Rdiisr

RD-II SR
TK 41131-1-MM (Rev. 04/03)
Copyright© 1996 Thermo King Corp., Minneapolis, MN, U.S.A.

Printed in U.S.A.
The maintenance information in this manual covers unit models:
RD-II SR 30 (088669) RD-II SR 50 230/3/60 EEC (088673)
RD-II SR 50 230/3/60 (088670) RD-II SR 50 220/3/50 EEC (088674)
RD-II SR 50 380-460/3/50-6 (088671) RD-II SR 50 380/3/50 EEC (088675)
RD-II SR 30 EEC (088672)
For further information, refer to…
Thermoguard µP-T Microprocessor Controller TK 41087
RD-II SR Parts Manual TK 41126
Operator’s Manual TK 41102
Diagnosing Thermo King Refrigeration Systems TK 5984
Refrigeration Systems TK 5715
Tool Catalog TK 5955
X426 and X430 Compressor Overhaul TK 6875
The Collector Refrigerant Recovery Unit TK 40956
The information in this manual is provided to assist owners, operators and service people in the proper upkeep
and maintenance of Thermo King units. For detailed descriptions of Thermo King engines, compressors, or
refrigeration systems, see the appropriate Thermo King Overhaul Manual or Refrigeration Systems Maintenance
Manual.
This manual is published for informational purposes only and the information so provided should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King Corporation should be
consulted.
Sale of product shown in the Manual is subject to Thermo King’s terms and conditions including, but not limited to,
the Thermo King Limited Express Warranty. Such terms and conditions are available upon request.
Thermo King’s warranty will not apply to any equipment which has been “so repaired or altered outside the manu-
facturer’s plants as, in the manufacturer’s judgment, to effect its stability.”
No warranties, express or implied, including warranties of fitness for a particular purpose or merchantabil-
ity, or warranties arising from course of dealing or usage of trade, are made regarding the information, rec-
ommendations, 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.
Recover Refrigerant
At Thermo King, we recognize 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 refriger-
ants and the certification of technicians. For addi-
tional information on regulations and technician
certification programs, contact your local THERMO
KING dealer.
Table of Contents
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Maintenance Inspection Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Unit Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Unit Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Pre-trip Inspection (Before Starting Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Selection of Operating Modes on CYCLE-SENTRY Equipped Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Restarting the Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
After Start Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Loading Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Post Load Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Post Trip Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
µP-T System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
µP-T Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Microprocessor Power Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Optional Electric Standby (Model 50 Units Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Optional Model 50 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Standard Model 50 Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Remote Control Panel Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
µp-T Alarms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
µP-T Unit Self Check Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Electrical Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Service Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Alternator With Integral Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Charging System Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Excessive Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
12V Alternators With Internal Regular Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Unit Wiring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Electrical Contacts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Charging System (12 Vdc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Preheat Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
RPM Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Condenser/Evaporator Fan Rotation (Electric Standby Operation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Defrost Air Switch Checkout and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
High Capacity TherMax™ Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Table of Contents (Continued)
Engine Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Engine Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Antifreeze Maintenance Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Fuel Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Injection Pump Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Timing the Injection Pump to the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Adjust Engine Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Fuel Limit Screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Engine Mounts for RD-II SR Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
RD-II Idler Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Auto Start/Stop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
TK 3.95 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Fuel Solenoid Diagnostic and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Engine Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Integral Fuel Solenoid Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Refrigeration Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
System Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Evacuation is Important and is Critical to System Performance! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Set Up and Test of Evacuation Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Unit Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Unit Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Refrigerant Leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Remove Evacuation Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Compressor Pump Down and Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
High Pressure Cutout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Three-way Valve Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Table of Contents (Continued)
Refrigeration Service Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Condenser/Radiator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Liquid Line Check Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Dehydrator (Filter-Drier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Expansion Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Heat Exchanger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
High Pressure Cutout Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
High Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Pilot Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Three-way Valve Condenser Pressure Bypass Check Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Three-way Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
R-134a and R-404A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Equipment Recommendations for use with R-134a and R-404A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Refrigerant Recovery System—THE COLLECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Throttling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Hilliard Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Structural Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Unit and Engine Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Unit Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Condenser Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Fan Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Jackshaft Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
FanShaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Fanshaft Assembly Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
RD-II SR Idler Pulley Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Mechanical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Electric Standby (Optional) Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
Refrigeration Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Cool Cycle—RD-II SR with TherMax™ Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Condenser Cycle—RD-II SR with TherMax™ Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Heat and Defrost Cycle—RD-II SR with TherMax™ Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Safety Precautions
GENERAL PRACTICES AUTO START/STOP

1. ALWAYS WEAR GOGGLES OR SAFETY CAUTION: The unit may start automatically and at any
GLASSES. Refrigerant liquid, refrigeration oil, and time when the unit On-Off switch is in the ON position.
battery acid can permanently damage the eyes (see First Units with the CYCLE-SENTRY option start automati-
Aid under Refrigeration Oil). cally in both CYCLE-SENTRY mode and Continuous
mode. Be sure to turn the On-Off switch OFF before
2. Never operate the unit with the compressor discharge
opening doors or inspecting or working on any part of the
valve closed.
unit.
3. Keep your hands, clothing and tools clear of the fans
and belts when the unit is running. This should also be REFRIGERANT
considered when opening and closing the compressor
service valves. At Thermo King we recognize the need to preserve the
environment and limit the potential harm to the ozone layer
4. Make sure gauge manifold hoses are in good condition. that can result from allowing refrigerant to escape into the
Never let them come in contact with a belt, fan motor atmosphere.
pulley, or any hot surface.
We strictly adhere to a policy that promotes the recovery
5. Never apply heat to a sealed refrigeration system or and limits the loss of refrigerant into the atmosphere.
container.
When working on transport refrigeration systems, a recov-
6. Refrigerants in the presence of an open flame produce ery process that prevents or minimizes refrigerant loss to the
toxic gases. These gases are severe respiratory irritants atmosphere is required by law. In addition, service person-
capable of causing death. nel must be aware of Federal, State and local regulations
7. Make sure all mounting bolts are tight and are of cor- governing the use of refrigerants and certification of techni-
rect length for their particular application. cians.
8. Use extreme caution when drilling holes in the unit. When refrigerants are exposed to the atmosphere in liquid
The holes may weaken structural components, and form, they evaporator rapidly, freezing anything they con-
holes drilled into electrical wiring can cause fire or tact. If they contact the skin, severe frostbite can result.
explosion. Holes drilled into the refrigeration system
First Aid
will release refrigerant.
In the event of frost bite, the objectives of First Aid are to
9. Use caution when working around exposed coil fins.
protect the frozen area from further injury, to warm the
The fins can cause painful lacerations.
affected area rapidly and to maintain respiration.
10. Use caution when working with a refrigerant or refrig-
• EYES: For contact with liquid, immediately flush eyes
eration system in any closed or confined area with a
with large amounts of water and get prompt medical
limited air supply (for example, a truck box or garage).
attention.
Refrigerant tends to displace air and can cause oxygen
depletion resulting in suffocation and possible death.
i
Safety Precautions (Rev. 04/03)
• SKIN: Flush area with large amounts of lukewarm 2. Use tools with insulated handles that are in good condi-
water. Do not apply heat. Remove contaminated cloth- tion. Never hold metal tools in your hand if exposed,
ing and shoes. Wrap burns with dry, sterile, bulky high voltage conductors are within reach.
dressing to protect from infection/injury. Get medical
3. Treat all wires and connections as high voltage until a
attention. Wash contaminated clothing before reuse.
meter and wiring diagram show otherwise.
• INHALATION: Move victim to fresh air and use CPR
4. Never work alone on high voltage circuits on the refrig-
if necessary. Stay with victim until arrival of emer-
eration unit, another person should always be standing
gency medical personnel.
by in the event of an accident to shut off the refrigera-
tion unit and to aid a victim.
REFRIGERATION OIL
Avoid refrigeration oil contact with the eyes. Avoid pro- First Aid
longed or repeated contact of refrigeration oil with skin or IMMEDIATE action must be initiated after a person has
clothing. Wash thoroughly after handling refrigeration oil to received an electrical shock. Obtain immediate medical
prevent irritation. assistance if available.
First Aid The source of electricity must be immediately removed by

either shutting down the power or removing the victim from
In case of eye contact, immediately flush with plenty of the source. If it is not possible to shut off the power, the
water for at least 15 minutes. Wash skin with soap and wire should be cut with either an insulated instrument (e.g.,
water. CALL A PHYSICIAN. a wooden handled axe or cable cutters with heavy insulated
handles) or by a rescuer wearing electrically insulated
ELECTRICAL HAZARDS gloves and safety glasses. Whichever method is used do not
look at the wire while it is being cut. The ensuing flash can
High Voltage cause burns and blindness.
Units with optional Electric Standby utilize 460, 380 or 230 If the victim must be removed from a live circuit, pull the
volt, 3 phase or 230 volt single phase AC power any time victim off with a non-conductive material. Use the victim’s
the unit is operating in Electric mode. This voltage potential coat, a rope, wood, or loop your belt around the victim’s leg
is also present any time the unit is connected to standby or arm and pull the victim off. DO NOT TOUCH the vic-
power. Extreme care must be used when working on the tim. You can receive a shock from current flowing through
unit, as these voltages are capable of causing serious injury the victim’s body. After separating the victim from the
or death. power source, check immediately for the presence of a pulse
and respiration. If a pulse is not present, start CPR (Cardio
Precautions Pulmonary Resuscitation) and call for emergency medical
1. When working on high voltage circuits on the refrigera- assistance. If a pulse is present, respiration may be restored
tion unit, do not make any rapid moves. If a tool drops, by using mouth-to-mouth resuscitation, but call for emer-
do not grab for it. People do not contact high voltage gency medical assistance.
wires on purpose. It occurs from an unplanned move-
ment.
ii
Low Voltage
Control circuits used in the refrigeration unit are low volt-
age (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 ground.
Do not wear jewelry, watch or rings when working on the

unit. If these items contact an electrical circuit, severe burns
may result.
µP-T MICROPROCESSOR CAUTIONS

The following procedures may not be readily apparent, but
must be followed when working on units equipped with
µP-T microprocessors.
• Precautions must be taken to prevent electrostatic dis-

charge when servicing the microprocessor and related
components. A potential difference less than that
required to produce a small spark between a finger and
a doorknob can cause severe damage to solid state com-
ponents. Refer to the Thermoguard µP-IV Micropro-
cessor Controller Operations and Diagnosis Manual
(TK 41087) (T.I.P. Procedure #P41AA12B) and the
Electrostatic Discharge Training Guide (TK 40282) for
additional information.
• Never use testers consisting of a battery and a light bulb

to test circuits on any microprocessor based equipment.
• Before connecting or disconnecting the battery, the

microprocessor switch must be turned OFF.
NOTE: The following T.I.P. Procedures may be found in

Operation and Diagnosis Manual TK 41087.
• Replacing and calibrating the return air and discharge

sensor.
• Replacing the µP-T microprocessor.
• Welding on the unit or truck.
iii
PUB126
iv
aea105
v
Specifications
ENGINE SPECIFICATIONS
Engine TK 3.95
Fuel Type No. 2 Diesel fuel under normal conditions
No. 1 Diesel fuel is acceptable cold weather fuel
Oil Capacity: Crankcase & Oil Filter 12 quarts (11 liters)
w/Bypass Oil Filter 13 quarts (12.3 liters)
Fill to full mark on dipstick
Oil Type API Type CD-SD
API Synthetic Type CD after first 500 hours
Oil Viscosity* Above 80 F (27 C): SAE 40
50 to 90 F (10 to 32 C): SAE 30
20 to 70 F (-7 to 21 C): SAE 20-20W
-15 to 40 F (-26 to 4 C): SAE 10W
Below 0 F (-18 C) continuously: SAE 5W
Engine rpm: Low Speed Operation 1600 rpm
High Speed Operation 2400 rpm
Engine Oil Pressure 35 to 60 psig (241 to 414 kPa)
Intake Valve Clearance .0079 in. (0.20 mm)
Exhaust Valve Clearance .0079 in. (0.20 mm)
Valve Setting Temperature Room temperature
Timing Injection Pump 14° BTDC
Injection Nozzle Pressure 1700 psig (11722 kPa)
Low Oil Pressure Sensor 10 ± 2 psig (69 ± 21 kPa)—shutdown
High Coolant Temperature Sensor 220 ± 5 F (100.4 ± 2.8 C)—shutdown
Engine Thermostat 180 F (82.2 C)
Coolant System Capacity 4.8 quarts (4.5 liters) with overflow tank
Radiator Cap Pressure 7 psig (48 kPa)
*Multi-viscosity weight oil with the recommended API classification may be used based on the ambient
temperature and straight weight viscosity recommendations above. The above recommendations are
written for mineral oil based lubricants.
BELT TENSION
Tension No. on TK Gauge 204-427
Engine/Compressor 70 to 80
Compressor/Jackshaft (Electric Motor) 64 to 70
Compressor/Evaporator Fan/Alternator 1/2 in. (13 mm) deflection
Alternator/Evaporator Fan 1/2 in. (13 mm) deflection
Water Pump 1/2 in. (13 mm) deflection
NOTE: These are the original factory settings. Because it is difficult to use the TK gauge 204-427 in the
field, adjust each belt to allow 1/2 inch (13 mm) deflection at the center of the longest span.
NOTE: Belts should be tensioned cold and again tensioned cold after 10 hours of unit running.
1
Specifications (Rev. 04/03)
R-134A REFRIGERATION SYSTEM

Compressor Model X426
Refrigerant Charge 9 lb. (4.1 kg) R-134a
Compressor Oil Charge 4 qt. 6 oz. (3.9 liters)*
Compressor Oil Type: R-134a (Solest 35) TK No. 203-413 (Ester base) required
Throttling Valve Setting 18 to 20 psig (124 to 138 kPa)
Heat/Defrost Method: Engine Operation Hot gas
Electric Operation Hot gas and optional electric heater strips (Model 50)
High Pressure Cutout 325 +25/-0 psig (2088 + 172/0 kPa)
Automatically reset @ 200 ± 20 psig
(1379 ± 138 kPa)
R-404A REFRIGERATION SYSTEM
Compressor Model X426
Refrigerant Charge 8 lb. (3.63 kg) R-404A
Compressor Oil Charge 4 qt 6 oz. (3.9 liters)*
Compressor Oil Type (Solest 35) TK 203-413 (Ester required)
Throttle Valve Setting 18 to 20 psig (124 to 138 kPa)
Heat/Defrost Method: Engine Operation Hot gas
Electric Operation Hot gas and optional electric heater strips (Model 50)
High Pressure Cutout 470 ± 7 psig (3241 ± 48 kPa)
Automatically reset @ 375 ± 38 psig
(2585 ± 262 kPa)
*When the compressor is removed from the unit, oil level should be noted or the oil removed from the
compressor should be measured so that the same amount of oil can be added before placing the
replacement compressor in the unit.
ENGINE CLUTCH—HILLIARD
Model TK No. 107-257 (Dwg. No. 5D44655G01)
Engagement 900 ± 100 rpm
Dynamic Torque 66 ft-lb (89.5 N•m) minimum @ 1600 rpm
ELECTRICAL CONTROL SYSTEM
Control System Voltage 12.5 Vdc
Battery Charging System 12 V 23 amp brush type integral alternator
Voltage Regulator Setting 14 V @ 70 F (21.1 C)
Alternator/Regulator Capacitor 4.7 mfd 50 Vdc
Alternator/Output Capacitor .5 mfd 100 Vdc
NOTE: Disconnect components from unit circuit to check resistance.
2
Specifications (Rev. 04/03)
ELECTRICAL COMPONENTS
Current Draw (Amps) Resistance—
at 12.5 Vdc (Ohms)
Glow Plug 8.3 1.5 ± .15
Fuel Solenoid: Pull In 30 to 40 .41 to.31
Hold In .97 12.8
Pilot Solenoid .657 19
Starter Motor 90 to 105 (cranking)
Damper Solenoid 5.7 2.2
DC Circuit Breakers 50 amp
20 amp
High Speed Solenoid 5 amp (approx) 2.5 (approx.)
Electrical Standby (Model 50 Unit Only)

Electric Motor:
Locked
Full Load Rotor
Voltage/Phase/Frequency Horsepower Kilowatts rpm (amps) Amps
230/3/60 7.5 5.6 1765 21.2 70.1
460/3/60 7.5 5.6 1765 10.6 35.0
200/3/50 6.25 4.7 1465 21.4 65.5
380/3/50 6.25 4.7 1465 10.7 32.8
Electric Heater Strips (Optional): Number 3

Watts (each) 750
Resistance (each cold and disconnected) 67.5 ohms
STANDBY POWER REQUIREMENTS
Supply Circuit Breaker 30 amp/230 V
20 amp/460 V
Extension Cord Size Up to 50 ft—12 gauge
75 ft—10 gauge
AIR SWITCH
Air Switch Setting .9 ±.05 in. (22.7 ± 1.27 mm) H2O
3
Maintenance Inspection Schedule
Fuel Every Annual/ Maintenance interval may be extended to 1000 hours when
Island 750 3,000 equipped with bypass oil filter.
Pre-trip Hours Hours Inspect/Service These Items
Engine
• Check engine oil level.
Check radiator coolant. (CAUTION: DO NOT remove radiator cap
• while coolant is hot.)
Inspect belts for condition and proper tension (belt tension tool No.
• 204-427).
• Check engine oil pressure hot, on high speed. Record psig.
• • • Listen for unusual noises, vibrations, etc.
• Change engine oil and filters (hot).
Change oil bath air cleaner element, replace dry type element, clean
• and service crankcase breather, and check air cleaner hose for
damage.
• Change fuel filter.
• Drain water from fuel tank and check vent.
• Inspect/clean electric fuel pump filter.
Change engine coolant every two years. Maintain year around anti-
• freeze protection at -30 F (-34 C).
• Check and adjust engine speeds (high and low speed).
• Check condition of engine mounts.
Electrical
• Check unit charging voltage (14 volts nominal)
• Check defrost initiation and termination.
• Inspect battery terminals and electrolyte level.
• Check operation of protection shutdown circuits.
• Check µP-T sensor calibration in 32 F (0 C) ice water bath.
• Inspect wire harness for damaged wires or connections.
• Check air switch setting.
• Inspect electric motor bearings.*
• Inspect electrical contacts for pitting or corrosion.
• Inspect DC (battery charging) alternator bearings and brushes.*
*With belt removed, spin bearings by hand. Listen for noise (bearings roll freely).
4
Maintenance Inspection Schedule (Rev. 04/03)
Fuel Every Annual/ Maintenance interval may be extended to 1000 hours when
Island 750 3,000 equipped with bypass oil filter.
Pre-trip Hours Hours Inspect/Service These Items
Refrigeration
• Check refrigerant level and compressor oil condition.
Check suction pressure regulator regulating pressure on defrost or
• heating cycle.
Replace dehydrator (every two years) and check discharge and
• suction pressures.
Structural
• Visually inspect unit for fluid leaks (coolant, oil, freon).
Visually inspect unit for damaged, loose or broken parts (includes air
• ducts and bulkheads, if so equipped).
Inspect tapered roller bearing fanshaft and idler for leakage and
• bearing wear (noisy).*
Clean entire unit including condenser and evaporator coils and
• defrost drains.
Check all unit, fuel tank and electric motor mounting bolts, brackets,
• lines, hoses, etc.
• Check damper door adjustment and operation.
• Inspect clutch.*
*With belt removed, spin bearings by hand. Listen for noise (bearings roll freely).
NOTE: Compressors are equipped with an oil filter. Every 2 years of operation or whenever there is a
major service procedure performed, both the compressor oil filter and filter-drier must be changed.
5
Unit Description
The RD-II SR is a microprocessor based transport tempera- temperature demands. In addition, a range of programmable
ture control system, which utilizes the Thermoguard µP-T modes, like high speed pull-down, allow you to tailor your
microcontroller to manage most of the system’s functions. unit’s performance to the load you are distributing.
The RD-II SR is a one-piece, front-mount, medium capacity The RD-II SR’s µP-T microprocessor continually monitors
diesel powered cooling and heating system designed espe- unit performance and makes adjustments to pre-pro-
cially for straight trucks. The unit mounts on the front of a grammed parameters automatically. Troubleshooting is
truck with the evaporator portion protruding into the box. simplified with 40 built-in alarm codes to alert the driver to
Designed for use with totally chlorine free R-404A refriger- take corrective action before a problem develops. Diagnosis
ant. An optional R-134a unit is also available. There are two is fast and complete.
basic models:
The clutch engages fully at 900 ± 100 rpm on engine opera-
• RD-II SR 30: Cooling and heating on engine operation. tion, constantly turning the compressor and fans at both
high and low speed.
• RD-II SR 50: Cooling and hot gas heating on engine
operation and electric standby electric evaporator heat-
Thermo King X426 Compressor
ers are optional.
The RD-II SR unit features a Thermo King X426, four-
Power is provided by the TK 3.95 three-cylinder, special
cylinder compressor with 25.9 in.3 (424 cm3) displacement.
clean and silent diesel engine rated at 17.0 continuous
horsepower at 2400 rpm. A belt drive system transfers The features of the RD-II SR truck are as follows:
energy to the compressor, unit fans and alternator.
• µP-T Control System
Electric standby power (Model 50) is provided by a 5 horse-
• Choice of Installation for Control Box
power electric motor. A clutch on the diesel engine isolates
the engine during electric standby operation. • 5 Wire Remote Control (In-Cab or Truck Body Mount)
Belt driven, dual evaporator fans provide superior air throw. • Alert System
Exclusive space condenser provides maximum cab clear-
• Oil Level Detection
ance and reduced truck body height on conventional chas-
sis. Cube saver evaporator optimizes space below the • CYCLE-SENTRY (Built-in as Standard)
evaporator for all types of cargo. Lightweight aluminum
• Return Temperature Sensor and Display
frame allows increased payload.
• Discharge Air Temperature Sensor and Display
The continuous monitoring function of the µP-T micropro-
cessor optimizes the Thermo King unit’s performance, • Coil Temperature Sensor
thereby reducing fuel consumption and unit down time. The
• Engine Coolant Temperature Sensor and Display
unit’s self check can be run before the daily distribution
route to identify any possible malfunctions. TherMax™ • Engine Tachometer Display
defrost/heating system increases unit heating capacity for
• Battery Voltage Display
faster defrost.
• Phase Lockout (Model 50)
The built-in CYCLE-SENTRY, an exclusive Thermo King
feature, automatically starts and stops the unit according to • Phase Correction (Optional, Model 50 Only)
6
Unit Description (Rev. 04/03)
• Automatic Diesel/Electric Selection 2. ALARM ICON. The alarm icon comes on whenever
there is an alarm code stored in the microprocessor
• Select up to 13 Readouts Covering All Key Operating
memory.
Parameters
3. RECEIVER TANK SIGHT GLASS. The receiver tank
• Phase Indication
sight glass is used to check the amount of refrigerant in
• Programmable Setpoint Range the system, and the moisture content of the refrigerant.
• Low Speed Start (Programmable) 4. COMPRESSOR OIL SIGHT GLASS. The compressor
oil sight glass is used to check the relative level of com-
• High Speed Pulldown (Programmable)
pressor oil in the compressor sump.
• Choice of Units of Measure
5. AIR RESTRICTION INDICATOR. An air restriction
• Low Speed Lockin indicator is attached to the intake manifold. Visually
inspect the restriction indicator periodically to assure
UNIT INSTRUMENTS the air filter is not restricted. Service the air filter when
the yellow diaphragm indicates 22 in. of water column.
1. MICROPROCESSOR LCD DISPLAY. The LCD dis- Press the button on the top of the restriction indicator
play normally shows the setpoint, the return air temper- after servicing the air filter.
ature, and any active icons, which are:
6. REMOTE LIGHT INDICATORS (Optional). Remote
• Cool indicator lights in a box that can be mounted on the
• Heat truck beneath the unit feature these signals:
WHITE—system is in cooling cycle
• Defrost
BLUE—system is in defrost cycle
• Setpoint
AMBER—system is in heat cycle
• CYCLE-SENTRY GREEN—system is in high speed heat or cool
• Alarm
• Electric (Optional)
Pressing the SELECT key causes the display to show

the other sensor readings.
7
UNIT PROTECTION DEVICES help the valve reseat and SEAL PROPERLY. The valve
is non-repairable and requires no adjustment. If the
1. FUSES. A number of fuses are located on the relay
valve fails to reseat properly, remove the refrigerant
board. The sizes and functions are shown in Table 1.
charge and unscrew and replace the valve.
Table 1: Relay Board Fuse Size and Function
The high pressure relief valve is located on a high pres-
Fuse Size Function sure line near the condenser. Its location is such that
F200 3A 2P Power to Microprocessor when the pressure is expelled from the valve, it would
F202 3A Oil Level Switch be directed away from anyone servicing the unit.
F300 3A Pilot Solenoid
F301 3A TherMax Solenoid 4. LOW OIL LEVEL SWITCH. The low oil level switch
F302 3A Alternator Relay closes if the oil drops below a certain level. If it stays
F303 3A Damper Relay closed for a specified time, the microprocessor will
F304 3A Starter Relay shut the unit down and record alarm code 66.
F305 3A On/Run Relay
F306 3A Preheat Relay 5. PREHEAT BUZZER. The preheat buzzer sounds when
F037 3A Not Used the CYCLE-SENTRY system energizes the glow plugs.
F308 3A Not Used
F309 15A Alternator Excitation UNIT OPERATION
F310 15A Damper Solenoid
F311 3A Motor Reset Solenoid
Pre-trip Inspection (Before Starting Unit)
F400 3A Motor Starter
F401 10A Fuel Solenoid and Fuel Pump The following pre-trip inspection should be completed
F402 10A Throttle Solenoid before starting the unit and loading the trailer. While pre-
F403 3A Heater Contactor trip inspection is not a substitute for regularly scheduled
2. HIGH PRESSURE CUTOUT. The high pressure cut- maintenance inspections, it is an important part of the pre-
out is a pressure sensitive switch that is located in the ventive maintenance program designed to head off operat-
compressor discharge manifold. If the discharge pres- ing problems and breakdowns before they happen.
sure rises above 450 psig (3103 kPa) for R-404A sys- 1. FUEL. The diesel fuel supply must be adequate to
tems or 325 psig (2088 kPa) for R-134a systems, the guarantee engine operation to the next check point.
switch opens the 8D circuit to the fuel solenoid, which
stops the engine. 2. ENGINE OIL. The engine oil level should be at the
FULL mark with the dipstick NOT routed (threaded)
3. HIGH PRESSURE RELIEF VALVE. The high pres- into the oil pan. Never overfill.
sure relief valve is designed to relieve excess pressure
within the refrigeration system. The valve is a spring- 3. COOLANT. The engine coolant must have antifreeze
loaded piston that lifts off its seat when refrigerant protection to -30 F (-34 C). Check and add coolant in
pressure exceeds 500 psig (3447 kPa). The valve will the expansion tank.
reseat when the pressure drops to 400 psig (2758 kPa). CAUTION: Do not remove expansion tank cap while
The valve could possibly leak refrigerant after it has coolant is hot.
relieved excess pressure. Tapping the valve lightly may
4. BATTERY. The terminals must be clean and tight.
8
5. BELTS. The belts must be in good condition and d. Press the ENTER key. The display will briefly
adjusted to the proper tensions. show Lod (load) and the unit will then start the
Unit Self Check.
6. ELECTRICAL. The electrical connections should be
securely fastened. The wires and terminals should be 4. When the PRE TRIP test is complete, PASS, CHECK,
free of corrosion, cracks or moisture. or FAIL will appear on the display until any key on the
controller is pressed. Continue as follows:
7. STRUCTURAL. Visually inspect the unit for leaks,
loose or broken parts and other damage. The condenser PASS (Unit running, no alarms)
and evaporator coils should be clean and free of debris.
• Unit has passed the PRE TRIP, go to step 5.
Check the defrost drain hoses and fittings to be sure
they are open. The damper in the evaporator outlet CHECK (Unit running but Check Alarms have
must move freely with no sticking or binding. Make been recorded)
sure all the doors are latched securely.
or
Starting Unit (Full Unit Self Check) FAIL (Unit has shut down and recorded Shut-
down Alarms)
The procedure is used for a complete checkout of the unit,
and unit control circuits. It should be used when first start- a. View the Alarms with the SELECT key (refer to
ing the unit for a trip before the cargo is loaded. A full Unit the appropriate Operation and Diagnosis Manual
Self Check procedure may take up to 30 minutes and the for detailed information about alarms).
unit will run unattended.
b. Correct the alarm conditions.
1. Perform a Pre-trip Inspection.
c. Clear the alarms with the CLEAR key (refer to the
2. Adjust the setpoint to the desired load temperature appropriate Operation and Diagnosis Manual for
(refer to the Operation Manual (TK) for detailed infor- detailed information about alarms).
mation about adjusting the setpoint).
d. Repeat the test until PASS appears (the unit passes
a. Change the setpoint display with the arrow keys. the unit self check).
b. Enter the new setpoint by pressing the ENTER key 5. Recheck the setpoint.
within 5 seconds.
6. Complete the After Start Inspection.
3. Initiate a Unit Self Check (refer to the Operation Man-
ual for detailed information about the Unit Self Check). Selection of Operating Modes on
This procedure is automatic and can be performed on CYCLE-SENTRY Equipped Units
the way to the loading area or while waiting to load.
The Thermo King CYCLE-SENTRY system is designed to
a. Press the On button. save refrigeration fuel costs. The savings vary with the com-
b. Clear any alarms. modity, ambient temperatures and trailer insulation. How-
ever, not all temperature controlled products can be properly
c. Press and hold the T/K key for at least 3 seconds transported using CYCLE-SENTRY operation. Certain
until the Unit Self Check [USC] prompt screen
appears.
9
highly sensitive products normally require continuous air Restarting the Unit
circulation.
These procedures are used when starting units that have
The microprocessor has a CYCLS screen, which is used to been shut off for short periods of time. When a unit has been
select CYCLE-SENTRY (CYCLS YES) or Continuous Run shut off for a long period of time is first started, it should be
(CYCLS NO) operation. Refer to the Operation for detailed started and put through a full unit self check.
information about CYCLE-SENTRY selection.
Automatic Start
Your selection of the operating mode for the proper protec-
tion of a particular commodity should use the following 1. Push the ON key.
guidelines:
2. After a 10 second delay, the unit should preheat and
start automatically.
Examples of Products Normally Acceptable for
CYCLE-SENTRY OPERATION NOTE: When the CYCLE-SENTRY icon is active, the
• Frozen foods (in adequately insulated trailers) unit may not start if: the compartment temperature is
near the setpoint, the engine is warm, and the battery
• Boxed or processed meats is fully charged.
• Poultry If cooling or heating is required and the engine temperature
• Fish is below approximately 120 F (96 C), but the engine fails to
start automatically:
• Dairy products
• Push the OFF key.
• Candy
• Check for and correct any alarm conditions and clear
• Chemicals the alarm codes. View the alarms with the SELECT
• Film key, clear the alarms with the ENTER key, and the
repeat the auto start procedure. Refer to the appropriate
• All non-edible products Operation and Diagnosis Manual (TK 41087) for
detailed information about alarms.
Examples of Products Normally Requiring
Continuous Run Operation for Air Flow • If the engine will still not start, push the OFF push but-
ton, determine and correct the cause of the failure.
• Fresh fruits and vegetables, especially asparagus,
bananas, broccoli, carrots, citrus, green peas, lettuce,
peaches, spinach, strawberries, sweet corn, etc. After Start Inspection
• Non-processed meat products (unless pre-cooled to rec- • After the unit is running, the following items can be
ommended temperature) quickly checked to confirm that the unit is running
properly.
• Fresh flowers and foliage
1. OIL PRESSURE. Check the engine oil pressure in high
The above listings are not all inclusive. Consult your grower speed by pressing the SELECT key to OIL PRESS. The
or shipper if you have any questions about the operating oil pressure should be 30 to 80 psig (207 to 552 kPa).
mode selection of your type of load.
10
When first starting a cold engine, the oil pressure may 3. Load the product so that there is adequate space for air
be higher. circulation completely around the load. DO NOT block
the evaporator inlet or outlet.
2. COMPRESSOR OIL. The compressor oil level should
be visible in the sight glass. 4. Products should be pre-cooled before loading. Thermo
King units are designed to maintain loads at the temper-
3. REFRIGERANT. Check the refrigerant charge. See
ature at which they were loaded. Transport refrigeration
Refrigerant Charge in the Refrigeration Maintenance
units are not designed to pull hot loads down to temper-
section.
ature.
4. PRE-COOLING. Make sure that the setpoint is at the
desired temperature and allow the unit to run for a min- Post Load Procedure
imum of 1/2 hour (longer if possible) before loading the
trailer. 1. Make sure all the doors are closed and locked.
This provides a good test of the refrigeration system 2. Start the unit if it was shut off to load (see Restarting
Unit).
while removing residual heat and the moisture from the
trailer interior to prepare it for a refrigerated load. 3. Make sure the setpoint is at the desired setting.
5. DEFROST. When the unit has finished pre-cooling the 4. One-half hour after loading, defrost the unit by momen-
trailer interior, manually initiate a defrost cycle. This tarily pressing the manual defrost switch. If the evapo-
will remove the frost that builds up while running the rator coil sensor temperature is below 45 F (7.2 C), the
unit to pre-cool the trailer. unit will defrost. The microprocessor will terminate
defrost automatically when the evaporator coil temper-
To manually initiate a defrost cycle, press the manual
ature reaches 57 F (13.9 C) or the unit has been in the
defrost key. Refer to the Operation Manual for detailed
defrost mode for 30 to 45 minutes (depending on set-
information about Manual Defrost.
ting).
The defrost cycle should end automatically.
NOTE: The unit will not defrost unless the evaporator Post Trip Checks
coil temperature is below 45 F (7.2 C). 1. Wash the unit.
2. Check for leaks.

LOADING PROCEDURE
3. Check for loose or missing hardware.
1. Make sure the unit is OFF before opening the doors to
minimize frost accumulation on the evaporator coil and 4. Check for physical damage to the unit.
heat gain in the trailer. (Unit may be running when
loading the trailer from a warehouse with door seals.)
2. Spot check and record load temperature while loading.

Especially note any off-temperature product.
11
aea104
Front Curbside View—RD-II SR
aea096
Front Roadside View—RD-II SR
12
Engine Air Filter
Fuel Filter
Throttle
Solenoid
aea099
Oil Filter
Access Panel Open (Curbside)—RD-II SR
13
aea105
Evaporator
Rear View (Curbside)—RD-II SR
14
aea106
Coil Sensor
Location Return Air
Sensor
Microprocessor Switch
Side View (Roadside)
15
Alternator
Evaporator
Throttling High Pressure
Nameplate
Valve Relief Valve
Compressor
Muffler
Air
Defrost
Switch
Filter-
Drier
aea097
Fuel Filter Three-Way

Expansion Condenser
Tank Valve Coil
Top View
16
Caution High
Motor Contactor B
Voltage Module
K4 Relay
K6 Relay
K5 Relay
K2 Relay
K3 Relay
K1 Relay
K9 Relay
aea41
K7 Relay
K8 Relay
Overload Motor
Remote Control Overload
Preheat Reset Contactor A
Cab Box Harness Contactor
Buzzer Solenoid
Connector
Control Box
17
aea102
Power Receptacle Box—RD-II SR 50
18
aea43
Keypad LED Display
Thermoguard™ Remote Control Panel
aea103
Remote Light Display
19
µP-T System Description
GENERAL DESCRIPTION Microprocessor Power Switch

The µp-T microprocessor controllers are self contained tem- The microprocessor power switch applies 12 volts DC con-
perature control units designed for RD-II Smart Reefer trol power to the microprocessor. It is located just below the
truck units. control box on the street side of the unit. Main power to the
balance of the controls is supplied by the 50 amp circuit
Model 30 units are powered by a diesel engine and Model
breaker CB1. Note that when the Microprocessor Power
50 units are powered by either a diesel engine or an external
Switch is turned “off” that power is still applied to the Inter-
electric standby power source turning an induction motor.
face Board and control circuits via CB1. To completely
The unit mounts on the upper front of the truck box and the
remove power from the control system disconnect the unit
evaporator extends into the box. The compressor, condenser
battery.
and evaporator fans are driven by belts. Defrost is accom-
plished by means of hot gas when operating in Diesel mode
and hot gas and electric evaporator heaters when operating
in optional Electric Heat mode.
CAUTION: Dangerous single phase or three phase AC

power is present whenever the unit is operating in Electric
mode or whenever the unit is connected to external
standby power. Voltages of this magnitude can be lethal. Microprocessor Power Switch
Exercise extreme caution when working on the unit.
For additional information, see Operation and Diagnosis
Manual TK 41087.
µP-T Control System
The µP-T Microprocessor Control System consists of the
Optional Electric Standby
following main components:
(Model 50 Units Only)
• Microprocessor Power Switch
The Electric Standby option allows the unit to be operated
• Remote Control Panel on either the diesel engine or external electric power. The
units can be supplied to operate on either single phase or
• µP-T Microprocessor
three phase power.
• Interface Board
CAUTION: High voltage AC power is present
• Sensors whenever the unit is operating in Electric mode and
whenever the unit is connected to external standby power.
• Refrigeration System Controls
Voltages of this magnitude can be lethal. Exercise extreme
• Engine Controls caution when working on the unit.
• High Voltage Tray (Model 50 Units) CAUTION: The Electric Power Icon will not
appear in the display if electric power is not present
(the unit is not plugged in), or if there are electrical volt-
age or phase problems while the power cord is connected
20
µP-T System Description (Rev. 04/03)
to a power outlet. Under these conditions, when the micro- Optional Model 50 Features
processor power switch is turned on and the ON key is
The following features are available as options on units
pressed, the unit will start and run on diesel automatically.
equipped with Electric Standby.
CAUTION: Electric operation mode is not stored in
• Automatic Phase Correction Option (Three Phase
the controller if the microprocessor power switch is
Units Only) - The control system features two motor
turned OFF. Turning the switch back ON again, even with
contactors. This allows correct motor rotation regard-
the power cord connected, will not assure start up in Elec-
less of phase rotation on the incoming power.
tric Standby. If the voltage is low or an electric phase is
missing, the Electric icon will not be present in the display • Electric Heat Option - The unit is equipped with a
and the unit will start in diesel. heater contactor and electric evaporator heaters. These
heaters provide supplemental heat during electric mode
Standard Model 50 Features heat and defrost operation.
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.
• Phase Lockout (Three Phase Units Only)—If the

motor rotation is reversed as a result of incorrect phase
rotation, the unit will shut down and generate an Alarm
Code 38. The phase rotation must be manually cor-
rected.
• Remote Reset Solenoid—A remote reset solenoid is

provided to reset the overload relay.
• Hot Gas Heat—Hot gas heat is utilized on standard

model 50 units.
21
µP-T System Description (Rev. 04/03)
High Voltage Tray High Voltage Tray

No Options with Electric Heat
High Voltage Tray High Voltage Tray

with Phase Correction with Phase Correction and Electric Heat
22
Remote Control Panel Features
The remote panel is connected to the microprocessor and is used to operate the unit. It may be located in the truck dashboard
using the supplied DIN mounting ring, under the dashboard using the supplied under dash mounting kit or on the dashboard
using the supplied plastic mounting strips. An optional body mount enclosure kit is available to mount the remote control
panel on the truck box.
KEYPAD DISPLAY
These nine touch sensitive keys are used to turn the The display normally shows the Standard Display of
unit ON and OFF, change the setpoint and control or return air temperature and setpoint. The display
change the units operation. shown here has all possible segments lighted.
KEYPAD KEYS
ON KEY. Turns the unit ON.
OFF KEY. Turns the unit OFF
SELECT KEY. Scrolls through the prompt and display screens.
UP ARROW KEY. Chooses prompt screen actions or increases setpoint or other setting.
DOWN ARROW KEY. Chooses prompt screen actions or decreases setpoint or other setting.
23
Remote Control Panel Features (Rev. 04/03)
ENTER KEY. Executes prompts or loads setpoints or other new settings.
DEFROST KEY. Initiates a manual defrost cycle.
WHISPER KEY. Disables high speed diesel mode operation.
LOGO KEY. Initiates the Unit Self Check test and displays software revision.
UNDERSTANDING THE DISPLAY

The display normally shows the Standard Display of return air tempera-
ture and setpoint. In addition, the icons located at the sides of the display
indicate the operating mode of the unit and shows if any alarm codes are
present. Pressing the SELECT key will show the prompt and display
screens. The display shown here has all possible display features turned
ON.
DISPLAY ICONS
COOL ICON. Appears when the unit is cooling.
HEAT ICON. Appears when the unit is heating.
This icon appears during a remote control panel test but is not used on truck units.
DEFROST ICON. Appears when the unit is defrosting.
CYCLE SENTRY ICON. Appears when CYCLE-SENTRY mode has been selected.
24
ALARM ICON. Appears when an alarm condition has been detected by the microprocessor.
ELECTRIC ICON. Appears when AC power is connected and the phases are correct.
SETPOINT ICON. Appears when the setpoint is being shown in the lower display.
WHISPER ICON. Appears when Whisper mode has been selected.
These icons appear during a remote control panel test but are not used on truck units.
READING A TYPICAL DISPLAY

This display shows the following information:
1. The unit is ON and is cooling.
2. CYCLE SENTRY mode and Whisper mode have been selected.
3. The Box temperature is 35.8 degrees Fahrenheit and the setpoint is

35 degrees Fahrenheit.
25
THE STANDARD DISPLAY

The Standard Display appears when the unit is turned ON and no other functions have been selected. The box temperature
appears in the upper display and the setpoint appears in the lower display. This display shows a box temperature of 35.8 F and
a setpoint of 35 F. The Standard Display is the starting point used to reach all other prompts and displays. To return to this dis-
play from any other prompts or display, wait 10 seconds and it will return automatically.
CHANGING THE SETPOINT
1. Press the ON key to turn the unit ON.
2. Press the or Arrow keys to select the desired setpoint.
26
3. Press the Enter key to load the new setpoint into the microprocessor. The display will briefly show [Lod] and
then the new setpoint will reappear in the display.
IMPORTANT: The Enter key must be pressed or the setpoint will not be changed. The display will return to the Stan-
dard Display and the setpoint will return to the old setpoint in about 10 seconds if the Enter key is not pressed.
SELECTING CYCLE-SENTRY or CONTINUOUS MODE
2. Press the Select key to display [CYCLS] and [YES] or [no].
3. Press the or Arrow keys to select the desired mode [YES] = CYCLE SENTRY mode
[no] = Continuous mode.
4. Press the Enter key to load the new operating mode selection into the microprocessor.
IMPORTANT: The Enter key must be pressed or the setpoint will not be changed. The display will return to the Stan-
dard Display and the setpoint will return to the old setpoint in about 10 seconds if the Enter key is not pressed.
27
STARTING THE ENGINE
CAUTION: This unit will start automatically in either CYCLE SENTRY or CONTINUOUS mode after the ON key is
pressed.
1. Press the ON key to turn the unit ON. If no other key is pressed, the engine will automatically preheat and start
in about 10 seconds in either CYCLE SENTRY or CONTINUOUS mode. If other keys are pressed (for example: to
change the setpoint or view display screens), the engine will automatically preheat and start about 10 seconds after the last
key is pressed.
INITIATING A MANUAL DEFROST CYCLE
1. The unit must be running in either CYCLE SENTRY or CONTINUOUS mode and the coil temperature must be below
45 F. Press the Defrost key to start a manual defrost cycle. The defrost prompt will appear in the display when the unit
starts a defrost cycle. The defrost cycle will terminate automatically. If the unit is not running or the coil temperature is
not below 45 F, the request will be ignored.
28
CHECKING THE SOFTWARE REVISION
2. Press and hold the TK Logo key to display [USC].
3. Press the Select key to display [rEU] and the software revision.
The software revision shown here is Revision 1520.
VIEWING PROMPT and DISPLAY SCREENS
29
2. Press the Select key repeatedly to show the prompt and display screens.
The prompt and display screens will appear in the order shown below:
[ALr] Alarm codes if present. If no codes exist this screen will not appear.
[CYCLS] CYCLE SENTRY or Continuous mode prompt screen. [YES] - CYCLE SENTRY; [no] = Continuous
[dIS] Discharge air temperature as measured by the discharge temperature sensor.
[coL] Evaporator coil temperate as measured by the evaporator coil temperature sensor.
[tLH] Total amount of time in hours the unit has been turned ON with the keypad On key.
[EnH] Total amount of time in hours the diesel engine has run.
[ELH] Total amount of time in hours the electric motor has run (on units equipped with Standby).
[Hr4] Total accumulated hours on hourmeter 4 (only appears if this hourmeter is set to Type 1, 2 or 3).
[oIL] Diesel engine oil pressure.
[Ent] Diesel engine coolant temperature.
[rPn] Diesel engine RPM.
[bAt] Battery voltage of the unit battery.
[bLIt] Backlight select (allows the driver to select high or low backlight illumination level).
[dFI] Initial defrost interval.
[ddr] Defrost duration.
Each prompt or display screen will remain on the display for about 10 seconds. If no other key is pressed, the display will then
return to the Standard Display of box temperature and setpoint.
Locking a Display Screen on the Display

The display screens in the list above that are underlined can be locked on the display. Select the desired display screen by
pressing the Select key and then press the Enter key. The display will now remain on the screen until any other key is pressed.
30
VIEWING and CLEARING ALARM CODES
2. If the Alarm icon is present, one or more alarms have been detected.
To View Alarm Codes
1. Press the Select key to show the Alarm display screen.
If more than one alarm code exists, each will be displayed for several seconds.
The alarm code shown here is alarm code 66 — Low Engine Oil Level.
To Clear Alarm Codes

1. Correct the cause of the alarm code.
2. Press the Select key to display the alarm code.
3. Press the Enter key to clear the alarm code.
If more than one alarm code is present, the Enter key must be pressed to clear each alarm code individually.
31
µP-T ALARMS • Check Alarm. Notice to take corrective action before

an abnormal condition becomes severe. The Alarm icon
Alarms and Alarm Codes will appear and remain ON.
If an abnormal condition is sensed by the microprocessor, • Shutdown Alarm. Indicates conditions that may dam-
an alarm code is generated and saved in memory. There can age the unit. The unit will automatically shut down, the
be more than one alarm present at one time. An alarm code Alarm icon will appear and the entire display will flash
will remain in memory until it is cleared. ON and OFF.
The Alarm icon will appear in the display to indicate that an To view the complete list of possible alarm codes and their
alarm has been sensed. If the alarm occurred during a Unit definitions, refer to Section 3 in the Operation and Diagno-
Self Check, it will be preceded by a dash (-). sis Manual (TK 41087).
These alarm codes will direct a service technician to the
source of a problem. Always record any alarm codes µP-T UNIT SELF CHECK TEST
present, they will be invaluable to the service technician. The Unit Self Check is a functional test of the unit’s operat-
ing capability. Once the test is started by the operator, it is
Displaying Alarms
fully automatic and requires no operator attendance.
If the Alarm icon appears on the display, press the Select
key to display the alarm. If more than one alarm is present, Starting the Unit Self Check
they will “cycle” through the display, with each alarm The following steps are necessary to start a Unit Self Check:
appearing for several seconds.
• Turn the On-Off switch ON.
Clearing Alarms
• Clear any alarms.
To clear an alarm after the alarm condition is corrected,
• Press and hold the TK Logo key for at least 3 seconds
press the Select key to display the alarm and then press the
until the Unit Self Check [USC] prompt screen appears.
Enter key to clear it. Repeat this process for any additional
alarms. • Press the Enter key. The display will briefly show
[Lod] and the unit will then start the Unit Self Check.
Types of Alarms
If any alarms were not cleared before starting the Unit Self
There are three types of alarms. They may occur individu- Check, they will be displayed at this time. They can be
ally or along with other alarms. There can be more than one cleared by pressing the Enter key.
alarm present at one time. Alarms that occurred during a
Unit Self Check will be preceded by a dash (-). The balance of the Unit Self Check is fully automatic and
requires no operator attendance. The following tests are per-
• Stored Alarm. Indicates that a condition exists that formed:
does not affect unit operation but that should be investi-
gated. The Alarm icon will appear for 30 seconds when Preheat and Start
the unit On-Off switch is turned ON and then disap-
The controller will automatically preheat and start the diesel
pear.
engine.
32
Display Check Unit Self Check Report

All segments of the display will be lighted at the same time. At the completion of the Unit Self Check, the check results
will appear on the display. They will remain until any key
Show Programmable Settings on the controller is pressed. Check results are shown as
All programmable settings will be sequentially displayed. either [PASS], [CHEC] or [FAIL].
these settings may be verified by the operator if necessary. [PASS] — The unit has passed the Unit Self Check.
Defrost Check [CHEC] — Stored or check alarm conditions were detected

during the Unit Self Check. These alarms will be preceded
The operation of the damper door is checked.
by a dash (-) to indicate that they were detected during a
Unit Self Check.
RPM Check
The diesel engine RPM is checked in both high and low [FAIL] — Shutdown alarm conditions were detected dur-
speed. ing the Unit Self Check and the unit has been shut down to
prevent possible damage. This will occur as soon as a shut-
Cooling Check down condition is detected. The Unit Self Check will not be
completed.
The ability of the unit to cool is checked.
If check or shutdown alarms are detected during a Unit Self
Heating Check Check the condition(s) should be corrected and the check
The ability of the unit to heat is checked. repeated before releasing the unit for service. See the Alarm
Codes and Section 5 of the Operations and Diagnosis Man-
Cooling Check ual (TK 41087) for details.
A second cooling test is performed to ensure the unit can

switch from cool to heat and back to cool.
33
Electrical Maintenance
Charging System Diagnostic Procedures

Complete the following checkout procedure before replac-
ing the voltage regulator or the alternator.
1. With the unit switch OFF, attach a voltmeter to termi-

nal SENSE and the alternator chassis. Voltmeter should
indicate battery voltage.
2. With the unit switch ON, attach a voltmeter to terminal

EXC and the alternator chassis. Voltmeter should indi-
cate battery voltage.
3. To determine whether the alternator or regulator is

faulty, attach a test lead between terminal F2 and
Prestolite Alternator chassis ground. Run the engine on high speed.
CAUTION: Never apply battery voltage to terminal

SERVICE PRECAUTIONS F2.
ALTERNATOR WITH INTEGRAL a. Full alternator output indicates the alternator is

REGULATOR good but the voltage regulator needs replacement.
NOTE: Alternators with integral regulators and alterna- b. If there is LOW or NO output, the alternator is
tors with remote regulators are not interchangeable on probably faulty. However, the following items are
units equipped with CYCLE-SENTRY operation. CYCLE- potential causes for not charging.
SENTRY units using alternators with integral regulators — Check the alternator brushes
also use a Battery Sentry module that will not operate cor-
rectly if used on CYCLE-SENTRY units using alternators — Check the 2A circuit from the alternator to the
with external regulators. See TK Bulletin 300 for correct battery
Battery Sentry module to use.
— Properly tension the alternator belt
NOTE: Units manufactured with CYCLE-SENTRY and
— Check the battery cable connections and the
alternators with integral regulators MUST use replace-
alternator ground. They must be clean and
ment alternators with integral regulators.
tight.
CAUTION: “Full Fielding” alternators with the integral
— The battery must be in good condition and must
regulator is accomplished by installing a jumper from ter-
accept a charge.
minal F2 to ground. Attempting to full-field the alternator
by applying battery voltage to terminal F2 will cause regu- — Check for excessive or unusual amperage draw
lator failure. by the unit control circuits.
34
Electrical Maintenance (Rev. 04/03)
NOTE: A loss of battery voltage to either terminal EXC or wires to protect against unit malfunctions due to open or
terminal SENSE will cause the alternator to stop short circuits.
charging.
ELECTRICAL CONTACTS
EXCESSIVE VOLTAGE OUTPUT
Inspect all relay contacts for pitting or corrosion every
1,000 operating hours, and repair or replace as necessary.
12V ALTERNATORS WITH INTERNAL
REGULAR SETTING
CHARGING SYSTEM (12 VDC)
When a Thermo King unit is installed on a truck, it is often
Immediately after start-up, the voltmeter may show a
connected to a truck battery. When both the Thermo King
discharge condition on systems with brush type alternators.
unit and the truck engine are running on the truck battery,
This is due to a light film build-up on the alternator slip
the charging system with the higher voltage may automati-
rings. The film build-up occurs primarily on units that have
cally turn off the charging system with the lower voltage
been sitting unused for long periods of time. The film
output.
should disappear after a minute or two, and the voltmeter
If it is determined that the Thermo King regulator setting is should show a high charge rate that will continue until the
higher than the truck charging system or the batteries are battery voltage is brought back up to normal. If the
consuming more water than normal the following solution voltmeter shows a discharge after start-up, check the
may help solve the problem. Remove the wire labeled alternator belt tension and all charging circuit connections
SENSE and tape off. Add a jumper wire from 2A to the including the battery.
SENSE terminal on the back of the alternator. This should
NOTE: On installations where the RD-II unit is connected
reduce the voltage to the battery by .2 to.3 of a volt.
to the truck battery and both units are running—it is nor-
mal for the unit to indicate a discharge condition while the
BATTERY truck engine is running because of the truck’s higher volt-
Inspect and clean the battery terminals during scheduled age charge rate.
maintenance inspections. A dead or low battery can be the
cause of an LED or ammeter (optional) indicating discharge PREHEAT BUZZER
due to lack of initial excitation of the alternator
The preheat buzzer module on the circuit board is designed
NOTE: If the battery was discharged enough that a boost to indicate preheat is in operation.
was needed, the alternator may not recharge the battery
because there may not be adequate current to excite the RPM SENSOR
alternator field.
The rpm sensor is in the engine bell housing adjacent to, but
not touching, the flywheel (backed off 1/2 turn).
UNIT WIRING
The rpm sensor is a device containing an inductance coil
Inspect the unit wiring and the wire harnesses during sched-
and magnet. When the magnetic field is distorted by the
uled maintenance inspections for loose, chafed or broken
passing ring gear teeth, the inductance coil generates an ac
35
electrical signal that has a voltage and frequency variation 2. Disconnect wires RPM+ and RPM- from the sensor.
proportional to the engine rpm.
3. Place the unit in CONTINUOUS RUN. Run the unit o
By monitoring the frequency of this signal with the µP-T, low speed and high speed. Check the ac voltage output
the timing of the starter disengagement can be precisely across the sensor terminals. Use a meter with a high
controlled. ohms per volt internal resistance. A Simpson 260,
Fluke digital or any good VOM will work. However, an
If the rpm sensor fails, the starter may not disengage or
automotive type meter may not give an accurate read-
engage properly and a fault code will be generated to the
ing because the meter may load the circuit heavily and
microprocessor.
cause the voltage level to appear lower than it actually
is.
Testing the RPM Sensor
a. The output voltage should be 1.0 to 2.0 Vac on low
Equipment required: speed.
• AC voltmeter capable of reading up to 10 volts
b. The output voltage should be 2.0 to 2.5 Vac on
• Ohmmeter high speed.
The flywheel (rpm) sensor may be checked as follows: NOTE: If the voltage is slightly off, the voltage may
be increased by turning the sensor in more, and the
1. Install the flywheel (rpm) sensor into the flywheel;
voltage may be lowered by turning the sensor out
bracket of the start-stop unit until it contacts the ring
more.
gear. Back out the sensor 1/2 turn and tighten the lock-
nut. 4. Reconnect RPM+ and RPM- wires on rpm sensor.
If the rpm sensor passes the above test, the sensor may be
considered good.
If the unit is not available, an alternate less reliable test may

be performed as follows:
Disconnect the sensor from all wires, and measure the resis-
tance across the terminals and from each terminal to the alu-
minum 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 Preheat-
Start switch is pressed to the PREHEAT or START position
or the microprocessor initiates unit start-up. A defective
Flywheel (rpm) Sensor glow plug (burned out) can be detected by placing an exter-
36
nal ammeter in series with the plugs. Normal current draw is improper condenser fan rotation, reverse any two power
approximately 21 to 25 amps when preheating. A current cord leads at the power cord. (DO NOT move the ground
draw of 21 to 25 amps means all three glow plugs are work- wire which is normally GREEN.)
ing. If the current draw is less than 21 amps on PREHEAT,
at least one glow plug is bad. Defrost Air Switch Checkout and
To isolate an open circuit glow plug, remove the jumper bar Adjustment
and test each glow plug individually with an ohmmeter or a Before testing or adjusting the air switch, check the clear
jumper wire and ammeter. Each glow plug should have a plastic tubing and black plastic tubing to the evaporator coil.
resistance of approximately 1.5 ohms or a current draw of Make sure they are not obstructed or crushed. Check the
about 8 amps. probes in the evaporator housing to be sure they are in
proper position, and make sure they are not obstructed.
1. Remove plastic sensing tubing from both sides of the

defrost air switch.
2. Disconnect one wire at switch terminal. Connect test

light or continuity tester to the two terminals used on
the switch.
3. Install test equipment (TK 204-442 and TK 204-494)

onto the hose fitting on the side of the air switch
stamped BLACK.
4. Pressurize the hose until the continuity tester indicates

a completed circuit. Now read the dial of the test gauge.
This is the setpoint of the air switch (correct reading is
0.9 ±.05 in. [22.7 ± 1.27 mm] H2O). Release the pres-
With an external ammeter connected in series, a shorted sure.
glow plug will show excessive current flow (more than
12 amps) when the PREHEAT switch is pressed or when
CB1 circuit breaker is tripped, check each plug.
CONDENSER/EVAPORATOR FAN
ROTATION (Electric Standby Operation)
The condenser and evaporator fans are belt driven. On elec-
tric 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
37
Air Switch
5. If the switch is out of calibration, pressurize the hose

again until the tester indicates 0.9 in. (22.7 mm) H2O.
Adjust the screw clockwise or counterclockwise until
the switch closes and the continuity tester indicates a
completed circuit with the gauge reading 0.9 in. (22.7
mm) H2O. Release the pressure.
6. Repeat test procedure several times to be sure the set-

ting is correct.
7. Remove the test equipment. Install wire on switch ter-

minal and air sensing tubes on air switch. The BLACK
hose from the high pressure or air inlet side of the evap-
orator coil goes on the hose fitting on the side of the air
switch stamped BLACK. The CLEAR hose from the
low pressure or air outlet side of the evaporator coil
goes on the hose fitting on the side of the air switch
stamped CLEAR.
NOTE: Route hoses for continuous slope to avoid conden-

sate traps. Testing Air Switch
If too much frost continues to accumulate before defrost,
decrease the pressure setting. Turn the adjustment screw HIGH CAPACITY THERMAX™ HEATING
counterclockwise. SYSTEM
If defrost action occurs with too little frost accumulation, The High Capacity TherMax™ Heating System
increase the pressure setting. Turn the adjustment screw
clockwise. The high capacity heating system increases the capacity of
the heat mode by making more refrigerant available for use
in the heat mode. This is accomplished by adding an addi-
tional solenoid (TherMax™ solenoid) to the refrigeration
system which opens during the beginning of the heat mode
to move the liquid refrigerant from the condenser to the
accumulator where it can be used in the heat mode. The
sequence of operation for the improved heating system is
from the cool mode to the heat with refrigerant transfer
mode to the heat mode. The heat mode to cool mode opera-
tion is the same as in the past. The bypass check valve, and
the condenser check valve have been eliminated from the
TherMax™ heating system.
38
The components that have been added to the system are: the erant transfer mode will perform this way in every SR unit,
TherMax™ solenoid, the TherMax™ solenoid line, and the regardless of ambient temperature or refrigerant type.
receiver outlet check valve. The TherMax™ solenoid con-
trols the flow of refrigerant through the TherMax™ sole- Additional Notes
noid line. The TherMax™ solenoid line goes from the In the event that either the discharge air temperature sensor
liquid line just past the receiver outlet check valve to the or return air temperature sensor fails, as determined by the
accumulator inlet. The receiver outlet check valve is located µp-T controller, the heat with refrigerant transfer mode will
in the liquid line near the drier/receiver outlet. This check be controlled by the coil sensor instead. The coil
valve prevents refrigerant from migrating back into the temperature will be recorded at the start of the defrost or
receiver tank and condenser during the heat mode. heat cycle, and the TherMax™ solenoid will stay energized
until the coil sensor temperature increases by 4 degrees F
Cool Mode
Every time the SR unit starts up on diesel engine or electric
The cool mode has not been changed in the TherMax™
motor, the unit is placed in the heat mode for about 20
heating system. The TherMax™ solenoid, which is nor-
seconds. During this time, the TherMax™ solenoid is not
mally closed, is de-energized during the cool mode. The
energized.
TherMax™ solenoid separates the high side from the low
side. When the TherMax™ solenoid is closed, it does not
allow liquid refrigerant to flow from the liquid line, through
the TherMax™ solenoid line, to the accumulator.
Heat/Condenser Evacuation Mode

When the µP-T controller initiates a heat or defrost cycle,
both the TherMax™ solenoid and the pilot solenoid ener-
gize simultaneously. The 26P wire from the interface circuit
board supplies a ground to the pilot solenoid and the 26T
wire supplies a ground to the TherMax™ solenoid. The
pressure difference between the high pressure liquid in the
condenser and the low pressure accumulator drives much of
the refrigerant out of the condenser and receiver, and back
into the accumulator. It is then available for improved heat-
ing capacity. The three-way valve and the receiver outlet
check valve prevent the migration of refrigerant back into
the receiver tank and condenser. The TherMax™ solenoid
will remain energized until there develops a +4 degree F
temperature difference between the discharge air and return
air sensors (discharge air temperature - return air tempera-
ture = +4 degrees F). After this, the heat cycle will continue
with just the pilot solenoid energized. The heat with refrig-
39
Engine Maintenance
ENGINE LUBRICATION SYSTEM Add oil as necessary to reach the full mark. See Specifica-
tions page for correct type of oil.
The TK 3.95 diesel engine has a pressure lubrication sys-
tem. Oil is circulated by a trochoid type oil pump driven by Oil Filter Change
the crankshaft timing gear and has several times the capac-
ity required by the engine. Oil is picked up through a suc- The oil filters should be changed along with the engine oil.
tion tube with a screened inlet. Oil to the rocker arm shaft Spin-on Filters:
flows through a tube on the outside of the engine and into
the head through a restrictor fitting. 1. Remove the filter.
Oil pressure is affected by oil temperature, viscosity and 2. Apply oil to rubber ring of new filter and install filter.
engine speed. Subnormal oil pressures usually may be 3. Tighten the filter until the rubber ring makes contact,
traced to lack of oil, faulty relief valve or worn bearings. then tighten 1/2 turn more.
The use of improper viscosity oil will also produce low oil
pressure shutdowns.
Engine Oil Pressure Sensor

Engine oil pressure sensor should rise immediately on start-
ing. If engine oil pressure drops below 10 ± 3 psig (69 ± 21
kPa), the sensor signals the microprocessor to stop the
engine. Refer to Thermoguard µP-IV Microprocessor Con-
troller Operations and Diagnosis Manual (TK 41087).
Engine Oil Change

Oil Filter Parts
The engine oil should be changed every 750 hours (1000
hours with bypass filter) or 6 months, whichever occurs
first. Drain the oil only when the engine is hot to ensure that CRANKCASE BREATHER
all the oil drains out. When changing oil, try to make sure The crankcase breather system ducts crankcase gases
that the trailer is not tipped away from the direction that the formed in the crankcase directly to the intake elbow. Harm-
oil is supposed to flow from the oil pan. It is important to ful vapors that would otherwise collect in the crankcase and
get as much of the residual oil out as possible because most contaminate the oil or escape to the outside, are now drawn
of the dirt particles are in the last few quarts of oil to drain back into the engine and burned. The breather hose should
out. Refill the pan with 10 quarts (9.5 liters) and check the be inspected yearly to make sure it is not plugged.
dipstick level. Run the unit, and then recheck the oil level.
NOTE: Fill the crankcase slowly so oil will not run into
the breather hose, thus filling up an open cylinder. Leav-
ing the dipstick out while adding engine oil will vent the
crankcase.
40
Engine Maintenance (Rev. 04/03)
ENGINE AIR CLEANER Dry Type (Optional)

A dry element air cleaner filters all of the air entering the
Oil Bath Type
engine. Excessive restriction of the air intake system affects
A heavy duty, oil bath air cleaner filters all of the air enter- horsepower, fuel consumption and engine life. Inspect the
ing the engine. Excessive restriction of the air intake system element at regular unit service intervals.
reduces the flow of air to the engine affecting horsepower
output, fuel consumption and engine life.
The air cleaner removes abrasive material from the air

entering the engine. The air cleaner must be kept clean and
open so that the air can pass freely. If the oil has absorbed
the maximum amount of dirt, it allows the dirt to enter the
engine. Remove the oil cup, wash thoroughly and dry every
1000 operating hours (500 hours under dusty conditions).
Refill using the same weight oil used in the engine crank-
case. Inspect the cleaner body and wash in solvent when it
becomes dirty
Dry Air Cleaner (Optional)
Oil Bath Air Cleaner
41
ENGINE COOLING SYSTEM All water-cooled engines are shipped from the factory with
a 50% permanent type antifreeze concentrate and 50%
The engine employs a closed, circulating type, pressurized
water mixture in the engine cooling system.
cooling system. Correct engine temperatures are controlled
and maintained by a radiator, fan and thermostat. The This provides the following:
coolant is circulated through the system by a belt-driven
1. Prevents freezing down to -30 F (-34 C).
centrifugal pump. The pump draws the coolant from the
side of the radiator (large header), circulates it through the 2. Retards rust and mineral scale that can cause engine
cylinder block and head, then back to the radiator. A overheating.
thermostat mounted in the water outlet from the cylinder
3. Retards corrosion (acid) that can attack accumulator
head to the radiator automatically maintains coolant
tanks, water tubes, radiators and core plugs.
temperature within the specified temperature range.
4. Provides lubrication for the water pump seal.
Engine Cooling Components
42
Checking the antifreeze c. Open the engine block and accumulator drain to
drain water and flushing solution.
Check the solution concentration by using a temperature
compensated antifreeze hydrometer or a refractometer CAUTION: Avoid direct contact with hot coolant.
designed for testing antifreeze. Maintain a minimum of 50%
permanent type antifreeze concentrate and 50% water solu- 3. Run clear water into the radiator, and allow it to drain
tion to provide protection to -30 F (-34 C). Do not mix anti- out of the block and accumulator until it is clear.
freeze stronger than 68% permanent type coolant 4. Inspect all the hoses for deterioration and the hose
concentrate and 32% water for use in extreme temperatures. clamp tightness. Replace if necessary.
Changing the Antifreeze 5. Loosen the water pump belt. Check the water pump
bearing for looseness.
1. Run the engine until it is up to operating temperature.
Stop the unit. 6. Inspect the radiator cap. Replace the cap if the gasket
shows any signs of deterioration.
2. Open the engine block drain and accumulator tank
drain, and completely drain coolant. Observe coolant 7. Mix one gallon of permanent type antifreeze concen-
color. If the coolant is dirty, proceed with a, b, and c. trate meeting GM6038-M specification and one gallon
Otherwise go to step 3. 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.
Antifreeze Maintenance Procedure

As with all equipment containing antifreeze, periodic
inspection on a regular basis is required to verify the condi-
tion of the antifreeze to accomplish these items. After two
Accumulator Tank Drain years of service, inhibitors become worn out and must be
replaced by changing the antifreeze.
CAUTION: Avoid direct contact with hot coolant.
Every two years, the total antifreeze mixture must be
a. Run clear water into radiator and accumulator and drained, flushed and replaced to maintain total cooling
allow it to drain out of the block until it is clear. system protection. When the antifreeze is replaced, use
b. Close the block drain and install a commercially ethylene glycol type engine coolant concentrate meeting the
available radiator and block flushing agent, and GM6038-M specification. The factory recommends the use
operate the unit in accordance with instructions of of a 50/50 antifreeze mixture in all units even if they are not
the flushing agent manufacturer. exposed to freezing temperatures. Even in summer, the
accumulator tank can get cold enough to freeze the water in
the heat transfer coil. This antifreeze mixture will provide
43
the required corrosion protection and lubrication for the

water pump.
Bleeding Cooling System

After filling the radiator, run the unit up to operating tem-
perature to check for overheating and coolant level and
allow the air to be purged for a few minutes.
CAUTION: Do not remove the radiator cap while the

engine is hot.
Engine Thermostat
For the best engine operation, use a 180 F (82 C) thermostat
year round.
Water Pump Assembly and Thermostat
44
ENGINE FUEL SYSTEM 3. Fuel filter.
The fuel system used on the Thermo King TK 3.95 diesel is 4. Injection pump.
a high pressure system used in conjunction with a
5. Injection nozzles.
prechamber.
A 10 psig (69 kPa) electric fuel pump pulls fuel from the
The components of the fuel system are:
fuel tank through a prefilter, then pushes it to the fuel filter,
1. Fuel tank (may be the truck fuel tank). and to the injection pump. The prefilter is designed for die-
sel fuel and is the only type that should be used.
2. Electric Fuel pump.
RD-II SR Fuel System
45
The injection pump plungers are activated by an extension 6. Pump timing.

on the engine camshaft. The governor sleeve and weight
7. Nozzle spray pattern testing and adjustment.
assembly is mounted on the end of the crankshaft with gov-
ernor’s speed requirements being relayed to the injection 8. Minor rebuilding of nozzles.
pump through a linkage arrangement located in the front
timing cover. The injection pump raises the pressure of the Bleeding the Fuel System
fuel and meters the correct amount of fuel to the nozzle at
the correct time. The increased fuel pressure will lift the The fuel system will have to have the air bled out if the
spring loaded nozzle to admit fuel into the combustion engine runs out of fuel, if repairs are made to the fuel sys-
chamber. tem, or air gets into the system for any other reason.
The fuel system is relatively trouble free, and if properly NOTE: MAKE SURE to keep the fuel tank vent open. If
maintained will usually not require major service repairs the vent becomes clogged, a partial vacuum develops in
between engine overhauls. the tank, and this increases the tendency for air to enter
the system.
The most common cause of fuel system problems is con-
tamination. It cannot be stressed enough that the fuel must Proceed as follows:
be clean, fuel tanks must be free from contaminants, and the 1. Loosen the bleeder screw on the inlet fuel fitting of the
fuel filter must be changed regularly. Any time that the fuel injection pump.
system is opened up, all possible precautions must be taken
to keep dirt from entering the system. This means all fuel 2. Turn on the electric fuel pump. The electric fuel pump
lines should be capped when open. The work should be is energized when the On button is pushed. Tighten the
done in a relatively clean area, if possible, and the work bleeder screw on the injection pump when clear flow of
should be completed in the shortest time possible. fuel appears.
Thermo King recommends that any major injection pump or NOTE: At initial start-up, open the bleeder screw at
nozzle repairs be done by a quality diesel injection service the injection pump and bleed fuel until a clear flow is
specialty shop. The investment in equipment and facilities noted.
to service these components is quite high. Therefore, this 3. Loosen the injector lines on the injection nozzles.
equipment is not found in most repair shops.
4. Crank the engine until fuel appears at the nozzles.
The following procedures can be done under field condi- Tighten the injector lines, and start the engine.
tions:
NOTE: Fuel will not appear at the nozzles by merely
1. Bleeding air from the fuel system. running the electric pump. The engine must be
2. Maintenance involving the fuel tank and filter system. cranked.
3. Speed and governor adjustments. Water in the Fuel System

4. Electric transfer pump replacement or repair (10 psig Water in the fuel system can damage the injection pump,
[69 kPa] pump with diesel filter). nozzles and prechamber. This damage will subsequently
cause more expensive damage to the engine. A large accu-
5. Injection line replacement.
mulation of water in the bottom of the fuel tank will stop a
46
diesel engine. Water should be drained off periodically to Reassembly

avoid breakdowns. This should be done after the tank has
Place the cover gasket on the bottom cover and install the
set idle for an hour. DO NOT steam clean fuel tank caps.
filter and cover assembly. Replace the three screws.
Fuel Filter Replacement If pump does not operate, check for:

1. Remove the filter and discard. 1. The ground to the mount or frame.
2. Lubricate rubber ring of new filter with fuel. 2. Clean and tighten electrical connections.
3. Install the filter and tighten until the filter is slightly 3. The pump voltage and polarity. It must be the same as
loose (rubber ring not making contact). the unit system.
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 pump case completes a good ground with the
battery. 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.
Electric Fuel Pump
(762 mm) from the fuel in the fuel tank.
If Pump operates but does not deliver fuel, check
Maintenance
for:
Field service is limited to cleaning the bottom cover and fil-
1. Air leaks in the fuel lines or connections.
ter. The filter and cover gasket are replaceable.
2. Kinked fuel lines or other restrictions in the line.
Disassembly
3. A leaking or distorted cover gasket.
1. Remove the three screws from the cover.
4. A dirty filter.
2. Remove the filter, cover and cover gasket. Wash the fil-
5. A stuck seat in the outlet fitting.
ter in cleaning solvent and blow out the dirt and clean-
ing solvent with compressed air. Check the cover
gasket and replace if damaged. Clean the cover.
47
Injection Pump Adjustments for individual cylinder timing is very similar to timing the
injection pump so it will be covered last.
When the diesel engine fails to maintain the correct engine
speed, check the following before adjusting the speed: CAUTION: The cylinders on the engine are numbered
from the flywheel end to the water pump end. The number
1. Check the prefilter screen. Recheck the speed.
1 cylinder is next to the flywheel. The number 2 cylinder is
2. Bleed air out of the fuel system. Recheck the speed. the center cylinder. The number 3 cylinder is next to the
water pump. The timing marks on the flywheel are
3. Bleed air out of the nozzles. Recheck the speed.
matched to this system.
4. Operation of electric transfer pump.
1. Rotate the engine in the direction of rotation (clockwise
Make the engine speed adjustments with the engine fully as viewed from the water pump end) until the number 1
warmed up. cylinder (closest to flywheel) is at approximately top
dead center of the compression stroke. The valve cover
The RD-II SR has one solenoid to control the high speed
should be removed to identify the compression stroke.
function. The speed of the engine should be checked with a
Both rocker arms of the number 1 cylinder will be
hand tachometer, TK P/N 204-220, on the crankshaft pulley
loose. Check to see that the number 1 cylinder top dead
bolt or by the use of a stroboscope tachometer, TK P/N
center mark on the flywheel is aligned with the timing
204-436.
mark on the starter mounting plate.
Timing the Injection Pump to the Engine NOTE: The timing marks for each of the three cylin-
ders are stamped 120° apart. Top dead center marks
There are two different types of timing procedures used on are identified by the number of the cylinder stamped
the TK 3.95 engine. One procedure involves checking to next to them. Injection timing marks are unmarked.
make sure the cylinders are timed correctly to each other, The timing marks on the TK 3.95 engine can be diffi-
and the second procedure times the injection pump correctly cult to align. This is because the timing mark on the
to the engine. If the cylinders are not timed correctly to each starter mounting plate is near the air cleaner, on the
other, it is of no value to time the injection pump to the side of the plates that faces the flywheel. It cannot be
engine because one or two of the three cylinders would be seen when looking through the curbside door opening
out of time. The individual plungers in the injection pump unless you use a mirror.
are timed to each other by the use of spacers in the pump
plunger base. It is rare that an injection pump would change The timing mark on the starter mounting plate is a
individual cylinder timing unless it had been through some line stamped on the side of the plate facing the fly-
type of repair process, but if all other possible problems wheel. To locate the timing mark, feel the back side of
with a rough running engine have been checked, and espe- the plate .4 in. (10 mm) below the center of round
cially if the engine’s injection pump has been replaced or notch in the edge of the plate. To make it easier to
repaired recently, it may be beneficial to check individual align the timing marks, file a V-notch in the edge of
cylinder timing. Because the possibility of incorrect individ- the plate in line with the timing mark on the plate.
ual cylinder timing is so minimal, the procedure for timing Units manufactured after 3-15-89 will have this V-
the pump to the engine will be covered first. The procedure notch in the edge of the plate.
48
2. Remove the injection line from the number 1 injector 8. If the timing marks did not line up, a shim or shims
and the injection pump. Remove the delivery valve will have to be added or subtracted from the injection
holder, delivery valve and spring. Care must be taken to pump. Adding shims will retard the injection timing,
prevent dirt from entering the fuel injection system. subtracting shims will advance the timing. Increasing
Replace the delivery valve holder and delivery valve. or decreasing shim thickness by.004 in. (0.1 mm) will
3. Install a drip valve on the nozzle holder. change the timing by 1o.
4. Activate the run solenoid and the fuel pump by pushing 9. After shims have been added or subtracted, recheck the
the ON button. Make sure the Diesel-Electric switch is timing.
in the DIESEL position. Use the relay board test—see 10. When the injection pump has been correctly timed to
manual TK 41087. the engine, remove the pump and put a light coat of sil-
CAUTION: The 8S wire on the starter motor should icone gasket sealer on the shim pack and the pump, or
be disconnected. dip the new shims in lacquer thinner to activate the
sealer.
CAUTION: Loosen the injection lines on the injection
nozzles of the number 2 and 3 cylinders to prevent any 11. Reinstall the pump, and torque the nuts to 18 to 20 ft-lb
possibility of the engine firing. (24 to 27 N•m).
12. Reinstall the delivery valve and spring. Torque the

5. The engine should be close to the top dead center posi-
delivery valve holder to 30 ft-lb (41 N•m).
tion with the plunger port in the pump closed. No fuel
should flow from the drip tube. 13. Reinstall the injector lines, bleed the air from the
nozzles, and test run the engine.
6. Turn the engine backwards past the injection timing
mark until fuel flows from the drip tube.
7. Slowly rotate the engine in the direction of rotation

while watching the drip tube. When the fuel flow slows
to approximately one drip every 10 to 15 seconds,
check the timing marks. They should be lined up.
49
Timing Marks
then rotate the engine past number 2 to number 3 and

Timing Individual Cylinder Injection check number 3. Then rotate the engine past number 1 to
number 2 and check number 2.
This procedure should be used when a poor running engine
has had all possible problems checked but continues to run
badly. If the injection pump has been repaired or replaced,
the chance of individual cylinder timing problems has a
greater possibility of occurring.
To check individual cylinder timing, follow the pump tim-

ing procedure but instead of changing shims to adjust pump
timing, check the timing of number 2 and number 3 injector
to the engine after checking number 1. The cylinders should
time on their respective flywheel timing marks.
If the injection pump plungers are not correctly timed to

each other, the pump must be removed and sent to a diesel
injection equipment repair shop for calibration.
NOTE: The order of the flywheel timing marks is 1, 2, 3,

but the firing order is 1, 3, 2. This is because the engine
fires every 240o of crankshaft rotation. Therefore, when
checking individual cylinder timing check number 1 first
50
Individual Cylinder Timing and Firing Order FUEL LIMIT SCREW

The fuel limit screw is not adjustable. It is equipped with an
ADJUST ENGINE VALVE CLEARANCE
anti-tamper cap to fulfill requirements for CARB (Califor-
1. Remove the valve cover. Torque 18 mm diameter head nia Air Resources Board) emission regulations. Service
bolts prior to adjusting the valves: 26.8 ft-lb (36.3 technicians must be CARB certified to perform service on
N•m). Valve clearance should be checked after every fuel limit screw for equipment operating in California. All
2000 operating hours, maximum. It is very important other equipment can be serviced per recent service bulletins
that valves be adjusted to the correct specifications for with special tools and procedures. California service techni-
satisfactory engine operation. Insufficient valve clear- cians should see your local Thermo King dealer for recent
ance will result in compression loss and misfiring of bulletins.
cylinders resulting in burned valves and seats. Exces-
sive 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.
2. The intake valve and exhaust valve are adjusted to .0079

in. (0.20 mm) with the temperature at 70 F (21 C).
Turn the engine by using the belt on the crankshaft pul-

ley. Rotate the engine in the direction of rotation
(clockwise as viewed next to the flywheel) from the
water pump end.
CAUTION: Make sure the fuel rack is off to prevent

the engine from starting.
a. Turn the engine so number 1 cylinder is on com-

pression with piston to TDC. Both push rods
should turn freely. Adjust both valves on number 1
cylinder.
b. Revolve the crankshaft 240° to TDC mark on num-

ber 3 cylinder, and adjust both valves.
c. Turn the crankshaft 240° to align TDC mark of

number 2 cylinder, and adjust both valves.
d. BE SURE to tighten locking nut while holding the

ball head screw in position.
3. Install the valve cover making sure that the gasket in

position.
51
Engine Mounts for RD-II SR Unit

The engine mounting system contains three vibration
mounts and two snubber mounts.
Engine Mounting Components
52
RD-II Idler Assembly
Idler Assembly—Complete
AUTO START/STOP
CAUTION: The unit may start automatically and at any
time when the unit On-Off switch is in the ON position.
Units with the CYCLE-SENTRY option start automati-
cally in both CYCLE-SENTRY mode and Continuous
mode. Be sure to turn the On-Off switch OFF before
opening doors or inspecting or working on any part of the
unit.
53
Idler Assembly
c. Use a 7/8 in. crow’s foot attached to a 3/8 in.

Engine/Compressor/Jackshaft /Belt Tension/ torque wrench to turn the sprocket and obtain a
Adjustments reading of 40 in-lb (4.5 N•m) on the torque wrench
for used belts and 45 in-lb (5.0 N•m) for new belts.
1. Place the engine/compressor belt in the idler pulley.
Tighten the pulley bolt while holding the sprocket
Make sure the belt is also placed in the engine pulley
in this position. When using this procedure, the
and the compressor pulley.
pulley bolt must at first be loose enough to allow
2. Turn the sprocket with a 7/8 in. wrench to tension the the sprocket to rotate freely. If not, the reading on
belt. Tighten the pulley bolt with a 3/4 in. wrench when the torque wrench will not produce the proper belt
the belt is at the proper tension. Use one of following tension.
methods to check (or set) the belt tension.
3. Place the compressor/evaporator fan/alternator belt in
a. The belt tension should be set at a reading of 70 to the compressor pulley and check to see that it is cen-
80 on the Thermo King Belt Tension Gauge P/N tered in the slot on the left side of the idler bracket. If
204-427. not, adjust the position of the left evaporator fan pulley
on the fan shaft so the belt is centered in the slot. Adjust
b. The belt should deflect 1/2 in. (13 mm) at the cen-
the compressor/evaporator fan/alternator belt to the
ter of the longest (lower) span.
proper tension after it is centered in the slot.
54
4. Adjust the compressor/jackshaft (electric motor) belt to The compressor/jackshaft (electric motor) belt tension
the proper tension. The belt tension should be set at a should be set at a reading of 64 to 70 on the Thermo King
reading of 64 to 70 on the Thermo King Belt Tension Belt Tension Gauge P/N 204-427.
Gauge P/N 204-427. If the Thermo King Belt Tension
If the Thermo King Belt Tension Gauge is not used, the belt
Gauge is not used, the belt should deflect 1/2 in. (13
should deflect 1/2 in. (13 mm) at the center of the longest
mm) at the center of the longest span.
span.
The engine/compressor belt tension should be set at a read-
Belts should be tensioned cold and retensioned cold after 10
ing of 70 to 80 on the Thermo King Belt Tension Gauge P/
hours of running.
N 204-427.
Belt Layout
55
Compressor/Evaporator/Alternator and Alternator/ Belts should be tensioned cold and retensioned cold after 10
Evaporator Fan Belts hours of unit running.
Move the alternator upward to tighten the belts enough to
obtain 1/2 inch (13 mm) deflection at the center of the long-
est span of the Compressor/Evaporator Fan/Alternator belts,
and 1/2 inch (13 mm) deflection at the center of the span on
the Alternator/Evaporator Fan belt.
Alternator Mounting and Belt Tension Screws
56
Integral Fuel Solenoid

The fuel stop solenoid is located on the end of the fuel injec-
tion pump.
Integral Fuel Solenoid Components
57
TK 3.95 ENGINE governor linkage then moves the fuel injector rack, thus
controlling the fuel flow and placing it in the “Fuel On”
Operation of the TK 3.95 engine is controlled by the opera-
position.
tion of the fuel solenoid and the throttle (high speed) sole-
noid. The fuel solenoid consists of a spring loaded plunger Adjustments made to the throttle (high) speed solenoid
and electro-magnetic coil. When the engine is OFF, spring change governor spring tension which in turn adjust speed
tension on the plunger maintains the plunger’s “out” posi- settings.
tion. When pushed out, this causes the governor linkage to
move the injection pump rack to the “Fuel Off” position. Fuel Solenoid Diagnostic and
When the fuel solenoid is energized, current is applied to
Replacement
the coil creating an electro-magnetic field, which pulls the • Refer to the Interface Board diagnostic procedures in
plunger in. When the solenoid is in the “pulled-in” position, the Thermoguard µp-T Controller Operation and Diag-
the plunger releases tension on the governor linkage. The nosis Manual TK 41087 sections 3 and 4.
Fuel Solenoid Components
58
Engine Speed Adjustments High Speed Adjustment

1. Start the unit and let it run until the engine is warmed
Low Speed Adjustment
up.
1. Start the unit and let it run until the engine is warmed
2. Set the thermostat to make the engine run in high speed
up.
and check the engine speed. The engine speed should
2. Set the thermostat to make the engine run in low speed be 2425 ± 25 rpm.
and check the engine speed. The engine speed should
3. If the engine speed is not correct, loosen the jam nut at
be 1625 ± 25 rpm.
the end of the adjuster.
3. If the engine speed is not correct, loosen the jam nut on
4. Unbolt the adjuster from the throttle lever and turn to
the low speed adjustment screw.
adjust the engine speed. Reinstall on the throttle lever.
4. Turn the low speed adjustment screw to change the
5. Set the engine speed at 2425 ± 25 rpm and tighten the
engine speed. Turn the screw in to increase the engine
jam nut.
speed. Turn the screw out to decrease the engine speed.
5. Set the engine speed at 1625 ± 25 rpm and tighten the

jam nut.
Integral Fuel Solenoid Parts List

Part Part
Description Number Quantity
Fuel Stop Solenoid 41-1386 1
O-ring 33-2770 1
Throttle Solenoid 44-9181 1
Relay 44-9111 1
59
Refrigeration Maintenance
SYSTEM EVACUATION
V-4
Evacuation Quality
Hoses
Thermistor
Sensor
V-3
Micron Gauge
V-2
Calibration
Standard
Two Stage
Vacuum Pump V-1
Evacuation Station—TK No. 204-725
60
Refrigeration Maintenance (Rev. 04/03)
Evacuation is Important and is Critical to NOTE: The attached evacuation procedures have been
System Performance! written to be used with the Thermo King Evacuation Sys-
tem (Tool No. 204-725). However, the principles of 3-point
It has been determined through testing and system analysis evacuation and the use of a micron gauge during evacua-
that refrigeration systems which contain non-condensable tion should always be practiced.
such as nitrogen and/or air can be overcharged with refrig-
erant when charged using the sight glass method. An over- Refer to the diagram of the Thermo King evacuation station
charge of refrigerant will cause compressor damage. (Tool No. 204-725) and note the location of the valves.
Therefore, Thermo King recommends that all repairs to the Valve #1 (V-1): Is in the open position when the pump is
refrigeration system include the removal and reclamation running to evacuate the hoses and/or the unit. When V-1 is
(cleaning) of the refrigerant, followed by a thorough evacu- closed, the pump has been isolated from the hoses and/or
ation using the proper tools and procedures. (See attached the unit.
too list and evacuation procedures.) Valve #2 (V-2): Is in the open position during unit evacua-
The primary objective of evacuation is to bring the system’s tion. In the closed position, V-2 isolates the micron gauge
pressure to a low micron level to ensure the removal of and thermistor assembly from the hoses and/or the unit.
moisture and non-condensables. There are however, certain Valve #3 (V-3): Is in the open position during unit evacua-
other principles which must be observed. These are: tion. When closed, V-3 isolates the micron gauge and the
• Evacuate from 3-points to access both sides of check vacuum pump from the other evacuation hoses.
valves and solenoids. Energize solenoids during evacu- Valve #4 (V-4): Is in the open position during unit evacua-
ation to prevent trapping of refrigerant or non-condens- tion. When closed, V-4 isolates the evacuation hoses and
ables. the unit from the evacuation system.
• Always leave service valve caps on during evacuation
and do not exercise the valve stems while the unit is in
a deep vacuum. Packing glands on older valves are
prone to leak.
• Never attempt evacuation without a micron or vacuum

gauge. The micron gauge will help determine:
a. If the pump is capable of pulling a deep vacuum.
b. When the vacuum pump oil is contaminated.
c. If the vacuum hoses and valves are leak free.
d. If the unit is leak free.
e. How long you should evacuate the unit.
f. That the unit is still in a deep vacuum before any

lines are disconnected or refrigerant is added.
61
62
63
Set Up and Test of Evacuation Equipment NOTE: If the vacuum pump is okay, and there are no
leaks between V-1 and V-3, the micron gauge should
NOTE: Refer to the previous two pages for the following
show less than 500 microns. If not, locate and correct
discussion.
the problem.
1. Connect the evacuation system to a 110 V ac power
5. With the pump still operating, open valve V-3. If the
supply. Connect a gauge manifold and refrigerant sup-
micron reading does not return to a level of less than
ply to the fitting above valve V-4. Turn the micron
500 microns, locate and correct the problem before
gauge ON.
continuing.
2. Close valves V-1, V-3 and V-4. Valve V-2 is open.
6. With the vacuum pump still operating, open valve V-4.
3. Turn the vacuum pump ON. The micron level will rise momentarily. If the micron
reading does not return to a level of less than 500
4. Open valve V-1 at the pump. The micron gauge needle
microns, locate and correct the problem before continu-
will move to the left. (Refer to micron gauge scale dia-
ing.
gram—previous page.)
LEAK MOISTURE
Isolate the pump from the system by closing the Should the needle show a pressure rise but finally
proper valve. Watch the movement of the vacuum level off to practically a constant mark, this is an indi-
gauge needle. If the needle continues to rise, this is an cation that the system is vacuum tight but is still too
indication that a leak exists in the unit or the connect- wet, requiring additional dehydration and pumping
ing line. The leak must then be located and eliminated. time.
64
7. Evacuate hoses to 100 microns or lowest achievable 4. With the service valves fully back seated, turn the evac-
level below 500 microns. uation pump ON. Open valve V-1 at the pump. The
micron gauge should move to a deep vacuum.
8. Once 100 microns is reached, close valve V-1 at the
pump. Turn the vacuum pump OFF. 5. Open valve V-4. The micron reading will rise. If the
micron gauge returns to a reading of less than 500
9. Observe the micron gauge reading. The vacuum rise
microns, proceed to step 6. If the micron reading
should not exceed 1500 microns in 5 minutes.
remains high, then a leak exists at the hose fittings or
10. If the rise is above 1500 microns in 5 minutes, check all the packing glands. Locate and correct the problem
hoses and connections for leaks. Hoses with moisture before proceeding.
present will require additional evacuation time to
6. If step 5 was successful, close valve V-2 to isolate the
achieve satisfactory results.
thermistor. Open the suction, discharge and receiver
NOTE: Dirty vacuum pump oil or a defective vacuum service vales to port. Install brass and steel valve stem
pump will prevent a low micron reading. Hoses and covers (with sealing washers) on the service valves and
fittings can be isolated individually to identify leaks. tighten. The vacuum pump continues to operate.
7. After 5 minutes of evacuation, open valve V-2 to access

Unit Evacuation the thermistor and micron gauge. The micron reading
NOTE: Refer to the diagram on the next page for the fol- now reflects the unit’s pressure.
lowing discussion. 8. Evacuate the system to 500 microns or the lowest
NOTE: Do not attempt to evacuate the unit until the evac- achievable level between 500 and 1000 microns.
uation equipment has been tested and its performance has NOTE: The presence of refrigerant in the compressor
been verified. oil may prevent a low micron reading from being
1. Prepare the unit for evacuation. Recover refrigerant to 0 achieved. The oil can continue to “outgas” for long
psig (0 kPa). (New Federal Regulations may require periods of time. If the micron level appears to stall
your recovery machine to pull the system’s pressures after 1/2 hour or 45 minutes between 1000 and 1500
lower than 0 psig [0 kPa]). microns, back seat the suction service valve and
observe the micron gauge. A sharp drop in the micron
CAUTION: Do not attempt to evacuate a unit until reading (300 to 500 microns) would indicate that
you are certain that the unit is leak free. A unit with refrigerant is present in the oil or a leak exists in the
less than a full refrigerant charge should be thor- compressor area.
oughly leak checked and all leaks must be repaired.
9. When the desired micron level has been achieved (500
2. Before connecting the evacuation hoses to the unit, to 1000 microns), close valve V-1 at the pump. Turn the
close valves V-1 and V-4 on the evacuation system. pump to OFF.
Turn the micron gauge ON.
10. Observe the reading on the micron gauge after 5 min-
3. Back seat the suction, discharge and recover tank ser- utes have elapsed. The vacuum rise should not exceed
vice valves. Attach evacuation hoses to these three 2000 microns. If the vacuum level exceeds 2000
valves. (Check condition of the hose seals.) microns after 5 minutes, a leak is present or additional
evacuation time is required.
65
11. If the vacuum level is acceptable, start the pump and 3. After the liquid refrigerant is added, close the gauge
open valve V-1 to evacuate the pressure rise (5 min- manifold hand valve. Close the valve on the refrigerant
utes). supply bottle and set for vapor.
12. Close valve V-1 and stop the pump. Observe the micron 4. Back seat (close) the receiver outlet valve. Back seat
gauge to confirm that the system remains in a deep vac- the discharge service valve. Open the suction service
uum. Close valve V-4. The unit is ready to charge. valve.
5. Open the refrigerant supply valve for vapor. Open the

Unit Charging gauge manifold hand valve.
NOTE: Refer to the diagram on the next page for the fol- 6. Start and operate the unit with the thermostat set for
lowing discussion. cool. Add vapor through the suction service valve until
NOTE: Before charging, make sure that the refrigerant the correct charge is attained. Make sure that the liquid
lines from the gauge manifold to the refrigerant supply level does not rise above the sight glass. Refer to the
bottle have been evacuated or purged. unit serial plate for the correct amount of charge.
1. Back seat the suction service valve. The discharge and 7. When the correct amount of charge has been added,
receiver outlet valves remain open to port. close the gauge manifold hand valve.
2. Set the refrigerant supply bottle for liquid. Open the

gauge manifold hand valve, and charge liquid refriger-
ant until the system has the proper charge or until the
system will take no more liquid. The remainder of the
charge will be added as a vapor through the suction ser-
vice valve if more refrigerant is required.
66
67
Remove Evacuation Hoses 2. Place a thermometer (TK No. 204-135) test lead in the
box near the evaporator return air opening.
1. Run the unit in high speed cool with the receiver outlet
and discharge valves back seated. 3. Install the gauge manifold.
2. Front seat the suction service valve and allow the com- 4. Run the unit on Cool until the air in the box indicates 0 F
pressor to pump down to 3 to 5 psig (21 to 35 kPa). (-18 C). By allowing the box to leak a small amount,
Stop the unit. Remove the hose from the suction service you will be able to maintain 0 F (-18 C).
valve service port. Immediately install the cap on the
5. R-134a Systems—The discharge or head pressure
service port and tighten.
gauge should read 150 psig (1034 kPa).
3. Back seat the suction service valve.
R-404A Systems—The discharge or head pressure
4. Remove the hoses from the receiver outlet and dis- gauge should read 275 psig (1896 kPa).
charge service valves.
If the pressure is below this, it can be raised by cover-
5. Replace and tighten the service port and valve stem ing a portion of the condenser coil with a piece of card-
caps. board.
6. The unit is ready for a functional check out. 6. R-134a Systems—The compound gauge should be
indicating 0 to 2-1/2 psig (0 to 17 kPa) gauge pressure.
REFRIGERANT LEAKS R-404A Systems—The compound gauge should be
Use a reliable leak detector (e.g., electronic detector) to leak indicating 13 to 18 psig (90 to 124 kPa) gauge pressure.
test the refrigeration system. Inspect for signs of oil leakage If there is any doubt about the unit gauge, check the
which is the first sign of a leak in the refrigeration system. calibration.
NOTE: It is normal for compressor shaft seals to have a
7. Under these conditions, the ball in the receiver tank
slightly oily film.
sight glass should be floating.
REFRIGERANT CHARGE Testing the Refrigerant Charge with a Loaded Box

1. Install a gauge manifold (optional).
Testing the Refrigerant Charge with an Empty Box
If the unit has an insufficient charge of refrigerant, the evap- 2. Run the unit on the Cool cycle.
orator will be “starved” and the box temperature will rise 3. Cover at least three quarters of the condenser to drive
even though the unit is operating. The suction pressure will any excess refrigerant from the condenser into the
drop as the refrigerant charge decreases. The charge may be receiver tank.
determined by inspection of the refrigeration through the
receiver tank sight glass with the following conditions 4. As the head pressure is rising, check the receiver tank
established: sight glass. The ball should be floating. If there is no
indication of refrigerant in the receiver tank sight glass,
1. Place a test box over the evaporator. the unit is low on refrigerant.
68
NOTE: If the ball floats, there is sufficient refrigerant

in the unit for that load at that particular box temper-
ature. 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 evi-
dence of oil loss (oil leaks) or when components in the
refrigeration system have bee removed for service or
replacement.
To check compressor oil level with an ambient air

temperature above 50 F (10 C):
Install a gauge manifold on the compressor.
R-134a Systems—Operate the unit on Cool with a 10 psig

(69 kPa) minimum suction pressure and a 100 psig (689
kPa) minimum discharge pressure for 15 minutes or more.
R-404A Systems—Operate the unit on Cool with a 10 psig

(69 kPa) minimum suction pressure and 185 psig (1275 X426 Compressor
kPa) minimum discharge pressure for 15 minutes or more.
To check compressor oil level with an ambient air
After the unit has maintained the above conditions for 15 temperature below 50 F (10 C):
minutes, observe the oil level. The oil should be 1/4 to 1/2
up in the sight glass. Run the unit through a complete DEFROST CYCLE. After
completing the defrost cycle, run the unit on COOLING for
CAUTION: Oil is under pressure. See instructions for ten minutes. Observe the oil level. The oil should be 1/4 to
adding oil. 1/2 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 a jumper
wire and jump the number 12 wire at the defrost relay to
ground. Then push the manual defrost switch. Allow evapo-
rator temperature to rise to approximately 45 F (7.2 C).
Remove the jumper wire from the defrost relay.
If the box is empty, you can run the unit on the heat cycle
instead of the defrost cycle.
69
NOTE: Use refrigeration compressor oil ONLY. R-134a circuit operation and secondly by HPCO switch
and R-404A systems use a special Ester oil TK No. 203- replacement.
413.
To add oil to the compressor, pump down compressor, see

“Compressor Pump Down and Checkout.”
HIGH PRESSURE CUTOUT

The high pressure cutout is located on the compressor cylin-
der head. If the discharge pressure rises above 325 psig
(2240 kPa) on R-134a units or 450 psig (3103 kPa) on R-
404A units, the switch opens the 8 circuit, de-energizing the
fuel solenoid. To test the switch, rework a gauge manifold
per illustration.
1. Connect the gauge manifold to the compressor dis-

charge service valve with a heavy duty, black jacketed
thick wall #HCA 144 hose with a 900 psig (6204 kPa)
working pressure rating.
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
roadside condenser grille with a piece of cardboard. High Pressure Cutout Manifold
NOTE: The discharge pressure should never be

allowed to exceed a pressure of 400 psig (2758 kPa)
COMPRESSOR PUMP DOWN AND
on R-134a systems and 450 psig (3103 kPa) on R- CHECKOUT
404A systems. 1. Install a gauge manifold set on the compressor. Open
the service valves (crack the valves off of the back
4. Failure of the HPCO system to stop compressor opera-
seated position) to access system pressure.
tion should be investigated first by checking the control
NOTE: Purge air from the gauge set.
70
2. Set the thermostat well below box temperature, and run 4. Front seat discharge service valve, and equalize the
the unit in cooling mode until temperature is stabilized compressor to slightly positive. Disassemble and
(at least 5 minutes). inspect the discharge valve plates.
Compound Gauge Indicating 20 in. Vacuum
THREE-WAY VALVE CONDENSER

PRESSURE BYPASS CHECK VALVE
The condenser pressure bypass check valve is built into the
three-way valve. This check valve controls the bypass flow
of refrigerant gas between the condenser inlet line and com-
pressor discharge line.
Install Gauge Manifold The check valve is closed when the unit is running on cool,
3. Close (front seat) the suction service valve. Pump the or whenever the discharge pressure is higher than the con-
compressor down into a deep vacuum (25 in.). Stop the denser pressure.
unit. If the suction pressure does not rise above 10 psig When the unit is running on defrost or heat, if the condenser
(69 kPa) in 2 minutes, perform check procedures on the pressure is higher than the discharge pressure, the check
three-way valve and the bypass check valve. If the pres- valve opens and the condenser pressure is bled off until it
sure does not rise, go to step 4. drops to the level of the discharge pressure. The purpose of
the valve is to improve heating/defrosting ability and thee-
way valve response.
To check the operation of the valve:
1. Remove the condenser pressure bypass check valve cap

from the three-way valve.
71
2. Using a screwdriver, gently turn the check valve stem

in until the valve is front seated.
3. Install a service gauge manifold set on compressor.
4. Close (front seat) the receiver tank outlet valve.
5. Operate the unit on cooling, and pump down the low

side to 20 in. (-68 kPa) of vacuum.
6. Stop the unit. the condenser and suction pressures

should remain stable, indicating no leaks.
7. Shift the three-way valve to heat position. low side

gauge will raise slightly. High side gauge will drop to
approximately zero. Gauges will equalize.
8. Gauges will remain in this position (approximately

zero) if the three-way valve seals properly toward the
condenser and the condenser pressure bypass check
valve seals properly.
9. Back seat condenser pressure bypass check valve stem

against snap ring. Both gauges should rise indicating
the condenser pressure bypass check valve is properly
releasing condenser pressure into the discharge tube
and evaporator. Three-way Valve Condenser Pressure Bypass
Check Valve
10. Replace the cap on the condenser pressure bypass
check valve.
NOTE: Valve stem MUST be back seated during nor-

mal unit operation.
11. Open the receiver tank return outlet valve, remove the
gauges and return the unit to normal operation.
72
Refrigeration Service Operations
NOTE: It is generally good practice to replace the filter drier whenever the high side is opened or when the low side is
opened for an extended period of time. Refer to the Refrigeration Manual (TK 5715) for system cleanup after a compressor
failure or repair or replacement of basic components.
ACCUMULATOR 2. Loosen and remove the compressor/electric motor belt

from the compressor pulley.
Removal
3. Front seat the discharge and suction service valves.
1. Pump down the low side and equalize the pressure to Release remaining refrigerant pressure from the com-
slightly positive. pressor.
2. Drain the engine cooling system. Disconnect the cool- 4. Unbolt the discharge valve and the suction valves from
ant lines from the accumulator tank. the compressor.
3. Unsolder the inlet and outlet refrigerant suction lines 5. Remove the high pressure cutout switch and disconnect
from the accumulator tank. the pilot valve and compound pressure gauge (optional)
4. Unbolt and remove the accumulator from the unit. hoses.
6. Remove the compressor mounting bolts.

Installation
7. Lift the compressor out of the unit. Keep the compres-
1. Place the accumulator in the unit and tighten the
sor ports covered to prevent dust, dirt, etc., from falling
mounting bolts.
into the compressor.
2. Solder the inlet and outlet suction lines to the accumu-
NOTE: When the compressor is removed from the
lator tank.
unit, the oil level should be noted, or the oil removed
3. Pressurize the low side and test for refrigerant leaks. If from the compressor should be measured so that the
no leaks are found, evacuate the low side. same amount of oil can be added before placing the
replacement compressor in the unit.
4. Connect the coolant hoses to the accumulator tank and
refill the cooling system with 50/50 ethylene glycol/ Installation
water solution.
1. Lift the compressor into the unit and install the mount-
5. Open the refrigeration valves and place the unit in oper- ing bolts.
ation. Check refrigerant charge and compressor oil and
add as required. 2. Install the service valves using new gaskets soaked in
refrigeration oil. Install the high pressure cutout switch.
COMPRESSOR 3. Reconnect the pilot valve and compound pressure

gauge hoses.
Removal
4. Pressurize the compressor and test for refrigerant leaks.
1. Pump down the compressor and equalize the pressure
to slightly positive.
73
Refrigeration Service Operations (Rev. 04/03)
5. If no leaks are found, evacuate the compressor. 6. Recharge the unit with refrigerant and check the com-
Replace the compressor/electric motor belt and adjust pressor oil.
the tension.
7. Reinstall the front grille.
6. Back seat the suction and discharge service valves.
7. Operate the unit at least 30 minutes and then inspect the LIQUID LINE CHECK VALVE
oil level in the compressor. Add or remove oil if neces- REPLACEMENT
sary.
Removal
8. Check the refrigerant charge and add refrigerant if
1. Remove the refrigerant charge.
needed.
2. Unsolder the lines and remove the check valve.
CONDENSER/RADIATOR COIL NOTE: Disassemble valve before unsoldering.
Removal Installation
1. Remove the refrigerant charge. 1. Clean the tubes for soldering.
2. Remove the grille assembly. 2. Place the disassembled check valve in position. Arrow
3. Drain engine coolant from the expansion tank and dis- on the valve body indicates the direction of refrigerant
connect the coolant hoses from the condenser/radiator flow through the valve.
coil. 3. Solder the inlet and outlet connections. After the valve
4. Unsolder the hot gas inlet tube and liquid refrigerant cools, reassemble the valve.
line connections. 4. Pressurize the refrigeration system and test for leaks.
5. Unbolt and remove the condenser/radiator coil. 5. If no leaks are found, evacuate the system.
Installation 6. Recharge the unit with refrigerant and check the com-
pressor oil.
1. Clean the tubes for soldering.
2. Place the coil in the unit and install the mounting hard- DEHYDRATOR (FILTER-DRIER)
ware.
Removal
3. Solder the inlet line and liquid line refrigerant connec-
tions. 1. Pump down the refrigeration system and equalize the
pressure to slightly positive.
4. Pressurize the refrigeration system and test for leaks. If
no leaks are found, evacuate the system. 2. Disconnect the nuts at the end of the drier.
5. Connect the coolant hoses to the radiator and refill the 3. Loosen the mounting hardware and remove the drier.
expansion tank with 50/50 ethylene glycol/water solu-
tion.
74
Installation 4. Solder the suction line and drain pan hot gas line con-
nections to the evaporator coil.
1. Install the new drier and tighten the mounting screws
and nuts. Install new O-rings. 5. Connect the distributor to the expansion valve
assembly.
2. Install and tighten the inlet nut to the receiver tank out-
let valve line (inlet end of drier is labeled “IN”). Hold 6. Connect the air switch hoses and install the high tem-
the drier with a back-up wrench on the hex behind the perature cutout switch and electric heaters (Model 50).
flare fitting.
7. Pressurize the low side and test for leaks. If no leaks are
3. Release a small amount of refrigerant to purge the air found, evacuate the unit.
through the drier. Then tighten outlet nut on the dehy-
8. Open the refrigeration valves and place the unit in oper-
drator to the evaporator line.
ation. Install the refrigerant charge and compressor oil
4. Pressurize the system and inspect for leaks. If no leaks and add as required.
are found, open the refrigeration valves and place the
unit in operation. EXPANSION VALVE ASSEMBLY
EVAPORATOR COIL Removal

1. Pump down the low side and equalize pressure to
Removal
slightly positive.
2. Remove the feeler bulb from the suction line clamp.
2. Remove the evaporator top panel. Note the position of the feeler bulb on the suction line.
3. Disconnect the expansion valve from the distributor. 3. Unsolder the equalizer line from the expansion valve.
Disconnect the air switch hoses.
4. Unsolder the inlet liquid line and the distributor from
4. Unsolder the suction line and drain pan hot gas line the expansion valve.
from the evaporator coil.
5. Remove the expansion valve mounting bolt and remove
5. Disconnect the electric heaters and high temperature the expansion valve from the unit.
cutout switch on Model 50 units.
Installation
6. Remove the mounting bolts and slide the coil from the
evaporator housing. 1. Install and bolt the expansion valve assembly in the
unit.
Installation
2. Solder (95-5 Solder) the inlet liquid line and the distrib-
1. Place the evaporator coil in the housing. utor to the expansion valve.
2. Install the mounting bolts and tighten. 3. Solder (95-5 Solder) the equalizer line to the expansion
valve.
75
4. Clean the suction line to a bright polished condition. 4. Clean the screen and reinstall.
Install the feeler bulb clamps and the feeler bulb on the
NOTE: Outlet screen points toward the distributor.
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.
5. Pressurize the low side and test for leaks. If no leaks are
found, evacuate the low side.
RD-II SR Expansion Valve

Location of Expansion Valve Bulb
HEAT EXCHANGER
Removal
2. Remove the evaporator top cover.
3. Remove the mounting bolts that hold the heat

exchanger on the bulkhead.
Completely Wrap Bulb with Tape 4. Disconnect the equalizer line from the suction line.
6. Open the refrigeration valves and place the unit in oper- 5. Disconnect liquid outlet line flare nut from the expan-
ation. sion valve.
7. Test the unit to see that the expansion valve is properly 6. Note the position of the feeler bulb on the side of the
installed. suction line. Remove the expansion valve feeler bulb
from the suction tube.
Cleaning In-line Screen
7. Unsolder the suction line at the evaporator coil end.
1. Perform a low side pump down; bleed pressure back to
1 psig (7 kPa). 8. Unsolder the remaining outlet suction line and inlet
liquid line connections from the condenser side of the
2. Remove the liquid line fitting. bulkhead. Remove putty from around the lines before
3. A small tool with a slight hook may be needed to pull unsoldering the connections.
screen from the expansion valve. 9. Lift the heat exchanger assembly out of the evaporator
housing.
76
Installation 3. Disconnect the wires and remove the high pressure cut-
out switch from the compressor cylinder head.
2. Place the heat exchanger assembly in the evaporator Installation

housing and install the mounting hardware loosely.
1. Apply a refrigerant locktite to the threads of the high
3. Solder liquid inlet and suction outlet line connections pressure cutout switch.
on the condenser side of the bulkhead. Seal openings
2. Install and tighten high pressure cutout switch and
through bulkhead with putty when refrigerant lines
reconnect the wires.
have cooled off.
3. Pressurize the refrigeration system and test for leaks.
4. Tighten the heat exchanger mounting hardware
securely. 4. If no leaks are found, open the refrigeration valve and
place the unit in operation.
5. Solder suction line connection to the evaporator coil.
6. Connect the equalizer line flare fitting to the suction HIGH PRESSURE RELIEF VALVE
line and liquid outlet line flare fitting to the expansion
valve. Removal
7. Pressurize the low side and test for leaks. If no leaks are 1. Remove the refrigerant charge.
found, evacuate the unit. 2. Unscrew and remove the high pressure relief valve.
8. Clean the suction tube to a bright polished condition.
Install the feeler bulb clamps and feeler bulb on the side Installation
of the suction line in its former position. The feeler 1. Apply a refrigerant locktite to the threads of the high
bulb must make good contact with the suction line or pressure relief valve.
operation will be faulty. Wrap with insulating tape.
2. Install and tighten the high pressure relief valve.
3. Pressurize the refrigeration system and test for leaks.
ation. Install refrigerant charge.
If no leaks are found, evacuate the system.
10. Test the unit to see that the expansion valve is properly
4. Recharge the unit with refrigerant and check the com-
installed.
pressor oil.
HIGH PRESSURE CUTOUT SWITCH

PILOT SOLENOID
Removal
Removal
1. Pump down the compressor and equalize pressure to
slightly positive.
slightly positive.
Release remaining pressure from the discharge service
valve.
77
2. Disconnect the lines to the solenoid and immediately RECEIVER TANK

cap to prevent moisture and air from entering the
system. Removal
NOTE: The lines from the three-way valve to the pilot 1. Remove the refrigerant charge.
solenoid will leak refrigerant at a high velocity and 2. Unsolder the condenser check valve tube and bypass
should be capped. check valve tube from the receiver tank.
3. Disconnect the electrical wires and remove the pilot 3. Unsolder the filter drier line from the receiver tank out-
solenoid. let tube.
Installation 4. Unbolt the mounting brackets and remove the receiver

tank from the unit.
1. Replace the pilot solenoid in the unit.
2. Remove the caps from the lines and connect lines to the Installation
pilot solenoid. Connect line from the three-way valve 1. Place the receiver tank in the unit and install the mount-
first. Connect wires to the valve. ing bolts and nuts loosely. Position the receiver tank so
3. Open the refrigeration valves and place the unit in oper- the sight glass is clearly visible and the outlet tube lines
ation. up.
4. Check for leaks. 2. Solder the condenser check valve tube and bypass
check valve tube to the receiver tank.
PRESSURE REGULATOR VALVE 3. Solder the filter drier line to the receiver tank outlet
valve.
Removal
4. Tighten the receiver tank mounting hardware securely.
slightly positive. 5. Pressurize the refrigeration system and check for leaks.
If no leaks are found, evacuate the system.
2. Release remaining pressure and unsolder pressure regu-
lator valve from the accumulator tank and suction tube. 6. Recharge the unit with refrigerant.
Installation THREE-WAY VALVE CONDENSER

1. Clean the tubes for soldering. PRESSURE BYPASS CHECK VALVE
REPAIR
2. Place the valve in position and solder connections.
3. Pressurize the low side and check for leaks. Removal
4. If no leaks are found, evacuate the low side. 1. Remove the refrigerant charge.
5. Open the refrigeration valves, and place the unit in 2. Unscrew the condenser pressure bypass check valve
operation. Check the refrigerant charge and add refrig- cap from the check valve.
erant as required.
78
3. Remove the snap ring. 4. Screw the check valve stem into the three-way valve
until the snap ring can be installed.
4. Unscrew the check valve stem by using a screwdriver
in the slot provided. 5. Install the snap ring.
NOTE: Spring and valve are held in by the stem. 6. Unscrew (back seat) the check valve stem against the
While removing the stem, use care so the spring and snap ring.
valve are not lost.
NOTE: Valve stem must be back seated during nor-
mal unit operation.
7. Coat sealing area in cap with compressor oil (use same

type of oil that is used in the system), install and tighten
the cap on the three-way valve.
8. Pressurize the refrigeration system and test for leaks. If

no leaks are found, evacuate the system.
9. Recharge the unit.

5. Remove the spring and Teflon valve.
THREE-WAY VALVE REPAIR
6. Inspect the check valve seat in the three-way valve.
NOTE: The three-way valve can be repaired in the unit if
7. If replacement parts are needed, a 60-163 kit must be
leakage or damage to the Teflon seals should occur.
used which includes the Teflon valve, spring, O-ring,
valve stem and snap ring. Removal
Installation 1. Remove the refrigerant charge.
1. Coat the O-ring with compressor oil (use same type of 2. Clean the exterior surface of the valve.
oil that is used in the system) and install it on the check
3. Remove the 1/4 in. copper line from the three-way
valve stem.
valve to the pilot solenoid.
2. Insert the spring into the hole in the check valve stem
4. Loosen the four 1/4 in. Allen head screws (DO NOT
and then install the Teflon check valve on the other end
REMOVE); use tool # 204-424 to break the gasket at
of the spring with the hole in the valve towards the
each side of the center section.
spring.
CAUTION: Do not force the tool into the brass or
3. Coat the entire assembly with compressor oil and
against the bolts.
install the assembly into the check valve seat in the
three-way valve. 5. Unsolder the condenser line from the condenser.
CAUTION: The Teflon valve must be inserted with 6. Remove the 4 bolts from the valve.
the flat side against the valve seat to ensure proper
7. Remove the top cap and spring.
sealing.
79
8. Remove the spring clip. Observe the slot in the spool 5. Install the piston on the stem and attach with spring
shaft and slide piston away from this slot. clip.
9. Remove the piston. NOTE: The Teflon seal will stretch when it is
installed. To prevent this from becoming permanent
10. Remove the center section and stem assembly.
(and possibly malfunction), the top cap must be
11. Inspect the following parts for wear and damage: installed immediately.
a. Bottom cap sealing and support areas. 6. Install the spring and top cap.
b. Center section, sealing surface. 7. Line up the passageways in the cap and body. Failure to
line up the holes will result in improper operation of the
c. Top cap, sealing and support surface.
valve.
The following parts will be discarded:
8. Install bolts and tighten in rotating sequence.
d. Stem assembly.
9. Solder condenser line to the condenser inlet.
e. All gaskets.
10. Install pilot solenoid line and pressurize system with
f. Teflon seal and O-ring. refrigerant to check for leaks.
12. Remove the screen. 11. If there are no leaks, evacuate the system and recharge
with refrigerant.
NOTE: The valve body cannot be reconditioned. Seat posi-
tions change and improper sealing will result. 12. Run the unit to check for proper three-way valve opera-
tion.
Installation
NOTE: Three-way valve kit No. 156 is used to repair
three-way valves.
After cleaning and inspecting all parts, reassemble the

valve. Clean solder off the condenser line and condenser
head with sandpaper and tubing brush.
1. Install the screen into the bottom cap.
2. Install new stem into the center section.
3. Install new gaskets on both sides of the valve body. Dip

gaskets in compressor oil (use same type of oil that is
used in the system) before installing.
4. Install a new O-ring on the piston, then place the Teflon

seal over the O-ring.
80
R-134a and R-404A

The refrigeration industry has introduced two new refriger-
ants called R-134a and R-404A. Both refrigerations are
classified as a Hydrofluorocarbon (H.F.C.) because they
contain hydrogen fluorine and carbon. They do not contain
chlorine. R-134a was developed as a replacement for R-12
and R-404A was developed as a replacement for R-502.
Both R-12 and R-502 contain chlorine that presents a haz-
ard to the environment.
The pressure temperature relationship of R-134a is similar

to that of R-12 and the pressure temperature relationship of
R-404A is similar to that of R-502. The capacities of these
new refrigerants are similar for box temperatures above 0 F
(-18 C). At temperatures below 0 F (-18 C), H.F.C. refriger-
ant capacities are slightly less than CFC refrigerants.
Unit Identification
Units charged with R-134a and R-404A are identified by the
following methods:
1. HFC-134a or HFC-404A will be stamped on the unit’s

serial plate.
2. “HFC” may be incorporated in the model designation

on the sides of the unit such as “RD-II HFC”.
3. Decals will be applied to unit as shown below:
Availability
Refrigerants 134a and 404A are available from wholesalers.
The price will depend upon the quantity purchased. Thirty
(30), 50 and 125 containers are available. When purchasing
R-134a in 30 pound or 50 pound containers, specify indus-
trial containers with 1/4 inch flare fittings to receiver con-
tainers with 1/4 inch flare fittings for use with Thermo King
truck unit applications.
Three-way Valve Assembly
81
NOTE: R-134a in disposable containers for automotive EQUIPMENT RECOMMENDATIONS FOR

applications is supplied in 30 pound and 50 pound con- USE WITH R-134a AND R-404A
tainers with Acme threads. See Warranty Bulletin 124 for
specifics. Dedicated Equipment
CAUTION: Equipment that has been used with other
Leak Detection
refrigerants MUST NOT be used with R-134a and R-404A
Leaks can be detected by a Halogen leak detector such as refrigerants. Mixing R-134a and R-404A with other
the G.E. H10G (TK No. 204-712) or portable leak detector refrigerants will cause contamination of the refrigerant.
(TK No. 204-854). See Truck and Trailer Service Bulletin Using contaminated refrigerant will cause system failure.
T&T 048 for additional details.
Vacuum Pumps
Compressor Oil
When evacuating, a two stage three or five CFM pump is
As of January 1, 1993, Thermo King Corporation has cho- recommended. It is also recommended that dry nitrogen be
sen to use a compressor oil called Polyol Ester (POE)—also used first. Ideally, a new vacuum pump should be used and
called ester based oil. POE oil is compatible with R-134a dedicated for use with R-134a or R-404A systems because
and R-404A and can be used in low temperature applica- residual refrigerants may remain in used vacuum pumps.
tions. This oil is available from service parts TK No. 203-
413. Pumps used with other Thermo King refrigerants may be
used but extreme care should be taken to prevent contami-
Compressors Shipped with R-134a nation of R-134a or R-404A systems with other refrigerants.
The RD-II SR compressors are Thermo King compressors The Thermo King Evacuation Station is recommended. This
and are charged with Polyol Ester oil (POE) (TK No. 203- station is available from service parts under part number
413). All gauge fittings are 1/4 inch fittings. 204-725. See Truck and Trailer Service Bulletin T&T 061
for additional details.
CAUTION: POLYOL ESTER (POE) IS THE ONLY OIL
FOR USE WITH THERMO KING UNITS USING R- Use only recommended vacuum pump oils and change oil
134a AND R-404A. IT SHOULD NOT BE ADDED TO after every major evacuation. Vacuum pump oils are highly
STANDARD THERMO KING UNITS, NOR SHOULD refined and the use of contaminated oils will prevent the
THE STANDARD OR SYNTHETIC OIL BE ADDED TO desired vacuum from being obtained. Failure to follow these
SYSTEMS CONTAINING R-134a AND R-404A. COM- recommendations may result in conditions that will destroy
BINING THE TWO OILS COULD RESULT IN DAM- the vacuum pump.
AGE TO THE SYSTEM.
Gauge Manifold Sets
Because Polyol Ester has an affinity for moisture, it must be
kept in capped containers. In addition, it should be added as Gauge manifold sets that show the correct pressure-temper-
ature relationship should be used. Gauge manifolds and
the last step in system repair. Rubber gloves are recom-
manifold hoses used with other Thermo King refrigerants
mended when handling Polyol Ester because it may cause
skin irritation. maybe used but extreme care should be taken to prevent
contamination of the R-134a and R-404A systems with
other refrigerants. Purge manifold and hoses with dry nitro-
82
gen before using. NEVER USE EQUIPMENT THAT MAY

BE CONTAMINATED WITH AUTOMOTIVE TYPE
POLYALKYLENE GLYCOL (PAG) OILS.
System Clean-up
Existing clean up devices such as suction line filters and
compressor oil filters may be used if they are thoroughly
cleaned and new filter elements are installed. All standard
compressor oils must be removed from clean-up devices to
prevent contamination of R-134a and R-404A systems.
Dangerous contamination will result if other refrigerants or
standard oils are introduced to R-134a or R-404A systems.
NOTE: For additional information on parts and supplies,

consult your local Thermo King dealer and Thermo King
Tool Catalog TK No. 5955.
Refrigerant Recovery
Present systems can be adapted to the recovery of R-134a
and R-404A but should be dedicated to the recovery of
these refrigerants. Consult the manufacturer of your recov-
ery equipment for details.
83
Compressor Oil Filter
Oil Filter Maintenance

X426 compressors using R-134a and R-404A are equipped
with a bypass oil filter. To ensure the system stays clean, the
oil filter and filter-drier MUST be changed every two (2)
years or whenever a major service procedure has been per-
formed.
84
Refrigerant Recovery System—THE • Is equipped with a low pressure shutoff switch which
COLLECTOR automatically stops the recovery process once the sys-
tem exceeds a 10 in. Hg. vacuum.
Thermo King now has available a refrigerant recovery sys-
tem known as The Collector (TK No. 204-884). This new • Uses an automatic precooling technology to keep the
unit quickly and easily recovers a variety of refrigerants recovery tank temperatures and pressures low, allowing
from refrigeration and air conditioning systems containing for rapid recovery rates.
up to 200 lbs. of refrigerant. Not only is the Collector easy The Collector can recover R-12, R-22, R-500, R-502, R-507,
to use and reliable, it meets and exceeds government regula- R-134a, R-404A and R-401B refrigerants. It is not necessary
tions, and the Collector is automatic. to dedicate one unit to each separate class of refrigerant.
• It automatically switches from liquid recovery to vapor Using a simple purging system allows the Collector to be
recovery. switched from one unit to the next in just minutes.
• Recovers both liquid and vapor refrigerant from the Contact Thermo King Corporation at 612-887-2288 to
system through the same hose connections. determine compatibility of other or new refrigerants not
listed above.
The COLLECTOR
85
THROTTLING VALVE
Removal
slightly positive.

Release remaining pressure.
3. Remove the suction valve and line from compound

gauge.
4. Unbolt and remove the throttling valve from the unit.
Repair
DISASSEMBLY
1. Remove the piston end cap (round end).

7. Remove bellows (discard).
2. Remove the cotter pin from the castle nut and remove
the nut. 8. Inspect all the parts (replace if excess wear is found).
3. Remove the spring and piston. a. Piston and cap for wear (scuff marks)
4. Loosen all the bolts on bellows end cap. b. Body for stripped threads
CAUTION: This end cap is under slight spring pres- c. Bellows end cap for damage in pilot hole
sure.
NOTE: Bellows is normally replaced.
5. Break the gasket free and remove the end cap.
9. Clean the parts to be reused.
6. Note the number of shims next to the cap. These can be
reused.
86
Installation
1. Install the throttling valve using new O-ring soaked in
compressor oil (same type of oil that is used in the sys-
tem). 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.

ation.
REASSEMBLY
1. Install new bellows with O-ring into the housing.
2. Center the spring on bellows shoulder.
3. Oil the gasket, 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.
7. Oil the gasket and install the end cap.
8. Throttling valve will have to be recalibrated on operat-

ing unit. (Refer to Specification chapter for setting.)
9. Adjust by adding or removing shims under the spring.
87
1. SCREW — plate 10. TEE

2. FLATWASHER 11. GASKET — piston housing
3. PLATE — bellows end 12. PISTON
4. GASKET — end plate 13. SPRING — piston
5. WASHER — adjusting 14. NUT — adjusting
6. SPRING — bellows 15. PIN — cotter
7. BELLOWS & SHAFT — assembly 16. HOUSING — piston
8. O-RING 17. O-RING — valve to compressor
9. HOUSING
Throttling Valve
88
Hilliard Clutch Maintenance
Clutch Assembly
89
Hilliard Clutch Maintenance (Rev. 04/03)
CLUTCH MAINTENANCE
Inspect the clutch every 1000 hours of operation or yearly,
whichever occurs first. Remove the clutch, clean the shoes
and drum, regrease bearings or replace if they are worn.
Inspect shoe anchor bushings, shoe lining and springs for
wear and replace if necessary.
Tools Required
1. Snap Ring Pliers
2. Torque Wrench
3. 7/32 in. Allen Wrench Housing Removal
4. 1/2 in. Impact Tool 4. Remove the nuts from six 1/4-28 link screws.
5. Rubber or Plastic Hammer 5. Remove the springs and bushings from the shoes.
6. 7/16 in. Socket or Nut Driver 6. Press the bearings out of the hub.
7. Arbor Press with Various Sized Arbors NOTE: Bearing and spacer should press out together.
8. Ratchet (Optional)
Grease
Mobil #28 (Synthetic) TK P/N 203-394
Clutch Disassembly
1. Remove retaining ring from hub bore.
2. Remove the 3/8-16 flat head cap screw and washer.
NOTE: This screw was installed using Loctite #680

and will require the use of an impact tool for removal.
NOTE: A small amount of heat (Acetylene or propane

torch with small heating tip) applied to the cap screw Bearing Removal
head may be required to help loosen the screw.
Clutch Assembly
3. Remove housing from hub by supporting hub (in a min-
1. Pack both bearings with Mobil 28 grease.
imum of three places) in spoke area, and pressing on
housing shaft. 2. Press bearing into hub bore.
NOTE: Be sure seal side is down.
90
3. Install spacers and fill cavity with Mobil 28 grease (TK

No. 203-394).
4. Press second bearing in—seal side up.
5. Place Elatomer bushing and metal bushings in shoes

and hub.
6. Position shoes in a circle on a flat surface and install

springs on shoes.
7. Position shoes on hub.
8. Install 1/4 x 1-3/4 in. screws through links, then slide

through bushings in shoes and hub.
NOTE: Threaded end of screws should be on flange

side of hub. See drawing for correct position.
Bearing Race Insertion
9. Install remaining links and 1/4-28 locknuts, torquing
them to 85 to 90 in-lb (9.9 to 10.5 N•m). 11. Apply Loctite #680 to 3/8-16x1 screw and install
through washer into housing shaft. The housing and
NOTE: Shoes must be held tightly against hub while hub will be drawn together to the proper relative posi-
nuts are tightened. tion as the screw is tightened. Tighten the screw to 215
to 220 in-lb (24 to 25 N•m).
10. Place hub into housing.
NOTE: If bearings do not slide easily onto the hous-

ing shaft, use an arbor against the inner bearing race
and press unit together.
91
12. Install retaining ring.
Clutch Torque Values
92
Structural Maintenance
UNIT AND ENGINE MOUNTING BOLTS CONDENSER COIL

Periodically check and tighten all unit and engine mounting Clean the condenser coil during scheduled maintenance
bolts. Torque the unit mounting bolts to 60 ft-lb inspections by blowing compressed air from the back side
(81.3 N•m). Torque the engine mounting bolts to 50 ft-lb of the coil out toward the front of the unit (direction oppo-
(68 N•m). site normal air flow). Inspect the coil and fins for damage
and repair if necessary.
FAN LOCATION
When mounting the fan and hub assembly on the fanshaft,
position the assembly in the orifice with 30 to 35 percent of
the blade width to the air discharge side for proper fan per-
formance.
Check Bolts For Tightness
UNIT INSPECTION
Inspect the unit during unit pre-trip inspection and sched-
uled 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.
EVAPORATOR COIL
Clean the evaporator coil during scheduled maintenance
inspections by blowing compressed air opposite normal air
flow. Inspect the coil and fins for damage and repair if nec-
essary. Fan Blade Position in Orifice
CAUTION: Air pressure should not be high enough to
damage coil fins.
93
Structural Maintenance (Rev. 04/03)
DEFROST DAMPER 2. If the damper blade does not seal evenly along full
width of blade:
Check the damper during scheduled maintenance inspec-
tions for shaft wear, end play and sealing against air flow. a. Loosen the damper bearing blocks.
Position the damper so that the air flow is stopped top and b. Manually close the damper so the blade makes
bottom with the solenoid plunger bottomed. contact at the top and bottom of the funnel, the full
width of the blade.
1. If the damper does not close completely:
c. Retighten damper bearing blocks.
a. Energize damper solenoid by placing a jumper
wire from 12 Vdc to No. 29 wire in the evaporator d. Lube bearing block and shaft with low temperature
harness. grease TK No. 203-386.
b. If damper blade closes, proceed to step 2. If not,

proceed to step 1.c.
c. Remove the jumper wire, loosen the evaporator

outlet adjustment angle and move so when ener-
gized, the damper will close.
d. Retighten the adjustment angle and repeat steps a.

and b.
Defrost Damper Adjustment
94
Jackshaft Assembly
7. Use a bearing splitter or similar tool to remove the

bearing cones from the shaft.
JACKSHAFT ASSEMBLY
8. Clean all parts in clean solvent and then examine the
Model 30 units are not equipped with an electric motor. The
bearing cups and cones for damage.
electric motor is replaced by a jackshaft. The jackshaft
assembly oil level plug should be removed, and the oil level
Reassembly
checked every 1000 operating hours. Check the jackshaft
during the pre-trip inspection for oil leakage. If there is any 1. Coat the outer edges of the oil seals with a gasket seal-
sign of leakage, remove the jackshaft assembly. ant.
2. Using a suitable tool, install the seals in the end caps.

Disassembly
Fill the space between the seal lips with grease.
1. Remove jackshaft assembly from the unit and remove
3. Install oil level plug end of the shaft. Torque the bolts to
the pulleys.
10 ft-lb (13.6 N•m).
2. Remove the level and fill plugs and drain oil reservoir.
3. Remove the end cap from fill plug end of the jackshaft
assembly.
NOTE: There are shims between the end cap and the
housing. These should be saved for possible reuse
during reassembly.
4. Remove the shaft and bearings.

Jackshaft Assembly
5. Remove the end cap from level plug end of assembly.
4. Place the shaft into housing and install the remaining
6. Use a punch and hammer to remove the seals and bear- end cap, O-ring and shims on housing. Torque the bolts
ing cups from end caps. to 10 ft-lb (13.6 N•m).
95
5. Check end play with a dial indicator. Add or remove 2. After draining the oil from the housing, remove the
shims until end play is between .001 to .005 in. (0.025 four retaining bolts from the bearing retainer cap.
to 0.127 mm).
6. Fill oil reservoir with 3.5 ozs (104 ml) P/N 203-278
special shaft oil.
FANSHAFT ASSEMBLY
The unit is equipped with a one-piece fanshaft assembly
that contains tapered roller bearings in a sealed oil reservoir.
This 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 pre-trip inspection for oil
leakage. If there is any sign of leakage, the fanshaft assem- Removing Shaft
bly should be removed and repaired.
3. To remove the shaft from the assembly, tap the opposite
NOTE: The fanshaft assembly requires a special lubri- end of the shaft with a soft hammer. After the shaft has
cant, TK P/N 203-278. been removed, clean all parts in clean solvent.
Fanshaft Assembly Overhaul
Disassembly
1. Remove the fanshaft assembly from the unit. Remove
both oil plugs and drain the oil from the housing.
Removing Oil Seal
4. Using a punch, remove the oil seal from the evaporator

end of the assembly. With the seal removed, clean the
housing in solvent.
5. Check the condition of the vent. If it is loose or dam-

aged, it must be repaired or replaced.
Removing Bearing Retainer Bolts
96
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.
Installing Bearings
2. When replacing the bearing race on the evaporator end

Removing Roll Pin
of the assembly, the splash guard will come out with the
8. With the roll pin removed, place a pipe over the shaft race. Reinstall the splash guard after replacing the bear-
and drive one bearing down until the opposite bearing ing race.
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 Splash Guard
3. Install a new oil seal after replacing the bearing race

and splash guard.
97
Torquing Retainer Plate Bolts
7. Lock the assembly in a vise and set up a dial indicator

Installing Oil Seal to read the end play. To measure the end play, rotate the
shaft while pushing in one direction, and set the dial
4. Place the shaft in the housing. Install a new seal in the
indicator to 0. Now rotate the shaft and pull in the
retainer cap. Use the original shims and replace the O-
opposite direction while reading the dial indicator. The
ring if necessary.
end play should be .001 to .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:
.020 in. (0.500 mm) P/N 99-4231
.007 in. (0.177 mm) P/N 99-2902
.005 in. (0.127 mm) P/N 99-2901

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).
98
Checking End Play
8. After the correct end play is obtained, add grease for 1. Oil Plug Screw with O-ring
the bearings.
2. Housing
NOTE: Use ONLY Thermo King special fanshaft 3. Breather Vent
grease (P/N 203-278) in this assembly. 4. Oil Seal
Lock the assembly in a vise with the vent facing up. 5. Shaft
Pour grease through the top plug until it runs out of the 6. Sleeve
side hole. The assembly holds 2.2 oz. (65 ml). Check 7. Pin
the condition of the O-ring used on the plugs and 8. Screw with Flatwasher and Lockwasher
replace if necessary. Install top and side plugs. Clean
9. Cap and Shims
up any spillage.
10. O-ring
9. Place the assembly on the workbench with the vent up. 11. Roller Bearing
Rotate the shaft by hand. The shaft should be free 12. Splash Guard Tube
enough to rotate without having to hold the housing.
Fan Shaft Assembly
CAUTION: When installing the fanshaft assembly,
make sure that the vent is mounted facing up.
99
RD-II SR IDLER PULLEY SEAL Installation Procedure

INSTALLATION To perform a seal change the following procedure is recom-
NOTE: RD-II SR Idler Pulleys use seal assembly P/N 33- mended:
1924. The retaining snap rings are deleted and to prevent 1. Remove idler pulley from the unit.
pressure build-up in the pulley assembly, the seals are
installed with the seal lip facing outward. See diagram 2. Remove the two seals and the retaining snap ring (DIS-
below. CARD OLD SEALS AND SNAP RINGS).
100
3. Pack bearings with TK P/N 203-386 synthetic grease.
4. Install seal assembly P/N 33-1924 with seal lip facing

outward. Press pulley side seal until it bottoms on
pulley shoulder. Press the opposite seal until it is flush
with the pulley edge.
5. Install snap ring.
6. Install bearing seal and “O” in the pulley assembly.
7. Reinstall the pulley assembly back into the unit.
101
Mechanical Diagnosis
CONDITION POSSIBLE CAUSE REMEDY

Unit switch ON—nothing happens Dead battery Recharge or replace battery
Remote switch off (optional) Turn on
Circuit breaker open Replace or reset
Corroded battery connections Clean and tighten
Fusible link blown Check for shorted main harness and
replace fusible link
Unit switch ON—indicator lights Battery low Replace or recharge battery
come on but engine does not
Circuit breaker open Turn OFF unit for 10 seconds
crank
Starter solenoid defective Repair or replace
Starter relay defective Replace relay
Corroded battery connections Clean and tighten
Starter clutch defective Replace
Starter defective Repair or replace
Starter switch defective Replace
Engine cranks but FAILS to start Misadjusted fuel solenoid linkage Adjust
Fuel solenoid defective Replace solenoid
No fuel or wrong fuel in tank Fill fuel tank. After filling a
completely empty tank, first bleed
fuel system.
Engine too cold Use winter preheat procedure
Glow plugs defective Replace glow plugs
Air in fuel system Bleed fuel system. During this
operation, it can also be determined
if the fuel lines are tight and filters
clean.
Speed/run relay malfunction Check relay or unit thermostat
Insufficient compression Measure compression pressure. If
necessary, grind valves or replace
piston
102
Mechanical Diagnosis (Rev. 04/03)

Engine cranks but FAILS to start Electric fuel pump not operating Check pump for running and 8 to 10
(continued) psig (55 to 69 kPa). Repair or
replace fuel pump
Injection pump incorrectly timed Adjust timing
Faulty injeciton nozzle(s) Repair injection nozzle or replace it
Faulty injection pump Have pump repaired
Engine stops after starting Air in injection pump Bleed fuel system
Fuel filter obstructed Replace filter element
High water temperature coolant Add coolant. Check for leaks
Low oil pressure Add oil. Check for leaks
Vent of fuel tank obstructed Remove obstruction
Electric fuel pump not operating Check pump for running and 8 to 10
psig (55 to 69 kPa). Repair or
replace fuel pump
Dry air cleaner (optional) plugged Change filter element
Fuel solenoid not energized Check run circuit
High refrigerant pressure Locate and correct cause
Engine does not reach full power Air or dirt in fuel system Adjust
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
pump
Fuel filter blocked Install new filter
Electric fuel pump filter dirty Clean and replace diesel filter
Delivery of fuel pump insufficient Repair or replace pump
Cylinder head gasket leaking Replace gasket
Piston rings worn, stuck or broken Replace rings
Cylinder worn Replace or bore
103

Engine does not reach full power Leaking injection nozzle or irregular Clean and repair nozzle
(continued) injection caused by fouling
Insufficient compression pressure Check cylinder with compression
due to faulty piston or valves tester. if necessary, grind valves or
replace piston
Air filter clogged Clean air filter
Fuel tank vent clogged Unclog vent
Injection rate too low Adjust pump discharge rate
Insufficient injection pressure Readjust or replace nozzle
Pump injects too early or too late Adjust injection pump timing
Air in fuel system Bleed fuel system
Air is drawn into fuel pump Check all fuel lines and fittings
Loose governor assembly Check and repair governor
assembly
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
Oil being drawn in Check oil level in oil bath air filter
Injection pump too timed Check timing of injection pump
Excessive load Check drive system and engine oil
pressure
104

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
Faulty temperature gauge Replace gauge
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 gauge Check oil line to oil pressure gauge
to see if it is blocked. Check oil
pressure gauge. Replace if
necessary
105

Oil pressure too low or drops Worn oil pump, camshaft, main or Repair engine
suddenly (continued) 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 Refer to 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
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
106
Electric Standby (Optional) Diagnosis

Unit switch ON—indicator lights Battery discharged Charge or replace battery
do not come on Circuit breaker open Reset alarm code
Electric motor reset switch tripping Check for short circuit in unit wiring
(high voltage)
Fuse link blown Replace fuse link
Dirty battery terminals Clean and retighten terminals
Unit switch ON—indicator lights No standby power Provide power to unit; check power
come on but electric motor does at:
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
Defective motor contactor Repair or replace motor contactor
Defective low oil pressure sensor Replace low oil pressure sensor
Overload relay tripping Check for shorted motor windings or
wires
Defective motor Replace motor
Batteries discharged Charge ore replace batteries
Electric motor hums but does not Locked rotor (overload relay will Remove interference
run open after a period of time)
Locked compressor Repair compressor
Defective clutch on engine (locked Repair or replace clutch
up)
Low line voltage or no voltage on Bring voltage up to within 10% of
one leg motor rating
107
Electric Standby (Optional) Diagnosis (Rev. 04/03)

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
Electric heaters do not heat— Defective heater contactor Replace contactor
(optional) indicator lights come HC wire open Locate open and repair
on
Battery is not recharging Loose connections in electrical Check all electrical connections and
system charging system
Worn brushes in alternator Replace brushes
Voltage regulator faulty Repair or repalce regulator
Battery defective Replace battery
Alternator defective Repair or replace alternator
Loose belt Tighten belt
Dirty battery terminals Clean and retighten
Alternator relay defective Replace relay
Fuse F309 open Replace fuse
108
Refrigeration Diagnosis
Rapid cycling between cool and heat
Unit cools in heat and defrost cycle
Unable to hold vacuum in low side

Unable to pull vacuum in low side
Unit heats in refrigeration cycle
Unable to pump down system
Unit not heating or defrosting

Receiver sight glass empty
Unit operating in a vacuum
SYMPTOM
Suction line frosting back
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
109
Refrigeration Diagnosis (Rev. 04/03)
Rapid cycling between cool and heat
Unit cools in heat and defrost cycle
Unable to hold vacuum in low side

Unable to pull vacuum in low side
Unit heats in refrigeration cycle
Unable to pump down system
Unit not heating or defrosting

Receiver sight glass empty
Unit operating in a vacuum
SYMPTOM
Suction line frosting back
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
• • • 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
• • • • Restricted line on the high side
• • • • Restricted drier
• Evaporator shutter open
• • • Evaporator shutter stuck closed
• Discharge service valve back seated
• Suction service valve back seated
• • • • • • • Faulty three-way valve
• • • • • Faulty pilot solenoid
• • Loose or broken electrical connections
• • • • • Thermostat or thermometer out of calibration
• • • • Suction pressure gauge out of calibration
• Leaky receiver tank outlet valve
• Leaky bypass check valve
• • • • • Leaky condenser check valve
110
Cool Cycle—RD-II SR with TherMax™ Heating
111
Condenser Cycle—RD-II SR with TherMax™ Heating
112
Heat and Defrost Cycle—RD-II SR with TherMax™ Heating
113
Index
Drawing Title Dwg No. Rev. Page
Wiring Diagram RD-II 30 5D45077 B 115
Schematic Diagram RD-II 30 5D45075 C 117
Wiring Diagram RD-II 50 5D45960 B 119
Schematic Diagram RD-II 50 5D45076 C 121
114
115
116
117
118
119
120
121
122

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RD-II SR

TK 41131-1-MM (Rev. 04/03)

Copyright© 1996 Thermo King Corp., Minneapolis, MN, U.S.A.

Refrigeration Service Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

GENERAL PRACTICES AUTO START/STOP

First Aid The source of electricity must be immediately removed by

Do not wear jewelry, watch or rings when working on the

µP-T MICROPROCESSOR CAUTIONS

• Precautions must be taken to prevent electrostatic dis-

• Never use testers consisting of a battery and a light bulb

• Before connecting or disconnecting the battery, the

NOTE: The following T.I.P. Procedures may be found in

• Replacing and calibrating the return air and discharge

• Replacing the µP-T microprocessor.

• Welding on the unit or truck.

R-134A REFRIGERATION SYSTEM

Electrical Standby (Model 50 Unit Only)

Electric Heater Strips (Optional): Number 3

Pressing the SELECT key causes the display to show

2. Check for leaks.

2. Spot check and record load temperature while loading.

Front Curbside View—RD-II SR

Front Roadside View—RD-II SR

Engine Air Filter

Access Panel Open (Curbside)—RD-II SR

Rear View (Curbside)—RD-II SR

Side View (Roadside)

Fuel Filter Three-Way

Power Receptacle Box—RD-II SR 50

Keypad LED Display

Thermoguard™ Remote Control Panel

Remote Light Display

GENERAL DESCRIPTION Microprocessor Power Switch

CAUTION: Dangerous single phase or three phase AC

The following features are standard equipment on units

• Automatic Diesel/Electric Selection—The unit will

• Phase Lockout (Three Phase Units Only)—If the

• Remote Reset Solenoid—A remote reset solenoid is

• Hot Gas Heat—Hot gas heat is utilized on standard

High Voltage Tray High Voltage Tray

High Voltage Tray High Voltage Tray

ON KEY. Turns the unit ON.

OFF KEY. Turns the unit OFF

SELECT KEY. Scrolls through the prompt and display screens.

ENTER KEY. Executes prompts or loads setpoints or other new settings.

DEFROST KEY. Initiates a manual defrost cycle.

WHISPER KEY. Disables high speed diesel mode operation.

UNDERSTANDING THE DISPLAY

COOL ICON. Appears when the unit is cooling.

HEAT ICON. Appears when the unit is heating.

DEFROST ICON. Appears when the unit is defrosting.

WHISPER ICON. Appears when Whisper mode has been selected.

READING A TYPICAL DISPLAY

1. The unit is ON and is cooling.

2. CYCLE SENTRY mode and Whisper mode have been selected.

3. The Box temperature is 35.8 degrees Fahrenheit and the setpoint is

THE STANDARD DISPLAY

CHANGING THE SETPOINT

1. Press the ON key to turn the unit ON.