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Manual
630E
DUMP TRUCK
AFE42-M
SERIAL SUFFIX and up
AFE46-U
®
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obli-
gation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the
Komatsu product on the supplier and user. Komatsu will not in any case accept
responsibility for the failure or performance of non-OEM parts in its products,
including any damages or personal injury resulting from such use.
EMISSION CONTROL WARRANTY
1. Products Warranted
Komatsu America International Company, Komatsu Mining Systems Inc. and Komatsu Utility Corporation (collectively “Komatsu”) produce and/or
market products under brand names of Komatsu, Dresser, Dressta, Haulpak and Galion. This emissions warranty applies to new engines bearing the
Komatsu name installed in these products and used in Canada in machines designed for industrial off-highway use. This warranty applies only to
these engines produced on or after January 1, 2000. This warranty will be administered by Komatsu distribution in Canada.
2. Coverage
Komatsu warrants to the ultimate purchaser and each subsequent purchaser that the engine is designed, built and equipped so as to conform, at the
time of sale by Komatsu, with all U.S. Federal emission regulations applicable at the time of manufacture and that it is free from defects in
workmanship or material which would cause it not to meet these regulations within five years or 3,000 hours of operation, whichever occurs first, as
measured from the date of delivery of the engine to the ultimate purchaser.
3. Limitations
Failures, other than those resulting from defects in materials or workmanship, are not covered by this warranty. Komatsu is not responsible for
failures or damage resulting from what Komatsu determines to be abuse or neglect, including, but not limited to: operation without adequate coolant
or lubricants; over fueling; over speeding; lack of maintenance of lubricating, cooling or intake systems; improper storage, starting, warm-up, run-in
or shutdown practices; unauthorized modifications of the engine. Komatsu is also not responsible for failures caused by incorrect fuel or by water,
dirt or other contaminants in the fuel. Komatsu is not responsible for non-engine repairs, “downtime” expense, related damage, fines, all business
costs or other losses resulting from a warrantable failure.
This warranty, together with the express commercial warranties, are the sole warranties of Komatsu. THERE ARE NO OTHER
WARRANTIES, EXPRESS OR IMPLIED, OR OF MERCHANTABILITY OR FITNESS FOR A PARTICUALR PURPOSE.
1. Produits garantis:
Komatsu America International Company, Komatsu Mining Systems Inc. et Komatsu Utility Corporation (collectivement Komatsu) produisent et/ou font la
mise en marché de produits portant les noms de marque Komatsu, Dresser, Dressta, Haulpak et Galion. Cette garantie sur les émissions s’applique à tous les
nouveaux moteurs portant le nom Komatsu, installés dans ces produits et utilisés au Canada dans des machines conçues pour utilisation industrielle non-
routière. Cette garantie s’applique seulement sur les moteurs produits à partir du 1er Janvier 2000. Cette garantie sera administrée par la distribution de
Komatsu au Canada .
2. Couverture:
Komatsu garantit à l’acheteur ultime et chaque acheteur subséquent que le moteur est conçu, construit et équipé en toute conformité, au moment de la vente
par Komatsu, avec toutes les Réglementations fédérales américaines sur les émissions applicables au moment de la fabrication et qu’il est exempt de défauts
de construction ou de matériaux qui auraient pour effet de contrevenir à ces réglementations en dedans de 5 ans ou 3000 heures d’opération, mesuré à partir
de la date de livraison du moteur au client ultime.
3. Limitations:
Les bris, autres que ceux résultant de défauts de matériaux ou de construction, ne sont pas couverts par cette Garantie. Komatsu n’est pas responsable pour
bris ou dommages résultant de ce que Komatsu détermine comme étant de l’abus ou négligence, incluant mais ne se limitant pas à: l’opération sans
lubrifiants ou agent refroidissants adéquats; la suralimentation d’essence; la survitesse; le manque d’entretien des systèmes de lubrification, de
refroidissement ou d’entrée; de pratiques non-propices d’entreposage, de mise en marche, de réchauffement, de conditionnement ou d’arrêt; les
modifications non-autorisées du moteur. De plus, Komatsu n’est pas responsable de bris causés par de l’essence inadéquate ou de l’eau, des saletés ou autres
contaminants dans l’essence. Komatsu n’est pas responsable des réparations non-reliées au moteur, des dépenses encourues suite aux temps d’arrêts, des
dommages relatifs, amendes, et de tout autre coût d’affaires ou autres pertes résultant d’un bris couvert par la garantie.
Cette garantie, ainsi que les garanties expresses commerciales, sont les seules garanties de Komatsu. IL N’Y A AUCUNE AUTRE
GARANTIE, EXPRESSE OU SOUS -ENTENDUE, MARCHANDABLE OU PROPICE A UNE UTILISATION PARTICULIÈRE.
DEG. BTDC
KOMATSU LTÉE
FABRIQUÉ AU JAPON
This Service Manual is written for use by the service technician and is designed to help the technician become fully
knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance per-
sonnel should read and understand the materials in this manual before performing maintenance and/or operational
checks on the truck. All safety notices, warnings and cautions should be understood and followed when accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major ser-
viceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to "Right",
"Left", "Front", or "Rear" are made with respect to the operator’s normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have ±10%
tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and desig-
nates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The HAULPAK® Model designation consists of three numbers and one letter (i.e. 630E). The three numbers repre-
sent the basic truck model. The letter "M" designates a Mechanical drive and the letter "E" designates an Electrical
propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the original man-
ufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and othercompo-
nents. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel &lubricants + the payload.
To determine allowable payload:
Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories, body liners,
tailgates, etc.) and then weigh truck.
Record this value and subtract from the GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To
maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often
as practical.
Exceeding the allowable payload will reduce expected life of truck components.
For Model 630E HAULPAK® Trucks, optional heavy duty components may be required to utilize the630,000 lbs.
(286 020 kg) GVW. Contact factory if clarification is needed.
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPERATOR’S CAB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
GENERAL INFORMATION
INDEX
Rated Brake HP 1800 HP (1342 kW) @ 1900 Alternator . . . . . . 24 Volt, 140 Ampere Output
RPM Lighting . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
Flywheel HP 1704 HP (1271 kW) @ 1900 RPM
SERVICE CAPACITIES
Weight (Dry) . . . . . . . . . 10,895 lbs. (4942 kg)
U.S. Gallons .Liters
Detroit Diesel 16V-149TIB
Crankcase (Includes lube oil filters)
Number of Cylinders . . . . . . . . . . . . . . . . . . 16
Detroit Diesel . . . . . . . . . . 52.5 . . . . . . . . . 199
Operating Cycle . . . . . . . . . . . . . . . . 2-Stroke
Cummins . . . . . . . . . . . . . 56.6 . . . . . . . . . 214
Rated Brake HP . 1800 HP (1342 kW) @ 1900
Cooling System . . . . . . . . 83 . . . . . . . . . . 314
RPM
Fuel . . . . . . . . . . . . . . . . . 850 . . . . . . . . 3217
Flywheel HP 1704 HP (1271 kW) @ 1900 RPM
Hydraulic System . . . . . . . 134 . . . . . . . . . 507
Weight (Dry) . . . . . . . . . 11,210 lbs. (5085 kg)
Whl. Motor Gear Box . . . . 4.5/Whl. . . . 17/Whl.
ELECTRIC DRIVE SYSTEM
AIR SYSTEM
STATEX III AC/DC Current
Compressor Bendix-Westinghouse TU-FLO 501
Alternator. . . . . . . . . General Electric GTA - 22
Capacity . . . . . . . . . 12 ft³/min. (0.34 m³/min.)
Motorized Wheels . . . . . . . . . General Electric
Starter with Interlock . . . . . Ingersol Rand 815
776 Gear Ratio . . . . . . . . . . . . . . . . . . 28.85:1
. . . . . . . . . . . . . . . . . . . Optional, Electric Start
Maximum Speed . . . . . 34.0 MPH (54.7 km/h)
Air Tank Capacity . . . 15 cubic feet (425 liters)
788 (Optional) Gear Ratio . . . . . . . . . . 26.14:1
Maximum Speed . . . . . 34.4 MPH (55.4 km/h) HYDRAULIC SYSTEM
Pump 145 GPM (549 liters/min.) @ 1900 RPM
DYNAMIC RETARDING
Relief Pressure- Hoist . . 2500 psi (17.2 MPa)
Electric Dynamic Retarding. . . . . . . . Standard
Relief Pressure- Steering 3000 psi (20.7 MPa)
Maximum Retarding . . . . 2677 HP (1996 kW)
Hoist. . . . . . 3-Stage Hydraulic Twin Cylinders
Optional. . . . . . . . . . . . . . . 3700 HP(2759 kW)
Tank . . . . . . . . . . . . . . . . . . . Non-Pressurized
With . . . . . . . . Continuous Rated Blown Grids
0Service Capacity . 134 U.S. Gal. (507 Liters)
. . . . . . . . . . . . . . . Extended Range Retarding
Filtration . Accessible, Replaceable, Elements
. . . . . . . . . . . . . . . . . . . . . Reverse Retarding
Suction . . . . . . . . Single, Full Flow, 100 Mesh
Return . . . . . . . . . . . . . . . . . . . . . . . . Full Flow
Optional Hoist & Steering High Pressure Filter
. . . . . . . . . . . . . . . . . . . . . Full Flow, 7 Micron
All dimensions are with 101/135 cu.yd. (77/103 m3 body, 36.00 R51 tires, and 776 wheel motors.
The dumping of very large rocks (10% of payload, The HAULPAK® is not to be moved with the dump
or greater) or sticky material (loads that do not body raised except for emergency moves only.
flow freely from the body) may allow the material Failure to lower body before moving truck may
to move too fast and cause the body to move cause damage to hoist cylinders, frame and/or
RAPIDLY and SUDDENLY. This sudden move- body hinge pins.
ment may jolt the truck violently and cause pos-
sible injury to the operator, and/or damage to the 9. With body returned to frame, move Selector
hoist cylinders, frame, and/or body hinge pins. If Switch to "Forward", release Brake Lock, and
it is necessary to dump this kind of material, refer leave dump area carefully.
to the CAUTION in the following procedure:
TOWING
4. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during "hoist up" Prior to towing a truck, many factors must be care-
will place the body in "hold" at that position.) fully considered. Serious personal injury and/or sig-
nificant property damage may result if important
5. Raise engine RPM to accelerate hoist speed. safety practices, procedures and preparation for
Refer to the CAUTION below. moving heavy equipment are not observed.
Do not tow the truck any faster than 5 MPH
(8 kph).
A disabled machine may be towed after the following
MINIMUM precautions have been taken.
If dumping very large rocks or sticky material as 1. Shut down engine.
described in WARNING above, slowly accelerate 2. If truck is equipped, install hydraulic connec-
engine RPM to raise body. When the material tions for steering and dumping between towing
starts to move, release hoist lever to "HOLD" and towed vehicles. Check towed vehicle for
position. If material does not continue moving braking system.
and clear body, repeat this procedure until mate-
3. Inspect tow bar for adequacy (approximately
rial has cleared body.
1.5 times the gross vehicle weight of truck being
towed).
6. Reduce engine RPM as last stage of hoist cylin-
4. Determine that towing vehicle has adequate
der begins to extend and let engine go to low
capacity to both move and stop the towed truck
idle as last stage reaches half-extension.
under all conditions.
7. Release hoist lever as last stage of hoist cylin-
5. Protect both operators in the event of tow bar
der reaches full extension.
failure.
8. After material being dumped clears body, lower
6. Block disabled truck to prevent movement while
body to frame.
attaching tow bar.
To Lower Body: 7. Release disabled truck brakes and remove
blocking.
Move hoist lever forward to "down" position and
release. Releasing the lever places hoist control 8. Sudden movement may cause tow bar failure.
valve in the "float" position allowing the body to Smooth and gradual truck movement is pre-
return to frame. ferred.
NOTE: If dumped material builds up at the rear of the 9. Minimize tow angle at all times - NEVER
body and the body cannot be lowered, shift Selector EXCEED 30°. The towed truck must be steered
Switch to "Forward", release Brake Lock, depress in the direction of the tow bar.
Override button and drive forward to clear material.
Stop, shift Selector Switch to "Neutral", apply Brake
Lock and lower body.
The following paragraphs give an explanation of the Warning, Caution, and Service Instruction plates and decals
attached to the HAULPAK® truck. The plates and decals listed are typical of this model HAULPAK®, but because
of customer options, individual trucks may have plates and decals that are different from those shown here.
The plates and decals must be kept clean and legible. If any decal or plate can no longer be read because of
deterioration or damage, it should be replaced with a new one.
A plate is located on the front left corner by the lad- A warning plate is mounted directly under the red
der. This plate indicates the location of the ground warning lights in the instrument panel and warns that
level engine shutdown switch. the truck should not be operated if any red warning
lights on. If any of the red warning lights come on,
safely stop truck, shut down engine, notify mainte-
nance.
The Lubrication Chart is located on the left hand side of the radiator grille. Refer to the “Lubrication Sec-
tion” in this service manual for more complete lubrication instructions.
SIZE TUBE SIZE THREADS TORQUE SIZE TUBE SIZE THREADS TORQUE
CODE (O.D.) UNF-2B FT. LBS. CODE (O.D.) UNF-2B FT. LBS.
–2 0.125 0.312 – 24 4 ±1 –2 0.125 0.312 – 24 4 ±2
–3 0.188 0.375 – 24 8 ±3 –3 0.188 0.375 – 24 5 ±2
–4 0.250 0.438 – 20 12 ±3 –4 0.250 0.438 – 20 8 ±3
–5 0.312 0.500 – 20 15 ±3 –5 0.312 0.500 – 20 10 ±3
–6 0.375 0.562 – 18 18 ±5 –6 0.375 0.562 – 18 13 ±3
–8 0.500 0.750 – 16 30 ±5 –8 0.500 0.750 – 16 24 ±5
– 10 0.625 0.875 – 14 40 ±5 – 10 0.625 0.875 – 14 32 ±5
– 12 0.750 1.062 – 12 55 ±5 – 12 0.750 1.062 – 12 48 ±5
– 14 0.875 1.188 – 12 65 ±5 – 14 0.875 1.188 – 12 54 ±5
– 16 1.000 1.312 – 12 80 ±5 – 16 1.000 1.312 – 12 72 ±5
– 20 1.250 1.625 – 12 100 ±10 – 20 1.250 1.625 – 12 80 ±5
– 24 1.500 1.875 – 12 120 ±10 – 24 1.500 1.875 – 12 80 ±5
– 32 2.000 2.500 – 12 230 ±20 – 32 2.000 2.500 – 12 96 ±10
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (N.m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 60.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5 regarding Table usage
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
See NOTE on page A5-5 regarding Table usage
PSI 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
See NOTE on page A5-5 regarding Table usage
PSI 0 10 20 30 40 50 60 70 80 90
0 (MPa) 0.069 0.14 0.21 0.28 0.34 0.41 0.48 0.55 0.62
100 0.69 0.76 0.83 0.90 0.97 1.03 1.10 1.17 1.24 1.31
200 1.38 1.45 1.52 1.59 1.65 1.72 1.79 1.86 1.93 2.00
300 2.07 2.14 2.21 2.28 2.34 2.41 2.48 2.55 2.62 2.69
400 2.76 2.83 2.90 2.96 3.03 3.10 3.17 3.24 3.31 3.38
500 3.45 3.52 3.59 3.65 3.72 3.79 3.86 3.93 4.00 4.07
600 4.14 4.21 4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76
700 4.83 4.90 4.96 5.03 5.10 5.17 5.24 5.31 5.38 5.45
800 5.52 5.58 5.65 5.72 5.79 5.86 5.93 6.00 6.07 6.14
900 6.21 6.27 6.34 6.41 6.48 6.55 6.62 6.69 6.76 6.83
See NOTE below regarding Table usage
NOTE: Tables such as Table VIII, IX, X, and XI may 3. Multiply by 10:
be used as in the following example: 970 psi = 6688 kPa.
Example: Convert 975 psi to kilopascals (kPa). 4. Go to PSI row 0, column 5; read 34.475
psi = 34.47 kPa. Add to step 3.
1. Select Table X.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
2. Go to PSI row 90, column 7; read 668.8
97 psi = 668.8 kPa.
Multiply Multiply
To Convert From TO By To Convert From TO By
inch – in. millimeter (mm) 25.40 millimeter (mm) inch – in. 0.0394
inch – in. centimeter (cm) 2.54 centimeter (cm) inch – in. 0.3937
foot – ft. meter (m) 0.3048 meter (m) foot – ft. 3.2808
yard – yd. meter (m) 0.914 meter (m) yard – yd. 1.0936
mile – mi. kilometer (km) 1.61 kilometer (km) mile – mi. 0.6210
2 (cm2) 6.45 2) in.2 0.1550
sq. in. – in. sq. centimeters sq. centimeters (cm sq. in. –
sq. ft. – ft.2 sq. centimeters (cm2) 929 sq. centimeters (cm2) sq. ft. – ft.2 0.001
cu. in. – in.3 cu. centimeters (cm3) 16.39 cu. centimeters (cm3) cu. in. – in.3 0.061
cu. in. – in.3 liters (l) 0.016 liters (l) cu. in. – in.3 61.02
cu. ft. – ft.3 cu. meters (m3) 0.028 cu. meters (m3) cu. ft. – ft.3 35.314
cu. ft. – ft.3 liters (l) 28.3 liters (l) cu. ft. – ft.3 0.0353
ounce – oz. kilogram (kg) 0.028 grams (g) ounce – oz. 0.0353
fluid ounce – fl. oz. milliliter (ml) 29.573 milliliter (ml) fluid ounce – fl. oz. 0.0338
pound (mass) kilogram (kg) 0.454 kilogram (kg) pound (mass) 2.2046
pound (force) – lbs. Newton (N) 4.448 Newton (N) pound (force) – lbs. 0.2248
in. lbs. (force) Newton.meters (N.m) 0.113 Newton.meters (N.m) kilogram.meters (kg.m) 0.102
ft. lbs. (force) Newton.meters (N.m) 1.356 Newton.meters (N.m) ft. lbs. (force) 0.7376
ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) ft. lbs. (force) 7.2329
kilogram.meters kilogram.meters (kg.m) Newton.meters (N.m) 9.807
Newton.meters (N.m) 9.807
(kg.m)
Kilopascals (kPa) psi (pressure) 0.1450
psi (pressure) kilopascals (kPa) 6.895
megapascals (MPa) psi (pressure) 145.038
psi (pressure) megapascals (MPa) 0.007 2 2
kilograms/cm (kg/cm ) psi (pressure) 14.2231
psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 2 2 kilopascals (kPa) 98.068
kilograms/cm (kg/cm )
ton (short) kilogram (kg) 907.2
kilogram (kg) ton (short) 0.0011
ton (short) metric ton 0.0907
metric ton ton (short) 1.1023
quart – qt. liters (l) 0.946
liters (l) quart – qt. 1.0567
gallon – gal. liters (l) 3.785
liters (l) gallon – gal. 0.2642
HP (horsepower) Watts 745.7
Watts HP (horsepower) 0.00134
HP (horsepower) kilowatts (kw) 0.745
kilowatts (kw) HP (horsepower) 1.3410
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SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS
GRILLE AND HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Right Deck and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Left Deck and Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Right Deck and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Left Deck and Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal
The decks of the HAULPAK® Trucks are also cov- Right Deck and Components
ered with anti-slip surfaces. These anti-slip coverings
should be kept clean and replaced as they become 1. Shut down engine, turn key switch off and allow
worn. steering accumulator to bleed down.
NOTE: If desired, the entire right deck and compo-
nents, i.e. grid assembly, battery box, and extended
range retarder contactor box can be removed as a
complete unit. The following instructions cover deck
component removal and installation.
The anti-slip material on the decks should be 2. Open the battery disconnect switch.
inspected and maintained for the safety of all per-
sonnel.
Inspection
1. The ejectors must be positioned on the center
line between the dual wheels within 0.25 in.
(6.35 mm).
2. The arm structure should be approximately 3.25
in. (8.25 cm) away from the rear wheel spacer
ring. Refer to Figure 3-9.
3. Arm structure must be straight.
4. Check for worn wear plates (2).
5. Check for wear on mounting brackets and cle-
vis pins.
If the condition of any of these items are unsatisfac-
tory, repair or replace the item.
FIGURE 3-8. ROCK EJECTOR INSTALLATION FIGURE 3-9. ROCK EJECTOR MOUNTING
BRACKET (Detail View)
1. Rock Ejector Arm 3. Rear Wheel Spacer
2. Wear Plate Ring 1. Rock Ejector Arm 3. Stop Block
2. Pin 4. Mounting Bracket
Removal
1. Position the truck in a work area with adequate
overhead clearance to permit raising the dump
body. FIGURE 2-1. HOIST PUMP DRIVE SHAFT
2. Apply parking brake and block wheels to pre- 1. Capscrews 4. Drive Shaft
vent truck movement. Raise body and install 2. Companion Flange 5. Hoist Pump
safety cable. 3. Alternator
FIGURE 2-3. CENTER DECK REMOVAL FIGURE 2-4. FRONT SUBFRAME SUPPORT
The engine, alternator, radiator and subframe FIGURE 2-8. POWER MODULE LIFT POINTS
weigh approximately 22,000 lbs. (9988 kg). Make
sure the lifting device has adequate capacity. 1. Module Lifting Tool 4. Engine
23. Attach hoist to front subframe lifting points and 2. Main Alternator 5. Power Module
remove the safety chain. 3. Module Lift Points Subframe
Service
Radiator service is a specialized function usually not
accomplished by most maintenance shops. The
large size and weight of the off-road truck radiators
dictates that a specialized radiator shop be used for
service and repair on the radiators.
Installation
FIGURE 3-1. RADIATOR REMOVAL 1. Attach sling and hoist to the radiator assembly
and lift into position on the subframe.
1. Lifting Chains 3. Radiator
2. Radiator Support 2. Replace any shims that were removed from
between the subframe mounting plate and the
8. Remove capscrews and lockwashers (1, Figure radiator mounting surfaces. Secure radiator
3-2) to free fan guard (2) from radiator shroud. with capscrews, flat washers, lockwashers and
Move fan guard to the rear and hang on the fan nuts. Tighten nuts to 125 ft.lbs. (169 N.m)
pulley clear of the radiator shroud. torque.
Installation
FIGURE 4-3. ARMATURE CENTERING SHIMS
The following instructions, Engine/Alternator Mating,
must be followed to ensure proper alignment and 1. Alternator Housing 2. Rotor Drive Adapter
engine crankshaft endplay.
Alternator End Play Measurement
1. Thoroughly clean the alternator housing frame
face and the rotor drive adapter face.
2. With the alternator in a horizontal position,
place a level on the alternator housing and
Failure to follow these instructions can result in
block it so housing is level.
serious damage to the engine and/or alternator.
3. Shim coupling adapter with a 0.062 in.
(1.57 mm) shim between each of the four radius
ENGINE/ALTERNATOR MATING corners of the rotor drive adapter and alternator
housing. Because of machining tolerances
Before attaching the alternator to the engine it is essen- between inside diameter and the coupling
tial the axial end play and axial alignment of the crank- adapter flange, there is a possibility that a small
shaft be maintained within limits. This will prevent number of shims must be added or subtracted
possible thrust washer failure due to insufficient crank- from the above shim pack to line up the rotor as
shaft end play and assure alternator to engine alignment close as possible to its center line. (Refer to Fig-
to avoid placing an overstress condition on the rear main ure 4-3.)
bearings, flywheel housing adapter and flex coupling.
This procedure is to assure that crankshaft and alter-
nator end play will remain within specification and the
rotor and stator frame will be in alignment with the
crankshaft.
1. Dust Cap 5. Wing Nut 8. End Cover 12. Clean Air Outlet
2. Dust Cap Gasket 6. Wing Nut Gasket 9. Safety Filter Element 13. Pre-cleaner Gasket
3. Donaclone Tube 7. Safety Element 10. Main Filter Element 14. Safety Filter Element
4. Unfiltered Air Inlet Indicator 11. Main Element Gasket Gasket
Precleaner Section
1. Cylinder Anchor Bolt 5. Low Idle Adjustment Bolt 9. Throttle Control Lever
2. Rod End 6. Cylinder Rod 10. Restrictor Fitting
3. Shaft-Clamp Capscrew 7. High Idle Adjustment Bolt
4. Governor Throttle Shaft 8. Throttle Control Lever Stop
Cummins Engine
The following procedure requires operation of
the engine. Use caution when working near the Throttle Removal
fan, belts, and other rotating equipment. 1. Remove hoses from cylinder fittings
Adjustment 2. Remove adjusting nuts (3) and jam nuts (2)
from piston rod.
1. Start engine and allow air system to reach
3. Remove cylinder mounting nuts (1, Figure 6-1)
135 psi (931 kPa). Adjust idle to 750 RPM by
from cylinder rod mounting bracket.
the adjustment bolt (5) on top of governor.
2. Turn Key Switch Off to cause engine to Installation
advance to dynamic retarding RPM. Adjust to
1. Mount the longer of two cylinders to inboard
1675 RPM by loosening throttle cylinder rod
position of cylinder bracket and secure with the
end locknut and rotating cylinder rod (6). Hold
mounting nut.
rod and retighten locknut.
2. Mount shorter retard cylinder to outboard posi-
3. Turn Key Switch On. Engine should return to
tion of bracket securing with mounting nut.
low idle. Step down fully on throttle pedal and
adjust engine high idle (no load) to 2040 RPM 3. Install cylinder rod jam nuts (3) to threaded end
by setting the small adjusting bolt (7) on the of both cylinders.
throttle cylinder side of the governor body. 4. Install supply hoses to cylinders, connecting
4. Adjust throttle control lever stop (8) to touch (no hoses to rod end of retard cylinder and head
clearance) the throttle control lever. end of throttle cylinder.
5. Verify the three engine speed settings (750,
1675 and 2040 RPM) and readjust if necessary.
NOTE: Electrical system wiring hookup and electrical schematics are located in Section “R” at the rear of
this service manual.
1. Electric shock can cause serious or fatal injury. Only qualified electrical maintenance person-
nel should perform electrical testing.
2. This system is capable of causing physical harm. Use caution during test procedures to pro-
tect personnel from injury.
3. All potential testing should be considered hazardous. Proper precautions are necessary.
4. Any time one of the plug-in circuit cards must be removed or reinstalled, be certain that the
control power switch is “OFF”.
5. Extreme care should be exercised to prevent damage to the various semi-conductor devices
and low impedance circuits under test. When using an ohmmeter to check diodes, transis-
tors, and low power conductors, care must be used when using the ohms x1 scale. Excessive
current can damage the meter. When using the Hi-pot tester, megger, or when welding is to be
performed on the truck, remove the printed circuit cards.
6. Check wiring and cables for proper routing and termination.
1. Relay Terminal “R” 4. Stationary Field Coil 6. Ball Bearing 9. Roller Bearing
2. Rectifier Bridge (Brushless) 7. Rotor 10. Integrated
3. Output Terminal 5. Front Seal 8. Stator Circuit Regulator
11. Grease Reservoir
NOTES:
(1) Included In Item 27, Housing, Rectifier End
(2) Included In Item 30, Stator.
The Hot Switch Inverter Card (Slot 3) is used to The Diode Matrix Without Sound Card consists of a
operate and test the Service Brake and Motor Blower series of diodes capable of working with eight differ-
(green) Indicator Lights. In normal conditions Q4 and ent indicator circuits. The indicator light can be a
Q7 transistors are off and the Indicator Lights are off. flashing light by connecting it to 12F wire or a steady
When the stoplight switch or the blower switch is acti- light by connecting it to 12M wire. When an indicator
vated, 24 Volts is sent to pins "E" or "J" of the Hot circuit is not activated there is no ground for the bulb.
Switch Inverter Card. Transistor Q4 or Q7 is turned When the Indicator Detecting Switch activates the
on by this Voltage and, in turn, grounds the appropri- circuit, it grounds the lamp and grounds the flasher
ate Indicator Light. There is no alarm horn operation circuit through the diodes. Any circuits connected to
with this card. terminals C1 through C8 will operate the same. The
alarm horn is not activated by this card.
1. Control Cabinet 3. Control Panel 5. Relay Board 2 (Pay- 6. Relay Board 6 (Aux.)
2. Statex III FL 275 Panel 4. Diode Board 1 load Meter 7. Relay Board 4
(Park Brake)
1. Relay Board 5. Circuit Panel Card 8. Bleed Down Light 11. Relay
2. Main Harness 6. Screw (GREEN) 12. Circuit Harness
Connector 7. Breaker Open Light 9. K1,K2,K3,K4 Lights Connector
3. Screw (RED) (GREEN) 13. Circuit Harness
4. Circuit Breaker 10. Screw Connector
DIODE BOARD 1
DIODE DESCRIPTION WIRE #
1 “ENGINE MONITOR” CIRCUIT (NOT USED THIS APPLICATION) 31MTR - 509R2
2 “ENGINE MONITOR” CIRCUIT (NOT USED THIS APPLICATION) 509R2 - 509RB
3 “ENGINE MONITOR” CIRCUIT - SECONDARY ECM ON ENGINE 31MTR - 509R1
4 “ENGINE MONITOR” CIRCUIT SECONDARY AID ALARM GROUND 509R1 - 509RA
5 “ENGINE MONITOR” CIRCUIT - MAIN ECM ON ENGINE 31MTR - 509M
6 “ENGINE MONITOR” CIRCUIT - MAIN AID ALARM TO GROUND 509M - 509MA
7 “ENGINE MONITOR” CIRCUIT (NOT USED THIS APPLICATION) 31MTR - 31MT
8 “CHECK ENGINE” CIRCUIT (NOT USED THIS APPLICATION) 419I - 419R2
9 “CHECK ENGINE” CIRCUIT - SECONDARY ECM ON ENGINE 419I - 419R1
10 “CHECK ENGINE” CIRCUIT - MAIN ECM ON ENGINE 419I - 419M
11 “CHECK ENGINE” CIRCUIT - LAMP TEST 419I - 419
12 PARK BRAKE SOLENOID - “SUPPRESSION” 52CS - 71
13 LINCOLN LUBE SOLENOID - “SUPPRESSION” 68-710
14 HOIST LIMIT SOLENOID - “SUPPRESSION” 53H - 710
15 ACCUMULATOR BLEEDDOWN SOLENOID - “SUPPRESSION” 33J - 710
16 THROTTLE SOLENOID - “SUPPRESSION” (IF EQUIPPED) 76MM - 439E
17 LOW IDLE SOLENOID - “SUPPRESSION” (IF EQUIPPED) 76L - 439
18 FAULT DETECTION PANEL - ELECTRICAL SYSTEM FAULT 79V - 79VD
19 SYSTEM FAULT - ELECTRICAL SYSTEM FAULT 79V - 79VS
20 GROUND FAULT - ELECTRICAL SYSTEM FAULT 79V - 79VG
21 LOW STEERING PRESSURE INDICATOR LIGHT CIRCUIT 33F - 33A
22 PREVENTS “LOW STEERING PRESSURE” INDICATOR LIGHT FF3 - 33
FROM TURNING “ON” WHEN THERE IS LOW PRESSURE IN
BRAKE CIRCUIT
23 LOW BRAKE PRESSURE INDICATOR LIGHT CIRCUIT 33F - 33L
DB1P7 SPARE
DB1P8 SPARE
DB1P9 SPARE
DB1P10 SPARE
DB1P11 SPARE
DB1P12 SPARE
DIODE BOARD 2
DIODE DESCRIPTION WIRE #
1 NOT USED THIS APPLICATION 12T - 712
2 BODY UP ALARM 31A - 63L
3 LOW FUEL ALARM 31A - 38
4 BRAKE LOCK SOLENOID - “SUPPRESSION” 52D - 710
5 PREVENTS BRAKE LOCK SOLENOID BEING ENERGIZED WHEN 52D - 52B
USING SECONDARY BRAKE SWITCH OR AUTOMATIC APPLY OF
BRAKES
PROVIDES PATH FOR SLIPPERY ROAD RELAY AND SOLENOID TO
BE ENERGIZED:
• WHEN USING BRAKE LOCK SWITCH
6 • WHEN USING SECONDARY BRAKE SWITCH 52B - 52S
• DURING AUTOMATIC BRAKE APPLY
ALSO PREVENTS ENERGIZING OF THE AUXILIARY BRAKE SOLE-
NOID WITH THE SLIPPERY ROAD SWITCH IN THE “ON” POSITION.
7 AUXILIARY BRAKE SOLENOID - “SUPPRESSION”
DP2P4 SPARE
DB2P5 SPARE
BD2P6 SPARE
Installation
The cards are keyed to prevent them from inadvert-
ently being inserted into the wrong card slot.
1. To install a card, carefully insert it into its top
and bottom card slots. Slide the card into the
panel until the locking quick-release levers are
close to the panel edges.
2. Hold the levers and gently press the card fur-
ther into the panel, feeling the card and back-
plane connectors start to engage. When the
card is inserted far enough for the locking levers
to catch on the panel edge, move both locking
levers to the locking position at the same time.
3. Swing the cover up and over the cards, latching
the two spring clips at the top.
The PTU program is used to enable menu driven First, the software initializes the system. This
viewing of truck data in the CPU while the truck is includes ensuring that the contactors are all posi-
moving or stationary. Using the PTU, it can also be tioned correctly. (Initialization takes about 8 seconds
used to view and change contactor positions. after control power has been applied to the 17FL275
panel.)
It is also used to establish a communication link
between the PTU and the CPU to download OBJ and Then, when the initialization is completed, the state
CFG software files. becomes the “nomo”, or no “motion”, state. No pro-
pulsion or braking contactors are picked up.
Some events may also have frame “windows” - a col- This is the number of events of this type that will
lection of 51 frames, that is, all the frames that occur be recorded by the system. See the discussion
for 40 frames before the event, a frame at the event, under Limits On Resetting Faults.
and 10 frames after the event. Window Captures Allowed Limit
The system will save each event window for the first This tells how many windows will be captured
16 events that are qualified to have windows. They for events of this type, subject to space restric-
will be saved until the event is erased. After 16 win- tions. When the window capture limit is
dows are stored, no additional windows can be exceeded, only a single frame of data is saved.
stored.
Window Captures Count
System Categories This is the count of windows saved for this
All of the possible events which can occur have been event type. This value is incremented by 1 each
programmed to fall into eight different categories, to time a window is saved for this event type. It is
enable the system to respond correctly. They are: decremented or cleared when events are
cleared by the PTU.
Active Events Count
This is the current number of events of this type
which are “active“, i.e., which may affect truck Limits On Resetting Faults
operation.
In the fault system, there are three limits associated
Decay Active Events Count Time with resetting faults:
This is the time in seconds which specified the Accept limit (accept_limit)
rate at which the Active Events Count “decays”,
allowing a certain number of events to occur This is the limit on the number of faults which
“normally” over a given time frame without may be stored. When the limit of a given fault is
affecting truck operation. exceeded, the oldest event of this type recorded
without a window will be replaced with the
Lockout DOS Limit new event, it will not be overwritten. The system
This controls how often a truck operator may does not allow events with windows to be over-
reset the operating restrictions caused by an written. If the oldest event has a window, the
event type, using the Dump Override Switch oldest non-window event will be overwritten.
(DOS) switch in the cab.
Decay time (decay_time) When the RESET button on the 2-Digit Display is
pressed while displaying an event code, that one
Decay time is associated with lockout-limit. specific event code is reset, and the active event
The “active lockout count” is decayed by one count is reduced by one. If the event occurred sev-
count every decay-time period. If the driver gets eral times, each one must be displayed and reset to
two GF contactor faults in an hour, then the third get the active event count to zero for that event type.
(at least one hour after the first GF contactor If event types have Active Event Counts equal to
fault), he will be able to clear the third fault with Lockout Override switch (DOS) limit values, any
the Override switch because the oldest of the acceleration inhibit restriction is removed when the
two has “decayed” the lockout count to one. event is reset and then the Override switch (DOS) is
There are still three data packs of GF contactor depressed.
fault information in the CPU, however. If the
Event Descriptions
driver gets three GF contactor faults in one
hour, the 2-Digit Display reset is required to Refer to Table I for a listing of all of the possible
“decay” the active lockout count. events, what restrictions (if any) would apply, and the
definition of each type. Troubleshooting tips are also
Na Faults provided.
Some events, called Acceleration Inhibit faults, pro-
Subcode Descriptions
hibit the truck from accelerating. When an “acc-inh”
fault is reported, a traction system warning message Subcodes can only be viewed using the PTU to read
will appear on the Overhead Display on HMS stored events. Subcodes provide additional informa-
equipped trucks or the SYSFLT light will light in the tion for the following event code numbers: 30, 32, 33
cab of non-HMS trucks, and acceleration will be pro- and 37. Refer to Table II for a listing of subcodes.
hibited.
The truck operator may clear an acceleration inhibit
fault restriction by depressing the Override switch
(DOS). When the Override switch is depressed, the
restriction is removed, unless the Active Events
Count for 1 or more event types is equal to the Lock-
out Limit. If such is the case, acceleration inhibit
restriction will remain in effect until it is reset with the
2-Digit Display or the PTU.
Software error.
Analog Input Recorded in memory only. Bad 101 or 102/140 card.
32 (See Subcodes) No truck shutdown. Check subcodes (Table II)
N/A N/A 5 1
with PTU for more detail.
Same checks as No., 30.
Frequency Input Recorded in memory only.
33 (See Subcodes) No truck shutdown.
Check subcodes (Table II) N/A N/A 5 0
with PTU for more detail.
Check for defective FB101
Hardware Startup Recorded in memory only card.
37 (See Subcodes) No truck shutdown. Check subcodes (Table II)
1800 3 5 1
with PTU for more detail.
Ripple current in alternator
field circuit exceeds a pre-
System Event
set value. Indicates shorted
In ACCEL: No propel and
diodes in main rectifier.
45 Diode Fault turn on SYSFLT light.
Check diodes, wiring
N/A 1 4 2
In RETARD: Turn on SYS-
between FDP and FL275
FLT light only.
panel. Defective FDP or
FB103 card.
Engine Over-
71 speed Exceeded
Recorded in memory only. Engine speed exceeded. N/A N/A 10 1
NOTE: * The following event codes (72 & 73) applicable only to Cummins engines with special sensors installed and options activated.
Engine oil pressure in warn-
*Oil Pressure Recorded in memory. ing zone.
72 Warning Turn On ENGSERV Light. Check engine, pressure sen-
N/A N/A 10 1
sor or FB102/140 card.
Recorded in memory. Engine oil pressure in shut-
*Oil Pressure Turn On ENGSDWN Light.
73 Shutdown
down zone. N/A N/A 10 1
Check for: Same as No. 72.
Recorded in memory. Engine coolant pressure in
*Coolant Pressure Turn On ENGSERV Light.
74 Warning
warning zone. N/A N/A 10 1
Check for: Same as No. 72.
Engine coolant pressure in
*Coolant Pressure Recorded in memory.
shutdown zone.
75 Warning Turn On ENGSDWN Light. N/A N/A 10 1
Check for: Same as No. 72.
FREQUENCY INPUT
51 ENG_SPD ENGSPD exceeds ENG_MAX_RPM = 2400 RPM
33: 52 M1_SPD MOTOR1SPD exceeds MTR_RPM_MAX = 3000 RPM
53 M2_SPD MOTOR2SPD exceeds MTR_RPM_MAX = 3000 RPM
HARDWARE STARTUP
1 EPROM CRC Checksum failed for base monitor buck EPROMS
2 WATCHDOG TEST Test for infinite loop failed
3 READY TIMEOUT Test for bad address failed
4 CLOCK INTERRUPT Test of interrupt circuitry failed
5 FLASH CRC Checksum failed for OBJ application code
6 SRAM TEST Static RAM read/write test failed
7 BRAM CRC Battery backed RAM checksum failed
8 BRAM BATTERY CHK Battery voltage low for BRAM
9 DATE/TIME CHECK Hour <24, day<32, Check for realistic date and time
10 BUCK RAM STACK Check of static RAM used by buck
INTERRUPT OVER-
11 Not enough real-time for master loop
FLOW
37: 12 WATCHDOG Application tripped an infinite loop
13 BAD MEMORY Application bad memory address
14 MANUAL Command to manually test 37 was issued
15 ANALOG READBACK Output signal feedbacks indicate error
16 ANALOG A TO D Analog to digital conversion too long
17 ANALOG GNDCHK Analog input conversion lost power
18 FCLOCK STATUS Frequency input conversion error
19 FCLOCK STOPPED Frequency input conversion error
20 FCLOCK SEQUENCE Frequency input conversion error
21 FPULSE STATUS Frequency input conversion error
22 FPULSE SEQUENCE Frequency input conversion error
23 FPULSE COUNT Frequency input conversion error
Use the following procedure to convert configuration NOTE: Refer to Figure 2-5 for an explanation of the
files used with previous versions of software for use elements of a GE file name. This information can be
in the current version: used to determine the release version of files stored
on the PTU.
Search for old CFG filenames: 4. Exit back to the GEOHV STATEX III Menu, use
1. Select the previous software version by typing the arrow keys to highlight “QUIT MENU” and
“oldge” at the DOS “C:>>” prompt. press [ENTER] to return to DOS.
• Files listed under “NEWOEMCFG” are the new If an error is made in naming this file, the operation
OEM files created by HAULPAK® and given to can be cancelled any time before [ENTER] is
the mine for the current software release version pressed by first pressing [ESC]. This returns the cur-
to create the new configuration files. sor to its original starting position where it can once
• Files listed under “NEWCFG” are the names of again be moved with the arrow keys. A note to this
the new configuration files to be created by the effect is displayed at the bottom of the screen.
Configuration Conversion Tool. The cursor is
The example shows the new file name to be “TEST1”
there, blinking in front of the first file name in the
last column to indicate that the computer is ready There is room for eight characters. If there are more
to edit these file names. The numbers which letters in the old name than in the new, simply erase
precede each column heading indicate the them using the space bar.
number of different files listed. Note the asterisk (*) which appears in front of the
9. Note equal (=) signs appear at the beginning new name, and another asterisk appears in front of
and the end of the first file name line, and fol- the column heading when you begin typing. This
lows the cursor up and down the list of files. means the file name is being changed, but the file
10. Using the RIGHT arrow key, move the cursor to has not yet been created. The asterisks disappear if
the right. The cursor will fall under the first letter [ESC] is pressed to cancel the renaming operation.
of the first file name in the last column. The UP, 12. After the new name has been typed in, press
DOWN and LEFT arrow keys are now ineffec- [ENTER]. This records the new file name. Note
tive. See Figure 2-7. the cursor moves back to its starting position at
11. Type in the name for the new file over the old the left of the file name asterisk.
name. This operation can be cancelled, even after [ENTER]
has been pressed by pressing [F6]. This resets the
file back to its original name.
13. Press [F4] to create the new file. The mine data 15. Use the RIGHT arrow key and move the cursor
from the file in the first column is copied and put to the right.
into the OEM file in the third column to create
16. Type in the new file name.
the name you entered in the fourth column. See
Figure 2-8. Note that both asterisks (*) have 17. Press [ENTER]. The example in Figure 2-9
changed to plus signs (+), indicating the file has shows the new file name to be “TEST2.”
been created and copied to the hard disk. 18. Use the DOWN arrow key and move the cursor
14. Use the DOWN arrow to move the cursor to the to the next file name.
next file name. Note the equal (=) signs move 19. Move the cursor to the right to position the cur-
with the cursor. sor on the name.
20. Type in the new file name (TEST3) and press NOTE: This feature can be used to change a file
[ENTER]. name which was already created by selecting “(O)”,
Note an asterisk appears in front of both or abort the last changes made by selecting “(A)”.
“TEST2” and “TEST3”, indicating the names
22. Press [S]. Note the computer went directly to
have been changed but the files have not yet
the second file and created it, and went on to
been created.
the third file and created it. Note also that all
21. You can now press [F5] to create all new files at asterisks (*) are now changed to plus signs (+).
once. See Figure 2-10.
23. Press [F9] or [ESC] to exit this screen and
a. Note the screen prompts you to make a deci- return to the GE OHV STATEX III MENU.
sion; “(O)” for Overwrite the file name, “(S)”
24. Select “TRUCK SETUP (CFG)” and press
for Skip creation of the noted file & continue
[ENTER].
with the remaining files, “(A)” for Abort cre-
ation of any new files. This is because the 25. Select No. [1] to view the current truck configu-
[F5] key tries to create all of the new files, rations on file. The sample screen shown in Fig-
and the first file has already been created. ure 2-11 will appear. Note that the three new
The computer is looking at the first file and configuration files are listed and are available
is asking which of these three options to for use. These new files contain the latest
apply. Since the first file has already been release of GE software and all of the truck con-
created, the correct option is “(S)” for Skip & figuration data from the previous files.
continue.
“1) View Truck Configuration: Data Curves . . .” 2. Press any key to view the second screen:
TRUCK CONFIGURATION DATA CURVES
NOTE: The following screens are “view only”. No
SCREEN. An example of the data curves is pro-
changes can be made.
vided in Figure 2-15.
1. With the sample configuration file selected and 3. Press any key to return to the TRUCK CON-
displayed at the end of line 0) of the TRUCK FIGURATION MINE MENU.
SETUP CONFIGURATION MINE MENU, use
the Down arrow to move the cursor to the menu
position “VIEW TRUCK CONFIGURATION
SCREEN; DATA CURVES SCREEN” and press
[ENTER], or press [1]. An example of a model
830E truck configuration is shown in Figure 2-
14.
“2) Change/View Serial and Model Numbers . . .” “3) View OEM Options “
1. Use the down arrow key to move the cursor to NOTE: The options on this screen can be changed
the menu position “CHANGE/VIEW SERIAL only by the manufacturer.
AND MODEL NUMBERS SCREEN”, or press
1. Use the Down arrow to move the cursor to the
[2]. All of the major component serial numbers
menu position “VIEW OEM OPTIONS” and
will be displayed, or serial number information
press [ENTER], or press [3]. The screen shown
can be typed in. Refer to the screen shown in
in Figure 2-17 will appear.
Figure 2-16. If a serial number is changed, an
asterisk (*) will appear next to it. 2. Several codes are used to indicate the status of
various options and equipment.
2. To insert new serial numbers, move the cursor
to the desired location, type in the information, The Y, N, and X codes are described as follows:
and press [ENTER]. When finished entering
• Y = OEM has selected YES
serial numbers, exit the screen by moving the
cursor to the “leave truck serial numbers • N = OEM has selected NO
screen” selection and press [ENTER]. • X = Not available to OEM
Check Object Code Version 2. If code has not been installed, the truck CPU is
not programmed, and an error message will
Before downloading configuration files to the truck
appear as shown in Figure 2-24. If this hap-
CPU, use the cursor to select “OBJ CODE V0.00” (or
pens, the downloading selection will be “YES,
whatever number is displayed on the screen) as
INSTALL PROGRAM INTO TRUCK”.
shown in Fig. 2-23. When selected, one of two
events will take place:
1. If a number appears on the screen, code has
been installed into the truck CPU, and the
downloading selection on the PROGRAM
TRUCK YES/NO MENU will be “YES, RELOAD
INTO TRUCK”.
Overrun error: 0
Parity error: 0
Framing error: 0
TOTAL ERRORS: 1
The event data is accessed by initially selecting “PTU ( ) reset hardware startup event
TALK TO TRUCK” from the GE OHV STATEX III ( ) GE engineering format event data
MENU and following the procedure below:
( ) EXIT
b. When the EVENT DATA DISPLAY SCREEN b. After entering the appropriate name, press
is displayed, press the help key [F1] for addi- [ENTER]. The information will then be trans-
tional information regarding the event ferred from the CPU to the PTU and stored
description and troubleshooting tips. under the file name assigned. The transfer
7. To upload event data for future review, return to may take several minutes to complete
the EVENT DATA MENU and move the cursor depending on the number of events being
to select “GE engineering format event data” saved to the file. After the file transfer is com-
and press [ENTER]. A screen titled UPLOAD plete, a message will appear stating
GE EVENT DATA YES/NO MENU will appear. “Received xxxxxx bytes. . . Returning to
PTU. Press Space”. Press [SPACE] bar to
a. Select “YES, UPLOAD GE FORMAT EVENT return to the UPLOAD GE EVENT DATA
DATA to a File”. Press [ENTER]. A screen YES/NO MENU.
asking for a path name will appear.
8. When the recorded events are no longer
1.) If only the file name is entered, the data
needed, they may be erased by selecting
will be saved, under the file name typed,
“erase event data yes/no menu” from the
to the GE default directory.
EVENT DATA MENU.
2.) If a specific directory has been setup on
the PTU hard drive for storing event data NOTE: ALL EVENTS WILL BE ERASED! Only
files, type in the full path name followed certain privilege levels are authorized to erase event
by the file name chosen. For example, if data.
a directory named EVENTDAT has been
a. With the cursor on “erase event data yes/no
setup on drive “C” for storing event data
menu”, press [ENTER]. A screen titled
files, and the name of the file is to be
RESET “ALL” YES/NO MENU appears.
EV001, this entry would be typed as:
b. To erase the event data, move the cursor to
C:\eventdat\ev001
“YES, Erase Truck Events” and press
3.) If the event data is to be stored on a floppy [ENTER].
disk, insert a formatted floppy disk in drive c. Exit back to the desired menu following
“A”. If the file name used above is chosen, screen instructions as they appear.
the entry would be typed as:
A:ev001ÿ20
CURRENT
PAR
DESCRIPTION COUNT CONDITIONS BUCKET No. VALUE
No.
(AMPS)
1 below 200
2 201 to 300
This is a histogram of Motor #1 armature current in retard mode.
3 301 to 400
. . . . Sample time is 1.0 second
M1 Amps Retard . . . . The clock will start whenever retard mode is selected. 4 401 to 500
82
(in seconds) 5 501 to 600
The histogram breaks the current spectrum into 17 buckets defined
at right, and displays the time spent in each bucket. 6 601 to 700
7 701 to 800
8 801 to 900
9 901 to 1000
10 1001 to 1100
TRUCK
PAR BUCKET ENGINE SPD
DESCRIPTION COUNT CONDITIONS SPEED
No. No. RPM
MPH
1 0 to 1 below 600
2 2 to 3 601 to 800
This is a histogram of truck speed for all modes of operation. 3 4 to 6 801 to 900
. . . . Sample time is 1.0 second
Truck Speed 4 7 to 9 901 to 1000
. . . . The clock will start whenever control power (CPR) is
90 MPH
on. 5 10 to 12 1001 to 1100
(in seconds)
6 13 to 15 1101 to 1200
The buckets are defined in the Truck Speed column at right:
7 16 to 18 1201 to 1300
8 19 to 21 1301 to 1400
9 22 to 24 1401 to 1500
10 25 to 27 1501 to 1600
This is a histogram of engine speed in RPM for all modes of
operation. 11 28 to 30 1601 to 1700
. . . . Sample time is 1.0 second 12 31 to 33 1701 to 1800
Engine Speed
. . . . The clock will start whenever control power (CPR) is
91 RPM 13 34 to 36 1801 to 1900
on.
(in seconds)
14 37 to 39 1901 to 2000
The buckets are defined in the Engine Speed column at 15 40 to 42 2001 to 2100
right:
16 43 to 45 2101 to 2200
17 45 & above above 2200
1. With the GE STATEX III PTU MAIN MENU dis- This screen allows entering a value to make the
played, select “SPECIAL OPERATION” and system regulate at the proper retard current
press [ENTER]. limit by compensating for the offset error in the
The screen shown in Figure 2-30 will be dis- Iso-Amps. The available range is -200 to +200
played to alert the operator about the state of amps.
the truck software. The value can be + or -, and will cause the con-
This warning notifies the operator when control trol to change the retard current limit by the
of the truck is being transferred from the truck entered amount. The units are amps.
driver to the PTU, based on the PTU selection 1. With the control power off, and the truck at a
of “SPECIAL OPERATION”. standstill in neutral or with the engine off (be
When finished and the PTU is returned to the sure motor amps are zero), measure the output
GE STATEX III PTU MAIN MENU, control of the of Iso-Amps IA3 and IA4 and record the values.
propulsion system is returned to the truck driver. Then, select the higher of the two readings.
Before activating this command, the screen NOTE: 1 amp = 0.001 v at the output of the Iso-
shown in Figure 2-31 will be displayed. Amps.
The PTU user should always keep the truck 2. If the higher reading was +0.01 vdc, the offset is
driver appraised of this control. +10 amps. Enter -10 amps in the temporary
2. Select “YES” on the caution screen (Figure 2- screen.
30) and press [ENTER]. The SPECIAL OPER- 3. Select “ACTIVATE TEMPORARY RETARD
ATION MENU will be displayed. CURRENT ADJUST” and press [ENTER]. Exit
3. Use the arrow keys to move the cursor to the back through the menus to DOS.
“TEMPORARY TRUCK SETTINGS MENU” 4. Operate the truck to see if the correct retard
selection and press [ENTER]. limit was obtained.
Selections available on this menu are: 5. If the value determined above is correct, the
truck configuration file should be permanently
• “SPEED SETTINGS”
changed by entering this value on the TRUCK
New speed setting values may be typed over SPECIFICS SCREEN. This screen is accessed
the existing values to override the current con- by returning to the GE OHV STATEX III MENU,
figuration file settings. selecting “TRUCK SETUP (CFG)”, and then
line 5); “Change/view Truck Specifics”.
ALTERNATOR
Refer to applicable GE Publication for service and
maintenance procedures.
RETARDING GRIDS
Refer to applicable GE Publication for service and
maintenance procedures. (Cooling Blower only).
Operation
The warning light and buzzer will only come on if the
throttle is depressed while selector is in FORWARD
or REVERSE for a period exceeding 101 seconds FIGURE 2-35. BLOWER PRESSURE SWITCH
(default setting) and blower output is less than nor- (Rear Axle Housing)
mal. The 101 second delay is controlled by the
1. Blower Pressure 2. Adjustment Access
FL275 panel CPU.
Switch Cover
Test
Check the operation of the blower loss warning sys- 1. Inspect rear axle access door cover gasket,
tem as follows: blower duct hose and wheel covers for damage
1. With the engine not running, turn the key switch or possible leaks.
and control power On and place the selector 2. Open rear axle access door and locate switch
switch in FORWARD. (1, Figure 2-35).
2. Depress the throttle pedal until the propulsion 3. Remove nylon tubing attached to switch.
contactors energize.
4. Remove the four capscrews, lockwashers, and
3. After 101 seconds, (or the value entered on the nuts attaching switch assembly to mounting
TRUCK SPECIFICS SCREEN) the Motor bracket and remove.
Blower warning light on the instrument panel
should turn on. Installation
If the switch requires adjustment, refer to instructions 1. Attach switch assembly to mounting bracket
in “Miscellaneous Component Test and Adjustment” using hardware removed in above procedure.
in the “Statex III Electrical System Checkout 2. Install nylon tube.
Procedure” in Section E3.
3. Close rear axle access door and calibrate
Removal switch per instructions in “Miscellaneous Com-
ponent Test and Adjustment”.
NOTE: If the blower pressure switch cannot be
adjusted to specifications and no air leaks are found,
a new switch assembly must be installed.
G E N E R A L I N F O R M A T I O N
This checkout procedure describes test and adjustment procedures for the G.E. STATEX III Electric
Wheel Drive Systems used on Model 445E, 510E, 630E, 685E, 730E, and 830E electric drive trucks
with the following alternator and wheelmotor combinations.
Sample PTU screens illustrated in the following pages show menus and data screens as they appear
in the April, 2001 STATEX III Enhanced Version 1.00 software release. Instructions are also applica-
ble to the April 2000, version 14.00 software release. Later versions of the software may differ.
The following type fonts and styles are used to differentiate between menu titles, screen titles, menu
selections and keyboard keys to be pressed:
PTU Hookup
NOTE: The following procedure will verify correct PTU hookup and verify communication between
the PTU and the CPU. Additionally, all previous event data can be cleared prior to performing the
checkout procedure. If the truck has not been previously programmed, refer to “Electrical
Propulsion Components”, Section E of this manual for instructions.
1. Connect PTU communication cable male plug to connector “A” located in control cabinet near
two digit display as shown in Figure 3-1 or to cab Communications Port located near bottom
right side of selector switch console. Turn Control Power On.
Note: Connector “A” actual location may differ depending on truck model.
2. Connect female end of cable to serial port connector on rear of PTU.
3. Turn PTU power on. After warm-up and self-test, type “gemenu3e” (or “gemenu” if using version
14.00 software) at the C:> prompt and press the [ENTER] key. (Do not type quotes.)
4. From the GEOHV STATEX III (Main) MENU, select “PTU TALK TO TRUCK” and press
[ENTER].
5. At PTU LOGON screen, enter your name and assigned password. Press [ENTER].
6. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “SPECIAL OPERA-
TION” and press [ENTER].
a. A screen will appear that states: “Selection of SPECIAL OPERATION will override truck
driver controls until you exit to the PTU main menu. Continue?”
b. With the cursor next to “Yes”, press [ENTER].
7. The SPECIAL OPERATION MENU will appear.
8. Use the arrow keys to move the cursor to the “EVENT DATA MENU” selection and press
[ENTER]. The Event Data Menu screen will be displayed.
a. If no event data has been stored, the screen will indicate 0 (zero) events stored. If no events
have been stored, the cursor will be positioned on “EXIT”. Press the [ENTER] key to return
to the previous menu.
Special Operation
5 Events stored
( ) EXIT
Special Operation
5 Events stored
( ) EXIT
• Always disconnect 74C at GFR for static testings (engine not running). Failure to do so may
result in damage to battery boost SCR and/or dead batteries.
• If the truck body has not been installed or the body is raised, place a steel washer on Body Up
Switch or jumper circuit 71F to circuit 71, to simulate body down condition.
• If hydraulic pressure is low, connect a jumper wire between circuit 73S and 710. (This step will
be necessary if all hydraulic brakes are installed and engine is not running).
1.1.1 Electronic Throttle System. (Williams electronic foot pedal, Dresser ACC/RET Interface Circuit
and Pedal Detector Card).
NOTE: Foot pedal with adjustable pedal potentiometer is used with a TZ6661 or EB2635 (non-
adjustable) ACC card. Non-adjustable foot pedal requires use of EC1806 (adjustable) ACC card.
1. Turn key switch On.
2. Turn control power switch in control cabinet to the Off position.
3. Normal/Advance Idle switch should be in the Off (“Normal”) position.
Measure 4.80 ±0.10 vdc between circuits 916 and 952 in Control Cabinet.
4. If not correct, check 916 circuit to engine.
5. If available, use the DDR (DDEC engine trucks) to read the PTO counts or use a voltmeter to
measure voltages shown below. (The Control Power switch and Normal/Advance Idle switch
should be in the Off (“Normal”) position and the accelerator pedal released.) If unable to adjust
properly, replace ACC card.
ACC PTO
STEP CIRCUIT VOLTS ADJUSTMENT
CARD COUNTS
TZ6661 .75 (approx.) 18 ±1 Position of pedal potentiometer. If unable to adjust,
525(+) replace potentiometer.
EB2635 .78 (approx.) 17 ±1
1 to
952(-) Adjust P1 on ACC card. If unable to adjust, replace
EC1806 .53 (approx.) 21 ±3
pedal assembly.
TZ6661 .34 (approx.) 18 ±1
510(+) If out of tolerance, replace ACC card.
EB2635 .37 (approx.) 17 ±1
2 to
952(-) Adjust P1 on ACC card (Seal pot). If unable to adjust,
EC1806 .40 (approx.) 21 ±3
replace pedal assembly.
ACTION IF OUT
CIRCUIT ACC CARD VOLTS PTO COUNTS
OF TOLERANCE
TZ6661 3.80 (approx.) 203 -4/ +10
510(+)
Replace ACC card or
to EB2635 4.35 (approx.) 215 -4/ +10
pedal
952(-)
EC1806 4.05 (approx.) 215 -4/ +10
1. Record the accelerator pedal % (percent) values shown on the MONITOR ANALOG INPUT
CHANNELS screen:
a. Pedal OFF - note on paper the % value shown on the PTU screen for “acc pedal”. (For
example, 11.3)
b. Depress the accelerator pedal and observe the % value increases - note on paper the %
value shown on the PTU screen when the pedal is fully depressed. (For example, 87.2)
Note: It is also necessary to perform the above procedure for the retard pedal as described in the
following step. Retard pedal % values should be recorded at this time as follows:
2. Record the retard pedal % (percent) values shown on the MONITOR ANALOG INPUT CHAN-
NELS screen:
a. Pedal OFF - note on paper the % value shown on the PTU screen for “ret pedal”. (For exam-
ple, 9.7)
b. Depress the retard pedal and observe the % value increases - note on paper the % value
shown on the PTU screen when the pedal is fully depressed. (For example, 89.5)
ACC PTO
VOLTS ACTION IF OUT OF TOLERANCE
CARD COUNTS
TZ6661 2.77 (approx.) 150 ±2 Replace ACC card
EB2635 3.63 (approx.) 162 ±2 Replace ACC card
EC1806 3.04 (approx.) 162 ±2 Adjust Pot P2 on ACC card
4. With retard pedal fully depressed, measure the voltage between the following circuits:
a. From 74N to 710:
Read 15.50 ±.25 vdc. If out of tolerance replace RET card.
b. From 54N to 710:
Read 12.50 vdc minimum. If out of tolerance replace retard pedal resistor.
c. DDEC equipped trucks only:
Use the DDR to read PTO counts or measure voltages at circuits 510(+) to 952(-) shown
in the following table:
ACC PTO
VOLTS ACTION IF OUT OF TOLERANCE
CARD COUNTS
TZ6661 2.77 (approx.) 150 ±2 Replace ACC card
EB2635 3.63 (approx.) 162 ±2 Replace ACC card
EC1806 3.04 (approx.) 162 ±2 Adjust Pot P2 on ACC card
5. Depress the throttle pedal fully, and again read the PTO Counts. If values change replace ACC
Card. Release throttle and retard pedals.
1.2.2 Electronic Retard Pedal; Fuel Saver Equipped Trucks and Current Production.
• Refer to Section 1.1.2 for both, accelerator and retard pedal setup instructions.
NOTE: When the Selector Switch is moved to change the Reverser from REVERSE to FORWARD
or NEUTRAL, FOR on the PTU display will be highlighted for a brief moment. If the Selector
Switch is moved to change the Reverser from FORWARD or NEUTRAL to REVERSE, REV on the
PTU display will be highlighted for a brief moment. This occurs very quickly and may not be visible
on some PTU's. (The FOR and REV signals are used to momentarily energize the Reverser
solenoids when a directional change is requested.)
1. Move Selector Switch to NEUTRAL. Turn key switch and control power switch to On position.
2. Verify that Reverser either remains in or shifts to forward position (to the right).
a. Verify the feedback signal:
FORFB
6. Depress throttle until AS contact is closed, and propulsion contactors MF, P1/(P2), GF, and GFR
are picked up in this sequence.
AS MF P1 (P2) GF GFR
11. Verify rear back-up lights and back-up horn are energized.
12. Depress throttle until AS contact is closed, and propulsion contactors MF, P1/(P2), GF, and GFR
are picked up.
AS MF P1 (P2) GF GFR
14. Release throttle. All contactors should drop out and will no longer be highlighted on the PTU
screen.
15. Move Selector Switch to NEUTRAL.
16. Verify that Reverser shifts to forward position (to the right) and back-up lights and horn are de-
energized.
1.4 Propulsion Lockout Test (DDEC & MTU Engine Trucks Only)
1. Move Selector Switch to FORWARD, turn Control Power Switch to On, and depress throttle
pedal until propulsion contactors MF, P1/(P2), GF, and GFR pick up.
AS MF P1 (P2) GF GFR
2. Verify that the contactors pick up in the following sequence; RP1, RP2, MF, GF, and GFR then
RP3, RP4, RP5 (and RP6, RP7, RP8, and RP9 if used).
RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9
3. MF, GF, and GFR must pick up after RP1 and RP2 but timing is very close. If installed, the
Dynamic Retard Light in the cab should illuminate.
4. Release retard pedal. Verify GF, GFR, and MF, RP3, RP4, RP5, (and RP6, RP7, RP8, and RP9
if used) drop out first, then after a one second delay RP1 and RP2 also drop out, and Dynamic
Retard Light (if installed) turns Off.
4. All contactors should drop out immediately and remain open, and Electric System Fault light (in
cab) should illuminate and remain On, even after circuit 71 to terminal “A” jumper is removed.
Event code 01 should appear on two digit display.
5. An analog value indicating current flow to ground should appear on PTU screen under GFAULT.
6. Release throttle. Operate Override pushbutton on console to reset ground fault (Electric System
Fault) light. Press reset button on two digit display to clear event code.
2. Retard contactors RP1, RP2, MF, GF, and GFR, RP3-RP5, (and RP6-RP9 if used) should ener-
gize.
RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9
4. All contactors should remain energized. Event code 01 should appear on two digit display. Elec-
tric system fault light should come on.
5. Release retard pedal.
6. With jumper removed from circuit 71 to terminal “A”, operate Override pushbutton on console to
reset electric system fault light. Press reset button on two digit display panel to clear event
code.
4. Verify that propulsion contactors MF, P1/(P2), GF and GFR drop out and then retard contactors
RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if used) pick up. MF, GF and GFR
must pick up after RP1 and RP2 but timing is very close.
RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9
6. Verify that retard contactors RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if used)
drop out. Propulsion contactors P1/(P2) should pick back up when RP1 and RP2 drop out. MF,
GF and GFR should then pick up.
P1 (P2) MF GF GFR
7. Release Override Switch. The propulsion contactors drop out and retard contactors pick back
up (as in step 4).
8. Release retard pedal and throttle pedal.
3. Turn oscillator On and increase frequency until M1-SPD & M2-SPD reads 3 mph.
4. Move Selector Switch to REVERSE.
5. All contactors should drop out, Reverser should stay in forward position (to the right).
6. Release throttle and remove oscillator. Remove jumpers and reconnect speed sensor wires at
terminal board.
7. Reverser should shift to REVERSE position (to the left).
a. Verify the feedback signal:
REVFB
3. Increase the oscillator frequency until OVRSPD DIGITAL OUTPUT changes from off to = on,
which will indicate that overspeed condition has been obtained.
OVRSPD
5. Release throttle and reduce oscillator frequency to 0. Place selector switch in NEUTRAL.
6. Depress override pushbutton in console, and press reset button on display to clear overspeed
event code.
7. Disconnect oscillator from circuits 77 and 77A and remove. Remove jumpers and reconnect
speed sensor wires.
MF P1 (P2) GF GFR
2. If truck body is raised or not installed, momentarily remove metal washer from Body Up Switch.
If body is installed and in down position, momentarily open circuit 71F.
DBUP
9. If truck body is raised or not installed, momentarily remove metal washer from Body Up Switch.
If body is installed and in down position, momentarily open circuit 71F.
DBUP
11. Contactors should not pick back up. Release override switch.
12. Replace metal washer or reconnect 71F. The contactors should not energize.
13. Release throttle. Put Selector Switch in NEUTRAL, then to REVERSE.
14. Depress throttle pedal. The propulsion contactors should energize.
15. Move selector to NEUTRAL and release throttle.
3. After 101 seconds (default time delay value), the Motor Blower Off Light should turn On, and
event code 63 should appear on the two digit display.
BLOWP BLOWFAULT
4. Put selector switch in NEUTRAL, depress override pushbutton and press reset button on two
digit display to clear event code.
NOTE: If Motor Blower Fault Light is not operational, refer to “Miscellaneous Component Test and
Adjustment”, for switch adjustment procedure.
ACCELSWITCH Accelerator pedal applied. = true (inverse display) = ACCEL request =28v input
AS
(Non-Fuel Saver Only) Pedal released false (regular display) = no ACCEL request =0v input
RETARD SWITCH Press retard pedal. = true (inverse display) = retard request = 0v input
RS
(Non-Fuel Saver Only) Pedal released false (regular display) = no request = 28v input
DUMP OVERRIDE
DOS Press override switch. = true (inverse display) = switch depressed
SWITCH
RETARD SPEED CON- Pull retard speed control
RSC = true (inverse display) = switch depressed
TROL SWITCH switch to On position.
= true (inverse display) = body up = 0v input
Remove wire 71F.
DBUP DUMP BODY UP SWITCH Verify Body-Up light in cab illuminates.
Restore circuit 71F. false (regular display) = body down = 28v input
Disconnect wire 73LS routed
to the rear suspension pres-
2 SPEED OVERSPEED = true (inverse display) = loaded truck = 0v input
sure switches and insulate.
2SOS SYSTEM Jumper from 71 to 73LS.
(LOAD WEIGHT SWITCH)
Remove 71 to 73LS jumper
false (regular display) = empty truck = 28v input
(Reconnect 73LS.)
Move idle switch from low
IDLE SWITCH (turtle) position to high idle = true (inverse display) = high idle = 0v input
IDLESW position.
(Non-Fuel Saver only)
Place switch in low position. false (regular display) = low idle = 28v input
No signal (0v input) = true (inverse display) = inhibit = 0v input
Jumper 73S to 710 to ener-
ACCINH ACCEL INHIBIT SIGNAL gize park brake failure relay
coil. (Leave jumper con- false (regular display) = not inhibit = 28v input
nected to simulate Park
Brake Not Applied)
= true (inverse display) = failed diode = 0v input
Remove wire 73A from FDP
FAILED DIODE PANEL Verify that electrical system fault light on instrument
FAILDIODE term D.
SIGNAL panel comes On with wire 73A removed.
Replace wire 73A. false (regular display) = ok diode = 28v input
BLOWER PRESSURE Remove 75A1 wire. = true (inverse display) = ok pressure = 0v input
BLOWP
SWITCH Re-attach wire 75A1. false (regular display) = no pressure = 28v input
= true (inverse display) = apply brake request = 0v
Turn park brake switch to ON.
input
PARKBRKSW PARK BRAKE
Turn park brake switch to false (regular display) = release brake request = 28v
OFF. input
Key switch On. = true (inverse display)
KEYSW KEY SWITCH
Key switch Off. false (regular display)
ENGINE SHUT DOWN Jumper 509 to GND at = true (inverse display) = with jumper = 0v input
SIGNAL junction box. Verify Engine Shut Down light in cab turns On.
(DDEC engine) Remove jumper. false (regular display) = w/o jumper = 28v input
ENGSDWN
ENGINE SHUT DOWN Jumper wire 31MS to GND = true (inverse display) = with jumper = 0v input
SIGNAL at junction box. Verify that Engine Shut Down light in cab turns On.
(MTU engine) Remove jumper. false (regular display) = w/o jumper = 28v input
• For each of the digital outputs listed in the following tables, perform the procedure as specified
in steps 1 and 2, and verify the results on the MANUAL DIGITAL OUTPUT TEST SCREEN as
noted in the following table. Be sure to restore any switch settings and wiring changes to their
original condition before moving on to check the next digital output.
ALTERNATOR FIELD Output AFSE = on Measure 28v from AFSE terminal +25v (wire 711A) to GND.
AFSE
STATIC EXCITER Output AFSE off Measure 0v from AFSE terminal +25v (wire 711A) to GND.
MOTOR FIELD STATIC Output MFSE = on Measure 28v from MFSE terminal +25v (wire 711B) to GND.
MFSE
EXCITER Output MFSE off Measure 0v from MFSE terminal +25v (wire 711B) to GND.
ENGINE SERVICE
ENGSRV_LT Do not check, output driver not used.
LIGHT IN CAB
ENGINE SHUTDOWN
ENGSDN_LT Do not check, output driver not used.
LIGHT IN CAB
Output TS = on
Measure 0v from 76MM to 710.
THROTTLE SOLENOID (Relay energized)
TS
(Non-Fuel Saver only) Output TS off
Measure 28v from 76MM to 710.
(Relay de-energized)
Output LIS = on
Measure 0v from 76L to 710.
LOW IDLE SOLENOID (Relay energized)
LIS
(Non-Fuel Saver only) Output LIS off
Measure 28v from 76L to 710.
(Relay de-energized)
Output RETARD = on
Retard dash light on.
(RLR Relay energized)
RETARD RETARD DASH LIGHT Output RETARD off
(RLR Relay de-ener- Retard dash light off.
gized)
Output OVRSPD = on Measure approx. 3 Ohms at 73V to 710.
OVRSPD OVERSPEED LIGHT Output CPRL = on
Measure infinite Ohms at 73V to 710.
(Relay energized)
CONTROL POWER Output CPRL = on
CPRL CPRL light is on.
RELAY LATCH (Relay energized)
NOTE: Verify System Fault Light is not On, prior to checking next output.
Output FAILDIODE = on Elect. System Fault Light on.
FDIODE_LT FAILED DIODE LIGHT
Output FAILDIODE off Elect. System Fault Light on.
Output SYSFAULT = on Elect. System Fault Light on.
SYSFAULT SYSTEM FAULT LIGHT
Output SYSFAULT off Elect. System Fault Light on.
GROUND FAULT Output GNDFAULT = on Elect. System Fault Light on.
GNDFAULT
LIGHT Output GNDFAULT off Elect. System Fault Light on.
Output
Motor Blower Fault Light on.
BLOWFAULT BLOWER FAULT LIGHT BLOWFAULT = on
Output BLOWFAULT off Motor Blower Fault Light off.
Output
PRKBRKOFF = on
Measure 28v from 71 to 52CS. Park Brake is off.
(Park Brake Solenoid
PARK BRAKE SOLE- energized)
PRKBRKOFF
NOID
Output PRKBRKOFF off
(Park Brake Solenoid Measure 0v from 71 to 52CS. Park Brake is on.
de-energized)
SPEEDEVNT SPEED EVENT Do not check, output driver not used.
Output
Motor Overtemp Light on.
MOTOR MOTOR OVERTEMP MOTOR_TEMP = on
TEMP LIGHT (Optional) Output
Motor Overtemp Light off.
MOTOR_TEMP off
• The two digit diagnostic display panel should have a 00 event code to indicate that all previous
event codes have been cleared. If not, press reset button to clear codes.
• For each of the analog inputs listed, perform the test procedure specified, and verify the results
on the MONITOR ANALOG INPUT CHANNELS screen. Be sure to restore any switch settings
and wiring changes to their original condition before moving on to check the next analog input.
Reset as required to clear event data after each test.
a. Jumper 24 vdc, circuit 71 to GFIP terminal “A” to simulate a “Low Ground” fault.
Read approximately 135 ma on PTU screen.
Event code 01 should appear on the 2 digit display.
The Electrical System Fault light should turn on.
b. Remove jumper attached to GFIP terminal “A”.
PTU screen should read approximately 0 ma.
c. Press Override switch and reset button on 2 digit display to clear event code to 00.
d. Jumper 24 vdc, circuit 71 to GFIP terminal “D” to simulate a “High Ground” fault.
Read approximately 535 ma on PTU screen.
Event code 02 should appear on the 2 digit display.
The Electrical System Fault light should turn on.
e. Remove jumper attached to GFIP terminal “D”.
PTU screen should read approximately 0 ma.
f. Press Override switch and reset button on 2 digit display to clear event code to 00.
g. To check GFIP, disconnect circuit 79H at terminal “A”. Attach an ohmmeter to terminals “A”
and “E”.
Read 100K ±1K ohms.
h. Reinstall wire 79H at terminal “A”.
i. To check GRR panel, remove protective grille and disconnect the following wires routed to the
control cabinet: 7J1 from terminal “C” and wire 79H from terminal “B”.
j. Use an ohmmeter to measure the following values.
Terminal “A” to “B”: 200 ±20 ohms.
Terminal “B” to “C”: 800 ±80 ohms.
Terminal “A” to “C”: 1000 ±100 ohms.
k. Reinstall 7J1 and 79H wires removed in step i. Install GRR protective grill.
a. Test zero offset on isolation amplifier. Place a digital voltmeter between terminals “D” (+) and
“F” (-) on ISOA3. With control power On and no other signal applied, meter should read:
Less than 30 millivolts.
b. Remove wire from input terminal “B” on ISOA3. Connect test jumpers from “G” (+15 volt) to
“A”, and from “C” to “F” on ISOA3 and measure the following:
Read +1.00 ±.05 volts from “D” to “F”.
PTU should read +1000 ±50 amps.
c. Remove jumper from terminal “G”.
d. Connect test jumper from “E” (-15 volt) to “A”.
Read -1.00 ±.05 volts from “D” to “F”.
PTU should read -1000 ±50 amps.
e. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
a. Test zero offset on isolation amplifier ISOA5, using same procedure as on motor 1 amps.
b. Remove wire from input terminal “B” on ISOA5. Connect test jumpers from “G” (+15 volt) to
“A”, and from “C” to “F” on ISOA5 and measure the following:
Read +1.00 ±.05 volts from D to F.
PTU should read +400 ±20 amps.
c. Remove jumper from terminal “G”.
d. Connect test jumpers from “E” (-15 volt) to “A”.
Read -1.00 ±.05 volts from “D” to “F”.
PTU should read -400 ±20 amps.
e. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
a. Test zero offset on isolation amplifier. Place a digital voltmeter between terminals “D” (+) and
“F” (-) on ISOA6. With control power On and no other signal applied, meter should read:
Less than 30 millivolts.
b. Remove wire from input terminal “B” on ISOA6. Connect test jumpers from “G” (+15 volt) to
“A”, and from “C” to “F” on ISOA6 and measure the following:
Read +1.00 ±.05 volts from “D” to “F”.
PTU should read +275 ±20 amps.
c. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
Example:
If input voltage is 25.25 vdc, output should read .126 ±.025 vdc.
PTU display should read approximately 25 vdc.
Example:
If test battery voltage measures 1.550 volts, PTU screen should read 16.43 volts.
d. Remove test battery. Screen should read 0 volts.
e. Reconnect wires removed in step a.
NOTE: Sensors for functions 16 through 19 are not installed on all trucks. To verify installation,
select the proper truck configuration file, then select “View OEM Options” from the TRUCK SETUP
CONFIGURATION MINE MENU screen.
• Wheelmotor Speed Sensors:a. Disconnect external 714 wire and external 77 wire at control
cabinet terminal board.b. Jumper from 77 to 714 and jumper from 77A to 714A. c. Connect an
oscillator to 714 and 714A.
• All checks are to be made with control power On and the selector switch in FORWARD.
• Obtain speed event setting information and extended range retarding pickup speeds from the
truck configuration file and use the Retard State Logic screen as instructed below:
Setup PTU
1. With the GE OHV STATEX III MENU on the screen, select TRUCK SETUP (CFG).
2. At the TRUCK SETUP CONFIGURATION MINE MENU screen, select the proper truck configu-
ration file.
3. From the TRUCK SETUP CONFIGURATION MINE MENU screen, select “6) Change/view
Overpeeds.”
4. Record the values shown on the OVERPEEDS ENTRY SCREEN.
5. Exit back to the TRUCK SETUP CONFIGURATION MINE MENU and select “1) View truck con-
figuration screen; data curves screen”.
6. Record the values for “EXT RANGE PICK_UPS” listed on the second screen that appears.
7. Exit back to the GE OHV STATEX III MENU and select “PTU TALK TO TRUCK”.
8. After logging on, select “NORMAL OPERATION” from the GE STATEX III PTU MAIN MENU.
9. From the NORMAL OPERATION menu, select “RETARD STATE LOGIC”. Information will be
read from this screen for the following procedures.
4.2 Two Speed Overspeed Truck (Empty Truck) - Overspeed Settings Check
1. Jumper 71 to 73LS in control cabinet to simulate an empty truck.
2. While observing the RETARD STATE LOGIC SCREEN, increase the oscillator frequency from
minimum until the retard contactors RP1 and RP2 pick up in overspeed.
3. Verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the truck con-
figuration file OVERSPEEDS ENTRY SCREEN.
4. Lower the oscillator frequency and verify that retard contactors RP1 and RP2 drop out at the
specified dropout frequency as recorded from the OVERSPEEDS ENTRY SCREEN.
4.3 Two Speed Overspeed Truck (Loaded Truck) - Overspeed Settings Check
1. Remove jumper 71 to 73LS to simulate a Loaded Truck.
2. While observing the RETARD STATE LOGIC SCREEN, increase the oscillator frequency from
minimum until the retard contactors RP1 and RP2 pick up in overspeed.
3. Verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the truck con-
figuration file OVERSPEEDS ENTRY SCREEN.
4. Lower the oscillator frequency and verify that retard contactors RP1 and RP2 drop out at the
specified dropout frequency as recorded from the OVERSPEEDS ENTRY SCREEN.
Setup PTU
1. With control power On, select “PTU TALK TO TRUCK” on GE OHV STATEX III PTU MAIN
MENU. Press [ENTER] key.
2. At “Enter your name:” type your name. Press [ENTER] key.
3. At “Enter your password:” type your password. Press [ENTER] key.
4. The GE STATEX III PTU MAIN MENU should appear on the screen.
5. Move cursor to select “NORMAL OPERATION”. Press [ENTER] key.
a. A screen will appear that states: “Selection of NORMAL OPERATION gives truck control to
the driver. Continue?”
b. With the cursor next to “Yes”, press [ENTER].
6. The NORMAL OPERATION MENU should appear on the screen.
7. Move cursor to select “RETARD STATE LOGIC”. Press [ENTER] key.
8. The RETARD STATE LOGIC SCREEN screen should appear. Information on this screen will be
observed for the following tests.
If load test must be run any longer than to just read horsepower,
the motor field leads must be disconnected to prevent overheat-
ing of the motor fields. Follow disable procedure below:
PTU Setup
• Select the AUTOMATIC LOAD BOX TEST screen as follows:
a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK”, press [ENTER].
b. At PTU LOGON screen, enter your name and assigned password. Press [ENTER].
c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “NORMAL OPER-
ATION” and press [ENTER].
d. A screen appears with the message: “Selection of NORMAL OPERATION gives truck control
to the driver - Continue?”. With the cursor at the “Yes” option, press [ENTER].
e. The NORMAL OPERATION MENU will appear. Select “AUTOMATIC LOAD BOX TEST”
and press [ENTER].
6. Verify the ENGINE RPM is approximately equal to the ENGINE LOAD RPM shown at the bot-
tom of the screen.
7. Verify the calculated NET HP TO ALT value is approximately equal to the measured NET HP
TO ALTERNATOR value read from the PTU screen within ±5%.
8. After completing test, restore all circuits to normal and reconnect fan clutch where applicable.
NOTE: Net horsepower may be affected by many variables such as ambient temperature, altitude,
fuel temperature, parasitic losses, tertiary losses, engine condition etc. Parasitic horsepower loss
values that have been corrected for temperature and altitude may be obtained from the Komatsu
Distributor.
Setup PTU
• Select the AUTOMATIC LOAD BOX TEST screen as follows:
a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK” and press [ENTER].
b. At PTU LOGON screen, enter your name and assigned password. Press [ENTER].
c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “NORMAL OPER-
ATION” and press [ENTER].
d. A screen appears with the message: “Selection of NORMAL OPERATION gives truck control
to the driver - Continue?”. With the cursor at the “Yes” option, press [ENTER].
e. The NORMAL OPERATION MENU will appear. Select “AUTOMATIC LOAD BOX TEST”
and press [ENTER].
WHEELMOTOR
AUTOMATIC LOAD BOX TEST SCREEN
(PTU Screen Display) 776, 791 788
772
788, 787 (20 Element Grid)
ENGINE RPM (non-Fuel Saver) = 1675 1675 1675
ENGINE RPM (Fuel Saver) = 1250 1250 1250
ALTERNATOR VOLTS = 1320 1320 1320
MOTOR FIELD AMPS = 275 375 450
WHEELMOTOR
MONITOR ANALOG INPUT CHANNELS
(PTU Screen Display) 776, 791 788
772
788, 787 (20 Element Grid)
ALTERNATOR TERTIARY CURRENT = 140 140 140
MF TERTIARY CURRENT = 333 333 333
7. Release the retard pedal and place the selector switch in NEUTRAL.
8. Exit back to the GEOHV STATEX III MENU screen.
9. The engine may now be shutdown.
NOTE: On brake and steering checks, the engine is to be started and run until proper hydraulic
and air pressures are achieved and all instrument panel warning lights are turned Off.
Preparation
• After normal pressures are reached, the engine is then shut down and the key switch is left in
the RUN (On) position.
• On 830E trucks the key switch must first be turned Off to shut down the engine, and then
returned to the RUN (On) position to maintain hydraulic pressures.
1. With air tanks fully charged to 120 PSI or more for trucks with air brakes, or hydraulic pressure
at normal operating pressure or more for trucks with hydraulic brakes, and all brakes released,
place selector switch in FORWARD and depress the throttle pedal.
The propulsion contactors should energize.
It should be possible to remove jumper between 73R and 73P (if installed) and still get
the propulsion contactors to energize.
2. With brake lock switch On, depress the throttle pedal.
Propulsion contactors should not energize.
3. Turn brake lock switch Off, turn emergency brake switch On and depress the throttle pedal.
Propulsion contactors should not energize. (Some trucks do not have emergency brake
switch.)
4. Turn emergency brake switch Off, turn operational parking brake switch On and depress the
throttle pedal.
Propulsion contactors should not energize. Park brake light on instrument panel should
come On.
5. Turn park brake switch Off.
6. With selector switch in REVERSE, depress the throttle pedal.
Propulsion contactors should energize.
7. Depress the service brake pedal.
Propulsion contactors should drop out.
Service brake light on instrument panel should come On.
8. Operate override switch on instrument panel or on selector switch console.
Propulsion contactors should pull in and stay pulled in as long as override switch is held
manually.
1. Setup PTU to read the MONITOR REAL TIME DATA SCREEN to monitor the BLOWP digital
input signal. This signal will be displayed in regular display (false) when the engine is off.
2. Start engine with selector switch in NEUTRAL. The BLOWP signal should be Off (false). Slowly
increase engine speed to 800 to 1000 rpm.
Verify the BLOWP signal changes from false to =true (inverse display) as engine speed
reaches 800 to 1000 rpm and remains =true at higher rpm.
3. If the switch does not operate in the above rpm range, shut down engine and readjust the
blower pressure switch.
4. After adjustment, repeat the above steps until switching occurs at the proper rpm.
1. Remove power and check that sync transformers ST1 and ST2 are properly connected.
2. Disconnect leads 716C, 716D, 716H, and 716J at sync transformers and read approximately 11
ohms across each transformer secondary windings.
3. Disconnect leads 74E, 71J, 75X, and 71K at transformers and read approximately 560 ohms
across each transformer primary.
4. Reconnect all leads that were disconnected.
The system utilizes two types of Isolation Amplifiers (Iso-Amps). Two are used for voltage measure-
ment (VMM1 and VMM2). The other six are used for current measurement (ISOA-3, ISOA-4, ISOA-
5, ISOA-6, ISOA-7, and ISOA-8).
Example: If B+ = 25v, the voltmeter should read: 25÷ 200 = 0.125 ±0.0025 volts.
8. Turn off control power, disconnect voltmeter and jumpers and reconnect all wiring to the panel.
If rear wheels and tires are installed and resting on the ground:
• Check each wheel motor individually with the following cable hookup:
1. Place a jumper across the left wheelmotor armature (from cable 7GA1 (7G10 on the 830E) to
7J1) to check the right wheelmotor rotation.
2. Depress the accelerator pedal just far enough to enter propel state and the wheels begin to
rotate.
Verify the right wheelmotor is turning forward.
3. Place a jumper across the right wheelmotor armature (from cable 7J1 to 7J2) to check the left
wheelmotor rotation.
4. Depress the accelerator pedal just far enough to enter propel state and the wheels begin to
rotate.
Verify the left wheelmotor is turning forward.
5. Shut down the truck and remove the jumper cables.
GEAR
GE WHEELMOTOR MODEL NO. RATIO TIRE SIZE
(xx.xxx : 1)
5GE772YS3, YS4 28.8 30 X 51
5GE776HS8B 2.88 30 X 51
5GE776KS5B, KS7B 23.0 36 X 51
5GE776KS6B, KS8B, KS10B 28.8 36 X 51
5GE776HS2C 23.0 30 X 51
5GE776HS9B, HS10 28.8 30 X 51
5GE791AS3B, AS5B 23.0 33 X 51
5GE791AS4B, AS6B 28.8 33 X 51
5GE788DS2 26.075 37 X 57
5GE788ES1,HS2,HS4 26.1 36 X 51
5GE788ES2,FS2,FS4 26.1 37 X 57
5GE788FS1,FS3 21.7 37 X 57
5GE788HS1,HS3 21.7 36 X 51
5GE788HS8 26.825 36 X 51
5GE788HS5 22.354 36 X 51
5GE788HS6 26.825 36 X 51
5GE788FS5, FS7 26.825 37 X 57
5GE788FS6 22.354 37 X 57
5GE787FS5, FS10 36.4 40 X 57
5GE787ES1,2,3 32.4 40 X 57
5GE787FS1,FS3 31.875 40 X 57
5GE787FS2,FS4, FS8 26.625 40 X 57
5GE787FS7 31.875 40 X 57
5GE787FS6, FS9 28.125 40 X 57
MAX TRUCK MPH = (MAX. WHEEL RPM x ROLLING RADIUS) ÷ (GEAR RATIO x 168)
RPM/MPH CONVERSION FACTOR = MAX. WHEEL RPM ÷ MAX. TRUCK SPEED
MPH/RPM CONVERSION FACTOR = MAX. TRUCK SPEED ÷ MAX. WHEEL RPM
4. Grasp the outer wheel and tire with the tire han-
FIGURE 2-4. REAR TIRE REMOVAL
dler. Remove wheel nuts (5, Figure 2-3) and
retainers (6) securing outer rim to hub of wheel 1. Tire Handler 3. Inner Rear Wheel &
motor. 2. Outer Rear Wheel & Tire
5. Pull straight out on outer wheel and tire and Tire
remove.
Removal
1. Bleed down steering accumulators by shutting
down engine with key switch in the “Off” position
for 90 seconds. Open drain valves at bottom of FIGURE 3-1. BRAKE SUPPLY LINES
all three brake accumulators. Allow adequate 1. Suspension 6. Wheel Assembly
time for accumulators to drain completely down. 2. Brake Supply Line 7. Fitting
2. Disconnect brake supply line (2, Figure 3-1) at 3. Junction Block 8. Spindle
the brake junction block (3). Plug line to prevent 4. Supply Line 9. Supply Lines
contamination of the hydraulic brake system. 5. Brake Caliper
3. Disconnect brake lines at each caliper. Remove
capscrews and washers securing junction block
(3) to brake adaptor. Remove junction block and NOTE: It is not necessary to remove spindle arm to
brake lines. Plug all lines and opening to pre- accomplish spindle removal.
vent contamination.
4. Loosen cover capscrews (4, Figure 3-4) and 7. Install suspension puller tool in place of retainer
allow oil to drain. Attach a fork lift or suitable lift- plate and secure in place with capscrews.
ing device to support the wheel hub and spindle
8. Tighten puller tool capscrews until suspension
assembly for removal.
rod is released from spindle bore. Remove
5. Remove lubrication lines from tie rod and steer- puller tool. Lower wheel hub and spindle
ing cylinder. Disconnect tie rod and steering cyl- assembly away from suspension piston rod.
inder rod from spindle being removed. Refer to Use care during removal to prevent damage to
“Steering Cylinder and Tie Rod Removal” in this suspension piston rod taper and tapered spin-
section. dle bore.
6. Remove capscrews (1, Figure 3-2) securing 9. Move spindle and hub assembly to clean work
retainer plate (2) to spindle structure and sus- area for repair.
pension. Remove retainer plate.
1. Clean all metal parts in fresh cleaning solvent. d. After cleaning make sure all surfaces are
absolutely dry.
2. Replace any worn or damaged parts.
e. Face seals are matched in sets and seal
3. Replace O-rings and face seals if worn or dam-
halves should not be interchanged.
aged.
4. Inspect wheel hub and spindle for damage. f. Position seal, making sure it rests uniformly
against the seal seat lip.
5. Check all lips and cavities in spindle and wheel
hub for nicks or tool marks that may damage g. Attach the installation tool to the seal half by
the rubber seal ring on the metal face seals. positioning the flange of the tool between the
rubber ring and seal face flange.
Assembly
h. Lightly tap on seal installation tool until tool
1. Install spacer, (4, Figure 3-5) and bearing cone flange contacts spindle flange.
(2). Lightly tap bearing cone in place to com-
NOTE: The seal will be properly installed when the
pletely seat cone tight against spacer (4).
depth around the entire circumference is uniform.
Removal
1. With engine shut down and key switch Off,
allow at least 90 seconds for accumulators to
bleed down. Block front and back of rear
wheels.
2. Disconnect oil supply lines at the steering cylin-
ders. Plug all line connections and cylinder ports
to prevent contamination of hydraulic system.
3. Remove nut (1, Figure 3-11) and washer from
both ends of assembly.
1. Nut 4. Spindle
2. Pin 5. Tie Rod
3. Steering Cylinder
FIGURE 4-1A. PIVOT PIN INSTALLATION FIGURE 4-2. PIVOT PIN INSTALLATION
Removal
To remove the axle housing pivot eye (5, Figure 4-2),
follow the instructions on the preceding page for
Pivot Pin Removal.
Be certain axle housing is blocked securely.
1. Attach a lifting device to the pivot eye (4, Figure
4-3).
2. Remove capscrews (2) and flatwashers (3).
Remove pivot eye. FIGURE 4-3. PIVOT EYE ATTACHMENT
Installation
5. Disconnect brake, lubrication and electrical con-
1. Position rear axle housing under frame.
nections from wheel motor.
2. Align hitch pin bores and install hitch pin.
3. Install anti-sway bar.
4. Install rear suspensions, as covered in Section
"H".
5. Install wheel motors. Make sure lifting devices are capable of handling
6. Install rear tires, as covered in Section "G". the load safely. The chart below shows approxi-
mate weights of the wheel motor with brake
7. Route electrical cables through cable grips on
assemblies installed.
right hand side of the axle housing.
8. Connect electrical cables to motorized wheels Model Approximate Weight
inside rear axle housing using identifications
made at removal. GE772 12,100 lbs. (5 489 kg.)
9. Reconnect all brake lines, air and lube lines. GE776HS/KS 15,100 lbs. (6 849 kg.)
Bleed brake and lube lines. GE791 15,500 lbs. (7 031 kg.)
10. Connect large cooling air duct and clamp GE788 23,300 lbs. (10 569 kg.)
securely.
6. Attach a lifting device to wheel motor and take
up slack. Remove capscrews securing wheel
motor to rear housing. Refer to appropriate
General Electric Service Manual for complete
service instructions on electric wheel motor.
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Removal
1. Park unloaded truck on hard level surface.
Block wheels and set parking brake. Remove
front wheel and tire as per “Removal” instruc-
tions in Section “G”, Front Tire and Rim.
Remove front wheel hub and spindle as cov-
ered in Section “G”.
FIGURE 2-2. CHARGING VALVE INSTALLATION
2. Remove boot clamp and boot from around sus-
pension. 1. Charging Valve 3. Swivel Nut (Small
3. Discharge nitrogen pressure from suspension Guard Hex)
by removing charging valve guard (1, Figure 2- 2. Charging Valve 4. Charging Valve Body
2) and charging valve cap (2). Turn the charging Cover (Large Hex)
valve swivel nut (small hex) (3) counterclock-
wise 3 full turns to unseat valve seal (DO NOT
turn more than three turns). DO NOT TURN
LARGE HEX (see DANGER below). Wearing
face mask or goggles, depress valve stem until
all nitrogen pressure has been relieved.
c. Remove wiper (23), rod seal (21 & 22), O- 10. Remove capscrews and washers (6), and spac-
ring (9), backup ring (10) and bearing (27). ers (9).
11. Move suspension to a clean work area for disas-
sembly.
Installation
Use the following procedure for preparing mounting
surfaces and mounting hardware.
1. The mounting surface of both the suspension
and the frame must be clean and dry. Use a
cleaning agent that does not leave a film after
evaporation, such as trichlorethylene, tetrachlo-
rethylene, acetone, or lacquer thinner.
FIGURE 2-10. END CAP ASSEMBLY NOTE: Backup rings must be positioned toward the
1. End Cap 4. Locknut flange on the end cap (3).
2. Upper Bearing 5. Roll Pin 7. Install two ball checks (13, Figure 2-7) into pis-
Retainer 6. Wrench ton rod receptacles. A small amount of petro-
3. Spacer leum jelly will prevent balls from dropping out
during assembly.
8. With suspension housing in a vertical position
carefully install the piston rod (19, Figure 2-8),
2. Install new bearing (27), rod seal (21), step seal
bearing retainer (13), and end cap (5) into the
(22), and rod wiper (23). Install new O-rings (9)
lubricated bore of the cylinder housing to its fully
and backup rings (10) in their appropriate
retracted position
grooves in the bearing retainer (20).
9. Rotate suspension housing and install cap-
NOTE: Backup rings must be positioned toward screw and hardened washers (7 & 8) and
flange at bearing retainer. (See Figure 2-10). tighten to 175 ft. lbs. (237 N.m) torque.
10. Install bottom plug (6) and tighten to 13 ft. lbs.
(17.5 N.m) torque.
11. Install charging valve (3) and new O-ring (4).
Lubricate O-rings with clean HYDRAIR® oil
before threading into end cap. Tighten large hex
of charging valve to 16.5 ft. lbs. (27.4 N.m)
torque.
Removal
1. Remove suspension boot clamp and boot.
Remove charging valve cap, (1, Figure 3-1)
loosen small hex (4) on charging valve and turn
counterclockwise three full turns (DO NOT turn
more than three turns) to unseat valve seal,
connect suspension charging kit. Charge the
suspension to be removed with dry nitrogen to
fully extend suspension piston. After suspen-
sion is charged, disconnect charging kit.
Support blocks may be made in various forms. Mild NOTE: Blocks must straddle rubber pad on axle
steel materials are recommended. For front suspen- stops. Due to the pivot point geometry of the final
sions, square stock or pipe segments [1 in. (25 mm) drive assembly, the surfaces between the bottom
minimum] may be used. Blocks must be capable of frame rail and final drive bumper pad mount will not
supporting the weight of the truck during oiling and remain parallel as dimension "A" changes. When
charging procedures. Refer to Figure 4-3 for front recording Dimension "A", make two measurements:
suspension support block placement and Figures 4-5 A1 at the rear of the bumper pad, and
or 4-6 for rear support block placement. A2 at the front of the bumper pad.
Figure 4-2 shows support blocks for rear suspen- Fabricate support blocks to fit this space (Figure 4-2).
sions which are placed between the truck frame and
final drive centercase and which fit over the bumper As an aid for identification for next use, support
pads. Dimension "A" must be determined to produce blocks may be color coded to mark them as used for:
the Rod Extensions listed in the chart. Truck Model; Oiling, or Charging for Front or Rear
suspensions.
FIGURE 4-6.
(PIN & BEARING MOUNT)
FIGURE 2-2. BRAKE LOCK HOOK-UP WITH PAYLOAD METER (next page)
Removal
If the dual hydraulic brake controller is to be removed
from the vehicle for repair or adjustment, additional
equipment will be required as outlined in disassem-
bly, assembly and adjustment procedures.
Before disconnecting pressure lines, replacing FIGURE 3-1. BRAKE CONTROLLER PEDAL
components in the hydraulic circuits or installing
test gauges always bleed down hydraulic steer- 1. Pedal Assembly 3. Floor Plate
ing and brake accumulators. The steering accu- 2. Capscrew 4. Capscrew
mulators can be bled down with engine shut
down, turning the key switch "Off" and waiting 90
seconds. Confirm the steering pressure is 7. Slide brake controller downward from upper
released by turning the steering wheel - No front floor plate section and remove brake controller
wheel movement should occur. Open "T" handles from the console area.
at bottom of accumulators to bleed down brake 8. Move brake controller to a clean work area for
accumulators. repair and disassembly.
1. Adjuster Lug Lockscrew 10. Snap Ring 20. Check Valve Seat
2. Adjuster Lug 11. BL2 21. O-Ring
3. Conical Spring 12. Shims 22. Check Valve
4. Sleeve Retainer 13. Primary Spring Seat 23. Check Valve Spring
5. Actuator Plunger and Spring 14. Regulator Sleeve 24. Controller Section
Seat Assembly 15. Secondary Spring Seat 25. Differential Switch (DR1)
6. Aluminum Flat Washer 16. Regulator Spool 26. BL1
7. Emergency Apply Piston 17. Secondary Spool 27. Auxiliary Brake Solenoid
(Sleeve) 18. Plunger 28. Park Brake Solenoid
8. Plastic Flatwasher 19. Isolation Check Valve/Seat 29. Solenoid Section
9. Primary Spring
Disassembly
NOTE: During disassembly, precision machined
parts such as valve spools, sleeves, check valves,
etc. should be ink-marked or tagged for reassembly
into their original positions to assure best possible fit.
1. Remove capscrews (1, Figure 3-3) securing the
pedal to actuator cam assembly and remove
pedal.
2. Remove capscrews (2, Figure 3-3) and remove
actuator cam assembly and base plate.
Remove aluminum flat washers (6, Figure 3-5).
3. Loosen both adjuster lug lockscrews (1, Figure
3-5) and remove the adjuster lugs (2). Remove
conical return springs (3).
NOTE: In the following step, solenoid section will
drop free. To avoid damage be prepared to catch this
section. FIGURE 3-6. SPOOL SLEEVE REMOVAL TOOL
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
There is a leak or other malfunction in one brake
circuit.
The controller balance is out of adjustment. Adjust per instructions.
Differential pressure warning switch out of adjustment. Adjust per instructions.
Inspect brake system.
TROUBLE: A Differential Pressure Warning Occurs Briefly When Brakes are Applied or Released
Controller out of balance (not tracking). Refer to previous Step.
The differential pressure out of adjustment. Adjust per instructions.
Accumulator precharge/leak. Check accumulators.
Problem in dual subassembly Remove, disassemble, clean, and reassemble dual
subassembly or replace it.
Air in one brake circuit. Bleed brakes.
Brake adjustment. Adjust brakes (if required).
Small leak in one circuit. Inspect brake system.
TROUBLE: Differential Pressure Warning On and Off While Maintaining Brake Pressure When Pump
Cycles in an Unloading Type System
Leak in one brake circuit. Inspect brake system.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator leakdown valve is open. Check plumbing.
Accumulator precharge is low. Close valve.
Leak in one circuit. Check plumbing.
Check valve is contaminated. Flush dual subassembly.
The check seat or check poppet is damaged. Replace.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.
TROUBLE: Oil is Leaking Between the Park/Auxiliary Body and Dual Controller Subassembly
Controller not bolted tightly. Tighten the three bolts at pedal base.
A defective seal on top of dual controller subassembly. Replace the O-rings.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Leak in charge system. Check charge system.
Accumulators precharge too high or too low. Check accumulator precharge.
Controller plumbed incorrectly. Correct plumbing.
Internal leakage in dual subassembly. Replace dual controller subassembly.
Pump is worn. Rebuild or replace pump.
NOTE: Remove "Dyna-seal" or "O-ring (if equipped) Exhaust all hydraulic pressure from the system.
prior to attaching connector to accumulator gas Remove valve guard and seal. Then, follow
valve. Refer to Figure 3-23A. "Charging Procedure", Steps 1 thru 6.
Removal
If the differential pressure manifold is to be removed Installation
from the cabinet for bench test or repair, tag or mark
1. Install the pressure manifold to the control cabi-
all lines to be removed. The manifold is coded at
net using two capscrews. Tighten capscrews to
each port location which will be used in the assembly
standard torque. DO NOT remove protective
and adjustment procedure. (Refer to Figure 3-24).
plugs until each line connection is completed.
1. Release pressure from brake accumulator as 2. Connect all pressure fittings to their respective
per "Caution" instructions. location (Figure 3-25).
2. Disconnect the electrical leads and tag 3. Connect the electrical leads to the correct termi-
switches. (Refer to Figure 3-24). nals.
3. Disconnect and plug ends of all hoses and fit- 4. Close brake accumulator bleeddown valves.
tings. Move lines clear of the pressure manifold.
5. Start engine to charge brake accumulators and
4. Remove capscrews securing pressure manifold check pressure manifold for leaks.
to the cabinet and remove manifold to a clean
work area for disassembly. Refer to "Disassem- Disassembly
bly, Cleaning and Service".
1. Remove two electrical switches (7, Figure 3-25)
from ports DF and DR 2.
2. Remove plugs (1 & 13) and remove plunger
assembly thru port "A".
NOTE: Remove sleeve (10) only if replacement is
necessary. Sleeve is made from soft material and
can be easily damaged during disassembly if care is
not taken.
For bench adjustment, plug "PLF", both "B2" ports If the piloted single controller is to be removed from
and one "B1" port. Do not plug "BF" port. Attach an the cabinet for bench test or repair, tag or mark all
adjustable hydraulic source and an accurate gauge lines to be removed.
to the open "B1" port. Connect an ohmmeter 1. Release pressure from the brake accumulators.
between the brass stud on "DF" switch and the 2. Disconnect all pressure lines and plug ends of
ground stud. Loosen locknut on "DF" switch. Slowly all fittings removed. Move pressure lines clear
increase pressure on "B1" port and adjust "DF" of the controller.
switch inward or outward so the switch closes when
the pressure reaches 588 ±60 psi (4.1 ±0.4 MPa). 3. Remove capscrews securing the controller to
Tighten locknut and check for repeatability. the cabinet and remove the controller to a clean
work area for disassembly. (Refer to Disassem-
bly, Cleaning and Service).
Assembly
FIGURE 3-26. SINGLE PILOTED CONTROLLER 1. Install O-ring (18) into cover assembly (17).
Place nut and washer (19 & 20) on stud and
1. Controller 4. Port T
install through cover section.
2. Port PLT2 5. Port REG
3. Port PL1 6. Port PR 2. Install spring (15) and plunger (14) into regula-
tor spool (12). Install spool into regulator
assembly (13). Carefully place assembly down
over studs and seat onto cover assembly mak-
Installation ing sure plunger (14) does not come out of reg-
1. Install the piloted single controller to the brake ulating spool.
control cabinet and secure controller using 3. Install O-ring (16).
three capscrews. Tighten capscrews to stan- 4. Install tank body (6) over studs.
dard torque values. DO NOT remove protective
plugs until each line connection is completed. 5. Install shims (8), seat (7), spring (11), spring
cap (10), and O-ring (9).
2. Connect all pressure fittings to their respective
locations (Figure 3-26). 6. Install plunger (5) into actuator body (4).
3. Close brake accumulator bleeddown valves. 7. Install actuator assembly (4) over studs. Install
washers and nuts and tighten.
4. Start engine to charge the brake accumulators
and check controller for leaks. 8. Install plunger (3) and O-ring (2) on primary
actuator and install into secondary actuator.
Disassembly Sealing of actuator is done by the O-ring and
high torque is not required to prevent leakage.
1. Remove primary actuator "PLT2" (1), piston (3)
and O-ring (2). (Refer to Figure 3-27). 9. After controller is assembled, perform "Bench
Test" to make sure regulated pressure is cor-
NOTE: Scribe a mark down the side of controller to rect.
make sure ports are in proper relation to each other
during assembly. Bench Test
After piloted single controller has been serviced per-
2. Remove nut (20) and washer (19) from top of form the following test to make sure regulated pres-
controller. Do not remove studs at this time. sure is accurate.
3. Remove secondary actuator assembly (4) and
remove piston (5).
Set-Up
1. Plug port "PL2" in top of controller
.
Adjustment
1. Apply 1500 psi (10.5 MPa) to port "PL1" and at
the same time apply 2700 psi (18.9 MPa) to port
"PR".
2. Observe pressure reading on gauge installed in
port marked "REG". The correct pressure
should not exceed 2500 psi (17.5 MPa). Shut
off hydraulic source and release pressure.
3. If pressure exceeds 2500 psi (17.5 MPa) on
gauge, controller will have to be disassembled
and have shims added. If pressure is less than
FIGURE 3-27. SINGLE PILOTED CONTROLLER
2500 psi (17.5 MPa), disassemble and remove
shims. 1. Primary Actuator 11. Spring
4. Repeat Steps 1, 2 and 3 until 2500 psi (17.5 2. O-Ring 12. Regulator Spool
MPa) pressure reading is obtained. 3. Pilot Plunger 13. Regulator Assembly
5. Disconnect lines and gauges. Return controller 4. Secondary Actuator 14. Reaction Plunger
to service. 5. Pilot Plunger 15. Spring
6. Tank Assembly 16. O-Ring
7. Spring Seat 17. Cover Assembly
8. Shim Kit 18. O-Ring
9. O-Ring 19. Washer
10. Actuator Spring Cap 20. Hex Nut
Before disconnecting pressure lines, replacing FIGURE 3-28. DRY/SLIPPERY SOLENOID VALVE
components in the hydraulic circuits or installing
test gauges, always bleed down hydraulic steer- 1. Solenoid Valve 3. Electrical Leads
ing and brake accumulators. The steering accu- 2. Hydraulic Lines 4. Capscrews
mulators can be bled down with engine shut
down, turning the keyswitch "Off" and waiting 90
seconds. Confirm the steering pressure is Installation
released by turning the steering wheel - No front
wheel movement should occur. Open "T" handles 1. Install the solenoid valve to the brake control
on accumulators to bleed down brake accumula- cabinet and secure the solenoid using two cap-
tors. screws. Tighten capscrews to standard torque.
DO NOT remove the protective plugs until each
line connection is completed.
2. Connect all pressure fittings to their respective
locations (Figure 3-28).
3. Connect all electrical leads to their respective
Before disabling brake circuit, be sure truck
terminals (Figure 3-28 ).
wheels are blocked to prevent possible rollaway.
4. Close brake accumulator bleeddown valves.
Removal 5. Start engine to charge the brake accumulators
If the solenoid valve is to be removed from the cabi- and check solenoid for leaks.
net for bench test or repair, tag or mark all lines to be
removed.
1. Release the pressure from the brake accumula-
tors.
2. Disconnect all electrical leads, hydraulic lines,
and plug lines and cap fittings.
3. Move all electrical lines and hydraulic lines
clear of the solenoid valve.
4. Remove the two capscrews securing the sole-
noid valve to the cabinet and remove the sole-
noid valve to a clean work area for disassembly.
(Refer to Disassembly, Cleaning and Service).
Assembly
5. With the engine at low idle (750 RPM) check NOTE: This valve will not cause the steering cycle
leakage from Port “T”. The maximum allowable time to be affected if leakage is excessive. This
leakage from the brake controller is 2.6 oz./min. leakage occurs only while brakes are being applied.
(77 ml). If excessive leakage is present, it will 1. Shut engine “Off” to bleed down hydraulic sys-
be necessary to replace or rebuild the brake tem and bleed down brake accumulators.
controller. 2. Remove return line from bottom of Dry/Slippery
6. With engine at low idle, check leakage from Road solenoid (10, Figure 4-1) and plug tank
Port “PT”. The maximum allowable leakage line.
from the brake controller auxiliary/park brake 3. Move slippery road switch to “Slippery”.
line is 2.6 oz./min. (77 ml). If excessive leakage
4. Start engine to charge brake accumulators.
is present it may be coming from either of the
solenoids mounted in the upper section of the 5. Move Wheel Brake Lock to “On” position.
brake controller valve. Check solenoids as fol- 6. Slight leakage may be present.
lows: 7. Move Wheel Brake Lock to “Off” position.
8. Move Dry/Slippery switch to “Dry”. Slight leak-
age may occur.
9. If continued excessive leakage occurs, replace
When actuating these solenoids, a small amount seal rings and recheck for leakage. If leakage
of oil will come out of Port “PT”. Provisions must continues the valve should be replaced.
be made to contain this oil.
10. Cap fitting on Dry/Slippery Road valve and
a. Remove both solenoid valves and replace O- leave return line “Off”. Connect line later in this
ring seals. Recheck leakage. procedure.
b. If leakage is still excessive, apply “Brake
Lock”. If leakage is reduced, replace “Brake
Lock” solenoid.
c. If leakage is still excessive, release “Park
Brake”. If leakage rate is increased, replace
“Park Brake” solenoid.
c. Remove jumper wire installed between 33 g. If low brake pressure light fails to light, check
and 33Z. the indicator light and the accumulator
switch.
12. With system charged, move parking brake
switch to “Off”. The parking brake pressure h. Connect the electrical terminals 33 and 33F.
should increase to system supply pressure and
parking brake light should turn off.
Inspection
FIGURE 5-2. BRAKE HEAD REMOVAL 1. Inspect pistons (12, Figure 5-1) for minor
scratches and nicks. If piston is badly nicked or
1. Brake Caliper 3. Disc scratched, or if the chrome plating is worn off,
2. Brake Caliper replace piston.
Support
1. Replace all retainers, packings, and boots. a. Install dust boot over tool at beveled end.
Refer to Figure 5-3. b. After O.D. lip of dust boot has been installed
into groove of piston bore, reach through tool
with finger and check for proper seating of
dust boot lip. Lubricate exposed surfaces of
boot and seals.
When replacing rubber components the type of
brake actuating oil must be identified. Rubber c. Insert piston through tool and dust boot until
components for C-4 Hydraulic Fluid (mineral oil) piston has seated onto seal in piston bore.
and ABF (brake fluid) are not interchangeable. d. Remove tool. Using rotating, thrusting
Use only rubber replacement components com- motion, press piston by hand into and
patible with the HAULPAK® truck brake system. through packing assembly.
e. Press dust boot into piston groove.
6. Install retainer (10, Figure 5-1) and packing (11)
into cap (9). (Install packing to the inside, clos-
est to pressure oil.) Attach caps (9) to torque
plate (16) with capscrews (8) and washers (7).
Tighten capscrews with dry threads to 135-150
ft. lbs. (183-203 N.m) torque.
7. Install thrust plates (3 & 4, Figure 5-1) in original
positions (on one side) on ends of torque plate
assembly (16) and fasten in place with cap-
screws (1) and washers (2). Lubricate capscrew
threads and washer faces with rust preventative
grease and tighten to 730-750 ft. lbs. (990-
1017 N.m) torque.
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BRAKE CALIPERS
Lining Replacement
Inspection
1. Inspect discs for excessive wear. If disc thickness
is less than 0.750 in. (19.05 mm) replace disc.
b. Install inboard adapter (10) and disc adapter 14. Install bushing (3) into outboard disc. Install disc
(9) over stud. Install all capscrews and flat- and bushing assembly with four evenly spaced
washers (11) and tighten to standard torque. capscrews and flat washers onto disc support
(5). Tighten capscrews but do not torque.
c. Install inboard disc (1) and bushing (3) with
four capscrews and flat washers (7). Tighten NOTE: Determine shim pack as described in Step 7.
capscrews, but not to standard torque. (See Figure 6-4).
7. Determine shim pack for proper lining clearance 15. Install spacers (6, Figure 6-1), brake linings (3),
as follows: outside torque plate (7), capscrews and flat-
washers (5) onto inside torque plate (8). Tighten
a. Measure dimension "A" (Figure 6-4) from the
capscrews to 745 ±5 ft. lbs. (1010 ±7 N.m)
front side of the torque plate (between the
torque.
two pistons) to the back side of brake disc.
NOTE: Make sure carrier and lining assemblies are
hooked over spacers (6).
General
These procedures apply ONLY to the brake lining
assemblies obtained from Haulpak Parts Dept. for Extreme safety precautions should be used when
use on HAULPAK® Electric Drive Trucks equipped making high-energy/high-speed brake stops on
with Carlisle (Goodrich) disc brakes. any downgrade. Safety berms or adequate run off
Conditioning and burnishing of service brake linings ramps are necessary for any stopping perfor-
must be performed each time a new set of brake lin- mance tests.
ings are installed, or before a new HAULPAK® Truck 1. Front brakes will require burnishing indepen-
is put into operational service. A surface pyrometer is dently from rear brakes in order to control disc
required to measure brake disc temperatures during temperatures Refer to Temporary Disconnect
the conditioning procedures. Procedures on the following pages.
NOTE: Heavy smoke, flames, and foul odor
If "Brake Certification" type tests are to be run, all lin-
from brake linings is normal during burnishing
ings and discs should be new and the factory should
procedures.
be notified. For in-service testing of service brakes,
new linings or discs are not necessary. 2. Temporarily disconnect the FRONT brakes
(refer to Temporary Disconnect Procedures).
Front discs should be in serviceable condition with no Electric Propulsion drops out when rear brake
metal smearing or metal buildup from previous use pressure is sensed, therefore burnish by bring-
and not extensively rough or grooved. Inspect discs ing the truck speed up to about 18 mph and
for wear limits. snubbing the brakes to slow truck to about 8
Rear discs will operate at higher temperatures and mph. Continue until a pyrometer applied to the
can be dark blue in color and show periodic spots disc on the lining rubbing surface indicates
[approximately 1.5 in. (3.8 cm) in size] and still be 700°F - 750°F (371°C - 400°C).
serviceable. A disc that is extremely heat-checked NOTE: The Override Switch on the instrument
with radial cracks open to show a gap should not be panel must be depressed and held by the oper-
used. ator in order to propel the truck with the brakes
applied.
IMPORTANT! To prevent lining damage during
burnishing, as well as for stop distance tests, release 3. Permit brake discs to cool to 350°F (177°C) or
the brakes as quickly as possible at the end of each below. (This can require up to 30 minutes
cycle or stop. depending on the ambient air temperature and
beginning surface temperature of the disc.)
The burnish procedure consists of:
4. Repeat the above as necessary to achieve a
1. Alternately applying and releasing the service disc temperature of 800°F - 850°F (427°C -
brakes until the recommended brake disc sur- 455°C). Smoke and foul odor are normal.
face temperature is reached: then allow brakes Take the temperatures as rapidly as possible,
to cool. Cool brakes, if necessary, by driving then as quickly as possible, start the truck in
machine. (Rear brakes will normally cool faster motion to cool the brakes.
than fronts.) Repeat cycle 3 - 4 more times. 5. RECONNECT front brakes (refer to Temporary
2. To expedite the burnishing cycles of heating Disconnect Procedures). Insure rear brakes
and cooling, operate the brakes on only one are functioning properly.
axle at a time, so that the other system will be
6. Allow brakes to cool to 225°F (121°C) or below
cooling (operate front brakes with rear brakes
before running any brake performance tests or
disconnected, or rear brakes with front brakes
placing truck into operation.
disconnected).
3. The recommended order for burnishing is:
Front, Rear, Front, Rear, Front, Rear, and Front.
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Caliper Installation
1. Refer to Figure 7-2, Dimension "B". With a
depth micrometer, measure the distance from
parking brake support (3, Figure 7-2) to disc (1)
adjacent to support mounting capscrews (2).
a. Record dimension "B" and subtract this
value from 0.250 in. (6.35 mm).
b. Select a shim pack equal to result found in "a."
2. Remove support mounting capscrews and
install the proper shims between parking brake
support (3) and brake caliper (5). Install cap-
screws (2) and tighten to standard torque.
NOTE: If equipped with two (2) park brake calipers
per wheelmotor, also install spacer (6, Figure 7-2).
3. Measure dimension from parking brake support to
disc again. Measurement should be 0.250 ±0.005
FIGURE 7-2. PARKING BRAKE INSTALLATION
in. (6.35 ±0.13 mm). If not, repeat Steps 1 and 2.
4. Install parking brake assembly (2, Figure 7-1) 1. Brake Disc 4. Shims
onto support (3) with six capscrews and wash- 2. Capscrews/ 5. Brake Caliper
ers (5). DO NOT TIGHTEN CAPSCREWS at Washers 6. Spacer (Used
this time. 3. Brake Support ONLY w/2 Caliper
5. Install three 0.06 in. (1.52 mm) thick shims (6) Installation)
on each side of support (3), between support
and brake housings. Tighten two outside cap-
screws (5) until linings make contact with disc.
DO NOT FINAL TORQUE AT THIS TIME.
TABLE 1
TRUCK CLEARANCE DIMENSION IN
MODEL STEP 9
120C,445E Less than 0.200 in. (0.508 cm)
510E Less than 0.150 in. (0.381 cm)
170C/D Greater than 0.020 in. (0.051 cm)
Less than 0.065 in. (0.165 cm)
630E w/776 Less than 0.065 in. (0.165 cm)
wheel motors
630E w/788 Less than 0.120 in. (0.305 cm)
wheel motors
685E Less than 0.065 in. (0.165 cm)
830E Less than 0.065 in. (0.165 cm)
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NOTE:
Due to several different customer options for Air Dryers and/or Aftercooler, service for these components
are not covered in this section. When Air Dryer or Aftercooler service is required, refer to Section “M”,
Options and Accessories, in this manual.
* This service coverage is for the standard Ingersoll-Rand SS0815 Air Starter. If other OPTIONAL
starters have been specified, refer to Section “M”, Options and Accessories, in this manual.
TREADLE VALVES
Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
Component Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
Throttle & Retard Treadle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
Operating Test
With air system fully charged 135 psi (930 kPa), test
the safety valve to insure its operating capability. Pull
out on the exposed end of the valve stem. This will
relieve spring load on the ball valve and let it unseat.
Air should exhaust from the valve when the valve
stem is pulled out; if not, remove the safety valve and
disassemble and clean or replace valve assembly.
Installation
1. Screw regulator inlet port onto threaded cou-
pler.
FIGURE 3-5. 90 PSI (622 KpA) REGULATING
2. Connect tee fitting and air hoses to outlet port. VALVE
Disassembly 1. Body 8. Bonnet
2. Cap Nut 9. Diaphragm
1. Clean the exterior of the valve thoroughly. 3. Gasket 10. Poppet
2. Loosen jam nut (13, Figure 3-5) and remove 4. Spring 11. Button
adjusting screw (12). 5. Diaphragm Plate 12. Adjustment Screw
3. Remove screws (14) and lift off bonnet (8). 6. Regulating Spring 13. Jam Nut
7. Spring Plate 14. Capscrew
AIR STARTER
The air starter (1) operation is controlled by the air
starter solenoid valve and the dump valve.
Air pressure is ported to the bendix inlet, the pinion
engages with the engine flywheel, air pressure
through the dump valve is then ported through the
starter to turn the engine flywheel. After the engine
starts, the pinion retracts from the engine flywheel.
Installation
FIGURE 4-4. AIR START SOLENOID
Install the air start solenoid to its mounting bracket and
connect electrical leads and air inlet lines previously 1. Breather 7. Capscrews &
disconnected. 2. Yoke Lockwashers
3. Coil 8. Valve Body
Disassembly 4. Coil Pole 9. Roll Pin
1. Remove breather (1, Figure 4-4) from yoke (2). Lift 5. Spring 10. O-Ring
off yoke (2) and coil (3). Unscrew and remove coil 6. Plunger Assembly 11. Mounting Bracket
pole (4) with spring (5) and plunger assembly (6).
2. Remove capscrews and lockwashers (7) secur- Assembly
ing valve body (8) to mounting bracket (11). 1. Install O-ring (10, Figure 4-4) around roll pin (9)
Remove O-ring (10) in valve body. on valve body (8). Align valve body to mounting
3. Disassemble plunger assembly (6) by removing bracket (11) and secure with capscrews and
cap from plunger and remove seat, spacer and lockwashers (7).
seat. 2. Install spring (5) and plunger assembly (6)
inside coil pole (4). Screw coil pole (4) into valve
NOTE: Seats are reversible. Replace if necessary.
body (8). Install coil (3) and yoke (2) over coil
Cleaning and Inspection pole (4).
3. Press coil lightly until threads of coil pole pro-
1. Clean all parts in a good cleaning solvent and
trudes through coil. Install breather (1) onto coil
wipe dry.
pole. Tighten securely.
2. Replace spring (5) if free height is less than 0.968
in. (24.5 mm). DUMP VALVE
NOTE: DO NOT stretch spring.
Removal
3. Inspect O-ring (10). Replace if necessary.
4. Inspect seats in plunger assembly (6). Inspect cap 1. Open drain cock on main air tank and discharge
on plunger assembly for proper seating in valve. system air pressure.
2. Tag or mark air lines.
3. Remove pilot air pressure line and main air
pressure inlet and outlet lines.
Disassembly Tips
The following are a few recommended procedures
which will help aid in assembly of the air starter.
• Always mark adjacent parts on the motor housing
FIGURE 4-5. AIR STARTER LUBRICATOR cover, motor housing, gear case and drive
housing, so these members can be located in the
1. Filter 5. Spring same relative position when the starter is
2. O-Ring 6. Body reassembled.
3. Check Valve Ball 7. Piston • DO NOT remove any part which is a press fit in or
4. End Cap on a sub-assembly unless the removal of that
part is necessary for replacement or repairs.
Removal
• Never use old seals or O-rings.
1. Remove and cap diesel fuel line.
• When grasping a part in a vise, always use
2. Remove lubricator. leather covered or copper covered vise jaws to
protect the surface of the part and help prevent
Installation distortion. This is particularly true of threaded
1. Prelube lubricator with diesel fuel prior to instal- members.
lation.
Disassembly
2. Install lubricator into starter lubricator port.
1. Remove the rear motor housing cover plug (3,
3. Connect fuel line, loosen connection and bleed
Figure 4-6) from the rear of the motor housing
off any trapped air. Tighten fuel line.
cover (2).
NOTE: The lubrication fuel line is gravity fed and the 2. Grasp drive pinion (23) in a vise with the starter
lubricator connection must be below the engine supported on the workbench.
connection with no loops or bends that could cause
3. Remove drive pinion retaining screw (21).
air locks.
Screw has left hand threads. Remove starter
from vise.
4. Remove drive pinion washer (22) and drive pin-
ion (23).
39. If the rear rotor bearing (10) needs to be 10. Install the rear end plate (9), bearing end up,
replaced, remove it from the rear end plate. onto the rotor shaft.
40. Push cylinder (5) out of the motor housing. 11. Screw the rotor clamp nut (12) onto the rotor
shaft with the shoulder toward the bearing.
41. Remove the cylinder O-rings (8) from the cylinder. Tighten the nut until there is a 0.001 in. (0.02
42. Place gear case (58) on a clean workbench. mm) to 0.003 in. (0.07 mm) clearance between
the rear end plate and rotor.
43. Using retaining ring pliers and working through
the access holes in the gear web, remove the 12. Tighten rotor clamp nut screw (14). Recheck
drive gear bearing retainer (59). clearance between the rear end plate and rotor
after tapping the end plate away from the rotor
44. Pull drive gear (62) out of the gear case. face with a plastic hammer.
45. Using retaining ring pliers, remove the drive 13. Check the two end plate alignment pins (6). If
gear shaft bearing retainer (60). they are bent or broken, remove them from the
46. Remove the rear drive gear bearing (61) from cylinder and press in a new pin.
the drive gear.
14. Check cylinder alignment pin (7). If pin is bent or
broken, replace with a new one.
Assembly
15. Using O-ring lubricant, lubricate and install the
1. The following general rules should be followed
two inside cylinder O-rings (8).
when assembling the air starter:
16. Position the motor housing (1) vertically, on two
a. Always press on the inner race of a ball type
blocks of wood, locating slot up.
bearing when installing the bearing on a
shaft. 17. Using a plastic hammer, tap cylinder (5) into
motor housing making sure the cylinder align-
b. Always press on the outer race of a ball type
ment pin (7) seats into the slot of the motor
bearing when pressing the bearing in a bear-
housing.
ing housing.
18. Lubricate and install the two outside cylinder O-
c. Whenever grasping a part in a vise, always
rings (8).
use leather covered or copper covered vise
jaws to protect the surface of the part and 19. For Right Hand Rotation Starter: Insert rotor
help prevent distortion. This is particularly (13) into the cylinder, pinion end toward cylinder
true of threaded members. alignment pin.
d. Clean all parts and cover each part with a
thin film of clean oil before installation.
NOTE: Make sure the protruding end plate alignment
2. Place drive gear bearing retainer (59, Figure 4- pin (6) in the cylinder aligns with the dowel hole in the
6) over the rear end of drive gear (62). rear end plate (9) numbered SS800R-12. Make sure
3. Using an arbor press, press the rear drive gear the air ports of both the cylinder and the rear end
bearing (61) on the rear end of the drive gear. plate align.
4. Using retaining ring pliers, install drive gear For Left Hand Rotation Starter: Insert rotor (13) into
shaft bearing retainer (60). the cylinder, pinion end toward cylinder alignment
5. Position gear case on a clean workbench. pin.
Using a plastic hammer, seat the rear drive gear
bearing into the gear case by tapping the oppo-
site end of the drive gear. NOTE: Make sure the protruding end plate alignment
6. Using retaining ring pliers and working through pin (6) in the cylinder aligns with the dowel hole in the
the access holes in the gear web, install the rear end plate (9) numbered SS800L-12. Make sure
drive gear bearing retainer (59).
COMPONENT DESCRIPTION
Treadle Valve
The treadle valve is pressure compensating, the
valve is a pressure regulator with a pedal to control it.
When the pedal is depressed, air flow enters the inlet
port and due to a compensating spring in the valve
and the pressure applied at the pedal, metered air
pressure is directed out the cylinder port to actuate
the throttle air cylinder. A booster spring located
under the pedal increases pedal effort and provides
“feel” for the operator. Maximum air pressure from
valve is 90 psi (620 kPa).
Service
1. Every month or after 500 hours of operation, FIGURE 5-1. THROTTLE VALVE
lubricate treadle roller and hinge pins with
engine oil. Lift boot from mounting place and 1. Pedal 4. Outlet Port
apply a few drops of SAE20 grade engine oil 2. Mounting Plate 5. Breather
between mounting plate and plunger. Replace 3. Inlet Port
boot.
2. After two years of operation, disassemble trea- Disassembly
dle valve and clean all parts. Install new inlet 1. Remove clips (5) from ends of push rod pin (10,
valve. U-cups and all O-rings. Figure 5-2) and treadle pin (4). Remove pins (4
& 10) from mounting bosses of pedal assembly,
COMPONENT REPAIR roller (9), spring (3) and separate pedal from
The following procedure should be used for service valve assembly.
of the throttle treadle valve. 2. Remove push rod (11, Figure 5-2) and dust
boot (12) from inlet portion of valve body (15).
Removal Match mark relationship of mounting plate (8) to
1. Relieve air pressure, tag and disconnect air the valve body. Remove nut (13) and separate
lines from throttle treadle valve. Cover ends of mounting plate from valve.
lines and cap inlet and outlet ports of valve to 3. Match mark inlet (2, Figure 5-3) and outlet (14)
prevent entry of foreign material. portion of valve. Remove the machine screws
2. Remove capscrews and lockwashers securing (16) and separate outlet body from inlet body.
valve assembly to cab floor. Remove valve Remove barrier plate assembly (8) and O-ring
assembly. (6). Remove small O-ring (7) from inlet body (2).
4. Remove balance piston (11, Figure 5-3) from FIGURE 5-3. VALVE ASSEMBLY
body (14). Remove thrust ring (10) and “U” cup 1. Guide Rod 9. U-Cup Seal
(9) from piston and remove spring from body. 2. Inlet Body 10. Thrust Ring
5. To disassemble barrier plate assembly, remove 3. Screen 11. Balance Piston
spiral retainer ring (14, Figure 5-4). Use caution 4. Seal Washer 12. Spring
as spring pressure will force out disc ring (13), 5. Capscrew 13. Shim
exhaust poppet (12), poppet support plate (11) 6. Large O-Ring 14. Outlet Body
and spring (10) from cage (6). 7. Small O-Ring 15. Plug
6. Push piston (2) down until fully depressed and 8. Barrier Plate
remove retainer ring (9) from groove in end of
piston. Remove cage (6) from barrier plate (5)
and tap cage on a block of wood to remove sup-
port disc (8) and inlet poppet (7). Remove
sleeve (3), O-ring (4), piston (2) and “U” cup (1)
from the barrier plate.
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-2
Pump Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-2
Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Cartridge Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
Cartridge Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
TROUBLESHOOTING CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Filling Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
STRAINER AND DIFFUSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Inspect and Clean. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
1. Hydraulic Lines 4. Unloader Valve 8. Body Creep Down 11. Flow Amplifier Valve
(To & From Steering 5. Hydraulic Tank Valve 12. Hydraulic Lines
Control Valve) 6. Breather (Air Filter) 9. High Pressure Filter (To & From Steering
2. Accumulators 7. Hoist Cylinder (Steering & Brake) Cylinders)
3. To Brake Circuit 10. Bleeddown Valve
1. High Pressure Filter 5. Capscrew 9. Unloader Valve 13. Hoist Cylinder Lines
(Hoist) 6. Hoist Valve 10. High Pressure Filter 14. Snubber Valve
2. Hose 7. Hoist Inlet (Steering & Brakes) 15. Manifold
3. Hydraulic Pump (From Unloader) 11. Hydraulic Tank 16. Pressure Line
4. Suction Hose 8. Bleeddown Manifold 12. Hoist Cylinder (To Hoist Valve)
1. High Pressure Filter 5. Capscrew 9. Unloader Valve 13. Hoist Cylinder Lines
(Hoist) 6. Hoist Valve 10. High Pressure Filter 14. Snubber Valve
2. Hose 7. Hoist Inlet (Steering & Braking) 15. Manifold
3. Hydraulic Pump (From Unloader) 11. Hydraulic Tank 16. Pressure Line
4. Suction Hose 8. Bleeddown Manifold 12. Hoist Cylinder (To Hoist Valve)
Pump Disassembly
1. Support the pump on blocks or clamp the body
in a vise as shown in Figure 3-2. If a vise is
used, use protective jaws to avoid damage to
outlet body and its machined surfaces.
2. Mark the pump inlet, outlet and cover for correct
reassembly (Figure 3-2).
3. Remove the cover screws (1, Figure 3-5) and
lift end cover (2) from the pump. This will
expose the cover end cartridge. Discard square
cut seal (5) and O-ring (6).
4. Pull cover end cartridge from the inlet housing
(Figure 3-3). FIGURE 3-3. REMOVAL OF COVER END
5. Set cover end cartridge aside for disassembly.
6. Separate inlet housing and outlet body. This will
expose shaft end cartridge. Discard square cut
seal and O-ring (5 & 6, Figure 3-5).
Cartridge Disassembly
Disassemble the two cartridge kits, one at a time,
according to the following instructions. Keep parts
separated from each other during inspection, repair,
and assembly.
5. Inspect both sides of each vane (11, Figure 3-5) NOTE: Assemble shaft end cartridge in the direction
and insert in order. If pickup, heavy wear or of rotation noted at disassembly. Assemble cover
scoring is found, inspect the appropriate rotor end cartridge in reverse of the shaft end cartridge.
(10) slot. Replace scored parts.
NOTE: Inspect each vane tip for excessive wear. NOTE: If locating pins (16, Figure 3-5) were removed
Excessive vane tip wear will reduce pump efficiency. from inlet support plate (15), install new pins with
locking flutes located within the inlet support plate.
6. Inspect ring (12) for vane chatter marks, wear Drive the new pins into the support plate with a soft
and/or scratches. Replace if scoring is evident. tipped hammer.
Air leaks at the intake. Pump not priming. Check the inlet connections to determine where air is
being drawn in. Tighten any loose connections. See
that the oil in the reservoir is above the intake pipe
opening. Check the minimum drive speed which may
be too slow to prime the pump.
Complete loss of flow from pump. Unloader valve is stuck open permitting free flow to
tank.
Oil viscosity too heavy to pick up prime. Completely drain the system. Add new filtered oil of the
proper viscosity.
Oil intake pipe in reservoir restricted. Check all strainers and filters for dirt and sludge. Clean
if necessary.
Coupling or shaft sheared or disengaged. Disassemble the pump and check the shaft and car-
tridge for damage.
Vane(s) stuck in the rotor slot(s). Disassemble the pump. Check for dirt or metal chips.
Clean the parts thoroughly and replace any damaged
pieces. If necessary, flush the system and refill it with
clean hydraulic oil.
Driven in the wrong direction of rotation. The drive direction must be changed immediately.
System relief valve set too low. Use pressure gauge to adjust the relief valve correctly.
Complete loss of flow from pump. Unloader valve is stuck open permitting free flow to
tank.
Pump intake partially blocked. Service the intake strainers. Check the oil condition
and, if necessary, drain and flush the system. Refill with
clean Type C-4 hydraulic oil.
Air leaks at the intake or shaft seal. (Oil in reservoir Check the inlet connections and seal to determine
would probably be foamy). where air is being drawn in. Tighten any loose connec-
tions and replace the seal if necessary. See that the oil
in the reservoir is above the intake pipe opening.
Pump drive speed too slow or too fast. Operate the pump at the recommended speed.
Coupling misalignment. Check if the shaft, shaft seal, bearings, or other parts
have been damaged. Replace any damaged parts.
Realign the coupled shafts.
Do not loosen or disconnect any hydraulic line or 1. Shut engine down, turn key switch "Off", and
component connection until engine is stopped wait at least 90 seconds for accumulators to
and key switch has been "off" for at least 90 sec- bleed down.
onds. NOTE: Be prepared to contain approximately 134
Hydraulic fluid escaping under pressure can gal. (507 l) of hydraulic oil. If oil is to be reused, clean
have sufficient force to enter a person's body by containers must be used with a filtering system
penetrating the skin and cause serious injury and available for refill.
possibly death if proper medical treatment by a 2. Open the drain valve (9, Figure 3-13) at the bot-
physician familiar with this type of injury is not tom of the hydraulic tank and drain the oil
received immediately.
Take care to avoid contact with hot oil if truck
has been operating. Avoid spillage and contami-
nation.
1. Turn key switch "Off" and allow at least 90 sec-
onds for the steering accumulators to bleed-
down.
2. Drain the hydraulic tank (3, Figure 3-12) by use
of the drain (2) located in the bottom of the tank.
3. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
4. Disconnect hydraulic lines. Plug lines to prevent
spillage and possible contamination to the sys-
tem. Tag each line as removed for proper identi-
fication during installation.
5. Attach a lifting device to the hydraulic tank.
6. Remove the capscrews and lockwashers secur-
ing the hydraulic tank to the frame.
7. Move hydraulic tank to a clean work area for
disassembly or repair. FIGURE 3-13. HYDRAULIC TANK (TOP VIEW)
Unloader Valve
The hydraulic pump supplies oil to the unloader valve
which is mounted on the outside of the left frame rail
to the rear of the front suspension mount (mounting
location may differ slightly, depending on truck
model). The unloader valve diverts oil between the
steering and hoist circuit, with priority to the steering
circuit. If the truck is equipped with all-hydraulic
brakes, the steering circuit port also supplies the
brake circuit. When the steering circuit reaches 2500
psi (17.5 MPa) the unloading valve directs the oil flow
to the hoist circuit. If there is no demand on the hoist
circuit, the oil is returned to the hydraulic tank.
FIGURE 4-1. STEERING CIRCUIT COMPONENTS
The higher pressure on the back side of the Check the Differential Pressure Sensing Valve causing it to
Valve causes it to close, trapping 2500 psi (17.5 seat. This causes the oil flow to be directed to the
MPa) in the steering circuit. This pressure also steering circuit once again. As the system oil pres-
causes the pilot spool in the Pilot Unloader Valve to sure increases, it causes the pilot spool in the Pilot
move up against its upper seat, holding the Pilot Unloading Valve to move against its lower seat and
Unloading Valve poppet off its seat. The steering and forces open the Check Valve and charges the steer-
brake circuit now have 2500 psi (17.5 MPa). ing and brake circuit to 2500 psi (17.5 MPa).
As this pressure decreases to approximately 2100
psi (14.7 MPa) the spring tension on top of the Pilot
Unloading Valve poppet pushes the pilot spool down
allowing the poppet to seat. This, in turn, allows the
pressure to build up on the top side of the poppet in
Each time the key switch is turned “Off”, it activates a High Pressure Filter
timer that energizes the bleeddown solenoid. When
The high pressure filter is a secondary filtering sys-
the bleeddown solenoid is energized, all hydraulic
tem, filtering oil for the steering, brake, and hoist cir-
steering pressure, including the accumulators, is bled
cuits. Oil is filtered through a 12 micron (absolute)
back to the hydraulic tank.
filter to reduce the possibility of contamination and
After approximately 90 seconds the timer will de- subsequent damage to the hydraulic system.
energize to close the return port to tank. By this time
A switch located near the filter inlet will activate a
all the oil in the accumulators should be returned to
warning light on the instrument panel if flow through
tank.
the filter becomes restricted. The indicator light may
Accumulators illuminate when oil in the system is cold. If this occurs,
the light should go out when system warms up. If the
The accumulators are a floating piston type. The top warning light illuminates after the oil warms up, notify
side of the accumulators are charged to 1050 psi (7.4 maintenance personnel at earliest opportunity.
MPa) with pure dry nitrogen. Oil entering the accu-
mulators pushes the piston upward compressing the The high pressure filter element should be changed
nitrogen on the top side of the piston. The nitrogen every 500 hours or when the steering pump filter
pressure increases directly with steering circuit pres- warning light comes on. If the pressure differential
sure. When steering circuit pressure reaches 2500 indicator becomes defective, replace it with a new
psi (17.5 MPa) the accumulators will contain a quan- one.
tity of oil under pressure which is available for steer-
Flow Amplifier
ing the truck. The accumulators also provide oil to be
used in case of an emergency situation should the The flow amplifier (Figure 4-4) is located on the left
pump become inoperative. frame rail forward of the front suspension. The flow
amplifier is used in the steering circuit due to the
large volume of oil displacement required for steer-
ing. The flow amplifier uses the amount of flow from
the steering control valve to determine the amount of
amplified flow to send from the bleed down manifold
to the steering cylinders.
FIGURE 5-1. STEERING CONTROL VALVE FIGURE 5-2. STEERING COLUMN & CONTROL
VALVE
1. Steering Control 4. Capscrews and Nuts
1. Steering Control 3. U-Joints
Valve 5. Capscrew and Nut
Valve 4. Steering Column
2. Capscrew and Nuts 6. U-Joint
2. Shaft
3. Deck
Disassembly
FIGURE 5-3. INLINE FILTER
1. Clamp unit in vise, meter end up. Clamp lightly
1. Steering Control 2. Filter (if equipped) on edges of mounting area (See Figure 5-5).
Valve
1. Screwdriver 3. Housing
2. Dust Seal
14. Grease the O-rings on both sides of the gear 16. Install end cover. Install capscrews with wash-
wheel set with petroleum jelly and install. ers.
15. Install gearwheel set. NOTE: Install the special capscrews with rolled pin in
NOTE: The gearwheel (rotor) and cardan shaft must the position shown in Figure 5-6.
be assembled in such a way that a tooth base in the 17. Tighten cover capscrews in a crisscross pattern
rotor is positioned in relation to the slot of the cardan to 2 ±.4 ft. lbs. (3 ±.5 N.m) torque.
shaft as shown in Figure 5-17.
Assembly
1. During the following assembly steps, lubricate
all O-rings and threads with clean C-4 oil.
2. Using new O-rings and back-up rings, install
Differential Pressure Sensing Valve cartridge
and tighten to 70 ft. lbs. (95 N.m) torque. Refer
to Figure 6-1.
3. Using new O-rings, install Pilot Unloading Valve
cartridge and tighten to 35 ft. lbs. (47 N.m)
torque.
4. Install new seal on Steering Circuit Check
Valve.
5. Using special tool (SS1134) shown in Figure 6-
2, install check valve assembly with two drops
FIGURE 6-3. CHECK VALVE INSTALLATION
of #242 Loctite (or equivalent) on the threads
and tighten to 65 ft. lbs. (88 N.m) torque.
6. Insert a tool through the “SYS” port and stake
threads as shown in Figure 6-3.
Installation
Make certain only the small swivel hex nut 1. Lift accumulator into position on the mounting
turns. Turning the complete charging valve bracket (3, Figure 6-9). Accumulator should be
assembly may result in the valve assembly being positioned with the antirotation block positioned
forced out of the accumulator by the nitrogen between the two stop blocks on the lower
pressure inside. mounting bracket.
Wear protective face mask when discharging 2. Secure the accumulator to the mounting
nitrogen gas. bracket using mounting band (4), capscrew,
lockwashers and nut. Do not overtighten nuts,
as this could distort the accumulator.
3. If pressure switches were removed, install at
this time. Connect electrical wiring to pressure
switches and reconnect oil lines to the bottom of
the accumulators.
4. Precharge both accumulators with pure dry
nitrogen as outlined in “Steering Accumulator
Charging Procedure”.
Assembly
Assemble the accumulators in a dust, lint free area.
Maintain complete cleanliness during assembly to
prevent possible contamination.
1. Lubricate all components with clean Type C-4
hydraulic oil.
2. If bearings (7) need replacing, specific bonding
instructions are required to properly replace the
bearings. If replacement is necessary contact
the HAULPAK® distributor for proper procedure.
NOTE: Prior to piston installation, coat the O.D. with
rust preventive oil.
3. Install “T” ring (8) on piston and install the piston
with the concave side toward gas end of accu-
mulator cylinder housing (9).
4. Install new O-rings and backup rings on glands.
5. Install gland (4) and tighten the glands to 850 ft.
lbs. (1152 N.m) torque.
FIGURE 6-11. ACCUMULATOR ASSEMBLY 6. If equipped with a threaded bottom gland,
tighten gland to 850 ft. lbs. (1152 N.m) torque.
1. Capscrew 6. Piston
2. Cover 7. Bearing 7. Install charging valve (3) with new O-ring.
3. Charging Valve 8. T-Ring Seal Tighten charging valve large hex nut to 16.5 ft.
4. Gland 9. Tube lbs. (22.3 N.m) torque.
5. O-Ring & Backup 10. Plug
Ring 11. Plug
Disassembly
1. Remove capscrews (5, Figure 6-14) and pull
rod (12) and gland (9) out of cylinder.
2. Remove locknut (2) and piston (1). Remove pis-
ton bearing (3) and piston seal (4) from piston.
3. Pull rod (12) free of gland (9). Remove O-ring
(8) and backup ring (7). Remove rod seal (10)
and rod wiper (11).
4. Inspect cylinder housing, gland, piston and rod
for signs of pitting, scoring or excessive wear.
Clean all parts with fresh cleaning solvent and
lubricate with clean Type C-4 hydraulic oil.
Assembly
FIGURE 6-13. STEERING CYLINDER REMOVAL
1. Install new rod seal (10, Figure 6-14), rod wiper
(11), backup ring (7) and O-ring (8) in gland (9). 1. Nut 4. Spindle
2. Push rod (12) through top of gland, slowly 2. Pin 5. Tie Rod
advancing rod over rod seal and rod wiper. 3. Steering Cylinder 6. Spindle Arm
3. Install new piston seal (4) and piston bearing (3)
in piston (1). Secure piston to rod with locknut
(2). Tighten locknut to 2000 ft. lbs. (2712 N.m) c. If seal has taken a slightly larger set (loose
torque. on piston) a belt type wrench or similar tool
can be used to compress O.D. of seal to
NOTE: Installation of the piston seal (4) may require
desired O.D. seal must be tight on piston.
the following:
4. Carefully install rod and gland assembly into
a. Heat piston seal (4) in boiling water for 3 to 4 cylinder (6). Insure backup ring (7) and O-ring
minutes. (8) are not damaged during installation of gland.
b. Remove piston seal from water and assem- 5. Install capscrews (5). Tighten capscrews to 500
ble on piston. DO NOT take longer than 5 ft. lbs. (675 N.m) torque.
seconds to complete as seal will take a per-
manent set.
Installation
1. Install new element (7). Install housing (8) and
tighten.
2. Replace drain plug (10), and O-ring (9).
Rod end of cylinder slowly extends without turning the A small rate of extension may be normal on a closed cen-
steering wheel. ter system.
Worm or damaged steering linkage. Replace linkage and check alignment or toe-in of the
front wheels.
Air in system due to low oil level, pump cavitation, Correct oil supply problem and/or oil linkage.
leaking fitting, pinched hoses, etc.
Loose cylinder piston. Repair or replace defective components.
Broken centering springs (Spool Valve, Steering Unit). Replace centering springs.
Worn mechanical linkage. Repair or replace.
Bent linkage or cylinder rod. Repair or replace defective components.
Severe wear in steering control unit. Repair steering control unit.
TROUBLE: Slip - A Slow Movement of Steering Wheel Fails to Cause Any Movement of the Steered
Wheels
Low oil level. Service hydraulic tank and check for leakage.
Air in hydraulic system. Most likely air trapped in cylin- Bleed air from system. Placing ports on top of cylinder
ders or lines. will help avoid trapping air.
Air in system due to low oil level, cavitating pump, Correct condition and add oil as necessary.
leaky fittings, pinched hose, etc.
Loose cylinder piston. Replace cylinder.
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure of No Action of the Front
Wheels
Lower splines of steering column may be disengaged Repair or replace steering column.
or damaged.
No flow to steering unit can be caused by:
Broken or worn linkage between cylinder and steered Check for loose fitting bearings at anchor points in steer-
wheels. ing linkage between cylinder and steered wheels.
Leaky cylinder seals. Replace cylinder seals.
Binding or misalignment in steering column or splined Align column pilot and spline to steering control unit.
column or splined input connection.
High back pressure in tank can cause slow return to Reduce restriction in the lines or circuit by removing
center. Should not exceed 300 psi (2068 kPa). obstruction or pinched lines, etc.
Large particles can cause binding between the spool Clean the steering control unit and filter the oil. If another
and sleeve in the steering control valve. component has malfunctioned generating contaminating
materials, flush the entire hydraulic system.
TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
1. Hoist Cylinder 4. Hoist Up Limit 8. Return From Brake & 12. Snubber Valve
2. Hoist Valve Solenoid Flow Amplifier Valve 13. Bleeddown Manifold
3. Pilot Operated Check 5. High Pressure Filter 9. Pump 14. To Steering & Brake
Valve 6. Hoist Pilot Valve 10. Hydraulic Tank Accumulator
7. Unloader Valve 11. Quick Disconnect
Hydraulic Pump
The hydraulic pump is a tandem, vane type pump
driven by a drive shaft passing through the end of the FIGURE 7-2. HOIST VALVE
alternator. The pump has a total output of 143 GPM
(541 l) at 1900 RPM. The front (shaft end) cartridge 1. Outlet Section 3. Spool Section
delivers oil to the hoist valve and the rear (cover end) 2. Spool Section Cover 4. Inlet Section
cartridge supplies oil to the unloader valve. The
unloader valve directs priority oil for use in the steer-
ing and brake circuits and the remaining oil to the The hoist valve is a split spool design. (The term
hoist valve. “split spool” describes the spool section of the valve.)
The spools operate in synchronization with, or in
Hoist pressure is regulated by relief valves located
opposition to its mate. The main valve precisely fol-
within the hoist control valve. Pressure test ports are
lows differential pressure input signals generated by
located at the outlet port of each pump cartridge.
the hoist pilot valve.
High Pressure Filters The inlet section of the hoist valve consists of the fol-
Hoist pump output oil is directed to the high pressure, lowing components: (Refer to Figure 7-3.)
7 micron filters, one mounted to the inboard side of • Flow control and main relief valve
the right hand frame rail near hydraulic pump, and (system relief) (1)
the other on the outside of the left frame rail near the
• Low pressure relief valve (3)
hydraulic tank. The filter assemblies are equipped
with a bypass valve which permits oil flow should the • Load check poppet (18)
filter element become plugged. • Anti-void poppet (17)
Flow restriction through the filter element is sensed The flow control portion of the flow control and main
by an indicator switch. This switch will turn on an relief valve allows pump flow to return directly to tank
instrument panel mounted red warning light to indi- through the inlet section with low pressure loss. The
cate filter service is required. The indicator light will relief portion of the valve is direct acting and has the
illuminate when restriction reaches approximately 40 capacity to limit the working pressure at full pump
psid (276 kPa). Actual filter bypass will result when flow.
the filter element restriction reaches approximately
60 psid (414 kPa). The low pressure relief is located between the low
pressure core and the outlet, and provides a con-
Hoist Valve trolled back pressure in the low pressure core when
oil is returning to tank.
The hoist valve (Figure 7-2) is mounted to the
inboard side of the left hand frame rail. Hydraulic oil
from the shaft end of the hydraulic pump and the
unloader valve is routed to the hoist valve (or through
the high pressure filter from the pump).
1. Hoist Relief Valve 2500 6. Hoist Cylinders 13. Hoist Limit Solenoid 19. High Pressure
psi (17,238 kPa) 7. Rod End Spool 14. Raise Pilot Port Passage
2. Flow Control Valve 8. Head End Spool 15. Down Pilot Port 20. Low Pressure
3. Low Pressure Relief 9. Head End Work Port 16. Hoist Pilot Valve Passage
Valve 75 psi (517 kPa) 10. Return Port 17. Anti-void Check Valve 21. Pilot Operated Check
4. Snubber Valve 11. Supply Port 18. Load Check Valve Valve
5. Rod End Work Port 12. Pilot Supply Port
1. Hoist Relief Valve 2500 6. Hoist Cylinders 13. Hoist Limit Solenoid 19. High Pressure
psi (17,238 kPa) 7. Rod End Spool 14. Raise Pilot Port Passage
2. Flow Control Valve 8. Head End Spool 15. Down Pilot Port 20. Low Pressure
3. Low Pressure Relief 9. Head End Work Port 16. Hoist Pilot Valve Passage
Valve 75 psi (517 kPa) 10. Return Port 17. Anti-void Check Valve 21. Pilot Operated Check
4. Snubber Valve 11. Supply Port 18. Load Check Valve Valve
5. Rod End Work Port 12. Pilot Supply Port
1. High Pressure Filter 5. Capscrew 9. Unloader Valve 13. Hoist Cylinder Lines
(Hoist) 6. Hoist Valve 10. High Pressure Filter 14. Snubber Valve
2. Hose 7. Hoist Inlet (From (Steering & Brakes) 15. Manifold
3. Hydraulic Pump Unloader) 11. Hydraulic Tank 16. Pressure Line
4. Suction Hose 8. Bleeddown Manifold 12. Hoist Cylinder (to Hoist Valve)
Installation
1. Move the hoist valve into position and secure in
place with capscrews, nuts and lockwashers.
Alternately tighten capscrews to standard
torque. FIGURE 8-3. TIE ROD INSTALLATION
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange capscrews to
standard torque. Refer to Figure 8-1 for hydrau-
lic line location. Disassembly
3. Connect pilot supply lines, tighten fittings NOTE: It is not necessary to remove the individual
securely. Close body creep down valve on valve sections to accomplish repair, unless
hydraulic tank. emergency field repair is required to replace the O-
4. If hydraulic tank was drained, add type C-4 oil. rings between sections to prevent leakage.
Loosening and retorqueing of the main valve tie rod
5. Start the engine. Raise the body to remove the nut could cause distortion resulting in binding or
body sling cable. Lower and raise body to check severely sticking plungers, poppet and spools.
for proper operation. Observe for leaks.
6. Service hydraulic tank if necessary. The following procedure is for replacing the O-rings
between the valve sections.
1. Remove the four tie rod nuts and washers (7, Fig-
ure 8-2) from one end of the valve. Slide the tie
rods from the valve and separate the sections.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
3. Lubricate the new O-rings lightly with multipur-
pose grease. Replace O-rings between sections.
Stack the sections together making sure O-rings
between the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing as shown in Fig-
ure 8-3.
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end
and remove. Remove capscrews (14, Figure 8-
5), and cover (13). Remove springs (12), pop-
pets (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4).
Remove sleeve (6), low pressure relief (7) and FIGURE 8-6. RESTRICTOR POPPET REMOVAL
O-rings (8). The main relief valve (4) is factory 1. Inlet Cover 4. O-Ring
preset at 2500 psi (17,238 kPa). Replace only 2. Restrictor Poppet 5. Backup Ring
as a complete assembly. If adjustment is neces- 3. Backup Ring 6. Sleeve
sary, refer to "Checking Hoist System Pressure
Relief Valve" later in this section.
NOTE: If restrictor poppet removal in cover (2) is
required, refer to step 4 and Figure 8-6.
Reassembly
1. Coat all parts including housing bores with NOTE: The poppet (1) is equipped with a small steel
clean type C-4 hydraulic oil. Lubricate O-rings ball (2). Do not misplace.
lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed, 4. Remove restrictor poppet (1, Figure 8-8).
reassemble in the order shown. Remove and discard O-ring (2) and backup ring
3. Install poppets (11, Figure 8-5) in their respec- (3). Note the position of the restrictor when
tive bores. Install springs (12). removed to insure correct reassembly.
4. Install O-rings (10), and cover (13). Install cap- 5. Remove springs (4, Figure 8-9) and spool
screws (14). Tighten capscrews to 60 ft. lbs. assemblies (15). Note location of “V” groove on
(81 N.m) torque. end of spools.
5. Install low pressure relief (7) in sleeve (6) and 6. Remove the spool washers and restrictor pop-
install assembly in housing (9). Install main pets.
relief valve (4), and springs (3 & 5). Install cover
(2) Install capscrews (1). Tighten capscrews to
60 ft. lbs. (81 N.m) torque. Connect external
tube, tighten nuts to 25 ft. lbs. (34 N.m) torque.
Reassembly
1. Using a new O-ring, install plug (14, Figure 8-9)
in cover (10).
FIGURE 8-10. SPOOL ASSEMBLY REMOVAL
2. Install poppet (11). Lubricate O-rings (9 & 12)
1. “V” Groove 3. Spool Section with clean hydraulic oil and install cover (10) on
2. Spool Assembly the spool housing (5). Secure cover in place
with capscrews. Tighten capscrews to 60 ft.
lbs. (81 N.m) torque.
NOTE: Pay special attention to poppets (6, 16, and 3. Lubricate O-rings (7) and install on spool wash-
17, Figure 8-9) during removal to ensure proper ers (8). Insert poppets (6, 16, & 17) in the
location during reassembly. Poppets may be proper location in each spool (15) and insert the
identified with a colored dot; white or blue. If poppets spool washers to hold in place.
are not color coded, use the chart in Figure 8-11 for
NOTE: Poppets 6, 16 and 17 may be color coded
identification.
and must be installed in their original location.
Refer to the chart, Figure 8-11 for identification
7. Remove cover (10), and O-rings (9 & 12). information.
8. Remove Poppet (11) from spool section hous- 4. Install spool springs (4). Carefully insert lubri-
ing. cated spool assemblies into their original bores
in the spool housing (15), with the “V” groove
9. Remove plug (14) and O-ring (13).
positioned as shown in Figure 8-9.
5. Install new O-ring (2, Figure 8-8) and backup
ring (3) on restrictor poppet (1). Install restrictor
poppet in housing.
6. Install new O-rings (9 & 12, Figure 8-10).
POPPET ORIFICE DRILL
COLOR DIAMETER SIZE 7. Install new O-ring (20, Figure 8-9) on poppet
(1). Make sure the small steel ball (21) is
Red .140 in. (3.556 mm) 9/64 installed in poppet. Install poppet in cover (18,
Green .093 in. (2.362 mm) #35 Figure 8-9).
Black .078 in. (1.981 mm) #42 8. Install cover (18, Figure 8-9). Secure cover in
White .063 in. (1.600 mm) #52 place with capscrews. Tighten capscrews to 60
ft. lbs. (81 N.m) torque.
Blue .046 in. (1.168 mm) #56
Gray .035 in. (0.889 mm) #65
Installation
1. Move the hoist pilot valve (10, Figure 8-11) into
position on the mounting bracket. Secure valve
in place with capscrews. Tighten capscrews (5)
to standard torque. Install plate/gasket (2).
Tighten capscrews (3) to standard torque.
2. Attach hydraulic lines into correct ports. Tighten
hydraulic line connections securely.
3. Start the engine and check for proper hoist
operation. Observe for leaks.
1. Rod & Third Stage 6. Piston Bearing 11. Capscrews 17. Bearing
2. Second Stage Retainer 12. O-Ring 18. Buffer Seal
Cylinder 7. Capscrew 13. Bearing 19. Bearing
3. First Stage Cylinder 8. Seal 14. Bearing 20. Rod Seal
4. Housing 9. Snap Ring 15. Seal 21. Rod Wiper
5. Flatwasher 10. Cover 16. Seal 22. Quill Assembly
Quill Installation
1. The plugs (3, Figure 8-19) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to "Installa-
tion of Check Balls and Plugs in Quill".
2. Secure cap assembly (1, Figure 18) in a sturdy
fixture. Make certain threads in cap and threads
on quill are clean and dry (free of oil and sol-
vent).
3. Using Loctite "LOCQUIC" Primer "T" (TL8753,
or equivalent), spray mating threads of both cap
assembly (1) and quill assembly (2).
Allow primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (VJ6863, or equiva-
lent) to mating threads of both cap assembly
and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1000 ft. lbs. (1356 N.m) torque. Allow parts
to cure for 2* hours before exposing threaded
areas to oil.
* Note: If "LOCQUIC" primer "T" (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
Installation
1. Install new element (7). Install housing (8) and
tighten.
2. Replace drain plug (10) and O-ring (9).
NOTE: If relief valve or hoist valve assembly has b. Be certain body is completely down and rest-
been replaced or rebuilt, hoist relief pressure should ing on frame rails. Relieve all hydraulic pres-
be checked. sure from hoist system. Move hoist control
lever to the "power down" position and allow
body to completely rest on frame rails.
c. Remove capscrews (1, Figure 8-23) from
inlet section cover (2) that is near the frame
Relieve pressure before disconnecting hydraulic of the truck. Remove cover from hoist valve
lines. Tighten all connections securely before and spring (3) from relief valve.
applying pressure.
Hydraulic fluid escaping under pressure can d. Loosen jam nut on relief valve (4) and turn
have sufficient force to enter a person's body by screw "in" (clockwise) to increase pressure
penetrating the skin and cause serious injury and or "out" (counter-clockwise) to decrease
possibly death if proper medical treatment by a pressure.
physician familiar with this type of injury is not NOTE: Each 1/4 turn of the adjustment
received immediately. screw will cause approximately 400 psi
(2,758 kPa) change in pressure.
e. Install spring (3) and cover (2) with new O-
rings (8). Install and tighten capscrews (1).
f. Check pressure again (Steps 2 & 3).
5. If pressure is correct, shut down engine, move
hoist control lever to the "power down" position
and allow body to completely rest on frame rails
and remove pressure gauge at test coupling at
the hoist pump.
1. Capscrew 6. Sleeve
2. Inlet Cover 7. Low Pressure Relief
3. Spring 8. O-Rings
4. Main Relief Valve 9. Inlet Valve Body
5. Spring
FIGURE 2.2-3. DETECT & ACT DEVICE (DAD) FIGURE 2.2-4. PRESSURE MAKE-UP DEVICE
(System Fired)
CHARGING PROCEDURE
1. Check all detection tubing connections to
ensure they are tight.
2. If the cartridge receiver/adapter has not been
removed from the PMD, remove at this time.
Refer to Figure 2.2-8.
3. Check to see that the large O-ring is in its posi-
tion in the receiver/adapter assembly. Refer to
Figure 2.2-9.
CORRECTIVE ACTION
5. Check system's wiring for problems. Look for
1. Check system and recharge SCAD and extin-
wiring short. Repair or replace. If no problem
guishing systems if fired.
exists, remove DAD cartridge and cycle system
2. Replace the PMD cartridge. by pulling pressure relief valve on DAD. If light
3. Remove the DAD cartridge and actuate SCAD does not flicker on and off, replace pressure
system by operating the pressure relief valve switch.
located on DAD component. If DAD does not
reset (light-off- condition), relieve all remaining
pressure through the relief valve. Remove the
top cap of PMD component and replace valve
core. Recharge the SCAD system. If during troubleshooting, any cartridge needs
4. Replace the DAD gauge. replacing, follow instructions provided in this
section for changing or charging cartridges as
needed.
FIGURE 2.3-8. LINEAR DETECTION WIRE Do Not install squib to power lead at this time
CONNECTOR (Figure 2.3-10).
! CAUTION !
Remove jumper to prevent fire suppression sys-
FIGURE 2.3-11. INSTALL JUMPER tem from discharging when squib is installed in
Electric Detection And Actuation System.
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Fig-
ure 2.3.11) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2.3-
12). Test module light should immediately
illuminate. This test confirms that the wire is
properly installed and will function as
designed. If test module light does not illumi-
nate on test module, refer to the "Trouble- FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY
shooting" section.
FIGURE 2.3-16.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is avail-
able. If light is not illuminated, refer to "Troubleshoot-
ing" covered in this section.
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
After the injectors have cycled, lubricant pressure 1. Air Powered Reciprocating Pump
rises quickly to 2500 psi (17.5 MPa), and the pump a. 50:1 Pressure Ratio.
stalls against this pressure. The pump will remain
b. Reservoir Grease Capacity of 60 lbs. (27.2 kg).
stalled for a few seconds until the timer switch con-
tact is broken and the solenoid air valve is de-ener- 2. Air Regulator and Gauge
gized, shutting off the air supply. Trapped air a. Normal Operation - regulator output should
exhausts, the vent valve opens, and lubricant pres- be set at 60-65 psi (414-448 kPa).
sure in the supply line is vented back to the reservoir.
The injectors reload and the system is reset and b. Extreme Winter Conditions - regulator output
ready for the next lube cycle. may be reset to 90 psi (621 kPa).
3. 24 VDC Solid State Timer:
Figure 3-1 shows input air supply to the pump going
Operating Temperature Range -20°F to 131°F
through the solenoid air valve, then through an air
(-29°C to 55°C). The timer is mounted in the cab
regulator to the air powered pump. A branch line of
to help insure temperature stability.
regulated air is routed directly to the vent valve.
1. Air Supply 5. Vent Valve 9. To Next Injector Group 13. Pipe Plug
2. D.C. Timer 6. Unloader 10. Injectors 14. Pipe Plug or
3. Solenoid Air Valve 7. Pump 11. Lubricant Reservoir Grease Coupler
4. Air Regulator & Gauge 8. To Lube Point 12. Lubricant Supply Line
Refer to “Lubrication Chart”, Lube Key E, for correct The system must be full of grease and free of air
lubricant specification and for specific lube points for pockets to function properly. After maintenance, if the
a specific truck model. primary or secondary lubrication lines were replaced,
it will be necessary to reprime the system to eject all
1. Above 90°F (32°C) - Use NLGI No.2 multipur- entrapped air. To run the air pump when priming the
pose grease (MPG). lube system, connect a jumper wire between the igni-
2. -25° to 90°F (-32° to 32°C) - Use NGLI No. 1 MPG. tion and solenoid posts on the solid state timer.
3. Below -25°F (-32°C) - Refer to local supplier for
extreme cold weather lubricant requirements.
1. Suspension, Lower, 4. Suspension, Top LH 8. Grease Supply Line 11. Hoist Cyl., Lower RH
LH 5. Body Pivot LH 9. Suspension, Lower 12. Axle Pivot Pin
2. Hoist Cyl., Top LH 6. Body Pivot RH RH 13. Anti-Sway Bar, LH
3. Hoist Cyl., Lower LH 7. Suspension, Top RH 10. Hoist Cyl., Top RH 14. Anti-Sway Bar, RH
Injector Adjustment
1. Adjusting Screw 10. Plunger Spring The injectors may be adjusted to supply from 0.008
2. Locknut 11. Spring Seat
in³ to 0.08 in³ (0.13 cc to 1.31 cc) of lubricant per
3. Piston Stop Plug 12. Plunger
injection cycle. The injector piston travel distance
4. Gasket 13. Viton Packing
determines the amount of lubricant supplied. This
5. Washer 14. Inlet Disc
travel is in turn controlled by an adjusting screw in
6. Viton O-Ring 15. Viton Packing
the top of the injector housing.
7. Injector Body 16. Washer
Assembly 17. Gasket Turn the adjusting screw (1, Figure 3-4) counter-
8. Piston Assembly 18. Adapter Bolt clockwise to increase lubricant amount delivered and
9. Fitting Assembly 19. Adapter clockwise to decrease the lubricant amount.
20. Viton Packing
When the injector is not pressurized, maximum injec-
tor delivery volume is attained by turning the adjust-
NOTE: The Piston Assembly (8) has a visible ing screw (1) fully counterclockwise until the
indicator pin at the top of the assembly to verify the indicating pin (8) just touches the adjusting screw. At
injector operation. the maximum delivery point, about 0.38 inch (9.7
mm) adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 0.19 inch
(4.8 mm) threads are showing. The injector will be
set at minimum delivery point with about 0.009 inch
(0.22 mm) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should NOT be
adjusted to less than one-fourth capacity.
STAGE 1.
The injector piston (2) is in its normal or “rest”
position. The discharge chamber (3) is filled
with lubricant from the previous cycle. Under the
pressure of incoming lubricant (6), the slide
valve (5) is about to open the passage (4) lead-
ing to the measuring chamber (1) above the
injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the passage
(4), lubricant (6) is admitted to the measuring
chamber (1) above the injector piston (2) which
forces lubricant from the discharge chamber (3)
through the outlet port (7) to the bearing.
STAGE 3.
As the injector piston (2) completes its stroke, it
pushes the slide valve (5) past the passage (4),
cutting off further admission of lubricant (6) to
the passage (4) and measuring chamber (1).
The injector piston (2) and slide valve (5) remain
in this position until lubricant pressure in the
supply line (6) is vented (relieved at the pump).
STAGE 4.
After venting, the injector spring expands, caus-
ing the slide valve (5) to move, so that the pas-
sage (4) and discharge chamber (3) are
connected by a valve port (8). Further expan-
sion of the spring causes the piston to move
upward, forcing the lubricant in the measuring
chamber (1) through the passage (4) and valve
port (8) to refill the discharge chamber (3).
NOTE: On initial startup of the lube system, the timing capacitor will not contain a charge; therefore, the first timing
cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be as spec-
ified.
NOTE: System air applied to the lube system air pump is also applied to the vent valve. When the pump is operat-
ing, air pressure keeps the vent valve closed and grease is directed from the pump outlet and to the injectors.
When air supply to the air motor is interrupted, the vent valve opens and supply pressure vents back to the reser-
voir.
NOTE: The safety unloader valve prevents buildup of excessively high pressure in the lube system which could
damage components. This valve is factory preset to open between 3750 - 4250 psi (25.9 - 29.3 MPa). The valve
is not serviceable, nor is it adjustable.
Outlet check valve clogged. Remove check valve from pump outlet, clean thoroughly
or replace.
NOTE: Normally, during operation, the injector indicator stem (Figure 3-4) will move into the body of the injector
when pressure builds properly. When the system vents (pressure release), the indicator stem will again move out
into the adjusting yoke.
Malfunctioning injector - usually indicated by the air Replace individual injector assembly.
pump building pressure and then venting.
All injectors inoperative - pump buildup not sufficient to Service and/or replace pump assembly.
cycle injectors.
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WIGGINS QUICK FILL FUEL SYSTEM
FUEL RECEIVER Keep the cap on the receiver to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
The fuel receiver (3, Figure 5-1) is normally tank breather valve, or tank does not completely fill,
mounted on the fuel tank (1). Optional locations are check breather valve to see that float balls are in
the left hand frame rail (Figure 5-3) or at the Service place and outlet screen is clean. If valve is operating
Center in front. properly, the problem will be with the fuel supply
system.
NOTE: This illustration represents a typical installation. Fuel tanks may vary in size,
shape, and location depending on truck model.
Installation
Screw breather valve into tank.
Disassembly
1. Remove spring clamp (4, Figure 5-2) from out-
let.
2. Pull off rubber cover and screen (3).
3. Unscrew nut (5) from top of breather valve.
Remove cover (6), spring (7), and steel ball (8).
4. Slide valve assembly (9) from housing.
5. Disengage tapered spring (1) containing three
balls (2) from valve stem.
Assembly
1. Clean and inspect all parts. If valve, body, or
springs are damaged, replace complete
breather valve.
2. Install in order; tapered spring, one steel ball,
one cork ball and one hollow aluminum ball.
3. Engage three coils of spring on small end of
valve stem with hollow aluminum ball.
4. Install valve into housing.
5. Place steel ball (8) on top of valve. Install spring
(7).
6. Place cover (6) over spring. Screw on large nut
(5).
7. Install screen and rubber cover (3) over outlet.
8. Install spring clamp (4). FIGURE 5-2. BREATHER VALVE
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
MAINTENANCE
The fan drive system requires a minimum of mainte-
nance. A few simple checks made periodically will
assure correct operation and long life.
When performing the following tests: To test the clutch lock-up function, the clutch must be
supplied with a minimum of 40 psi (275 KPa) oil pres-
VISUALLY AND SAFELY determine whether the sure applied to the Control Pressure port. The oil
fan is locked up or not. supply can be from an external source capable of
supplying engine oil at a minimum of 40 psi (275
A locked up fan running at high speed will create KPa) and limited to a maximum of 100 psi (689 KPa)
a significantly greater air flow (and noise level) or can be supplied by the engine running with a cool-
than will a free-wheeling fan. ant temperature within or above the thermal sensor
operating range. Refer to the operating temperature
Preliminary Checks With Engine Off rating tag on the thermal sensor to determine the
actual operating range.
1. Inspect Hoses and fittings and repair any leaks.
6. Perform check in step 4 above to ascertain the
2. Check fan belt condition and tension. (Refer to fan clutch will release and that an internal fail-
Section "C" for belt tension specification.) ure has not occurred which could prevent nor-
3. Check condition of wiring, connectors, and mal release.
grounds. 7. To test for clutch lock-up using the engine, dis-
connect the control pressure oil line from the
solenoid and connect it directly to the fan clutch
Check Clutch Release
"Pressure Control" port. Cap or plug all open
The clutch should be released when NO control pres- connections.
sure is supplied to the Control Pressure Port. This 8. Start the engine:
normally occurs only under two conditions: (1) The
engine is not running, or (2) the engine is running but a. The fan clutch should be locked-up providing
the coolant system temperature is below the lower a minimum of 40 psi (275 KPa) engine oil
operating temperature of the thermal sensor. The fol- pressure is available.
lowing procedures should be followed if it is sus- b. If the fan clutch does not lock-up (rotate at
pected the fan clutch is not disengaging properly: pulley speed), an internal fan clutch problem
4. With the engine off, check by rotating the fan is indicated.
blades: If an external source of oil supply is available, lock-up
a. If the fan can be rotated, the clutch plates can be tested with the engine shut down. Also, the
should be releasing properly. minimum clutch plate torque capacity specification
can be checked. Refer to 9c, Clutch Plate Wear, in
b. If the fan blades will not rotate, Internal fan
"Maintenance" for this procedure.
clutch repairs are required.
5. If the fan blades could be rotated in step 4, but
the fan clutch locks up when the engine is run-
ning and the temperature of the cooling system
is below the range of the thermal sensor:
NOTE 1: Actual 0.0 psi will not be attained if tested under normal operating conditions (connected to a fan clutch).
0.0 - 8.0 psi (0.0 - 55 kPa) internal clutch pressure will read on the gauge.
NOTE 2: As water temperature increases or decreases within the temperature range of the thermal sensor,
voltage output from the thermal sensor and pressure output from solenoid valve should also increase or decrease
(although not in direct proportion). An increase in water temperature produces an increase in voltage output and a
decrease in pressure.
TROUBLE: Engine runs hot, Fan does not lock up, Fan idles continuously.
Coolant level low. Fill radiator to correct level.
Electrical Wiring Problems Insure tight connections, good grounding points, no
bad wires.
Radiator or front mounted condenser plugged inter- Clean radiator and/or condenser coil.
nally or externally
Fan does not turn at maximum pulley speed. Read control pressure between solenoid valve and
fan clutch. Read voltage output of thermal sensor.
Replace faulty control(s). (See page M6-9)
Thermostat not operating. Replace thermostat.
Water pump defective. Replace water pump.
Excessive length of bolts that bolt fan to fan mounting If bolts extend through hub and contact front of bear-
hub. ing retainer, fan will run continuously. Replace bolts
with grade 8 bolts that fit full thread in fan mounting
hub, but do not extend through. (Check to insure bear-
ings in clutch are not damaged.)
Manual override switch. (Some vehicles are equipped Turn switch to OFF or replace defective switch.
with a manual override switch in the cab which over-
rides the control of the thermal sensor.)
TROUBLE: Fan drive cycles off and on continuously at abnormally high rate.
Coolant level low. Fill radiator to proper level.
Radiator partially plugged internally or externally Clean radiator.
causing too much heat retention.
Heat range setting of thermostat and thermal sensor Replace either thermostat or thermal sensor with cor-
not compatible. rect temperature setting to obtain proper sequential
operation. (Refer to Parts Catalog).
No orifice in "oil in" port. Install orifice. Refer to Parts Catalog for proper part
number. If seals continue to leak, replace fan clutch.
Belt tension of drive belts excessive. Check to be sure belt tensioning mechanism is not
bound up, misaligned, or creating excess tension.
Adjust to specs.
If belt tension OK and seals continue to leak, replace
or repair fan clutch.
Oil seals cocked (improperly installed during clutch Rebuild correctly using tools and procedures as spec-
rebuild). ified.
M6-14
Fan Drive Clutch
REF. DESCRIPTION REF. DESCRIPTION REF. DESCRIPTION
3 Front Retainer / Seal Assembly 16 Steel Clutch Plate 29 External Snap Ring
9 Sleeve Bearing 22 O-Ring Seal 35 Orifice (Not shown in “Oil In” Port)
M06001
FAN CLUTCH DISASSEMBLY INSTRUCTIONS
Refer to page M6-14 for individual parts referenced in the following instructions:
1. Support the fan clutch on a bench with the fan 3. Remove O-Ring seal (13).
mounting hub (2) up. Support beneath the pul-
ley. Remove bolts (14) with lockwashers (15).
2. Separate the front bearing retainer from the pul- 4. Support the bearing retainer sub-assembly on
ley, lift it off, and set it aside on the bench. (A the bench with the clutch hub (7) up. Remove
small screwdriver may be used at the split-line external snap ring (8).
to break the bearing retainer loose from the pul-
ley).
6. Position the sub-assembly beneath the ram of a 8. Remove internal snap ring (28).
press. Support beneath the bearing retainer (as
close as possible to the fan mounting hub).
Press the fan mounting hub out of the front
bearing.
10. Remove the wear sleeve (4). Split the wear 12. Support beneath the fan mounting hub with the
sleeve with a chisel to loosen it. end cap (1) down, but approximately 2 in. (50
mm) above the press bed. Using a piece of bar
stock 1.5 in. -2.5 in. (38-64 mm) dia. x 7 in. (175
mm) long resting on the end cap, press or drive
the end cap out of the fan mounting hub.
14. Remove the stack of facing plates (6) and steel 16. Turn the pulley/shaft sub-assembly over on the
clutch plates (16) from inside the pulley. bench. The piston (17) will usually fall out when
the pulley is turned over on the bench. Remove
it.
18. Support beneath the pulley to prevent it from 20. Remove both seal rings (32).
dropping to the bench. Remove bolts (21) with
lockwashers (20). The pulley should not be
allowed to drop to the bench when the supports
are removed, but if it is not free of the bearing
retainer, stand the unit on the bench resting on
the nose of the shaft. Rap the pulley with a soft,
but heavy mallet to break it loose from the rear
bearing retainer.
22. Remove internal snap ring (25). 24. Remove oil seal (24).
28. Press the front retainer/seal assembly (3) onto 30. Using a proper installation tool, press the rear
the fan mounting hub (2). The inner race of the sleeve bearing (9) into the fan mounting hub
retainer should be recessed 0.040 in. (1.0 mm) until the rear end of the sleeve is just below the
below the shoulder. chamfer.
Check carefully to insure the retainer/seal
assembly is installed straight, and not bent or
damaged in any way which will cause interfer-
ence between it and the bearing retainer after
assembly.
29. Coat the I.D. of the front wear sleeve (4), and the 31. Turn the fan mounting hub over on the bed of the
wear sleeve diameter of the shaft with Loctite® press. Again using a proper installation tool,
#290 (or equivalent). NOTE: The front wear press the front sleeve bearing (10) into the fan
sleeve (4) is NOT interchangeable with rear mounting hub until the front end of the sleeve is
(notched) wear sleeve (34). Press the wear 0.25 in.- 0.28 in. (6.3 - 7.1 mm) below the shoul-
sleeve onto the shaft, flush with the shoulder. der.
33. Press the rear retainer/seal assembly (36) onto 35. Install the rear bearing (37) in the rear bearing
the shaft (31). The inner race of the retainer retainer (23). Press ONLY on the outer race of
should be recessed 0.040 in. (1.0 mm) below the bearing, and press it to the bottom of the
the shoulder. bore.
Check carefully to insure the retainer/seal
assembly is installed straight, and not bent or
damaged in any way which will cause interfer-
ence between it and the bearing retainer after
assembly.
37. Turn the retainer over on the press bed. Coat the 39. Install external snap ring (38).
O.D. of rear oil seal (24) with Loctite® #290 (or
equivalent). Install the oil seal in the rear bear-
ing retainer, flush with the rear face.
49. Install the large seal ring (18) in the piston (17), 51. Align the tangs of the piston for easy final
as was done with the small seal ring. assembly of the fan clutch. Place the front bear-
Lubricate the seal ring groove with an oil-solu- ing retainer sub-assembly in place on the pul-
ble lubricant. (petroleum jelly or a 50%-50% ley. While doing so, the slots of the front bearing
mixture of engine oil and STP work well). retainer will engage the tangs, and the retainer
Squeeze the "L shaped" seal ring to form it into will rest against the pulley.
a tight "V" shape all the way around its diame- Then, rotate the bearing retainer (and therefore,
ter. Then install the seal ring into the groove. the piston) until the bolt holes align in the bear-
Note the shape of the groove. It will properly ing retainer and pulley. Remove the bearing
accept the seal ring in only one way. retainer sub-assembly.
53. Place the front bearing retainer sub-assembly on 55. Install a guide-bolt in one bolt hole of the pulley.
the bench with the clutch hub up. Dip the fac- Turn the pulley over on the bench and lift with a
ing plates (6) in engine oil to get them wet. hoist. Carefully lower the pulley until it rests on
Install one steel clutch plate (16) in place in the the front bearing retainer.
bearing retainer. Then place one facing plate on
top of the steel clutch plate. Alternately stack
the remaining plates until a total of 7 of each
have been placed on the stack, and the top
plate is a facing plate.
57. Using petroleum jelly or an oil-soluble grease, 59. Install bolts (21) with lockwashers (20), and
"stick" the rear O-Ring seal (22) in the pulley torque each one to 38-42 ft. lbs. (5-57 N-m).
groove.
Bearing journal for rear bearing (37) 3.7398 in. (94.991 mm) minimum
Groove width for snap ring (38) 0.145 in. (3.683 mm) maximum
(35): Orifice
Re-use
(19): Pulley
Pilot bore for bearing retainer must be free of nicks
that extend above the pilot surface.
Flat surface(s) that mate with bearing retainer must be
free of nicks that extend above the surface.
Pulley grooves must not be severely worn or dam-
aged.
Bore for rear oil seal (24) 5.1265 in. (130.213 mm) maximum
(17): Piston
General: Should be free of nicks.
Sealing grooves must be smooth so as not to cut seal
rings.
O.D. must not have nicks which extend above the
O.D. surface.
I.D. must not be elongated from wear.
Bore for bearings (9) and (10) 2.9370 in. (74.600 mm)
Bearing journal for (5) bearing 3.7401 in. (94.999 mm) minimum
Bore for oil seal (11) 5.1265 in. (130.213 mm) maximum
(30): Shim
Replace
FIGURE 6-9. SLEEVE BEARING (9), (10) REMOVAL AND INSTALLATION TOOL
Maintenance
To check for operation of the heating units, the outlet
water hoses should feel warm to the touch.
1. Check all electrical connections to insure proper
connections are made.
2. Check for a burned out heating element. (Do not
remove heating unit from the truck.)
a. Remove the two Phillips head screws and
slide end cover out of the way.
b. Connect a voltmeter at the two electrical ter- FIGURE 7-1. COOLANT HEATER
minals and check for operating voltage (220
1. Thermostat 4. Heating Element
to 230 volts) while coolant temperature is
2. Heater Assembly 5. Cover
below 120°F (48°C). If correct voltage is
3. Water Outlet Port 6. Terminals
present, the heating element is defective and
should be replaced.
3. If correct voltage (measured above) is not read
at heating element terminals, the thermostat is
defective and should be replaced.
THERMOSTAT
Removal
1. Disconnect the external power source at the
plug in receptacle.
NOTE: It is not necessary to remove the thermostat
assembly from the heater.
2. Remove the two screws and slide cover out of
the way.
3. Disconnect the two electrical leads.
4. Loosen the two setscrews and remove the tem-
perature sensing unit.
Troubleshooting
Operation of the heaters can be checked by touching
each mounting boss (3, Figure 7-1) on the oil pan
after allowing time for the heaters to warm up:
1. If the boss feels warm to the touch, the heater is
functioning.
2. If no heat is detected, verify proper operating
voltage (220 to 230 volts) at the heating ele- FIGURE 7-2. HEATER ASSEMBLY
ment leads.
3. If voltage is not present, check the thermostat 1. Power Cord 6. Element Cover
circuit at the engine coolant heaters. (Refer to 2. Cover 7. Housing Cap
"Engine Coolant Heaters".) Also check circuits 3. Washer 8. Electrical Leads
between heaters and the plug-in receptacle. 4. Rubber Bushing 9. Wire Connectors
5. Housing
4. If no heat is detected, but voltage is correct, the
heating element must be replaced.
HEATING ELEMENT
Removal
1. Disconnect the external power source at the
plug-in receptacle.
NOTE: Heater element replacement can be
accomplished without draining the crankcase oil by
disassembling all parts from the element cover.
Figures 7-2 and 7-3 show the complete heater
assembly removed from the pan.
2. Remove cap (7, Figure 7-2), remove connectors
(9) and disconnect wires (8).
3. Remove cord grip cap (2) and remove power
cord from the housing.
4. Remove the heater housing from the element
cover.
FIGURE 7-1. ENGINE OIL HEATER 5. Loosen the setscrew (3, Figure 7-3) and remove
the heater element from the cover.
1. Heater Assembly 3. Oil Pan Mounting
2. Power Cord Boss
Installation
1. Install a new heater element and secure in
place with the setscrew (3, Figure 7-3).
Coolant Heaters:
a. Remove the two Phillips head screws and
slide end cover (5, Figure 7-3) out of the way.
b. With the power cable connected, attach a
voltmeter at the two electrical terminals (6)
and check for operating voltage (nominal
440 volts) while coolant temperature is below
120°F (48°C). If correct voltage is present,
the heating element is defective and should
be replaced. Refer to "Coolant Heater Ele-
ment".
FIGURE 7-4. ENGINE OIL HEATER
Oil Heaters:
a. Disconnect the power cable at the junction 1. Heater Assembly 3. Oil Pan Mounting
box. 2. Power Cord Boss
Installation
1. Install new heating element (4, Figure 7-3).
a. Cover the new heating element threads with
an anti-seize thread compound.
b. Screw heating element into cartridge and
tighten securely to insure against leaks.
2. Connect the electrical leads.
3. Slide element cover into position and secure
with screws.
FIGURE 7-3. ENGINE COOLANT HEATER 4. Open shut-off valves (3, Figure 7-1).
5. Plug in the external power source. After allowing
1. Thermostat 4. Heating Element time for the element to warm up, outlet hoses
2. Heater Assembly 5. Cover should feel warm to the touch.
3. Water Outlet Port 6. Terminals
6. Check for leaks and proper coolant level.
Removal
1. Disconnect the external power source at the
plug-in receptacle.
NOTE: Heater element replacement can be
accomplished without draining the crankcase oil by
disassembling all parts from the element cover.
Figures 7-5 and 7-6 show the complete heater
assembly removed from the pan.
2. Remove cap (7, Figure 7-5), remove connectors
(9) and disconnect wires (8). FIGURE 7-6. OIL HEATER ELEMENT
3. Remove cord grip cap (2) and remove power 1. Element Cover 3. Element Retaining
cord (1) from the housing (5). 2. Heating Element Setscrew
4. Remove the heater housing from the element
cover (6).
5. Loosen the setscrew (3, Figure 7-6) and remove
the heater element (2) from the cover. Installation
1. Install a new heater element and secure in
place with the setscrew (3, Figure 7-6).
2. Coat the threads of the element cover with an
anti-seize compound and install the housing (5,
Figure 7-5).
3. Insert the power cord (1), cord grip bushing (4),
washer (3) and cap (2) into the housing.
4. Twist the wires together and place a screw-on
connecter on each pair.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace the housing cap (7).
7. If engine oil was drained, refill the crankcase
with fresh oil.
8. Plug in the external power source. After allowing
time for the element to warm up, the heater
mounting boss on the oil pan should feel warm
to the touch.
Removal
1. Disconnect the external power source at the
plug-in receptacle.
NOTE: It is not necessary to remove the thermostat
assembly from the heater.
2. Remove the two screws and slide cover (1, Fig-
ure 7-7) out of the way.
3. Disconnect the two electrical leads.
4. Loosen the two setscrews (4) and remove the
temperature sensing unit (2).
Installation
1. Install a new temperature sensing unit (2, Figure
7-7) and secure in place with two setscrews (4).
2. Connect the electrical leads.
3. Move cover (1) into position and secure in place
with screws.
4. Plug in the external power source. FIGURE 7-7. THERMOSTAT ASSEMBLY
5. After allowing time for the elements to warm up,
1. Cover 3. Housing
coolant outlet hoses and oil heater mounting
2. Temperature Sensing 4. Setscrew
bosses should feel warm to the touch.
Unit
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
TB2555
TB2557 Spanner Hoist cylinder
TB2559 Wrench glands
TB2561
TY0026
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
PART
NUMBER DESCRIPTION USE
This simplified explanation of the principles of refrig- Ram air condensers depend upon the vehicle move-
eration does not call attention to the fine points of ment to force a large volume of air past the fins and
refrigeration technology and the design of air condi- tubes of the condenser. The condenser is usually
tioning systems. Some of these will be covered in the located in front of the radiator or on the roof of the
following discussion of the components, controls, truck. Refrigerant temperature in the condenser var-
and techniques involved in preparing the unit for effi- ies from 120° to 170°F (49° to 77° C) with pressure
cient operation. ranging from 150 to 300 psi. (27 to 54 kg/cm²).
Never open the hand valve to the high side at 1. Be sure all valves on the manifold are closed all
anytime when the air conditioning system is the way (turn them clockwise).
operating. High side pressure, if allowed, may 2. Check the hose connections on the manifold for
rupture charging containers and potentially tightness.
cause personal injury.
3. Locate the low and high side system service fit-
tings, clean and remove their protective caps.
(See Figure 9-10)
High Side Gauge 4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
The High Side Gauge is used to measure pressure
pressor. (High side to compressor discharge
only on the discharge side of the compressor. The
valve and low side to compressor suction side.)
scale is calibrated from 0 to 500 psi, though normal
pressures are usually 300 psi or less. The gauge hook-up process will be the same,
regardless of the gauge set being installed. Whether
Installing Manifold Gauge Set it is a recovery station or individual gauges, the con-
Before attempting to service the air conditioning sys- nections are the same. The procedures performed
tem, a visual inspection of both the engine and sys- next will vary depending on what type of equipment
tem components is recommended. Particular is being used. If a recovery/recycling station is being
attention should be paid to the belts, hoses, tubing used, complete servicing can be accomplished.
and all attaching hardware plus the radiator cap, fan Using only a set of gauges will limit the servicing to
clutch, and thermostat. Inspect both the condenser adding refrigerant or observing pressures.
and the radiator for any obstructions or potential con-
tamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.
NOTE: If necessary, provide a fan in front of 1. Place the power switch and the controller on the
condenser coils large enough to develop air flow recovery unit in the OFF position.
comparable to normal ram air. 2. Plug in the recovery station to the correct power
source.
3. Drain the recovered oil through the valve
6. Place a thermometer in the air conditioning vent
marked OIL DRAIN on the front of the machine.
closest to the evaporator. Wait five minutes to
establish that thermometer reflects tempera- 4. Place the controller knob in the ON position.
ture inside cab, then check thermometer. At out- The low pressure gauge will show a rise.
side ambient temperature of 80° to 100°F, 5. Immediately switch to the OFF position and
reading should be between 38° and 45°F. allow the pressure to stabilize. If the pressure
does not rise to between 5 psi and 10 psi,
7. Check sight glass; bubbles may indicate system
switch the controller ON and OFF again.
is low on refrigerant.
6. When the pressure reaches 5 to 10 psi open
NOTE: If low refrigerant is indicated by lower than the OIL DRAIN valve, collect oil in an appropri-
normal pressure readings and bubbles in sight glass, ate container, and dispose of container as indi-
add refrigerant to enable adequate system testing cated by local, state or Federal Regulation.
THE OIL IS NOT REUSABLE, DUE TO CON-
TAMINANTS ABSORBED DURING ITS PREVI-
OUS USE.
Lines
Always use two wrenches when disconnecting or
connecting AC fittings attached to metal lines. You
are working with copper and aluminum tubing which
can kink or break easily. Tube O-ring type fittings
require only 18 ft. lbs. (24.4 N.m) of torque for cor-
rect sealing. When grommets or clamps are used to
prevent line vibration, be certain these are in place
and secured.
Low R-12 charge, causing pressures to be slightly Check for leaks by performing leak test.
lower than normal.
No leaks found. 1. Charge System
2. Performance Test System
Air and/or moisture in system 1. Since system is saturated with air/moisture, Dis-
charge R-12
Large amounts of air will indicate higher gauge 2. Replace receiver/drier (desiccant)
readings since the air is non-condensable under these 3. Change refrigerant oil
pressures. Hot gas (air) enters the evaporator, taking 4. Flush system components
space of R-12, causing temperature and pressure to
5. Evacuate system thoroughly
increase.
6. Charge system
7. Performance test system
NOTE: Excessive moisture may be indicated with
normal gauge readings and then low side dropping
into a vacuum and high side lowering also. This
usually occurs during the hottest part of a hot day
when system demand is increased. R-12 freezes at
the expansion valve, blocking R-12, compressor
evacuates low side, into high side. Since R-12 can't
flow past expansion valve, it super cools in condenser
causing temperatures and pressures to decrease on
the high side.
95 22-24 185-205
100 24-27 210-230
105 25-29 230-250
110 26-32 250-270
115 30-36 265-285
120 32-42 285-310
FIGURE 9-20. TEMPERATURE/PRESSURE RELATIONSHIP
NOTE: The pressures shown in this table are representative. They will vary depending upon system configuration,
components, and operating conditions. Evaporator outlet temperatures will vary depending upon thermometer
placement location, blower fan speed, and system conditions.
Compressor Removal
1. Discharge refrigerant per instructions described
earlier.
2. Remove gauge manifold and refrigerant system
hoses and disconnect clutch wire from com-
pressor.
3. Remove hardware attaching compressor drive
belt guard and remove guard structure.
4. Loosen compressor mount pivot and belt
adjustment capscrews.
a. Loosen belt tension adjuster to relieve ten-
sion on belt.
b. Remove belt from compressor clutch FIGURE 9-2. CONDENSER INSTALLATION
pulley.
1. Outlet Hose 3. High Temperature
5. Remove hardware loosened in step 4 and 2. Inlet Hose Switch
remove compressor from the engine brackets. 4. Mounting Hardware
Note position of any shims removed for pulley
alignment during reinstallation.
Installation
1. Mount inlet extension (6, Figure 9-4) to expan-
sion valve (7), parallel to outlet tube (5).
2. Connect pressure equalizing capillary tube (5,
Figure 9-5) to outlet line.
3. Clamp the sensing bulb (4) to outlet manifold.
4. Wrap expansion valve and expansion valve
bulb with insulating tape to prevent condensa-
tion and freeze-up of valve.
5. Slide evaporator coil assembly into cabinet
bracket slots.
FIGURE 9-5. EVAPORATOR ASSEMBLY 6. Feed thermostat switch capillary tube through
COMPONENTS grommet in side of cabinet.
1. Thermostat Control 4. Sensing Bulb a. Route capillary tube above and to the center
Cable 5. Pressure Equalizing of the evaporator coil.
2. Capillary Tube Capillary Tube
3. Thermostat Switch 6. Expansion Valve b. Route tube down through the fins at a point 5
in. (127 mm) from the right side of the cabi-
net.
2. Remove covers from heater/air conditioner cab- c. Bend the tube and route it horizontally and
inet (1, Figure 9-4) for access to components. insert tip up through evaporator lower sur-
3. Remove hoses from expansion valve extension face. (Refer to Figure 9-4.)
(7) and evaporator coil outlet (5). 7. Reinstall cables, hoses and covers.
4. Remove heater hoses per instructions in Blower 8. Check for leaks, evacuate and recharge the
Removal. system per instructions in “Air Conditioning
5. Remove thermostat control cable (1, Figure 9- System”.
5) and wires from thermostat switch (3).
6. Loosen and remove thermostat mounting BLOWER MOTOR ASSEMBLY
screws.
1. Cover Assembly 6. Heater Core Support 12. Thermostat Switch 17. Expansion Valve
2. Inlet Ring 7. Heater Core 13. Grommet 18. Heater Core
3. Wheel 8. Evaporator Coil 14. Grommet Connector
4. Housing (Right Side) 9. Cabinet 15. Evaporator 19. Housing (Left Side)
5. Blower Mounting 10. Damper Assembly Plate Assembly 20. Gasket
Bracket 11. Evaporator Closeout 16. Extension Tube 21. Motor Assembly
Installation
1. Install aftercooler assembly on mounting
bracket and secure in place.
2. Connect air lines and electrical heater wire, if
equipped.
3. Charge air system and check for leaks.
Service
The Aerofiner III air dryer does not normally require fre-
quent service. The service interval will vary dependent
on the average atmospheric relative humidity of the
locality where the unit is in operation. Areas with high
humidity conditions (rainy) will require the desiccant
material to be changed more often than dry climates.
Installation
1. Install air dryer assembly on truck and secure in
place with capscrews.
2. Connect air lines and electrical heater wire, if
equipped.
3. Charge main air system and check for leaks.
Disassembly
The AEROFINER III air dryer can be serviced with
the unit installed on the truck.
1. Release any air pressure which may be trapped
by slowly loosening the hose fitting at the outlet
port (33, Figure 10-2).
2. Disconnect purge control line from port (24) and
heater wires if equipped.
3. Loosen V-band coupling nut (18) far enough
that coupling will clear flanges and remove V-
band from air dryer.
4. Twist and pull down on housing (1) and remove
housing from cap (17).
5. Remove purge cap nut (15), purge plate (13)
and spring (12). Complete desiccant canister
assembly (11) can now be removed from hous-
ing (1).
6. With the desiccant canister upright, remove the
inner tube retaining ring (35) with a screwdriver.
The retainer screen and cloth filter pad can then
be removed, exposing the desiccant. Discard
old desiccant in a suitable manner.
FIGURE 10-2. AIR DRIER 7. Invert the canister and remove retaining ring
(34) which holds tube assembly in the canister.
Remove tube assembly, lower retainer screen,
and filter pad. Remove mesh oil separator pad
and discard.
8. Wash all metal components with solvent and
allow to dry.
Disassembly
1. Remove heater (7, Figure 1) from moisture
drain valve (18), Port "A".
2. Remove capscrews securing drain valve to
lower body half. Remove drain valve (18).
3. Remove nuts and lockwashers (2 & 3) from
studs and separate body cap from lower body
half.
4. Remove center scrubber (8) from upper halve
of body.
5. Remove bottom cap (16), seat bolt (17), seat
washer (19), seat spacer (20), and valve seat
(21) from valve body (18).
6. Remove capscrews (31) from the spring cap
(27) and remove cap from body.
7. Remove piston (23) from valve body (18) and
discard seal (24) and O-rings (22). Replace
these with new seals and O-rings during reas-
sembly.
8. Remove valve seat (21) from body.
1. Mounting Bracket 9. Coalescer 17. Seat Bolt 25. Spring Seat Washer
2. Capscrew - 3/8” 10. Retainer 18. Moisture Drain Valve 26. Spring (Large, outer)
3. Lockwasher - 3/8” 11. Seal 19. Seat Washer Spring (Small, inner)
4. Seal 12. Lockwasher - 5/16” 20. Seat Spacer 27. Spring Cap
5. Flange 13. Nut - 5/16” - 24NF 21. Valve Seat 28. Shoulder Bolt
6. Separator Body 14. Bottom Cap 22. Piston Seal 29. Dust Cap
7. Heater 15. Gasket 23. Piston 30. Seal
8. Scrubber 16. Bottom Cap 24. O-Rings 31. Capscrew
SEAT Installation
1. Install seat assembly on riser and align mount-
Removal
ing capscrew holes.
1. Relieve system air pressure. 2. Install capscrews, lockwashers, and nuts and
2. Disconnect air supply tube routed to rear of seat tighten to 21 ft. lbs. (28.5 N.m) torque.
base at the union. 3. Connect air supply tube from seat base to union
3. Remove four capscrews, washers and nuts fitting.
securing seat base to riser.
4. Remove seat for further maintenance.
FIGURE 14-2. SEAT FRAME REMOVAL FIGURE 14-4. BACKREST SPRING REMOVAL
1. Seat Frame 3. Rubber Boot 1. Handle 2. Cover
2. Capscrew
Assembly
1. If removed, replace shock absorber. Extend the
shock fully, and spread the suspension frame
so shock will fit. Place the shock with the yellow
sticker facing toward the top of the seat. Tighten
mounting capscrews to standard torque.
FIGURE 14-10. NYLON SLIDE REMOVAL 2. If removed, replace air spring. Extend the sus-
pension frame and install air spring. Install air
1. Nylon Slide 2. Seat Frame spring retaining capscrew with lockwasher.
Tighten capscrew to standard torque. Connect
8. Carefully pry button plugs securing the rubber
air line and fitting to air spring.
boot to the suspension assembly.
3. If removed, install air regulator valve. Install
9. Cam removal can be accomplished by remov-
retaining nuts and tighten. Connect air lines.
ing "E" washer (1, Figure 14-11). Pull cam (2)
off support shaft (3). 4. If removed, install cam. Secure cam on support
shaft with "E" washer.
10. Disconnect air lines (6, Figure 14-11). Remove
nuts securing air regulator (4) to suspension NOTE: If a new cam is being installed, adjustment
assembly. Remove air regulator. Further disas- may be necessary. Refer to Air Suspension Cam
sembly of the air regulator is not required. Adjustment Procedure.
Replace air regulator as a unit.
Armrests
1. Check for excessive wear and proper move-
ment.
2. If replacement is required, remove screws
attaching armrest bracket to the seat back.
FIGURE 14-14. SEAT COMPONENTS
3. Install new armrests with new hardware sup-
1. Mounting Hardware 6. Seat Frame plied with parts kit.
2. Union Fitting 7. Static Spacer
3. Air Supply Tube 8. Slide Assembly Seat Cushion
4. Backrest Mounting 9. Suspension 1. Check condition of upholstery and foam.
Bolt Assembly
5. Slide Plate Cover 10. Boot 2. Remove cushion by removing two screws at
front and detaching from the rear mounting
brackets.
Headrest
3. Replace parts as required.
1. Check upholstery covering for tears.
2. Check for proper headrest vertical and pivot Seat Frame
adjustments. 1. Inspect seat frame (6) for excessive wear in the
3. If operation or condition is unsatisfactory, head- seat height and slope adjustment nylon bush-
rest must be replaced as a complete assembly. ings.
2. If repairs are required, remove seat backrest
Backrest and seat cushion according to above instruc-
1. Check upholstery and foam condition and seat tions.
backrest angle adjustment operation. 3. Remove seat frame from static spacer.
2. If repairs are required: 4. Inspect bushings, springs, sideplate assembly
a. Remove side plate cover (5, Figure 14-14) and replace parts as required.
covering backrest angle adjustment assem- 5. Reinstall seat frame to static spacer.
bly. a. Insert rear swivel bolts (Bolts must be facing
b. Remove attachment bolt (4) located inside out from static spacer).
angle adjustment support plate. b. Insert front bolts. Use self-locking nuts
c. Remove armrests. Remove upholstery from only.
frame.
Suspension
1. Remove boot (10) and inspect suspension
assembly (9).
2. Inspect air valve and cam, shock absorber, air
spring, rollers and bushings.
3. Replace parts as required.
4. Apply automotive or white grease to vertical
section only of the inside of the frame rails. DO
NOT GREASE THE SURFACE THAT THE
ROLLERS ROLL ON. Grease the posts used to
mount the rollers.
5. Use a dry lubricant at the intersection of the
suspension scissor's shoulder bolts.
6. Check air hose connections and routing to pre-
vent damage during suspension travel.
7. Re-install boot (10) and assemble slides, static
spacer, seat frame, seat cushion, and backrest.
Removal
1. Disconnect the air inlet hose at the relay valve.
2. Disconnect the hoses routed to the starter sole-
noid valve.
3. Cap all hoses to prevent entrance of dirt.
4. Mark the starter mounting flange and the
engine mounting boss to ensure proper align-
ment when reinstalling.
5. Remove the three capscrews and lockwashers
attaching the starter to the engine and remove
assembly.
Installation
1. Apply a liberal coat of molybdenum disulphide
grease on the starter pinion teeth. FIGURE 15-1. ATV REMOVAL
2. Lower starter assembly into position and align
1. Motor Housing 3. Mounting Screw
the mounting flange holes using match marks
2. Automatic Trip Valve
made during removal with the tapped holes in
the engine.
3. Install the three capscrews and lockwashers 3. Match mark the Bendix drive housing relative to
and tighten to 100 ft. lbs. (136 N.m) torque. the gearbox housing. Remove the six cap-
4. Install starter relay valve (if removed) at the inlet screws (52, Figure 15-2) and nuts (51) and pull
port and attach hoses. the drive housing from the gearbox.
5. Install the main air inlet hose. Tighten all hoses
securely.
14. Mount the special tool (5) onto the turbine wheel
as shown in Figure 15-6 using #6-32 screws. 15. Install the special tool as shown in Figure 15-7
Hold the tool with a wrench and insert a 1/4" using #6-32 screws. Grip the tool with a wrench
allen wrench (4) to remove the screw (3). and rotate the T-bar to remove the turbine.
Remove the washer (2) and tool Remove the turbine shaft key (22, Figure 15-2)
and spacer (6).
Cleaning
NOTE: Do not wash the bendix assembly or shielded
ball bearings in solvents.
1. Clean all metal parts thoroughly using commer-
cially approved solvents such as acetone or
trichloroethylene.
2. Clean aluminum parts using a solvent suitable
for aluminum alloys. Follow manufacturer's rec-
ommendations and cautions. Corroded alumi-
num parts may be cleaned further by immersing
in the following chromic-nitric-phosphoric acid
pickling solution: FIGURE 15-9. GEAR TOOTH WEAR LIMITS
• 8 lbs (3.63 kg) chromic acid
• 1.9 gallons (7.2 liters) phosphoric acid
• 1.5 gallons (5.7 liters) nitric acid
• Add water to make a total of 10 gallons (37.9
liters) of solution.
Bendix (49)
Check for loose, worn, missing or damaged parts. If any part is unacceptable, replace complete assembly.
Refer to Figure 15-9 for acceptable pinion wear.
Sungear/shaft (23)
Check for cracks, scoring, grooves, chipped or Bearing journal: 0.6690 in. (16.9926 mm) minimum diam-
broken gear teeth. Check for galling or scoring eter.
on bearing journal. Check keyway.
External measurement over two .096 in. (2.4384 mm) dia.
pins: 0.808 in. (20.5232 mm) minimum.
Spacer (11)
Check parallelism of end surfaces. Ends to be parallel within .0005 in. (.0127 mm).
No scoring or dents on end surfaces permitted.
22. Mount the spring washer (2, Figure 15-19) and FIGURE 15-20. GEARBOX ASSEMBLY
spacer (3) against the bearing. Lower the car-
rier assembly (1) into the gearbox housing (4). If 1. Arbor Press 6. Rear Bearing
necessary, invert the assembly and apply pres- 2. Tool 7. Carrier Assembly
sure to the inner race of the front bearing until 3. Bearing Retainer 8. Spring Washer
the rear bearing is seated in the housing. Refer 4. Front Bearing 9. Gearbox Housing
to Figure 15-20. 5. Gearbox Housing
23. With assembly positioned as shown in Figure
15-21, install the locking washer (3) and nut (2)
28. Mount the housing over the bendix assembly
on the carrier shaft. Tighten until nut is tight and
and align match marks made during disassem-
bend washer tang until seated in a slot of the
bly. Install the capscrews (56) and nuts (51) and
retainer nut.
tighten to 150 in. lbs. (16.95 N.m) torque.
24. Install the hammer assembly (29, Figure 15-2)
over the dowel pins in the carrier. Install screws
(28) and tighten to 5-8 in. lbs. (.57 to .90 N.m)
torque. Ensure that dowel pins are flush with
hammer assembly housing.
25. Install the gearbox into the motor housing by
rotating the carrier until the planet and ring
gears mesh. Align assemblies using the match
marks made during disassembly. Install the six
screws (39) and tighten to 110 in. lbs. (12.43
N.m) torque.
26. Install two keys (47) in the carrier shaft. Position
the bendix assembly (49) on the shaft (with set
screw removed) and spring (46) inserted into the
cavity in the bendix. Slide the bendix assembly
over the shaft until the set screw hole aligns with
the hole in the shaft. Insert set screw and tighten
firmly. Slip retainer ring over the set screw.
27. Pack the bendix housing needle bearing with
molybdenum disulphide grease. Press the bear- FIGURE 15-21. RETAINER NUT INSTALLATION
ing into the housing until flush with the bottom
1. SS1136 Tool 3. Lockring Washer
surface.
2. Retainer Nut 4. Gearbox
1. Capscrew 11. O-Ring Cap 21. See FIG. 15-25 31. No longer required
2. Threaded Inlet Flange 12. Spool Valve 22. Muffler Element 32. Turbine Housing
3. O-Ring 13. O-Ring 23. Button Head Screw 33. Ball Bearing
4. Hex Plug 14. O-Ring 24. Muffler Retainer Plate 34. Retainer Ring
5. Inlet Housing 15. O-Ring 25. Muffler Retainer 35. Compression Spring
6. Capscrew 16. Nozzle/Valve Seat 26. Socket Screw 36. Bearing Spacer
7. Capscrew 17. Liner 27. Rotor Washer 37. O-Ring
8. O-Ring 18. Containment Ring 28. Turbine Rotor 38. Turbine Shaft
9. No longer required 19. Long Male Elbow 29. Square Key
10. Compression Spring 20. Hose Assembly 30. Labyrinth Spacer
21. Male Elbow 54. Planet Gear Shaft 71. Lip Seal 88. Pinion Collar
39. Button Head Screw 55. Carrier/Output Shaft 72. Thrust Washer 89. Pinion
40. Shaft Retention Plate 56. Shaft Retention Plate 73. Retainer Ring 90. Split Washer
41. Roll Pin 57. Button Head Screw 74. O-Ring 91. Capscrew
41A.Roll Pin 58. Bronze Bearing 75. Pre-Engage Piston 92. Gasket
42. Planet Gear Shaft 59. Hose Assembly 76. O-Ring 93. Dowel Pin
43. Gear Shim 60. Controller 77. Split Ring 94. Magnet
44. Gear Spacer 61. Capscrew 78. Drive 95. Connector
45. Needle Bearing 62. Capscrew 79. Compression Spring 96. Connector Gasket
46. Planet Gear 63. Solenoid Valve 80. Retaining Ring 97. Connector Screw
47. Gear Carrier 64. Capscrew 81. Bearing 98. Connector
48. O-Ring 65. O-Ring 82. Seal 99. Security Cap
49. Ring Gear 66. Gearbox Housing 83. O-ring 100.Terminal
50. O-Ring 67. Capscrew 84. Pinion Housing 101.wire Seal
51. Gear Spacer 68. O-Ring 85. O-Ring 102.Capscrew
52. Needle Bearing 69. Bearing Hub 86. Mounting Flange
53. Planet Gear 70. O-Ring 87. Capscrew
NOTE: It is suggested that you hold the sun gear end 32. Remove the compression spring (35) from the
of the turbine shaft (38) in a soft-jawed (aluminum) turbine housing (32).
vise while removing the rotor retention screw (26). 33. Remove the o-ring (37) from the turbine housing
28. Remove the turbine rotor (28) from the turbine (32).
shaft as shown in Figure 15-26. Hold on to the 34. Remove the retainer ring (34) from the turbine
puller tool with an open end wrench. housing (32).
NOTE: Install the three puller screws hand tight to 35. Remove the ball bearing (33) from the turbine
the turbine rotor (28). Before installing the puller tool, housing (32).
check to make sure that the face of the t-screw is
NOTE: You should be able to push the ball bearing
smaller than the diameter of the turbine shaft (38).
(33) out by pressing on the seal spacer (30) with your
finger.
36. Support the turbine housing (32) and remove
the labyrinth spacer (30).
37. If the threaded inlet (2A) is used, remove the
four screws (1). Remove the threaded inlet (2A)
from the inlet housing (5).
38. Remove the four screws (7) and separate the
inlet housing (5) from the containment ring (18).
On units after serial number 9307-181, the liner
(17) should slide out of the containment ring
(18).
39. Remove the five screws (6) and separate the
nozzle/valve seat (16) from the inlet housing
(5).
1. T-Handle 3. Screw
2. Turbine Rotor Tool
The spool valve - nozzle is spring loaded. Exer-
cise caution when separating the inlet housing
(5) from the nozzle/valve seat (16).
29. Remove the 1/8" key (29) from the turbine shaft
(38). 40. Remove the spring (10) from the spool valve
(12). Remove the o-ring cap (11) from the spool
30. Press the turbine shaft (38) from the turbine
valve (12). Remove the shock dampener from
housing (32). The bearing spacer (36) should
the spool valve (12), if present.
come out also. Remove the bearing spacer (36)
from the turbine shaft (38).
1. Ram 3. Table
The turbine housing o-ring (37) must not be lubri- 2. Bearing Pressing
cated. It is to be installed dry. Tool
14. Install the o-ring (37) into the turbine housing (32). 19. Install the labyrinth spacer (30) over the turbine
15. Install the compression spring (35) into the tur- shaft (38).
bine housing (32). 20. Install the 1/8" key (29) into the turbine shaft
NOTE: The compression spring (35) must be shoved keyway (38).
past the o-ring (37) as far as possible. 21. Press the turbine rotor (28) onto the turbine
16. Press the ball bearing (33) onto the turbine shaft shaft (38) until seated.
(38) as shown in Figure 15-27.
43. Hand install the three gear shafts (54) into the 53. Lube with o-ring lube and install the o-rings (48,
gear carrier (55) and tap into position. 50) onto the ring gear (49). Install the ring gear
(49) onto the turbine housing (32).
54. Install the two shims (43) onto the sun gear pin
of the stage one gear carrier (47). One shim
(43) goes on each end.
The gear shafts (54) must be inserted from the
output shaft side of the gear carrier (55). Be sure NOTE: NYE 377AL grease can be used to hold these
to align the anti-rotation pins on the gear shafts shims (43) in position during assembly.
(54) with the slots in the gear carrier (55).
Check gear rotation. The gears (53) must rotate
freely in the gear carrier (55).
44. Set the shaft retention plate (56) onto the gear
carrier (55). Be sure to properly align the screw
holes. Use NYE 377AL grease to coat the interior of the
ring gear (49), the stage one gear carrier/second
45. Install the three screws (57) and tighten to 45 stage sun gear (47) and the stage two gear carrier
LB-in (5.1 Nm) torque. (55).
Installation
1. Lower starter assembly into position and align
the mounting flange holes using match marks
made during removal, with the tapped holes in
the engine.
2. Install the capscrews with lockwashers and
torque to standard torque.
3. On all thread connections throughout the sys-
tem, use non hardening No. 2 Permatex or Loc-
tite Pipe Sealant.
4. Connect all previously removed air lines and
tighten securely.
5. Charge air system and check for leaks.
FIGURE 15-4.
FIGURE 15-8.
FIGURE 15-10.
FIGURE 15-11.
16. Install the piston (40) onto the drive shaft (50)
until the rear drive shaft bearing (51) seats into
FIGURE 15-12. the piston.
17. Using a thin flat blade screwdriver to assist in
6. Lubricate the drive gear with Mobil Oil Com- this operation, coil the large drive shaft bearing
pany - Mobilith SHC 007. retainer (52) into the groove of the piston to
7. Press the rear drive shaft bearing (51, Figure retain the outer race of the drive shaft bearing
15-1) onto the drive shaft. (51).
8. Slide the small bearing retainer convex side 18. Using O-ring lubricant, lubricate the piston O-
first, onto the drive shaft. Press it into position. ring (38) and install it in the groove of the Piston.
9. Assemble the drive gear screw (49), drive gear 19. Position the drive housing (58) in an arbor
lock washer (48), drive gear cup (47) and drive press, pinion end down. Using a pressing
gear screw O-ring (46). sleeve of the proper size, press the seal (56)
10. Grasp the drive shaft (50) in a vise, external into the drive housing (58) so that the lip of the
splined end down. Place assembled drive shaft seal faces away from the drive pinion.
screw unit into the drive shaft, screwhead down. 20. Using a sleeve that contacts the outer race of
Lubricate the inside diameter of the drive shaft the front drive shaft bearing (55), press the
with Mobil Oil Company - Mobilith SHC 007. bearing into the drive housing until it seats.
Drop the piston return spring seat (54) on top of
the front drive shaft bearing (55).
FIGURE 15-15.
FIGURE 15-14.
FIGURE 15-16.
FIGURE 15-17.
FIGURE 15-18.
FIGURE 15-19.
Defective control valve or relay valve. Replace control valve or relay valve.
TROUBLE: Motor runs, pinion engages, but does not rotate flywheel.
Damaged or broken drive train. Disassemble drive train and replace worn or damaged
parts.
Worn or damaged rotor seals or static O rings. Replace static seals on outside of motor.
Loose or leaking pipe plugs. Tighten or replace pipe plugs using proper pipe sealant.
Splash deflector retaining screw or pipe plug missing. Tighten splash deflector retaining screw or replace pipe
plugs.
CRANKING MOTOR
TROUBLESHOOTING Do not apply voltages in excess of 20 volts.
Excessive voltage may cause the armature to
If the cranking system is not functioning properly, throw windings.
check the following to determine which part of the
system is at fault: d. Connect the motor and an ammeter in series
with two fully charged 12 volt batteries.
Batteries - Verify the condition of the
batteries, cables, connections and charging e. Connect a switch in the open position from
circuit. Refer to Section “D” for additional the solenoid battery terminal to the solenoid
information. switch terminal.
Wiring - Inspect all wiring for damage or 2. Close the switch and compare the RPM, cur-
loose connections at the keyswitch, rent, and voltage reading to the following speci-
magnetic switches, solenoids and cranking fications:
motor(s). Clean, repair or tighten as
• RPM: 5500 Minimum to 7500 Maximum
required.
• AMPS: 95 Minimum to 120 Maximum
If the above inspection indicates the starter motor to
be the cause of the problem, remove the motor and • VOLTS: 20 VDC
perform the following tests prior to disassembly to
determine the condition of the motor and solenoid Interpreting Results of Tests
and repairs required. 1. Rated current draw and no-load speed indi-
cates normal condition of the cranking motor.
Preliminary Inspection
2. Low free speed and high current draw indi-
1. Check the starter to be certain the armature cates:
turns freely.
a. Too much friction; tight, dirty, or worn bear-
a. Insert a flat blade screwdriver through the ings, bent armature shaft or loose pole shoes
opening in the nose housing. allowing armature to drag.
b. Pry the pinion gear to be certain the arma- b. Shorted armature. This can be further
ture can be rotated. checked on a growler after disassembly.
2. If the armature does not turn freely, the starter c. Grounded armature or fields. Check Further
should be disassembled immediately. after disassembly.
3. If the armature can be rotated, perform the No-
Load Test before disassembly.
1. C.E. Frame 16. Brush Spring 32. Nut 48. Insulator 64. Nut
2. Washers 17. Screw 33. Lockwasher 49. Screw 65. O-Ring
3. O-Ring 18. Screw 34. Screw 50. Washer 66. O-Ring
4. Insulator 19. Screw 35. Field Frame 51. O-Ring 67. Snap Ring
5. Support Plate 20. Lockwasher 36. Stud Terminal 52. Inspection Plug 68. Lever Shaft
6. Brush Plate 21. Plate 37. Bushing 53. Solenoid 69. Drive Housing
Insulator 22. Brush 38. Gasket Housing 70. Screw
7. Washers Holder Insulator 39. Washers 54. Lockwasher 71. Drive Assembly
8. Plate & Stud 23. Screw 40. Washer 55. Screw 72. Gasket
9. Plate 24. Lockwasher 41. Nut 56. Plunger 73. Plug
10. Brush Holder 25. Washer 42. Connector 57. Washer 74. Gasket
11. Lockwasher 26. O-Ring 43. Lockwasher 58. Boot 75. Brake Washer
12. Screw 27. Bushing 44. Nut 59. Washer 76. Screw
13. Brush 28. Insulator 45. Armature 60. Spring 77. Lockwasher
(12 required) 29. Washer 46. Field Coil 61. Retainer 78. Lever Housing
14. Lockwasher 30. Lockwasher (6 Coils) 62. Snap Ring 79. Washer
15. Screw 31. Nut 47. Shoe 63. Shift Lever 80. O-Ring
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the sole-
noid, switch terminal and to the second switch
terminal “G”, to check the hold-in winding (Fig-
ure 17-5).
2. Use the carbon pile to decrease the battery volt-
age to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal “S” to the solenoid
motor “M” or “MTR” terminal (Figure 17-6).
Coil Test
1. Using an ohmmeter, measure the coil resis-
tance across the coil terminals.
a. The coil should read approximately 28W at
72°F (22.2°C).
b. If the ohmeter reads …, the coil is open and
the switch must be replaced.
c. If the ohmmeter reads 0 W, the coil is
FIGURE 17-8. CHECKING PINION CLEARANCE shorted and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil ter-
minal and another on the switch mounting
bracket. If the meter displays any resistance
Magnetic Switch reading, the coil is grounded and the switch
The magnetic switch is a sealed unit and not repair- must be replaced.
able. 3. The ohmmeter should display … when the
probes are placed across the switch terminals.
Removal
NOTE: The switch terminals should show continuity
1. Remove battery power as described in Crank- when 24 VDC is applied to the coil terminals,
ing Motor ”Removal”, page M17-1. however high resistance across the internal switch
2. Disconnect cables from the switch terminals contacts due to arcing etc. could prevent the switch
and wires from coil terminals (Figure 17-9). from delivering adequate current to the cranking
motor. If the coil tests are satisfactory but the switch
NOTE: If the magnetic switch has a diode across the is still suspect, it should be replaced with a new part.
coil terminals, mark the leads prior to removal to
ensure correct polarity during installation.
3. Remove mounting capscrews and washers.
Remove switch from mounting bracket.
4. The switch coil circuit can be tested as
described below.
Installation
1. Attach magnetic switch to the mounting bracket
using the capscrews and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
CAL Calibration Switch - Carry out routine calibration of the Payload Meter.
LIGHT Light Switch - Adjust the brightness of load indicating display.
ST Self Test Switch (not marked) - See Payload Meter Self Test Functions.
ADJ Adjustment Switch - Select time setting mode.
SFT Shift Switch - In time setting mode, selects the digit to be changed.
INC Increment Switch - Advance the digit selected in time setting mode.
CLR Clear Switch - Erase haul cycle data stored in the Payload Meter.
FEED Feed Switch - Feed paper to the printer.
PRINT Print Switch - Print payload data stored in the Payload Meter.
—— Printer paper cover.
NUMBER OF LOADS
DUMPED.
TOTAL PAYLOAD
HAULED SINCE LAST
CLEAR.
LOAD NUMBER.
PAYLOAD WEIGHT IN
TONS.
ERROR CODES
The payload meter continually monitors the status of
the sensor inputs and relay driver outputs. If an FIGURE 20-4. PRINTER PAPER
abnormality is found, an error code is displayed and
all deck lights will illuminate. Refer to "TROUBLE- NOTE: The printer head is of a thermal type. Only
SHOOTING THE HAULPAK ON-BOARD WEIGH- original equipment, thermal sensitive paper (P/N
ING SYSTEM" for complete error code information. VE5548), should be used.
FIGURE 20-7.
FIGURE 20-11.
Installation
The pressure sensor is mounted to the suspension
1. Connect battery lead plug-in connector to cylinder using a schrader valve assembly, adapter
socket on printed circuit board. and sensor. The sensor can be replaced without
releasing the pressure in the suspension by remov-
ing the sensor with the adapter.
Removal
FIGURE 20-14. PRESSURE SENSOR
Installation Installation
1. Install new O-ring on sensor (4, Figure 20-14) 1. Install inclinometer (3, Figure 20-15) with cap-
and install sensor into adapter (3). Tighten sen- screws, nuts and lockwashers (4).
sor to 22-29 ft. lbs. (3039 N.m) torque. 2. Connect inclinometer wire lead to truck har-
2. Install new O-ring on adapter (3) and install com- ness.
plete adapter/sensor assembly into valve (2). 3. Refer to "Check Out Procedure" to adjust incli-
Hold valve body and tighten adapter/sensor nometer.
assembly to 103 ft. lbs. (176 N.m) torque.
3. Connect sensor wiring to truck wiring harness.
CHECK OUT PROCEDURE NOTE: Refer to Error Code Table for error codes.
3. Reconnect the sensor. Clear the error by push-
Deck Mounted Lights ing the "CAL" button on the payload meter.
1. Turn the key switch to the "on" position. The 4. Perform steps 2 and 3 to the remaining three
payload meter will automatically perform a 10 pressure sensors. If an error code does not
second self test. During the self test, the deck match the disconnected sensor, refer to the
mounted lights will illuminate. If a light does not payload meter wiring schematic to correct the
illuminate, check for defective wiring or bulbs. sensor connections.
2. After successful completion of the self test, the
time of day or "0" will be displayed depending Error Codes
on whether the brake lock switch is in the "off" The payload meter continually monitors the status of
or "on" position respectively. the sensor inputs and relay driver outputs. If an abnor-
mality is found, an error code is displayed and all deck
Pressure Sensor Location
lights will illuminate. Once an error code has
Insure the proper pressure sensor is connected to appeared, it may be canceled by pressing the "CAL"
the correct payload meter connector pin. button or cycling the power after the error is corrected.
1. Turn the key switch to the "on" position. For complete diagnosis and error code corrections,
2. After self test is complete, disconnect a pressure refer to "TROUBLESHOOTING THE HAULPAK
sensor at the suspension cylinder. Wait for 5 sec- ON-BOARD WEIGHING SYSTEM".
onds after a pressure sensor is disconnected for
error code to be displayed on the payload meter.
Verify that displayed error code corresponds to
pressure sensor that is disconnected.
Body Up Switch
To check body up switch connection to the payload
meter system, drive the truck to the unloading area
and dump the load. The payload meter display
should indicate "0" when the body is raised off the
frame.
TABLE “A”
CODE SUSPENSION CIRCUITS
E-01 RIGHT REAR 39F, 39FA
E-02 LEFT REAR 39F, 39FB
E-03 RIGHT FRONT 39F, 39FC
E-04 LEFT FRONT 39F, 39FD
TABLE “B”
CODE SUSPENSION CIRCUITS
TRANSDUCER
E-11 RIGHT REAR 39FA
E-12 LEFT REAR 39FB
E-13 RIGHT FRONT 39FC
E-14 LEFT FRONT 39FD
Do not tug or pull hard on the paper as this will damage the printer.
Payload Box
To select the payload box menu, hold down the "Alt" key and press "P". The payload menu screen will appear as
shown in Figure 20-18. Use the arrow keys to select (highlight) the desired menu item and press "ENTER".
• Set Max Loads - The payload meter will only store 200 haul cycles. If the payload meter is allowed to record
200 haul cycles, it will stop sending data to the expanded memory box. By setting maximum loads at 199, the
payload meter will clear its memory and start counting at 0 again. All the loads recorded by the payload meter
are sent to the expanded memory box when the payload is first recorded. No payload data already stored in the
expanded memory box will be lost when the payload meter memory is cleared.
1. Highlight "Set Max Loads". Press "ENTER". The "Set Max Loads" screen will appear as shown in Figure 20-22.
2. Press "tab" key once to highlight the number box and set number of loads with number keys.
3. Press "ESC" to cancel the command or press "ENTER" to execute the command and save any changes.
• Box Info - This selection will allow you to view the stored information in the expanded memory box. This
information can also be viewed at any time by pushing the "F5" key.
1. Arrow down to highlight "Box Info". Press "ENTER". The screen will appear as shown in Figure 20-23.
NOTE: The battery voltage refers to the memory backup battery in the expanded memory box.
View Data in Box - This selection will allow you to view payload data stored in the expanded memory box without
erasing the information.
1. Arrow down to highlight "View Data in Box". Press "ENTER".
2. The screen will display a message indicating the amount of time to download the information for viewing.
3. Press "ENTER" to view the data. Use the arrow keys to scroll up or down through the data.
4. Press "ESC" to return to the main menu screen.
Help
This selection will provide help information or general information about the download program. Use the arrow keys
to move the text.
1. Arrow down to highlight "About". Press "ENTER".
2. Press "ESC" key to return to the main menu screen.
Analysis Menu
To select the "Analysis" menu, hold down the "Alt" key and press "A". See Figure 20-28. Use the arrow keys to
highlight one of the desired menu items and press "ENTER".
Setup Menu
• Setup Printer - To print payload data, in either table or graph form, the correct printer must be selected. Only
those printers listed or 100% compatible printers to those listed will be able to print payload data. Use the
PRINTER CHART to select the appropriate printer.
1. Hold down the "Alt" key and press "S". A screen will appear as shown in Figure 20-30.
2. Press "ENTER". A screen will appear as shown in Figure 20-31.
3. Press the "tab" key once and the selected printer option will become highlighted. The selection that becomes
highlighted is the one with the period inside the ().
4. Use the "arrow" keys to select the appropriate printer and press "ENTER" to save the change.
NOTE: The printer option can also be selected by holding down the "alt" key and pressing the same letter key that
is highlighted in the desired printer description.
PRINTER CHART
Selection Printers
Epson MX All Epson MX;
Okidata;
IBM proprinter;
IBM Graphics printer;
Star Gemini;
Epson FX Epson FX
Epson LQ Epson 24 pin;
Star Gemini 24 pin;
Panasonic 24 pin printers
HP Laser Jet/ All HP Laser Jets and
HP Desk Jet Emulators
HP Desk Jet
Toshiba 24 pin Toshiba 24 pin printers
Removal
1. Turn key switch off. Disconnect all wire har-
nesses from expanded memory box.
2. Remove mounting screws and expanded mem-
ory box.
Installation
1. Be certain that mounting surface on the
expanded memory box and on the truck is clean
and free of foreign material.
NOTE: Foreign material between the box and
mounting surface can distort the box as the mounting
hardware is tightened, and can cause damage to the
payload memory card.
Disassembly
1. Loosen the four corner screws on end cover (1,
Figure 20-19). Do not remove screws from end
cover as they are held in place by the gasket.
2. Remove end cover (1) and carefully unplug wire
connector from the payload memory card (6).
FIGURE 20-35. EXPANDED MEMORY BOX
3. Unlock lever (5) and carefully pull payload
memory card from the box using handle (1, Fig- 1. End Cover 4. End Cover
ure 20-20). 2. Connector (To PC) 5. Lever
4. Loosen the four corner screws retaining end 3. Box 6. Payload Memory
cover (4, Figure 20-19). Do not remove screws
from end cover as they are held in place by the
gasket. Remove end cover.
Wire Connections
Refer to Figure 20-21 for wire connections made on
the expanded memory box.
L. G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835
91466
SRS
The synchronous reference sensor (SRS) monitors
camshaft revolutions and is used for cylinder sequenc-
ing by determining when cylinder # 1 is about to fire.
TRS
The timing reference sensor (TRS) monitors crankshaft
rotation and determines when any cylinder is about to
fire.
OTS
91471
The oil temperature sensor (OTS) monitors oil tem-
perature in the turbocharger supply line. FIGURE 21-4. ELECTRONIC FOOT PEDAL
ASSEMBLY (EFPA)
CLS
The coolant level system (CLS) monitors coolant level
through a level sensor (Figure 21-3) mounted in the
cooling system top tank. This sensor provides a signal TBS
to an interface module, located in the electrical cabinet
junction box, which conditions the signal for use by the The turbo boost pressure sensor (TBS) (Figure 21-5)
ECM. monitors turbocharger boost pressure and sends a
voltage signal porportional to pressure to the ECM.
EFPA
OPS
The electronic foot pedal assembly (EFPA) (Figure
21-4) is the accelerator pedal controlled by the opera- The oil pressure sensor (OPS) monitors engine oil
tor to vary the power demand. pressure.
91467
91470
FIGURE 21-5. TURBOCHARGER BOOST
FIGURE 21-3. COOLANT LEVEL SENSOR (CLS) PRESSURE SENSOR (TBS)
GENERAL DESCRIPTION
The Detroit Diesel Electronic Control (DDEC III) system The following major components are required for the
provides an electronic method for determining engine system:
fuel requirements and controlling engine speed.
Engine performance is continuously monitored by vari-
ous sensor inputs to microprocessors and compared • Electronic Control Module
to operating parameters stored in memory to provide
• Electronic Unit Injectors
engine operation controls. Operator demand for power
is provided by an electronic foot pedal and/or the • Engine and cooling system sensors
Statex III engine control system while engine mounted
• Operator input controls
sensors provide information on engine crankshaft po-
sition and RPM. Extensive operation and diagnostic • Engine protection indicator lights/circuits
information is stored and made available for trou-
• Wire harness/connector assemblies
bleshooting engine problems and monitoring engine
performance. • Diagnostic Data Reader
Electronic engine control eliminates the need for air
operated throttle pedals, cylinders, and mechanical or
hydraulic governors.
OTS
91470
The Oil Temperature Sensor (OTS) monitors oil tem-
FIGURE 21-3. COOLANT LEVEL SENSOR (CLS)
perature in the turbocharger supply line.
CLS
PTO Counts
The Coolant Level System (CLS) monitors coolant level
WITH OUT FUEL - SAVER: through a level sensor (Figure 21-3) mounted in the
cooling system top tank. This sensor provides a signal
NOTE: The throttle signal enters the ECM on the PTO
to an interface module, located in the electrical cabinet
(Power Take-Off) pin. To check throttle input counts
junction box, which conditions the signal for use by the
using the DDR, select PTO Counts.
ECM.
The Throttle Position Sensor (Figure 21-4) is contained
in the electronic foot pedal. When the operator de-
presses the accelerator pedal, a variable voltage signal EFPA
is sent to the ACC/RET interface ACC card located in
the control cabinet and then to the ECM. The ACC card The Electronic Foot Pedal Assembly (EFPA) (Figure
also provides the ECM with a fixed voltage signal for 21-4) is the accelerator pedal controlled by the opera-
increased engine RPM during dynamic retarding and tor to vary the power demand.
when truck speed is over 3 MPH (4.83 km/h) if the
engine idle switch is placed in the high idle position.
91467
FIGURE 21-5. TURBOCHARGER BOOST FIGURE 21-6. DIAGNOSTIC DATA READER (DDR)
PRESSURE SENSOR (TBS)
The ECM continuously monitors itself and other system • Displaying sensor values and switch positions
components including sensors, injectors and associ- • Simultaneous display of current operating pa-
ated wiring and connectors. If a fault is detected, the rameters such as engine RPM, injector timing,
ECM illuminates the Check Engine light (or a check fuel rate and turbocharger boost pressure.
engine message on the HMS overhead display) and
stores a malfunction code. These codes can be read • Cutting out cylinders to detect “weak” cylinders
out by using a Diagnostic Data Reader (DDR) as shown • Erasing codes
in Figure 21-6.
• Limited data logging as an aid to intermittent fault
Whenever a fault is detected, the ECM will substitute a diagnosis
default value for the component or circuit that has
failed. If the fault clears up, the actual sensor value is • Programming the EEPROM (Electrically Eras-
again used. able Programmable Read Only Memory) in the
ECM for specific operation requirements.
When using the DDR, codes are broken down into two
types: The DDR includes a customer replaceable PROM (Pro-
grammable Read Only Memory). As new diagnostic
• Active Codes — These codes are currently techniques are developed which make use of the DDR,
causing the Check Engine or Stop Engine lights they can be programmed on a PROM by the manufac-
to illuminate (or Check Engine or Stop Engine turer and installed in the field by DDR users.
message on the HMS overhead display).
The DDR is attached to the diagnostic connector lo-
• Historical Codes — These codes can be either cated on the panel behind the passenger seat and in
currently active or active in the past. Certain the electrical cabinet.
codes on the DDR will also display an audit trail
of their occurrence(s). Refer to the DDEC III Diagnostic Troubleshooting
Guide, 6SE492, for complete information on its use and
procedures to follow for systematically troubleshoot-
ing engine problems, retrieving stored data etc.
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Adjustment Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
SEAT MAINTENANCE AND REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
HEATER COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
OPERATING CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
SELECTOR SWITCH CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
DYNAMIC RETARDING PEDAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
HOIST CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
THROTTLE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Removal
1. Remove windshield wiper arm (6, Figure 2-1).
2. Remove the insert from the channel around the
glass.
3. Remove glass from channel.
4. Inspect channel and replace if damaged or
cracked.
Installation
1. Install new window channel if required.
2. Install glass into channel and press insert into
place.
3. Install wiper arm and blade.
Disassembly
1. Remove the capscrews (16, Figure 3-2) secur-
ing cover (12) and gasket (11) to motor housing
(10). Remove keeper ring (7) and flat washer
(8) if paddle and shaft must be removed.
2. Remove machine screws (1) from end cover (2)
and take off end cover and O- ring (3).
3. Internal batter (4), valve and shuttle (5) should
be inspected for wear or damage. Replace
components as necessary.
Assembly
1. Slide the paddle and shaft assembly (9, Figure
3-2) into the shaft opening in motor housing
(10). Replace flat washer (8) and keeper ring
(7).
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 2. Replace O-ring (11) and secure cover (12),
using capscrews (16).
1. Wiper Arm and Blade 5. Wiper Control Switch
2. Washer Hose 6. “Run” Port 3. If valve and shuttle (5), exchange valve (15) or
3. Wiper Motor 7. “Park” Port batter (4) were removed, replace at this time.
Assembly 8. System Air “Inlet” 4. Replace O-ring (3) and end cover (2) using
4. Air Supply Manifold Port machine screws (1).
1. Machine Screw 5. Valve & Shuttle 9. Shaft & Paddle 13. Flatwasher
2. End Cover 6. Plug 10. Motor Housing 14. Keeper Ring
3. O-Ring 7. Keeper Ring 11. O-Ring 15. Exchange Valve
4. Batter 8. Flatwasher 12. Motor Cover 16. Capscrew
The windshield wiper control valve contains a filter 1. Insert valve through mounting hole in instru-
which should be replaced if restriction occurs. A parts ment panel.
kit is available to replace leaking valve sealing com- 2. Align valve in mounting hole and attach washer
ponents. and mounting nut.
3. Attach tubing to “inlet”, “park”, and “run” ports.
Removal (Refer to Figure 3-1.)
1. Relieve all system air pressure prior to discon- 4. Charge truck air system and verify operation of
necting the air lines. windshield wipers.
2. Remove tubing from valve ports and mark loca-
tion for re-installation.
3. Remove knob, shaft mounting nut, washer and
remove valve from instrument panel.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump doesn't work,
replace it with a new cap and pump assembly. The
pump is available only as an assembly.
Adjustment
The following adjustments must be made while sitting
in the seat.
1. To adjust fore/aft location of seat:
a. Raise slide adjustment lever (2, Figure 4-1).
b. Move seat backward or forward as desired.
2. To adjust seat height:
a. Depress the “Height Adjust” lever (1).
b. Adjust seat assembly to desired height.
3. To adjust weight:
FIGURE 4-2. STOP CABLE & TILT LATCH
a. Turn knob “Weight Adjust” (3).
b. Moving knob clockwise decreases cushion- 1. Capscrew, Washer & 3. Tilt Latch
ing effect of seat and turning counterclock- Nut 4. Capscrew
wise increases cushioning effect. 2. Stop Cable
Removal
1. Remove capscrews, lockwashers and nuts (7,
Figure 4-1) that secure seat base to seat riser.
2. Remove seat assembly from cab to clean work
area for disassembly.
Seat Weight: 102 lbs. (46.3 kg).
Installation
FIGURE 4-1. SEAT ADJUSTMENT CONTROLS
1. Mount seat assembly to seat riser. Install cap-
1. Height Adjustment 5. Lower Housing screws, lockwashers and nuts. Tighten cap-
2. Slide Adjustment 6. Boot screws to 35 ft. lbs. (47.5 N.m) torque.
3. Weight Adjustment 7. Capscrews, 2. Install stop cable ends (2, Figure 4-2) if they
4. Weight Indicator Lockwashers & Nuts were removed.
Assembly
1. Mount rollers (25) onto lower housing (27) if
removed or replaced.
Seat spring (18) is under pressure. Use care 2. Mount lower housing (27) into slide track (28)
when removing bearing shafts from seat suspen- and install slide stop (26).
sion. 3. Install nylon tube bearings (20) onto bearing
shafts (19).
11. Remove bearing shafts (19) from seat suspen- 4. Mount spring (18) and spring pad (23) on lower
sions (16). housing.
5. Install nylon slider blocks (17) onto seat sus-
12. Remove upper housing (34) and cross link
pension (19).
assembly (36) as an assembly.
6. Mount seat suspension (16) between lower
13. Remove capscrews (38) and springs (35) from housing (27) and upper housing (34).
cross links only if replacement is necessary.
7. Slide lower bearing shaft (19) through lower
14. Remove nylon bearing and locknut (29) from housing (27) and seat suspension (16). Slide
shoulder bolts (24) securing shock absorber to upper bearing shaft through upper housing (34),
lower housing (27). Remove shock absorber. shock absorber (30) and nylon bearing (31).
15. Remove spring (18) and spring pad (23). 8. Install lower part of shock absorber (30) and
nylon bearings (29) onto lower housing (27)
16. Remove nylon slider blocks (17) from seat sus-
with shoulder bolts (24) and locknuts.
pension (16).
1. Left Side Bracket 12. Spring 22. Slide Latch Assembly 32. Locknut
2. Tilt Back Link 13. Latch 23. Spring Pad 33. Suspension Boot
3. Spring 14. Gear & Shaft 24. Shoulder Bolt 34. Upper Housing
4. Nut Assembly 25. Roller 35. Spring
5. Back Rest Cushion 15. Gear & Shaft 26. Slide Stop Spacer & 36. Cross Link Assembly
6. Seat Cushion Assembly Capscrew 37. Locknut & Washer
7. Right Side Bracket 16. Seat Suspension 27. Lower Housing 38. Capscrews
8. Spring 17. Nylon Slider Block 28. Slide Track 39. Spacer Bar
9. Bolt & Washer 18. Spring 29. Nylon Bearing & 40. Cable
10. Capscrew, 19. Bearing Shaft Locknut 41. Bolt, Washer, & Nut
Nylon Washers, & Nut 20. Nylon Tube Bearing 30. Shock Absorber
11. Bumper 21. Spring 31. Nylon Bearing
Installation
1. Align universal joint splines with steering col-
umn shaft and slide together. Raise steering
column into position.
2. Secure the steering column to mounting brack-
ets with capscrews. Tighten lower bracket to 13
ft. lbs. (18 N.m) torque and to instrument panel
mount with 25 ft. lbs. (34 N.m) torque.
3. Tighten universal joint capscrews to 58 ft. lbs.
(79 N.m) torque.
4. Hook-up electrical wiring previously discon-
nected.
Disassembly
1. Remove horn button (1, Figure 5-2) and detach
horn wire.
2. Remove retainer (3) and nut (2).
3. Remove steering wheel using puller VS5386.
4. Remove lower contact assembly (4).
FIGURE 5-1. STEERING COLUMN INSTALLATION
5. Mount steering column assembly in vise using
1. Tilt Control Lever 5. Universal Joint holding bracket VS5387.
2. Steering Column 6. Lower Steering Shaft
6. Remove steering shaft bumper (2, Figure 5-5).
3. Upper Mount 7. Steering Control Unit
4. Lower Mount 7. Push hazard warning plunger in and remove
knob.
1. Jam Nut 13. Inner Race 26. Column Housing 38. Preload Spring
2. Steering Shaft Bumper 14. Machine Screw 27. Pivot Pin 39. Lower Steering Shaft
3. Carrier Retainer 15. Cover Assembly 28. Wheel Lock Shoe 40. Lower Steering Shaft
4. Lock Retainer 16. Actuator Pivot 29. Wheel Lock Shoe 41. Housing Support
5. Steering Shaft Lock 17. Preload Spring 30. Shoe Spring 42. Dowel Pin
6. Carrier Assembly 18. Pivot Pin 31. Release Spring 43. Lock Plate
7. Upper Bearing Spring 19. Cover End Cap 32. Release Pin 44. Housing Shroud
8. Machine Screw 20. Tilt Lever Shield 33. Telescope Locking 45. Turn Signal Rod
9. Turn Signal Switch 21. Connector Rod 46. Turn Signal Spring
Assembly 22. Bearing Assembly 34. Upper Steering Shaft 47. Jacket Assembly
10. Turn Signal Assembly 23. Spring Retainer 35. Locking Wedge 48. Bearing Adapter
11. Machine Screw 24. Tilt Wheel Spring 36. Yoke Assembly 49. Bearing Assembly
12. Race Seat 25. Spring Guide 37. Centering Sphere 50. Steering Shaft Spacer
Assembly
1. Reassemble turn signal rod (45, Figure 5-5) in
support housing (41).
FIGURE 5-8. PIVOT PIN REMOVAL
THROTTLE PEDAL (1, Figure 5-9) DIMMER SWITCH (3, Figure 5-9)
The Throttle Pedal is a foot operated pedal which The dimmer switch is a foot actuated electric switch.
allows the operator to control engine RPM. If headlights are on low beam, depression of the
switch will change headlights to high beam. Depress-
The throttle will control engine RPM between low idle
ing switch again changes headlights back to low
and high idle.
beam.
When truck is operating and the Engine Idle Switch is
in the “Low Idle” position, the operator can control DYNAMIC RETARDING PEDAL
engine RPM between low idle and full load RPM at (4, Figure 5-9)
any speed up to the truck MPH overspeed setting.
The Dynamic Retarding Pedal is a foot operated
When the truck is operating and switch is in “High pedal which allows the operator to slow the truck
Idle”, the operator can control engine RPM between without the use of the service brakes to maintain a
low idle and full load RPM when truck speed is under safe productive speed. The Dynamic Retarding
3 MPH. When truck speed is over 3 MPH operator should be used to control the speed of the truck
can control engine RPM, between retard engine except to bring the truck to a complete stop. Service
speed and full load RPM, for speeds up to overspeed brakes are required to bring the truck to a complete
(MPH) setting. stop.
If the throttle pedal is depressed in either “Low Idle” The Dynamic Retarding System will also be automat-
or “High Idle” and the retard pedal is depressed, ically applied if operator allows speed of truck to
reach the predetermined overspeed retard setting or
BRAKE PEDAL (2, Figure 5-9) if the Retard Speed Control is activated.
The Brake Pedal is a foot operated pedal controlling
a hydraulic valve, which applies the service brakes.
Light sockets are push-in type sockets, utilizing push With truck stopped, turn keyswitch counterclockwise
and twist type bulbs. Toggle switches are secured to "Off" for normal shutdown of engines equipped
with a locknut on the front side of the instrument with Detroit Diesel electronic engine controls
panel. ("DDEC"), or Cummins Centry™ Fuel Control. If engine
does not shutdown with keyswitch, use center console-
Gauges and instruments are mounted through the mounted engine shutdown (see 7, Figure 5-9).
front side of the instrument panel and secured to
brackets with locknuts on the back side of the panel. NOTE: A switch is located at lower left front of truck
for ground level engine shutdown.
The operator must understand the function and oper-
ation of each instrument and control. Many control
(2) ENGINE SHUTDOWN (OPTIONAL)
functions are now identified with “International” sym-
bols that the operator should learn to recognize If installed, this OPTIONAL Emergency Engine Shut-
immediately. This knowledge is essential for proper down button must be depressed and held until
and safe operation of the machine. engine stops.
NOTE: This switch is Engine Shutdown ONLY. The
Refer to the OPERATOR HANDBOOK located in the keyswitch must still be turned "off" to turn off 24VDC
truck cab for detailed information and descriptions of accessories and activate the hydraulic bleeddown
the symbols. sequence.
DO NOT USE BRAKE LOCK FOR PARKING! Throttle pedal position will override RSC setting. If
Use of the brake lock with the engine shut down operator depresses throttle pedal to increase truck
will allow the brakes to release. speed, Dynamic Retarding will not come on unless
truck overspeed setting is reached or foot operated
retard pedal is used. When throttle pedal is released
and RSC switch is "On", Dynamic Retarding will
come on at the RSC pre-selected speed and will
maintain that maximum speed.
(59) LAMP TEST and Cummins Centry™ Moving the control lever to the far left position directs
Diagnostic Test Switch (if equipped) heated air to the cab floor for most efficient heating of
cab air.
Moving the lever to the far right selects the defroster
This switch may be used for function. This directs heated air to the windshield.
Lamp Test, or for diagnostic tests
of a Cummins Centry™ Fuel Con- Selecting a center position for the control lever
trol system (if equipped). divides the air to both floor heat and defroster.
The Lamp Test Switch is provided for the operator (62) OUTSIDE/INSIDE AIR CONTROL
to test the warning and indicator lights before engine LEVER
startup. To test lamps, turn key switch to "run" posi-
tion and move switch lever to the right for the "On" The outside/inside air control lever is connected to a
position. This action will complete a circuit to the vent which allows either outside or inside air to be cir-
warning and indicator lights. The warning horn will culated through the cab heater assembly.
also sound. All red warning lights and amber indica- Moving the lever to the left directs outside air to be
tor lights should light up except those that are circulated through the heater assembly.
"BLANK" and not currently used (see description of
indicators and warning lights in this section also see Moving the lever to the right directs inside air to be
"NOTE:" following Indicator #47). Releasing the recirculated through the heater assembly.
spring-loaded switch will allow the lever to return left
to the "Off" position.
For diagnostic tests of a Cummins engine equipped
with Centry Fuel Control, refer to "Centry™ Diagnos- (63) AIR CONDITIONER CONTROL
tics" at the end of this section.
(OPTIONAL)
The Air Conditioner control lever is moved from left
(off) to right to cool the cab air.
(60) HEATER TEMPERATURE CONTROL Full right position is coldest setting.
LEVER
The heater temperature control lever is provided for
the operator to select a comfortable temperature.
The far left position turns heat off for warm weather
operation (or air conditioning if so equipped). Milder (64) FAN CONTROL KNOB
temperatures can be regulated by moving the control The fan control knob is provided to control the cab air
lever to the right. Moving the control lever to the far fan motor. The fan motor is a 3-speed motor (low,
right selects the warmest temperature for cold medium and high) which are selected by rotating the
weather operation. control knob clockwise to the desired position. “Off”
position is marked by symbol on panel.
U.S.
Liters Gallons HYDRAULIC TANK SERVICE
Engine Crankcase: There are two sight gauges on the side of the
(including lube oil filters). hydraulic tank. With engine stopped, keyswitch OFF,
Detroit Diesel 189 50.0
Cummins 214 56.6 hydraulic system bled down and body down, oil
should be visible in either top or lower sight gauge.
Cooling System: 630E 314 83 If hydraulic oil is not visible in the lower sight gauge,
685E 409 108
follow “Adding Oil” instructions below.
Hydraulic System:
Refer to “Hydraulic Tank Service” 507 134 Adding Oil
Wheel Motor Gear Box 776 17.0 4.5
(each side) 788 Remove any dirt build-up around fill cap and breath-
ers and clean fill area thoroughly before removing fill
Fuel Tank (Diesel Fuel Only) 4542 1200
cap. To reduce chances of system contamination,
DO NOT allow the system to be open to atmo-
COOLING SYTEM sphere any longer than absolutely necessary.
ANTI-FREEZE RECOMENDATIONS
(Ethlyene glycol permanent Type Anti-Freeze Service the tank with clean Type C-4 hydraulic oil
Percentage of Protection only. All oil being put into the hydraulic tank should
Anti-Freeze To: be filtered through 3 micron filters.
10 +23°F -5°C 1. With engine stopped, keyswitch OFF, hydraulic
20 +16°F -9°C system bled down and body down, check to
see that hydraulic oil is visible in the top or
25 +11°F -11°C lower sight gauge.
30 +4°F -16°C 2. If hydraulic oil is not visible in the lower sight
35 -3°F -19°C gauge, remove the tank fill cap and add clean,
filtered C-4 hydraulic oil (Lubrication Chart,
40 -12°F -24°C Lube Key “D”) until oil is visible in the top sight
45 -23°F -30°C gauge. Replace fill cap.
50 -34°F -36°C 3. Start the engine, then raise and lower the dump
body three times. Shutdown engine. Check for
55 -48°F -44°C
hydraulic oil level at the top sight glass.
60 -62°F -52°C 4. If oil is not visible in top sight glass, repeat
Use only anti-freeze that is compatible with engine Steps 1 through 3, until oil is maintained in the
as specified by engine manufacturer. top sight glass with engine stopped.
NOTE 1: The numbers in the columns under each motor type represent operating hours, except aas specified.
NOTE 2: Oil samples on Motorized Wheels with less than 1000 hours should be taken twice as often as recom-
mended in the Mintenance Schedule.
NOTE 3: On GE787 and GE788 Motorized Wheels, change the oil after the FIRST 500 hours; thereafter, at the
indicated 1500 hour interval, 1500 hours is maximum. More frequent oil change may be required, depending on
individual mine conditions.
NOTE 4: Motorzed Wheels produced after March, 1988 are equipped with a new dirt seal and do not have grease
fittings.
Accumulators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brakes
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-17 Bleeding Procedure
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7 Front . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Aftercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1 Parking . . . . . . . . . . . . . . . . . . . . . . . J7-5
Aid System . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 Rear. . . . . . . . . . . . . . . . . . . . . . . . . J6-13
Air Cleaner. . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Front (Disc) . . . . . . . . . . . . . . . . . . . . . . . J5-1
Air Cleaner Indicator . . . . . . . . . . . . . . . . . . N5-17 Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Air Compressor . . . . . . . . . . . . . . . . . . . . . . . K3-1 Rear (Disc). . . . . . . . . . . . . . . . . . . . . . . . J6-1
Air Conditioner. . . . . . . . . . . . . . . . . . . . . . . . M9-1 Brake, Pedal. . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
Air Cylinder, Throttle Control . . . . . . . . . . . . . C6-1 Breather (Fuel Tank). . . . . . . . . . . . . . . . . . . . B4-2
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . K3-4 Bumper Pad (Final Drive Case) . . . . . . . . . . . G5-2
Air Starter. . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-4
Air Starter (TDI Option) . . . . . . . . . . . . . . . . M15-1
Air Starter Lubricator . . . . . . . . . . . . . . . . . . K4-11 C
Air Starter Solenoid Valve . . . . . . . . . . . . . . . K4-3 Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Air Starter Troubleshooting . . . . . . . . . . . . . K4-10 Center Case Assembly (Rear Axle) . . . . . . . . G5-1
Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1 Charging Procedure, HYDRAIR® II . . . . . . . . H4-1
Lubricator . . . . . . . . . . . . . . . . . . . . . . . . K3-4 Clutch, Fan Drive . . . . . . . . . . . . . . . . . . . . . .M6-1
Schematic . . . . . . . . . . . . . . . . . . . . . . . . K1-2 Compressor, Air . . . . . . . . . . . . . . . . . . . . . . . K3-1
Air Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2 Conditioner, Air. . . . . . . . . . . . . . . . . . . . . . . .M9-1
Alarm Indicating System (A.I.D.) . . . . . . . . . . D3-1 Cooling Blower Warning System . . . . . . . . . . E2-4
Alternator (Power Module). . . . . . . . . . . . . . . C4-2 Cooling System . . . . . . . . . . . . . . . . . . . . . . . C3-1
Alternator/Wheelmotor Cooling Creep Down Valve . . . . . . . . . . . . . . . . . . . . . L7-1
Air Filter System (Optional) . . . . . . . . . . . M4-1 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Antifreeze Recommendations . . . . . . . . . . . . P3-1 Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Steering . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
AS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1 Throttle Control . . . . . . . . . . . . . . . . . . . . C6-1
Automatic Drain Valve . . . . . . . . . . . . . . . . . . M3-1
Automatic Lubrication System . . . . . . . . . . . . K3-3
D
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
B Differential Pressure Manifold . . . . . . . . . . . J3-21
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1 Disc Brakes
Battery Charging System. . . . . . . . . . . . . . . . D2-3 Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Bearing, Wheel . . . . . . . . . . . . . . . . . . . . . . . G3-6 Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Belt Adjustment (Fan) . . . . . . . . . . . . . . . . . . C4-6 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . .L6-2 Door, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . .L6-2 Drain Valve (Automatic/Manual) . . . . . . . . . . . K3-3
Blower Filter System . . . . . . . . . . . . . . . . . . . M4-1 Drive Case Bumper Pad. . . . . . . . . . . . . . . . . G5-2
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Dry/Slippery Road Solenoid . . . . . . . . . . . . . N5-13
Body, Guide . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Dual Hydraulic Brake Controller . . . . . . . . . . . J3-1
Body, Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2 Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Body, Position Indicator . . . . . . . . . . . . . . . . . B3-3 Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3
Body, Sling Cable . . . . . . . . . . . . . . . . . . . . . B3-3
Body Up Switch . . . . . . . . . . . . . . . . . . . . . . . D3-3
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Rear HYDRAIR® II Suspension . . . . . . . . . . . H3-1
Rear Wheel Disc Brakes . . . . . . . . . . . . . . . . .J6-1
Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . G2-3
Retard Pedal, Electronic . . . . . . . . . . . . . . . . E2-3
Regulator Valve Radiator. . . . . . . . . . . . . . . . K3-6
Rims (Tire Removal) . . . . . . . . . . . . . . . . . . . G2-4
Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Rod, Tie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7