2019 Cat® Utility Vehicle

CUV82

Service Training
© 2018 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, LET’S DO THE WORK, their respective logos, "Caterpillar Yellow",
the "Power Edge" trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may
not be used without permission.
 Notes

ii October 2019
 ENGINE
Type
Bore x Stroke
Displacement
Spark Plug Type
Spark Plug Gap
Alternator
Length (Overall)
Height (Overall)
Width (Overall)
Suspension Travel
Tire Size
Wheel Lug Pattern
Tire Inflation Pressure
Brake Type
Dry Weight (Approx)
ROPS Tested Curb Weight
Engine Oil (Recommended)
Engine Oil Change with Oil
Filter (Approx. Capacity)
Gasoline (Recommended)
Gas Tank Capacity
Coolant Capacity
Front Differential Oil
Front Differential Capacity
Rear Transaxle Oil
Rear Transaxle Capacity
Brake Fluid
Belt Dimensions
October 2019
October
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Confidential
ENGINE
4-cycle, 3-cylinder, liquid cooled, DOHC
72 mm x 66.5 mm
812 cc
F6RTC (p/n 544-2398)
0.9 mm (0.035 in.)
75 Amp
CHASSIS
320.04 cm (126 in.)
187.96 cm (74 in.)
160.02 cm (63 in.)
25.4 cm (10 in.) / 24.1 cm (9.5 in.)
25H x 10.5W R12
4x115
12 psi — front
14 psi (unloaded) 16 psi (loaded) — rear
Four Wheel Hydraulic Disc
MISC.
1,585 lb (718.9 kg)
771 kg (1700 lb)
0W-40 All Weather Synthetic
1.89 L (2 U.S. qt)
87 or higher/ethanol content not to exceed 10%
10 U.S. gal. (37.85 L)
5.67 L (6 qt) (60% Antifreeze/40% Water Mixture)
SAE Approved 80W-90 Hypoid GL-5
198 ml (6.7 fl oz)
Synthetic Transaxle Fluid with EP
1.2 L (41 oz)
DOT 4
Width: 32.6 mm | Outside Circumference: 110.9 cm
1
 ENGINE ENGINE

1. Intake 7. Oil Filter

2. Water Pump 8. PTO
3. Valve Cover 9. Oil Pan
4. Exhaust 10. Ignition Coils
5. Cylinder Head 11. Alternator
6. Thermostat Housing 12. Starter Motor

1 4 10

5
11
6
7

2 8 12

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 ENGINE
ENGINE
Engine Oil
Cat® 0W-40 Synthetic oil is recommended to ensure proper protection of engine parts. If Cat oil is not
available, any API-certified Syn 0W-40 oil is acceptable.

The oil & oil filter should be replaced every 200 hours / 2000 miles or once every 6 months, which-
ever occurs first. Changing of the oil at shorter intervals is recommended if the vehicle idles for long
periods of time, or for very extreme use.

The initial oil change must occur at 50 hours or 500 miles of vehicle use, whichever
occurs first.

The CUV82 has a wet sump lubrication system with a drain plug in the oil pan that is
accessible through a hole in the skid plate.

The oil filter is accessible through the cab under the center seat.

Engine Oil Drain Oil Filter Access

Engine Oil Filter A: Oil Fill | B: Oil Dipstick

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 ENGINE ENGINE
Cooling System
Cooling Fan
The cooling fan switches on at 214º F (101º C) and will turn off at 201º F (94º C). This temperature is
taken from the engine coolant temp sensor.

Coolant Temperature Sensor

Purpose: To monitor coolant temperature, it is an input to the ECM and operates on 5 DC volts from
the ECM. The CTS is a negative temperature coefficient (NTC) sensor, the internal resistance de-
crease as the temperature rises. It is located on the left side of the cylinder head.

The sensors resistance determines how much voltage is sent back to the ECM. The ECM continually
monitors this voltage and uses it to perform multiple functions.

Thermostat
The thermostat will begin to open between 185° F and 189° F (85°-87° C).
It will achieve a valve lift of 8.0 mm at approximately 212° F (100° C) There is an air bleeder on the
thermostat housing.

A: Temp Sensor C: Radiator E: Coolant Fill

B: Thermostat D: Coolant Reservoir F: Overflow

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 ENGINE
ENGINE
Engine Air Filter
The engine air filter assembly consists of an outer dry paper filter element, along with an inner ele-
ment. These filters are not washable or reusable. The air filter element is an important factor in engine
longevity. The filters are replaced at different intervals.

The outer filter must be checked every day during normal use. Under normal use, the filter should be
replaced every 6 months/100hours/1000 miles. For heavy use or use in dirty/dusty environments, the
checking/replacing intervals may need to be done more frequently. Check the outer filter for holes
when it is being replaced. If there are holes/tears in the outer filter, replace the inner filter.

To open the air filter, pull the lock tab out and turn the cover counter clockwise. If the outer filter is
good, the inner filter does not need to be replaced and should not be removed.

The inner filter should be replaced every 400 hours/4000 miles. It should also be replaced if the outer
filter fails.

When checking the air filter, make sure to check the intake hose for blockage and clean if necessary.

Lock Tab and Valve Orientation Inner Filter

Outer Filter

Note the irregular shape of the sealing sur-

face on the primary filter. This must be
aligned properly to the air box for proper
sealing. If the filter is not aligned properly, the
cover will not go on. If the cover is forced on,
damage to the filter will result.

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 ENGINE ENGINE
Engine Valve Lash
Valve shims are needed to adjust valve tappet/lash on the 812 engine. They are over bucket shims
and are available from 2.06 mm to 2.80 mm in 0.02 mm increments. Below is a tip for how to replace
the shims without having to remove the camshafts. No shims in our existing parts catalog will work
with this engine. Shims specific to the 812 will need to be used.

The valve lash check on the CUV82 is at 4000 miles.

To access the cams, remove the oil fill cap and 6 screws (1) and the cover to expose the spark plug
wires. Replace the oil fill cap and remove the spark plug wires. Disconnect the breather tube (2).
Then the 6 fasteners (3) that secure the cover to the engine head. Remove the valve cover.

Valve Shim
Tool
P/N: 563-4345

If a shim needs to be replaced, rotate the cup so

the indent on the side is accessible. Then rotate
the engine until the valve is fully open. Place the
shim tool on the edge of the bucket, making sure
not to contact the shim. Rotate the engine so
the lobe is out of the way. The tool will keep the
bucket depressed.

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 ENGINE
ENGINE
Using a small pick or
screwdriver, pop the shim
out of the bucket at the
indent on the bucket.
Then use a magnet to
remove the shim.

With the new shim in place, rotate the engine so the

lobe takes the load of the valve and carefully remove
the tool.

DO NOT allow the tool to come out of place without

a shim in the bucket. This may cause damage to the
bucket and cam.

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 DRIVETRAIN DRIVETRAIN
CVT
• The drive belt (P/N: 548-2683) is directional.

• The drive belt is 32.6 mm wide, with a wear limit of 30 mm. The outside circumfer-
ence is 110.9 cm.

• The recommended break in period for a belt is no more that 3/4 throttle and 40 mph
for 25 miles.

• Clutch puller 563-4341 should be used to remove the drive clutch.

• The drive clutch contains an idler bearing.

• There is no deflection adjustment on the driven clutch.

There are 6 clips that hold the cover in place. The belt can be changed with the vehicle
on the ground. The intake duct must be disconnected from the cover before removing
the cover.

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 DRIVETRAIN
DRIVETRAIN
Use Clutch Retention Tool 563-4342 to secure
both clutches while torquing to the engine/tran-
saxle. The existing spanner wrench 563-4337 is
also suitable for the drive clutch.

The driven clutch cap screw should be removed

to replace the drive belt.
Remove the belt by pulling it over the driven
clutch and rotating the driven clutch.

Place the drive belt over the drive clutch and put
over the top of the driven sheaves.
Push in on the outer portion of the driven clutch
while rotating counterclockwise.

Insert the cap screw with the washer bevel cup

side toward the clutch and hand tighten with no
tools. Continue to push in and rotate the driven
clutch counterclockwise while continually tighten-
ing the cap screw.

When the belt is in the outer most part of the

clutch, tighten the cap screw to 60 ft-lb. then
rotate the clutch counterclockwise a minimum of
two time and ensure the belt is in the outermost
portion of the sheaves. Tighten the cap screw to
60 ft-lb.

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 DRIVETRAIN DRIVETRAIN
Front Differential with
Electronic Actuator
In 2WD, the 4WD coupler is held away from the input shaft.

When switched to 4WD, the actuator moves, allowing the shift fork spring to push the
shift fork into the engaged position.

There is no front differential lock on the CUV82.

The differential holds 6.7 oz of SAE Approved 80W-90 Hypoid GL-5 fluid. When full,
the fluid should be at the bottom level check hole.

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 DRIVETRAIN
DRIVETRAIN
Axle Pin Explained
The design of the axle utilizes the axle shaft to act as a tool that pushes on the internal
pin of the splined portion of the CV cup. When the pin is pushed in it allows the detent
pins to travel into the recessed area and relieves tension on the C-clip.

The first stop point that you will feel is when the axle shaft first contacts the internal pin.
After that initial stop point, you should be able to move the axle in a little bit further be-
fore you hit the second stop point. The axle shaft must be pushing straight into the cup
for this to work properly. If you cannot push the axle in past the first stop, the axle is
likely not lined up properly. Release pressure on the axle shaft and try again. Pressure
must be kept on the pin until the axle is out of the gear case.

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 DRIVETRAIN DRIVETRAIN
Transaxle
The Transaxle used on the CUV82 functions as a secondary transmission and rear gear case.
There is a differential that can be locked by the driver.

There is a chain for reverse gear in this transaxle

Only use Synthetic Transaxle Fluid with EP (PN: 563-5031). The transaxle holds 40.5 oz (1.2 L) of
fluid, and is full when the fluid is approximately level with the bottom of the fill hole threads.

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 DRIVETRAIN
DRIVETRAIN
Transaxle Service Tips

To correctly install the cover, the lock-

ing dog must line up with the holes in
the ring gear.

This is done while the locking dog is in

the shift fork on the cover.

The actuator can be installed on the

cover to apply pressure to the shift fork,
helping to hold the dog in place.

When installing the cover, carefully line up the locking dog with the differential
when it is lined up the cover will go on easily. If the dog is not properly lined up,
the cover will not go on.
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 SUSPENSION
Rear A-Arm Service
When removing a lower A-arm, it is required to lift the opposite lowerA-arm
in order to have access to the cap screws. This is best accomplished by re-
moving the lower shock mount cap screw for the opposite A-arm and using
a suitable strap to lift the A-arms.

Remove the tire, and shock from the side

that needs the lower a-arm removed.
Then remove the cap screw that secures
the knuckle to the lower a-arm secure the
upper a-arm out of the way.

Remove the lower A-arm cap screws and

lock nuts; then remove the lower A-arm.

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 SUSPENSION
SUSPENSION
The lower rear A-arm bolts must be installed with the driver side A-arm (A) cap screw
threads toward the rear of the vehicle and the passenger side A-arm (B) cap screw
threads toward the front of the vehicle as shown. Failure to do so will result in suspen-
sion component damage.

Rear Suspension Grease Points

There are four grease points on the rear knuckles of the CUV82, two on
each side. These are the only grease points and should be greased every
100 hours/1000 miles.

They should be serviced more often if the vehicle is frequently driven in wet/
damp conditions.

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 SUSPENSION SUSPENSION
Hydraulic Shock Absorbers
The hydraulic shock absorbers have an adjustment sleeve with five preload adjust-
ment positions that can be turned with the spanner wrench to increase or decrease coil
spring tension.
To adjust the spring force on these shock absorbers, rotate the preload adjustment
sleeve with a suitable spanner wrench until desired spring tension is achieved.

NOTE: Before attempting to adjust suspension, clean dirt and debris from the
sleeve and lift the vehicle to remove load from the suspension; then use the
spanner wrench to adjust the sleeve to the desired position.

Spring
Position Setting Load
Force
1 Soft Light
2
3
4
5 Stronger Stiff Heavy

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 BRAKES
MISCELLANEUS
BRAKES
Brake System
The CUV82 has a four wheel hydraulic brake system with dual piston front
calipers and single piston rear calipers.
Master Brake Cylinder
The Master Cylinder is mechanically connected
to the brake pedal. There is no assist. The front/
rear bias is distributed from the master cylinder.
Due to the location of the master cylinder, a re-
mote reservoir has been added to make check-
ing and filling the system more user friendly. The
brake system is designed to use DOT 4 brake
fluid that should be checked for proper level and
for leaks daily. The brake fluid should be re-
placed every 24 months.

Caliper
Areas to check/service:
• Piston Movement
• Grease Pins of Bracket
• Leaks
• Banjo Bolt Fitting

The CUV82 has dual piston calipers on the

front of the vehicle and single piston calipers on
the rear.

Pads/Rotor
Areas to check:
• Pad Wear (1 mm wear limit)
• Rotor Flatness/Warpage

Always burnish brake pads when setting up an

new vehicle or replacing pads.

The CUV82 has a one piece cast rotor/hub.

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 STEERING STEERING
EPS
The CUV82 has electric power steering. The power steering unit is located under the dash, at the top
of the frame. This protects the unit from water and damage. The links from the Steering wheel to the
EPS unit, to the steering rack are solid shafts with universal joints. Proper installation of these is
critical to proper EPS function.
Main components in the system
• Steering Wheel • Rack and PinionAssembly
• Adjustable Column - Rack & Tie Rods
• EPS unit - Steering knuckles
• Steering Shaft

EPS (Electronic Power Steering) systems The U-joint and the input shafts of the
can vary the amount of power assist. The steer- ing rack and the power steering unit
power steering is designed to maintain a light must be flush as shown to prevent binding
steering input effort, but maintains enough in the linkage.
feel for the rider to have a better understand-
ing of what the tire contact patch is doing in
relation to the terrain.

There are blind splines for proper alignment.

If the steering rack is removed, the linkage to

the EPS must be connected before the rack
is secured to the frame.

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 STEERING
STEERING
EPS Related Codes
Code Fault Description Fault Condition
EPS internal Motor Position Sensor Condition has been
C1351 Motor Position Index detected.
EPS internal Motor Position Sensor Condition has been
C1352 Motor Position Plausibility detected.
EPS internal Motor Position Sensor Condition has been
C1353 Motor Position Range detected.
C1354 Internal Voltage Supply EPS internal Voltage Supply condition has been detected.
C1355 Session Error EPS power condition has been detected.
C1356 Torque Sensor Open Circuit EPS internal Torque Sensor condition has been detected.
C1357 Torque Sensor Range EPS internal Torque Sensor condition has been detected.
C1358 Torque Sensor Over Range EPS internal Torque Sensor condition has been detected.
C1359 Torque Sensor Communication EPS internal Torque Sensor condition has been detected.
C1360 Internal Processor Error EPS internal processor condition has been detected.
EPS internal over-temp or out-of-spec condition has been
C1361 Temperature Sensor Circuit detected.
EPS internal application code CRC calculation condition has
C1362 Stuck at Bootloader been detected.
C1363 Calibration Values Not Programmed Internal EPS calibration value condition has been detected.
C1364 Calibration Checksum EPS internal calibration code condition has been detected.
C1365 Application Checksum EPS internal application code condition has been detected.
C1366 Variant Coding Error EPS internal software code condition has been detected.
Based on engine RPM and gear position, the EPS has de-
C1367 Vehicle Speed tected an incorrect or missing vehicle speed CAN message.
EPS to ECM CAN Bus communication condition has been
C1368 ECM CAN Bus Error detected.
C1369 Gauge CAN Bus Error The gauge has lost CAN communication with the EPS.
C1370 CAN Bus Error EPS CAN Bus communication condition has been detected.
C1371 Over Temp Condition EPS internal over-temp condition has been detected.
C1372 Battery Voltage Low EPS power low-voltage condition has been detected.
EPS battery power over-voltage condition has been detect-
C1373 Battery Voltage High ed.
C1374 Over Current Error An EPS internal over-current condition has been detected.
EPS battery power over-voltage condition has been detect-
C1375 System Voltage High ed.
C1376 Current Sensor Range EPS internal Current Sensor condition has been detected.

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 ELECTRICAL ELECTRICAL
ECM (Electronic Control Module)
WARNING: Do not disconnect the ECM with the ignition switch in the “ON” position. Damage
may occur.

Location: The ECM is located under the passengers seat in the engine compartment, next to the
battery. The PDM’s are located under-hood.

The Diagnostic Connection is under the dash on the drivers side.

Codes associated with the ECM: (note: some of these overlap with other sensors)
P0219 - Engine Over-Speed Condition
P0500 - Vehicle Speed-Sensor
P0503 - Vehicle Speed Sensor Circuit Intermittent/Erratic/High
P0504 - Brake Switch Priority
P0562 - System Voltage Low
P0563 - System Voltage High
P0600 - Serial Communication Link
P0606 - Internal Monitoring Error
P060C - Internal Monitoring 3 Error
P0615 - Starter Relay Circuit
P0616 - Starter Relay Circuit Low
P0617 - Starter Relay Circuit High
P061A - Internal Monitoring of Torque Error
P0630 - VIN Not Programmed or Incompatible
P0641 - Sensor Reference Voltage #1 Circuit Low/Open
P0643 - Sensor Reference Voltage #1 Circuit High
P0651 - Sensor Reference Voltage #2 Circuit Low/Open
P0653 - Sensor Reference Voltage #2 Circuit High
P0685 - EFI/Main Relay Circuit Open
P0686 - EFI/Main Relay Circuit Low/SG
P0687 - EFI/Main Relay Circuit High/SP
P2610 - ECU Warm Reset
U0100 - Lost Communication With ECM
U0155 - LCD Gauge to ECM CAN Communication Lost
U1000 - Vehicle Not Registered or Invalid PIN Entered
U1001 - Vehicle Not Registered, engine hours exceeds 5 hours

Note: The DTC’s do not simply indicate a failed sensor, rather an error in the
voltage received by the ECM on that circuit. This could be caused by improper
power, inadequate ground, damaged wiring or a defective sensor.

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 ELECTRICAL
ELECTRICAL
Electronic Throttle Control (ETC)
The ETC Systems utilize inputs from components on the vehicle to control the amount of air enter-
ing the engine. The throttle valve is opened/closed by a DC motor based on demand from the Pedal
Sensor Value. Note: RPM and vehicle speed limitations are very smooth and not as abrupt as
vehicles with throttle cables.
ETC System Components
• Pedal Sensor
• Throttle Position Sensor
• Throttle Valve Control Motor
• Atmospheric Sensors (Found on Standard EFI Systems)
• Redundant systems for safety, TPS, Pedal Sensor, Brake Switches
Eliminated Components
• Idle Speed Controller (ISC), Idle speed is controlled by opening or closing the throttle valve in ad-
dition to ignition timing adjustments.
• Throttle Cable – the pedal senor and electronic motor control the throttle valve opening.
Programmable Speed Limiter
The CUV82 has an electronic speed limiter that can be programmed down to 25 MPH/41 km/h in 1
km/h increments. To access this feature:

1. Turn the ignition switch to the RUN position.

2. Hold the left and right buttons of the gauge

simultaneously until DIAGNOSTIC MENU is
displayed.

3. Scroll up by pressing the right button or down

by pressing the left button until ADVANCED
is displayed; then press the middle button to
SELECT.
5. Scroll up by pressing the right button or down
by pressing the left button until the desired
speed limiter value is achieved; then press the
middle button to SET. Exit this menu by scroll-
ing up with the right button or down with the
left button until EXIT is displayed; then press
the middle button to SET.

4. Scroll up by pressing the right button or down

by pressing the left button until VEH SPEED
is displayed. This is the menu to set the speed
limiter; press the middle button to SELECT.

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 ELECTRICAL ELECTRICAL
Throttle Body
The throttle body houses the throttle valve, dual TPS and a DC motor to control the throttle valve
position. The throttle body bore size and throttle valve position control the volume of air entering the
intake manifold.

When the key is first turned on, you will hear the throttle actuate, and is initializing to check full range
of operation. If an error occurs, check the intake tract for debris that could cause restricted motion.

If the key is switched on and left on for 15 seconds without starting the engine, it will go through a full
verification process. This process will not occur below 32ºF.

There is no learn process when installing a new throttle body.

Codes associated with the Throttle body: (note: some of these overlap with other sensors)
P061F - Electronic Throttle Control Driver Temperature Warning
P1120 - Throttle Position Sensor Lower Position
P1121 - Throttle Position Sensor Lower Adaption
P1122 - Throttle Position Sensor Lower Return
P1123 - Throttle Position Sensor Adaption Condition
P1124 - Throttle Position Sensor Limp HomeAdaption
P1125 - Throttle Position Sensor Upper Position
P1126 - Throttle Position Sensor Upper Return
P2100 - Throttle Actuator Control Motor Circuit Open
P2102 - Throttle Actuator #1 Control Motor Circuit Low/SG
P2103 - Throttle Actuator #1 Control Motor Circuit High/SP
P2106 - Electronic Throttle Control Output is out of Range
P2107 - Electronic Throttle Control Driver Over-Temperature
P210C - Throttle Actuator #2 Control Motor Circuit Low/SG
P210D - Throttle Actuator #2 Control Motor Circuit High/SP
P2118 - Throttle Actuator Control Motor Range Error
P2119 - Throttle Control Actuator Control Performance Error
P2135 - Throttle Position Sensor Plausibility Error

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 ELECTRICAL
ELECTRICAL
Throttle Position Sensor
Purpose: To monitor the throttle position as one of the many inputs which helps the ECM calculate
incoming air volume. It is located on the throttle shaft end.
As part of the ETC system, there are two Throttle Position Sensors integrated into the throttle body. A
single sensor failure will flash the error on screen and slightly limit the RPM. If there is a double TPS
failure the ECM will enter limp mode with reduced power.

Codes associated with the TPS:

P0122 - Throttle Position Sensor #1 Circuit Low/SG
P0123 - Throttle Position Sensor #1 Circuit High/Open
P0222 - Throttle Position Sensor #2 Circuit Low/SG/Open
P0223 - Throttle Position Sensor #2 circuit High

TPS #1 and TPS #2 sensors are not serviceable, they must be

replaced as part of the Throttle Body Assembly.

Pedal Value Sensor

Purpose: Provides input to the ECM for driver requested torque output of the engine.
There are two pedal position sensors, both send a signal to the ECM to indicate a 0-100% pedal
value opening. If one pedal sensor circuit fails a code will flash on the display and limit the vehicle
speed. In the event of a double sensor failure, the vehicle will not move.
In the event the pedal sensor needs to be replaced, there is no “learned value” that needs to be reset.

Codes associated with the Electronic Throttle:

P2122 - Pedal Position Sensor #1 Circuit Low/Open/SG
P2123 - Pedal Position Sensor #1 Circuit High/SP
P2127 - Pedal Position Sensor #2 Circuit Low/Open/SG
P2128 - Pedal Position Sensor #2 Circuit High/SP
P2138 - Pedal Position Sensor PlausibilityError

Pedal Sensor #1 and Pedal Sensor #2 are not individually service-

able, they must be replaced as part of the Pedal Sensor Assembly.

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 ELECTRICAL
Brake Pressure Switches
The ETC System utilizes 2 brakes switches, one that monitors the front circuit and one for the rear
circuit. The front pressure switch is the primary switch, and is used to operate the brake lights. When
the switch is closed, it supplies 12 volts DC to the brake lights and the ECM. The rear pressure switch
is the secondary switch, it is only used by the ECM for ETC purposes. When the switch is closed it
connects the circuit to ground. Having the switches operate in different methods is a safety
redundancy in the system.

If the operator attempts to engage the brake pedal and the accelerator pedal at the same time, the
system will allow this for short periods of time, like when backing up an incline. If the operator at-
tempts to power brake or aggressively ride the brakes, the system will reduce power and display code
P2299 on the gauge. This code will clear once one of the pedals is released and power will resume.
The power reduction and recovery is slow and not sudden. once tripped there is a 3 second delay to
any corrective action by the ECM.

The brake pedal must be depressed to start the vehicle in any gear. If both brake switches fail the
engine will not start. In the event a brake switch DTC code is present, all connections should be
checked and also ensure the brake system is properly bled.

Codes associated with the Brake Pressure Switches:

P2299 - Brake Pedal Position/Accelerator Pedal PositionIncompatible
P0504 - Brake Switch Priority

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 ELECTRICAL
ELECTRICAL
Intake Air Temperature and Manifold Abso-
lute Pressure Sensor – TMAP Senor
Purpose: To monitor manifold absolute pressure, barometric pressure and intake air temperature.
A 0-5 volt input to the ECM to calculate atmospheric conditions. The sensor is located on top of the
intake manifold.
Codes associated with the MAP sensor:
P0068 - Throttle position sensor MAP plausibility
P0107 - Manifold Absolute Pressure Circuit Low
P0108 - Manifold Absolute Pressure Circuit High
P0112 - Intake Air Temp Sensor Circuit Low/SG
P0113 - Intake Air Temp Sensor Circuit High/Open
P0114 - Intake Air Temp Sensor CircuitIntermittent

Cooling Fan & Relay

The cooling fan switches on at 214º F (101º C) and will turn off at 201º F (94º C). This temperature is
taken from the engine coolant temp sensor.

Codes associated with the Cooling Fan Relay:

P0480 - Fan-Primary Relay Control Circuit Open
P0481 - Fan-Secondary Relay Control Circuit Open
P0691 - Fan-Primary Relay Control Circuit low/SG
P0692 - Fan-Primary Relay Control Circuit High/SP
P0693 - Fan-Secondary Relay Control Circuit Low/SG
P0694 - Fan-Secondary Relay Control Circuit High/SP

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 ELECTRICAL ELECTRICAL
Electronic Fuel Pump
The ECM will activate the fuel pump/relay for approximately 5 seconds upon initial ignition switch ON.
The ECM will then activate the fuel pump/relay when a timing sensor signal is received. Fuel mapping
is only accurate if the fuel pump is producing the correct amount of fuel pressure. The Fuel Pressure
Regulator, housed inside the pump assembly keeps the pressure regulated to a specified pressure.

High Pressure = Rich Condition

Low Pressure = Lean Condition

Codes associated with the Fuel Pump:

P0627 - Fuel Pump Control Circuit Open
P0628 - Fuel Pump Control Circuit Low/SG
P0629 - Fuel Pump Control Circuit High/SP
The fuel pump pressure
is 43.5 ±1 PSI (300 Kpa)
Fuel pressure is tested off the fuel pump with
special tool (p/n 563-4347)

Special tool 563-4340 is required to remove the fuel pump.

Alternator
Alternator: The CUV82 has an alternator
that can supply an average of 75A/1050W. An
average of 29.5A at 14.38V or 423W is con-
sumed during normal operation with the high
beams on, the fan on, the brake light turned on
etc. This will leave another 627W available for
accessories.

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 ELECTRICAL
ELECTRICAL
Fuel Injector
Purpose: To atomize and control the amount of fuel entering the combustion chamber. The fuel in-
jector is an output from the ECM. The ECM controls the pulse, which is calibrated to deliver a precise
amount of fuel, at a specific fuel pressure.

Codes associated with the Fuel Injector:

P0201 - Cylinder #1 Fuel Injector Circuit Open
P0202 - Cylinder #2 Fuel Injector Circuit Open
P0203 - Cylinder #3 Fuel Injector Circuit Open
P0261 - Cylinder #1 Fuel injector Circuit Low/SG
P0262 - Cylinder #1 Fuel injector Circuit High
P0264 - Cylinder #2 Fuel injector Circuit Low/SG
P0265 - Cylinder #2 Fuel injector Circuit High
P0267 - Cylinder #3 Fuel Injector Circuit Low/SG
P0268 - Cylinder #3 Fuel injector Circuit High

Tilt Sensor
Purpose: To stop the supply of fuel if the vehicle exceeds the tilt
sensor’s limits.

Inside the tilt sensor is a hall effect pendulum sensor. The tilt
sensor activates only from left to right and has no effect on the
system when the sensor tilts frontward and back- wards unless
the machine is near vertical or inverted.

Operates on battery voltage – Internal circuitry converts to

0.3 to 7.0 volts. Anything under 0.3 volts or above 7.0 volts
will look like an open or grounded wire and will terminate
the ground to the fuel relay from the ECM. FUEL OFF will 0.3 to 1.5 DC volts is normal – 1.6 to 2.9 is a
display on the instrument cluster. neutral position (otherwise the sensor would
be kicking on/ off.)
The tilt sensor is attached to the frame above the fuel tank.
3.0 to 7.0 is tilt and will activate FUEL OFF
Codes associated with the Tilt Sensor:
when sensor is tilted 60° left or right.
C0063 - Tilt Sensor Circuit High
C0064 - Tilt Sensor Circuit Low
FUEL OFF - Fuel System Deactivated

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 ELECTRICAL
Oil Pressure Switch
Purpose: To monitor the oil pressure for the en-
gine. If the oil pressure is low, oil PSI will flash on the
gauge and engine RPM will be limited to 2750.

The oil pressure switch does not detect oil levels,

however, low oil level may lead to low oil pressure.

Crankshaft Position Sensor

Crank Position Sensor: As the flywheel slugs pass by the timing sensor, AC voltage is generated
and sent to the ECM. The ECM uses this AC voltage to determine the crankshaft rotational position,
necessary to control the fuel injectors and ignition spark timing.

Codes associated with the CPS:

P0363 - Misfire Detected - FuelingDisabled
P0370 - Loss of Crank Position Sensor Sync/Gap Position
P0371 - Crank Position Sensor Additional Teeth Detected
P0372 - Crank Position Sensor MissingTooth
P0373 - Crank Position Sensor SpikeDetected
P0374 - Crank Position Sensor Signal NotDetected

Error code P0363 will shut off fuel to a misfiring/dead cyl-

inder to prevent raw fuel from entering the exhaust system
and damaging the catalyst/causing a thermal event. The crank sensor will pick up on minor variations
in the crank speed/pulse to determine if a cylinder is misfiring/not firing.
RPM will be limited to 4000. This code will be reset by cycling the key. If a plug is wet fouled, this pro-
cess may allow it to dry out and fire properly after being reset.

A misfire can also be caused by very low fuel. The code/gauge will not display which cylinder was
shut off. A misfire will not be detected at idle. The engine must be above 3000 RPM to detect a mis-
fire.

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 ELECTRICAL
ELECTRICAL
4-Wire Oxygen Sensor
Purpose: To measure the oxygen content in the exhaust gas. The ECM uses the O2 sensor signal to
make calibration adjustments based on current exhaust gas measurements.

Having the O2 provide feedback to the ECM, is known as a Closed Loop EFI System.

The ECM decides to use the O2 sensor’s feedback based on predetermined parameters built into
the multidimensional engine maps. When the ECM is not using the feedback from the O2 sensor it is
know as Open Loop EFI.

Codes associated with the O2 Sensor:

P0130 - O2 Sensor Intermittent/Open
P0131 - O2 Sensor Low/SG or Air-Leak
P0132 - O2 SensorHigh/SP
P0171 - O2 Feedback Below Minimum Correction
P0172 - O2 Feedback Exceeds Maximum Correction

Coolant Temperature Sensor

Purpose: To monitor coolant temperature, it is an input to the ECM and operates on 5 DC volts from
the ECM. The CTS is a negative temperature coefficient (NTC) sensor, the internal resistance de-
crease as the temperature rises. It is located on the left side of the cylinder head.

The sensors resistance determines how much voltage is sent back to the ECM. The ECM continually
monitors this voltage and uses it to perform multiple functions.

Codes associated with the CTS sensor:

P0116 - Engine Coolant Temp Sensor Circuit Range/Perf.

P0117 - Engine Coolant Temp Sensor Circuit Low/SG
P0118 - Engine Coolant Temp Sensor Circuit High/Open/SP
P0217 - Engine Coolant Over TemperatureDetected

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 ELECTRICAL ELECTRICAL
Ignition Coil
Purpose: To step up the voltage of the engines primary circuit supplied by battery voltage to 20,000
- 30,000 volts, which is produced in the secondary winding. An ignition coil is made up of a primary
winding, a secondary winding and a laminated core.

That amount of voltage is needed for the spark to jump across its gap and ignite the fuel/air mixture.
The spark happens when the ECM drops the ground going to the ignition coil, which causes the volt-
age to ground through the spark plug.

Codes associated with the IGN Coil:

P2300 - Ignition Coil #1 Primary Circuit Low/SG/Open
P2301 - Ignition Coil #1 Primary CircuitHigh
P2303 - Ignition Coil #2 Primary Circuit Low/Open
P2304 - Ignition Coil #2 Primary Circuit High
P2306 - Ignition Coil #3 Primary Circuit Low/Open
P2307 - Ignition Coil #3 Primary Circuit High

WARNING: When checking spark or cranking the engine over without the spark plug installed in the cylinder
head, always ground the spark plug or damage to the ignition coil may occur.

WARNING: Never attempt to measure the ignition coil output voltage with a standard DVOM to prevent damage to
the tool or ignition system.

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 ELECTRICAL
ELECTRICAL
Gear Position Sensor
Purpose: To locate the gear BLU/WHT BLK GRY/GRN RED/YEL
L 0 0
position. The gear position signal H 0 0 0
N 0 0
is an input to the ECM and also R 0 0 0
P 0 0
an ECM output to the instrument
cluster. The ECM is programmed
with set RPM limits for each gear
and 2WD/4WD state. L
HN R
P

RPM Limits: The set RPM limits are designed for

operator safety, engine and drive train durability.

• Fail Safe – No Gear Position Signal or more than 1 gear position signal.

• Fail Safe – Can activate from other P, C Codes that requirelimiting.

Fail-Safe Incorrect
Model Gear Park Reverse Neutral High Low
Mode ECU-Gauge
2WD 3800
CUV82 6300 6300 6300 6300 3800 2900
4WD 6300
Note: With the ETC System, the vehicle is limited by speed, regardless of rpm.

Knock Sensor
Purpose: To monitor engine knock or detonation. The knock sensor assesses structure borne noise
(vibration) caused by rapid pressure rises (detonation) in either cylinder and sends a signal to the
ECM which will make calibration adjustments to limit damage to internal engine components.

Codes associated with the Knock Sensor:

P0325 - Knock Sensor Range/Performance

P0326 - Knock Sensor Intermittent/Erratic
P0363 - Misfire Detected — Fueling Disabled

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 MISCELLANEOUS
Under Hood Components
1. Dual PDM’s
2. Tool Storage
3. Brake Fluid Reservoir
4. Coolant Fill/Tank
5. Radiator with Single Fan
3
2
1

Battery
The battery is rated at 31.6 Ah/400 Amp,
and located on the right side of the vehi-
cle, next to the air filter

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 MISCELLANEOUS
MISCELLANEOUS
Notes

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