Hadley SAMS Application guide

Smart Air Management System
And
Self-Leveling System
Owner & Service Manual
3/04/2005
Table of Contents

System Scope..................................................................................................................................4
System Definition ..........................................................................................................................4
Normal Mode.................................................................................................................................4
Raised Mode ..................................................................................................................................5
Lowered Mode...............................................................................................................................5
Tag Dump Mode............................................................................................................................6
Self Leveling Mode........................................................................................................................8
Visual Indicators.........................................................................................................................10
Error Codes .................................................................................................................................10
SAMS Manifold & Valves..........................................................................................................12
Theory of Operation ...................................................................................................................12
Valve Servicing............................................................................................................................14
Manifold Error Code Identification..........................................................................................16
Electrical Testing.........................................................................................................................17

System Scope
The Smart Air Management System is designed for this application to maintain a predetermined vehicle
ride height automatically and provides a means to manually lower or raise the ride height and exhaust and
fill the tag axle through a customized user interface. The system provides for side to side height control
as well as front to back control. The system also contains a feature to determine if the vehicle is on a
surface that will enable the chassis to be leveled within vehicle mechanical parameters. A visual
indication is also provided to determine mode selection and system malfunction detection.
System Definition
The Smart Air Management System (SAMS) contains four vehicle height sensors, a pneumatic manifold
assembly, an electronic control unit (ECU), the necessary wire harnessing, a pushbutton control user
interface, and the necessary vehicle interface hardware to provide the defined modes of operation and
system functionality. The user interface contains the required pushbuttons to allow the vehicle operator to
raise and lower the vehicle manually, exhaust and fill the tag axle manually, enable a self-leveling feature
to level the vehicle when parked on an uneven surface, and contains LED’s (light emitting diodes) to
provide a visual indication to the vehicle operator of the manual mode status, as well as system error
detection. The location and mounting of the user interface will be on the left side of the driver seat, on
the main operator control counsel. The angle sensors will be mounted on the vehicle frame in a 4-point
configuration: rear (2); front (2). The wire harnessing will provide the necessary connections for
providing DC electrical control power and ground to the SAMS system (from a suitable vehicle power
source), provide the necessary height sensor connectors, provide the pneumatic manifold wiring interface,
provide the necessary color coded wires for vehicle hardware integration, and provide the electrical
connections for the user interface. Functionally, the system will provide the following modes of
operation, i.e. normal, raised, lowered, tag dump, and self-leveling. This information is further defined in
the following sections.
Normal Mode
This mode of operation occurs automatically when the vehicle is operated at speeds of 20MPH and above.
It requires no further interaction by the vehicle operator. The ECU monitors the feedback signals from
the height sensors during normal vehicle operation. Should any of the four signals dictate that the vehicle
is above or below the programmed ride height; the ECU will energize the necessary manifold valve coils
to either fill or exhaust the respective air bag(s) to bring the vehicle back to the correct vehicle ride height.
The system will stay in this mode of operation unless conditions are satisfied to enter the other modes of
operation, as defined in the following sections.
Important: When towing, jacking, or raising the vehicle for service, the white harness plug,
located near the manifold assembly must be disconnected. This will prevent the SAMS system from
operating and eliminating the potential for unexpected suspension movement that may cause
damage to the vehicle or personal injury.

Raised Mode
This mode of operation is used to increase the clearance between the underside of the vehicle frame and
the ground surface. The vehicle operator must select this mode of operation and choose to raise either the
rear only of the vehicle or to raise the entire vehicle. A separate action must be performed bythe vehicle
operator in order to initiate either function of the raised mode of operation. This action is further
discussed in the following two paragraphs.
Raising the rear only of the vehicle can be chosen by the vehicle operator to increase the clearance
between the rear bumper of the vehicle and the ground. It may be necessary for the operator of the
vehicle to select this mode when situations arise where the rear of the vehicle may drag due to the length
of the vehicle and the departure angle. This mode maybe selected by momentarily depressing the “raise”
pushbutton located on the user interface, with the vehicle speed at 20MPH or less. Once the mode is
selected, the system ECU will temporarily raise the rear of the vehicle and the LED located above the
pushbutton on the user interface will blink as a visual indication the mode has been activated.
The ECU will automatically return the rear of the vehicle to the normal ride height when the speed
exceeds 20MPH, the mode has been active for more than 40seconds, or the operator momentarily
depresses the “lower” pushbutton located on the user interface. Once the mode has been deactivated, the
ECU will automaticallyturn off the LED.
Raising the entire vehicle can be chosen by the vehicle operator to increase the clearance between the
entire vehicle and the ground. It may be necessary for the operator of the vehicle to select this mode
when situations arise where the body of the vehicle must be raised to avoid or to overcome an
undercarriage obstacle. This mode may be selected by depressing and holding the “raise” pushbutton for
approximately 3 seconds, with the vehicle speed at 10MPH or less. The pushbutton must be held until the
LED located above the pushbutton remains on continuously. At that point, the pushbutton can be released
and the mode will remain active. Once the mode becomes active, the system ECU will raise the entire
vehicle and the LED located above the pushbutton will remain on as a visual indication the mode is
active.
The ECU will automatically return the entire vehicle to the normal ride height when the speed exceeds
10MPH or the operator momentarily depresses the “lower” pushbutton located on the user interface.
Once the mode has been deactivated, the ECU will automatically turn off the LED.
Lowered Mode
This mode of operation is used to decrease the clearance between the underside of the vehicle frame and
the ground surface. The vehicle operator must select this mode of operation and choose to partially lower
or entirely lower the whole vehicle. A separate action must be performed by the vehicle operator in order
to initiate either function of the lowered mode of operation. This action is further discussed in the
following two paragraphs.

Partial lowering of the vehicle ride height can be chosen by the operator of the vehicle to decrease the
clearance between the vehicle and the ground, to a predetermined position, in order to clear an overhead
obstruction. This mode maybe selected by momentarily depressing the “lower” pushbutton located on
the user interface, with the vehicle speed at 10MPH or less. Once the mode is selected, the system ECU
will lower the entire vehicle to a predetermined position and the LED located above the pushbutton on
the user interface will blink as a visual indication the mode has been activated.
The ECU will automatically return the entire vehicle to the normal ride height when the speed exceeds
10MPH or the operator momentarily depresses the “raise” pushbutton located on the user interface. Once
the mode has been deactivated, the ECU will automatically turn off the LED.
Entire lowering of the vehicle ride height can be chosen by the operator of the vehicle to further decrease
the clearance between the vehicle and the ground to a mechanical minimum distance in order to allow
additional clearance for an overhead obstruction. This mode may be selected by depressing and holding
the “lower” pushbutton for approximately 3 seconds, with the vehicle speed at 5MPH or less. The
pushbutton must be held until the LED located above the pushbutton remains on continuously. At that
point, the pushbutton can be released and the mode will remain active. Once the mode becomes active,
the system ECU will lower the entire vehicle to the lowest possible mechanical position and the LED
located above the pushbutton on the user interface will remain on as a visual indication the mode is active.
The ECU will automatically return the entire vehicle to the normal ride height when the speed exceeds
5MPH or the operator momentarily depresses the “raise” pushbutton located on the user interface. Once
the mode has been deactivated, the ECU will automatically turn off the LED.
Tag Dump Mode
This mode of operation is used to control the air pressure in the tag axle of the vehicle. This mode allows
the vehicle operator to reduce the load on the rear axle to decrease the turning radius and improve
maneuverability. This feature can also be used to increase the traction of the drive axle. This mode may
be selected by depressing the “tag dump” pushbutton located in the center of the user interface, with the
vehicle speed at 12MPH or less. Once the mode is selected, the system ECU will reduce the tag axle
pressure from normal to approximately 5psi and the LED located above the pushbutton on the user
interface will remain on as a visual indication the mode is active.
The system will remain in this mode as long as the vehicle speed remains at or below 12MPH or the
vehicle operator does not momentarilydepress the “tag dump” pushbutton. If the “tag dump” pushbutton
is depressed the system ECU will deactivate the mode and return the tag axle to the normal pressure.
However, if the “tag dump” pushbutton is not depressed, with the mode active, and the vehicle speed
increases above 12MPH, but remains below 20MPH, the mode remains active. With the vehicle speed
above 12MPH and below 20MPH, the ECU will partially increase the tag axle pressure to 30psi. Should
the vehicle speed exceed 20MPH, then the ECU will automaticallycancel the mode and the tagaxle
pressure will be returned to normal. Once the mode becomes deactivated, by depressing the “tag dump”
pushbutton or exceeding 20MPH, the ECU will automatically turn off the LED.

Note: The following illustration summarizes the raise, lower, and tag dump operation with relation to the
respective user interface pushbuttons and indicators.
TAG DUMP Button
Press once to exhaust the air in
the rear tag axle to low
pressure. The led indicator is
on while this axle is in dump
mode. [Speed < 20 MPH]
Press button again to refill tag
axle to normal pressure. The
led indicator is off while this
axle is normal mode.
LOWER Button
Press once to partially lower the
vehicle to decrease overall
height. [Speed < 10 MPH]
(The Lower light flashes)
or
Press and hold button until the
lower light remains “on” to
lower the vehicle to lowest
overall height. [Speed < 5
MPH]
Press “RAISE” switch once to
return to normal height
(Lower light off)
RAISE Button
Press once to raise the rear of
the RV for increased bumper
clearance. (The Raise light
flashes) [Speed < 20 MPH]
or
Press and hold button until
raise light remains “on” to raise
entire vehicle for increased
ground clearance. [Speed < 10
MPH]
Press “LOWER” switch once to
return vehicle to normal height.
(Raise light off)

Self-Leveling Mode
This mode of operation is two-fold. First, it can be used to evaluate perspective vehicle parking areas to
ensure the vehicle can be adjusted to be within leveling parameters for maximizing occupant comfort
(level find mode). Second, once a suitable parking area is found, it is used to automatically level the
suspension of the vehicle, even though the parking area may be an uneven surface (self leveling mode).
The following paragraphs further explain this mode of operation.
The “SLS” pushbutton, located on the right hand area of the user interface is used to initiate the self
leveling mode. This pushbutton serves as the “ON” switch to begin the entire self leveling process.
When the SLS pushbutton is depressed and the vehicle is operating at slow speed (typically 5MPH or
less), the ECU will begin the level find mode. This is an evaluation process, whereas the system ECU
will look at the signals received from the four height sensors and the signals from the two inclination
sensors. The height sensors will provide the ECU with real time information on the location of each
corner of the vehicle in reference to the normal ride height. At the same time, the inclination sensors will
provide real time information to the ECU on the location of the “X” and “Y” axis of the vehicle in relation
to the reference horizontal position. The ECU will perform the necessarycomparisons and determine if
the vehicle is capable of being leveled at the particular location. The ECU will provide a visual indication
of this process to the vehicle operator by turning on the indicator arrows located to the left of the SLS
pushbutton.
The two arrows reference the “X” and “Y” axis of the vehicle. The top arrow, (points left to right)
represents the “Y” vehicle axis (long axis – front to back) and the bottom arrow (points top to bottom)
represents the “X” vehicle axis (short axis – side to side). The arrows will be “flashing” or “ON” solid
and be either an amber or green color. The four combinations of light status and color can be interpreted
by the following information:
•Solid Green – the vehicle is near level
•Flashing Green – Adjustment is possible and within range
•Flashing Amber – Adjustment is marginal
•Solid Amber – Self Leveling May Not Be Possible (Excessive Slope)
Once activated, the system will remain inthe level find mode until the “SLS” pushbutton is depressed a
second time.
When the level find mode is complete, the operator can proceed to initiate the self leveling part of the
process. To initiate this process, the SLS pushbutton must first be depressed (this may have alreadybeen
performed if the vehicle operator used the level find mode), the vehicle must be stopped, placed in park,
the parking brake applied, and then the “SET” pushbutton is depressed. (Note: If the parking brake is
not applied, the self leveling process will not be allowed to occur by the system ECU). Once the self
leveling mode is activated, the LED located above the “SET” pushbutton will flash as a visual indication
the mode is active. The ECU will first adjust the vehicle “Y” axis and then the “X” axis. Once the
leveling process is complete, the LED located above the “SET pushbutton will be “ON” continuously.

Once activated, the system will remain in the self leveling mode until either the “SET” pushbutton is
depressed a second time or the vehicle parking brake is released.
Note: The following illustration summarizes the “level find” and “self leveling” operation with relation
to the respective user interface pushbuttons and indicators.
Press once to activate the SLS
System and initiate the
“Level Find Mode”
Press once again to turn the
“Self-Leveling” off.
Level Indicator Light
“Y” or Long Axis
Solid Green – RV is near level
Flashing Green – Adjustment
is possible and within range.
Flashing Amber – Marginal
conditions - possible self-level
Solid Amber – Excessive slope
– Self leveling may not be
possible
Press once to activate the “Self-
Leveling” process.
Press once again to switch the
self leveling “off”.
Note: Parking brake must be
applied for “self-leveling”
adjustments to occur.
Level Indicator Light
“X” or Short Axis
Solid Green – RV is near level
Flashing Green – Adjustment
is possible and within range.
Flashing Amber – Marginal
conditions - possible self-level
Solid Amber – Excessive slope
– Self leveling may not be
possible
Indicator flashes as system levels
the coach. The indicator stays
“on” after leveling is done

Visual Indicators
As explained in earlier sections of this document, if either the raised mode (rear only) or lowered mode
(partial) is selected, the respective pushbutton LED will flash. Additionally, if the raised mode (entire
vehicle), lowered mode (lowest possible mechanical position), or the tag dump mode is selected the
respective LED will be “ON” continuously. The user interface also contains a suspension and an air
pressure indicator. Should the system ECU detect a problem, the suspension light will blink in such a
manner as to identifyan error code associated with the fault. Additionally, should the system air pressure
fall below 90psi, the system ECU will illuminate the air suspension indicator.
Note: The following section provides more information regarding the specific system error codes.
Error Codes
The ECU has the ability to monitor the SAMS system and detect electrical problems. Should the ECU
detect a problem, a visual indication will be given by flashing the suspension indicator located on the user
interface panel in such a manner as to represent a two or three-digit code. The first number of the code
can be identified bycounting the first series of flashes. It will be followed bya short pause, and then
provide a second series of flashes to represent the second number of a two-digit code (if applicable, the
second number will be followed by another short pause, and then provide a third series of flashes to
represent a three-digit code). For example one flash, followed by a short pause, and then three additional
flashes would illustrate a code 13.
In the event of more than one detected problem, the ECU will cycle through this process and flash an
individual error code for each identified problem. The ECU will continue to flash the error code(s) until
the problem(s) have been corrected. Once the problem(s) are corrected, the ECU will proceed to turn off
the suspension indicator. A list of potential error codes and their probable cause are as follows:
•11 (eleven) – Rear Drive, Driver Height Sensor
•12 (twelve) – Rear Drive, Curb Height Sensor
•13 (thirteen) – Rear Drive, Driver Pressure Transducer
•14 (fourteen) – ECU Sensor Reference Voltage
•21 (twenty-one) – Rear Drive, Curb Pressure Transducer
•22 (twenty-two) – Rear Tag, Driver Pressure Transducer
•23 (twenty-three) – Rear Tag, Curb Pressure Transducer
•24 (twenty-four) – X Axis Inclination Sensor
•31 (thirty-one) – Y Axis Inclination Sensor
•32 (thirty-two) – Front, Driver Height Sensor
•33 (thirty-three) – Front, Curb Height Sensor
•34 (thirty-four) – Supply Pressure Transducer
•41 (forty-one) – Invalid Battery Voltage
•42 (forty-two) – Not Used
•43 (forty-three) – Low Battery Voltage (less than 9.7VDC)
•44 (forty-four) – High Battery Voltage (greater than 14.8VDC)

•111 (one hundred eleven) – Front, Driver Exhaust Solenoid Valve
•112 (one hundred twelve) – Front, Driver Fill Solenoid Valve
•113 (one hundred thirteen) – Front, Curb Exhaust Solenoid Valve
•114 (one hundred fourteen) – Front, Curb Fill Solenoid Valve
•121 (one hundred twenty-one) – Rear Drive, Driver Exhaust Solenoid Valve
•122 (one hundred twenty-two) – Rear Drive, Driver Fill Solenoid Valve
•123 (one hundred twenty-three) – Rear Drive, Curb Exhaust Solenoid Valve
•124 (one hundred twenty-four) – Rear Drive, Curb Fill Solenoid Valve
•131 (one hundred thirty-one) – Rear Tag, Driver Exhaust Solenoid Valve
•132 (one hundred thirty-two) – Rear Tag, Curb Exhaust Solenoid Valve
•133 (one hundred thirty-three) – Rear Tag, Curb Fill Solenoid Valve
•134 (one hundred thirty-four) – Rear Tag, Driver Fill Solenoid Valve
•144 (one hundred forty-four) – RV Suspension Dump LED
•213 (two hundred thirteen) – Valve Manifold Connector 1 (Male) Disconnected
•214 (two hundred fourteen) – Valve Manifold Connector 2 (Female) Disconnected
•333 (three hundred thirty-three) – CANbus Data Not Read
Note: Each time the engine is started, the “suspension” indicator will be illuminated for approximately
5 seconds. During this time interval, the ECU will gather information from the system sensors. After
the time interval has elapsed the ECU will turn off the indicator. This is a normal “power-up”
function and should not be confused with a system problem.
Note: The following illustration summarizes the system warning lights with relation to the respective user
interface indicators.
Air Pressure Indicator
This indicator will flash when
the air pressure is insufficient
to properly operate the air
suspension control system.
Suspension Indicator
This indicator will be flash when a
system fault has occurred.
This indicator will light for five (5)
seconds when the engine is started.

SAMS Manifold & Valves
This document is written to provide an introduction to the manifold and valves used on Blue Bird’s Smart
Air Management System (SAMS). This discussion will create a basic understanding of the valve
functionality. The knowledge gained by understanding the document content will provide service
personnel with information to diagnose and repair related system problems.
Theory of Operation
The manifold is an electro-pneumatic device used to control the air flow within the SAMS system. The
valves are two-position and of a coil actuated design. This application requires two valves per air bag for
ride height control, totaling twelve (12) valves in all. One valve serves as a “fill” valve and allows system
air to pass through the manifold “into” the air bag. This causes the air bag to inflate, thereby increasing
the vehicle ride height. The second valve serves as an “exhaust” valve and allows air to pass “from” the
air bag, through the manifold, into the atmosphere. This causes the air bag to deflate, thereby decreasing
the vehicle ride height.
Fill Valves
(Inflation)
Exhaust
Valves
Manifold
Ports - to
the Vehicle
Air Bags
Manifold
Air Supply
Port
Manifold
Exhaust
Port
Tag Curb
Pressure
Transducer
Inclination
Sensor
“X” Axis
Inclination
Sensor
“Y” Axis
Tag DVR
Pressure
Transducer
Drive Curb
Pressure
Transducer
Drive DVR
Pressure
Transducer

The valves are controlled by the SAMS electronic control unit (ECU). The ECU provides the brains for
the Smart Air Management System. The ECU contains the system specific program to control the vehicle
ride height, as defined by Blue Bird’s engineering specifications for system operation. The ECU receives
signals from various system components, i.e. height sensors, pressure transducers, inclination sensors, and
the user control panel (mode of operation) to provide system control for obtaining the desired vehicle ride
height.
With no power applied to the valve coils, they are in a de-energized condition. This allows an internal
spring to expand and pushes a plunger against the associated manifold port, thereby sealing off the
internal air passage. The stem of the plunger contains two-neoprene rings to serve as a guide to provide
true and even travel within the body of the valve assembly. The face of the plunger also contains a seal
that when forced against the seat of the manifold, provides a positive seal to prevent air flow through the
manifold when the valves are de-energized. This mechanical action enables the SAMS system to seal the
air within the system and maintain the desired ride height.
Note: The ports of the manifold contain a mesh screen to help prevent air contaminates from entering the
manifold. However, it is possible for the screen to become damaged and allow contaminates to enter the
manifold. Should this occur, it is possible for debris to collect on the plunger face seal or cause the
plunger to stick open, thereby affecting system operation and performance.
Should an inflation valve plunger become contaminated or the plunger stick “open”, it is possible for
air to leak past the plunger and continuously fill the associated air bag. This would cause a corner of the
vehicle to continuously creep “upwards” while the vehicle is in operation, and result in the SAMS system
constantly making corrections to lower the affected corner of the vehicle.
Should an exhaust valve plunger become contaminated or the plunger stick “open”, it is possible for air
to leak past the plunger and continuously exhaust the associated air bag. This would cause a corner of
the vehicle to continuously creep “downwards” and result in the SAMS system constantly making
corrections to raise the affected corner of the vehicle. It should be noted that this condition would be
most noticeable after the vehicle has not been in operation for a period of time because the respective
corner of the vehicle would lean.
Note: An external leak, such as a loose air fitting, defective air bag, or tube leak could also cause the
vehicle to lean when not in operation for a period of time. External leaks can be detected by squirting
a suitable inspection solution, i.e. soap, water, & glycerin mix onto the external system components. If
an air leak is present, air bubbles will be created in the applied solution.
If either of these conditions is noticed, the vehicle should be inspected and the cause of the problem
corrected. These conditions could eventually cause premature compressor failure due to overheating from
excessive cycling. The compressor would attempt to maintain system pressure that would continuously
fluctuate due to the ECU trying to compensate for the system problem.

When it becomes necessary to either raise or lower the vehicle ride height, the ECU will energize the
respective manifold valve coil(s) by applying 12VDC. With 12VDC applied to the coil, current flows
through the windings and creates an electro-magnetic field. This magnetic field is stronger than the
existing spring pressure that holds the valve plunger against the valve seat within the manifold. The
strength of the magnetic field will cause the plunger to move inside the body of the valve assembly,
compressing the spring, and opens the respective “fill” or “exhaust” passage within the manifold. This
will allow system air to either “fill” or “exhaust” the associated airbag. This action will either raise or
lower the vehicle, depending upon which valve has been energized. When the desired position has been
reached, the ECU will remove power from the valve coil(s), the internal spring will decompress (expand),
and the plunger will once again seal off the associated manifold port. This sealing action will sustain the
desired ride height until system adjustment once again becomes necessary.
Valve Servicing
The valves are secured to the body of the manifold by using four (4), 10-32NF X ½” socket head cap
screws (SHCS) with lock washers and are factory tightened to 30in/lbs. of torque. Care must be taken
when removing or replacing the valve assembly so as not to lose the mounting hardware or the O-ring that
is installed in the respective manifold surface machined groove. The O-ring and mounting hardware
create a positive seal between the valve assembly mounting plate and the valve mounting surface of the
manifold.
Note: If the O-ring is lost or damaged or the valve is not properly attached to the manifold by using all of
the previous mentioned hardware, an external leak will occur and a source for contamination to enter the
manifold is created.
The valve body and coil are independent assemblies and can be replaced individually, if necessary. The
coil only can be replaced by the following procedure:
1.) Disconnect the associated valve wiring harness.
2.) Remove the power wire from the harness connector and remove the ground wire SHCS.
3.) Insert an appropriately sized flat head screwdriver into the hook section of the clip groove located
on the top of the valve assembly.
4.) Tilt the screwdriver handle down, so the clip slides out (towards the screwdriver).
5.) Remove the clip and slide the coil upward, to clear the housing of the valve body.
6.) To reinstall, slide the coil over the valve body and reinstall the clip.
7.) Install and crimp a new pin/connector on the coil wires.
8.) Reinstall the wire in the harness connector, reattach the ground wire, and reconnect the wire
harness connector.
Warning: System operating pressures are typically 90-130psi. Steps should be taken to
relieve pressure from the system prior to removing any valve assembly from the manifold.

Error Codes
The ECU monitors its outputs and has the ability to detect either an “open” or “short” in the load circuitry.
This diagnostic ability will generate an error code when such an electrical problem is detected with any of
the manifold valves or the associated wiring. Once an “open” or “short” is detected, the respective error
code will be displayed by the ECU flashing the suspension indicator located on the user control panel.
The error code will be either a two or three digit number and can be interpreted bycounting the number of
times the suspension indicator flashes. Each digit will be separated by a short delay. Once each digit has
been represented, a longer delay will occur and the error code will cycle through each digit again.
Example: An error code of 22 would be represented by two flashes, a short pause, and two more flashes.
A longer pause will occur, and then the error code 22 would be repeated.
The ECU will continue cycling through the error code until the problem has been corrected. Once the
problem is corrected, the ECU will automatically turn off the suspension indicator. If multiple problems
have been detected, each error code will be displayed individually. The ECU will continuously cycle
through all active error codes until the problems are corrected.
See the below chart for an example of possible error codes. The error code number is identified in the
far right column and descriptions are provided in the preceding columns.
SAMS Error Code Info:
Error Code Number
Description 1 Description 2 Open/Short
ANA
0Angle Sensor Drive DVR Angle Sensor 11
1Angle Sensor Drive Curb Angle Sensor 12
2Pressure Sensor Drive DVR Pressure Transducer 13
3V ref + Internal Circuit Board Reference 14
4Pressure Sensor Drive Curb Pressure Transducer 21
5Pressure Sensor Tag DVR Pressure Transducer 22
6Pressure Sensor Tag Curb Pressure Transducer 23
7Inclination Sensor X Axis Inclination Transducer 24
8Inclination Sensor Y Axis Inclination Transducer 31
9Angle Sensor Front DVR Angle Sensor 32
10 Angle Sensor Front Curb Angle Sensor 33
11 Pressure Sensor Supply Pressure Transducer 34
12 Voltage Battery Voltage Invalid 41
13 User 42
Power Source Low Battery Voltage <9.7 VDC 43
Power Source High Battery Voltage >14.8 VDC 44
Can Bus Error Can Bus Data Not Read 333
Output Connector #
RC0 POWER OUTPUT 1 FRONT DVR EXH Solenoid Valve 1111
RC1 POWER OUTPUT 2 FRONT DVR FILL Solenoid Valve 1112
RC2 POWER OUTPUT 3 FRONT CURB EXH Solenoid Valve 1113
RC3 POWER OUTPUT 4 FRONT CURB FILL Solenoid Valve 1114
RC4 POWER OUTPUT 5 DRIVE DVR EXH Solenoid Valve 1121
RC5 POWER OUTPUT 6 DRIVE DVR FILL Solenoid Valve 1122
RB4 POWER OUTPUT 7 DRIVE CURB EXH Solenoid Valve 2123
RB5 POWER OUTPUT 8 DRIVE CURB FILL Solenoid Valve 2124
RJ0 POWER OUTPUT 9 TAG DVR EXH Solenoid Valve 2131
RJ1 POWER OUTPUT 10 TAG CURB EXH Solenoid Valve 2132
RJ2 POWER OUTPUT 11 TAG CURB FILL Solenoid Valve 2133
RJ3 POWER OUTPUT 12 TAG DVR FILL Solenoid Valve 2134
RJ4 POWER OUTPUT 13 unused 141
RJ5 POWER OUTPUT 14 unused 142
RJ6 POWER OUTPUT 15 unused 143
RJ7 POWER OUTPUT 16 TO RV SUSP DUMP LIGHT 144
Power Conn 1 Unplugged Valve Manifold Plug Disconnected 213
Power Conn 2 Unplugged Valve Manifold Plug Disconnected 214

Manifold Error Code Identification
The below information identifies the manifold component with its associated error code listed in the
previous chart.
Error
Code 113
Error
Code 111
Error
Code 22
Error
Code 13
Error
Code 23
Error
Code 31
Error
Code 24
Error
Code 21
Error
Code 121
Error
Code 123
Error
Code 131
Error
Code 132
Error
Code 133
Error
Code 134
Error
Code 124
Error
Code 122
Error
Code 114
Error
Code 112

Electrical Testing
A digital multimeter is a useful tool for troubleshooting and isolating electrical related problems. Open
circuits are identified by no continuity shown on the display (1OL). Open circuits in the SAMS manifold
electrical system are typically caused by pins that have pulled loose from the associated harness
connector, wires that are broken at the pins in the harness connector, breaks in the coil windings, or
broken wires in the wiring harness due to improper harness routing during the installation of the system.
The coil can be tested for an “open” or “short” circuit by checking the resistance value of the windings.
The coil must first be isolated by disconnecting its associated wiring harness connector. Obtain a
multimeter as previously suggested and rotate the dial to the OHMS (resistance) setting. In most cases,
this should turn on the power to the multimeter. If not, turn on the required switch to power the
multimeter. Connect the red lead of the multimeter to the red lead in the wiring harness connector of the
coil to be tested. Next, connect the black lead of the multimeter to the black lead in the wiring harness
connector of the coil to be tested. The display on the multimeter should read approximately 8 to 10 ohms
of resistance. If the display of the multimeter shows zero ohms of resistance, the coil is “shorted” and
requires replacement. If the display shows an “open” circuit, as indicated by displaying “1OL”, the coil
requires replacement, as well.
Note: Prior to disconnecting the manifold wiring harness to perform the continuity check, be sure power
has been removed from the SAMS system ECU. This can be accomplished by disconnecting the white
wiring harness connector in the vicinity of the manifold assembly. This prevents the SAMS system from
operating when the engine is not running, which could result in unanticipated suspension movement.
The SAMS system requires 12VDC for proper system operation. The ECU uses the 12VDC supplied by
a user defined vehicle power source to control the manifold valve coils and also uses the voltage to create
an internal 5VDC reference signal. This lower voltage provides feedback to the ECU from the system
sensors to detect and maintain the vehicle ride height. Therefore, if the supply voltage is either
excessively low (typically less than 9.7VDC) or excessively high (typically 14.8 VDC or above) system
performance can be adversely affected.
The multimeter, using the DC voltage scale, is also a useful tool in checking and verifying the correct
supply voltage and that a good system and manifold ground is present. The system ground and manifold
ground are provided through separate ground wires. Refer to the SAMS wiring diagrams to determine the
power and ground wires associated with the system.
Note: DC voltage is polarity sensitive. Therefore the multimeter red lead should be connected to positive
(system power: 12VDC) and the black lead connected to negative (system ground).
See the following pages for samples of the SAMS system schematics.