRUM)

Return Air Temperature – Displays the temperature of the Zone 1 Return Air Sensor.
Discharge Air Temperature – Displays the temperature of the Zone 1 Discharge Air Sensor.
Zone 1 Temperature Differential – Displays the Zone 1 Temperature Differential.
Zone 1 Evaporator Coil Temperature – Displays the temperature of the Zone 1 Evaporator Coil sensor.
Zone 2 Return Air Temperature – Displays the temperature of the Zone 2 Return Air Sensor.
Zone 2 Discharge Air Temperature – Displays the temperature of the Zone 2 Discharge Air Sensor.
Zone 3 Return Air Temperature – Displays the temperature of the Zone 3 Return Air Sensor.
Zone 3 Discharge Air Temperature – Displays the temperature of the Zone 3 Discharge Air Sensor.
Ambient Air Temperature – Displays the temperature of the ambient air temperature sensor.
Spare 1 Temperature – Displays the temperature of the Spare 1 temperature sensor.
Log Sensor 1 – Displays the temperature of the Data Logger sensor 1 temperature sensor.
Log Sensor 2 – Displays the temperature of the Data Logger sensor 2 temperature sensor.
Data Logger Sensor 6 Temperature - Display the temperature of Data Logger Sensor 6
Board Temperature Sensor – Displays the temperature of the HMI control panel pc board.
USING THE MAIN MENU

The Main Menu contains several additional submenus that allow the operator to view information and modify unit operation.
To access the Main Menu press the MENU key.
Menu Key
The first Main Menu choice will appear. Press the NEXT and BACK keys to scroll thru the menu choices. When the desired
selection is shown on the display, press the SELECT key to access it. The Pretrip submenu is shown below.
Pretrip Submenu
See “Main Menu Choices.” For detailed information see the individual explanations of each submenu item on the following
pages.

MAIN MENU OVERVIEW (SPECTRUM)
Truck TSR-2/3 SPECTRUM M/T Operator and Main Menu.
MAIN MENU CHOICES

LANGUAGE - If more than one language is enabled, this will be the first menu item to appear. If only one language is
enabled, this menu will not appear. The Language Menu allows the operator to select a language from a list of up to 11 languages
at one time. All subsequent displays are shown in the selected language. Three different language packages with a total of 23
languages are available. English is the default language and is provided in each of the packages.
ALARMS - Allows the operator to view all alarms, and allows most alarms to be cleared. If only one language is enabled this
will be the first menu item to appear.
DATA LOGGER - Allows the operator to set a Start of Trip marker to the ServiceWatch data logger. Also allows a Start of
Trip and Print requests to be sent to the Optional DAS Data Logger (if installed).
HOURMETERS - Allows the operator to view the unit hourmeters that have the view feature enabled in the Guarded Access
menu. If the view feature for a particular hourmeter is not enabled then that hourmeter will continue to accumulate time but
cannot be viewed from the Main Menu. However, all hourmeters can be viewed from the Maintenance Menu, even if they are
not enabled.
MODE - Allows the operator to change the unit operating modes if allowed. Not all modes may appear depending on the
settings selected from the Guarded Access menu and the HMI Control Panel software version.
• "Turn Off CYCLE-SENTRY Mode/Turn On CYCLE-SENTRY Mode (If CYCLE-SENTRY is Off unit runs in Continuous).
• Allow Keypad Lockout to be selected.
• Start Sleep Mode.
PRETRIP - Allows the operator to start a Pretrip Test. If an alarm is active, the Pretrip Test is not allowed and the operator
is prompted to clear the alarm(s).
ELECTRIC STANDBY - If the Electric Standby option is present and the Diesel to Electric Auto-switch feature is set NO,
this feature allows the operator to manually select electric mode operation. This feature does not appear if the unit does not feature
optional Electric Standby or if the Diesel to Electric Auto-switch feature is set YES.
DIESEL MODE - If a unit equipped with electric standby is running in electric mode and the Electric to Diesel Auto-switch
feature is set NO, this feature allows the operator to manually select diesel mode operation. This feature does not appear if the
unit does not feature optional Electric Standby or if the Electric to Diesel Auto-switch feature is set YES.
ADJUST BRIGHTNESS - Allows the operator to adjust the HMI Control Panel display backlight intensity as required by
local conditions.
TIME - Allows the operator to view the unit time and date. The time and date cannot be changed from this menu.
LANGUAGES
If the Language feature is enabled, an alternate language can be selected from the Language Menu. After a new language is
chosen, all subsequent displays will appear in that language. If the language feature is not enabled this menu does not appear.
The default language is English. Only languages that have been enabled in Guarded Access will appear. Exercise care when
changing languages, as once changed all HMI Control panel displays will be in the new language. If the user is not familiar with
the new language, problems may be experienced returning to the default language.
The languages available are dependent on the HMI control panel software revision.
• Languages currently supported by software revision 65xx are English, Spanish, French, German, Italian, Dutch, Portuguese,
Greek, Turkish, Hebrew and Arabic.
• Languages currently supported by software revision 66xx are English, Danish, Russian, Norwegian, Swedish, Finnish, Polish,
Hungarian, Romanian, Bulgarian and Czech.
• Languages currently supported by software revision 67xx are English, Japanese and Chinese. Other than the languages
supported, software revisions 65xx, 66xx and 67xx are functionally identical.
To select an alternate language, press the MENU
key.(Figure "Menu Key" page 6-15)

If enabled, the Language Menu is the first menu item to appear as shown in Figure below. Press the SELECT key to
choose the Language menu.
Select Key
The Language menu will appear as shown in Figure . Press the + or - keys to select the desired language. When the desired
language is shown press the YES key to confirm the choice.
+ or - Keys, Yes Key

The display will briefly show PROGRAMMING LANGUAGE - PLEASE WAIT in the new language as shown.
New Language
The new language is confirmed, and then the Premium Display will appear in the new language as shown. The unit is ready
to run.
Premium Display in New Language
Repeat the process to select a different language. To select a different Main Menu item press the NEXT key. To return to the
Premium Display press the EXIT key.
IMPORTANT: If necessary, English and all other languages in the installed HMI Control Panel software revision may be accessed from
the Premium Display.
Should it be necessary to change to another language at any time, return to the Premium Display and then press and hold the
first and last soft keys for 5 seconds as shown. The Premium Display above is shown in Deutsch (German).
After 5 seconds the Language Menu will appear in the current language as shown. Press the + or - keys to select the desired
language. When the desired language is shown press the YES key to confirm the choice. Note that all languages in the installed
HMI Control Panel software (65xx, 66xx or 67xx) can be selected using this method.
Language Menu

ALARMS
Alarm Types
Alarms may be one of four types as shown.
Log Alarms
Log Alarms are indicated for 60 seconds each time the unit is turned on. This level of alarm serves as a notice to take corrective
action before the condition impacts unit performance. Maintenance items such as maintenance hourmeter time-outs are log
alarms.
When the unit is turned on the display will show the Thermo King Logo and then the "Configuring System" message. If log
alarm(s) are present the Log Alarm notice will appear on the display for 60 seconds as shown. The amber K symbol of the remote
indicator alarm light (if installed) will also be on during this period. The Premium Display will appear and the remote indicator
alarm light will go to the white T symbol after 60 seconds.
Note: The Alarm Icon does not appear on startup with log alarms present.
Log Alarm Notice
Note: If required, an engine start may occur while the display in Figure is shown. This is normal operation.
Check Alarms
Check Alarms are indicated by an Alarm Icon in the display. The amber K symbol of the remote indicator alarm light (if
installed) will be on. This level of alarm serves as a notice to take corrective action before a problem becomes severe. The unit
will run with check alarms but some features and functions may be inhibited.
Shutdown Alarms
Shutdown alarms will be set if continued operation could cause damage to the unit or the load. Shutdown Alarms are indicated
by the following:
• The Alarm Icon will appear in the display.
• The display and backlight will flash on and off.
• The display will switch from normal video to reverse video and back to normal video. (Light areas become dark and dark
areas become light.)
• The remote indicator alarm light (if installed) will display only a row of LEDs at the bottom.
Shutdown alarms will force the unit into shutdown to prevent potential damage to the unit or load. The unit will remain in
shutdown until the shutdown alarm is manually cleared. Exceptions are some engine and electric shutdown alarms that become
log alarms when switched to the alternate operating mode (diesel to electric or electric to diesel).
Zone Level Shutdown Alarms (SPECTRUM)

A Zone Level Shutdown Alarm will force the affected zone to shutdown, but allow the unit to continue to run as required by the host unit or
other zones.
• A small Alarm Icon will appear next to the affected zone
• and blink with a period of 1/2 second on - 1/2 second off.
• If a Zone Shutdown Alarm occurs in all zones then the
• unit will shut down and Alarm Code 114 Multiple Alarm
– Can Not Run will be set.

Prevent Alarms
Prevent Alarms are also indicated by a steady Alarm Icon in the display. The remote indicator alarm light (if installed) will
be on. The unit will attempt to resolve the situation as shown below.
• The unit will be temporarily shut down if a Prevent Alarm is active.
• The unit will remain shut down for a timed restart interval or until the fault conditions are corrected.
• If the unit is in a temporary shutdown, Alarm Code 84 Restart Null will be present along with the associated Prevent Alarm.
• The unit will restart and run (in most cases with forced reduced performance) to determine if continued operation is possible.
The unit will run in this manner for a timed interval. If the unit is running with forced reduced performance, Alarm Code 85
Forced Unit Operation will also be present under some conditions.
• If the alarm does not reoccur during the timed running interval with reduced performance, the unit will return to full
performance to determine if continued operation is possible. The unit will run in this manner for a timed interval. If the unit
is successfully able to return to full performance for the timed interval without the alarm re-occurring, the alarm is auto
cleared and the unit will run normally.
• All Prevent Alarm events and conditions are logged by the ServiceWatch Data Logger.
• In general, if the alarm condition re-occurs a defined number of times, the alarm is set as a shutdown alarm and no further
restarts are possible.
Note: If the Restart After Shutdown feature in the Guarded Access Menu is set for CONTINUOUS, then an unlimited number
of restart attempts are allowed.
Zone Level Prevent Alarms (SPECTRUM)

A Zone Level Prevent Alarm will force the affected zone into a temporary shutdown, but allow the unit to continue to run as required by the
host unit or other zones.
• A small Alarm Icon will appear next to the affected zone.
• If a Zone Prevent Alarm occurs in all zones then the unit will be forced into a unit level Prevent shut down.
Pretrip Alarm Codes
If an alarm occurs during a Pretrip Test the alarm code will be displayed as Pretrip Alarm XX, where XX is the alarm code.
Alarm Codes When Switching Between Diesel and Electric

If a shutdown alarm occurs that affects only diesel mode operation and the unit is switched to electric, the diesel mode
shutdown alarm becomes an electric mode log alarm. This allows the unit to run in electric mode without clearing the shutdown
alarm that is preventing diesel mode operation. If the unit is switched back to diesel mode, the alarm again become a diesel mode
shutdown alarm and prevents unit operation.
In the same manner, if a shutdown alarm occurs that affects only electric mode operation and the unit is switched to diesel, the
electric mode shutdown alarm becomes a diesel mode log alarm to allow diesel mode operation. If the unit is switched back to
electric mode, the alarm reverts to an electric mode shutdown alarm and prevents unit operation. If the unit is configured for
electric to diesel autoswitch, it automatically starts and runs in diesel mode if an electric shutdown occurs.
Alarm Code Notification

The Alarm Icon used in previous Thermo King controllers has been incorporated. If a Check alarm condition occurs the Alarm
Icon will appear in the display as shown.
Alarm Icon
If a Shutdown Alarm occurs it will be indicated by all of the following:
1. The Alarm Icon will appear.
2. The display and backlight will flash on and off.
3. The display will switch from normal video to reverse video and back to normal video. (Light areas become dark and dark areas become
light.)
Clearing Alarm Codes

Most alarm codes can be cleared conventionally from the Alarm Menu using the CLEAR key.
The following control and display sensor alarm codes can only be cleared from the Maintenance Menu or Guarded Access
Menu:
• Alarm Code 03 Check Control Return Air Sensor
• Alarm Code 04 Check Control Discharge Air Sensor

The following alarm codes clear automatically.
• Alarm Code 64 Pretrip Reminder - Clears when a Pretrip Test is performed.
• Alarm Code 84 Restart Null - Clears when the unit is no longer in a restart null due to a Prevent Alarm.
• Alarm Code 85 Forced Unit Operation - Clears when the unit is no longer running in a forced mode due to a Prevent Alarm.
• Alarm Code 91 Check Electric Ready Input - Clears automatically when the unit starts running.
• Alarm Code 92 Sensor Grades Not Set - Clears when the sensor grade is changed from 5H.
If the Limited Alarm Restarts feature is enabled the following additional alarm codes may only be cleared from the Guarded
Access Menu. If this is the case, the CLEAR soft key will not appear if the alarms are displayed from the Main Menu or the
Maintenance Menu.
• Alarm Code 10 High Discharge Pressure
• Alarm Code 23 Cooling Cycle Fault
• Alarm Code 24 Heating Cycle Fault
• Alarm Code 32 Refrigeration Capacity Low
Displaying and Clearing Alarm Codes

Alarms are displayed and cleared using the Alarm Menu. From the Premium Display, press the MENU key. (Figure "Menu
Key" page 6-15)
The Language Menu or Alarms Menu will appear. If the Language Menu appears press the NEXT key to show the Alarm
Menu. When the Alarms Menu is shown press the SELECT key.
Select Key
The Alarm Display will appear. If no alarms are present NO ALARMS will be shown.
No Alarms
If alarms are present, the quantity of alarms (if more than one) and the most recent alarm code number will be shown. In the
example in Figure , there are two alarms present. The most recent is Alarm Code 5 (Figure ). It indicates a problem with the
coolant temperature sensor.
Alarm Code 6
After the alarm situation is resolved press the CLEAR key to clear the alarm. For additional information regarding the alarm
shown on the display, press the HELP key. To display the next alarm, press the NEXT key.
Next Key
If a serious condition occurs, the unit will be shut down to prevent damage to the unit or the load. If this occurs, the display
will show that the unit is shut down and display the alarm code that caused the shutdown. In the example, the unit is shut down
due to low oil level. For additional information regarding the alarm shown on the display, press the HELP key.
Help Key

A help message will appear. For the alarm shown, the message "CHECK OIL LEVEL. IF UNIT IS SHUT DOWN, REPAIR
IMMEDIATELY. OTHERWISE, REPORT ALARM AT END OF THE DAY" will be shown on the display. Check the oil
level and add oil as required, clear the alarm and restart the engine.
To select a different Main Menu item press the NEXT key. To return to the Premium Display press the EXIT key.
Important Alarm Notes

• If an alarm will not clear, it may still exist. If the alarm is not corrected, it will not clear or may be immediately set again.
• If an alarm cannot be cleared from the Main menu, the Clear key will not appear. These alarms must be cleared from the
Maintenance or Guarded Access Menus.
• All alarms must be viewed before any of the alarms can be cleared.
DATALOGGER
The unit can be equipped with an optional DAS Data Logger if desired.
A Start of Trip marker can be sent to the unit ServiceWatch Data Logger and the optional DAS Data Logger (if equipped).
If equipped with the optional DAS Data Logger, the most recent DAS trip record can be printed. The most recent trip is defined
as the trip following the last Start of Trip marker sent to the data logger.
The ServiceWatch Data Logger and DAS Data Logger (if equipped) are accessed using the Data Logger Menu. From the
Premium Display, press the MENU key. (Figure "Menu Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Data Logger Menu. When
the Data Logger Menu is shown press the SELECT key.
Select Key
The first feature that appears is the Start of Trip. To send a Start of Trip to the ServiceWatch Data Logger and DAS Data
Logger (if equipped), press the SELECT key to select the feature, and then press it again to send the Start of Trip. The display
will briefly show START OF TRIP COMPLETE to confirm that a Start of Trip marker was set in the data logger(s).
Start of Trip
NOTE: The start of trip marker is sent to both the ServiceWatch Data Logger and DAS Data Logger (if equipped).
Press the NEXT key to select the PRINT feature. The PRINT screen will appear. Press the SELECT key to print the most
recent trip record.
Select Key
Pressing the EXIT key returns the display to the Main Menu.
HOURMETERS
Hourmeters are displayed using the Hourmeter Menu. Only hourmeters enabled in the Guarded Access Menu will be shown.
From the Premium Display, press the MENU key. (Figure "Menu Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Hourmeter Menu. When the
Hourmeter Menu is shown press the SELECT key. The Hourmeter Display will appear.

Hourmeter Display
Press the NEXT or PREVIOUS key to scroll through the enabled hourmeters.
Scroll Through Hourmeters

Hourmeter names and definitions are shown in the table below in the order they appear. Only hourmeters enabled in the
Guarded Access Menu will be shown. To return to the Premium Display, press the EXIT key.
Hourmeter Names and Definitions

Total Hours Total number of hours the unit has been turned on (protection hours).
Total Run Time Hours Total number of hours the unit has run in both diesel and electric mode.
Engine Hours Total number of hours the unit has run in diesel mode.
Electric Run Hours Total number of hours the unit has run in electric mode.
Zone 1 Run Time Hours: Total number of hours Zone 1 has run.
Total Run Reminder 1 User Programmable - The number of hours before a Total Unit Run Time Maintenance Reminder 1 occurs.
Total Run Reminder 2 User Programmable - The number of hours before a Total Unit Run Time Maintenance Reminder 2 occurs.
Controller Power On Total hours the controller and HMI control panel have been turned on.
Pretrip Reminder User Programmable - number of hours before a Pretrip Reminder occurs.
Engine Reminder 1 User Programmable - The number of hours before an Engine Run Time Maintenance Reminder 1 occurs.
Engine Reminder 2 User Programmable - The number of hours before an Engine Run Time Maintenance Reminder 2 occurs.
Electric Reminder 1 User Programmable - The number of hours before an Electric Run Time Maintenance Reminder 1 occurs.
Electric Reminder 2 User Programmable - The number of hours before an Electric Run Time Maintenance Reminder 2 occurs.
IMPORTANT: If a programmable hourmeter is not enabled or the view for that hourmeter is not turned on it will not appear in the display
sequence.
MODE
Various operating modes can be selected using the Mode menu. Not all modes may be available, depending on settings of
other programmable features. The following modes may be available.
SINGLE ZONE CONTROL – MULTI ZONE CONTROL (SPECTRUM)
If enabled in Guarded Access, Single Zone Control allow single temperature operation. If Single Zone Control operation is selected then all
zones will be forced on and will control to the same setpoint. All bulkheads should be down to create one large compartment. Multi Zone
Control allows separate control for each configured zone.
Turn CYCLE-SENTRY On or Off

CYCLE-SENTRY Mode can be turned On or Off. If CYCLE-SENTRY Mode is turned Off then unit will run in Continuous
mode.
Keypad Lockout
If enabled in Guarded Access, the keypad can be locked to prevent unauthorized use. If the keypad is locked only the ON and
OFF keys function. The keypad will remain locked even if the unit is turned Off and back on. If Keypad Lockout is active, press
and hold any soft key for 5 seconds to deactivate the feature.

Single Zone Control – Multi Zone Control (SPECTRUM)
If enabled in Guarded Access, Single Zone Control allow single temperature operation. If Single Zone Control operation is
selected then all zones will be forced on and will control to the same setpoint. All bulkheads should be down to create one large
compartment. Multi Zone Control allows separate control for each configured zone.
Start Sleep Mode

If enabled in Guarded Access, Sleep Mode is used to keep the engine warm and the battery charged when the unit is not in use.
When the unit is in Sleep Mode the display will show "SLEEP" and the current time. When Sleep Mode is entered the unit will
start and run to confirm proper battery charge level and engine temperature.
IMPORTANT: While in Sleep Mode the unit will not monitor or maintain setpoint and load temperature. Fuel level should
be monitored as the unit may run periodically, particularly in cold weather.
The following features are available in Sleep Mode.
Program Wakeup Time: This feature allows a wakeup time to be specified. When the selected time is reached the unit will start and
resume normal operation.
If a Wakeup Time is selected the following features are available:
Day to Wake Up: This feature allows the day of the week the unit is to wake up to be specified.
Hour to Wake Up: This feature allows the hour the unit is to wake up to be specified.
Minute to Wake Up: This feature allows the minute the unit is to wake up to be specified.
Run Pretrip on Wakeup: This
feature allows a Pretrip Test to be automatically run when the unit wakes up.
Mode changes are made using the Mode Menu. From the Premium Display, press the MENU key.(Figure "Menu Key" page
6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to show the Mode Menu. When the Mode
Menu is shown press the SELECT key.
Select Key
The first mode change screen will appear. To choose that function, press the SELECT key. To Scroll thru the Mode Menu
press the NEXT key.
Select and Next Keys
Selecting CYCLE-SENTRY or Continuous Mode

When CYCLE-SENTRY mode is selected the unit will start and stop automatically to maintain setpoint, keep the engine warm
and the battery charged. When Continuous Mode is selected, the unit will start automatically and run continuously to maintain
setpoint and provide constant airflow. From the Premium Display, press the MENU key. (Figure "Menu Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Mode Menu. When the Mode
Select Key
The Turn Off/Turn On CYCLE-SENTRY screen will appear. In the display shown below, the unit is operating in
CYCLE-SENTRY mode. Turning CYCLE-SENTRY mode off will result in the unit running in Continuous mode.

Turn Off/Turn On CYCLE-SENTRY Screen
Pressing the Select key will change the mode from CYCLE-SENTRY to Continuous.
Select Key
The display will confirm the change as shown below.
Mode Change Confirmed

The new mode is then confirmed for 10 seconds.
Mode Confirmed
The display then returns to the Mode Menu. In the example here the unit is currently running in Continuous mode. Pressing
the Select key again allows the operator to change back to CYCLE-SENTRY mode operation.
Mode Menu
IMPORTANT: If the unit is in CYCLE-SENTRY null and the mode is switched to Continuous Mode, the unit will start automatically.
Selecting Sleep Mode

Normal CYCLE-SENTRY mode starts and stops the unit as required to maintain the desired setpoint temperature, maintain
the unit battery in a charged condition and keep the unit engine warm in cold ambient conditions. Sleep mode does not consider
setpoint or maintain cargo temperatures - it only keeps the engine warm and the unit battery charged. This is useful in extremely
cold weather or when the unit is to be out of service for an extended time. Sleep mode operates in both Diesel mode and Electric
mode. In Diesel mode the unit will start and stop as required to maintain engine temperature and battery charge. In Electric mode
the unit starts and stops as necessary to maintain battery charge only.
When Sleep mode is entered, the operator can program an automatic Wake-up Time up to a week away. Using this feature,
the unit will automatically restart and run normally at the determined time. If a Wake-up Time is programmed the operator can
also program an automatic Pretrip Test when the unit restarts.
Sleep Mode is turned On and Off using the Mode Menu. From the Premium Display, press the MENU key. (Figure "Menu
Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to show the Mode Menu. When the Mode
Select Key
Press the Next key as required to display the Sleep Mode prompt. Press the Select key to choose the Sleep Mode menu.

Sleep Mode Menu
The screen shown will appear..
Start of Sleep Mode Menu

The operator can now choose a Sleep Mode Wake-up Time or simply enter Sleep Mode immediately. If NO is pressed the
unit will immediately enter Sleep Mode.
Select No to Enter Sleep Mode

The display will show SLEEP and the unit will start and stop as required to keep the engine warm and/or the battery charged.
Sleep mode does not consider setpoint or maintain cargo temperatures. To exit Sleep Mode press the EXIT key or turn the unit
off and back on. The unit will resume normal operation and control to setpoint.
Sleep Mode Display

To enter a Wake-up Time, verify the unit clock is set properly. Then press the YES key at the Sleep Mode menu.
Yes Key
The display will prompt the operator for the DAY the unit is to restart in normal operation. In figure shown Monday has been
chosen. Press the YES key to confirm the DAY.
Day Unit is to Restart

The display will now prompt the operator for the Hour the unit is to restart in normal operation. In figure shown 4:00 am has
been chosen. Press the YES key to confirm the HOUR. Note that 24 hour "military time" is used.
Confirm Hour
The display will now prompt the operator for the MINUTE the unit is to restart in normal operation. In figure shown 4:30 am
has been chosen. Press the YES key to confirm the MINUTE.

Confirm Minute
The display will now prompt for a Pretrip Test on Wake-up. Press the YES key to perform a Pretrip Test on Wake-up. If the
No key is pressed the unit will resume normal operation on Wake-up.
Press Yes Key for Pretrip Test

The display will show SLEEP and the unit will start and stop as required to keep the engine warm and/or the battery charged.
Sleep mode does not consider setpoint or maintain cargo temperatures.
Sleep Mode
The unit will restart at the programmed time (in this example 4:30 am) and perform a Pretrip Test (if selected). After the
Pretrip Test is complete the test results will be displayed and the unit will resume normal operation and control to setpoint.
To exit Sleep Mode before the selected Wake-up time press the EXIT key or turn the unit off and back on. The unit will resume
normal operation and control to setpoint.
PRETRIP
A Pretrip Test verifies unit operation. This display allows a Pretrip Test to be selected and initiated by the operator. If the
Pretrip Test is entered with the unit shut down a Full Pretrip Test with device amp checks will be performed. If the Pretrip Test
is entered with the unit running in either diesel or electric mode a Running Pretrip Test is performed, but the device amps checks
are not performed. Test results are reported as PASS, CHECK or FAIL when the Pretrip Test is completed. If an alarm occurs
during a Pretrip Test the alarm code will be displayed as Pretrip Alarm XX, where XX is the alarm code.
Pretrip Test Conditions

• Current unit settings are saved and restored at the end of the Pretrip Test or if the unit is turned off and back on.
• Pretrip Test can be run in either Diesel or Electric Mode.
• The unit will auto switch from Diesel Mode to Electric Mode or from Electric Mode to Diesel Mode during a Pretrip Test if
these features are enabled and the auto switch conditions occur.
Conditions where Pretrip Tests are not allowed

• If any shutdown alarms are present. Pretrip tests are allowed with some Check and Log alarms.
• If the unit is in Sleep Mode.
• If the unit is in Service Test Mode, Interface Board Test Mode or Evacuation Mode.
Pretrip Test Sequence
Pretrip tests proceed in the order shown below. A Full Pretrip Test includes all tests. A Running Pretrip Test is started with
the engine or motor running and does not include the Amp Checks or Engine Start Check.
• Amp Checks - Each electrical control component is energized and the current drawn is confirmed as within specification.
• Engine Start - The Engine will start automatically.
• Defrost - If the coil temperature is below 45 F (7 C), a defrost cycle is initiated.
• RPM Check - The engine RPM in high and low speed is checked during the Cool Check.
• Cool Check - The ability of the unit to cool in low speed is checked. (each zone in SPECTRUM).
• Heat Check - The ability of the unit to heat in low speed is checked. (each zone in SPECTRUM).
• Report Test Results - The test results are reported as PASS, CHECK or FAIL when the Pretrip Test is completed. If test
results are CHECK or FAIL alarm codes will exist to direct the technician to the source of the problem.

Pretrip Test Considerations
When performing a Pretrip Test, the following issues should be considered.
• If running a Pretrip Test on a truck or trailer loaded with dry cargo, insure that proper airflow can occur around the load. If the
load restricts airflow, false test results may occur. Also, TSR-2/3 units have high refrigeration capacity which results in rapid
temperature changes. Sensitive dry cargo may be damaged as a result.
• If running a Pretrip Test on a truck or trailer that has just been washed down, the extremely high humidity inside the truck or
trailer may result in false test results.
• If running a Pretrip Test on a truck or trailer loaded with sensitive cargo, monitor the load temperature during the test as
normal temperature control is suspended during a Pretrip Test.
• Always perform Pretrip Tests with the truck or trailer cargo doors closed to prevent false test failures.
Performing a Pretrip Test

If a Pretrip Test is initiated with the engine shut down a Full Pretrip Test will be performed. If a Pretrip Test is initiated with
the engine or motor running a Running Pretrip Test is performed.
• Before initiating a Pretrip Test, clear all alarm codes.
• To stop a Pretrip Test at any time, turn the unit off. Alarm Code 28 Pretrip Abort will be set. Other alarms may also be set,
depending upon test in progress when the test was terminated.
Pretrip Tests are initiated using the Pretrip Menu. From the Premium Display, press the MENU key. (Figure "Menu Key"
page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Pretrip Menu. When the
Pretrip Menu is shown press the SELECT key.
Select Key
If the unit is not running a Full Pretrip Test will be initiated. If the unit is running in either diesel or electric mode a Running
Pretrip will be performed.
Running Pretrip
If all alarms were not cleared a prompt appears as shown. Exit the Pretrip Test, clear all alarms and restart the Pretrip Test.
No Pretrip Prompt
If no alarms are present, the Pretrip Test display appears.
Pretrip Test Display

• The top line of the display indicates the unit is performing the non-running portion of the Pretrip Test.
• The second line measures test progress. The number of tests completed of the total number of tests to be performed is shown.
In Figure the unit is performing Test 1 of 26, Sensor Check.
• The soft keys may be used during the Pretrip Test to select the Hourmeter, Gauge or Sensor menus.
• To stop a Pretrip Test at any time turn the unit off. This will generate Alarm Code 28 Pretrip Abort. Other alarm codes may
also be generated. This is normal when the Pretrip Test is halted before completion.
When the non-running tests are complete the unit will start automatically and continue with the Running Pretrip Test. In the
example in Figure the unit is in the Running Pretrip and is performing Test 21 of 26, Cool Test.

Performing Cool Test
When all tests are complete, the results are reported as PASS, CHECK or FAIL. If the results are CHECK or FAIL, the
accompanying alarm codes will direct the technician to the cause of the problem.
Pass, Check or Fail

If the Pretrip Test results are CHECK or FAIL the problem should be diagnosed and corrected before the unit is released for
service.
DIESEL/ELECTRIC MENU
The Diesel Mode/Electric Standby menu allows the operator to manually select diesel or electric mode operation. The unit
can also be programmed to automatically select electric mode operation when standby power is available and to automatically
select diesel mode operation if standby power fails or is removed. If the unit is programmed to switch automatically from diesel
to electric and electric to diesel these screens do not appear.
Switching from Diesel to Electric

If the unit is running in diesel and manual switching to electric mode is enabled, the unit is switched using the Electric Standby
Menu. From the Premium Display, press the MENU key. (Figure "Menu Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Electric Standby Menu.
When the Electric Standby Menu is
press the SELECT key.
Select Key
NOTE: This screen will not appear if diesel to electric autoswitching is enabled.
If the unit has standby power available and is turned on, the electric standby run screen will appear. The new mode is then
confirmed for 10 seconds. The unit will start and run in electric mode. If electric standby power is not available the display will
prompt for a return to diesel mode as shown below.
Electric Standby Run Screen

If the electric standby power source fails or is disconnected and manual switching to diesel mode is selected, the unit will
prompt for a switch to diesel. Selecting YES will switch unit operation back to diesel mode. Pressing the NO key will allow the
unit to remain in Electric Standby mode even though standby power is not available. The unit will not run and Alarm Code 91
Check Electric Ready Input will be set as a prevent alarm.
Prompt for Switch to Diesel

Switching from Electric to Diesel
If the unit is running in electric and manual switching to diesel mode is enabled, the unit is switched using the Diesel Mode
Menu. From the Premium Display, press the MENU key. (Figure "Menu Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Diesel Mode Menu. When
the Diesel Mode Menu is shown press the SELECT key.
Select Key
NOTE: This screen will not appear if electric to diesel autoswitching is enabled.
The unit will return to Diesel Mode operation.
The unit can be programmed to automatically switch to electric mode operation when standby power is available. It can also
be programmed to automatically switch to diesel mode operation if the standby power fails or is disconnected.
ADJUST BRIGHTNESS
The brightness of the HMI Control Panel display can be adjusted to allow for changing ambient light conditions. The choices
available to the operator are HIGH, MEDIUM, LOW and OFF. OFF actually results in a very dim screen suitable for low light
conditions.
Display brightness is adjusted using the Adjust Brightness Menu. From the Premium Display, press the MENU key. (Figure
"Menu Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Adjust Brightness Menu.
When the Adjust Brightness Menu is shown press the SELECT key.
Select Key
The Display Brightness menu will appear as shown below. Press the + or - keys to select the desired display brightness. When
the desired brightness is shown press the YES key to confirm the choice.
+ and - Keys
The display will briefly show ADJUSTING BRIGHTNESS - PLEASE WAIT.
Adjusting Brightness
The display brightness is changed to the new setting.

TIME
The system time and date is viewed using the Main Menu. Time and Date cannot be changed from the Main Menu. From the
Premium Display, press the MENU key. (Figure "Menu Key" page 6-15)
The Language Menu or Alarm Menu will appear. Press the NEXT key as required to display the Time Menu. When the Time
Select Key
The current time and date will appear.
+ and - Keys

7 Operating Instructions
Standard HMI
Controller Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

Controller Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Keys and LED Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
The Multi-Temperature Display and Zone Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
The Standard Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Changing the Zone Setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Starting the Diesel Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Starting the Electric Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Switching from Electric to Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Selecting CYCLE-SENTRY or Continuous Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Selecting the High Speed Lock-Out Feature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Initiating a Manual Defrost Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Terminating a Defrost Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Alarm Code Notification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Displaying Alarm Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Clearing Alarm Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Important Alarm Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Sending a Servicewatch Data Logger Start of Trip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Pretrip Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Pretrip Test Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Pretrip Test Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Starting a Pretrip Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Pretrip Test Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Checking Truck HMI Control Panel Software Revision and Serial Number . . . 7-16
CONTROLLER DESCRIPTION
The TSR/TSR-2/TSR-3 Standard Truck HMI (Human/Machine Interface) Control Panel is supplied as standard equipment on
TSR/TSR-2/TSR-3 Single Temperature Truck applications. It is used to operate the unit and display some unit information. The
TSR/TSR-2/TSR-3 Standard Truck HMI Control Panel communicates with the base controller via the CAN (Controller Area
Network) bus. It is connected to the base controller via CAN Connector J14 on the interface board. The TSR/TSR-2/TSR-3
Standard Truck HMI Control Panel is typically located in the vehicle driver's compartment. It may be located in the truck
dashboard using a DIN mounting ring or under the dashboard using an under dash mounting kit.
TSR/TSR-2/TSR-3Truck HMI Controller

• The TSR/TSR-2/TSR-3 Standard Truck HMI Control Panel consists of a display and nine touch-sensitive keys.
• The display is capable of showing numbers and lighting several icons. It does not display text, thereby making it suitable for use with any
language.
• Amber indicator LED's are located next to each of the four function keys below the display. The LED will light when that function is active.
• A red indicator LED is located between the ON Key and OFF Key. This indicator will glow if Alarm Code 91 Check Electric Ready Input
occurs. It will also glow if a 15 pin Thermo King data cable is connected to the serial port on the back of the controller (DPD).
Controller Features
• Displays Box Temperature and Setpoint in Fahrenheit or Celsius
• Displays Engine Running and Motor Running Hourmeters
• Changes unit or zone Setpoints
• Selects and Indicates CYCLE-SENTRY or Continuous Mode Operation
• Selects and Indicates High Speed Lock-Out Operation
• Initiates and Indicates a unit or zone Defrost Cycle
• Indicates an Alarm Condition Exists, Displays and Clears Alarms
• Initiates and Indicates a Pretrip Test
• Sends a Start of Trip to the ServiceWatch data logger.
• Changes Display Brightness
• Shows HMI Control Panel Serial Number and Software Revision.
• The TSR/TSR-3 Standard Truck HMI Control Panel consists of a display and nine touch-sensitive keys.
• The display is capable of showing numbers and lighting several icons. It does not display text, thereby making it suitable for use with any
language.
• Amber indicator LED’s are located next to each of the four function keys below the display. The LED will light when that function is active.
• A red indicator LED is located between the ON Key and OFF Key. This indicator will glow if Alarm Code 91 Check Electric Ready Input
occurs. It will also glow if a 15 pin Thermo King data cable is connected to the serial port on the back of the controller.
Display
The display presents information to the operator. This information includes setpoint and box temperature, hourmeter readings,
alarms and several icons as shown below. All display segments and icons are shown below
Display
The upper row of numbers can display the Box Temperature, Engine Run Time Hourmeter or Alarm Code(s).
The lower row of numbers can display the Setpoint, Electric Run Time Hourmeter or Total Number of Alarms.
The meaning of the display icons are shown in the table below.
When this icon is present the upper display is showing the actual box temperature inside the truck box.
When this icon is present the lower display is showing the current setpoint.
Operating Instructions Standard HMI 7-2

When this icon is present the upper display is showing the diesel engine run time.
When this icon is present the lower display is showing the electric motor run time (if the unit equipped with
optional ELECTRIC STANDBY).
When this Alarm Icon is present one or more alarm conditions have occurred. If the display is not flashing any
alarms are Check Alarms. If the display is flashing on and off a shutdown alarm has occurred and the unit has
been shut down. Immediate action must be taken.
Keys and LED Indicators

There are nine touch sensitive keys. Some of these keys have more than one function as shown below.

There are amber indicator LED's located next to each of the four function keys below the display. The LED will glow amber
when that function is active.
A red indicator LED is located between the ON Key and OFF Key at the left side of the display. This indicator will glow if
Alarm Code 91 Check Electric Ready Input occurs. It will also light if a 15 pin Thermo King data cable is connected to the serial
port on the back of the controller (DPD).
The primary and secondary key uses are shown in the table below. If the key has more than one use the primary use is shown
first.
ON Key Pressing the ON Key will turn the unit on.
Secondary Use - When the unit is on, pressing this key and the PRETRIP Key at the same time will display
any alarm codes that are present.
Secondary Use - When the unit is on, pressing and holding this key allows the UP ARROW Key and DOWN
ARROW Key to increase or decrease the display brightness.
Secondary Use - When the unit is on, pressing this key will return to the Standard Display of box temperature
and setpoint.
POWER OFF
Key Pressing the OFF Key will turn the unit off.
UP ARROW When the unit is turned on and the Standard Display is shown, pressing the UP ARROW Key will increase
Key the setpoint.
Secondary Use - When alarms are being displayed, pressing this key will scroll thru the alarms (if more than
one alarm is present).
Secondary Use - While holding ON Key down with the unit turned on, pressing this key will increase the
display brightness (Low, Medium, High).
DOWN When the unit is turned on and the Standard Display is shown, pressing the DOWN ARROW Key will
ARROW Key decrease the setpoint.
Secondary Use - While holding ON Key down with the unit turned on, pressing this key will decrease the
display brightness (High, Medium, Low).

ENTER Key If the setpoint has been changed using the UP ARROW Key and/or DOWN ARROW Key, pressing the
ENTER Key enters the setpoint into the base controllers memory.
Secondary Use - When alarms are being displayed, pressing this key will clear the alarm shown on the
display.
Secondary Use - When the unit is turned on, press and hold this key for 5 seconds to send a Start of Trip
(SOT) to the data logger.
Multi-Temp Use – Pressing this key will enable Manual Zone Selection mode and scroll through the installed
zones, one zone at a time. When a zone is manually selected the zone can be turned on or off, the setpoint can
be changed and a manual defrost cycle can be initiated if zone conditions permit.
CYCLE- If the unit is turned on and is in Continuous Mode, pressing the CYCLE-SENTRY/CONTINUOUS Key will
SENTRY/ switch operation to CYCLE-SENTRY Mode and the amber LED indicator will glow. If the unit is running in
Continuous Key CYCLE-SENTRY Mode, pressing this key will switch operation to Continuous Mode and the amber LED
will turn off.
HIGH SPEED If the unit is turned on, pressing the HIGH SPEED LOCK-OUT Key will activate High Speed Lock-Out.
LOCK-OUT The unit will switch to low speed operation and the amber LED indicator will glow. No further high speed
Key operation is allowed until this feature is turned off. Unit may automatically return to high speed operation
after a programmed time limit if timer feature is enabled.This feature is typically used in noise sensitive areas
to reduce unit noise.
The HIGH SPEED LOCK-OUT Key is only used when the unit is operating in Diesel Mode. The HIGH
SPEED LOCK-OUT Key does not have any effect in Electric Mode operation.
DEFROST Key If the unit is turned on, pressing the DEFROST Key will initiate a manual defrost cycle if conditions allow. If
the evaporator coil temperature less than 45 F (7 C) the unit will enter a defrost cycle. The amber LED will
flash while the defrost cycle is initialized and will glow during the defrost cycle. The defrost cycle will
terminate automatically and the amber LED will turn off when the evaporator coil temperature is greater than
52 F (11 C). To manually terminate a defrost cycle turn the unit off and back on.
Multi-Temp Use – A zone must be selected before initiating a manual defrost cycle.
PRETRIP TEST Pressing and holding the PRETRIP TEST Key for 5 seconds will initiate either a Full Pretrip Test or Engine
Key Running Pretrip Test so long as no alarm conditions exist. If the Alarm Icon is glowing, record and clear the
alarms before starting the Pretrip Test.
Press and hold the PRETRIP TEST Key for 5 seconds. If the unit is not running when the PRETRIP TEST
Key is pressed the unit will perform a Full Pretrip that includes circuit amps and running system checks. If
the unit is running when the PRETRIP TEST Key is pressed the unit will perform the running system checks
only. The amber LED may flash while the Pretrip Test is initialized and will glow steady while the Pretrip
Test is running. When the Pretrip Test is complete the amber LED will turn off.
If there are no alarm codes set when the Pretrip Test is complete, the unit passed.
If there are alarm codes set when the Pretrip Test is complete, the unit failed. Check and correct the alarm
conditions and repeat the test.
Control Panel Software Revision (in the lower display).
If a shutdown alarm occurred, Alarm Code 28 Pretrip Abort will be set and the unit will be shut down. Check
and correct the alarm conditions and repeat the test.
Secondary Use - When the unit is turned off press and hold this key for 5 seconds to show the HMI Control
Panel Serial Number (in the upper display) and the HMI
The Multi-Temperature Display and Zone Indicators

Horizontal bars to the left of the box temperature are used to indicate the zone currently shown on the display.
Zone 3 is being shown on the display
When one horizontal bar is present at

the left side of the box temperature, then Zone 1 is being shown on the display. The
display will automatically scroll through all configured zones, showing each zone for
10 seconds.

When two horizontal bars are present at the left side of the box temperature, then Zone 2
is being shown on the display. The display will automatically scroll through all
configured zones, showing each zone for 10 seconds.
When three horizontal bar is present at the left side of the box temperature, then Zone 1 is
being shown on the display. The display will automatically scroll through all configured
zones, showing each zone for 10 seconds.
IMPORTANT: If the unit is configured as a 2 zone unit, Zone 3 will still appear in
Automatic Zone Scrolling and Manual Zone Selection mode. However, Zone 3 is turned
off and cannot be turned on.
In Figure 1, Zone 1 is being shown on the display. The box temperature in Zone 1 is -22.3°C and the setpoint is -23°C.
ZONE 1
In the screen in Figure 2, Zone 2 is being shown on the display. The box temperature in Zone 2 is 2.1°C and the setpoint is
1.7°C.
ZONE 2
In Figure 3, Zone 3 is being shown on the display. The box temperature in Zone 3 is 9.3°C and the setpoint is 10°C. Zone 3 only
appears on units configured with 3 zones.
ZONE 3
Turning the Unit On and Off

(UT-Series only): Verify the Base Controller On/Off Switch is turned on before turning on the HMI Control Panel. The Base
Controller On/Off switch is located on the outside of the control box side on of the unit. If the Standard Truck HMI Control
Panel is turned on and the Base Controller On/Off Switch is turned off, the HMI display screen will flash on and off.
The unit is turned on by pressing the ON Key and off by pressing the OFF Key. When the ON Key is pressed the display briefly
shows dashes as the display initializes.

Then the unit running time hourmeters are shown for 30 seconds. The diesel engine run time hours and Diesel Icon are shown in
the upper display. If the optional Electric Standby Feature is installed, the electric motor run time hours and Electric Icon are
shown in the lower display.
A Full Pretrip Test is initiated from this display by pressing and holding the Pretrip Key as shown later in this section.
Electric Motor Run Time Hours

and Electric Icon
When the unit is ready to run the Standard Display of box temperature and setpoint appears. The box temperature and Box Temp
Icon are shown in the upper display. The setpoint and Setpoint Icon are shown in the lower display. The box temperature shown
in Figure is 2.1 C (35.8 F) with a 1.6 C (35 F) setpoint.
Standard Display of Box temperature and Setpoint

Pressing the OFF Key stops unit operation. The unit shuts down immediately and the display goes blank. To start the unit again,
press the ON Key.
Off Key
The Standard Display

The Standard Display is the default display that appears if no other display function is selected. The Standard Display shows the
box temperature and setpoint. The box temperature is that measured by the return air sensor. The box temperature and Box
Temperature Icon are shown in the upper display. The setpoint and Setpoint Icon are shown in the lower display. The box
temperature in Figure is 2.1 C with a 1.7 C setpoint.
1 2 3 4 5
11 12
6 7 8 9 10
Standard Display
1. On Key
2. Red Alarm LED
3. Setpoint
4. Box Temperature
5. UP Arrow
6. Off Key
7. Cycle Sentry/Continuous
Run
9. Defrost
10. Pre-trip Test
11. Enter
12. Down Arrow
Changing the Setpoint
From the Standard Display, press the UP ARROW Key and/or DOWN ARROW Key until the desired setpoint is shown.

When the desired setpoint has been selected using the UP ARROW Key or DOWN ARROW Key, the ENTER Key must be
pressed to confirm and load the new setpoint.
• If the setpoint is changed using the UP ARROW Key and DOWN ARROW Key, the setpoint display will begin to flash 10 seconds after the
last press of the UP ARROW or DOWN ARROW key as a reminder to press the ENTER Key.
• The setpoint display will flash for 10 additional seconds. If at the end of this time the ENTER Key still has not been pressed to complete the
setpoint change, the setpoint will return to the old setpoint and Alarm Code 127 Setpoint Not Entered will be set. The Alarm Icon will
appear in the display.
The new setpoint will remain on the display after the ENTER Key has been pressed.
Failure to confirm the new setpoint by pressing the ENTER Key within 20 seconds of changing the setpoint will result in no
setpoint change. In addition, Alarm Code 127 Setpoint Not Entered is set, to indicate that the setpoint change was started but
was not completed.
Alarm Icon and Setpoint

Notice that the setpoint has returned to the old setpoint of 2.0 C and the Alarm Icon has lighted indicating that Alarm Code 127
Setpoint Not Entered is set.
Important: If the setpoint is changed using the UP ARROW Key or DOWN ARROW Key, the change must be confirmed by
pressing the ENTER Key within 20 seconds of changing the setpoint.
• If the ENTER Key is pressed, the setpoint change made with the UP ARROW Key and/or DOWN ARROW Key is accepted, the setpoint is
changed, and the display returns to the Standard Display showing the new setpoint.
• If the ENTER Key is not pressed within 20seconds of making a change with the UP ARROW Key and/or DOWN ARROW Key, the
setpoint is not changed and the display returns to the Setpoint Display showing the old setpoint. Alarm Code 127 Setpoint Not Entered is set
and the Alarm Icon will appear on the display, to indicate that the setpoint change was started but not completed.
The Multi-Temperature Standard Display

The Standard Display is the default display that appears if no other display function is selected. The Standard Display shows the
current zone box and the temperature and setpoint of that zone.
Horizontal bars to the left of the box temperature are used to indicate the zone currently shown on the display. The box
temperature is that measured by the return air sensor. The box temperature and Box Temperature Icon are shown in the upper
display. The setpoint and Setpoint Icon are shown in the lower display. The box temperature is -22.3°C with a -23°C setpoint.
Box Temperature and Box Temperature Icon, Setpoint Temperature and Setpoint Icon
IMPORTANT: If the unit is configured as a 2 zone unit, Zone 3 will still appear in Automatic Zone Scrolling and Manual Zone
Selection mode. However, Zone 3 is turned off and cannot be turned on.
If another display is shown, pressing the ON Key will return the display to the Standard Display.
Automatic Zone Scrolling

When the Standard Display is shown, the operating conditions for each zone will automatically be shown for 10 seconds. At
the end of that time, the next zone will appear on the display.
• If a zone is currently turned on, the box temperature and setpoint for that zone will be shown.
IMPORTANT: On TSR-2/TSR-3 Truck SPECTRUM Multi-Temperature units, Zone 1 can be turned off while the unit is running. The unit
will continue to run with Zone 1 turned off.
• If a zone is turned off, dashes will be shown instead of the box temperature and setpoint for that zone.
• If a zone is in defrost, the LED indicator next to the Defrost Key will be illuminated when that zone is shown on the display.
• If the unit is configured as a 2 zone unit, Zone 3 will still appear in Automatic Zone Scrolling. However, Zone 3 is turned off and cannot be
turned on.
• Unit operating conditions are shown by the LED indicators next to the Cycle Sentry Key, High Speed Lock-out Key and Pretrip Test Key.
Zone 1 is being shown as indicated by the single horizontal bar to the left of the box temperature. The box temperature of
-22.3°C and setpoint of -23°C indicate that Zone 1 is turned on. Since the Cycle Sentry LED is turned off, the unit operating in
Continuous Mode. The illuminated LED next to the High Speed Lock-out Key indicates that high speed operation is locked out.
The absence of the Alarm Icon indicated that no alarm conditions exist.

Zone 1 Display
Manual Zone Selection Mode

Manual Zone Selection mode allows the operator to select a desired zone when the Standard Display is being shown. Once a
zone is selected, the zone can be turned on or off, the zone setpoint can be changed or a manual defrost cycle can be initiated. To
manually select a zone when the Standard Display is being shown, press the Enter Key once. A decimal point will be
illuminated to the right of the Zone 1 horizontal bar. This indicates that Manual Zone Selection MODE is active. The unit will
remain in Manual Zone Selection MODE for 30 seconds after the last key press.
Decimal Point
When Manual Zone Selection MODE is active, pressing the Enter Key manually scrolls through the zones. When the desired
zone is shown on the display, operation of that zone can be changed as required.
• The selected zone can be turned on or off.
• The selected zone setpoint can be changed.
• A manual defrost cycle can be initiated in the selected zone if zone conditions permit.
Turning Zones On and Off
Each configured zone can be individually turned on or off. The On and Off state for each zone is maintained even if the unit is
turned off and back on. For example, if Zone 2 is turned off and the unit is then turned off and back on, Zone 2 will still be off.
IMPORTANT: At least one zone must be turned on. If all configured zones but one are turned off, the controller will not allow
the last zone to be turned off.
IMPORTANT: Unlike trailer unit applications, Zone 1 can be turned off without affecting unit operation, so long as at least one
other zone is turned on.
From the Standard Display, press the Enter Key to put the unit in Manual Zone Selection mode. Press the Enter Key again as
required to select the desired zone.
Zone 2 Selected
When the desired zone is selected, simultaneously press the ON Key and ENTER Key to turn the zone off. The box temperature
and setpoint show all dashes to indicate the zone is turned off.
Dashes Indicate Zone is Off
Simultaneously pressing the ON Key and ENTER Key again will turn the selected zone back on
Simultaneously Press ON Key and ENTER Key

Changing the Zone Setpoint
required to select the desired zone.
Zone 2 Selected
When the desired zone is selected, press the UP ARROW Key and/or DOWN ARROW Key until the desired setpoint is shown.
The setpoint has been increased to 4°C using the UP ARROW Key.
Setpoint Increased
When the desired setpoint has been selected using the UP ARROW Key and DOWN ARROW Key, the ENTER Key must be
pressed to confirm and load the new setpoint.
Press Enter Key
• The new setpoint of 4°C will remain on the display after the ENTER Key has been pressed. If the setpoint is changed using the UP ARROW
Key and DOWN ARROW Key, the setpoint display will begin to flash 10 seconds after the last press of the Up Arrow or Down Arrow key
as a reminder to press the ENTER Key.
• The setpoint display will flash for 10 additional seconds. If at the end of this time the ENTER Key still has not been pressed to complete the
setpoint change, the setpoint will return to the old setpoint and Alarm Code 127 Setpoint Not Entered will be set. The Alarm Icon will
appear in the display.
Failure to confirm the new setpoint by pressing the ENTER Key within 20 seconds of changing the setpoint will result in no
setpoint change. In addition, Alarm Code 127 Setpoint Not Entered is set, to indicate that the setpoint change was started but
was not completed.
Alarm Icon Displayed

Notice that the setpoint has returned to the old setpoint of 2°C and the Alarm Icon has lighted indicating that Alarm Code 127
Setpoint Not Entered is set.
IMPORTANT: If the setpoint is changed using the UP ARROW Key or DOWN ARROW Key, the change must be confirmed by pressing
the ENTER Key within 20 seconds of changing the setpoint.
• If the ENTER Key is pressed, the setpoint change made with the UP ARROW Key and/or DOWN ARROW Key is accepted, the setpoint is
changed, and the display returns to the Standard Display showing the new setpoint.
• If the ENTER Key is not pressed within 20 seconds of making a change with the UP ARROW Key and/or DOWN ARROW Key, the
setpoint is not changed and the display returns to the Setpoint Display showing the old setpoint. Alarm Code 127 Setpoint Not Entered is set
and the Alarm Icon will appear on the display, to indicate that the setpoint change was started but not completed.

Starting the Diesel Engine
Verify the Base Controller On/Off switch is in the ON position. Diesel engine preheats and starts are automatic in both
Continuous Mode and CYCLE-SENTRY Mode. The engine will preheat and start as required when the unit is turned on. The
engine pre-heat and start sequence will be delayed in Cycle Sentry mode if there is no current need for the engine to run.
Note: If the unit is equipped with optional Electric Standby there may be some additional prompts before the engine will start.
See STARTING THE ELECTRIC MOTOR on the following pages for details.
Caution: The engine may start automatically any time the unit is turned on.
Warning: Never use starting fluid.
When the engine is preparing to start, the TSD/TSR-2/TSR-3 Standard Truck HMI Control Panel will continue to display the
Standard Display. The preheat buzzer at the unit (located on the unit Interface Board) sounds during the engine pre-heat and
crank sequence.
Starting the Electric Motor

Units equipped with the Electric Standby option only
Electric motor starting is automatic in both Continuous Mode and CYCLE-SENTRY Mode. The motor will start as required
when the unit is turned on in Standby Mode and standby power is connected.
Caution: The motor may start automatically any time the unit is turned on.
When the motor is preparing to start, the TSD/TSR-2/TSR-3 Standard Truck HMI Control Panel will continue to show the
Standard Display. The preheat buzzer at the unit (located on the unit Interface Board) sounds for 20 seconds before the electric
motor starts.Switching from Diesel to Electric
Important: The operation of this feature can be changed using the Guarded Access Menu.
Units equipped with the ELECTRIC-STANDBY option only.

The unit will automatically switch to Electric Mode operation when standby power is connected and available.
Switching from Electric to Diesel

Important: The operation of this feature can be changed using the Guarded Access Menu.
Units equipped with the ELECTRIC-STANDBY option only.

If the unit is operating in Electric Mode and the electric standby power is removed or fails, the unit will not automatically start
in Diesel mode. This is primarily designed to prevent unauthorized diesel engine starts when the truck is on a seagoing ferry
where engine operation is strictly prohibited.
If the unit is operating in Electric Mode and the electric standby power is removed or fails, Alarm Code 91 Check Electric
Ready Input will be set. The red LED between the ON key and OFF Key will glow, the Alarm Icon will glow and the box
temperature and setpoint displays will disappear as shown below.
Alarm Icon
For Alarm Code 91 Check Electric Ready Input only, pressing the OFF Key will clear the alarm and turn the unit off. Pressing
the ON key will turn the unit back on in Diesel Mode. If unit operation is required, the diesel engine will start as shown
previously in Starting the Diesel Engine.

Preferred Method for Manually Switching from Electric Mode to Diesel Mode
1. Press the Standard Truck HMI Control Panel OFF Key to turn the unit off.
2. Turn off the standby power and disconnect the cord.
3. Press the Standard Truck HMI Control Panel ON Key to turn the unit on. The Hourmeters display will briefly appear and then
the screen will appear as shown below.
4. Press the Standard Truck HMI Control Panel ON Key again to clear Alarm Code 91 Check Electric Ready Input and turn the
unit back on in Diesel Mode.
When this display is present, do not press the Standard Truck HMI Control Panel OFF Key to turn the unit off. Press the
Standard Truck HMI Control Panel ON Key again to clear Alarm Code 91 Check Electric Ready Input and turn the unit back
on in Diesel Mode.
If the Standard Truck HMI Control Panel OFF Key is pressed when this display is present, the unit will turn off and the display
will be blank.
To restart the unit in Diesel Mode, proceed as follows:
• Press the Standard Truck HMI Control Panel ON Key. The Hourmeters display and a blinking Alarm Icon will appear.
• When the Hourmeters display and a blinking Alarm Icon is shown, press the Standard Truck HMI Control Panel ON Key again. The display
will go blank but the blinking Alarm Icon will remain on and blinking.
When the display goes blank and the blinking Alarm Icon is shown, press the Standard Truck HMI Control Panel ON Key
again. The box temperature and setpoint will appear, the blinking Alarm Icon will disappear and the unit will start in Diesel
Mode.
Selecting CYCLE-SENTRY or Continuous Mode

When CYCLE-SENTRY mode is selected the unit will start and stop automatically to maintain setpoint, keep the engine warm
and the battery charged. When Continuous Mode is selected, the unit starts automatically and runs continuously to maintain
setpoint and to provide constant airflow throughout the truck box.
Diesel Mode
When running in Diesel Mode, Cycle Sentry or Continuous operation is selected by pressing the CYCLE SENTRY/
CONTINUOUS Key when the unit is turned on. If the unit is running in Continuous Mode, pressing this key will switch
operation to Cycle Sentry Mode and the amber LED indicator will glow. If the unit is running in Cycle Sentry Mode, pressing
this key will switch operation to Continuous Mode and the amber LED will turn off.
Electric Mode
When running in Electric Mode, the unit is forced to Cycle Sentry operation. Continuous operation is not available when the
unit is running in Electric Mode.
When switched to Electric Mode, the previous Diesel Mode operating condition (Cycle Sentry or Continuous) is held in
memory. This information is retained even if the unit is turned off. When the unit is switched back to Diesel Mode, the unit will
operate in the previous Diesel Mode condition.
CAUTION: The engine may start automatically any time the unit is turned on.
CAUTION: If the unit is in CYCLE-SENTRY null and the mode is switched to Continuous Mode, the unit will start
automatically.
Selecting the High Speed Lock-Out Feature

If the High Speed Lock-Out feature is enabled and turned on, the unit will run only in low speed until the High Speed Lock-Out
feature is turned off or the High Speed Lockout Timer is exceeded. This feature is typically used in noise sensitive areas to
reduce unit engine noise.
High Speed Lock-Out is turned on or off by pressing the HIGH SPEED LOCKOUT Key when the unit is turned on. Pressing
this key will turn High Speed Lock-Out on, pressing it again will turn High Speed Lockout off. If High Speed Lockout is turned
on, unit will switch to low speed operation and the amber LED indicator will glow. No further high speed operation is allowed
until this feature is turned off or the High Speed Lockout Timer is exceeded.
Important: HIGH SPEED LOCKOUT TIMER: If High Speed Lockout Mode is selected, the High Speed Inhibit Timeout
feature may be enabled to return the unit to normal operation after a set time period has expired. This prevents unintended
extended operation with high speed operation locked out. The time period may be set from 15 minutes to 2 hours. If a time
period is set and exceeded, the unit will return to normal operation with high speed operation allowed and the amber LED
indicator will turn off. If necessary to return to High Speed Lockout Mode, press the HIGH SPEED LOCKOUT Key again.

Initiating a Manual Defrost Cycle
Defrost cycles are usually initiated automatically based on time or demand. Manual defrost may also be available. Defrost is
only available if the unit is running and the evaporator coil temperature is less than 7 C. Other features such as door switch
settings may not allow manual defrost under some conditions.
To initiate a manual defrost cycle, press the DEFROST Key (See Figure "Standard Display" page 6). If conditions allow, the
unit will enter a defrost cycle and the amber LED next to the DEFROST Key will glow.
Initiating a Zone Manual Defrost Cycle

required to select the desired zone. To initiate a manual defrost cycle, press the DEFROST Key. If conditions allow, the unit will
enter a defrost cycle and the amber LED next to the DEFROST Key will glow.
Important: During the defrost cycle, the box temperature will rise toward 50 F (10 C). This is normal and is caused by the defrost cycle
warming the evaporator coil. Since the damper door is closed during the defrost cycle, this warm air is not allowed to pass into the
truck box.
Box temperature will rise toward 11C
Terminating a Defrost Cycle

The defrost cycle terminates automatically when the coil temperature is greater than or equal to 11 C or the maximum defrost
timer expires. Alarm code 14, Defrost Terminated by Time, will generate if the maximum defrost time is exceeded. When the
defrost cycle is completed the amber LED next to the DEFROST Key will turn off. Defrost can also be terminated by turning
the unit off and back on.

ALARMS
Alarm Code Notification

If an alarm condition occurs, the Alarm Icon will appear on the display. If the alarm is a Check Alarm, the Alarm Icon will turn
on but the unit will continue to run. If the alarm is a Shutdown Alarm, the Alarm Icon and the display will flash on and off and
the unit will shut down.
.
Alarm Icon
Displaying Alarm Codes

Alarms are displayed by simultaneously pressing and holding the ON Key and PRETRIP TEST Key. The alarm display will
appear as shown below. The upper display shown in Figure indicates that Alarm Code 127 Setpoint Not Entered has been set.
The lower display indicates that only one alarm code exists.
ON and PRETRIP TEST Keys

If more than one alarm code has been set, they are displayed with the most recent alarm shown first. Use the UP ARROW Key
to scroll through the alarms.
Clearing Alarm Codes

After the alarm situation is resolved, press the ENTER Key (See Figure "Standard Display" page 6) to clear the alarm code
currently being shown. When all alarms have been cleared the display will show all zeros to indicate that no alarm codes exist.
The display will return to the Standard Display about 30 seconds after all alarms have been cleared.
Important Alarm Notes

• All alarms must be viewed before any of the alarms can be cleared.
• If an alarm will not clear, it may still exist. If the alarm is not corrected, it will not clear or may be immediately set again.
• Some alarms cannot be cleared using the Standard Truck HMI Control Panel. These alarms must be cleared by maintenance personnel from
the Maintenance or Guarded Access Menus.
• Alarm Code 91 Check Electric Ready Input is cleared by turning the unit off and back on. See SWITCHING FROM ELECTRIC TO
DIESEL in this section.
Refer to the relevant Diagnostic Manual for more information about alarm codes and their diagnosis.
Sending a Servicewatch Data Logger Start of Trip

When the unit is turned on, press and hold the ENTER Key for 5 seconds to send a Start of Trip (SOT) marker to the unit
ServiceWatch Data Logger and the optional DAS Data Logger (if equipped).
Refer to the relevant Diagnostic Manual for more details.

PRETRIP TEST
A Pretrip Test verifies unit operation. The PRETRIP Key allows either a Full Pretrip Test or an Engine Running Pretrip Test to
be initiated by the operator.
Pretrip Test Conditions

• The current unit settings are saved and restored at the end of the Pretrip Test or if the unit is turned off and back on.
• The Pretrip Test can be run in either Diesel or Electric Mode.
• The unit will auto switch from Diesel Mode to Electric Mode or from Electric Mode to Diesel Mode during a Pretrip Test if these features
are enabled and the auto switch conditions occur.
Conditions where Pretrip Tests are not allowed

• Pretrip Tests are not allowed if any shutdown alarms are present.
• Pretrip tests are allowed with some Check and Log alarms present.
Pretrip Test Sequence
Pretrip tests proceed in the order shown below.
Full Pretrip Test
Full Pretrip Tests include all of the tests shown below.
• Amp Checks - Each electrical control component is energized and the current drawn is confirmed as within specification.
• Engine Start - The Engine will start automatically.
• Cool Check - The ability of the unit to cool in low speed is checked.
• Heat Check - The ability of the unit to heat in low speed is checked.
• Report Test Results - The test results are reported when the Pretrip Test is completed.
• If the unit passes the Pretrip Test, the amber Pretrip Test LED will turn off at the completion of the test, it will revert to the
Standard Display, the Alarm Icon will not be displayed, and the unit will continue to run as required. This signifies that the
unit passed the Pretrip Test.
• If the Pretrip Test fails, alarm codes will exist to direct the technician to the source of the problem.
Engine Running Pretrip Test

Engine Running Pretrip Tests include all of the tests shown below. They do not include the Amps Check or the Engine Start
tests.
• Cool Check - The ability of the unit to cool in low speed is checked.
• Heat Check - The ability of the unit to heat in low speed is checked.
• Report Test Results - The test results are reported when the Pretrip Test is completed. If the Pretrip Test fails, alarm codes will exist to direct
the technician to the source of the problem.
Pretrip Test Considerations

When performing a Pretrip Test, the following issues should be considered.
• Whenever possible, run the Pretrip Test with an empty truck box.
• If running a Pretrip Test on a truck loaded with dry cargo, insure that proper airflow can occur around the load. If the load restricts airflow,
false test results may occur. Also, units have high refrigeration capacity which results in rapid temperature change. Sensitive dry cargo may
be damaged as a result.
• If running a Pretrip Test on a truck that has just been washed down, the extremely high humidity inside the truck box may result in false test
results.
• If running a Pretrip Test on a truck loaded with sensitive cargo, monitor the load temperature during the test as normal temperature control
is suspended during pre-trip operation.
• Always perform Pretrip Tests with the cargo doors closed to prevent false test results.

PERFORMING A PRETRIP TEST
Starting a Pretrip Test

The Full Pretrip Test must be started with the unit not running. Turn the unit on and clear all alarm codes. Turn the unit off.
Turn the unit on and wait for the unit running time hourmeters to be shown on the display. When the unit running time
hourmeters are shown on the display, press and hold the PRETRIP Key for 5 seconds.
Pretrip Key
• A flashing Pretrip LED indicates that the Pretrip Test is being initialized. When the Pretrip Test starts, the Pretrip LED will glow steady
amber. The display will show the Standard Display.
• The Amps Check Test will be preformed and then the unit will start automatically. The balance of the tests will be completed.
• The Pretrip Test will take about 20 - 30 minutes, depending on conditions.
Warning: The box temperature will vary during the Pretrip Test. This is normal operation.
• When the Pretrip Test is complete or if a Shutdown Alarm occurs, the amber Pretrip LED will turn off.
• Stopping a Pretrip Test: To stop a Pretrip Test at any time, press the POWER OFF Key to turn the unit off. This will generate Alarm Code
28 Pretrip Abort. Other alarm codes may also be generated. This is normal when the Pretrip Test is halted before completion.
Starting a Engine Running Pretrip Test

The Engine Running Pretrip Test must be started with the unit running. Turn the unit on and clear all alarm codes. Allow the unit
to start.
With the unit running, press and hold the PRETRIP Key for 5 seconds (See Figure "Pretrip Key" page 15).
• A flashing Pretrip LED indicates that the Pretrip Test is being initialized. When the Pretrip Test starts, the Pretrip LED will glow steady
amber to indicate the test is in progress. The display will show the Standard Display.
• The Pretrip Test will take about 20 - 25 minutes, depending on conditions.
Important: The box temperature will vary during the Pretrip Test. This is normal operation.
When the Pretrip Test is complete or if a Shutdown Alarm occurs, the amber Pretrip LED will turn off.
Stopping a Pretrip Test:
To stop a Pretrip Test at any time, press the POWER OFF Key to turn the unit off. This will generate Alarm Code 28 Pretrip
Abort. Other alarm codes may also be generated. This is normal when the Pretrip Test is halted before completion.
Pretrip Test Results

Pass Pretrip Test
• If the unit passes the Pretrip Test, the amber Pretrip Test LED will turn off at the completion of the test and the unit will continue to run as
required. This signifies that the unit passed the Pretrip Test.
Fail Pretrip Test with Check Alarms
• If the unit fails the Pretrip Test with Check alarms, the Alarm Icon will appear when the alarm condition occurs. The Pretrip Test will
continue to run unless a Shutdown Alarm occurs.
• The amber Pretrip Test LED will turn off at the completion of the test, but the Alarm Icon will remain lit. This indicates that one or more
Check Alarm conditions occurred during the Pretrip Test. More than one alarm may be present.
• View and record the alarm(s), correct as necessary, clear the alarm(s) and repeat the Pretrip Test.
Fail Pretrip Test with Shutdown Alarms
• If the unit fails the Pretrip Test with a Shutdown alarm, the Alarm Icon will appear when the alarm condition occurs, the unit will
immediately shut down and the amber Pretrip Test LED will turn off.
• The Pretrip Test will be aborted.
• Alarm Code 28 Pretrip Abort will be set along with the Shutdown Alarm that was detected. This signifies that a Shutdown Alarm occurred
during the Pretrip Test and that the test was aborted. Other alarms may also be present.
• View and record the alarm(s), correct as necessary, clear the alarm(s) and repeat the Pretrip Test.
Display Brightness
The brightness of the TSD/TSR-2/TSR-3 Standard Truck HMI Control Panel display can be adjusted to allow for changing
ambient light conditions. The choices available to the operator are HIGH, MEDIUM and LOW.

To change the display brightness press and hold the ON key then press the UP ARROW Key to increase display brightness and
the DOWN ARROW Key to decrease display brightness.
Keypad Lockout (T-500R/T-Dairy Only)

The Keypad Lockout feature allows the operator to lock the keypad to prevent tampering. If the Keypad Lockout feature is
turned on, all keys except the ON Key and OFF Key are prevented from functioning. The unit can still be turned On and Off, but
doing so does not clear Keypad Lockout.
To turn Keypad Lockout on, simultaneously press and hold the ON Key, CYCLE SENTRY Key and HIGH SPEED
LOCK-OUT Key for 5 seconds. The display will appear, with [0 - - - n] replacing the box temperature. When the three keys are
released, the display will return to the Standard Display of box temperature and setpoint.
Checking Truck HMI Control Panel Software Revision and Serial Number
The Standard Truck HMI Control Panel serial number and software revision can be displayed if necessary.
To display the serial number and software revision press and hold the PRETRIP key for 5 seconds when the unit is turned off.
The serial number is shown at the top of the display and the software revision is shown at the bottom of the display. The HMI
Control Panel Serial Number shown in Figure is 00212. The software revision shown below is Revision 2200.
Software Revision and Serial Number
Time and Date

With all SR-2 control systems, the system time and date is maintained by the HMI Control Panel. The time and date held by the
HMI Control Panel cannot be viewed using the Standard Truck HMI Control Panel. Time and date can be checked and changed
using WinTrac 4.8.1 or later. Power must be connected to the Standard Truck HMI Control Panel and the unit must be turned off
in order to check or change the time and date.
1. Remove the Standard Truck HMI Control Panel as necessary to gain access to the back of the device.
2. Turn the unit on to verify that power is available to the Standard Truck HMI Control Panel. Turn the unit back off.
3. Remove the back cover from the Standard Truck HMI Control Panel. 4
4. Connect a Thermo King 9 to 15 pin serial cable from the PC computer to the 15 pin connector on the back of the Standard
Truck HMI Control Panel shown below
“D” Connector
5. When the cable is connected, be sure the red LED indicator located between Standard Truck HMI Control Panel
POWER ON Key and POWER OFF Key is illuminated as shown below (Figure 62). If the red LED indicator is
not illuminated the time and date cannot be changed. If the red LED indicator is not illuminated, be sure the unit
is turned off.

Red LED Indicator
6. Open WinTrac 4.8.1 or later. Earlier versions of WinTrac will not work.
7. Select Seek Device.
8. Use WinTrac to set the time and date. See the WinTrac Manual for additional information.
9. When the time and date is set and checked, disconnected the cable, replace the back cover and reinstall the
Standard Truck HMI Control Panel as necessary.
10.Turn the unit on and perform a ServiceWatch Data Logger download using WinTrac to verify the time and date
are correct.

8 Electrical Maintenance
Alternator Charging System Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . 8-2

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Alternator Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Interface Board Fuse F4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Test Equipment for Checking Voltage and Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Alternator Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
General Diagnostic and Warranty Evaluation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Field Current Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Fuses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Interface Board LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Smart FETs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
SMART REEFER 2/3 (SR-2/3) Microprocessor Controller . . . . . . . . . . . . . . . . . . 8-8
Expansion Module (SPECTRUM systems ONLY [T-Series SPECTRUM and UT
SPECTRUM]). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Expansion Module LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Flywheel (RPM) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Unit Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
AC Components (Model 50 Units Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Electrical Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Evaporator Heaters (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Condenser Fan Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Phase Select Module for Truck Unit Model 50 Applications . . . . . . . . . . . . . . . . . . . . . . 8-13
Overload Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Electrical Maintenance 8-1

ALTERNATOR CHARGING SYSTEM DIAGNOSTIC 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.
• A problem may exist in the 2A output circuit from the alternator to the battery. Check for an open 2A circuit, 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 alternator belt or pulleys are defective or the belt is not properly adjusted. Be
sure the belt is not loose or cracked and the pulleys are the correct size and in good condition.
• The excitation circuit (EXC circuit) must supply voltage to the excite terminal of the alternator.
• The sense circuit (SENSE circuit) must supply voltage to the sense terminal of the alternator.
• The alternator must be properly grounded.
• The unit control circuits or installed accessories may be drawing excessive current.
• An overcharged battery is usually caused by a defective voltage regulator.
Alternator Identification
• These units use Thermo King Alternators (see below), which are painted black.
1 2
3
4
5
7
6
1. B+ Terminal (Positive Output - 2A Wire) 5. F2 Terminal (Do Not Ground)

2. B- Terminal (Negative Ground - CH Wire) 6. Voltage Regulator and Brush Assembly
3. S Terminal (Regulator Sense - 2 Wire) 7. W Terminal (AC Output)
4. L Terminal (Regulator Excite - 7K Wire)
Thermo King Alternator Terminal and Component Locations

Interface Board Fuse F4
The interface board has a 300 ohm resistor and a resistor bypass fuse (F4) in the alternator excitation circuit. The fuse and
resistor are connected in parallel and are located on the interface board. Removing the resistor bypass fuse places the 300 ohm
resistor in the excitation circuit as required for Thermo King alternators (and Australian Bosch alternators). 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.
NOTE: The F4 fuse must be removed from the interface board 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 interface
board.
Test Equipment for Checking Voltage and Current

Always use accurate test equipment when checking alternator circuit voltage and amperage, but be sure voltages are measured
from the designated terminal to the alternator chassis ground. All voltages are DC voltages unless otherwise noted.
Alternator Load Test

Thermo King no longer recommends a full field test for determining the alternator current output. Full fielding an alternator
can cause increases in alternator output voltage that may damage internal alternator or unit components. This damage may not
be readily apparent.
To test the alternator under load, Thermo King recommends the use of a clamp-on ammeter to monitor output current, both
on initial startup and under full unit load conditions. For example, on multi-temp units, all remote evaporators should be turned
on.
General Diagnostic and Warranty Evaluation Procedure

Complete the following diagnostic procedures before replacing an alternator or the voltage regulator.
1. When testing an alternator, use accurate test equipment
2. Make sure the drive belts and pulleys of the charging system are in good condition and are adjusted properly before testing
the alternator. Be sure the pulleys are the correct size. Worn belts, loose belts and worn or improperly sized pulleys will lower
the output of the alternator.
3. The battery must be charged and in good condition, the battery cable connections must be clean and tight, and the 2A, SENSE
(sense), and EXC (excitation) circuits must be connected properly. All charging circuit connections must be clean and secure.
If the unit battery is questionable, a known good jumper battery should be substituted for alternator testing.
NOTE: If the unit battery is questionable, a known good jumper battery should be substituted for alternator testing.
NOTE: Do not perform this test with a battery charger connected to the unit battery.
NOTE: All voltage readings should be taken between the chassis ground on the alternator and the terminals indicated, unless
stated otherwise.
4. Check that the resistor bypass fuse (F4) has been removed. Units with Thermo King alternators must have the resistor bypass
fuse (F4) removed.

CAUTION: Energizing the circuit with the resistor bypass fuse installed will damage Thermo King alternators. Be
sure the resistor bypass fuse is removed for Thermo King alternators.
5. Check and note the battery voltage at the battery with the unit turned off.
6. With the unit off, check the voltage at the B+ terminal on the alternator. Battery voltage must be present. If not, check the 2A
circuit.
7. Disconnect the main wire harness from the voltage regulator. On Thermo King alternators, carefully push on the spring clip
to release the plug lock.
8. Use the Mechanics/Premium HMI Control Panel to turn the unit on and enter Non-Running Service Test Mode. Place the unit
in High Speed Cool. Refer to the appropriate Microprocessor Diagnostic Manual for information about the Service Test
Mode.
9. Check the voltage at the sense circuit (SENSE circuit). Battery voltage should be present. If not, check the sense circuit
(SENSE circuit) in the main wire harness.
10. Check the voltage at the excitation circuit (EXC circuit). 10 Vdc or more should be present. If not, check the excitation circuit
(EXC circuit) in the main wire harness.
11. Turn the unit off and reconnect the main wire harness to the voltage regulator.
12. Attach a clamp-on ammeter around the 2A wire connected to the B+ terminal on the alternator. All wires connected to the B+
terminal must pass through the clamp-on ammeter.
13. Connect a digital multi-meter between the B+ terminal at the alternator and chassis ground.
14. Turn the unit on and allow it to start. Using the clamp-on ammeter, check the current flow in the 2A wire.
A positive reading indicates the alternator is charging. On unit startup, the current flow 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).
A reading on the clamp-on ammeter at or near 0 amps indicates the alternator is not charging. Checking the unit ammeter
will show a discharge condition. The alternator is defective if there are no problems in the wiring. Recheck the wiring
before assuming the alternator is defective.
15. Check the voltage at the B+ terminal. The voltage should increase until it reaches the anticipated voltage regulator setting as
shown in the table below. Record the voltage.
The voltage regulator setting varies inversely with the temperature as shown below. Regulator voltage can vary from
approximately 15.2 Vdc at -40 F (-40 C) to approximately 13.2 Vdc at 176 F (80 C).
Temperature Anticipated Regulator Voltage

-40 C (-40 F) From 15.2 Vdc to 14.0 Vdc
25 C (77 F) From 14.4 Vdc to 13.6 Vdc
80 C (176 F) From 14.2 Vdc to 13.2 Vdc
If the voltage does not increase to the anticipated voltage regulator setting, the alternator is defective if there are no
problems in the wiring. Recheck the wiring before replacing the alternator.
16. If the voltage does increase until it reaches the anticipated voltage regulator setting, compare the 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
voltage between the battery terminals.
If the voltage at the B+ terminal is no more than 1.0 Vdc higher than the voltage between the battery terminals, continue
with Step 17.
If the voltage at the B+ (POS) terminal is more than 1.0 Vdc higher than the voltage between the battery terminals, clean
and check the wires and connections in the 2A and 2 circuits and repeat this check.
17. Increase the charging system load as much as possible by running the unit in high speed or defrost.
18. Monitor the alternator output voltage.
With the increased load, the alternator output voltage should decrease no more than 0.5 Vdc. The voltage may increase as
much as 1.0 Vdc. If the alternator output voltage decreases no more than 0.5 Vdc the alternator is good.
If the alternator output voltage decreases more than 0.5 Vdc, the alternator is defective if there are no problems in the
wiring. Recheck the wiring before replacing the alternator.
Alternator Diode Quick Check:
This check confirms proper diode function.
19. With the unit still running, set the digital multi-meter connected from the alternator B+ output to chassis ground for AC volts.
No more than 1.0 Vac should be present. A reading of more than 1.0 Vac indicates damaged alternator diodes.
20. Turn the unit off.

Field Current Test
Use this test to determine if the alternator can be repaired. Perform this test with the unit turned off.
1. Attach a clamp-on ammeter to the 2A wire near the B+ terminal on the alternator.
2. Energize the field on the Thermo King alternator by connecting a jumper wire between the F2 terminal and the B+ terminal.
Do not connect the F2 terminal to ground or the alternator will be damaged.
3. Note the ammeter reading. The ammeter reading indicates the field current, which should be 2.0 to 6.0 amps at 12 volts.
• No field current or a low field current indicates an open circuit or excessive resistance in the field
circuit. Remove the voltage regulator and brush assembly and inspect the slip rings. If the slip rings
and are acceptable, install a new voltage regulator and brush assembly and repeat the test. If the
brushes are not the problem, replace the alternator.
• High field current indicates a short in the field circuit. Replace the rotor or the alternator.
BATTERY
The Microprocessor Power switch must be placed in the Off position before connecting or disconnecting the battery terminals.
The Microprocessor Power switch is located on the control box side of the unit.
Inspect/clean the battery terminals and check the electrolyte level during scheduled maintenance inspections. A dead or low
battery can be the cause of an ammeter indicating discharge due to lack of initial excitation of the alternator even after the unit
has been boosted for starting. The minimum specific gravity should be 1.235. Add distilled water as necessary to maintain the
proper water level.
FUSES
TSR-2/TSR-3
A number of fuses protect various circuits and components. All the fuses except F21 are located on the interface board, which
is located inside the control box. F21 is located in the fuse holder between the REDB and 2 wires that go from the battery to the
2 terminal on the interface board. Refer to the appropriate Microprocessor Diagnostic Manual for a complete list of the size and
function of the fuses.
Fuse Size Function

F3 40A Fuel Sol Pull-In/Starter Circuit
F4 2A Fuse - All Prestolite Alternators
2A
F6 15A Damper and High Speed Circuits
F7 2A 8XP Circuit - Controller On Feedback to HMI
F10 10A 8X Power (Install fuse in upper position)
F11 10A Power to Drain Tube Heater Relay for Remote Evaporator (Not Used)
F13 2A 8FC Circuit (Remote Lights)
F15 P/S On/Off Relay
F20 2A Alternator Sense
F22 Not Used
F23 Not Used

Fuse Size Function
F25 7.5A HPCO/Run Circuit
F26 5A Power to CAN Connector J98
F4 Remove fuse F4 for Model 30 units with Australian Bosch or Thermo King Alternators. Install fuse F4 for Model 50
units with Prestolite Alternator.
F10 When fuse F10 is installed in the upper position the On/Off keys on the HMI turn the unit on and off. When fuse F10
is installed in the lower position the unit will start and run without the HMI control panel.
F15 The device identified as F15 is a poly switch. These over-current devices reset automatically and are not replaceable.
Interface Board TSR-3(LHS)/TSR-2(RHS)
TSD
A number of fuses protect various circuits and components. All the fuses except F20 and F21 are located
on the base controller/interface board, which is located inside the control box. F20 is located in the fuse
holder between the SEN wires connected to the alternator. F21 is located in the fuse holder between the
REDB and 2 wires that go from the battery to the B+ terminal on the alternator. Refer to the appropriate
Microprocessor Diagnostic Manual for a complete list of the size and function of the fuses.
Fuse Size Function

F1 5A 2P Circuit - Battery Power to TSD CAN Connector
F2 2A 8XP Circuit - Switch On Power to TSD CAN Bus
F3 2A 8FC Circuit - Remote Light
F5 7.5A HPCO/PHPCO Circuit
F7 40A Starter Solenoid Circuit
F8 15A Damper Solenoid Circuit
F11 10A 8X Circuit - Power From On Relay (K4) - Install fuse in upper position.
F13 15A High Speed (Throttle) Solenoid Circuit

Fuse Size Function
F14 None
No Fuse - All Bosch and Thermo King Alternators
2A Fuse - All Prestolite Alternators
2A
F20 2A Battery Power to Alternator Sense Circuit
F11 When fuse F11 is installed in the lower position the On/Off keys on the TSD Control Panel turn the unit on and
off. When fuse F11 is installed in the upper position the unit will start and run without the TSD control panel
F14 Remove fuse F4 for units with Australian Bosch or Thermo King Alternators. Install fuse F4 for units with
Prestolite Alternator.
BZ1
J15
8DP 8D K5
X1 8DF
1
8S H 7D 29
2A 8
2A
2A
K6 K7 K9
K1 K3
15A
15A
F2 F3 K1
J35
40A
40A
15A
15A
15A
5A
K2
Status LED
F7 F6 F13 F8 F1 J37 7.5A
2A F4 ARA1989
15A
J16
J5
Bar Code Here
2
S/N:CXXXXXXXXXXEMK
CH K4
J34
10A
J32 K10
F11
2A
BASE P/N: 1E40428G01
J30
K8 1
7.5A
F14
S.P. P/N: NPN
TKS2-A3M6-C000
REV. XXXX
F5
ARA1725
J1
1. Base Controller/Interface Board

2. Evaporator Fan Relay Board
TSD Base Controller/Interface Board and Evaporator Fan Relay Board
Interface Board LEDs

The interface board has LEDs that indicate which outputs are energized. The LED is illuminated when the associated circuit
output is energized.
Interface Board LED Functions

LED # Function
LED 3 K2 Preheat Circuit
LED 4 K4 Damper Circuit
LED 5 K3 High Speed Circuit
LED 6 K1 Run Relay Circuit
LED 7 K5 Diesel/Electric Relay
LED 8 Condenser Inlet Solenoid (CIS) Circuit
LED 9 Receiver Tank Pressure Solenoid (RTPS) Circuit (Not Used)
LED 10 Hot Gas Solenoid (HGS) Circuit
LED 11 Purge Valve (PV) Circuit
LED 17 (Not Used)
LED 18 Alternator Excite
LED 19 Liquid Injection Solenoid (LIQ) Circuit

Interface Board LED Functions (Continued)
LED # Function
LED 20 (Not Used)
Status – Flashes once per second when the base controller is powered and operating normally.
Flashes several times per second when flash loading. Is on without flashing during reboot and when
under test. Flashes twice within 1 second followed by 1 second off if a CAN communication error
LED 21 is present.
LED 22 K8 Drain Tube Heaters Remote Evaporator (Not Used)
LED 23 K9 On/Off Circuit
LED 24 K6 Fuel Solenoid Pull-In Circuit
LED 25 K7 Starter Circuit
LED 26 (Not Used)
LED 27 ETV*
LED 28 ETV*
LED 29 ETV*
LED 30 ETV*
* May be illuminated even if the ETV outputs are not used.
SMART FETS
A Smart FET (Field Effect Transistor) is a circuit control device that acts like a relay and a circuit breaker. Smart FETs halt
current flow if an overcurrent condition exists, and resume normal operation when current flow is within limits. Smart FETs are
not field repairable. Refer to the appropriate Microprocessor Diagnostic Manual for more information about the Smart FETs.
Interface Board Outputs With Smart FETs

Output Function
Run Relay Coil
High Speed Relay Coil
EVA, EVB, EVC, EVD ETV Outputs
CIS Condenser Inlet Solenoid
HG Hot Gas Solenoid
PV Purge Valve
LIQ Liquid Injection Solenoid
EXC Alternator Excite
ALPC Alarm Light (Optional)
ALM Alarm Light (Optional)
SMART REEFER 2/3 (SR-2/3) MICROPROCESSOR CONTROLLER

Refer to the Truck SR-2 Single Temp Diagnostic Manual TK 54292/TK 55208 for complete service information about the
Microprocessor Controller and the related components.

EXPANSION MODULE (SPECTRUM SYSTEMS ONLY [T-SERIES SPECTRUM AND UT
SPECTRUM])
The expansion module allows for up to three temperature controlled zones. The module provides the interface between the
base controller and the Zone 1, Zone 2, and Zone 3 (if used) multi-temperature components such as sensors, solenoids, valves,
and fan motors. It also uses Smart FETs to provide overcurrent and short circuit protection for the associated circuits.
All engine functions and the condenser unit valves are controlled by the base controller. This includes the receiver tank
pressure solenoid (RTPS), condenser inlet solenoid (CIS), hot gas bypass solenoid (HGBS), purge valve (PV), and liquid
injection solenoid (LIS). In addition the liquid line solenoid for Zone 1 (LLS) is controlled by the base controller. All other Zone
1 devices and all other remote evaporators are controlled by the expansion module.
Load power is supplied by the 2AA wire to the expansion module via the 2A terminal stud. Power from the 8X circuit in the
base controller is supplied to the expansion module via the YEL wire in the 8 pin connector. The expansion module communicates
with the base controller via a CAN bus connection. All remote zone input and solenoid output functions are connected via the
expansion module 35 pin connector harness. Remote evaporator fan motor outputs are provided for 6 variable speed remote fan
motors. Each output is capable of operating two fans.
There are no user replaceable components on the expansion module. Refer to the Truck SR-2 Multi Temp Diagnostic Manual
TK 54293 for more information about the Expansion module.
1. Expansion Module LEDs

Expansion Module
Expansion Module LEDs

The expansion module has LEDs that indicate which outputs are energized. These LEDs are located in the corner of the
expansion module body and are defined in the following table. An LED is illuminated when its associated circuit output is
energized. The circuit outputs are protected by Smart FETs. All the LEDs are red, except LED HBEAT, which is green.
Expansion Module LED Functions

LED Function
F01 Fan 1 (Zone 1 FM1-A)
F02 Fan 2 (Zone 1 FM1-B)
DTH1 Zone 1 Drain Tube Heater
HGS1 Zone 1 Hot Gas Solenoid

Expansion Module LED Functions (Continued)
LED Function
SLS1 Zone 1 Suction Line Solenoid
Status – Flashes once per second when the base controller is powered and operating normally.
Flashes several time per second when flash loading. Is on without flashing during reboot and when
under test.
Flashes twice within one second followed by one second off if a CAN communication error is
HBEAT present
LLS2 Zone 2 Liquid Line Solenoid
LLS3 Zone 3 Liquid Line Solenoid
1. Green Status LED (All other LEDs are Red)

Expansion Module LEDs
FLYWHEEL (RPM) SENSOR

The flywheel (RPM) sensor is mounted on the engine starter mounting flange adjacent to, but not touching, the flywheel
(backed off 1/4 turn).
The flywheel sensor is a device containing an inductance coil and magnet. When the magnetic field is distorted by the passing
ring gear teeth, the inductance coil generates an AC electrical signal that has a voltage and frequency variation proportional to
the engine RPM.
By monitoring the frequency of this signal, the controller can monitor the engine speed and precisely control the timing of the
starter disengagement.
If the flywheel sensor fails, the starter may not disengage or engage properly and a fault code will be generated.

Testing the Flywheel (RPM) Sensor:
The following equipment is required:
• AC voltmeter capable of reading up to 10 volts
• Ohmmeter
The flywheel sensor may be checked as follows:
1. Position the flywheel so a ring gear tooth is in the center of the sensor mount hole.
2. Turn the flywheel sensor into the starter mounting flange until it contacts the ring gear. Back out the sensor 1/4 turn and
tighten the locknut.
Flywheel (RPM) Sensor

3. Disconnect the FS1 and FS2 wires from the sensor.
Flywheel (RPM) Sensor Wires

4. Run the unit on low speed and high speed. Check the AC voltage output across the sensor terminals. Note: Use a good quality
meter able to read low AC Voltage values (1 to 2 vac). Check the AC voltage output across the sensor terminals. Use a meter
with a high ohms per volt internal resistance. Note: An automotive type meter may not give an accurate reading because the
meter may load the circuit heavily and cause the voltage level to appear lower than it actually is.
a. The output voltage should be 1.0 to 2.0 Vac on low speed.
b.The output voltage should be 2.0 to 2.5 Vac on high speed.
NOTE: If the voltage is slightly off, the voltage may be increased by turning the sensor in more, and the voltage may be
lowered by turning the sensor out more.
5. Reconnect the FS1 and FS2 wires to the sensor.

If the flywheel sensor passes the above test, the sensor may be considered good.
If the engine will not start, an alternate less reliable test may be performed as follows:
Disconnect the sensor from all wires, and measure the resistance across the terminals and from each terminal to the aluminum
case. The resistance should be 250 to 300 ohms across the terminals, and there should be no continuity from each terminal to the
case.
GLOW PLUGS
Glow plugs heat the combustion chamber to aid in quick starting. The glow plugs are energized when the microprocessor
initiates unit starT-up. A defective glow plug (burned out) can be detected by placing a clamp-on ammeter on the H wire to the
glow plugs. Normal current draw during preheat is approximately 11 to 13 amps. A current draw in this range means all three
glow plugs are working. If the current draw during preheat is less than this, at least one glow plug is bad.
To isolate an open circuit glow plug, remove the wires and test each glow plug individually with an ohmmeter or a jumper
wire and ammeter. Each glow plug should have a resistance of 2.3 ohms. The current draw for each glow plug should be
approximately 4.3 amps.

1
3
2
1. Remove Wires
2. Ohmmeter
3. 2.3 Ohms
Glow Plug Ohm Test
The cylinder head cover must be removed to access the glow plugs.
A shorted glow plug will show excessive current draw (more than 13 amps) during preheat, and may cause fuse F5 (40 A) to
blow. Check each glow plug individually.
EVAPORATOR FAN MOTORS (T-500R/T-DAIRY ONLY)

NOTE: Non-repairable fan motor assemblies are used. If a motor malfunctions, it must be replaced.
CAUTION: Take precautions to ensure the unit will not accidentally start while servicing the system.
The evaporator fan motors are maintenance free. If erratic or intermittent operation is observed, the current draw of the motor
should be measured while proper voltage is applied. The current draw for a evaporator motor is approximately 7.0 to 7.6
amps at 12.5 volts.
If any of the evaporator fan motors do not run at all, check fuses F1, F2, and F3 on the evaporator fan relay board and the output
to the evaporator fans when they should be energized.
UNIT WIRING
Inspect the unit wiring and the wire harnesses during scheduled maintenance inspections for loose, chafed or broken wires to
protect against unit malfunctions due to open or short circuits.
AC COMPONENTS (MODEL 50 UNITS ONLY)

CAUTION: Model 50 units use high voltage ac for electric standby operation. Lethal voltage
potentials can exist on connections in the high voltage box. Take appropriate precautions and use
extreme care when testing the unit.
Electrical Contactors
Test the contact points by checking the voltage drop across each set of points when the contactor is energized and the system
is operating. If the voltage drop across a set of points is more than 0.25 Vac, replace the contactor.
Test the contactor coil as follows:
1. Check the voltage to the coil. It should be at battery (source) voltage. If not, check for an open circuit.
2. Check the voltage after the coil. It should be 0 volts. If not, check for an open or high resistance in the circuit to ground. If
the voltage is 0 but the contactor does not pull-in, the coil is probably open. Ohm check to verify.

Evaporator Heaters (Optional)
Test the resistance of each evaporator heater by disconnecting it from the circuit and checking it with an ohmmeter. The
resistance of each evaporator heater should be approximately 71 ohms.
Condenser Fan Rotation

The condenser fan is belt driven. On electric standby operation, check for correct fan rotation by placing a small cloth or sheet
of paper against the condenser fan grille on the front of the unit. Correct rotation will hold the cloth or paper against the grille.
Improper rotation will blow the cloth or paper away from the grille. To correct incorrect rotation, check the motor and motor
contactor wiring per the unit wiring diagram.
Phase Select Module for Truck Unit Model 50 Applications

The phase select module is designed to monitor both single and 3 phase nominal input voltages between 200 and 480 volts AC.
1 2 3
5 4
1. MCB–Motor Contactor
2. MCA–Motor Contactor
3. Base Controller/Interface Board Assembly
4. Overload Relay
5. Phase Select Module
Model 50 Control Box Components with High Voltage Cover Removed - T-Series (Except T-500R/T-Dairy)

1 2 3 4
ARA1969
7 6 5

2. Overload Relay
3. Base Controller/Interface Board Assembly
(Low Voltage)
4. Evaporator Fan Relay Board (Low Voltage)
7. Heater Contactor (Optional)
Model 50 Control Box Components with High Voltage Cover Removed (T-500R/T-Dairy Only)
1 2 3 4
4. Overload Relay
Model 50 High Voltage Box Components with High Voltage Cover Removed - UT-Series
Operation
The phase select module will detect missing phases, phase orientation and low voltage on three phase or single phase power.
The Brown, Gray, and Black wires are used to sample the power at L1, L2 and L3 respectively. Operating power from 12 to 24
volts is supplied to the module via the 8 wire and CH wire.

When the voltage sensed rises above 165 volts AC and all three phases are present, the module ER wire will output 12 volts
DC after the conditions exist for 2 to 4 seconds. This signal informs the microprocessor that electric standby operation is possible.
If the voltage drops below 160 volts AC or a phase is lost, the ER output is turned off after the condition exists for 3 seconds. The
module continues to monitor the power and the module ER wire will again output 12 volts DC within 2 to 4 seconds after the
voltage rises above 165 volts AC and all three phases are present.
If phase orientation is L1, L2, L3 the 7EB wire will output voltage to energize the appropriate phase rotation contactor MCA.
If phase orientation is L1, L3, L2 the 7EC wire will output voltage to energize the appropriate phase rotation contactor MCB. The
7EB and 7EC wires are interlocked to prevent both phase contactors from being energized at once.
If the SP input is grounded, the module will now be set for single-phase operation. In this case only the Brown and Gray wires
are used and the Black wire is taped off.
Connections to the module are shown in the tables below.
Power Connections
Input Description
8 Nominal 12 volt DC power to the phase select module
CH Chassis ground
Inputs
Input Description
L1 This Brown wire supplies standby power L1 to the phase select module.
L2 This Gray wire supplies standby power L2 to the phase select module.
L3 This Black wire supplies standby power L3 to the phase select module.
7EA If 12 volts DC is supplied, then output 7EB or 7EC will be at 12 volts DC
SP If this wire is connected to chassis ground the module will operate in single-phase mode.
SP- This is an internal ground for the module. If SP-GND is jumpered to SP then the module will be
GND set to operate on single phase.
Outputs
Output Description
7EB If phase orientation is L1, L2, L3 then this wire will provide 12 volts DC to energize the
appropriate phase rotation contactor MCA. The 7EC wire is interlocked to prevent both phase
contactors from being energized at once.
7EC If phase orientation is L1, L3, L2 then this wire will provide 12 volts DC to energize the
appropriate phase rotation contactor MCB. The 7EB wire is interlocked to prevent both phase
contactors from being energized at once.
ER This wire will output 12 volts DC to the microprocessor 2 to 4 seconds after the voltage rises
above 165 volts AC and all three phases are present. If the voltage drops below 160 volts AC
or a phase is lost and the condition remains for 3 seconds, the output is turned off. The module
continues to monitor and will again output 12 volts DC 2 to 4 seconds after the power returns to
normal (voltage rises above 165 volts AC and all three phases are present).

Connector Pinout
Pin Wire Description

1 8 Power to Module
2 CH/CHV Chassis ground
3 ER AC Power OK, output to microprocessor
4 7EA/7E Power for 7EB or 7EC output
5 7EB Output to MCA
6 7EC Output to MCB
7 SP-GND Internal ground to enable a jumper circuit for SP logic
8 SP Grounded for single phase mode
9 Unused
Removal and Replacement

1. Turn unit off.
2. Disconnect the unit battery.
3. Disconnect the standby power.
4. Remove the high voltage cover.
5. Disconnect the three wires from the phase select module at the motor contactor.
6. Unplug the phase select module harness.
7. Remove the old phase select module.
8. Install the new phase select module.
9. (3 Phase Applications) Connect the new phase select module wires to the lower contactor (MCA) as follows:
Connect the Brown wire to L1 on the contactor.
Connect the Gray wire to L2 on the contactor.
Connect the Black wire to L3 on the contactor.
Use crimp-on terminals as required.
10. (Single Phase Applications) Connect the new phase select module wires to the lower contactor (MCA) as follows:
Connect the Brown wire to L1 on the contactor.
Connect the Gray wire to L2 on the contactor.
Use crimp-on terminals as required.
Tape the Black wire back onto itself. It is not used on single-phase installations.
11. Connect the plug on the short harness from the phase select module.
12. Install the high voltage cover.
13. Secure wires and wire harnesses as required using cable ties.
14. Connect the unit battery.
15. Perform a Pretrip Test to verify proper operation.
Diagnostics
1. Plug the standby power cord into a known good power supply and turn the unit on.
2. Using a Fluke Meter, test the L1, L2, and L3 circuits at the input to the terminals where the Brown, Blue and Black wires are
connected. The voltage should be between 200-480 VAC between the circuits. If not, repair as necessary to supply the needed
voltage to the unit.
3. Check the 8 circuit to the phase select module for 12 Vdc. If voltage is not present, check the phase select module connector
and the interface board connector for secure connections.
4. If correct AC power is present in step 2 above, then the ER output should measure 12 Vdc. If no voltage is present, replace
the phase select module.
5. If voltage is present on the ER output, then LED 7 (K5 Diesel/Electric Relay) on the interface board should be on. If not,
check the K5 Diesel/Electric Relay circuit on the interface board.
6. If voltage is measured on the ER output, and LED 7 is on, then the 7EA input should measure 12 Vdc. If voltage is not present,
check the phase select module connector and the interface board connector for secure connections.
7. If voltage is present on the ER output and the 7EA input, and LED 7 is on, then either the 7EB or 7EC output should measure
12 Vdc and one of the phase select contactors should be on. If voltage is not present on either the 7EB or 7EC output, replace
the phase select module.

OVERLOAD RELAY
The overload relay protects the standby electric motor. It is located in the control box under the high voltage cover. The
overload relay opens the circuit to the electric motor if the current exceeds the overload relay setting. The overload relay resets
automatically.
Typical Overload Relay
Overload Relay Replacement

When the overload relay is replaced, the new overload relay must be set up to open at the correct amperage and reset
automatically. See the following procedure to set up a new overload relay.
1. Open the clear plastic cover.
1. Lift Here to Open Cover

Open Cover
2. Use a small screwdriver to set the opening amperage. See “Electric Motor and Overload Relay” in the “Specifications”
chapter for the correct overload relay setting.
3. Use a small screwdriver to remove the tab marked with an “H” to access the switch used to set the overload relay to reset
automatically.

2
1
1. Set Opening Amperage

2. Remove Tab Marked “H”
Set Amperage and Remove Tab
4. Move the slide switch down until it clicks into place at the bottom of the slot (from which the tab marked “H” was removed).
This sets the overload relay to reset automatically.
1. Switch Clicks into Place at Bottom of Slot

Move Switch Down
The new overload relay is now set up correctly. Note which wires go to which terminals when removing the old overload relay
so the wires are connected correctly when the new overload relay is installed.

9 Engine Maintenance
EMI 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2

Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Engine Oil Pressure Switch/Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Engine Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Oil Filter Change. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Engine Air Cleaner (EMI 2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Crankcase Breather System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Bleeding Air from the Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
ELC (Extended Life Coolant) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Antifreeze Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Engine Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Coolant Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Draining Water from Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Fuel Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Injection Pump Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Injection Pump Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Fuel Limit Screw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
Engine Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
Adjust Engine Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Belt Tensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Water Pump Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
Engine/Electric Motor (Jackshaft) Belt - T-Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41
Engine/Electric Motor (Jackshaft) Belt - T-500R/T-Dairy. . . . . . . . . . . . . . . . . . . . . . . . 9-42
Engine/Electric Motor Belt - UT-Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
Compressor/Electric Motor Belt - UT-Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
Electric Motor/Alternator Belt - UT-Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
EMI 2000
EMI 2000 is an extended maintenance interval package, which is standard equipment on this unit. The EMI 2000 package
consists of the following key components:
• New EMI 2000-Hour Cyclonic Air Cleaner Assembly and Air Cleaner Element
• New EMI 2000-Hour Fuel Filter (black with gold lettering)
• New EMI 2000-Hour By-Pass Oil Filter (black with gold lettering)
• API Rating CI-4 Mineral Oil
• Five Year or 12,000 Hour ELC (Extended Life Coolant).
The EMI package allows standard maintenance intervals to be extended to 2,000 hours, or 1 year, whichever occurs first.
NOTE: Units equipped with the EMI 2000 package do require regular inspection in accordance with Thermo King's
maintenance recommendations.
NOTE: The new EMI 2000 oil filters and new EMI 2000 air cleaners are NOT interchangeable with the oil filters and air
cleaners previously used in truck unit.
ENGINE LUBRICATION SYSTEM

The engine has a pressure lubrication system. See the appropriate Engine Overhaul Manual for a detailed description of the
engine lubrication system.
Oil pressure is affected by oil temperature, viscosity and engine speed. Subnormal oil pressures usually may be traced to lack
of oil, diluted oil, faulty oil pressure control valve, loose connections in the lubrication system, or worn bearings. Low oil pressure
is not normally caused by a faulty oil pump. The use of improper viscosity oil will also produce low oil pressure shutdowns.
Engine Oil Pressure Switch/Sensor

The engine oil pressure switch/sensor is located on the filter head above the bypass oil filter. Engine oil pressure should rise
immediately on starting. If engine oil pressure drops below 10 ± 2 psig (69 ± 14 kPa), the switch/sensor signals the
microprocessor to stop the engine. See the appropriate Microprocessor Diagnostic Manual for diagnostic information.
Engine Oil Change

The engine oil should be changed according to the “Maintenance Inspection Schedule”. Drain the oil only when the engine is
hot to ensure that all the oil drains out. When changing oil, try to make sure that the truck is not tipped away from the direction
that the oil is supposed to flow from the oil pan. It is important to get as much of the residual oil out as possible because most of
the dirt particles are in the last few quarts of oil to drain out. Refill the pan with oil (see the “Specifications” chapter) and check
the dipstick level. Run the unit, and then recheck the oil level.
1. Spin-on Oil Filter
NOTE: Fill the crankcase slowly so oil will not run through the crankcase breather into intake manifold and fill up an open
cylinder. Leaving the dipstick out while adding engine oil will vent the crankcase.
CAUTION: The fill port on top of the engine should not be used to add engine oil. To prevent engine lock-up and/or serious
internal damage after TriPac engine oil is added or changed always add oil through the lower port on the timing gear cover.
Engine Maintenance 9-2

Add oil as necessary to reach the full mark. See the “Specifications” chapter of this manual for correct type of oil.
Oil Filter Change

Both oil filters should be changed along with the engine oil. Use genuine Thermo King extended maintenance oil filters.
1. Remove the filter.
2. Apply oil to rubber ring of new filter and install filter.
3. Tighten the filter until the rubber ring makes contact, then tighten 1/2 turn more.
4. Start the unit and check for leaks.
1. Spin-on Oil Filter

2. Bypass Valve Nut
3. Bypass Valve
Oil Filter Parts
ENGINE AIR CLEANER (EMI 2000)

The EMI 2000 air cleaner used with this unit is a dry element air cleaner. The air cleaner filters all of the air entering the engine.
Excessive restriction of the air intake system affects horsepower, fuel consumption and engine life. Inspect the element at every
oil change.
Replace the EMI 2000 air cleaner filter element at 2,000 hours, or 1 year, whichever occurs first.
1. Outlet Connection
2. Intake Hose Connection
3. Dry Filter Element
T-Series Air Cleaner Shown, UT-Series Similar But Mounted Vertically
CRANKCASE BREATHER SYSTEM

The crankcase breather system ducts crankcase gases formed in the crankcase directly to the air intake. 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 cylinder head cover, which is a combination of valve cover and intake manifold. A
restrictor in the cylinder head cover limits the flow of gases from the crankcase to the intake and keeps the crankcase pressure
from getting too low.

1
1. Breather Cover
2. O-ring
3. Baffle
4. Baffle Plate
Crankcase Breather Components
Normal crankcase pressures with a new air cleaner are shown below:
Unit/Speed in. (mm) H2O of vacuum

Truck/Low 0 to 8 in. (0 to 203 mm)
Truck/High 2 to 11 in. (51 to 279 mm)
TriPac 0 to 8 in. (0 to 203 mm)
The vacuum will increase as the air cleaner gets dirty and becomes more restrictive. Remove the breather cover and the baffle
plate and check to make sure nothing is plugged or damaged.
See the TK270, TK370, and TK376 Engine Overhaul Manual (TK 53163) for the procedure to check the crankcase pressure.
If your readings are significantly more positive than 0 to 11 in. (0 to 279 mm) H2O of vacuum, you may have excess blowby past
the rings. A compression check should be performed to confirm this.
The following items can effect the crankcase pressure readings.
Crankcase
Pressure Effect Typical Cause
Increase Piston Rings Stuck or Worn
Increase Restrictor Plugged
Decrease Air Cleaner Dirty or Plugged

ENGINE COOLING SYSTEM
General Description
The engine employs a closed, circulating type, pressurized cooling system. Correct engine temperatures are controlled and
maintained by a radiator, fan and thermostat. The coolant is circulated through the system by a belT-driven centrifugal pump.
The pump draws the coolant from the side of the radiator (large header), circulates it through the cylinder block and head, then
back to the radiator. A thermostat mounted in the water outlet from the cylinder head to the radiator automatically maintains
coolant temperature within the specified temperature range.
All water-cooled engines are shipped from the factory with a mixture of 50 percent permanent type antifreeze concentrate and
50 percent water in the engine cooling system.
This provides the following:
1. Prevents freezing down to -30 F (-34 C).
2. Retards rust and mineral scale that can cause engine overheating.
3. Retards corrosion (acid) that can attack accumulator tanks, water tubes, radiators and core plugs.
4. Provides lubrication for the water pump seal.
2 3
1 4
5
7
9
8
1. Engine 6. Radiator
2. Overflow Cap 7. Petcock (Bleed Tap)
3. Expansion Tank Cap 8. Drain Tubing
4. Expansion Tank 9. Drain Cock
5. Coolant Level Sensor
T-Series Engine Cooling System Components TK 376U

1
2 3
5
6
1. Engine 5. Expansion Tank

2. Coolant Temperature Sensor 6. Coolant Level Sensor
3. Expansion Tank Cap 7. Radiator
4. Overflow Cap 8. Drain Cock
T-Series Engine Cooling System Components TK 270

1
3
2
1. Radiator 4. Expansion Tank

2. Water Temperature Sensor 5. Coolant Level Sensor
3. Engine 6. Bleed Line
UT-Series Engine Cooling System Components
Bleeding Air from the Cooling System

Often when a self powered truck unit cooling system is refilled, air is trapped in the engine block and/or under the thermostat.
To effectively remove all air from the cooling system of the T-Series and UT-Series units the use of a fill tube and the following
procedure is recommended.
NOTE: If an engine runs with air trapped in the block, the engine may be damaged. The high water temperature switch may
not protect an engine that has air trapped in the block, because the high water temperature switch is designed to protect an
engine from overheating due to failures in the cooling system and the loss of coolant.
1. Fill the cooling system via the expansion tank allowing the coolant level up to the overflow tank inlet passage opening.
2. The recommended quantity is listed in the table below.
T-500 T-Dairy T-600 T-800 T-1000 T-1200 UT-800 UT-1200

12 pints 12 pints 12 pints 12 pints 13 pints 13 pints 11 pints 11 pints
5.678 litres 5.678 litres 5.678 litres 5.678 litres 6.151 litres 6.151 litres 5.20 litres 5.20 litres
3. To remove all air trapped in the cooling system use a custom made coolant fill tube. This coolant fill tube can be manufactured
locally or requested from the service department in Thermo King Galway.
a. Install the coolant fill tube assembly to the expansion tank as shown in the following images:

Install Coolant Fill Tube Assembly (T-Series Shown, UT-Series Similar)
b. Lock HMI to read engine coolant temperature (if Standard HMI a service tool should be used).
c. As the coolant temperature increases, air bubbles will escape through the coolant fill tube as the thermostat begins to
open (approximately 72°C).
d. Allow the engine to run on high speed at a stabilized coolant temperature of approximately 85°C until the air bubbles
cease to come out of the coolant. Note to achieve a coolant temperature of 85°C it will be necessary to cover the
condenser coil from the bottom edging up slowly thereby increasing the coolant temperature and fully opening the
thermostat.
e. As air escapes from the cooling system the coolant level in the fill tube will decrease. Should the coolant level drop
down so it is no longer visible, add additional coolant at the top of the fill tube. Continue this step until the air bubbles
stop expelling out through the fill tube.
f. Intermittently, check the head pressure on the HMI to ensure the pressure does not become excessively high potentially
causing the unit to shuT-down.
g. Repeat Steps as required until the coolant level in the fill tube remains constant i.e. no more air bubbles in the fill tube.
h. Then squeeze/clamp the expansion tank to thermostat coolant hose to force more coolant flow through the radiator.
This will likely lower the temperature of the coolant so the coverage of the condenser coil will need to be increased to
maintain the coolant temperature of approximately 85°C.
i. With the flow through the radiator now maximized, repeat Steps d and e.
j. Continue running the coolant loop under these conditions until the coolant is free of all entrained and / or entrapped air.
k. Remove the cover placed over the condenser coil first and then three minutes later unclamp the expansion tank to
thermostat coolant hose.
l. Continue running the coolant loop until the coolant stabilizes at approximately72°C.
m. Shut off engine and allow system to cool down to the ambient temperature
n. Remove the fill hardware and check the level of the coolant (expansion tank should be completely full).
o. Ensure the coolant level in the overflow tank is adequate.
4. Replace the expansion cap.

ELC (Extended Life Coolant)
ELC is standard equipment on these units. The maintenance interval for ELC is 12,000 hours. A nameplate on the coolant
expansion tank identifies units with ELC.
The new engine coolant, Texaco Extended Life Coolant, is Red in color instead of the current Green or Blue-Green colored
coolants.
AJA1947
ELC Nameplate Located On Expansion Tank

The following are the Extended Life Coolants currently approved by Thermo King for use in ELC units for five years or 12,000
hours:
• Chevron Dex-Cool
• Texaco ELC (nitrite free)
• Havoline Dex-Cool (with nitrites)
• Havoline Dex-Cool (nitrite free)
• Shell Dexcool
• Shell Rotella
• Havoline XLC (Europe)
• Saturn/General Motors Dex-Cool
• Caterpillar ELC
• Detroit Diesel POWERCOOL Plus
CAUTION: Do not add Green or Blue-Green, conventional coolant to cooling systems using Red, Extended Life
Coolant. In an emergency deionized water can be used but must be replaced with the correct coolant as soon as
possible.
The use of 50/50 percent pre-mixed Extended Life Coolant (ELC) is recommended to assure that de-ionized water is being
used. If 100 percent full strength concentrate is used, de-ionized or distilled water is recommended over tap water to insure
the integrity of the cooling system is maintained.
Antifreeze Maintenance Procedures

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

Checking the Antifreeze
Check the solution concentration by using a temperature compensated antifreeze hydrometer or a refractometer designed for
testing antifreeze. Maintain a minimum of 50 percent permanent type antifreeze concentrate and 50 percent water solution to
provide protection to -30 F (-34 C). Do not mix antifreeze stronger than 68 percent permanent type coolant concentrate and 32
percent water for use in extreme temperatures.
Changing the Antifreeze

1. Run the engine until it is up to operating temperature. Stop the unit.
2. Open the drain cock and completely drain coolant. Observe coolant color. If the coolant is dirty, proceed with a, b, and c.
Otherwise go to step 3.
CAUTION: Avoid direct contact with hot coolant.

a. Run clear water into radiator and allow it to drain out of the drain cock until it is clear.
b. Close the drain cock and install a commercially available radiator and block flushing agent, and operate the unit in
accordance with instructions of the flushing agent manufacturer.
c. Open the drain cock to drain water and flushing solution.
CAUTION: Avoid direct contact with hot coolant.

3. Run clear water into the radiator, and allow it to drain out of the drain cock until it is clear. When water has finished draining,
close drain cock.
4. Inspect all the hoses for deterioration and the hose clamp tightness. Replace if necessary.
5. Loosen the water pump belt. Check the water pump bearing for looseness.
6. Inspect the radiator cap. Replace the cap if the gasket shows any signs of deterioration.
7. Mix one gallon of the appropriate permanent type antifreeze concentrate and one gallon clean water in a container to make a
50/50 mixture. (Do not add antifreeze and then add water to the unit. This procedure may not give a true 50/50 mixture
because the exact cooling system capacity may not always be known).
8. Refill the radiator with the 50/50 mixture.
Engine Thermostat
For the best engine operation, use a 71 C (160 F) thermostat year round.

1
1. Thermostat Housing
2. Gasket
3. Thermostat
4. Gasket
5. Water Pump
Water Pump Assembly and Thermostat
Coolant Level Switch

The coolant expansion tank uses a magnetic float type coolant level switch. When the coolant level is at or above the switch,
the float is in the upper position and the switch is closed. When the coolant level is below the switch, the float is in the lower
position and the switch is open.
1. Float in Upper Position - Switch Closed

2. Float in Lower Position - Switch Open

Testing the Coolant Level Switch
You can test the switch in the unit by adjusting the coolant level. You can also remove the coolant level switch from the
expansion tank and test the switch by moving the float up and down.
1. Remove the wire harness connector from the coolant level switch.
2. Use an ohmmeter to check the continuity of the switch at the connection pins.
3. Make sure the coolant level is above the switch and check the continuity of the switch. The switch should be closed. If you
removed the switch from the tank, do this check with the float in the upper position.
4. Drain coolant from the expansion tank until the coolant level is well below the switch and check continuity of the switch. The
switch should be open. If you removed the switch from the tank, do this check with the float in the lower position.
5. Replace the switch if it is not closed in step 3 and does not open in step 4.
Replacing the Coolant Level Switch

1. Disconnect the wire harness connector from the coolant level switch.
2. Drain coolant from the expansion tank until the coolant level is well below the switch.
3. Remove (unscrew) the coolant level switch from the expansion tank.
4. Install the new coolant level switch and position the orientation mark down as shown in the following drawing.
1. Orientation Mark Down

5. Refill the expansion tank with coolant.
6. Connect the wire harness connector to the coolant level switch.
ENGINE FUEL SYSTEM

The fuel system used on these diesel engines is a high pressure system used in conjunction with a prechamber.
The components of the fuel system are:
• Fuel tank (may be the truck fuel tank)
• Electric Fuel pump
• Fuel filter
• Injection pump
• Injection nozzles.
Operation
A 10 psig (69 kPa) electric fuel pump pulls fuel from the fuel tank through a prefilter, then pushes it to the fuel filter, and to
the injection pump. The prefilter is designed for diesel fuel and is the only type that should be used.
The injection pump raises the pressure of the fuel and meters the correct amount of fuel to the nozzle at the correct time. The
increased fuel pressure will lift the spring loaded nozzle to admit fuel into the combustion chamber.
Maintenance
The fuel system is relatively trouble free, and if properly maintained will usually not require major service repairs between
engine overhauls.

The most common cause of fuel system problems is contamination. It cannot be stressed enough that the fuel must be clean,
fuel tanks must be free from contaminants, and the fuel filter must be changed regularly. Any time that the fuel system is opened
up, all possible precautions must be taken to keep dirt from entering the system. This means all fuel lines should be capped when
open. The work should be done in a relatively clean area, if possible, and the work should be completed in the shortest time
possible.
The injection nozzles must be tested (and repaired if necessary) at least every 3,000 hours in accordance with EPA 40 CFR
Part 89. Normal conditions are considered to be the use of clean high quality fuel, no used oil blending, and regular
maintenance of the fuel system according to the Maintenance Inspection Schedule. Refer to the TK270, TK370, and TK376
Overhaul Manual TK 53163 for injection nozzle testing and repair procedures.
Thermo King recommends that any major injection pump or nozzle repairs be done by a quality diesel injection service
specialty shop. The investment in equipment and facilities to service these components is quite high. Therefore, this equipment
is not found in most repair shops.
The following procedures can be done under field conditions:
• Bleeding air from the fuel system
• Maintenance involving the fuel tank and filter system
• Engine speed adjustments
• Electric transfer pump replacement or repair (10 psig [69 kPa] pump with diesel filter)
• Injection line replacement
• Pump timing
• Nozzle spray pattern testing and adjustment
• Minor rebuilding of nozzles.
Bleeding the Fuel System

The fuel system will have to have the air bled out if the engine runs out of fuel, if repairs are made to the fuel system, or air
gets into the system for any other reason.
MAKE SURE to keep the fuel tank vent open. If the vent becomes clogged, a partial vacuum develops in the tank, and this
increases the tendency for air to enter the system.
Proceed as follows:
1. Loosen the bleeder screw on the return fuel fitting of the injection pump.
1. Injector Line 2. Bleeder Screw

Injection Pump
2. Turn on the electric fuel pump. The electric fuel pump is energized when the ON key is pushed. Tighten the bleeder screw on
the injection pump when clear flow of fuel appears.
NOTE: At initial starT-up, open the bleeder screw at the injection pump and bleed fuel until a clear
flow is noted.
3. Loosen the injector lines on the injection nozzles.
4. Crank the engine until fuel appears at the nozzles. Tighten the injector lines, and start the engine.
NOTE: Fuel will not appear at the nozzles by merely running the electric pump. The engine must be
cranked.

T-Series Fuel and Oil System Components TK 376

1. Elbow - hose fitting (3/8) 16. Plug - pipe
2. Kit - sleeve & eyelet (3/8) 17. Plug - pipe
3. Nut (3/8) 18. Filter - oil bypass (EMI 2000)
4. Hose (3/8 od) 19. Stud - bypass filter
5. Adapter - oil line 20. Filter - oil (full flow)
6. Kit - sleeve & eyelet (1/4) 21. Tee (with restrictor)
7. Nut (1/4) 22. Switch - oil pressure
8. Elbow - hose fitting (1/4) 23. Bushing
9. Hose (1/4 od) 24. Valve - Schrader
10. Tee 25. Pump - fuel (12V)
11. Tee (with restrictor) Kit - filter
12. Elbow (45 degree) Kit - bowl & gasket
13. Filter - fuel (EMI 2000) Gasket - bowl to body
14. Adapter - fuel pickup 26. Bracket - fuel pump
15. Bracket - fuel filter Screw - bracket
Screw Flatwasher
Flatwasher Nut
Nut 27 Tube - fuel pickup


1. Elbow - hose fitting (3/8) 21. Tee (with restrictor)
2. Kit - sleeve & eyelet (3/8) 22. Switch - oil pressure
3. Nut (3/8) 23. Adapter - oil hose
4. Hose (3/8 od) 24. Adapter (3/8)
5. Fitting - hose fitting (1/4) 25. Eye - lifting
6. Kit - sleeve & eyelet (1/4) 26. Pump - fuel (12V)
7. Nut (1/4) Kit - filter
8. Elbow - hose fitting (1/4) Kit - bowl & gasket
9. Hose (1/4 od) Gasket - bowl to body
10. Bushing 27. Wrench - fuel bowl
11. Tee (with restrictor) 28. Bracket - fuel pump
12. Elbow (45 degree) Screw - bracket
13. Filter - fuel (EMI) Flatwasher
14. Filter - oil bypass (EMI) Nut
15. Adapter - fuel filter 29. Tube - fuel pickup
16. Adapter - bypass oil filter 30. Hose - oil drain
17. Bracket - fuel filter Elbow - oil hose
Screw - bracket Cap - oil hose
Flatwasher 31. Hose - fuel return
Nut CLAMP - hose
20. Filter - oil (full flow)

AMA768
UT-Series Fuel System Components

1. HEAD - filter 13. HOSE - fuel (3/8 x 35 ft)
2. SPUD - filter 14. JOINT - fuel
3. SHAFT - water bleed 15. JOINT - fuel
4. FILTER - fuel 16. PUMP - fuel injection
5. HOSE - fuel (1/4 od x 35 ft lg) 17. PUMP - fuel (12V)
6. ELBOW - hose (1/4) 18. HARNESS - fuel pump
7. KIT - sleeve & eyelet (1/4) 19. WRENCH - fuel bowl
8. NUT (1/4) 20. CLAMP - hose (1/4 x 1/4)
9. ELBOW - hose (3/8) 21. CLAMP - hose (1/4 x 3/8)
10. KIT - sleeve & eyelet (3/8) 22. GROMMET
11. NUT (3/8) 23. TUBE - fuel pickup
12. FITTING 3/8
UT-Series Fuel System Components
Draining Water from Fuel Tank

Water run through the system may damage the injection pump or nozzles. Damage to the fuel 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 off during scheduled maintenance inspections to prevent breakdowns. Drain the water off 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.
NOTE: Some fuel tanks have a check valve in the drain plug fitting. Push the check valve open with
a small screw driver to drain the tank.
3. Let the water and fuel drain into the container until no water is visible in the fuel draining from the tank. 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.
Fuel Filter Replacement

Replace the fuel filter at intervals according to the Maintenance Inspection Schedule.
1. Remove the filter and discard.
2. Lubricate rubber ring of new filter with fuel.
3. Install the filter and tighten until the filter is slightly loose (rubber ring not making contact).
4. Bleed the air from the filter by operating the electric pump until fuel bubbles appear at the top of filter.
5. Tighten the filter until the rubber ring makes contact, then tighten 1/2 turn more.
Electric Fuel Pump

Operation
The electric fuel pump must be mounted next to the fuel tank. This pump is designed to push rather than pull fuel.
Make sure the harness plug black wire pin completes a good ground with the battery. Check the voltage at the red wire pin of
the harness plug. The pump will not operate at less than 9 Vdc. The pump is self priming as long as it is not higher than 30 in.
(762 mm) from the fuel in the fuel tank.
Maintenance
The fuel pump filter should be cleaned whenever the oil is changed. The filter and gasket are replaceable but the pump cannot
be repaired. It must be replaced if it is defective.
Disassembly
1. Unscrew and remove the fuel filter bowl.
2. Unscrew the fuel filter.
3. Wash the fuel filter in cleaning solvent and blow out the dirt and cleaning solvent with compressed air.
4. Clean the fuel filter bowl.
5. Check the fuel filter bowl gasket and replace if necessary.

1
4
3
AMA703
AMA703
1. Fuel Inlet
2. Fuel Filter
3. Fuel Filter Bowl
4. Fuel Filter Bowl Gasket
Electric Fuel Pump
Assembly
1. Screw the fuel filter back into the pump housing (finger tight).
2. Place the fuel filter bowl gasket in place and hand tighten (or 100 in-lb [11.3 N•m]) the fuel filter bowl.
If the pump does not operate, check for:

• A good ground on the black wire pin of the pump harness
• More than 9 Vdc on the red wire pin of the pump harness
• Clean and tighten the electrical connections
• The pump voltage and polarity must be the same as the unit system.
If the pump operates but does not deliver fuel, check for:
• Air leaks in the fuel lines or connections
• Kinks or other restrictions in the fuel lines
• A leaking or distorted fuel bowl gasket
• A clogged or dirty filter.
Injection Pump Timing

This is the only timing procedure for this engine. It is not necessary to check the individual cylinder timing.
CAUTION: The cylinders on the engine are numbered from the flywheel end to the water pump end. The number 1
cylinder is next to the flywheel. The number 2 cylinder is the center cylinder. The number 3 cylinder is next to the
water pump. The timing marks on the flywheel are matched to this system.

1
1. Number One Cylinder Injection Line

2. Timing Mark
Component Location
CAUTION: Loosen all of the injection lines at the injection nozzles to prevent the possibility of the engine firing
while it is being rotated.
1. Remove the injection line for the number one cylinder from the delivery valve on the injection pump and from the injection
nozzle.
NOTE: The number one cylinder is the cylinder at the flywheel end of the engine.
2. Remove the delivery valve spring for the number 1 cylinder by removing the delivery valve holder and the delivery valve
spring, and then reinstalling the delivery valve holder without the delivery valve spring in place.
3. Remove the cylinder head cover (valve cover/intake manifold assembly).
4. Place the engine at top dead center of the compression stroke for the number one cylinder. Refer to steps a through d.
a. Rotate the engine in the normal direction of rotation (clockwise viewed from the water pump end) until the number one
TDC mark on the flywheel lines up with the timing mark on the starter mounting plate.
2 3
1. Injection Timing Marks

2. Top Dead Center Mark for Number 1 Cylinder
3. Index Timing Mark on Starter Mounting Plate
Timing Marks
b. Check the rocker arms on the number one cylinder to see if they are loose.
c. If the rocker arms are loose, the engine is at top dead center of the compression stroke for the number one cylinder.

d. If the rocker arms are tight, the engine is at top dead center of the exhaust stroke for the number one cylinder. Rotate
the engine 360 degrees to place the engine at top dead center of the compression stroke for the number one cylinder.
5. Disconnect the 8S wire from the starter solenoid to prevent the engine from cranking when the unit is turned On.
6. Energize the fuel solenoid and the fuel pump by turning the unit On (or using the Service Test Mode, see the appropriate
Microprocessor Diagnostic Manual).
7. Rotate the engine backwards (counterclockwise viewed from the water pump end) until the injection timing mark is
positioned about 1.0 in. (25 mm) below the timing mark on the starter mounting plate.
8. Use a clean towel to remove the fuel from the top end of the delivery valve holder.
1. Delivery Valve Holder

Injection Pump
9. Slowly turn the engine in the normal direction of rotation until you see the fuel rise in the end of the delivery valve holder.
Stop as soon as you see the fuel rise.
10. Check position of the timing marks. The 16 degrees BTDC timing mark on the flywheel should be aligned with the timing
mark on the starter mounting plate. Repeat steps 7 through 10 to recheck the timing.
2
3
1 4
1. 16 Degrees BTDC Mark (Correct Timing Mark)

2. 20 Degrees BTDC
3. 15 Degrees BTDC
Correct Injection Timing Mark Alignment
11. If the timing is off by more than 1 degree (0.1 in. [2.5 mm]), loosen the mounting nuts on the studs that fasten the injection
pump to the engine and rotate the injection pump to change the timing.
a. Pull the top of the injection pump away from the engine to advance the timing.
b. Push the top of the injection pump toward the engine to retard the timing.
12. Tighten the injection pump mounting nuts and recheck the timing. Repeat steps 7 through 12 until the timing is correct.
13. Install the delivery valve spring for the number one cylinder by removing the delivery valve holder, installing the delivery
valve spring, and then reinstalling the delivery valve holder.
14. Install the injection line for the number one cylinder, the cylinder head cover, tighten the other injection lines, and reconnect
the 8S wire to the starter solenoid when finished with the procedure.

Injection Pump Removal and Installation
Injection Pump Removal
1. Note the alignment of the index marks on the injection pump and the gear case. If they are not marked, mark them so the
injection pump can be returned to the same position when it is reinstalled.
1. Index Marks
Index Mark Location
1 2
1. Index Mark on Injection Pump

2. Index Mark on Gear Case
Index Mark Alignment
2. Remove the throttle linkage, fuel lines, wire harness, and mounting hardware from the injection pump.
3. Remove the injection pump timing cover from the gear case.
4. Loosen the injection pump gear mounting nut, but do not remove it yet.

NOTE: The injection pump gear assembly is made of two pieces, the flange and the gear. Do not
loosen or remove the four bolts that fasten the gear to the flange because that changes the timing.
5. Use a suitable puller to loosen the injection pump gear from the injection pump shaft.
6. Remove the injection pump gear mounting nut and lock washer. Use a shop rag to prevent the lock washer or nut from falling
into the gear case.
7. Remove the injection pump from the gear case, but leave the injection pump gear in the gear case. This keeps the teeth on the
injection pump gear aligned properly with the teeth on the idler gear. If you remove the injection pump gear from the gear
case you will have to remove the gear case cover to realign the timing marks on the injection pump gear and the idler gear.
Injection Pump Installation

1. Place a new O-ring on the injection pump and lubricate it with engine oil.
2. Place the injection pump in the gear case. Rotate the injection pump shaft to mate the key in the shaft with the keyway in the
injection pump gear. Take care to make sure the key mates with the keyway.
3. Secure the injection pump to gear case with previously removed hardware. Make sure to align the index marks on the injection
pump and the gear case like they were in step 1 of Injection Pump Removal.
NOTE: If a different injection pump is being installed, see “Injection Pump Timing” on to set the
timing.
4. Secure the injection pump gear to the injection pump shaft with the lock washer and mounting nut. Use a shop rag, as before,
to prevent the lock washer or nut from falling into the gear case. Torque the nut to 43.5 to 50.9 fT-lb (59.0 to 69.0 N•m).
5. Install the injection pump timing cover on the gear case cover, and reinstall all components removed previously to facilitate
the injection pump removal.
1
2
3
4
8
6
5
1. Injection Pump 5. Injection Pump Gear Mounting Nut

2. Gear Case 6. Lock Washer
3. Gear Case Cover 7. Injection Pump Gear
4. Injection Pump Timing Cover 8. O-Ring
Figure 1: Injection Pump Removal and Installation (3 cylinder engine shown as example here)

Fuel Limit Screw
The fuel limit screw is not adjustable. It is equipped with an anti-tamper cap to fulfill requirements for CARB (California Air
Resources Board) emission regulations. Service technicians must be CARB certified to perform service on the fuel limit screw
for equipment operating in California.
Emission Control Label
Fuel Solenoid
The fuel solenoid is located on the end of the injection pump. It contains two coils: the pull-in coil, and the hold-in coil. The
pull-in coil draws approximately 35 to 45 amps at 12 volts. The hold-in coil draws approximately 0.5 amps at 12 volts.
The pull-in coil must be momentarily energized to move the fuel rack to the on position. Once the fuel rack has been moved
to the on position, the hold-in coil will then hold the fuel rack in the on position until the 8D circuit is de-energized. The pull-in
coil must be de-energized after a few seconds to keep it from being damaged. The pull-in coil is controlled by the microprocessor
through the fuel solenoid pull in relay (K6).
1. Fuel Solenoid
Fuel Solenoid Location
Testing the Fuel Solenoid
The fuel solenoid pull-in coil will require 35 to 45 amps to turn on the fuel. The unit’s battery must be in good condition. If
the battery has enough power to crank the engine over, it has enough power to energize the fuel solenoid pull-in coil.
If you suspect that the engine does not run because the fuel solenoid is not operating correctly, use the following procedure:
1. Use the Mechanics/Premium HMI Control Panel to enter the Interface Board Test Mode. Refer to the appropriate
Microprocessor Diagnostic Manual for specific information about the Interface Board Test Mode.
2. Energize the run relay with the Interface Board Test Mode. The fuel solenoid relay is momentarily energized when the run
relay is energized with the Interface Board Test Mode. This energizes the fuel solenoid, which makes a definite click when
energized.
3. De-energize the run relay with the Interface Board Test Mode. This de-energizes the fuel solenoid, which makes a definite
click when de-energized.
4. Repeat steps 2 and 3 a few times to check the operation of the fuel solenoid.

NOTE: The fuel solenoid may be removed from the injection pump to visually check its operation.
The fuel solenoid must be energized when it is re-installed in the injection pump. If it is not, the
plunger and the linkage may not line up correctly and the fuel solenoid will not function properly.
5. If the fuel solenoid is not operating properly, check the run relay (K1), the fuel solenoid pull in relay (K6), their fuses, and
the associated circuits. If the relays, fuses and circuits are acceptable, use steps 6 through 9 to isolate and check the fuel
solenoid.
6. Disconnect the fuel solenoid wire connector from the main wire harness.
AEA633
1. Red (8D)
2. White (8DP)
3. Black (CH)
Fuel Solenoid Connector Pin Identification
7. Place a jumper wire between the black wire (CH—pin C) in the fuel solenoid connector and a good chassis ground.
8. Test the pull-in coil by momentarily placing a jumper between the white wire (8DP—pin B) in the fuel solenoid connector
and the positive battery terminal. The fuel solenoid should make a definite click when the pull-in coil is energized and should
click again when the pull-in coil is de-energized.
NOTE: The pull-in coil will draw 35 to 45 amps so do not leave the jumper connected to the white
wire (8DP—pin B) for more than two seconds.
a. If the pull-in coil does not energize, check the resistance of the pull-in coil by placing an ohmmeter between the white
wire (8DP—pin B) and the black wire (CH—pin C) in the fuel solenoid connector. The resistance of the pull-in coil
should be 0.2 to 0.3 ohms. If the resistance of the pull-in coil is not in this range, replace the fuel solenoid.
b. If the pull-in coil does energize, go to step 9.
9. Test the hold-in coil.
a. Energize the hold-in coil by placing a jumper between the red wire (8D—pin A) in the fuel solenoid connector and the
positive battery terminal.
b. Momentarily energize the pull-in coil by placing a jumper between the white wire (8DP—pin B) in the fuel solenoid
connector and the positive battery terminal. The fuel solenoid should make a definite click when the pull-in coil is
energized, but should not click when the pull-in coil is de-energized.
c. De-energize the hold-in coil by removing the jumper from the red wire (8D—pin A) and the positive battery terminal.
The fuel solenoid should make a definite click when the hold-in coil is de-energized.
d. If the hold-in coil does not function properly, check the resistance of the hold-in coil by placing an ohmmeter between
the red wire (8D—pin A) and the black wire (CH—pin C) in the fuel solenoid connector. The resistance of the hold-in
coil should be 24 to 29 ohms. If the resistance of the hold-in coil is not in this range, replace the fuel solenoid.
Fuel Solenoid Replacement

1. Disconnect the fuel solenoid wire connector from the main wire harness and remove the old fuel solenoid.
2. Connect the new fuel solenoid wire connector to the main wire harness.
3. Press the ON key to turn the unit on.
Microprocessor Diagnostic Manual for specific information about the Relay Test Mode.
5. Energize the fuel solenoid by energizing the run relay with the Interface Board Test Mode.
NOTE: The fuel solenoid must be energized for no more than 2 seconds when it is installed. If not,
the plunger and the linkage may not line up correctly and the fuel solenoid will not function
properly.

6. Place the O-ring in the groove in the end of the fuel injection pump. Make sure that the O-ring is positioned correctly during
installation to avoid damage and leaks.
AEA635
1. Fuel Solenoid
2. O-ring
3. Groove in Fuel Injection Pump
Fuel Solenoid Components
7. Install the new fuel solenoid.

8. Press the OFF key to turn the unit off after installing the fuel solenoid.
Engine Speed Adjustments

When the diesel engine fails to maintain the correct engine speed, check the following before adjusting the speed:
1. Check the electric fuel pump filter. Recheck the speed.
2. Check the operation of the electric fuel pump.
3. Bleed the air out of the fuel system. Recheck the speed.
Make the engine speed adjustments with the engine fully warmed up.
Low Speed Adjustment

1. Start the unit and let it run until the engine is warmed up.
2. Adjust the setpoint to make the engine run in low speed (or use Service Test Mode LSC) and check the engine speed. See
“Specifications” for the correct low speed.
3. If the engine speed is not correct, loosen the jam nut on the low speed adjustment screw.
4. Turn the low speed adjustment screw to change the engine speed. Turn the screw in to increase the engine speed. Turn the
screw out to decrease the engine speed.
5. Set the engine speed at the correct low speed, and tighten the jam nut
6. Recheck the engine speed.
1. Low Speed Adjustment Screw - All Units

2. High Speed Adjuster - T-Series Units
Engine Speed Adjustments

1. BRACKET - solenoid/engine mount 9. LOCKWASHER
2. SOLENOID 10. ADJUSTER - speed control
3. PLUNGER - solenoid 11. NUT (1/4-28 LH thread)
4. BOOT - solenoid 12. BALL JOINT
5. NUT - solenoid 13. LINK - throttle
6. DIODE 14. LOCKWASHER
7. ROD - throttle 15. NUT
8. NUT
UT-Series High Speed Solenoid Components
High Speed Adjustment

1. Start the unit and let it run until the engine is warmed up.
2. Adjust the setpoint to make the engine run in high speed (or use Service Test Mode HSC) and check the engine speed. See
“Specifications” for the correct high speed.
3. If the engine speed is not correct, loosen the jam nuts at both ends of the high speed adjuster in the throttle linkage.
4. Turn the high speed adjuster to change the engine speed.
5. Set the engine speed at the correct high speed and tighten both jam nuts.
6. Recheck the engine speed.

ADJUST ENGINE VALVE CLEARANCE
The valve clearance should be checked after every 2000 operating hours, maximum. It is important that valves be adjusted to
the correct specifications for satisfactory engine operation. Insufficient valve clearance will result in compression loss and
misfiring of cylinders resulting in burned valves and seats. Excessive valve clearance will result in noisy valve operation and
abnormal wear of the valves and rocker arms. The intake and exhaust valves are adjusted with the valve in the closed position.
The cylinders on these engines are numbered from the flywheel end to the water pump end. The number 1 cylinder is next to
the flywheel. The number 2 cylinder is in the middle and the number 3 cylinder is next to the water pump. The timing marks
on the flywheel are also numbered this way. (For the TK 270 Engine - there is only 2 cylinders - so the number 2 cylinder is
next to the water pump.
The timing marks on the flywheel of the three cylinder engines are stamped 120 degrees apart. The top dead center marks
have the cylinder number stamped next to them. The injection timing marks have no identification marks (see Figure ).
The timing marks on the flywheel of the two cylinder engines are stamped 180 degrees apart. The top dead center marks have
the cylinder number stamped next to them. The injection timing marks have no identification marks
The index timing mark is stamped on the side of the starter mounting plate that faces the flywheel. This index timing mark is
on the intake side of the engine.
On the three cylinder engines the order for the flywheel timing marks is 1, 2, 3, but the firing order is 1, 3, 2. The reason for
this is that the engine fires every 240 degrees of crankshaft rotation. Therefore, when adjusting the valves, check the number
1 cylinder first. Then rotate the engine past the number 2 cylinder timing marks to the number 3 cylinder timing marks and
check the number 3 cylinder. Finally, rotate the engine past the number 1 cylinder timing marks to the number 2 cylinder
timing marks and check the number 2 cylinder.
Valve Adjustment and Firing Order

1. Remove the cylinder head cover.
CAUTION: Loosen all of the injection lines at the injection nozzles to prevent the possibility of the engine firing
while it is being rotated.
2. Place the engine at top dead center of the compression stroke for the number 1 cylinder.
a. Rotate the engine in the normal direction of rotation (counterclockwise viewed from the flywheel end) until the top
dead center timing mark for the number 1 cylinder on the flywheel lines up with the index timing mark on the starter
mounting plate.

1 2
1. Top Dead Center Timing Mark for Number 1

Cylinder
Timing Marks
b. Check the rocker arms on the number 1 cylinder to see if they are loose.
c. If the rocker arms are loose, the engine is at top dead center of the compression stroke for the number 1 cylinder.
d. If the rocker arms are tight, the engine is at top dead center of the exhaust stroke for the number 1 cylinder. Rotate the
engine 360 degrees to place the engine at top dead center of the compression stroke for the number 1 cylinder.
3. Use a feeler gauge to check the valve clearance on both valves for the number 1 cylinder. The valve clearance for both the
intake valves and the exhaust valves should be 0.006 to 0.010 in. (0.15 to 0.25 mm).
NOTE: Check to make sure that the valve stem cap is in good condition and is positioned squarely
on the top of the valve stem. Replace the valve stem cap if it shows significant wear.
4. Adjust the valves if necessary by loosening the lock nut and turning the adjustment screw until the valve clearance is correct.
AGA148
1. Adjustment Screw
2. Lock Nut
Valve Clearance
5. Hold the adjustment screw in place and tighten the lock nut.
AGA114
Adjusting Valves
6. Recheck the valve clearance.
7. Place the engine at top dead center of the compression stroke for the number 3 cylinder. (Not applicable for 2 cylinder
Engine)

mounting plate.
8. Check and adjust both valves for the number 3 cylinder.
9. Place the engine at top dead center of the compression stroke for the number 2 cylinder.
mounting plate.
10. Check and adjust both valves for the number 2 cylinder.
11. Replace the cylinder head cover.

ENGINE MOUNTS
The engine mounting system contains three vibration mounts and a chain restraining mount (snubber).
T-Series Engine Mounting Components for 3 Cylinder Engine

1. Bracket - engine (upper rear) 9. Nut
2. Bracket - engine (compressor side) 10. Washer - belleville
3. Bracket - engine (door side) 11. Screw - chain
Screw - plate & bracket (socket head) 12. Chain - 3 links
Washer - belleville 13. Bolt - eye 1/2 in.
Sealer - thread 14. Bracket - snubber gauge
4. Screw - mount Rivet - bracket
5. Washer - special 15. Spacer - eistimer
6. Mount - vibration (front, set of two) 16. Washer - special
7. Nut 17. Locknut
8. Stud - snubber


1. Bracket - engine (upper rear) 9. Washer - belleville
2. Bracket - engine (compressor side) 10. Flatwasher
3. Bracket - engine (door side) 11. Nut
Screw - plate & bracket (socket head) 12. Chain
Washer - belleville 13. Bolt - eye
Sealer - thread 14. Bracket - snubber
4. Screw - mount 15. Spacer - spring
5. Washer - special 16. Washer - special
6. Mount - vibration 17. Nut
7. Nut 18 Plate - bearing
8. Screw - chain Rivet - plate
UT-SERIES RESTRAINING MOUNT ADJUSTMENT

Install belts and remove slack. After belt tension has been set (no slack). Check seating in pulleys. Then proceed to tighten
locknut (#2) to compress the mount until the top of mount is in the same plane as the gauge brackets (#20). Use straight edge.to
verify. Next, re-tighten belts using TK Gauge (P/N 204-427). Set belt tension to a reading of 75 ± 5. Recheck restraining mount
alignment using a straight edge.
Install chain on
“Depressed” side
of eye bolt.
1. Eye Bolt 11. Stud

2. Locknut (3/8 in.) 12. Locknut (HH)
3. Belleville Washer (3/8 in.) 13. Flatwasher (3/8 Galv.)
4. Vibration Mount 14. See Note 18.
5. Screw 15. Locknut (HH)
6. Flatwasher 16. This End Through Existing Hole In Engine Flange
7. Nyloc Nut 17. Locknut (HH)
8. Screw (3/8 in. SS) 18. NOTE: Do not torque nuts to the normal
3/8 torque specification. This would cause
unnecessary distortion of the flatwashers. A
snug fit is all that is required.
9. NOTE: Always install chain on indented side 19. Flatwasher (3/8 Galv.)
of eye bolt.
10. 3-Link Chain 20. Gauge Bracket
UT-Series Chain/Restraining Mount

1. Screw (5/16-18 SS); Flatwasher (5/16); 4. Screw (3/8-16 SS); Flatwasher (3/8);
Nylock Nut (5/16-18 SS) Nylock Nut (3/8-16 SS)
2. Vibration Mount 5. 3-Link Chain
3. Mount Frame Bracket 6. This End Through Existing Hole In Engine Flange
UT-Series Chain/Restraining Mount Bracket

BELTS
The unit uses only two belts to transfer power from the engine and the electric motor to the alternator, compressor, and
evaporator fans.
BELT TENSIONS
NOTE: See SB 1068 for more information about belt tensions for the T-1000R, T-1200R, T-1000R SPECTRUM, and
T-1000R SPECTRUM units.
COMPRESSOR BELT FIRST RELEASE DRIVE SYSTEM - 2010
Tension No. on
Belt TK Gauge P/N Frequency Gauge P/N 204-1903
204-427
New (Hz) Run-In (Hz)
Water Pump Belt 40
Engine/Electric Motor (Jackshaft)
T-600R, T-800R, T1000R, 62 55-60
T-1200R T-800R, T-1000R, T-1200R SPECTRUM 52 45-50
UT-Series 65-75
Electric Motor (Jackshaft)/Compressor
T-600R & T-800R 4*
T-800R SPECTRUM 2*
T-1000R (Release 1 Belts Only (2010) 131 ± 15 131 ± 15
T-1200R (Release 1 Belts Only (2010) 127 ± 15 127 ± 15
T-1000R SPECTRUM (Release 1 Belts Only (2010) 131 ± 15 131 ± 15
T-1200R SPECTRUM (Release 1 Belts Only (2010) 127 ± 15 127 ± 15
UT-Series 65-75
Alternator (UT-Series only) 45-55
Note: Most recent models of T-Series Units now generally use plates for setting the compressor belt tension - see following pages for
correct belt tension procedures.
* Step number on stepped bracket for T-600R and T-800R instead of frequency.
COMPRESSOR BELT RELEASE 2 (EARLY 2012)
Model Belt Part Number Plate Part Number

T-1200R SPECTRUM 1E46118H88 781723 1E75364H02 928921
T-1200R 1E46118H86 781701 1E75364H01 928920
T-1000R SPECTRUM 1E46118H68 781692 1E75364H02 928921
T-1000R 1E46118H66 781690 1E75364H01 928920
T-800R SPECTRUM 1E46118H22 781686 2*
T-800R & T-600R 1E46118H24 781688 4*
* Note: This table can also apply to release 1 units if the plates are added.
* Step number on stepped bracket for T-600R and T-800R instead of frequency.
Stepped Bracket (Tension plate)

COMPRESSOR BELT RELEASE 3 (EARLY 2013) See belt routing below also.
T-1200R SPECTRUM 1E46118H91 781853 2E24751H03 930719
T-1200R 1E46118H91 781853 2E24751H03 930719
T-1000R SPECTRUM 1E46118H90 781852 2E24751H02 930669
T-1000R 1E46118H90 781852 2E24751H02 930669
T-800R SPECTRUM 1E46118H89 781822 2E24751H01 930617
T-800R & T-600R 1E46118H89 781822 2E24751H01 930617
T-500R/T-Dairy 1E46118H89 781822 1E75364H04 929604
TO UPGRADE UNITS FROM RELEASE 2 BELT ROUTING TO SIMILAR ROUTING OF RELEASE 3
The part numbers below will be required. See belt routing below also.
*Adjuster
Brackets
T-1200R SPECTRUM 1E46118H92 781854 2E24751H08 930865 44
T-1200R 1E46118H92 781854 2E24751H08 930865 44
T-1000R SPECTRUM 1E46118H90 781852 2E24751H02 930669 45.5
T-1000R 1E46118H90 781852 2E24751H02 930669 45.5
T-800R SPECTRUM - - - -
* Note: Distance between Adjuster brackets (or block and bracket on small units)
* Note: T-800R Spectrum requires a frame change for new routing.

UPGRADE RELEASE 2 TO UPDATE TO RELEASE 3 DRIVE TO LATEST REROUTED BELTS,
PULLEYS, BRACKETS, MOTOR ETC.**
*Adjuster
Brackets
T-1200R SPECTRUM 1E46118H92 781854 2E24751H08 New 44
T-1200R 1E46118H92 781854 2E24751H08 New 44
T-1000R SPECTRUM 1E46118H90 781852 2E24751H02 930669 45.5
T-1000R 1E46118H90 781852 2E24751H02 930669 45.5
T-800R SPECTRUM 1E46118H24 781688

** Note: T-800R Spectrum requires frame change for new routing. Must use older belt instead.
* Note: T-800R and T-600R Single Temperature models - there should be no reason for an upgrade, however, if upgrade is
carried out then they do not require a frame change, but, this will include a new motor with alternator mount feature, new
slott bracket over compressor, need to use existing belt.
* Note: For large units this includes a new bracket over the compressor and adjusting mechanism. This is required only if a
motor needs to be replaced.
Water Pump Belt

The water pump pulley is a split type. Adjust the tension by adding or removing shims between the pulley sheaves. See above
for the correct water pump belt tension setting.
1. Remove the bolts from the water pump pulley.
2. Remove the pulley sliding section and add or remove shims to adjusting the belt tension.
3. Reinstall the belt on the pulley and replace the sliding pulley section on the pulley.
4. Tighten the mounting belts on the water pump pulley.
5. Check the belt tension and readjust if necessary.

1. Evaporator Fans 13. Compressor Pulley
2. Hub Clip (M6 or M8*) 14. Compressor Key (U-shaped **)
3. Fan Shaft 15. Compressor
4. Key - Woodruff 16. Electric Motor
5. Engine to Electric Motor/(Jackshaft) Belt 17. Jackshaft
6. Clutch 18. Key - square
7. Evaporator Fan Pulley (Curbside) 19. Fan Hub
8. Evaporator Fan Pulley (Roadside) 20. Condenser Fan
9. Idler Pulley 21. Water Pump Belt
10. Electric Motor (Jackshaft) Pulley 22. Alternator
11. Electric Motor/(Jackshaft) to compressor 23. Fan screw
Belt - Measure Tension Here
12. Alternator Pulley 24. Fan shaft Housing spacer (curbside)
Figure 2: Belt Layout - T-Series
* After march of 2013 the hub clip screw was changed from a M6 screw to a M8.
** See Service Bulletin SB 986 for more details.

1. Engine/Electric Motor (Jackshaft) Belt 10. Compressor Pulley Bushing
2. Clutch 11. Compressor Pulley Key
3. Idler Pulley (Tensioner) 12. Compressor
4. Electric Motor (Jackshaft) Pulley 13. Electric Motor
5. Electric Motor (Jackshaft)/Compressor Belt 14. Jackshaft
6. Alternator Pulley 15. Key
7. Alternator 16. Fan Hub
8. Idler Pulley 17. Condenser Fan
9. Compressor Pulley (Tensioner) 18. Water Pump Belt
Belt Layout T-500R
Engine/Electric Motor (Jackshaft) Belt - T-Series

The engine/electric motor (jackshaft) belt is a 3V belt that also drives the engine side evaporator fan. A belt tensioner keeps
the belt at the proper tension. Use the following procedure to replace this belt.
1. Remove the electric motor (jackshaft)/ compressor belt.
2. Install a belt tensioner tool P/N 204-1903 on the belt tensioner. Use the belt tensioner tool to back the belt tensioner off the
belt and hold the belt tensioner in that position.
CAUTION: The belt tensioner tool P/N 204-1903 must be used to safely release the belt tension.
3. Remove the old belt and note how it fits on the pulleys.
4. Install the new belt. Make sure it fits on the pulleys correctly.
5. Release the belt tensioner tool so the belt tensioner is pressing on the belt, and remove the belt tensioner tool from the belt
tensioner.
6. Reinstall the electric motor (jackshaft)/ compressor belt.

Engine/Electric Motor (Jackshaft) Belt - T-500R/T-Dairy
The engine/electric motor (jackshaft) belt is a 3V belt. A static belt tensioner keeps the belt at the proper tension. Use the
following procedure to replace this belt or adjust the belt tension.
1. If replacing the belt, remove the electric motor (jackshaft)/compressor belt.
2. Loosen the locknut on the restraining mount (snubber) until the chain is loose.
3. Loosen the pulley mounting bolt enough to allow the adjusting bracket to slide, but not enough to allow the pulley to tilt.
4. Turn the adjusting bolt counter-clockwise until the belt is loose. If not replacing the belt go to step 7.
5. Remove the old belt and note how it fits on the pulleys.
6. Install the new belt. Make sure it fits on the pulleys correctly.
7. Take a straight edge, place it against the side of the muffler can and mark the frame as shown below. This is the unloaded
engine position.
Mark Frame
8. Turn the adjusting bolt clockwise to make the pulley descend and tighten the belt until it is at approximately 10 Hz lower than
the correct belt tension setting using the frequency gauge P/N 204-1903 on the top span. This will pull the engine towards the
belt. See “Specifications” for the correct belt tension settings.
Note: When using the frequency gauge P/N 204-1903, place the probe near the belt with the LED shining on the belt. Pluck
the belt with a metal tab as shown below to get an accurate reading. Take three readings and average them.
1 2
1. Probe
2. Metal Tab
Using Frequency Gauge P/N 204-1903

9. Tighten the pulley mounting nut.
10. Place the straight edge against the side of the muffler can.
11. Tighten the locknut to compress the restraining mount (snubber) until the top of the washer is aligned with the top of the gauge
bracket. Use straight edge to verify the top of the washer is aligned with the top of the gauge bracket.
Note: It is important to turn the belt as the nut is being tightened to prevent tension from building up in the belt.
Note: The washer on the restraining mount (snubber) should not go below the bracket side wall height. If it does, the
restraining mount (snubber) will be over-compressed.
2
ARA2015
1. Bracket Side Wall

2. Washer (Should Not Go Below Bracket Side
Wall Height)
Restraining Mount (Snubber) and Bracket
12. Check the belt tension frequency using the frequency gauge P/N 204-1903 and adjust to the correct tension if necessary.
13. Reinstall the electric motor (jackshaft)/ compressor belt if it was removed.
Electric Motor (Jackshaft)/Compressor Belt - T-Series

The electric motor (jackshaft)/compressor belt is a polyvee stretch belt that also drives the compressor side evaporator fan and
the alternator. The alternator bracket has two adjustment steps, the factory setting and the field reset setting. A new unit is set at
the factory setting. At the first 2,000 hour service, it should be adjusted to the field reset setting. If the belt is replaced, it should
be set at the factory setting. After 2,000 hours it should be adjusted to the field reset setting. Use the following procedure to adjust
or replace this belt.
1. Loosen the alternator pivot bolt that attaches the alternator to the electric motor or jackshaft.
2. Loosen the locknut on the small bolt in the alternator adjustment bracket. This bolt is located behind the alternator adjustment
bolt.
3. If replacing the belt, loosen the alternator adjustment bolt to release the tension on the electric motor (jackshaft)/compressor
belt.
4. If replacing the belt, remove the old belt and note how it fits on the pulleys.
5. If replacing the belt, install the new belt. Make sure it fits on the pulleys correctly.
6. Tighten the alternator adjustment bolt until the alternator adjustment bracket is at the appropriate setting as follows:
• For the 2,000 hour service it should be set at the field reset setting.
• For a new belt it should be set at the factory setting.
• For the newer belts - tighten the alternator adjusting bolt until the top of the belt tension setting tool contacts the top of the
alternator adjusting bracket.
7. Tighten locknut on the bolt in the alternator adjustment bracket and tighten alternator pivot bolt.

Engine/Electric Motor Belt - UT-Series
1. Loosen the idler mounting nut and the jam nut on the idler adjuster.
2. Turn the idler adjuster to obtain a tension of 75 ± 5 on the TK Gauge P/N 204-427 or a deflection of 13 mm at the center of
the belt.
3. Tighten the idler mounting nut and the jam nut on the idler adjuster.
ARA020
1. Idler Mounting Nut 3. Idler Adjuster

2. Jam Nut
Engine Clutch—Electric Motor Belt Adjustment
Compressor/Electric Motor Belt - UT-Series

1. Loosen the idler mounting nut.
2. Turn the idler adjuster to obtain a tension of 75 ± 5 on the TK gauge P/N 204-427 or a deflection of 13 mm at the center of
the belt.
3. Tighten the idler mounting nut.
ARA021
1. Idler Mounting Nut

2. Idler Adjuster
Electric Motor—Compressor Belt Adjustment

Electric Motor/Alternator Belt - UT-Series
1. Remove the lower condenser panel to access the alternator.
2. Loosen the alternator pivot bolt and the alternator adjusting bolt.
3. Position the alternator to obtain a tension of 55 ± 5 on the TK gauge P/N 204-427 or a deflection of 13 mm at the center of
the belt.
4. Tighten the alternator pivot bolt and the alternator adjusting bolt.
AMA767
1. Alternator Pivot Bolt

2. Alternator Adjusting Bolt
Electric Motor—Alternator Belt Adjustment

10 Refrigeration Maintenance
Evacuation, Dehydration, and Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3

Set Up and Test of Evacuation Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Using Evacuation Mode (Not on T-500R/T-Dairy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Unit Evacuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Unit Charging (T-Series). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Charging procedure for T-Spectrum & UT units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Refrigerant Gauge Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
Refrigerant Leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Refrigerant Charge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Refrigeration System Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
Low Side Pump Down Reciprocating Compressor . . . . . . . . . . . . . . . . . . . . . 10-14
Low Side Pump Down Scroll Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
R-404A/R-452A/R-134A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
Refrigeration System Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Accumulator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Reciprocating Compressor Replacement (T-Series) . . . . . . . . . . . . . . . . . . . . 10-23
Compressor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Compressor Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Checking Compressor Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Priming New Compressor Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-25
TKO Scroll Compressor (UT-Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-25
Scroll Compressor Shaft Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Scroll Compressor Oil Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
Scroll Compressor Oil Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
Scroll Compressor High Temperature Switch Replacement . . . . . . . . . . . . . . . . . . . . . 10-28
Scroll Compressor Liquid Injection Fitting Replacement . . . . . . . . . . . . . . . . . . . . . . . 10-28
Condenser Check Valve Test (Single Temperature Units Only) . . . . . . . . . . . 10-29
Condenser Check Valve and Purge Check Valve Test (T-500R/T-Dairy) . . . . 10-29
Condenser Check Valve, Purge Check Valve, and Receiver Tank Pressure
Solenoid Leak Test (Multi-Temp Units Only). . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
Condenser Inlet Solenoid (CIS) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-31
Condenser/Radiator Coil Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-31
Dehydrator (Filter-Drier) Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-32
Discharge Pressure Regulator (DPR) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-32
Discharge Pressure Regulator (DPR) Replacement . . . . . . . . . . . . . . . . . . . . . 10-32
Discharge Pressure Transducer Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-33
Discharge Pressure Transducer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . 10-33
Discharge Strainer Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-33
Discharge Strainer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Electronic Throttling Valve (ETV) Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Electronic Throttling Valve (ETV) Replacement . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Evaporator Coil Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
Expansion Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-40
Heat Exchanger Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-41
High Pressure Cutout Switch (HPCO) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-41
High Pressure Cutout Switch (HPCO) Replacement . . . . . . . . . . . . . . . . . . . . 10-41
High Pressure Relief Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
Hot Gas Bypass Solenoid (HGBS) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
Hot Gas Solenoid (HGS) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
In-Line Check Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
Liquid Injection Solenoid (LIS) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-44
Liquid Injection Solenoid (LIS) Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 10-44
Liquid Line Solenoid (LLS) and Liquid Return Check Valve Test
(Multi-Temp Units Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-45
Low Pressure Cutout Switch (LPCO) Test (T-500R/T-Dairy Only) . . . . . . . . . 10-45
Low Pressure Cutout Switch (LPCO) Replacement. . . . . . . . . . . . . . . . . . . . . 10-45
Purge Valve (PV) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-46
Receiver Tank Pressure Check Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-46
Receiver Tank Pressure Solenoid (RTPS) Test (Multi-Temp Units Only) . . . 10-46
Receiver Tank Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47
Solenoid Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47
Suction Line Check Valve Test (Multi-Temp Units Only). . . . . . . . . . . . . . . . . 10-48
Suction Line Solenoid (SLS) Test (Multi-Temp Units Only) . . . . . . . . . . . . . . 10-48
Suction Pressure Regulator (SPR) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
Suction Pressure Regulator (SPR) Replacement. . . . . . . . . . . . . . . . . . . . . . . 10-49
Suction Pressure Transducer Testing (UT-Series and T-Series except
T-500R/T-Dairy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-50
Suction Pressure Transducer Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . 10-50
Throttling Valve Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-50
Throttling Valve Replacement and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-50
Refrigeration Maintenance 10-2

EVACUATION, DEHYDRATION, AND CHARGING
Evacuation is Important and is Critical to System Performance!
It has been determined through testing and system analysis that refrigeration systems which contain non-condensables such as
nitrogen and/or air can be overcharged with refrigerant when charged using the sight glass method. An overcharge of refrigerant
will cause high system pressures, system shutdowns, and compressor damage. Moisture in the system will produce acid and other
contaminants that lead to compressor failure.
Therefore, Thermo King recommends that all repairs to the refrigeration system include the removal and reclamation
(cleaning) of the refrigerant, followed by a thorough evacuation using the proper tools and procedures.
The primary objective of evacuation is to bring the system’s pressure into a vacuum to ensure the removal of
non-condensables. The objective of dehydration is to bring the system into a very deep vacuum, below 1,000 microns, to remove
moisture. There are however, certain other principles which must be observed. These are:
• Evacuate from 3-points, suction service valve, discharge service valve, and receiver tank outlet to access both sides of check
valves and solenoids.
• Always leave service valve caps on during evacuation and do not exercise the valve stems while the unit is in a deep vacuum.
Packing glands are prone to leak.
• Never attempt evacuation without a micron vacuum gauge. The micron gauge will help determine:
a. If the pump is capable of pulling a deep vacuum.
b. When the vacuum pump oil is contaminated.
c. If the vacuum hoses and valves are leak free.
d. If the unit is leak free.
e. How long you should evacuate the unit.
f. That the unit is still in a deep vacuum before any lines are disconnected or refrigerant is added.
NOTE: The attached evacuation procedures have been written to be used with the Thermo King Evacuation System (P/N
204-725). However, the principles of 3-point evacuation and the use of a micron gauge during evacuation should always be
practiced and can be applied when using normal workshop evacuation and micron gauge equipment.
See the diagram of the Thermo King Evacuation Station (Figure on page 10-4) and note the location of the valves and other
components.
Valve #1 (V-1): Is in the open position when the pump is running to evacuate the hoses and/or the unit. When V-1 is closed, the
pump has been isolated from the hoses and/or the unit.
Valve #2 (V-2): Is in the open position during unit evacuation. In the closed position, V-2 isolates the micron gauge and
thermistor assembly from the hoses and/or the unit.
Valve #3 (V-3): Is in the open position during unit evacuation. When closed, V-3 isolates the micron gauge and the vacuum
pump from the other evacuation hoses.
Valve #4 (V-4): Is in the open position during unit evacuation. When closed, V-4 isolates the evacuation hoses and the unit from
the evacuation system.
Iso-Valve™: Is in the open position when the vacuum pump is running to evacuate the hoses and/or the unit. When Iso-Valve
is closed, the pump has been isolated from the hoses and/or the unit. The Iso-Valve is normally not used because V-1 performs
the same function and is more wear resistant.

11
4 5
10 1
AGA654 6
7
1. V-1 7. Iso-Valve
2. V-2 8. To 110 Vac Power
3. V-3 9. Calibration Standard
4. V-4 10. Vacuum or Micron Gauge
5. Thermistor 11. Charging Port
6. Two Stage Vacuum Pump
Evacuation Station

1. 100 Microns
2. 500 Microns
3. 1000 Microns
4. 2500 Microns
5. 5000 Microns
6. 20,000 Microns
7. Atmospheric Pressure
8. Calibration Adjustment Screw
9. Example: Meter needle shown at calibration position
when Calibration Standard specifies 0.15 mm Hg.
Vacuum Gauge

Set Up and Test of Evacuation Equipment
See the previous two pages for the following discussion.
1. Connect the evacuation system to an appropriate power supply. Connect a gauge manifold and refrigerant supply to the
charging port above valve V-4. Turn the micron gauge On.
2. Close valves V-1, V-3 and V-4. Valve V-2 is open.
3. Turn the vacuum pump On.
4. Open valve V-1 to the pump. The micron gauge needle will move to the left. (See micron gauge scale diagram—previous
page).
Note: If the vacuum pump is okay, and there are no leaks between V-1 and V-3, the micron gauge should show less than 500
microns. If not, locate and correct the problem.
5. With the pump still operating, open valve V-3. If the micron reading does not return to a level of less than 500 microns, locate
and correct the problem before continuing.
6. With the vacuum pump still operating, open valve V-4. The micron level will rise momentarily. If the micron reading does
not return to a level of less than 500 microns, locate and correct the problem before continuing.
7. Evacuate hoses to 100 microns or lowest achievable level below 500 microns.
8. Once 100 microns is reached, close valve V-1 to the pump. Turn the vacuum pump Off.
9. Observe the micron gauge reading. The vacuum rise should not exceed 2000 microns in 5 minutes.
10. If the rise is above 2000 microns in 5 minutes, check all hoses and connections for leaks. Hoses with moisture present will
require additional evacuation time to achieve satisfactory results.
NOTE: Dirty vacuum pump oil or a defective vacuum pump will prevent a low micron reading. Hoses and fittings can be
isolated individually to identify leaks.
Using Evacuation Mode (Not on T-500R/T-Dairy)

A Graphics HMI is required to access the Evacuation Mode. On units equipped with the standard Truck HMI, it must be
disconnected and have a Graphics HMI connected instead. Refer to the appropriate Microprocessor Diagnostic Manual for
more information. The following example shows the Graphics HMI.
Evacuation Mode opens the ETV all the way for refrigeration system evacuation.
1. Start at the Standard Display and press the MENU key.
Press Menu Key

2. The Maintenance Menu is accessed from the first Operator Menu screen that appears; either the Language Display or the
Alarms Display. The Alarms Display is shown here. Press and hold both the Exit key and the unlabeled soft key for 5 seconds.
Press and Hold Exit and Unlabeled Keys

3. The Maintenance Menu Hourmeters will appear. Press the NEXT key as required to show Evacuation Test. When the
Evacuation Test is shown press the SELECT key.

Select Evacuation Test
4. The display will indicate that the Evacuation Mode is being programmed.
Programming
5. Turn the unit off.
Unit Evacuation
Do not attempt to evacuate the unit until the evacuation equipment has been tested and its performance has been verified.
1. Prepare the unit for evacuation. Recover refrigerant to 0 psig (0 kPa).

NOTE: Federal Regulations require your recovery machine to pull the system’s pressures lower than 0 psig [0 kPa].
CAUTION: Do not attempt to evacuate a unit until you are certain that the unit is leak free. A unit with less than a
full refrigerant charge should be thoroughly leak checked and all leaks must be repaired.
2. Put the unit into the Evacuation Mode (see “Using Evacuation Mode (Not on T-500R/T-Dairy)” on page 10-6). (Not on
T-500R/T-Dairy)
3. Install the evacuation station hoses on the receiver tank outlet valve, suction service valve, and discharge service valve.
4. Mid-seat the receiver tank outlet valve, suction service valve, and discharge service valve and install the valve stem caps.
5. Connect a gauge manifold and refrigerant supply to the charging port above valve V-4. Bottle valve closed.
6. Start the vacuum pump and open valves V-1, V-2, V-3, V-4.
7. Evacuate the refrigeration system to 500 microns or the lowest achievable level between 500 and 1000 microns.
NOTE: The presence of refrigerant in the compressor oil may prevent a low micron reading from being achieved. The
oil can continue to “outgas” for long periods of time. If the micron level appears to stall after 1/2 hour or 45 minutes
between 1000 and 1500 microns, back seat the suction service valve and observe the micron gauge. A sharp drop in the
micron reading (300 to 500 microns) would indicate that refrigerant is present in the oil or a leak exists in the
compressor area. The micron gauge reads “ATM” if there is a leak to the atmosphere. See Figure on page 10-8.
8. When the desired micron level has been achieved (500 to 1000 microns), close valve V-1, stop the pump.
9. Observe the reading on the micron gauge after 5 minutes have elapsed. The vacuum rise should not exceed 2000 microns.
• If the vacuum level exceeds 2000 microns after 5 minutes, a leak is present or additional evacuation time is required. (See
the Figure “Pressure Rise Graphs” on the next page.)
• If the vacuum level is acceptable, proceed to unit charging.

Leak Moisture
Isolate the pump from the system by closing the Should the needle show a pressure rise but
proper valve. Watch the movement of the vacuum finally level off to practically a constant mark,
gauge needle. If the needle continues to rise, this is an indication that the system is vacuum
this is an indication that a leak exists in the unit tight but is still too wet, requiring additional
or the connecting line. The leak must then be dehydration and pumping time.
located and eliminated.
Pressure Rise Graphs
Unit Charging (T-Series)

Before charging, make sure that the refrigerant lines from the gauge manifold to the refrigerant supply bottle have been
evacuated or purged.
1. Backseat the suction service valve and make sure the receiver tank outlet valve is still open.
2. Set the refrigerant supply bottle for liquid and open the gauge manifold hand valve. Add liquid refrigerant until the system
has the recommended refrigerant charge (see unit serial number nameplate or the “Specifications” chapter), or until the system
will take no more liquid. The remainder of the charge will be added as a liquid through the suction service valve if more
refrigerant is required.
3. After the liquid refrigerant is added, close the gauge manifold hand valve.
4. Back seat (close) the receiver tank outlet valve, remove the evacuation station hoses, and install the cap on the service port
for the receiver tank outlet valve.
5. If the unit is not fully charged, attach the gauge manifold set to the suction service valve and the discharge service valve. Open
the suction service valve one turn and open the discharge service valve 1/4 turn.
6. Open the refrigerant supply valve for liquid.
7. Start the unit and use the Service Test mode to run the unit in high speed cool. See the appropriate Microprocessor Diagnostic
Manual for information about the Service Test mode.
8. Observe the suction pressure and slowly open the gauge manifold hand valve to allow liquid refrigerant to flow into the
suction service valve. Control the liquid flow so the suction pressure increases approximately 20 to 25 psig (138 to 172 kPa).
9. Add refrigerant until the system has the recommended refrigerant charge (see unit serial number nameplate or the
“Specifications” chapter). Then close the gauge manifold hand valve and the refrigerant supply bottle hand valve.

Unit Charging (UT-Series)
Initial System Charge
The UT-Series utilizes a receiver tank sight glass. This is used in order to attain an optimum charge given varied installations
(suction/ liquid line lengths vary).
Before charging the system, make sure that the refrigerant lines from the gauge manifold to the refrigerant supply bottle have
been evacuated or purged.
1. Backseat the suction service valve and make sure the receiver tank outlet valve is still open. Refrigerant will be added to the
high side of the unit with the unit OFF.
Set the refrigerant supply bottle for liquid. Open the gauge manifold hand valve and add partial charge of 2.5 kg (5.5 lb.) of
R-404A/R-452A refrigerant.
2. Do not add more than this. Remainder of charge will be added through suction service valve while unit is running.
3. After the liquid refrigerant is added, close the gauge manifold hand valve.
4. Remove hose from discharge line. A low loss fitting on this hose will prevent excessive loss of refrigerant.
5. Back seat (close) the receiver tank outlet valve.
6. Front seat the suction service valve (SSV). Run the unit until a 21 to 35 kPa (3 to 5 psi) reading is obtained on the suction
gauge. Stop the unit. Do not run the unit into a deep vacuum as it may damage the scroll compressor.
7. Back seat (close) suction service valve.
8. Remove the evacuation station hoses.
9. Cap service valve ports, backseat (close) suction service valve (SSV).
Final System Charge

1. Install a calibrated gauge manifold set on the suction service valve and the discharge port of the scroll compressor.
2. Start the unit and use the Service Test mode to run the unit in COOL. Maintain a -17.8 C (0 F) box and 37 C (99 F) ambient.
Suction pressure should be 83-174 kPa (12-20 psig) and discharge pressure to 2000-2137 kPa (290-310 psig) (suction service
valve cracked). Cover the condenser coil if needed.
3. Observe the suction pressure and slowly open gauge manifold hand valve to allow liquid refrigerant to flow into suction
service valve. Control liquid flow so suction pressure increases approximately 138 kPa (20 psig).
4. Add refrigerant until sight glass is 3/4 full - i.e. sight glass level ball should be at this marker.
5. Stop the flow of refrigerant into the system by closing the low-side gauge manifold hand valve.
6. Continue to operate unit in COOL for 10 minutes to ensure ball is at correct level in receiver tank sight glass. The total charge
in the system will be about 4.0-4.5 kg (8.8-9.9 lb) of refrigerant.

Charging procedure for T-Spectrum & UT units.
Prior to charging, it is necessary to make a rough estimate of the charge requirements of the unit. The correct quantity of
refrigerant required for an installation will depend on the type of unit, the type and number of remote evaporators used, and the
refrigerant line route between the condenser area and the remote evaporators.
The following table will help you to estimate the starting charge for the full system (step 3).
The following drawing refers to the combined length of refrigeration tube for adding refrigerant. This is for the combined total
for 1 metre of length for the three tubes not for each individual tube. Irrespective of suction line size the calculation is the
same.
For example:
In the case of one T-1000R Spectrum, micro-channel 2 zones with one S3 in each zone and a total length of 7
metres of combined refrigerant tubes the starting charge to consider will be: 2.60 + 1 + 1 + (0.130 x 7) = 5.51 kg

Charging procedure:
1. Install a calibrated gauge manifold on the unit.
2. Recover residual refrigerant charge and evacuate the system completely.
3. Make a quick calculation of the approximate required refrigerant charge. Refer to the table above for initial charge
calculations.
4. Liquid charge the unit as per Thermo King procedures with the exact calculated amount from step 3, utilising weighing
scales to ensure accurate measurement.
5. Run unit in high speed cool with a set point of -20°C in all zones and with any separation walls stowed in the open position.
Note: Carry out manual defrost of remote evaporators and then host unit evaporator at -15°C to ensure all ice is cleared
from all evaporators.
6. Maintain unit running in high speed cool and check refrigerant level. Cover condenser to raise discharge pressure to approxi
mately 325 psig to 350 psig (22 Bar to 23 Bar gauge). Ball in receiver sight glass should be between ⅓ and ½ full, if the
ball is not floating add charge at 0.25 kg increments until the ball floats.
7. If the starting charge level is exceeded by 1 kg, this indicates that the unit may now be overcharged and the installation
should be checked for possible problems.
8. Once the system is charged and prior to placing the unit into service, ensure the correct refrigerant charge is entered into the
refrigerant charge decal on the frame near the serial plate. This must be filled in so the next technician knows the quantity
required for the system. Please ensure that the installed date information is also entered.
Refrigerant Gauge Removal

1. Operate the unit in cool mode.
2. Backseat the discharge service valve.
3. Open both service manifold hand valves.
4. Front seat the suction service valve and pump down the compressor to a 20 in. Hg vacuum (-68 kPa).
5. Stop the unit.
6. Establish a compressor crankcase pressure between 1 and 3 psig (7 and 21 kPa).
7. Remove the gauge line from the suction service valve and cap the service port.
8. Remove the gauge line from the discharge service valve and cap the service port.
9. Back seat the suction service valve.
10. Install and tighten service valve stem caps.
11. Unit is ready for a functional check out.

REFRIGERANT LEAKS
Use a reliable leak detector (e.g., electronic detector) to leak test the refrigeration system. Inspect for signs of oil leakage which
is the first sign of a leak in the refrigeration system.
It is normal for compressor shaft seals to have a slightly oily film.
REFRIGERANT CHARGE
Testing the Refrigerant Charge with an Empty Box (Controlled Check)

If the unit has an insufficient charge of refrigerant, the evaporator will be “starved” and the box temperature will rise even
though the unit is operating. The suction pressure will drop as the refrigerant charge decreases. The charge may be determined
by inspection of the refrigerant through the receiver tank sight glass with the following conditions established:
1. Close the truck box doors.
2. Install a gauge manifold. On units equipped with an ETV and a Premium HMI Control Panel the pressures may be viewed on
the screen.
3. Run the unit on high speed cool until the air in the box indicates 0 F (-18 C).
4. The discharge or head pressure gauge should read 290 to 310 psig (1999 to 2137 kPa).
If the pressure is below this, it can be raised by covering a portion of the condenser coil with a piece of cardboard.
5. The suction pressure gauge should be indicating 12 to 20 psig (83 to 138 kPa) gauge pressure.
6. Under these conditions, the ball in the receiver tank sight glass should be floating. If there is no indication of refrigerant in
the receiver tank sight glass, the unit is low on refrigerant.
Testing the Refrigerant Charge with a Loaded Box (Quick Check)

1. Install a gauge manifold (optional).
2. Run the unit on the Cool cycle.
3. Cover at least three quarters of the condenser to drive any excess refrigerant from the condenser into the receiver tank. Do not
cover the condenser for more than three minutes.
4. As the head pressure is rising, check the receiver tank sight glass. The ball should be floating. If there is no indication of
refrigerant in the receiver tank sight glass, the unit may be low on refrigerant. Perform a Controlled Check.
NOTE: If the ball floats, there is sufficient refrigerant in the unit for that load at that particular box temperature. This
test does not determine if the unit contains a full charge of refrigerant.
CHECKING COMPRESSOR OIL

The compressor oil should be checked when there is evidence of oil loss (oil leaks) or when components in the refrigeration
system have been removed for service or replacement. The oil level in the compressor oil sight glass should be 1/4 to 3/4 full.

1
1. Compressor Oil Sight Glass Location

Compressor
To check compressor oil level with an ambient air temperature above 50 F (10 C):
Install a gauge manifold.
Operate the unit on high speed cool with a 10 psig (69 kPa) minimum suction pressure and 185 psig (1275 kPa) minimum
discharge pressure for 15 minutes or more.
After the unit has maintained the above conditions for 15 minutes, observe the oil level. The oil should be 1/4 to 3/4 up in the
sight glass.
CAUTION: Oil is under pressure. See instructions for adding oil.

To check compressor oil level with an ambient air temperature below 50 F (10 C):
Run the unit through a complete Defrost cycle. After completing the Defrost cycle, run the unit on Cool for ten minutes.
Observe the oil level. The oil should be 1/4 to 3/4 up in the sight glass.
If the evaporator temperature is above 32 F (0 C), it will be necessary to force defrost. To force defrost, use the relay board test.
If the box is empty, you can run the unit on the Heat cycle instead of the Defrost cycle.
Use refrigeration compressor oil ONLY. R-404A/R-452A systems use a special Ester oil (P/N 203-513).
To add compressor oil to a reciprocating compressor pump down the compressor and equalize the pressure to slightly positive.
Disconnect the compressor oil filter return line from the top of the compressor and add the oil. Reattach the oil filter return line
to the compressor. Evacuate the compressor before opening the service valves.
Oil can be added to the scroll compressor through the Schrader valve on the suction adapter while the unit is running. Take
precautions to prevent contaminants from entering the system while adding oil. Also see “Scroll Compressor Replacement”.
REFRIGERATION SYSTEM CHECKS

1. Attach a gauge manifold to the suction service valve and the discharge service valve.
2. Check the system pressures and the refrigerant flow in heat and cool. The suction and discharge pressures should be within
the normal ranges for a standard unit. Check the temperatures of the refrigeration lines by hand to check the refrigerant flow.
See the individual test for a component if you suspect it is not functioning properly.
3. Run the unit in high speed cool until the system pressures stabilize.
4. Cover the condenser to raise the discharge pressure to 300 to 350 psig (2068 to 2413 kPa).
NOTE: It may be necessary to remove the upper grille insert to cover the condenser.
5. Keep the condenser covered and pump down the low side by front seating the receiver tank outlet valve. When the low side
pumps down to a 10 in. Hg vacuum (-34 kPa), check the discharge pressure. It should be 200 to 250 psig (1379 to 1724 kPa)
or higher. The compressor is probably faulty if the discharge pressure is below 200 psig (1379 kPa).

NOTE: If the low side will not pump down into a vacuum, the hot gas solenoid, or the receiver tank pressure check valve
may be stuck open. See the individual component tests for more information.
6. Continue pumping down the low side until it reaches a 25 in. Hg vacuum (-85 kPa), then turn the unit Off.
7. The low side pressure should remain below a 15 in. Hg vacuum (-51 kPa) for 2 minutes or more.
• If the low side pressure rises to 0 psig (0 kPa) and stops, there is probably a leak to the atmosphere. Check the low side for
leaks.
• If the low side pressure rises above 0 psig (0 kPa) and continues to rise (until it eventually equalizes with the high side
pressure), there is probably a leak from the high side to the low side through one (or more) of the following components:
hot gas solenoid, receiver tank pressure check valve, or the discharge valve plates in the compressor. Check the
temperatures of the refrigeration lines on each side of these components by hand. There is often a temperature difference
between the two sides of a leaking component. See the individual component tests for more information.
8. Back seat the receiver tank outlet valve. Perform a “Refrigerant Gauge Removal” procedure.
LOW SIDE PUMP DOWN RECIPROCATING COMPRESSOR

Operate the unit in cool for 10 minutes before performing the low side pump down.
2. Operate the unit in high speed cool.
3. Front seat the receiver tank outlet valve and allow the low side to pump down to a 15 in. Hg vacuum (-51 kPa).
4. Turn the unit Off.
5. Prepare to perform service on the low side by raising the low side pressure through the gauge manifold to 1 to 2 psig (7 to 14
kPa).
6. Back seat the receiver tank outlet valve. Perform a “Refrigerant Gauge Removal” procedure.
LOW SIDE PUMP DOWN SCROLL COMPRESSOR

CAUTION: Do not pull scroll compressor into a vacuum below 10 in. Hg vacuum (-34 kPa) to perform routine maintenance
procedures.
NOTE: Operate the unit in cool for 2 to 5 minutes before performing the low side pump down.
1. Attach a gauge manifold to the suction service valve and the discharge service port. Attach another low pressure gauge to the
suction access port located in the suction line near the accumulator inlet. Low loss fittings must be used on the hoses connected
to the discharge service port and the suction access port.
2. Operate the unit in low speed cool.
3. Front seat the receiver tank outlet valve and allow the low side to pump down to 0 to 5 in. Hg vacuum (0 to -17 kPa).
CAUTION: Do not run scroll compressor in a vacuum for more than 1 minute.
NOTE: To check certain components, front seat the suction service valve to isolate the low side while it is still in a vacuum.
See “Refrigeration System Checks” and the individual component tests for more information.

5. Prepare to perform service on the low side by raising the low side pressure through the gauge manifold to 1 to 2 psig (7 to 14
kPa).
6. Front seat the suction service valve to isolate the low side. The discharge check valve in the compressor is an imperfect seal
and will not keep the discharge pressure from leaking back through the compressor. Use the suction access port located near
the accumulator inlet to access the low side for leak testing and evacuation.
7. Back seat the suction service valve and then the receiver tank outlet valve. Perform a “Refrigerant Gauge Removal”
procedure.
R-404A/R-452A/R-134A
These units use R-404A/R-452A (R-134A - T-Dairy). This refrigerant is classified as a Hydro-fluorocarbon (HFC) because it
contains hydrogen fluorine and carbon. It does not contain chlorine.

Unit Identification
Units charged with R-404A/R-452A/R-134A are identified by the following methods:
1. R-404A/R-452A/R-134A will be stamped on the unit’s serial plate.
2. Decals will be applied to unit as shown below:
R 134a
93-3425
F-GAS
GWP
>150
Ky oto Protocol !
REFRIGERANT TYPE / GWP = 1430
203-516
POLYOL ESTER ISO 35
COMPRESSOR OIL TYPE
Example of decal - R-404A/R-452A/R-134a Decal
Availability
R-404A/R-452A/R-134A is available from wholesalers. The price will depend upon the quantity purchased. Thirty (30), 50
and 125 containers are available.
Leak Detection
Leaks can be detected by an electronic leak detector such as the G.E. H10G or a portable leak detector (see Tool Catalog). See
Truck and Trailer Service Bulletin T&T 048 for additional details.
Compressor Oil
Thermo King Corporation has chosen to use a compressor oil called Polyol Ester (POE)—also called ester based oil. POE oil
is compatible with R-404A/R-452A and can be used in low temperature applications. This oil is available from service parts (P/N
203-513).
Compressors Shipped with POE Oil

Thermo King compressors are charged with Polyol Ester oil (POE). All gauge fittings are 1/4 inch fittings.
CAUTION: POLYOL ESTER (POE) IS THE ONLY OIL FOR USE WITH THERMO KING UNITS USING
R-404A/R-452A. IT SHOULD NOT BE MIXED WITH ANY OTHER TYPE.
Because Polyol Ester has an affinity for moisture, it must be kept in capped containers. In addition, it should be added as the
last step in system repair. Rubber gloves are recommended when handling Polyol Ester because it may cause skin irritation.
Equipment Recommendations For Use With R-404A/R-452A
Dedicated Equipment
CAUTION: Equipment that has been used with other refrigerants MUST NOT be used with R-404A/R-452A
refrigerants. Mixing R-404A/R-452A with other refrigerants will cause contamination of the refrigerant. Using
contaminated refrigerant will cause system failure.
Vacuum Pumps
When evacuating, a two stage, five to seven CFM pump is recommended. It is also recommended that dry nitrogen be used
first. Ideally, a new vacuum pump should be used and dedicated for use with R-404A/R-452A systems because residual
refrigerants may remain in used vacuum pumps.
Pumps used with other Thermo King refrigerants may be used but extreme care should be taken to prevent contamination of
R-404A/R-452A systems with other refrigerants.
The Thermo King Evacuation Station is recommended. This station is available from service parts (see Tool Catalog). See
Truck and Trailer Service Bulletin T&T 061 for additional details.
Use only recommended vacuum pump oils and change oil after every major evacuation. Vacuum pump oils are highly refined
and the use of contaminated oils will prevent the desired vacuum from being obtained. Failure to follow these recommendations
may result in conditions that will destroy the vacuum pump.

Gauge Manifold Sets
Gauge manifold sets that show the correct pressure-temperature relationship should be used. Gauge manifolds and manifold
hoses used with other Thermo King refrigerants maybe used but extreme care should be taken to prevent contamination of the
R-404A/R-452A systems with other refrigerants. Purge manifold and hoses with dry nitrogen before using. Never use equipment
that may be contaminated with automotive type Polyalkylene Glycol (PAG) oils.
Refrigerant Recovery
Systems used for the recovery of R-404A/R-452A should be dedicated to the recovery of this refrigerant. Consult the
manufacturer of your recovery equipment for details.
REFRIGERATION SYSTEM COMPONENT LOCATIONS

The following drawings show the locations of various refrigeration system components.
2 3
1. Expansion Valve 4. Drain Pan Heater

2. Distributor 5. Heat Exchanger
3. Evaporator Coil
Evaporator Refrigeration Component Locations - (Sample shown all T-500R/T-Dairy)

1
19
17 7
18
8
6
5
9
16
10
15
11
12
14
13
Condenser Refrigeration Component Locations T-Series (Except T-500R/T-Dairy)

1. Suction Access Port 11. Receiver Tank Outlet Valve
2. Electronic Throttling Valve (ETV) - option 12. Receiver Tank Sight Glass
3. Suction Service Valve 13. Receiver Tank
4. Compressor 14. Condenser Check Valve
5. Tube Defrost (to evaporator) 15. Condenser Inlet Solenoid (CIS)
6. Purge line 16. Condenser/Radiator Coil
7. Hot Gas Solenoid (HGS) 17. Accumulator
8. Receiver Tank Pressure Check Valve 18 Discharge Service Valve
9. Dehydrator (Filter-Drier) 19 Discharge Strainer
10. High Pressure Relief Valve
Legend for “Condenser Refrigeration Component Locations T-Series (Except T-500R/T-Dairy)” on page 10-17

1
4
2
3
19 18
17
6
7
16 12
13
8
15 9
14
10
11
Condenser Refrigeration Component Locations T-500R/T-Dairy

1. Suction Access Port 11. Receiver Tank
2. Suction Pressure Regulator (SPR) 12. Condenser Check Valve
3. Suction Service Valve 13. Discharge Service Valve
4. Compressor 14. Discharge Strainer
5. Receiver Tank Pressure Check Valve 15. Condenser Inlet Solenoid (CIS)
6. Hot Gas Solenoid (HGS) 16. Condenser/Radiator Coil
7. Dehydrator (Filter-Drier) 17. Purge Valve (PV)
8. High Pressure Relief Valve 18. Accumulator
9. Receiver Tank Outlet Valve 19. Purge Check Valve
10. Receiver Tank Sight Glass
Legend for “Condenser Refrigeration Component Locations T-500R/T-Dairy” on page 10-19

1
2
18
19
11 10
17
15
12
14
16
13
Condenser Refrigeration Component Locations UT-Series

(Multi-Temp Shown, Single Temp Similar)

1. Mechanical Throttling Valve 11. High Pressure Cutout Switch (HPCO)
2. Suction Service Valve 12. Condenser Check Valve
3. Compressor 13. Liquid Injection Solenoid (LIS)
4. Purge Check Valve (PCV) 14. Receiver Tank Sight Glass
5. Hot Gas Bypass Solenoid (HGBS) 15. High Pressure Relief Valve
6. Receiver Tank Pressure Solenoid (RTPS) 16. Receiver Tank
7. Discharge Pressure Regulator (DPR) 17. Receiver Tank Outlet Valve
8. Discharge Service Port 18. Accumulator
9. Condenser/Radiator Coil 19. Purge Valve (PV)
10. Condenser Inlet Solenoid (CIS)
Legend for “Condenser Refrigeration Component Locations UT-Series” on page 10-21
ACCUMULATOR REPLACEMENT
Removal
1. Pump down the low side and equalize the pressure to slightly positive.
2. Unsolder the inlet and outlet refrigerant suction lines from the accumulator tank. Make sure to use a heat sink on the SPR on
units so equipped.
3. Unbolt and remove the accumulator from the unit.
Installation
1. Place the accumulator in the unit and tighten the mounting bolts.
2. Reconnect (solder) the refrigerant line coming from the purge check valve.
3. Solder the inlet and outlet suction lines to the accumulator tank. Make sure to use a heat sink on the SPR.
4. Pressurize the low side and check for leaks.
5. If no leaks are found, replace the liquid line drier then evacuate the low side.
6. Open the refrigeration valves and place the unit in operation. Check the refrigerant charge and the compressor oil. Add as
required.
COMPRESSOR TEST
2. Run the unit in high speed cool until the system pressures stabilize.
3. Cover the condenser to raise the discharge pressure to 300 to 350 psig (2068 to 2413 kPa).
4. Keep the condenser covered and pump down the low side by front seating the receiver tank outlet valve. When the low side
pumps down to a 10 in. Hg vacuum (-34 kPa), check the discharge pressure. It should be 200 to 250 psig (1379 to 1724 kPa)
or higher. The compressor is probably faulty if the discharge pressure is below 200 psig (1379 kPa).
NOTE: If the low side will not pump down into a vacuum, the hot gas solenoid, or the receiver tank pressure check valve
may be stuck open. See the individual component tests for more information.

RECIPROCATING COMPRESSOR REPLACEMENT (T-SERIES)
Removal
1. Perform a “Low Side Pump Down” to prepare unit to perform service.
2. Front seat the discharge and suction service valves.
3. Open both service manifold hand valves to bleed the pressure in the head into the compressor crankcase.
4. Loosen and remove the electric motor (jackshaft)/compressor belt from the compressor pulley.
5. Disconnect the high pressure cutout switch wires.
6. Unbolt the discharge and suction valves from the compressor.
7. Unsolder and remove the discharge and suction lines where necessary to allow clearance for removing the compressor.
8. Remove the compressor/frame bracket and the compressor mounting bolts.
9. Lift the compressor out of the unit. Keep the compressor ports covered to prevent dust, dirt, etc., from falling into the
compressor.
NOTE: When the compressor is removed from the unit, the 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.
Installation
1. Lift the compressor into the unit and install the mounting bolts and the compressor/frame bracket.
2. Install the discharge and suction lines and attach the discharge and suction service valves to the compressor using new gaskets
soaked in refrigeration oil.
3. Reconnect (solder) the discharge and suction lines.
4. Reconnect the high pressure cutout switch wires.
5. Pressurize the compressor and test for refrigerant leaks.
7. Replace the compressor/electric motor belt and adjust the tension.
8. Back seat the receiver tank outlet valve. Mid seat the discharge and suction service valves.
9. Operate the unit at least 30 minutes and then inspect the oil level in the compressor. Add or remove oil if necessary.
10. Check the refrigerant charge and add refrigerant if needed.
11. Perform a “Refrigerant Gauge Removal” procedure.
COMPRESSOR OIL FILTER

This unit is equipped with a compressor bypass oil filter. The compressor oil filter should be changed when the drier is
replaced.
The outlet fitting is larger than the inlet fitting, so the compressor oil filter cannot be put on backwards. There are two fittings
on the inlet end of the compressor oil filter. The inlet fitting contains a check valve that prevents reverse flow through the
compressor oil filter. The capped fitting is called the oil pressure access port and is used to check the compressor oil pressure (see
“Checking Compressor Oil Pressure”).

3
1
2
1. Oil Pressure Access Port

2. Inlet Fitting
3. Outlet Fitting
Compressor Oil Filter
Use the following procedure to change the compressor oil filter.
3. Disconnect the oil lines from the compressor oil filter. Hold the oil filter with back-up wrench on the hex behind the ORS
fitting.
4. Remove the clamp and the compressor oil filter.
5. Coat the new O-rings with clean compressor oil and place them in the ORS fittings on the ends of the new compressor oil
filter.
6. Fasten the new compressor oil filter in place with the clamp.
7. Attach and tighten the oil lines to the compressor oil filter. Hold the oil filter with a back-up wrench on the hex behind the
ORS fitting.
8. Evacuate the compressor and filter to remove trapped air.
9. Open the service valves, operate the system, and check the compressor oil filter for leaks.
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 after the electronic throttling valve (ETV) or suction pressure regulator (SPR).
This is measured at the suction service valve. Use the following procedure to check the compressor oil pressure.
1. Attach a gauge manifold to the suction service valve and discharge service valve.
2. Attach a suitable oil pressure gauge to the oil pressure access port on the compressor oil filter.
3. Start the unit and note the pressure at the oil pressure access port and the suction pressure at the suction service valve.
4. Subtract the suction pressure from the pressure at the oil pressure access port to get the net oil pressure.

Pressure at Oil Pressure Access Port
– Suction Pressure
= Net Oil Pressure
5. The net oil pressure should be at least 20 psi (138 kPa). If the net oil pressure is low, first check the compressor oil level, then
check the compressor oil pump and relief valve.
PRIMING NEW COMPRESSOR INSTALLATIONS

Thermo King remanufactured compressors have had a special break in process to assure that the oil pump is primed,
functioning, and broken in. The following procedure is recommended, but not required for factory-remanufactured compressors.
This procedure must be followed to prevent premature pump failure in any compressor that has had an oil pump installed,
especially a compressor that has been stored for any length of time. After installing the compressor use the following procedure.
1. Attach a suitable oil pressure gauge to the oil pressure access port on the compressor oil filter.
2. Attach the low pressure gauge of a gauge manifold to the suction service. This allows you to monitor the suction pressure in
the compressor after the electronic throttling valve (ETV) or suction pressure regulator (SPR).
3. Disconnect the wires to the fuel solenoid.
NOTE: The microprocessor will probably record some alarm codes because the fuel solenoid is disconnected and the
engine does not start. Clear these alarm codes as necessary.
4. Turn the unit on and let the engine crank. Do not crank the engine for more than 30 seconds.
a. Note the pressure at the oil pressure access port and the suction service valve while the engine is cranking. Subtract the
suction pressure from the pressure at the oil pressure access port to get the net oil pressure.
b. If the compressor does not develop at least 10 psi (96 kPa) of net oil pressure in the first 30 seconds, allow the starter to
cool for a few minutes and the crank the engine again for 30 seconds. If 10 psi (96 kPa) of net oil pressure still does not
develop, first check the compressor oil level, then check the compressor oil pump and relief valve.
5. As soon as the compressor develops 10 psi (96 kPa) of net oil pressure, re-connected the fuel solenoid wires.
6. Start unit and run the engine on low speed for at least five minutes. If the net oil pressure is above 20 psi (138 kPa) for this
period, stop the unit.
7. Run the engine on high speed for at least five more minutes. The compressor oil pump is now primed and broken in.
TKO SCROLL COMPRESSOR (UT-SERIES)

NOTE: The TKO scroll compressor oil charge and oil filter (internal) should be changed when there has been a major oil or
refrigerant leak.
If the total refrigerant charge is lost due to a leak, or if a major component in the refrigeration system is changed; the compressor
shaft seal, compressor oil and oil filter should be changed.
Removal
1. Return as much compressor oil as possible to the compressor. See “Checking Compressor Oil” in the Refrigeration
Maintenance chapter.
2. Remove the refrigerant charge.
3. Loosen and remove the compressor/electric motor belt from the compressor pulley.
4. Unsolder the discharge line and unbolt the suction valve from the compressor.
5. Unsolder the liquid injection line from compressor.
6. Remove the compressor mounting bolts.
7. Lift the compressor out of the unit. Keep the compressor ports covered to prevent dust, dirt, etc., from falling into the
compressor.
NOTE: When the compressor is removed from the unit, the oil removed from the compressor should be measured. Then the
same amount of oil can be added before placing the replacement compressor in the unit.
CAUTION: The TKO scroll compressor requires R-404A/R-452A and polyol ester oil, TK P/N 203-433. Do NOT mix or
interchange polyol ester oil P/N 203-433 with other polyol ester oils.

Installation
1. Lift the compressor into the unit and install the mounting bolts.
2. Clean tubes for soldering. Solder discharge line to compressor.
3. Install the suction valve using a new gasket soaked in refrigerant oil.
4. Solder the liquid injection tube to injection fitting.
NOTE: Use a heat sink or wrap the injection fitting with wet rags before soldering the connection to prevent damage to the
O-ring in the fitting.
5. Pressurise the system and test for refrigerant leaks.

6. If no leaks are found, evacuate the system. Replace the compressor/electric motor belt and adjust the tension.
7. Charge the unit with refrigerant.
Scroll Compressor Shaft Seal Replacement

Parts Required:
• O-ring, P/N 33-2998
• Dust Shield, P/N 22-1037
• Stationary Seal Member, P/N 22-1038
• Rotating Seal Member, P/N 22-1039
• Mounting Screws, P/N 55-9020 (as needed)
To change the shaft seal:
1. Remove the compressor from the unit (see removal procedure above).
2. Clean dirt from shaft seal cover.
3. Remove key from shaft.
4. Remove 4 screws from shaft seal cover.
5. Carefully pry the shaft seal cover from compressor body using the flats on the shaft seal cover.
6. Loosen the set screws on the rotating seal member. Remove the seal from the shaft. Do not lose the spacer on the shaft.
7. Lubricate the O-ring in new rotating seal member. Use polyol ester compressor oil, P/N 203-433.
aga660r
TKO Scroll Compressor Components

1. Pulley
2. Shaft Seal Assembly
3. Oil Filter Cover Plate
4. Compressor High Temperature Switch
5. Cap
6. Oil Filter and Gasket
7. Oil Drain Cap Location
8. Liquid Injection Fitting

8. Make sure the spacer is correctly located on the shaft flat. Slide new seal member onto shaft without touching the bronze
surface with fingers.
9. Torque set screws to 4.8 to 5.4 Nm.
10. Remove stationary member, O-ring and dust shield from seal cover.
11. Install new dust shield in seal cover.
12. Lubricate O-ring on new stationary member with compressor oil. Press new seal member into shaft seal cover without
touching the sealing surface with fingers.
13. Lubricate new seal cover O-ring with compressor oil. Install O-ring on the shaft seal cover.
14. Replace seal cover on shaft and compressor body. Torque mounting screws to 11 to 12.5 Nm.
Scroll Compressor Oil Filter Replacement

Parts Required:
• Oil Filter and O-ring, P/N 22-1030
• Gasket, P/N 33-2996
Use other parts as needed:
• Cover Plate, P/N 22-1031
• Spring, P/N 22-1032
• Mounting Studs, P/N 55-9019
• Mounting Screws, P/N 55-9020
To change the oil filter:
1. While compressor is removed from unit (see shaft seal change procedure above), clean dirt from oil filter cover plate.
2. Remove cover plate and spring. Note the location of mounting studs for proper installation.
3. Scrape gasket off compressor body and cover plate.
4. Remove oil filter and O-ring.
5. Clean any debris from oil filter cavity.
6. Lubricate new O-ring with compressor oil, P/N 203-433.
7. Press oil filter and O-ring over stem in compressor body until seated.
8. Lubricate new cover plate gasket with compressor oil.
9. Install spring, gasket and cover plate using mounting studs. Make sure studs are installed in their original location. Install
mounting screws and torque to 33 to 35 Nm.
Scroll Compressor Oil Replacement

Parts Required:
• Gasket, P/N 33-2997
Use other parts as needed:
• SAE Plug, P/N 55-9021
• Mounting Screws, P/N 55-9022
• Cover Plate, P/N 22-1033
• Spring, P/N 22-1034
• Screen, P/N 22-1035
• Screen Cover, P/N 22-1036
To change compressor oil charge:
1. While compressor is removed from unit (see shaft seal change procedure above), clean dirt from oil drain cover plate.
2. Remove SAE plug from compressor and drain oil. Measure amount of oil removed from compressor.
3. Remove two screws and cover plate from compressor.
4. Scrape gasket from plate and body.
5. Remove spring, screen and screen cover from body.
6. Clean screen and cover.
7. Replace screen cover. Make sure the notch in cover is aligned with notch in the compressor body.
8. Lubricate new gasket with compressor oil, P/N 203-433.
NOTE: The gasket, P/N 33-2997, must be replaced.
9. Replace screen, spring, gasket, cover plate and screws.

10. Torque screws to 33 to 35 Nm.
11. Lubricate O-ring on SAE plug with compressor oil.

12. Replace SAE plug in compressor body. Torque mounting screws to 11 to 12.5 Nm.
13. Add compressor oil through the fitting at the oil filter cover. Add the same amount of oil that was removed. If the compressor
oil removed from the compressor was NOT measured and step 1 of the compressor removal procedure was followed to return
as much oil as possible to the compressor, then add 1.2 litres of compressor oil. Use polyol ester oil, P/N 203-433.
14. Install compressor in unit (see compressor installation procedure above).
Scroll Compressor High Temperature Switch Replacement

NOTE: Replace the compressor high temperature switch whenever the insulation on the leads has been broken or the switch
is believed to be defective.
Parts Required
• Temperature Switch Assembly, P/N 41-2467
• Plastic Cap, P/N 22-1040
• Dielectric Compound, P/N 203-501
• Silicone Sealant
To change the switch:
1. Cut through silicone sealant surrounding plastic cap.
2. Pry plastic cap out of compressor end plate.
3. Remove temperature switch assembly by pulling it out of cavity.
4. Clean all debris from end plate and cavity.
5. Insert 0.25 to 0.50 ml of dielectric compound into high temperature switch cavity.
6. Apply 0.25 to 0.50 ml of dielectric compound between the new switch element and sleeve.
7. Fold the sleeve over, fully protecting the switch element.
8. Firmly press the temperature switch assembly into the cavity.
9. Completely fill remaining void in cavity with silicone to protect against water infiltration.
10. With switch wires and slot in cap facing down, press new plastic cap in place on cavity. Protective cap will snap into place
when correctly seated.
Scroll Compressor Liquid Injection Fitting Replacement

Parts Required
• O-ring, P/N 33-2995
• Liquid Injection Fitting, P/N 66-9056
To replace the fitting:
1. Remove the refrigerant charge.
2. Clean dirt from area around fitting.
3. Unsolder injection tube from fitting.
NOTE: Use a heat sink or wrap the injection fitting with wet rags before unsoldering the connection to prevent damage to the
4. Visually inspect screen in liquid injection fitting to verify it is plugged.

5. If plugged, carefully unscrew liquid injection fitting from compressor.
6. Install new O-ring on new liquid injection fitting.
7. Lubricate new O-ring with compressor oil, P/N 203-433.
8. Carefully thread new liquid injection fitting through compressor body into steel block on the inside. Make sure the fitting is
not cross-threaded in the steel block. Torque fitting to 11 to 13.5 Nm.
9. Solder the liquid injection tube to injection fitting.
NOTE: Use a heat sink or wrap the injection fitting with wet rags before soldering the connection to prevent damage to the
10. Pressurise the system and test for refrigerant leaks.

11. If no leaks are found, evacuate the system.
12. Charge the unit with refrigerant.

CONDENSER CHECK VALVE TEST (SINGLE TEMPERATURE UNITS ONLY)
The condenser check valve prevents refrigerant from moving into the condenser when the unit is in heat. A unit with a leaking
condenser check valve will have good heating capacity when it first goes into the heat mode. But, it will gradually lose heating
capacity as refrigerant moves into the condenser. This problem is more noticeable at lower ambient temperatures. Use the
following procedure to test the condenser check valve.
1. Attach a gauge manifold to the suction service valve and the discharge service valve. Attach another low pressure gauge to
the suction access port located in the suction line near the accumulator inlet. Attach a high pressure gauge to the service port
on the receiver tank outlet valve. A low loss fitting must be used on the hose connected to the suction access port.
2. Operate the unit in low speed cool until the system pressures stabilize.
5. Front seat the suction service valve to isolate the low side while it is still in a vacuum.
6. Watch the low pressure gauge attached to the suction access port. The low side pressure should not rise. If it does, there could
be a leak through the hot gas solenoid or the receiver tank pressure check valve (or both).
8. From the Interface Board Test Mode select Hot Gas Solenoid.
9. Energize the hot gas solenoid with the Interface Board Test Mode. The discharge pressure and the low side pressure should
equalize when the hot gas solenoid is energized.
10. De-energize the hot gas solenoid with the Interface Board Test Mode when the discharge pressure and the low side pressure
have equalized.
11. Watch the gauges attached to the discharge service port and the receiver tank. The discharge pressure should not rise and the
receiver tank pressure should not fall. If the discharge pressure rises, the condenser check valve is probably leaking.
12. Back seat the receiver tank outlet valve and suction service valve. Perform a “Refrigerant Gauge Removal” procedure.
CONDENSER CHECK VALVE AND PURGE CHECK VALVE TEST (T-500R/T-DAIRY)

the suction access port located in the suction line near the accumulator inlet. Attach a high pressure gauge to the service port
on the receiver tank outlet valve. A low loss fitting must be used on the hose connected to the suction access port.
2. Operate the unit in low speed cool until the system pressures stabilize.
be a leak through one (or more) of following components: hot gas solenoid, purge valve, or receiver tank pressure check valve.
7. Disconnect the purge valve wires from the main wire harness and use jumper wires to energize the purge valve. The discharge
pressure and the low side pressure should equalize when the purge valve is energized.
8. De-energize the purge valve by disconnecting the jumper wires when the discharge pressure and the low side pressure have
equalized.
9. Watch the gauges attached to the discharge service valve and the receiver tank. The discharge pressure should not rise and
the receiver tank pressure should not fall. If the discharge pressure rises, the condenser check valve is probably leaking.
10. Energize the purge valve with jumper wires and leave it energized.
11. Crack the receiver tank outlet valve open and allow refrigerant into the low side until the low side pressure is above the
discharge pressure, but below the receiver tank pressure. Close the receiver tank outlet valve when the low side pressure is
above the discharge pressure and below the receiver tank pressure.
12. Watch the gauge attached to the discharge service valve. The discharge pressure should not rise. If the discharge pressure
rises, the purge check valve is probably leaking.
13. De-energize the purge valve by disconnecting the jumper wires and reconnect the purge valve wires to the main wire harness.

CONDENSER CHECK VALVE, PURGE CHECK VALVE, AND RECEIVER TANK PRESSURE
SOLENOID LEAK TEST (MULTI-TEMP UNITS ONLY)
The condenser check valve and the purge check valve prevent refrigerant from moving into the condenser when one or more
zones are in heat. A unit with a leaking condenser check valve or purge check valve will have good heating capacity when a zone
first goes into the heat mode. But, it will gradually lose heating capacity as refrigerant moves into the condenser. This problem
is more noticeable at lower ambient temperatures. Use the following procedure to test the condenser check valve and the purge
check valve.
suction access port located in the suction line near the accumulator inlet. Attach a high pressure gauge to the service port on
the receiver tank outlet valve. Low loss fittings must be used on the hoses connected to the discharge service port and the
suction access port.
2. Operate the unit with all zones in low speed cool until the system pressures stabilize.
be a leak through one (or more) of following components: hot gas solenoids, purge valve, or hot gas bypass solenoid.
8. Energize the purge valve with the Interface Board Test Mode. The discharge pressure and the low side pressure should
equalize when the purge valve is energized.
9. De-energize the purge valve with the Interface Board Test Mode when the discharge pressure and the low side pressure have
equalized.
10. Watch the gauges attached to the discharge service port and the receiver tank. The discharge pressure should not rise and the
receiver tank pressure should not fall. If the discharge pressure rises, the condenser check valve or the receiver tank pressure
solenoid is probably leaking.
a. Energize the condenser inlet solenoid with the Interface Board Test Mode and watch the discharge pressure. If the
discharge pressure stops rising, the condenser check valve is probably leaking. If the discharge pressure keeps rising,
the receiver tank pressure solenoid is probably leaking.
b. De-energize the condenser inlet solenoid with the Interface Board Test Mode
11. Energize the Zone 1 liquid line solenoid with the Interface Board Test Mode and leave it energized.
12. Crack the receiver tank outlet valve open and allow refrigerant into the low side until the low side pressure is above the
discharge pressure, but below the receiver tank pressure. Close the receiver tank outlet valve when the low side pressure is
above the discharge pressure and below the receiver tank pressure.
13. De-energize the Zone 1 liquid line solenoid with the Interface Board Test Mode.
14. Energize the purge valve with the Interface Board Test Mode and leave it energized.
15. Watch the gauge attached to the discharge service port. The discharge pressure should not rise. If the discharge pressure rises,
the purge check valve is probably leaking.
16. De-energize the purge valve with the Interface Board Test Mode.

CONDENSER INLET SOLENOID (CIS) TEST
the suction access port located in the suction line near the accumulator inlet. A low loss fitting must be used on the hose
connected to the suction access port.
8. From the Interface Board Test Mode select Condenser Inlet Solenoid.
9. Energize the CIS with the Interface Board Test Mode.
10. Open the receiver tank outlet valve.
11. Watch the high side gauge attached to the discharge service valve. The high side pressure should not drop. If it does, the CIS
is not closing. Check the continuity of the wiring and the solenoid coil before assuming the solenoid is faulty.
12. Back seat the suction service valve and perform a “Refrigerant Gauge Removal” procedure.
For T-500R/T-Dairy - replace points 7 thru’ 9 above with the following: Use “Remote Watch” - Relay Test - Condenser Inlet
Solenoid (or jumper wires) to energize the CIS. Refer to the appropriate Microprocessor Diagnostic Manual for specific
information about “Remote Watch”.
If the CIS is stuck closed, the unit will stop very quickly after is starts to run and will record Alarm Code 10 (High Discharge
Pressure). Use the following procedure to check for a CIS that is stuck closed:
1. Connect a high pressure gauge to the discharge service valve to monitor the discharge pressure.
2. Start the unit in low speed cool while watching the discharge pressure.
• If the unit stops before the discharge pressure rises to the HPCO opening pressure (see “Specifications”), it is probably a
faulty HPCO.
• If the discharge pressure quickly rises to the HPCO opening pressure (see “Specifications”) before stopping, it is probably
a a plugged discharge strainer or the CIS is stuck closed. Go to the next step.
3. Start the unit in low speed heat while watching the discharge pressure.
• If the discharge pressure quickly rises to the HPCO opening pressure (see “Specifications”) before stopping, it is probably
a a plugged discharge strainer.
• If the discharge pressure is does not rise to the HPCO opening pressure (see “Specifications”) and stop the unit, the CIS is
probably stuck closed. Check the wiring to the CIS for a short circuit that is energizing the solenoid coil before assuming
the solenoid is faulty.
CONDENSER/RADIATOR COIL REPLACEMENT
Removal
1. Recover the refrigerant charge.
2. Remove the top cap/grille assembly.
3. Drain the engine coolant and disconnect the coolant hoses from the condenser/radiator coil.
4. Unsolder the hot gas inlet and liquid outlet refrigerant line connections.
IMPORTANT: Micro-channel coils are made of aluminum but have copper stub tubes at the inlet and outlet connections.
Make sure to use a heat sink on the copper stub tubes to prevent damage to the brazed connections (and the aluminum) that
attached the copper stub tubes to the aluminum micro-channel coil.
5. Unbolt and remove the condenser/radiator coil.

Installation
1. Clean the tubes for soldering.
2. Place the coil in the unit and install the mounting hardware.
3. Solder the hot gas inlet and liquid outlet refrigerant line connections.
IMPORTANT: Micro-channel coils are made of aluminum but have copper stub tubes at the inlet and outlet connections.
Make sure to use a heat sink on the copper stub tubes to prevent damage to the brazed connections (and the aluminum) that
attached the copper stub tubes to the aluminum micro-channel coil.
4. Pressurize the system and test for refrigerant leaks.

5. If no leaks are found, replace the liquid line drier then evacuate the system.
6. Connect the coolant hoses to the radiator and refill the engine cooling system with the 50/50 antifreeze/water solution.
7. Recharge the unit with the proper refrigerant and check the compressor oil.
8. Reinstall the top cap/grille.
9. Bleed the cooling system.
DEHYDRATOR (FILTER-DRIER) REPLACEMENT
Removal
1. Pump down the low side and equalize the pressure to slightly positive. Make sure to front seat the suction service valve to
isolate the low side and use the suction access port to access the low side.
2. Disconnect the nuts at the end 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.
2. Install the new drier and tighten the mounting hardware.
3. Install and tighten the ORS nuts. Hold the drier with a back-up wrench on the hex behind the ORS fitting.
5. If no leaks are found, evacuate the low side.
6. Open the refrigeration valves and place the unit in operation.
DISCHARGE PRESSURE REGULATOR (DPR) TEST

1. Attach a gauge manifold to the suction service valve and the discharge service port. A low loss fitting must be used on the
hose connected to the discharge service port.
2. Operate the unit with all zones in high speed heat until the system pressures stabilize.
3. Check the discharge pressure on the gauge attached to the discharge service port. It should be within the range shown for the
DPR setting in the “Specifications” chapter. If the setting is incorrect, remove the protective cap and try to adjust the DPR to
the correct setting before assuming it is faulty.
4. Remove the gauges to return the unit to normal operation.
DISCHARGE PRESSURE REGULATOR (DPR) REPLACEMENT
Removal
2. Remove the mounting clamp from the DPR.
3. Unsolder and remove the DPR. Note the position of the DPR so the new one will be placed in the same position.

Installation
2. Place the new DPR in the same position from which the old one was removed.
3. Use a heat sink or wrap the DPR with a wet rag to prevent damage and solder the tubing connections.
4. Install the mounting clamp on the DPR.
5. Pressurize the system and test for refrigerant leaks.
7. Recharge the unit with the proper refrigerant and check the compressor oil.
8. Run the unit and test the DPR. Adjust the setting if necessary.
DISCHARGE PRESSURE TRANSDUCER TESTING

The discharge pressure transducer is located on the discharge line near the discharge service port.
The discharge pressure transducer supplies pressure information to the SR-2/SR-3 Microprocessor Control System. Alarm
Code 86 (Check Discharge Pressure Sensor) indicates a possible problem with the discharge pressure transducer. The pressure
reading can be monitored with a Mechanics/Premium HMI Control Panel by entering the Gauges Menu. Check the reading by
comparing it to the reading on a gauge attached to the discharge service port. Refer to the appropriate Microprocessor Diagnostic
Manual for more information about the testing and operation of the discharge pressure transducer.
DISCHARGE PRESSURE TRANSDUCER REPLACEMENT
Removal
2. Disconnect the wires and remove the discharge pressure transducer from the discharge tube.
Installation
1. Apply a refrigerant Loctite to the threads of the discharge pressure transducer.
2. Install and tighten the discharge pressure transducer and reconnect the wires.
3. Pressurize the system and test for leaks.
4. If no leaks are found, evacuate the system.
5. Recharge the unit with refrigerant and check the compressor oil.
DISCHARGE STRAINER TEST

If the discharge strainer is plugged or restricted, the unit will stop very quickly after it starts to run and will record Alarm Code
10 (High Discharge Pressure). This can also be caused by a faulty HPCO. It can be difficult to determine whether the discharge
strainer of the HPCO is causing this problem. See the following procedure and guidelines.
1. Connect a high pressure gauge to the discharge service valve to monitor the discharge pressure.
2. Start the unit while watching the discharge pressure.
• If the discharge pressure quickly rises to the HPCO opening pressure (see “Specifications”) before the unit stops, it is more
likely to be a plugged discharge strainer.
• If the unit stops before the discharge pressure rises to the HPCO opening pressure (see “Specifications”), it is more likely
to be a faulty HPCO.
Because the refrigerant charge must be recovered to replace the discharge strainer, it is best to replace the HPCO and retest
the unit if you are not sure which is causing the problem.
If the discharge strainer is plugged it is important to determine and repair the cause of the debris.

DISCHARGE STRAINER REPLACEMENT
Removal
2. Remove the discharge strainer mounting clamp.
3. Unsolder the refrigeration lines from the discharge strainer and remove the discharge strainer from the unit.
Installation
2. Place the discharge strainer in position.
3. Solder the inlet and outlet connections.
4. Install the discharge strainer mounting clamp.
5. Pressurize the refrigeration system and test for leaks.
7. Recharge the unit with proper refrigerant and check the compressor oil.
ELECTRONIC THROTTLING VALVE (ETV) TESTING

The ETV is controlled and monitored by the SR-2/SR-3 Microprocessor Control System. Alarm Code 89 (Check Electronic
Throttling Valve Circuit) indicates a possible problem with the ETV. Refer to the appropriate Microprocessor Diagnostic Manual
for information about testing the ETV.
ELECTRONIC THROTTLING VALVE (ETV) REPLACEMENT

NOTE: The Old Style ETV is being replaced with the New Style ETV starting in 09/16. There are some physical differences,
but they are functionally the same.
Removal
2. The ETV must be open to remove the stepper motor and piston assembly. Open the ETV by placing the unit in the Evacuation
Mode/Test, and then turning the unit off. Refer to the appropriate Microprocessor Diagnostic Manual for information about
the Evacuation Mode/Test.
3. Old Style ETV - Disconnect the ETV harness from the four-pin connector on the main wire harness.
New Style ETV - Disconnect the four-pin connector on the main wire harness from the four-pin connector on the ETV.
1
2
1 3
2
3
ARA2498
1. Small Hex on Stepper Motor 1. Four-Pin Connector

2. Large Nut 2. Stepper Motor
3. Valve Body 3. Valve Body
Old Style ETV New Style ETV

WARNING: If the ETV is stuck in the closed position, much of the refrigerant charge may be trapped in the
evaporator. If you hear refrigerant begin to flow through the valve when the stepper motor and piston assembly are
loosened, unscrew the Old Style ETV stepper motor and piston assembly no more than four turns, or unscrew the four
screws on New Style ETV stepper motor no more than four turns each, and check the suction (low side) pressure on
the gauge manifold. If the suction pressure has increased from the pressure to which it was equalized after the low
side pump down, refrigerant is trapped and must be recovered. Screw the stepper motor and piston assembly back into
the valve body. Attach a refrigerant recovery device to the service port on the receiver tank outlet valve. Midseat the
receiver tank outlet valve, and recover the refrigerant charge. The stepper motor and piston assembly may then be
removed.
4. Old Style ETV - Unscrew the large nut that attaches the stepper motor and piston assembly to the valve body. The torque on
the nut is approximately 118 fT-lb (160 N•m). Hold the valve body with backup wrench to prevent damage to the refrigeration
tubing.
New Style ETV - Remove the four screws that attach the stepper motor to the valve body.
CAUTION: Old Style ETV - Unscrew the large nut. Do not unscrew the small hex on the stepper motor.
1 2
ARA2500
1. Unscrew Large Nut

2. Backup Wrench 1. Remove Four Screws
Removing Old Style Stepper Motor Removing New Style Stepper Motor
5. If the complete ETV assembly is being replaced, remove the ETV mounting hardware and unsolder and remove the valve
body. It may be necessary to unsolder other tubes near 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.
Installation of Service Kit

Do not connect the ETV harness or ETV to main wire harness 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 harness 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.
Further disassembly is required to reassemble the piston and stepper motor. See “Reassembly of Piston and Stepper Motor on
Old Style ETV”.
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 brass nut/piston housing. The piston retracts to
open and extends to close.

ARA2501
0.3 in.
(8 mm)
1 1
2 2
1. Bottom Edge of Brass Nut/Piston Housing

2. Bottom Edge of Piston
Stepper Motor and Piston Assembly with Piston in Fully Open Position
2. Old Style ETV Only:

a. Lubricate the piston and threads on the new stepper motor and piston assembly with refrigeration oil.
b. Screw the new stepper motor and piston assembly into the valve body.
c. Torque the nut to approximately 118 fT-lb (160 N•m). Hold the valve body with backup wrench to prevent damage to the
refrigeration tubing.
3. New Style ETV Only:
a. Lubricate the O-rings with refrigeration oil. Place one on the stepper motor and piston assembly and place the other in the
valve body.
1 2
ARA2502
ARA2503
1. Install O-Ring on Stepper Motor and Piston Assembly

2. Install O-Ring in Valve Body
Install O-Rings

b.Place stepper motor and piston assembly into the valve body and make sure the arrowhead marks on them are aligned as
shown below.
ARA2504
Align Arrowhead Marks
c. Install the four screws and torque them to 4.43 ± 0.37 fT-lb (6.0 ± 0.5 N•m).
4. Connect the ETV harness or ETV to the main wire harness at the four-pin connector.
5. Pressurize the low side and test for leaks.
7. Install the evaporator access panels.
Reassembly of Piston and Stepper Motor on Old Style ETV

Use the following procedure to reassemble the piston and stepper motor if the piston has accidentally been turned off of the
threaded shaft of the stepper motor.
1. Disassemble the stepper motor and piston assembly by unscrewing the stepper motor (small hex) from the piston nut (large
nut).
1 2 3 4 5 6
1. Piston
2. Rectangular Shaft on Piston
3. Piston Nut
4. Copper Washer
5. Threaded Shaft of Stepper Motor
6. Stepper Motor
Stepper Motor and Piston Assembly Components
2. Insert the piston into the piston nut. You must align the rectangular shaft on the piston with the rectangular hole in the piston
nut to allow the piston to be inserted into the piston nut.
1. Align Rectangular Shaft on Piston

with Rectangular Hole in Piston Nut
Insert Piston into Piston Nut

3. Push the piston into the piston nut until the end of the rectangular shaft is about even with the top of the piston nut.
1. Position End of Rectangular Shaft

about Even with Top of Piston Nut
Push Piston into Piston Nut
4. Make sure the copper washer is in place in the top of the piston nut.
5. Place the threaded shaft of the stepper motor into the rectangular shaft of the piston and turn the piston and piston nut onto
the threaded shaft of the stepper motor.
6. When the threads in the top of piston nut reach the threads on the bottom of the stepper motor, carefully continue to turn the
piston and piston nut onto the stepper motor. Make sure that the copper washer is in place and take care to avoid cross
threading the fine threads on the stepper motor and in the top of the piston nut.
7. Continue to turn the piston and piston nut onto the stepper motor until they are tight. Torque the piston nut and stepper motor
to 37 fT-lb (50 N•m).
Installation of Complete ETV Assembly

2. Place the new complete ETV assembly (and any tubes that were removed) in the same position from which the old one was
removed and install the ETV mounting hardware. The ETV assembly must be installed as shown below relative to the
direction of refrigerant flow from the accumulator to the compressor.
NOTE: Do not disassemble the new ETV to solder it in place.
1. Use Heat Sink

2. Direction of Refrigerant Flow
Installing Complete ETV Assembly (Old Style Shown, New Style Similar)
3. Use a heat sink or wrap the valve body with a wet rag to prevent damage and solder the tubing connections with 95-5 soft
solder.
4. Connect the ETV harness to the main wire harness at the four-pin connector.
8. Test the unit to see that the ETV is properly installed.

EVAPORATOR COIL REPLACEMENT
Removal
2. Remove the evaporator top panel.
3. Unsolder the hot gas line and the line to the expansion valve from the distributor.
4. Unsolder the suction line from the evaporator coil.
5. Remove the mounting bolts and slide the coil from the evaporator housing.
Installation
1. Place the evaporator coil in the housing.
2. Install and tighten the mounting bolts.
4. Solder the suction line to the evaporator coil.
5. Solder the hot gas line and the line from the expansion valve to the distributor.
6. Pressurize the system and check for leaks.
7. If no leaks are found, replace the liquid line drier then evacuate and dehydrate the system.
8. Install the evaporator top panel.
EXPANSION VALVE REPLACEMENT
Removal
2. Remove the feeler bulb from the suction line clamp. Note the position of the feeler bulb on the suction line.
3. Unsolder the equalizer line from the expansion valve.
4. Unsolder the inlet liquid line and the line to the distributor from the expansion valve.
5. Remove the expansion valve mounting bolt and remove the expansion valve from the unit.
Installation
1. Install and bolt the expansion valve assembly in the unit.
2. Solder (95-5 Solder) the inlet liquid line and the distributor to the expansion valve.
3. Solder (95-5 Solder) the equalizer line to the expansion valve.
4. Clean the suction line to a bright polished condition. Install the feeler bulb clamps and the feeler bulb on the side of the suction
line in its former position. The feeler bulb must make good contact with the suction line or the operation will be faulty. Wrap
with insulating tape.
1. Suction Line
2. Capillary Bulb
3. End View
Location of Expansion Valve Bulb

1. Top View
Completely Wrap Bulb with Tape

8. Test the unit to see that the expansion valve is properly installed.
HEAT EXCHANGER REPLACEMENT

It unlikely that the heat exchanger is defective. Carefully review your refrigeration system diagnosis to eliminate all other
system components before proceeding. This replacement procedure should only be attempted by qualified technicians.
Removal
2. Remove the evaporator top panel.
3. Remove the mounting hardware that holds the heat exchanger on the bulkhead.
4. Unsolder the equalizer line from the suction line.
5. Unsolder the liquid line to the expansion valve.
6. Note the position of the feeler bulb on the side of the suction line. Remove the expansion valve feeler bulb from the suction
tube.
7. Unsolder the suction line at the evaporator coil end.
8. Unsolder the remaining outlet suction line and inlet liquid line connections from the condenser side of the bulkhead. Remove
putty from around the lines before unsoldering the connections.
9. Lift the heat exchanger assembly out of the evaporator housing.
Installation
2. Place the heat exchanger assembly in the evaporator housing and install the mounting hardware loosely.
3. Solder the liquid inlet and suction outlet line connections on the condenser side of the bulkhead. Seal openings through
bulkhead with putty when the refrigerant lines have cooled off.
4. Tighten the heat exchanger mounting hardware securely.
5. Solder suction line connection to the evaporator coil.
6. Solder the liquid line to the expansion valve.
7. Solder the equalizer line to the suction line.
8. Pressurize the system and check for leaks.
9. If no leaks are found, replace the liquid line drier then evacuate and dehydrate the system.
10. Clean the suction tube to a bright polished condition. Install the feeler bulb clamps and feeler bulb on the side of the suction
line in its former position. The feeler bulb must make good contact with the suction line or operation will be faulty. Wrap with
insulating tape.
11. Install the evaporator top panel.

HIGH PRESSURE CUTOUT SWITCH (HPCO) TEST
The HPCO is located on the compressor discharge manifold. If the discharge pressure rises above 470 ± 7 psig (3241 ± 48
kPa), the switch opens the HPCO circuit the to run relay and stops the unit. To test the switch, rework a gauge manifold per the
following illustration.
1. Connect the gauge manifold to the discharge service port with a heavy duty, black jacketed thick wall #HCA 144 hose with
a 900 psig (6204 kPa) working pressure rating.
1. Relief Valve
2. O-ring
3. Adapter Tee Weather Head
High Pressure Cutout Manifold
2. Set the thermostat well below the box temperature so that the unit will be in High Speed Cool.
3. Raise the discharge pressure of the compressor by blocking the condenser coil air flow by covering the condenser with a piece
of cardboard.
NOTE: The discharge pressure should never be allowed to exceed a pressure of 477 psig (3289 kPa) on R-404A/R-452A
systems.
4. If the HPCO opens too soon or does not open to de-energize the run relay and stop the unit, it must be replaced.
HIGH PRESSURE CUTOUT SWITCH (HPCO) REPLACEMENT
Removal
1. Pump down the low side to a 20 in. Hg vacuum (-68 kPa) then stop the unit.
3. Open both service manifold hand valves to bleed the pressure in head into the compressor crankcase. If the pressure balances
in a vacuum, raise the pressure to 1 to 3 psig (7 to 21 kPa) by cracking the discharge service valve.
4. Disconnect the wires and remove the HPCO from the compressor discharge manifold.

Installation
1. Apply a refrigerant Loctite to the threads of the HPCO.
2. Install and tighten the HPCO and reconnect the wires.
3. Pressurize the compressor and test for leaks.
4. If no leaks are found, back seat the refrigeration service valves and place the unit in operation. Check the refrigerant charge.
5. Perform a “Refrigerant Gauge Removal” procedure.
HIGH PRESSURE RELIEF VALVE REPLACEMENT

Determine the cause of extremely high discharge pressure before replacing the High Pressure Relief Valve.
Removal
2. Unscrew and remove the high pressure relief valve from the receiver tank.
Installation
1. Apply a refrigerant oil to the O-ring of the high pressure relief valve.
2. Install and tighten the high pressure relief valve.
6. Verify proper unit operation.
HOT GAS BYPASS SOLENOID (HGBS) TEST

2. Operate the unit with all zones in low speed cool.
6. Watch the low pressure gauge attached to the suction access port. The low side pressure should not rise. It it does, there could
7. Check the temperatures of the refrigeration lines on each side of the HGBS by hand. A temperature difference between the
two sides of the HGBS indicates it is leaking.
9. From the Interface Board Test Mode select Hot Gas Bypass Solenoid.
10. Momentarily energize the HGBS with the Interface Board Test Mode by pressing the TEMP ON key. The low side pressure
should rise slightly. If the low side pressure does not rise, the HGBS is not opening. Check the continuity of the wiring and
the solenoid coil before assuming the solenoid is faulty.
11. Back seat the receiver tank outlet valve and the suction service valve. Perform a “Refrigerant Gauge Removal” procedure.

HOT GAS SOLENOID (HGS) TEST
7. Check the temperatures of the refrigeration lines on each side of the HGS by hand. A temperature difference between the two
sides of the HGS indicates it is leaking.
9. From the Interface Board Test Mode select Hot Gas Solenoid.
10. Momentarily (for approximately 1 second) energize the HGS with the Interface Board Test Mode. The low side pressure
should rise slightly. If the low side pressure does not rise, the HGS is not opening. Check the continuity of the wiring and the
solenoid coil before assuming the solenoid is faulty.
Note: For T-500R/T-Dairy, instead of points 8 thru’ 11 above, please use the following:
Use “Remote Watch” - Relay Test - Hot Gas Solenoid Test (or jumper wires) to momentarily (for approximately 1 second)
energize the HGS. Refer to the appropriate Microprocessor Diagnostic Manual for specific information about “Remote
Watch”. The low side pressure should rise slightly. If the low side pressure does not rise, the HGS is not opening. Check the
continuity of the wiring and the solenoid coil before assuming the solenoid is faulty.
IN-LINE CHECK VALVE REPLACEMENT

This unit uses some in-line check valves. An in-line check valve is not repairable and must be replaced if it fails. A heat sink
must be used on the in-line check valve when it is being soldered in place to prevent damage to the neoprene seal.
AEA648
1. Valve 3. Valve Seat

2. Neoprene Seal 4. Spring
Cross Section of In-line Check Valve
Removal
2. Place a heat sink on the check valve.
3. Unsolder the refrigeration lines and remove the check valve.

Installation
A heat sink must be used on the in-line check valve when it is being soldered in place to prevent damage to the neoprene seal.

2. Place the check valve in position. The arrow on the valve body indicates the direction of refrigerant flow through the valve.
3. Place a heat sink on the check valve.
4. Solder the inlet and outlet connections.
LIQUID INJECTION SOLENOID (LIS) TEST

1. Attach a gauge manifold to the suction service valve and the discharge service port. A low loss fitting must be used on the
hose connected to the discharge service port.
2. Run the unit with all zones in low speed cool until the system pressures stabilize.
3. Front seat the suction service valve and allow the compressor to pump down to 0 to 5 in. Hg vacuum (0 to -17 kPa).
5. Monitor the suction pressure. It will rise very slowly as the discharge pressure leaks back through the discharge device into
the compressor. If the suction pressure is rising steadily, the LIS might be leaking.
6. Check the temperatures of the refrigeration lines on each side of the LIS by hand. A temperature difference between the two
sides of the LIS indicates it is leaking.
8. From the Interface Board Test Mode select Liquid Injection Valve.
9. Momentarily energize the LIS with the Interface Board Test Mode by pressing the TEMP ON key. The suction pressure
should rise slightly. If the suction pressure does not rise, the LIS is not opening. Check the continuity of the wiring and the
10. Back seat the suction service valve and perform a “Refrigerant Gauge Removal” procedure.
LIQUID INJECTION SOLENOID (LIS) REPLACEMENT
Removal
2. Unsolder the inlet/outlet lines from the liquid injection solenoid.
3. Remove liquid injection solenoid mounting bolts and remove the liquid injection solenoid from the unit.
Installation
1. Install and bolt the liquid injection solenoid assembly in the unit.
2. Solder (95-5 Solder) the inlet liquid line and the outlet line to the injection solenoid.
6. Test the unit to see that the valve is properly installed.

LIQUID LINE SOLENOID (LLS) AND LIQUID RETURN CHECK VALVE TEST
(MULTI-TEMP UNITS ONLY)
A leaking liquid line solenoid can cause its zone to cool when it is in null. A zone will not cool if its liquid line solenoid does
not open. A leaking liquid return check valve can reduce the cooling capacity of its zone. Use the following procedure to test the
liquid line solenoids and the liquid return check valves.
7. Backseat the receiver tank outlet valve to allow liquid refrigerant into the liquid lines.
8. Watch the low pressure gauge attached to the suction access port. The low side pressure should not rise. It it does, one (or
more) of liquid line solenoids or liquid return check valves is leaking.
a. Remove the remote evaporator covers from the remote evaporators.
b. Check the temperatures of the refrigeration lines on both sides of each liquid line solenoid and each liquid return check
valve by hand. A temperature difference between the two sides of a liquid line solenoid or liquid return valve indicates
it is leaking.
10. Momentarily energize the liquid line solenoid in the zone being tested with the Interface Board Test Mode by pressing the
TEMP ON key. The low side pressure should rise. If the low side pressure does not rise, the liquid line solenoid in that zone
is not opening. Check the continuity of the wiring and the solenoid coil before assuming the solenoid is faulty.
11. Repeat step 10 for the other zone (or zones) being tested. If the low side pressure rose enough to be equal with the high side
pressure when the solenoid was energized, open the suction service valve and repeat steps 2 through 7 to pump down and
isolate the low side before repeating step 10 for the other zone (or zones).
12. Back seat the suction service valve. Perform a “Refrigerant Gauge Removal” procedure.
LOW PRESSURE CUTOUT SWITCH (LPCO) TEST (T-500R/T-DAIRY ONLY)

The LPCO is used in these units starting in June 2012. If the suction pressure drops to 13 ± 3 in. Hg of vacuum (-44 ± 10 kPa),
the switch opens the LPCO/HPCO circuit to stop the unit. Use the following procedure to test the switch.
3. Close the receiver tank outlet valve to pump down the low side.
4. When the suction pressure drops to 13 ± 3 in. Hg of vacuum (-44 ± 10 kPa), the LPCO should open and the unit should stop.
5. If the LPCO opens too soon or does not open to stop the unit, it must be replaced.
LOW PRESSURE CUTOUT SWITCH (LPCO) REPLACEMENT
Removal
2. Disconnect the wires and remove the LPCO from the suction adapter.
Installation
1. Apply a refrigerant Loctite to the threads of the LPCO.
2. Install and tighten the LPCO and reconnect the wires.
3. Open the refrigeration valves and check for leaks before placing the unit in operation.

PURGE VALVE (PV) TEST
be a leak through one (or more) of following components: hot gas solenoid, purge valve, hot gas bypass solenoid, or receiver
tank pressure check valve.
7. Check the temperatures of the refrigeration lines on each side of the PV by hand. A temperature difference between the two
sides of the PV indicates it is leaking.
9. From the Interface Board Test Mode select Purge Valve.
10. Momentarily energize the PV with the Interface Board Test Mode by pressing the TEMP ON key. The low side pressure
should rise slightly. If the low side pressure does not rise, the PV is not opening. Check the continuity of the wiring and the
NOTE: On units with a TSD Controller disconnect the purge valve wires from the main wire harness and use jumper
wires to momentarily (for approximately 1 second) energize the PV. The low side pressure should rise slightly. If the low
side pressure does not rise, the PV is not opening. Check the continuity of the wiring and the solenoid coil before
assuming the solenoid is faulty. Reconnect the purge valve wires to the main wire harness.
RECEIVER TANK PRESSURE CHECK VALVE TEST

7. Check the temperatures of the refrigeration lines on each side of the receiver tank pressure check valve by hand. A temperature
difference between the two sides of the receiver tank pressure check valve indicates it is leaking.
8. Back seat the receiver tank outlet valve and the suction service valve, and remove the gauges to return the unit to normal
operation.
RECEIVER TANK PRESSURE SOLENOID (RTPS) TEST (MULTI-TEMP UNITS ONLY)

The receiver tank pressure solenoid is open when one or more zones are in heat. This moves the refrigerant out of the receiver
tank to improve heating capacity.
A leaking receiver tank pressure solenoid will reduce the cooling capacity when all zones are in cool because some of the
refrigerant bypasses the condenser. See “Condenser Check Valve, Purge Check Valve, and Receiver Tank Pressure Solenoid
Leak Test” to test for a leaking receiver tank pressure solenoid.
If the receiver tank pressure solenoid is stuck closed, the heating capacity may be reduced. If liquid refrigerant is visible in the
receiver tank sight glass when one or more zones are in heat, the receiver tank pressure solenoid is probably stuck closed. Use
the following procedure to see if the receiver tank pressure solenoid is opening correctly.
suction access port located in the suction line near the accumulator inlet. Attach a high pressure gauge to the service port on
the receiver tank outlet valve. Low loss fittings must be used on the hoses connected to the discharge service port and the
suction access port.
2. Operate the unit with all zones in low speed cool until the system pressures stabilize.

7. Use a jumper wire to jump the CIS wire at the condenser inlet solenoid to +12 Vdc to close the condenser inlet solenoid.
9. Energize the Zone 1 liquid line solenoid with the Interface Board Test Mode and leave it energized.
10. Crack the receiver tank outlet valve open and allow refrigerant into the low side until the low side pressure is equal to the
receiver tank pressure.
11. De-energize the Zone 1 liquid line solenoid with the Interface Board Test Mode.
12. Energize the receiver tank pressure solenoid with the Interface Board Test Mode and leave it energized.
13. Watch the gauges attached to the discharge service port and the receiver tank. The discharge pressure should drop and the
receiver tank pressure should rise until they are equal. If not, the receiver tank pressure solenoid is not opening. Check the
continuity of the wiring and the solenoid coil before assuming the solenoid is faulty.
14. De-energize the receiver tank pressure solenoid with the Interface Board Test Mode.
15. Remove the a jumper wire from the CIS wire at the condenser inlet solenoid.
RECEIVER TANK REPLACEMENT
Removal
2. Unsolder the inlet tube from the receiver tank.
3. Unsolder the filter drier line from the receiver tank outlet valve.
4. Unbolt the mounting brackets and remove the receiver tank from the unit.
Installation
1. Place the receiver tank in the unit and install the mounting bolts and nuts loosely. Position the receiver tank so the sight glass
is clearly visible and the outlet tube lines up.
2. Solder the inlet tube from condenser check valve tube to the receiver tank.
3. Solder the filter drier line to the receiver tank outlet valve.
4. Tighten the receiver tank mounting hardware securely.
SOLENOID VALVE REPLACEMENT
Removal
2. Remove the coil from the valve.
3. Remove the valve mounting hardware if used.
4. Unsolder the refrigeration lines from the valve and remove the valve from the unit.
CAUTION: Use a heat sink to prevent damage.

Installation
2. Remove the coil and place the valve in position.
3. Install the valve mounting hardware if used.
4. Solder the inlet and outlet connections. After the valve cools, install the coil.
CAUTION: Use a heat sink to prevent damage.

SUCTION LINE CHECK VALVE TEST (MULTI-TEMP UNITS ONLY)

A suction line check valve prevents refrigerant from flowing back into its remote evaporator when its zone is in null or when
another zone is in defrost. A suction line check valve also prevents refrigerant from flowing back into its suction line when its
zone is in heat and another zone is in cool.
A leaking suction line check valve can reduce the heating or cooling capacity of the other zone (or zones) when its zone is in
null. A leaking suction line check valve can reduce the defrosting capacity of the other zone (or zones). A leaking suction line
check valve can reduce the heating and cooling capacities when its zone is in heat and the other zone (or zones) is in cool. Use
the following procedure to test the suction line check valves.
7. Open the suction service valve and use the gauge manifold to raise the pressure in the low side to 5 to 20 psig (34 to 138 kPa).
Front seat the suction service valve to isolate the low side.
8. Watch the low pressure gauge attached to the suction access port. The low side pressure should not drop. It it does, one (or
more) of suction line check valves is leaking. Check the temperatures of the refrigeration lines on both sides of each suction
line check valve by hand. A temperature difference between the two sides of a suction line check valve indicates it is leaking.
9. Open the suction service valve and use the gauge manifold to raise the pressure in the low side to be equal with the high side
pressure. Front seat the suction service valve to isolate the low side.
10. Watch the low pressure gauge attached to the suction access port. The low side pressure should not drop. It it does, one (or
more) of suction line check valves is leaking. Check the temperatures of the refrigeration lines on both sides of each suction
line check valve by hand. A temperature difference between the two sides of a suction line check valve indicates it is leaking.
SUCTION LINE SOLENOID (SLS) TEST (MULTI-TEMP UNITS ONLY)

A suction line solenoid closes when a its zone is in heat and the other zone (or zones) is in cool. This is called reverse cycle
heat. The closed suction line solenoid forces the refrigerant to flow through the liquid return check valve into the liquid line and
prevents the refrigerant from flowing through the suction line.
A suction line solenoid that fails to close or leaks can reduce the heating and cooling capacities when its zone is in heat and
the other zone (or zones) is in cool. If a suction line solenoid stuck closed, its zone would not cool when all zones were in cool.
Use the following procedure to test the suction line solenoids.

7. Remove the remote evaporator covers from the remote evaporators in all the zones in which the suction line solenoids are
being tested.
8. Backseat the receiver tank outlet valve to allow liquid refrigerant into the liquid lines.
10. Energize the suction line solenoid in the zone being tested with the Interface Board Test Mode.
11. Use a jumper wire to jump the LLS terminal on the terminal board in the remote evaporator of the zone being tested to +12
Vdc to open the liquid line solenoid.
12. Watch the low pressure gauge attached to the suction access port. The low side pressure should not rise. If it does, the suction
line solenoid is leaking or not closing. Check the continuity of the wiring and the solenoid coil before assuming the solenoid
is faulty.
13. De-energize the suction line solenoid in the zone being tested with the Interface Board Test Mode.
14. Watch the low pressure gauge attached to the suction access port. The low side pressure should rise. If it does not, the suction
line solenoid is stuck closed.
15. Remove the jumper wire from the LLS terminal on the terminal board in the remote evaporator of the zone being tested.
16. Repeat steps 10 through 15 for the other zone (or zones) being tested. If the low side pressure rose enough to be equal with
the high side pressure when the suction line solenoid was de-energized, open the suction service valve and repeat steps 2
through 9 before repeating steps 10 through 15 for the other zone (or zones).
17. Back seat the suction service valve. Perform a “Refrigerant Gauge Removal” procedure.
SUCTION PRESSURE REGULATOR (SPR) TEST

2. Operate the unit in high speed heat until the system pressures stabilize.
3. Check the suction pressure on the gauge attached to the suction service port. It should be within the range shown for the SPR
setting in the “Specifications” chapter. If the setting is incorrect, remove the protective cap and try to adjust the SPR to the
correct setting before assuming it is faulty.
SUCTION PRESSURE REGULATOR (SPR) REPLACEMENT
Removal
2. Unsolder and remove the SPR. Note the position of the SPR so the new one will be placed in the same position.
Installation
2. Place the new SPR in the same position from which the old one was removed.
3. Use a heat sink or wrap the SPR with a wet rag to prevent damage and solder the tubing connections.
7. Run the unit and test the SPR. Adjust the setting if necessary.

SUCTION PRESSURE TRANSDUCER TESTING (UT-SERIES AND T-SERIES EXCEPT
T-500R/T-DAIRY)
The suction pressure transducer is located on the suction adapter on the compressor. It supplies pressure information to the
SR-3 Microprocessor Control System. Alarm Code 87 (Check Suction Pressure Sensor) indicates a possible problem with the
suction pressure transducer. The pressure reading can be monitored with a Mechanics/Premium HMI Control Panel by pressing
the GAUGES key. Check the reading by comparing it to the reading on a low pressure gauge attached to the suction service
valve port.
Refer to the appropriate Microprocessor Diagnostic Manual for more information about the testing and operation of the suction
pressure transducer.
SUCTION PRESSURE TRANSDUCER REPLACEMENT
Removal
isolate the low side.
2. Disconnect the wires and remove the suction pressure transducer from the suction adapter.
Installation
1. Apply a refrigerant Loctite to the threads of the suction pressure transducer.
2. Install and tighten the suction pressure transducer and reconnect the wires.
3. Open the refrigeration valves and check for leaks before placing the unit in operation.
THROTTLING VALVE TEST

1. Attach a gauge manifold to the fitting on the side of the throttling valve and the discharge service port. A low loss fitting must
be used on the hose connected to the discharge service port.
2. Operate the unit in high speed heat until the system pressures stabilize.
3. Check the suction pressure on the gauge attached to the fitting on the side of the throttling valve It should be within the range
shown for the throttling valve setting in the “Specifications” chapter. If the setting is incorrect, try to adjust the throttling valve
to the correct setting by adding or removing shims under the bellows spring before assuming it is faulty.
THROTTLING VALVE REPLACEMENT AND REPAIR
Removal
1. Pump down the unit using the refrigerant recovery system.
2. Front seat the suction service valve. Release remaining pressure.
3. Remove the suction service valve.
4. Unbolt and remove the throttling valve from the unit.
Disassembly
1. Remove the piston end cap.
2. Remove the cotter pin from the castle nut and remove the nut.
3. Remove the spring and piston.
4. Loosen all the bolts on bellows end cap.
CAUTION: This end cap is under slight spring pressure.

1. Screw—Plate And Flatwasher 10. Test Port—Schrader Valve
2. Schrader Valve And Cap (Location May Vary) 11. Gasket—piston Housing
3. Plate—Bellows End 12. Piston
4. Gasket—End Plate 13. Conformance Spring—Piston
5. Shim—Adjusting 14. Castle Nut—Adjusting
6. Spring—Bellows 15. Pin—Cotter
7. Bellows and Shaft—assembly 16. Housing—Piston
8. O-ring 17. O-ring—Valve to Compressor
9. Housing 18. Throttling Valve Cover
Throttling Valve
5. Break the gasket free and remove the end cap.

6. Note the number of shims next to the cap. These can be reused.
7. Remove bellows (discard).
1. Inspect Cap
2. Inspect Spring
3. Shims
Throttle Valve, Cap and Spring

8. Inspect all the parts (replace if excess wear is found).
a. Piston and cap for wear (scuff marks)
b. Body for stripped threads
c. Bellows end cap for damage in pilot hole
NOTE: Bellows is normally replaced.
.
1. Inspect for Wear

Throttle Valve Piston
1. Inspect for Damage

Throttle Valve Housing
9. Clean the parts to be reused.
Reassembly
1. Install new bellows with O-ring into the housing.
2. Center the spring on bellows shoulder.
3. Oil the gasket (same type of oil that is used in the system), install on the body, and place shims in end cap (use same number
as removed). Tighten end cap in place with vent hole closest to outlet opening of the valve body.
4. Install the piston, spring and tighten the castle nut until firmly seated against the bottom of the piston.
5. Back off the castle nut, one full turn only.
6. Insert the cotter pin.

.
1. Tighten Castle Nut to Bottom—Then

Back Off 1 Turn Only. Insert Cotter Pin.
Throttle Valve Piston Assembly
7. Oil the gasket and install the end cap.

8. Throttling valve will have to be recalibrated on operating unit. (Refer to “Specifications” chapter for setting.)
9. Adjust by adding or removing shims under the spring.
Installation
1. Install the throttling valve using new o-ring soaked in compressor oil (same type of oil that is used in the system). Bolt the
throttling valve to the compressor.
2. Connect the suction hose from the throttling valve to the accumulator tank. Install line from the compound gauge.
3. Pressurize the system and check for leaks. If no leaks are found, evacuate the system.

11 Clutch Maintenance
Centrifugal Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2

Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Disassembly Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Assembly Procedure (Using New Bearings and Seal) . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
CENTRIFUGAL CLUTCH
The centrifugal clutch has three belt grooves and its engagement speed is 600 ± 100 RPM.
AGA127
Front View and Cross Section
Clutch Maintenance 11-2

1 13
2 14
3 7
4 8
15
6 16
15
8
5 7
14
7
8
9 17
8
7
10 aea558
11
(3 belt grooves)
12
1. Screw 10. Grease Seal

2. Washer 11. Roller Bearing Inner Race
3. Snap-Ring 12. Pulley Housing
4. Ball Bearing 13. Elastic Stop Nuts (6)
5. Large & Small Spacers 14. Connector Link (6)
6. Rolling Bearing 15. Spring (6)
7. Lockwasher (12) 16. Shoe Assembly (3)
8. Bushing (6) 17. Screws (6)
9. Hub
Centrifugal Clutch

CLUTCH MAINTENANCE
Using an inspection mirror, inspect the clutch every 1000 hours of operation or yearly, whichever occurs first. If shoe wear is
uneven on different shoes, remove the clutch, clean the shoes and drum, regrease bearings or replace if they are worn. Inspect
anchor bushings, shoe lining and springs for wear and replace if necessary.
Tools Required
• Internal Retaining Ring Pliers
• 7/16 in. Wrench
• 7/32 in. Allen Wrench or 7/32 x 1/2 in. Socket Drive
• 1/2 in. Impact Tool
• Rubber or Plastic Hammer
• 7/16 in. Socket or Nut Driver
• Arbor Press with Various Sized Arbors
• Bearing Puller
• Ratchet (Optional)
• Torque Wrench
Grease
MobilTM (Synthetic) (see Tool Catalog).
Disassembly Procedure
1. Remove retaining ring.
2. Remove the 3/8-16 flat head cap screw and washer.
NOTE: This screw was installed using Loctite (see Tool Catalog) and will require the use of an impact tool for removal.
NOTE: A small amount of heat (propane or acetylene torch with small heating tip) applied to the cap screw head may be
required to help loosen the screw.
3. Remove housing from hub by supporting hub (in a minimum of three places) in spoke area, and pressing on the housing shaft.
The inner race of the roller bearing will remain on the housing shaft.
Housing Removal
4. Remove the nuts from six 1/4-28 link screws and remove screws, links, and lockwashers.
5. Remove the springs and shoes.
6. Pull oil seal and press bearings out of hub.

Bearing Removal
NOTE: Press tool should be slightly smaller than hub bore.
NOTE: Make sure the center of the hub is supported and not the outer rim of the hub, when pressing bearing out.
7. Press bushings out of hub.
Bushing Removal
8. Remove inner race of roller bearing from the housing shaft.
NOTE: This race had Loctite applied and was pressed in place. A puller will be required to remove it.
NOTE: Make sure the center of the housing is supported and not the outer drum of the housing.
Assembly Procedure (Using New Bearings and Seal)

1. Press bushings into hub side opposite flange.
NOTE: It is important to press bushings in straight.
The bushings should also be centered in the hub socket leaving relatively equal amounts of bushing sticking out of the
hub on each side.
A suggested simple tool for pressing in bushing to hub is a 1/4 in. screw x 3 in. or 4 in. long and 1/4 in. nut. Thread nut onto
screw approximately 3/4 to 1 in.
Insert threaded end of screw into bushing. Lubricate bushing by dipping in clean water only. Then press into place.

Bushing Insertion
*DO NOT USE SOAP OR OIL TO LUBRICATE BUSHING PRIOR TO ASSEMBLY.
2. Remove the inner race from the roller bearing, apply a small amount of Loctite (see Tool Catalog) to race I.D. and press onto
the housing shaft, seating against the step.
CAUTION: During all bearing assembly, care must be taken to prevent Loctite from entering
bearing.
3. Apply Loctite (see Tool Catalog) to O.D. of oil seal, then press seal in end of hub opposite the flange to a depth of
approximately 1/16 in. below the surface.
4. Apply a small amount of Loctite (see Tool Catalog) to O.D. of roller bearing and press into hub bore from the flange end until
seated against the step in bore.
5. Slip large and small spacer into hub I.D. seating against the roller bearing.
6. Apply MobilTM (see Tool Catalog) grease to roller bearing and fill cavity between large and small spacers. A small amount
of grease should also be applied to the seal lip and space between the seal and roller bearing.
7. Pack ball bearing with MobilTM (see Tool Catalog) grease.
8. Apply a small amount of Loctite (see Tool Catalog) to O.D. of ball bearing and press into hub until seated against spacer.
Wipe excess Loctite from hub.
9. Install retaining ring.
10. Position shoes in a circle on flat surface and install springs on shoes.
11. Position shoes on the hub.
12. Install 1/4-28 x 1-3/4 in. screws through links, then external tooth 1/4 in. lockwasher. Then slide through bushings in shoes
and hub.
13. Install remaining lockwashers then links and 1/4-28 in. locknuts, torquing them to 110 ± 5 in.-lbs (12.5 ± 6 N•m).
NOTE: Shoes MUST be held tightly against hub while nuts are tightened.
14. Place the hub and shoe assembly into the housing and place flatwasher over the bearing.
15. Apply Loctite (see Tool Catalog) to 3/8-16 x 1 in. screw and install through washer into housing shaft. The housing and hub
will be drawn together to the proper relative position as the screw is tightened. Tighten the screw to 30 to 35 fT-lbs (41 to 48
N•m).

1. Roller Bearing, Pack with MobilTM (see Tool
Catalog) grease
2. Pack These Areas with MobilTM (see Tool
Catalog) grease at Assembly
3. HEX HD Cap Screw (6X), 1-4/28 UNF X 1.75
Long. Torque to 110 ± 5 in-lbs (12.5 ±.6 N•m)
NOTE: Shoes must be disengaged while
tightening 6 bolts and MUST be held tightly
against hub while nuts are tightened.
4. Bearing, Fill with MobilTM (see Tool Catalog)
grease Approximately 0.32 oz (70 to 80% full)
5. 3/8-16 UNC x 1.00 Long, Flat Head Socket Cap
Screw with Nylox Insert / Apply Loctite (see
Tool Catalog) and Torque to 30 to 35 fT-lb
(41 to 48 N•m)
6. Serial Nameplate
Clutch

12 Structural Maintenance
Unit and Engine Mounting Bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2

Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Condenser, Evaporator and Radiator Coils. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Micro-Channel Coil Cleaning Recommendations . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Fan Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Defrost Drains (UT-Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Fanshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
UNIT AND ENGINE MOUNTING BOLTS
Periodically check and tighten all unit and engine mounting bolts.
T-Series:Torque the unit mounting bolts to 60 fT-lb (81 N•m). Torque the engine mounting bolts to 64 fT-lb (87 N•m).
UT-Series: Torque the condenser section mounting bolts to 130-170 fT-lb (176-230 N•m). Torque the evaporating mounting
bolts to 60 fT-lb (81 N•m). Torque the engine mounting bolts to 50 fT-lb (68 N•m).
UNIT INSPECTION
Inspect the unit during unit pretrip inspection and scheduled maintenance inspections for loose or broken wires or hardware,
compressor oil leaks, or other physical damage which might affect unit performance and require repair or replacement of parts.
CONDENSER, EVAPORATOR AND RADIATOR COILS

Clean the coils during scheduled maintenance inspections. Remove any debris (e.g., leaves or plastic wrap) that reduces the
air flow. Clean dirty coils with 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 air flow. Repair bent fins and any other
noticeable damage.
CAUTION: Air pressure should not be high enough to damage coil fins.
MICRO-CHANNEL COIL CLEANING RECOMMENDATIONS
Cleaning Intervals
• The coils should be cleaned a Minimum of once a year.
• It is recommended that any time the unit is in for service or maintenance that the coils be inspected and cleaned if needed.
• The coil should be cleaned if there are visible accumulations that obstruct the view of the fins or tubes of the coil.
• The coils should be cleaned if there is debris imbedded in the tubes and fins
The area and conditions in which the unit operates will dictate the cleaning intervals and method(s) needed.
Cleaning Methods (listed in order of recommended method)

• Take a cloth or towel and wipe the air side of the coil going with the fins, across the tubes. (Results shown in Figure .) The
coil will clean in a manner similar to the way lint cleans from the lint trap of a household clothes dryer.
• Use a soft bristled brush (DO NOT USE A WIRE BRUSH) and brush the coil going with the fins, across the tubes. The coil
will clean in a manner similar to the way lint cleans from the lint trap of a household clothes dryer.
• A vacuum with a soft attachment can be used to suck the debris off the face as well as in the fins and tubes from the air side
of the coil.
• Compressed air can be used and will work best when blown thru the coil from the non-air side when possible. Blowing thru
from the airside may imbed debris in the coil that was only on the surface. It is recommended to start with one of the first
three options before using compressed air if the non-air side is not accessible. The angle at which the air should be directed
at the coil should not be less than 75 degrees (see Figure ).
• Power water sprayer may be used in pressures under 600 psi. Water will work best when blown thru the coil from the non-air
side when possible. Spraying thru from the airside may imbed debris in the coil that was only on the surface. It is
recommended to start with one of the first three options before using water if the non-air side is not accessible. The angle at
which the water should be directed at the coil should not be less than 75 degrees (see Figure ).
NOTE:Chemicals to aid in cleaning WILL VOID WARRANTY and are NOT RECOMMENDED.
In some instances in may take a combination of two methods to result in a clean coil. Such as, first wiping the coil to clean the
surface and then using a vacuum, water or compressed air to clean down in the fins. This will depend on the type of debris that
needs to be cleaned from the coil.
Be sure not to contact the coil with any hard vacuum nozzle, air nozzle, or any other tool. This will damage the tubes of the coil.
Structural Maintenance 12-2

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

FAN LOCATION
When mounting the fan and hub assembly on the fanshaft, position the assembly in the orifice as follows for proper fan
performance:
• For the ten-blade condenser fan, position the fan with 50 percent of the blade width to the air discharge side.
NOTE:One evaporator fan rotates clockwise (CW) and one evaporator fan rotates counterclockwise (CCW—on engine side
of unit, viewed from inside the box).
ORIFICE
AIR
FLOW
50 Percent
of Blade Depth to
Air Discharge Side
Fan Blade Position in Orifice for Ten-Blade Fan
DEFROST DRAINS (UT-SERIES)

Clean the defrost drains every 400 operating hours to be sure the lines remain open.
DEFROST DAMPER
Check the damper during scheduled maintenance inspections for shaft wear, end play and sealing against air flow.
Close the damper and check to make sure that the air flow is stopped top and bottom with the solenoid plunger bottomed. If
the damper blade does not seal evenly along full width of blade:
1. Loosen the damper bearing blocks.
2. Manually close the damper so the blade makes contact at the top and bottom of the funnel, the full width of the blade.
3. Retighten damper bearing blocks.
4. Lube bearing block and shaft with low temperature grease (P/N 203-386).

1
1. Must Contact Full Width of Blade

Figure 3: Defrost Damper Adjustment
FANSHAFT ASSEMBLY
The unit is equipped with one-piece fanshaft assemblies that contain tapered roller bearings in a sealed oil reservoir. A fanshaft
assembly does not require any maintenance. There is a level plug and a fill plug, but they are not normally utilized except after
removal and repair of the fanshaft assembly. The condenser end oil seal and the evaporator end oil seal should be checked during
the pretrip inspection for oil leakage. If there is any sign of leakage, the fanshaft assembly should be removed and repaired.
NOTE:The fanshaft assembly requires a special lubricant (P/N 203-278).
1. Oil Plug Screw with O-ring

2. Housing
3. Breather Vent
4. Oil Seal
5. Shaft
6. Sleeve
7. Pin
8. Screw with Flatwasher and Lockwasher
9. Cap and Shims
10. O-ring
Fan Shaft Assembly

11. Roller Bearing
12. Splash Guard Tube
Fan Shaft Assembly
Disassembly
1. Remove the fanshaft assembly from the unit. Remove both oil plugs and drain the oil from the housing.
2. After draining the oil from the housing, remove the four retaining bolts from the bearing retainer cap.
Removing Bearing Retainer Bolts
3. To remove the shaft from the assembly, tap the opposite end of the shaft with a soft hammer. After the shaft has been removed,
clean all parts in clean solvent.
Removing Shaft
4. Using a punch, remove the oil seal from the evaporator end of the assembly. With the seal removed, clean the housing in
solvent.

Removing Oil Seal
5. Check the condition of the vent. If it is loose or damaged, it must be repaired or replaced.
6. After all the parts are cleaned, inspect the bearings and bearing races for wear or damage.
7. To replace the bearings, first remove the roll pin that is in the center of the shaft.
Removing Roll Pin
8. With the roll pin removed, place a pipe over the shaft and drive one bearing down until the opposite bearing and bearing spacer
release from the shaft.
9. After removing one bearing and the bearing spacer, turn the shaft upside down and drive the other bearing off, using the pipe.
10. The bearing races can now be driven out with a punch and replaced in the same manner.

Reassembly
1. Install the new bearings on the shaft with a pipe in the same way they were removed.
Installing Bearings
2. When replacing the bearing race on the evaporator end of the assembly, the splash guard will come out with the race. Reinstall
the splash guard after replacing the bearing race.
Installing Splash Guard
3. Install a new oil seal after replacing the bearing race and splash guard.
NOTE: Tape shaft holes or keyway to prevent seal damage.

Installing Oil Seal
4. Place the shaft in the housing. Install a new seal in the retainer cap. Use the original shims and replace the o-ring if necessary.
NOTE: Tape shaft holes or keyway to prevent seal damage.
Shims and O-ring
5. Install the retainer cap assembly over the shaft, and then install the bolts.
6. Torque the bolts in a criss-cross pattern in equal steps to 80 in.-lbs (9.04 N•m).
Torquing Retainer Plate Bolts
7. Lock the assembly in a vise and set up a dial indicator to read the end play. To measure the end play, rotate the shaft while
pushing in one direction, and set the dial indicator to 0. Now rotate the shaft and pull in the opposite direction while reading
the dial indicator. The end play should be 0.001 to 0.005 in. (0.025 to 0.127 mm). If the end play is incorrect, use different
shims to obtain the correct end play.
Shims available from the Service Parts Department:

• 0.020 in. (0.500 mm)
• 0.007 in. (0.177 mm)
• 0.005 in. (0.127 mm)

Checking End Play
IDLER PULLEY
Seal Installation — UT-Series

NOTE: The idler pulley uses seal assembly P/N 77-1575. See diagram below.
Installation Procedure
To perform a seal change the following procedure is recommended:
1. Remove idler pulley from the unit.
2. Remove the retaining snap ring and discard the bearings.
3. Stack the idler components on an assembly pin that supports the pulley.
4. Install wave washer, one ball bearing (seal side out) and bearing spacer on the pin.
NOTE: If new bearings have two seals, one seal must be removed.
5. Install grease slinger and add grease. Fill cavity 1/2 full between bearings. Use Shell Alvania EP2 synthetic grease.
6. Install second ball bearing (seal side out) and retaining (snap) ring. Use arbor press to seat snap ring.
7. Remove assembly pin and insert idler spindle, spindle collar and mounting bolt.
8. Install the pulley assembly in unit. Torque mounting bolt to 80 Nm.

afk07r
Idler Pulley Assembly—UT-Series
1. Spindle
2. Retaining (Snap) Ring
3. Seal Side of Bearing (2)
4. Bearings (2)
5. Bearing Spacer
6. Fill space 1/2 Full of Grease (Shell Alvania EP2)
7. Wave Washer (Prevents outer race from spinning)
8. Pulley
9. Spindle Collar
10. Mounting Bolt

13 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 correct Engine Type.
Refer to appropriate Microprocessor
Diagnostic Manual.
Fuel solenoid defective or stuck Replace
Fuel injection pump defective Replace pump
Glow plugs defective Replace
No fuel or wrong fuel Fill with proper fuel
Electric fuel pump not operating • Check fuel pump is running and 8
to 10 psig (55 to 69 kPa). Repair
or replace fuel pump.
• If the fuel will run and be audible,
but is not priming the system: The
gasket around the edge of the
fuel filter bowl may be out of
place allowing air to be sucked
into the system. Please refer to
Service Bulletin SB 993 for more
information.
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
High head pressure Eliminate cause of high head
pressure
High engine coolant temperature Add coolant. Check for leaks
Low oil pressure Add oil. Check for leaks
Vent of fuel tank obstructed Remove obstruction
Clogged fuel tank or fuel lines Clean fuel tank and fuel lines
Electric fuel pump not operating Check fuel pump is running and 8 to
correctly 10 psig (55 to 69 kPa). Repair or
replace fuel pump
Dry air cleaner plugged Change filter element
Mechanical Diagnosis 13-2

Engine does not reach full power Air or dirt in fuel system Repair
Fuel line leaks Tighten connections of fuel lines. If
necessary, replace damaged lines
Speed adjustment wrong Adjust speed
Electric fuel pump does not run Check voltage. Repair or replace
correctly pump
Electric fuel pump filter dirty Clean and replace diesel filter
Fuel filter plugged Install new filter
Fuel tank vent clogged Unclog vent
Air in fuel system Bleed fuel system
Air filter clogged Clean air filter
Air intake system clogged Clean air intake system
Injection pump timing off Adjusting timing
Injection nozzles defective Repair or replace nozzles
Worn injection pump plungers, Repair or replace injection pump
delivery valve defective, injection
rate too low, gum formations
Cylinder head gasket leaking Replace gasket
Compression low or unbalanced Overhaul engine
Restricted exhaust system Clean or replace restricted parts
Engine is sooting heavily, emits Wrong fuel Drain and refill with correct fuel
thick black clouds of smoke
Clogged air intake system Clean air cleaner
(excessive fuel to air ratio)
Restricted exhaust system Clean or replace
Opening pressure of nozzle is Repair nozzle. Replace if necessary
too low or needle sticks
Injection amount too great Have pump repaired
Injection pump timing Check timing of injection pump
Excessive load Check drive system and engine oil
pressure
Engine knocks Insufficient air Clean air filter
Air in fuel system Bleed fuel system
Engine is cold Warm up
Fuel return line plugged Remove restriction
Injection pump not timed Retime injection pump
Injection nozzle fouled or opening Clean, repair or replace injection
pressure too low nozzle
Dirty radiator Clean radiator
Worn engine parts Overhaul engine

Engine runs hot Engine coolant is low Add coolant slowly while engine is in
operation
Dirty or plugged radiator Clean radiator
Cooling system heavily scaled Clean cooling system
Water pump leaks Repair or replace water pump
Worn or loose belt Replace belt or adjust
Cylinder head gasket leaks (bubbles Replace cylinder head gasket.
appear in radiator if cylinder gasket Correct gasket
is leaking)
Faulty thermostat Check or replace the thermostat
Oil pressure too low or drops Insufficient oil in pan Refill oil base after correcting cause
suddenly of loss
Leak in oil line Tighten oil line fittings
Oil relief valve sticking Disassemble and clean oil pressure
regulator valve
Faulty oil pressure sensor Check oil line to oil pressure sensor
to see if it is blocked. Check oil
pressure sensor. Replace if
necessary
Worn oil pump, camshaft, main or Repair engine
connecting rod bearings, loose oil
gallery plug, oil in water through
crack
High oil consumption Oil leakage Check and eliminate possible
causes
Clogged air cleaner Clean air cleaner
Damaged valve seals Replace seals on valve stem
Worn valve stem or valve guides Replace valves and valve guides
Broken piston rings or cylinder bore Have engine repaired. Replace
worn or scored broken piston rings
Crankcase breather clogged Clean crankcase breather
Blue Smoke (oil consumption) Excessive oil consumption See “High oil consumption”. Repair
as necessary
White Smoke (fuel is not burning) Cold engine Allow engine to warm up
Low compression Check and eliminate possible
causes. Repair as necessary
Incorrect timing Readjust timing
Air or water in fuel Bleed system. Replace filters, clean
fuel system, drain and clean tank
and check supply tank for water.
Use known good fuel
Insufficient preheat Check glow plugs

Battery is not recharging Loose alternator belt Tighten belt
Loose connections in electrical Check all electrical connections and
system charging system
Worn brushes in alternator Repair
Voltage regulator faulty Replace
Battery defective Replace
Alternator defective Repair or replace
Dirty battery terminals Clean and retighten

14 Electric Standby Diagnosis
Electric Standby (Optional) Diagnosis
Unit turned On—Microprocessor Battery discharged Charge or replace battery
display does not come on
Faulty battery cable connections Clean battery cables
Fuse F21 blown Check for short circuits and replace
fuse
Fuse F4blown Check for short circuits and replace
fuse
fuse
fuse
Open circuit Check HMI Harness
Faulty On/Off relay K4 Check On/Off relay K4
Unit turned On—Microprocessor No standby power Provide power to unit; check power
display comes on but electric at:
motor does not run
1. Power source
2. Power plug
3. Motor contactor hot side
4. Motor contactor load side
(contactor closed)
5. Overload relay
6. Motor terminals
Diesel operation selected Select ELECTRIC
Unit in NULL Check setpoint and box temperature
Fuse F25 blown (Fuse F5 T-500R/ Check for short circuit and replace
T-Dairy) fuse
Faulty LPCO (T-500R/T-Dairy) Check LPCO
Faulty HPCO Check HPCO
Open or faulty overload relay Determine cause and reset or
replace overload relay
Faulty run relay K1 (K9 T-500R/ Check run relay K1
T-Dairy)
Faulty diesel/electric relay K5 Check diesel/electric relay K5
Faulty phase select module Check phase select module
Faulty motor contactor Check motor contactors
Open circuit Check 8, ER, EOL, 7E, 7EA, 7EB,
7EC, CH, L1, L2, and L3 circuits
Faulty drive motor Check drive motor
Batteries discharged Charge or replace batteries
Electric motor hums but does Locked rotor (overload relay will Remove interference
not run open after a period of time)
Locked compressor Repair compressor
Defective clutch on engine (locked Repair or replace clutch
up)
Electric Standby Diagnosis 14-2

Low line voltage or no voltage on Bring voltage up to within 10% of
one leg motor rating
Contact Chatter Low battery voltage Check voltage condition. Check
momentary voltage dip during
starting—low voltage prevents
magnet sealing
Defective or incorrect coil Replace coil
Poor contact in control circuit Check auxiliary switch contacts and
overload relay contacts. Check for
loose connections in control circuits
Contact welding or freezing Abnormal in-rush of current Check or grounds, shorts or
excessive motor load current
Low voltage Correct voltage condition. Check
momentary voltage dip during
starting
Foreign matter prevents contacts Clean contacts
from closing
Rapid cycling Check for cause of short cycling
(such as thermostat)
Short circuit Correct fault
Battery is not recharging Loose alternator belt Tighten belt
Loose connections in electrical Check all electrical connections and
system charging system
Worn brushes in alternator Repair
Voltage regulator faulty Replace
Battery defective Replace
Alternator defective Repair or replace
Dirty battery terminals Clean and retighten

15 Refrigeration System
Diagnosis
Refrigeration Diagnosis
Unit heats in Refrigeration (Cool) cycle
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
Unable to pump down system
Unit not heating or defrosting

Receiver sight glass empty
Unit operating in a vacuum
Suction line frosting back
Symptom
High suction pressure
Low suction pressure
Unit not refrigerating

No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
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
• Loose compressor pulley
• 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
• • Restricted line on the low side
Refrigeration System Diagnosis 15-2

Unit heats in Refrigeration (Cool) cycle
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
Unable to pump down system
Unit not heating or defrosting

Receiver sight glass empty
Unit operating in a vacuum
Suction line frosting back
Symptom
High suction pressure
Low suction pressure
Unit not refrigerating

No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
Possible Causes
• • • • Restricted line on the high side

• • • • Restricted drier
• Defrost damper stays open
• • • Defrost damper stuck closed
• Suction service valve back seated
• • • • • • Faulty Condenser Inlet Solenoid (CIS)
• • • • • • Faulty Hot Gas Solenoid (HGS)
• • Loose or broken electrical connections
• • • • • Sensor out of calibration
• • • • Suction pressure gauge out of calibration
• Leaky receiver tank outlet valve
• • • • • Faulty Suction Pressure Regulator (SPR)
• • • • • • • Faulty Purge Valve (PV) (T-500R/T-Dairy)
• Faulty Condenser Check Valve
• • • • • • Faulty Receiver Tank Pressure Check Valve

16 Remote Evaporators
Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2

Electrical Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-7
Structural Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-7
Remote Evaporator System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-7
Remote Evaporators 16-1

UNIT DESCRIPTION
The SPECTRUM SR-2/3 multi-temperature refrigeration system provides heavy duty temperature control for multiple
compartment trucks. The system provides direct expansion cooling in all cargo compartments.
Heat and defrost is provided in all compartments by circulating hot refrigerant gas through the remote evaporators.
The remote evaporators are controlled by the SR-2/3 Multi-Temp Control System directly and through the expansion module.
The SR-2/3 Multi-Temp Control System is located in the condenser section of the unit. Wire harnesses connect the remote
evaporators to the interface board and expansion module. The expansion module is connected to the base controller/interface
board assembly through the CAN bus. Refer to the Truck SR-2/3 Multi-Temp Diagnostic Manual TK 54293 for more information
about the SR-2/3 Multi-Temp Control System.
Unit Operation
The remote evaporators cycle between cool, null and heat to maintain the truck’s compartments at the setpoints. The operating
modes include Cool, Null, Heat, and Defrost.
Power to run the direct current fan motors is supplied by the alternator in the condenser section.
When cooling is required, the SR-2/3 Multi-Temp Control System energizes a remote liquid line solenoid valve. Refrigerant
flows through that evaporator coil to provide cooling.
When the compartment temperature is near setpoint, the SR-2/3 Multi-Temp Control System de-energizes the remote liquid line
solenoid valve and switches that remote evaporator to null.
The SR-2/3 Multi-Temp Control System energizes a remote hot gas solenoid when a remote compartment requires heat or
defrost.
Defrost
The Defrost mode can be initiated any time the evaporator coil temperature is below 45 F (7 C). Defrost is initiated automatically
by the controller or manually by selecting defrost from the Defrost Prompt Screen for the desired zone.
The evaporator fans stop during defrost. The Defrost mode will continue until the evaporator coil temperature rises to 58 F (14.5
C), causing the controller to terminate defrost. After Defrost, the evaporator may shift back to Cool, Null or Heat.
Operating Modes
Remote evaporator operating modes are:
• Cool
• Null
• Heat
• Defrost
The controller locks out heat at setpoints below 15 F (-9.5 C).
Unit Features
• Direct Expansion Evaporator Coil
• SR-2/3 Multi-Temp Control System with Expansion Module
• 12 Vdc Fan Motor
• Aluminum Housing
• Liquid Line Solenoid
• Hot Gas Solenoid
• Suction Line Solenoid
• Liquid Return Check Valve
Unit Protection Devices

• Smart FETs in the expansion module.

Serial Number Location
Unit: Nameplate on the end of the unit frame.
1. Nameplate on End of Unit Frame

UTSE Remote Evaporator Serial Number Location
AJA985
1. Nameplate on Right End of Unit Frame

SPECTRUM Remote Evaporator Serial Number Location

1. Evaporator Coil 8. Sensor Clamp 15. Air Switch Probe
2. Sealing Strip 9. Evaporator Harness 16. Air Probe Hose
3. Fan Plenum 10. Fuse Connector 17. Ground Screw
4. Sealing Strip 11. Fuse - 20A 18. Terminal Board
5. Evaporator Fan 12. Fuse Cover 19. Drain Pan
6. Sensor (Ungraded) 13. Air Pressure Switch 20. Discharge Housing
7. Sensor (Graded) 14. Air Switch Bracket
Figure 4: UTSE Remote Evaporator Components

1. Coil Temperature Sensor (Ungraded) 6. Variable Blower (12 V) 11. Terminal Board Markstrip
2. Hot Gas Solenoid (HGS) 7. Blower Housing 12. Drain Heater (Resistance Wire)
3. Liquid Line Solenoid (LLS) 8. Blower Cover 13. Return Air Sensor (Graded)
4. Suction Line Solenoid (SLS( 9. Terminal Board Bracket 14. Sensor Clamp
5. Discharge Air Sensor (Graded) 10. Terminal Board
Figure 5: SPECTRUM Remote Evaporator Components (S-3 Shown, S-2 Similar)

AJA984
Figure 6: SPECTRUM Remote Evaporator - Front View (S-3 Shown, S-2 Similar)
AJA985
Figure 7: SPECTRUM Remote Evaporator - Back View (S-3 Shown, S-2 Similar)

ELECTRICAL MAINTENANCE
SR-2/3 Multi-Temp Microprocessor Controlled Components

Refer to the Truck SR-2/3 Multi-Temp Diagnostic Manual TK 54293 for information about maintenance of the microprocessor
controlled components.
Unit Wiring
Inspect the unit wiring and wire harnesses during scheduled maintenance inspections for loose, chaffed or broken wires to protect
against unit malfunction due to opens or shorts.
STRUCTURAL MAINTENANCE
Unit Inspection
Inspect the unit during the unit pretrip inspection and scheduled maintenance inspections for loose or broken wires or hardware,
compressor oil leaks, or other physical damage which might affect unit performance and require repair or replacement of parts.
Defrost Drains
Clean the defrost drains during scheduled maintenance inspections to make sure the lines remain open.
Evaporator Coil
Clean the evaporator coil during scheduled maintenance inspections by blowing compressed air from the top side of the coil down
toward the bottom (the direction opposite the normal air flow). Inspect the coil and fins for damage, and repair if necessary.
CAUTION: Air pressure should not be high enough to damage the coil fins.
REMOTE EVAPORATOR SYSTEM DIAGNOSIS

Load temperature too high Refrigerant shortage Repair leak and recharge
Setpoint too high Adjust setpoint
Expansion valve plugged Clean or replace
Partial obstruction in low side of Locate obstruction and repair
refrigeration system
Iced or dirty evaporator coil Defrost or clean evaporator coil
Expansion valve open too much Replace or adjust valve
Poor fitting trailer door Repair or replace doors
Liquid line solenoid partially closed Repair or replace
or defective
Evaporator fan not operating Check and correct evaporator fan
Evaporator fan motor does not Open in 2A circuit Locate open and repair
run
Open in FM circuit Locate open and repair
Open circuit between interface board Locate open and repair
and expansion module
Defective fan motor Replace fan motor
Defective expansion module Replace expansion module

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

found in the ESA Sharepoint Infocentral.
Wiring Wiring
Model Diagram Schematic
T-Series
T-500R/T-Dairy 1E73328 1E73327
T-600R: 1E28187 1E28186
T-800R 1E28187 1E28186
RT-800R 1E28187 1E28186
T-1000R: 1E28187 1E28186
T-1200R 1E28187 1E28186
SPECTRUM 1E28189 1E28188
UT-Series
UT-800 1E59998 1E59997
UT-1200 1E59998 1E59997
UT XTREME HIGH Ambient 1E59998 1E59997
UT SPECTRUM 3E02255 3E02254
Wiring Diagrams and Wiring Schematics 17-2

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Maintenance Manual

Self-Powered Truck Units

UT XTREME HIGH AMBIENT

TK 60484-1 (Rev. 6, 09-2016)

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

All other trademarks are the property of their respective owners.

ABOUT THIS MANUAL

THE MAINTENANCE INFORMATION IN THIS MANUAL COVERS MODELS:

AUTO START/STOP CONTROLS

BATTERY INSTALLATION AND CABLE ROUTING

Safety Precautions 2-1

Safety Precautions 2-2

Welding of Units or Truck Bodies

Safety Precautions 2-3

Safety Precautions 2-4

T-Series Refrigerant Decal Locations

UT-Series Refrigerant Decal Locations

Safety Precautions 2-5

Safety Precautions 2-6

Alternator (UT-Series only) 45-55

Spectrum Evaporator (2 evaps used):

ELECTRICAL STANDBY T-1000R/T-1200R/T-1000R SPECTRUM/T-1200R SPECTRUM

Voltage/Phase/Frequency Horsepower Kilowatts rpm Full Load Overload Relay

ELECTRICAL STANDBY T-600R/T-800R/T-800R SPECTRUM

Voltage/Phase/Frequency Horsepower Kilowatts rpm Full Load Overload Relay

ELECTRICAL STANDBY T-500R/T-DAIRY

Voltage/Phase/Frequency Horsepower Kilowatts rpm Full Load Overload Relay

ELECTRIC HEATER STRIPS (OPTIONAL)

Standby Power Requirements

Engine & Unit Mechanical Items

Maintenance Inspection Schedule 4-2

Maintenance Inspection Schedule 4-3

UNIT MODELS: T-SERIES SPECTRUM

Operator Weekly / Pre-Trip Checks

Maintenance Inspection Schedule 4-4

The service technician is responsible for assessing the condition

Engine & Unit Mechanical Items

Maintenance Inspection Schedule 4-5

Operator Weekly / Pre-Trip Checks

Maintenance Inspection Schedule 4-6

The service technician is responsible for assessing the condition of

Engine & Unit Mechanical Items

Maintenance Inspection Schedule 4-7

Maintenance Inspection Schedule 4-8

Operator Weekly / Pre-Trip Checks

Maintenance Inspection Schedule 4-9

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

Unit Description 5-2

ELC (Extended Life Coolant)

STANDARD HMI CONTROL PANEL

Standard HMI Control Panel

Unit Description 5-3

Standard HMI Control Panel - SPECTRUM

Premium HMI Control Panel - SPECTRUM

MECHANICS HMI CONTROL PANEL

Mechanics/Premium HMI Control Panel

PREMIUM HMI CONTROL PANEL (OPTIONAL)

CYCLE-SENTRYTM START/STOP SYSTEM

Unit Description 5-4